Reality can be a real pain in the back-side of your aspirations. That two seater sports car you crave? Reality check, you have three children. A luxury yacht to sail along the south coast of Spain? Oh, hang on, you are not a millionaire. Though these super luxury items are what many of us hanker for, from the moment you wake up from these daydreams the fact is that in life you have to deal with such realities. That said, these real life scenarios needn’t be an obstacle to you going about your day as proven by Ford’s new Tourneo Connect.
The Tourneo Connect is Fords interpretation of what they think a highly functional “people mover” should be. Throughout Europe the demand for vehicles in this segment has grown dramatically and with cars such as the Citroen Berlingo already being well established, the blue oval has decided it is time to claim their slice of the pie. A quick flight to Germany finds us in Poing with the keys to a Tourneo Connect equipped with Fords very highly rated 1.0 litre EcoBoost engine.
In Solar, a sort of golden yellow colour, our test car really showed many of the design elements that makes the Tourneo Connect more than a van with windows. Its cascading front features sport the familiar family face and proportionally looks much more car-like. Visually, I think it has to be said, this car is quite pleasing to eye with some strong body lines that emphasise a purposeful stance.
Sliding open the rear door provides best access to the rear of the car in its class and also reveals a well packaged cabin. Seating five with plenty of luggage space, the interior feels vast with a lot of natural being allowed to enter the car. This Titanium model featured a glass panel in the roof which makes the already lofty amount of head room feel infinite. The dashboard makes the driver at home with a premium layout found on many other Fords in todays line-up. As for the seats themselves, they proved to be nicely supportive and, much like the rest of the interior, looked very durable. The Ford Tourneo Connect is versatile in its loading capabilities. With a split rear bench that can also be folded completely flat lends it to being the perfect partner for people in the decorating profession, or just those super active families who feel the unrelenting need to go kayaking. A low lip at the rear and large entrance to the back further champions the cars practicality. A 7 seat Grand Tourneo is also available.
On the road the first thing that strikes you about this little Tourneo is how much it feels like a standard family hatchback to drive. There is no sense of compromise between a normal car and this machine which offers so much function. The steering is direct and in tandem with torque vectoring it is responsive allowing for accurate placement of a fairly large car. Visibility all around is unrestricted and promotes a sense of confidence whilst driving in urban environments. Ford’s famed 1.0 litre engine that is literally no bigger than an A4 sheet of paper performs well in built up areas, cleanly pulling away and plucky enough to go for a gap at junctions. However, on more open roads the smaller capacity petrol engine did not suit the character of the Tourneo. It is very capable of holding its own on the motorway, thanks in part to a very nice 6 speed gearbox, but the diesel option would seem to be the logical choice if these sorts of journeys were to be regular. Officially the 1.0 litre EcoBoost engine will return 50.4MPG. The ride may not be class leading but the suspension components do a good of trying to minimise body role in what is a tall car. Something else to mention about this specific Tourneo Connect is that it is equipped with Active City Stop, a clever system that will stop the car from colliding with another ahead of it at low speeds or minimise damage at slightly higher ones.
Overall the Ford Tourneo Connect provides a practical and relatively good looking alternative to the establishment. A 100,000 mile warranty and strong residual values will no doubt make this car popular. Another plus the Connect has is that it is extremely competitively priced starting at just £14,425. It might not be the fictional Ferrari of your dreams, but it could become the most versatile tool of your reality.
The word bargain can mean many things to many people. It could represent £500,000 off of the original price of a stately home to a millionaire. It could mean paying £1,000 less for the Baroness’ favourite perfume. However, to the average chap a bargain represents fantastic value for money resulting in paying but beans and buttons for something that should really be beyond his reach. In reality such bargains come few and far between, but every now and then something becomes a bit of a steal… Today that is the Ford Fiesta ST.
0-62MPH in under 7 seconds, 197BHP on overboost, all in a swollen “boy racer” package that at the end of the day is still a Fiesta and can accommodate 5 people as well as a weeks worth of shopping. All of this can be yours for just £17,995! That is quite the loving spoonful of performance, yet enough practicality to sell the wife on the idea of the ST sitting in your driveway. You can even have it in this more subtle blue of our test car as opposed to ASBO orange.
Visually the ST is much more aggressive than the standard car with its more muscular bodykit, bonnet bulge and gaping front grill. The latter does give the car something of a menacing smile, something that foreshadows the look on your face when you hit the road.
Getting into this car you are greeted with a familiar interior and one that could be criticised for not being different enough from the standard car. Other than the body hugging seats and racey red detailed gearknob its not all that different to the car sat in your neighbors driveway. A shame, but it soon becomes apparent where Ford have spent the money when you fire up the 1.6 litre turbocharged engine.
On the road it is polite and relatively refined offering all of the great attributes of the standard Fiesta. That is until you step on the noisy peddle and then things get exciting! With a bellow of four cylinder fury the ST takes off like a scolded cat thanks to the turbocharged engine and near 200BHP. The sounds this car makes are just dirty. It farts, burbles and screams whilst you charge through the gears like a child that is just a little bit too excited. As you are pushed back into your seat under acceleration you can feel the front tyres through the wheel scrabbling for grip momentarily before they hook up. Ford have done a good job minimising torque steer, a blight of many high powered front wheel drive cars. This little hatch doesn’t weigh all that much and being built on an a chassis that is already highly regarded in standard guise, the end result is a confidence inspiring balance of keen handling backed up by engine performance. Throwing the ST into a corner at speed, the weight is transferred beautifully allowing the car to be more settled through the bend. Though the suspension is a little on the firm side around town, when you are grinning from ear to ear on country roads, you know those springs and shocks are being put to their best use. Understeer is another issue with quick front drive cars but the Fiesta, almost magically, pivots around bends at silly speeds with next to no fuss at all. Yes, understeer does exist in this machine, but you would have to be driving like a complete pillock for it to bite you. Even if you did encounter it, how wide the car goes is easily trimmed by reducing the throttle. The Ford Fiesta ST is just one of those cars that you can relentlessly cane and it will simply thank you for it and ask for more. Everything from the direct steering to the brakes just ticks all of the boxes for driving enthusiasts.
The Fiesta ST faces tough competition in the form of Renaults Clio RS and the Peugeot 208 GTI, but for under £18K this pocket rocket is my hot-hatch of choice.
Are petrol cars fated to become just a chapter in the complete history of the motor car? With diesel engined cars producing astonishing MPG figures, the growing uptake in hybrid cars and the cost of fuel the answer to that would appear apparent. Audi are even looking into the validity of a high performance diesel supercar, a sector that is currently exclusive to petrol power. However, petrol cars still have a very strong following from those who enjoy the benefits of a high revving engine and a generally more engaging drive. The current trend for petrol cars is a one of downsizing and turbo charging. For example, Mercedes-Benz have replaced their 6.2 litre motor with a 5.5 litre turbocharged one. It enables manufacturers to meet emissions standards, increase fuel economy and meet the performance demands of the customer. Ford have taken this to the extreme with their new 1.0 litre Focus.
A 1.0 litre engine in a car as big as a Ford Focus I hear you cry? Factor into the equation that our test car was the even larger estate variant and the tiny little engine seems even more out of place. Yet, it isn’t… This engine that is literally the size of an A4 sheet of paper is nothing short of a technological masterpiece. Despite its low displacement, this three cylinder with the aid of a turbo produces 94BHP, a figure the trumps the least powerful 1.6 litre in the range. Surly a 1.0 litre car could never be a viable alternative to a 1600cc engine, could it?
First let us view the car as a whole. The Ford Focus is one of the UK’s biggest selling hatchbacks and offers practicality and an involving drive to the masses. Inside the cabin is well sculpted with a very modern console and curved dashboard. The new Focus, regardless of what engine you chose, is an ergonomic triumph with seating being perfectly adjustable, driver controls are all within arms reach and everything having a logical positioning. Visibility is most commendable all around and its 5 star Euro NCAP rating provides reassurance to families looking for high safety ratings. Something else that will appeal to Mums and Dads is the vast amount of space on offer in the boot. Huge shopping trips, lawnmowers, dogs and maybe even a small cow will fit into the back of this estate with ease. Our Zetec test car even came with a DAB radio which makes for crystal clear listening.
This car has to be driven to be believed! The first thing that hits you when you start it up just how quite it is. It is near silent and often led many of my passengers to believe the engine wasn’t running at all. This lack of noise also makes for a seamless start/stop system that often goes unnoticed when in operation. Considering its odd number of cylinders you would expect some sort of vibration from the engine, but that is as absent as its noise. Driving around town the steering is well weighted and the ride is more than capable of dealing with the rough and tumble that British roads provide. Not once did I complain that it was sluggish out of junctions and in truth had you told me that this was the 1.6 litre car I would have believed you. On motorways it can hold its own too as the Focus surged past slower traffic with ease. At these higher speeds, even with a 5 speed gearbox, the engine is only doing around 3,000RPM. There is a 6 speed option if you really want it but from my experience the 5 is more than capable. Fuel economy on our tests in multiple environments produced an average of 47MPG. The smaller engine also makes this Focus even more agile through the corners thanks to the lack of weight. It has always been an involving car to drive, but this engine really does give it a new lease of life.
Honestly, these words do not do the engine justice and the only real way you are going to understand just how good this car can be is if you drive one yourself. I had read good things about the 1.0 litre Focus before this road test, but seeing is believing and you had better believe that Ford have hit the nail directly on its head with this car.
The year is 1974, the oil crisis has come to an end and this bright yellow Datsun 240Z has just rolled off of the production line… Destined for the UK, AWU491K arrived in all of its Japanese glory to its, no doubt, thrilled owner. But those observant readers amongst you will note that today is not 1974, nobody is wearing flared jeans. No, it is in fact 2013 but today I am stepping out of a time machine and right into the driver’s seat of a machine that has become a cult classic. Literally boiling over with excitement I took the keys to what could just be the ultimate in retro motoring.
The Datsun 240Z was the original Z car and its success is directly responsible for Nissan’s past and current Z sports cars. It powered by a 2.4 litre in-line 6 engine up front that sends 161BHP to the rear wheels. The car featured independent suspension and could get from 0-60MPH in 8 seconds flat. This really was a proper performance icon back in its day and sitting in the snug cockpit looking at its dished steering wheel I felt like the coolest man on Earth. It’s old leather seats didn’t do a great job of supporting me, but as I fired up the old girl, none of that mattered. Today I have Millbrook’s Proving Ground at my disposal, today it is 1974.
As the bright sunshine hit the Datsun’s equally bright paintwork you can admire every little detail in its design. The long sloping bonnet and short rear overhang makes the profile of this car extraordinarily handsome. Details such as chromed trim and inset headlights gives the 240Z such character that is rarely seen in todays automobiles.
Setting off you can feel this cars pulse in everything you touch. Thought the wood-rimed steering wheel as its skinny little tyres skip over bumps, the vibration in the pedals, the smell of 70’s combustion at work. The 240Z feels very much like a machine that is alive. It is certainly alive when you decide to stretch its legs! It is still relatively quick by modern standards, but with all of the added drama with this now being a classic car, the sensation of being thrown back into your seat was all the more satisfying. Approaching some of the rather challenging corners I very quickly began to appreciate how far breaking systems have come in the past 39 years. With no ABS super late breaking is somewhat out of the question, however, by classic car standards the stoppers were not all that bad. Clicking down a gear and blipping the throttle is immensely pleasing and once you get over the lack of power steering its instant change of direction makes the 240Z an utter joy to drive. Tickle the throttle upon the exit of a wide corner and you can feel the back end eagerly awaiting to play.
The Datsun 240Z is a very involving car and it requires someone who knows what they are doing to get the most out of it. The communication between car and driver is something very important in a sports car as it is through the car the driver has the connection to the tarmac beneath. If the car could talk it would have verbal diarrhoea an absolute chatterbox. Thanks to this you know exactly what the 240Z is doing and the byproduct of this is not only a huge smile on your face, but also the confidence to push on a little harder.
Taking the key out of the ignition, the 240Z ticked itself to sleep becoming the focal point of peoples camera once more. Looking around I see new 911’s and a McLaren 12C making their way out and onto the alpine track and I thought to myself “wow, performance cars have come a very long way since this was sat in the showroom.” Yet, the 240Z has something that a lot of cars today lack, a real personality. Today isn’t 1974, but I wish it was…
What is value for money these days? With supermarkets producing special offers that only save you a penny and in store sales that actually run all year round, finding a genuine bargain out in the big bad world is actually much easier said than done. Are the days of coming home smug with your purchase over? Not if new brand to the UK, Dacia, have anything to say about it.
Dacia are a sub-brand of Renault and as a result you can stroll into any diamond insignia branded building and order a Dacia, or if you have one get any maintenance done. The other up shot of this close relationship is that Dacia gets access to Renaults parts bin and doesn’t have to pay costly sums for development. This saving is then passed onto the consumer. This is the Dacia Duster Access and thanks to all of the above it is the cheapest 4X4 on the market by quite a long way.
The Duster is a well sized piece of kit seating five in relative comfort and offering ample room for a dog or two in the boot. Visibility is great and that much desired high driving position is most welcome. This Access model is the entry level car and though it doesn’t come with any toys what so ever, not even a stereo, it does offer a punchy 1.6 litre petrol engine and all wheel drive. The idea of the Access on any Dacia is that it is literally the cheapest that they can make the car whilst still producing a quality product. It might have wind-up windows but the seating is comfortable and there is no denying its practicality. The cost of moving up a trim level if this is a little too basic is only £500 and remembering that this 4X4 model starts at only £10,995 the upgrade wouldn’t exactly break the bank. An interesting note is that if you don’t really need a 4X4 function you can claim the 4X2 model from £8,995 which is just incredible value for what you get. An option 7 year warranty that stays with the is also available.
On the open road the Duster moves will with the petrol engine more than capable of getting the car up to speed. It revs freely and the 105BHP it produces never leaves you feeling underpowered. Though road and wind noise is more noticeable in the Dusters most basic form, it is far from unbearable. The car feels very sure of itself going through corners and body roll is kept at bay rather well for a car of its size. Feedback from the wheel is good and that purposeful suspension has no problem dealing with our rutted roads. Grip levels are high allowing for confident driving whilst at the wheel. Twisting the dial to the 4WD mode and heading off the beaten path doesn’t phase this car either as it has genuine off-road credentials. Our test car trawled up boggy paths and climbed up and over some demanding obstacles with no issues what so ever. It is clear that the Duster isn’t some budget basement machine, but a genuinely impressive tool that leads you to think how its competitors justify their asking price. This six speed manual petrol model not only has a pleasant gear change, but will also do 35MPG meaning it should also have a pleasant effect on your wallet.
This Duster Access is a brilliantly humble machine and just does what it says on the tin. For the money you can’t beat it and in comparison with its closest rivals it quite often leaves you in awe that a car costing this little could ever challenge the establishment. Dacia say that 40% of all Dusters sold are the 4X4 model suggesting that many buyers are looking for a car that can handle the rough stuff. I admire the Duster for its honesty and pure utilitarian persona. Watch this space because if Dacia carry on in the way they have begun you could well see many many more of them on the road.
There are a lot of fast cars out there; from a speed icon like the BMW M3, to a thumping great Mustang up to the eye-wateringly beautiful (but expensive) Lamborghini Aventador, there’s something for everyone. But that’s a lie. There isn’t something for everyone because not everyone can go out and spend a cool £60,000 on an M3 or stroll into a Lamborghini dealership and leave with the keys to one of their raging bulls. Alas, it seems that for those that want to have some brand new fun on a budget you are stuck trawling through the pages of your local FreeAds or on internet auction sites.
So I’m sure you can understand that the words that suddenly appeared in my head when I first set eyes on this little eastern European were not going to be anything like ‘speed-demon’ or ‘howling fun’ or ‘mind-blowingly quick’. Despite this, I took to the wheel and as the mileometer started ticking over it suddenly dawned on me that I’d been driving for miles with a ridiculous smile on my face. How had this little Dacia given me the same feeling that I get thundering around in a car that costs ten times as much? For goodness sake, it didn’t even have electric rear windows! A quick stop at the side of the road was in need, I had to see what sort of V6 monster was powering this thing.
But no! Under the bonnet you’ll find a cheery little 900cc 3 cylinder petrol engine that hoofs out 90bhp and will get you to 60 in 11.1 seconds.It will even do 109MPH… Eventually. This engine can also be found in Renault’s brand new Clio, but unlike in the Clio this Sandero weighs about as much shoelace. You can expect anywhere from 45mpg around town to a respectable 65mpg going downhill in 5th gear and with it sitting in tax band C you won’t be breaking the bank every 12 months either. It really did take my breath away that a car that I had considered to be nothing more than a cheap small family run-around could be so much fun when it’s given the beans and taken to the red-line.
Inside this middle of the range model there was a very modern looking CD player with AUX and USB connectivity, a tastefully subtle steering wheel and the very sporty looking ‘Atom’ two-tone seat trim which gave the inside a really classy overall look. Chrome surrounds on the inside made the car feel far more expensive than it was. On the corners were a set of very tasty 15” ‘Sahara’ alloy wheels and at the back a subtle but fitting lip spoiler. In the back there’s plenty of space but I found my head slightly ajar with my ear rubbing the roof, but no more than I’m used to when trying to fit all 6 foot 5 inches of me into the back of a hatchback. An impressive class-leading boot also appealed to the sensible side of me.
What I love most about this little Romanian motor though is the way it feels to drive. No it isn’t as fast as a Fiesta ST or perhaps a Fabia VRS but whipping from corner to corner in this revvy little petrol was great fun and you’ll find yourself pushing the tiny tyres to their limits. It would be great to see Dacia roll out a sportier version of this model, but there’s no denying that this car is great fun and even though our test model was somewhat higher than the advertised ‘under £6000’ Access, it still came in at £8,290 which is remarkable for a car that’s this much fun and comes with a respectable level of equipment. This only really leaves us with one question; have Dacia given the likes of the giants such as Volkswagen and Ford something to be worried about? No. If you want to buy a hatchback with a somewhat ‘cool’ badge you’ll still buy a Polo or Fiesta, but I think we’ll be seeing a lot of these Sanderos on the road soon. People who just want a car to go from A to B now have an option that isn’t just reasonably priced, but it actually good fun too.
In a world of ever towering costs and unavoidable expenditure £6,000 doesn’t actually go as far as what you might think. In fact, according to GQ magazine that is just about the “price of a decent watch…” From a motoring perspective that money, unless you are buying second hand, gets you absolutely nothing, not a sausage. That was until the Dacia Sandero came along. Welcome ladies and gentlemen to the cheapest new car on sale in the UK today.
Now normally when we talk about the cheapest car on sale we are looking at horrifically soulless and hysterically basic machines such as the Perodua Kelisa. Thankfully that undeniably poor and potentially suicide inducing machine has been euthanised. Dacia are a new brand to the UK and their aim is to produce a car from one segment for the cost of another in a lower one. For example; our Sandero Access test car is in the same category as the Ford Fiesta, but you can have one for £5,995 making it as cheap as a supermini. How? Well Dacia are a sub-brand of Renault and as the French company develops parts and conducts costly R&D for its cars, Dacia benefits from sharing these new components but does not incur the cost of producing them. The result is a car that can undercut competitors by a considerable margin. What makes the Sandero different to the intolerable Kelisa is that Perodua had to make the car cheap and nasty to keep costs down, Dacia on the other hand have access to good quality parts at low prices from the get-go.
Granted, the Sandero isn’t going to be winning any beauty pageants in the near future with its rather stocky generic small car shape, but it isn’t exactly ugly either. The Access model, lovingly known as “UN spec,” only comes in white with black plastic bumpers. It actually doesn’t even come with a stereo but Dacia’s philosophy is that you can pay only for what you want. For a small amount Dacia will fit your Sandero with a stereo if that is what you wish, but if you don’t all the wiring is in place for you to go to Halfords and pop a £40 unit in yourself. The low budget airline way of thinking extends to the warranty also meaning that if you want it you can pay a little bit extra for a 7 year warranty that stays with the car even after it is sold.
So what do you get at the absolute cheapest price? The Sandero Access is powered by a 1.2 litre 16 valve 74BHP engine that is perfectly adequate for the size of car. Seating five in a cabin that offers plenty of leg and head room, you can’t fault it for the amount of space on offer. Some of the plastics don’t look very appealing to the eye but every surface does have a very durable feel to it which is quite an achievement in a car that costs this little. The seats are actually rather comfortable and my only real ergonomic gripe with the Access is that the plastic steering wheel isn’t the most comfortable thing to grip for extended periods of time, but again only an extra £500 would move you up a trim level. The boot of this Dacia is vast for the size of car. 320 litres of shopping space as well as split-folding rear seats makes this a very practical car indeed.
The little 1.2 litre engine is surprisingly smooth around town and won’t leave you cursing at junctions about not having the grunt to take advantage of a gap. When you get up to speed the engine doesn’t produce the sweetest sound combustion has gifted us but it is passable. The lack of sound proofing at over 45MPH is noticeable with wind and road noise filling the cabin, to combat this we recommend that optional stereo. Through the corners the steering is nice and direct giving the Sandero quite a nimble feel, though body roll when cornering at speed is a bit more than what we would have liked. The suspension has a lot to do with the roll but the trade is that the car is good at tackling Britons battered roads. Potholes and cracks don’t appear to phase the little car all that much. Pushing the car harder is quite entertaining as it reveals its no frills, pure function character. As it pitches into a turn revving highly in its gruff voice you can help but smile at its try hard attitude. The Dacia Sandero is, even in it most basic form, enjoyable to drive.
In conclusion, this Sandero Access is a refreshingly honest car in a highly competitive market. It is an eye opener showing that a “good car” does not need all of the toys under the sun to be classed as good. This is not a machine that could take on class leaders such as the Fiesta, but for the money you will not find a better brand new car.
Several years ago while holidaying in France my eyes were cast upon one of the most unpleasant looking cars that I have ever seen. It was made by a small Romanian company called Dacia and was called the Solenza. This ridiculous little saloon didn’t have the power to pull the skin off of a rice pudding and looked so flimsy I’m pretty sure the chassis was made out of toothpicks and discarded chewing gum. It won’t surprise you then when I tell you that this car never set foot on the shores of Great Britain. The fact has been that if you wanted to go and buy a Renault produced Romanian car and happened to live in Britain, you would have had to travel to the continent to do so. Until now.
Despite the jokes and speculation over this super-cheap hatchback, with hordes of people mocking its origins and somewhat spartan looks, I felt as though this was a car that had to be tested. “There is no way that you can go to a garage and buy a brand new car for under £6,000 and travel more than 5 miles without the engine, doors or seats disintegrating” was my first thought, but my goodness was I wrong.
Stepping into the Dacia Sandero is a somewhat pleasant experience for someone as tall as myself and I felt comfortable in the seats which although didn’t provide the comfort of a BMW or Audi, were more than supportive in a car which costs about the same as a “nice watch.” In the Laureate model you are greeted with an LG produced touchscreen panel which allows you access to a number of functions like Satellite Navigation, Bluetooth, Maps and the Arkamys radio which you will also find in the new Renault Clio. Surprisingly this is only a £250 extra and well worth it. An attractive combination of chrome trim and a matted black effect meets a happy medium between bland and migraine-inducing bling with a comfortable steering wheel and attractive easy on the eye dials displaying MPG and other essentials. A leather steering wheel and gear knob also gives the cockpit a touch of class and the ‘carbon black’ cloth trim matches tastefully to the rest of the interior.
Arguably the weakest point of this car is its exterior. Striking chrome across the front grille (standard on the Laureate) and an eye-catching badge perching on top of a tasteful front bumper with two leering fog lights sets the tone, but along the sides this car leaves a lot to be desired. A somewhat clunky shape gives the Sandero the aerodynamic qualities of a barn. At the back a small lip spoiler adds some finesse to a questionably lumpy rear but this is understandable as the Sandero boasts a class-leading 320L boot with enough space to accommodate a large family shop. Thanks to a £425 option the alloy wheels wouldn’t look amiss on a any established hatchback.
Under the bonnet sits a little 1.5 diesel capable of kicking out 90 horsepower with 220nm torque @ 1,750 rpm. In a car that weighs a little over 1,000kg this means you’ll reach 60mph in a nudge over 12 seconds and hit 107mph. Speed is not the point of this car though, with excellent economy means you’ll be looking at 65mpg around town and anywhere up to 80mpg on the motorway. Thanks to it sitting smugly at 99g/km C02 you’ll also be in the lowest possible tax band.
It may not be the most engaging car to drive and its skinny tyres do leave a desire for more grip, but the car bumbles along quite nicely. The good levels of torque help the Sandero keep pace and its lack of weight makes it relatively nimble. Body roll through the corners, however, is noticeable and the suspension at times does struggle with the roughness of British roads.
What we have here then is a well built, very well equipped little hatchback with wallet-pleasing economy that costs a shade under £11,000 with this model coming in at exactly £10,940. Can I see this outselling the Ford Fiesta and other competitors? No. That’s not the Sandero’s aim. But what I can see is this giving the big companies something to worry about. I wouldn’t be surprised if we started seeing a mass of budget hatches hitting the road soon from Volkswagen and Ford. I also wouldn’t be surprised if we started seeing a bigger push from Kia and Hyundai trying to pull their prices down to match the Dacia. Only time will tell, and with orders of the cars pushing 2,000 already, time is running out.
Dacia are a new brand to the UK that you may have heard of. In fact if you haven’t heard of them you soon will as they are causing quite a stir on the new car scene. Explained simply, this is Renault’s sub-brand that has thrived in Europe and from this year will make landfall in our homeland. The aim of the brand is to produce a product that undercuts the competition in a dramatic fashion whilst offering everything a rival does. A very tall order for any company, let alone a new one… However, Dacia has the might of Renault behind it and with that comes a host of components that have gone through rigorous R&D. They can be sold so cheaply as these proven parts filter down into this sub-brand. The Duster is the cheapest SUV on sale by some margin and as a result our test car is the cheapest diesel 4X4 on the market.
This mid-spec Ambiance model is equipped with everything you would expect from a brand new car. 16 inch wheels, a premium stereo with Bluetooth and USB connectivity, chrome detailing and remote central locking. All pretty normal equipment by today’s standards, but factor in that it is powered by a 1.5 litre diesel engine with 110BHP, and all wheel drive, for £14,315 you wont find anything like it.
Are you expecting the cabin to be cheap and nasty? Well, you might be surprised to find its quality to far surpass what you thought was possible for such a car. Obviously it isn’t a Rolls-Royce and lacks some soft-touch surfaces, but the plastic feel robust and durable. The console is well laid out with a dial to switch between 2WD and 4WD prominently placed. The seating deserves a mention as it is not only supportive in the right places but also very comfortable. The boot with the parcel shelf removed is vast and more than big enough for a dog or a big supermarket shop.
On the move the Dacia Duster proves itself to be a highly competent machine with plenty of torque on tap from its diesel engine. The steering is well weighted offering good feedback as well as adequate power assist as to not turn steering inputs into a wrestling match between man and machine. Road noise is not unbearable but is noticeable at speed. The engine itself is refined and happy to hum along at what ever pace you desire all day long. This car may only have a top speed of 104MPH, but remembering that it has the aerodynamic properties of a brick, it can be forgiven. In 2WD mode the economical benefit is commendable as on its best form the car will achieve 53MPG combined. The suspension isn’t just there to give this car a desirable high driving position, oh no, it has been properly engineered to take on the frankly menacing potholes of our roads and have a good go at the rough stuff.
Engaging 4WD drive mode unlocks the potential of the Duster. This car is not all mouth and no trousers, it has genuine off-road capabilities. It will scale steep banks with little fuss, plug its way through muddy trails and even wade through some fords. The Dacia Duster is impressive not only for its price, but in some elements it puts leaders of its class to shame. Of course it is no Land Rover Defender, but its abilities can not be denied. In terms of engineering, its high ground clearance teamed with 240Nm of torque available from 1,750RPM makes for a formidable combination.
I think Dacia and their expanding range of cars could well be a real game changer in the new and used car market. They offer well manufactured products for the cost of the segment below and as a result they maintain a high residual value. The last car company to make a success of their “peoples cars” was Volkswagen and look where they are today.
Today we are testing a car that is 24 years old; lacks air conditioning, a radio, carpets or even proper windows that open and close. The only creature comforts you will find here are whats left of road-kill under the tyres. Don’t go thinking 1987 was a period of time where we were still running around with spears catching dinner, oh no, all of the above could be found in many cars. So if this machine is so lacking why am I about to hail it as the greatest supercar ever created? Welcome ladies and gentlemen to the Ferrari F40.
This machine is not merely a method of provoking an adrenaline rush, no, what the F40 represents is a life changing event on wheels. Built to celebrate Ferrari’s 40th anniversary the car was a beacon that set trends in the automotive world forever. It was the first completely carbon fibre car, it would do 201MPH and the engineering genius under the skin was direct from Ferrari’s illustrious racing history. Initially only 400 units were to be produced but demand for the car was so great that the Italian company ended up producing 1,315. The F40 is powered by a 3.0 litre twin-turbo V8 that can churn out an explosive 478BHP. That is a vast sum even by todays standards! But it isn’t the numbers or the reputation of this car that makes it so special…
You see I am a firm believer in performance cars being pure engineering that not only propels the driver to biblical speeds but also gets them involved in the process. These days, no matter the brand be it Ferrari, Lamborghini .etc, the performance is fantastic but in many cases you feel somewhat detached from the machine as its sequential gearbox clicks away and the ABS prevents any real danger. Even hitting the off button wont disengage all of the electronic systems as the manufacturer wants to protect your investment just as much as you do. Don’t get me wrong, they don’t kill the experience but in many cases it just makes it feel a bit artificial. Ferrari are a clear case and example as they are renowned for their ability to provoke an emotion from the driver, but today its more about the thrill and not hitting that tree. The F40 however was made in the days before health and safety so driver aids are completely absent. This is raw performance.
A Ferrari should scare you. There has to be that near indescribable twinge just before you turn the key and this being the last car Enzo Ferrari had a hand in building you had better believe that this sensation is there from start to finish. Bringing life to this beast will literally obliterate the eardrums of any living thing within a quarter of a mile. It does’t politely hum at idle like its modern day counterparts. It gargles, spits and booms making its presence very well known and likely causing some form of seismic activity beneath your feet. Not that you would notice an earthquake as you are now staring down the barrel of a bright red loaded gun.
This machine in motion is breathtaking as it dives into corners with no hesitation and upon exiting the apex the turbo’s hurtle the car far off into the distance. There is no hesitation, no understeer, it is precise, crisp, a precision tool of performance perfection. You are working just as hard as the car, feeling the involvement and connection to every gear change, every input to the wheel. It is nothing short of a masterpiece! You can tell that the foundations of the F40 were built on a road going racer and not a road car with racing adaptations. The power is relentless and your heart will pound every bit as quick as this cars eight pistons from start to finish.
Yes the cabin is cramped. Yes if you do have an accident you are very likely to die. And yes, upholstery is a mystery to this car. But do remember that it never set out to please people in those ways and clearly it makes no apologies for it. What it does do however is provide the world with a unique experience of what true honest to god engineering can do in the hands of the Italians. 24 years ago the F40 was at the top of its game, today it still defines the breed.
