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The Nissan Qashqai has been very well received throughout the 7 years it has been with us. Especially by my Dad who, whilst never owning one, has always admired them often pointing them out in car parks like a child hinting at a Birthday gift. Maybe one day Dad… 2014 sees an all-new Qashquai hit the road and my father wasn’t the only one keen to see if it could live up to its award winning predecessor. We gave this 2014 Nissan Qashqai dCi 110 Tekna a try to find out.
With a sharp new design that immediately states the direction Nissan wants to take the Qashqai, this SUV has premium stamped all over it. Strong lines and a sculpted bonnet makes some rivals offerings appear dated in comparison. Whilst being bigger and bolder than the outgoing car, this 2014 Nissan Qashqai has not forgotten its origins as a family workhorse. Our test car in top specification Tekna trim was finished in this very attractive ‘Ink Blue” paint. A £525 option we think is well worth having as it compliments the 19” alloy wheels perfectly.
Just like the exterior, the cabin has really taken a step up from the old car providing and clean modern design that houses plenty of practicality. Shaped facias and aluminium trim build upon the already pleasant environment that is soaked in natural light from large windows, including a panoramic glass roof. Everything feels secure and put together with that typically durable Japanese build quality that we have all come to know. Heated leather seats, Bluetooth, self-park and a touchscreen infotainment system are all included in this trim level. The rear seats offer plenty of head and leg room of passengers and the boot is also of a generous size making this Qashqai perfect for a family trip to France.
This 2014 Nissan Qashqai dCi 110 Tekna is powered by a 1.5 litre diesel engine which produces 109BHP. Translated to the tarmac via a six speed manual gearbox and the front wheels, Nissan claims that their new model will do 74MPG which is impressive for the type of car that this is. Whilst its 0-60MPH time of 12 seconds isn’t exactly inspirational, the low-down torque means that this engine has the grunt to get up and go when you need it. Yet, it is in the handling department where this Nissan really shines through. For a tall car the body control it possesses is nothing short of excellent and the same goes for the road holding. Good levels of grip and precise steering makes the Qashqai feel agile. It is a genuinely nice car to drive, not only pleasing those who seek keen handling, but a compliant ride and little road noise means that the whole experience is refined.
The 2014 Nissan Qashqai dCi 110 Tekna is a highly polished product from the Japanese company and one that more than lives up to the previous cars high standards. Our test vehicle with all of the gadgets may have come to almost £26,000 but the range starts from £17,995 and is still reasonably well equipped. We are keen to spend more time with the Qashqai, however, it is clear even from this first drive that we are looking as a strong contender for the class lead.
The pick-up truck… A breed of car with a real “never say die” attitude, a machine that wipes the sweat from its brow and carries on working. I don’t get to road test these types of vehicles very often, to be honest there is only a handful of them about, and so when I heard an Isuzu D-Max was on its way I was ready with all of the usual pick-up associated stereotypes. Cowboy boots polished, stetson on head and an uncontrollable desire to spit after every sentence awaited the cars arrival. However, it turned out that the Isuzu D-Max Yukon was much less of a stereotype than you might expect.
Its size is the first thing that strikes you. This machine is vast! The double cab, open back behemoth is over 17ft long and nearly 6ft tall. If it was any bigger I think it would generate its own gravitational pull. Masculine proportions aside, the D-Max Yukon blends its functional form with some added external features. A chromed grill, door mirrors and door handles creates a more upmarket appearance in comparison to run of the mill trucks. In addition our test car was equipped with these black alloy wheels that complimented the Garnet Red paint perfectly. Factor in the silver sidestep and what you have is a rather interesting combination of aesthetics. On the one hand its sheer size dominates peoples field of vision, but then smaller details suggest that this car isn’t just all about the rough and tumble of manual labour.
The cabin further suggests that the Isuzu D-Max Yukon is not just simply a working vehicle. It is much more car-like than you might expect with steering wheel mounted controls, a touchscreen navigation system, clean centre console design and comfortable seats. The interior is spacious seating five with plenty of head and leg room. This space is also versatile with the rear seats capable of being folded flat or the seat swabs stowed vertically for bulky objects. Surfaces are hardwearing and the whole car has a nice durable feel to it. Whilst some controls appear overly simplistic, with chunky dials to operate them, they make a lot of sense if you were wearing gloves for example. On the other side of the rear window is the trucks bed, another important talking point for prospective owners. It measures 1,485mm X 1,530mm X 465mm making it a very good size. This specific model possessed a lockable sliding cargo cover to keep tools and other such valuables safe. Too safe at times as I had some trouble with this “Lock N’ Roll” cover with it sometimes taking a few attempts to open. The payload itself can be up to 1,067KG which is more than any user is likely to load the car with.
Powered by a 2.5 litre turbocharged diesel engine, our Isuzu D-Max Yukon was the 5 speed automatic that produces 160BHP and 400Nm of torque. Combined with its selectable 4WD and low range mode, the Isuzu is highly capable of being able to pull a class leading 3.5 tonnes. According to Inside Lane maths that is two and a third adult female hippopotamus. Upon starting the engine you notice a lack of vibration in the cabin which adds an unusual level of refinement to a car such as this. The high driving position is almost magisterial as you look down upon just about everything else on the road. Great mysteries such as “what on Earth is causing all of this traffic?” are no longer enigmas to you. Whilst you are aware of its size, the nicely weighted steering and torque on offer work together to make the D-Max remarkably easy to drive. Don’t get me wrong, even with the reversing camera it still can be a bit intimidating to park, but urban environments do not present much of a problem. Around corners on faster flowing roads the car handles its weight rather well and doesn’t wallow or lean too much. On a motorway the diesel engine is perfect of taking the strain of a long journey, but clearly with something of this size wind noise does begin to build. The automatic gearbox seems to know what its doing and shifts smoothly. In terms of economy, we returned a respectable 30.8MPG but feel a 6th gear in this box could produce even better results. Whilst its good road manners and tranquility are arguably surprising for a car of this class, what is not surprising are its off-road capabilities. High ground clearance and chunky tyres are a promising start when the road begins to disintegrate. Put the Isuzu D-Max into all-wheel-drive and there is very little that bothers it. A trip through the wilderness traversing gullies, climbing embankments and trekking through mud did not faze it in the slightest.
The Isuzu D-Max Yukon pulls off a difficult balance of being rugged and utilitarian whilst offering a package suitable for family life. Such a product clearly widens the portfolio of Isuzu which in the past has had its feet predominantly in industry. From £21,249 a Yukon model represents good value also. You might want to leave your chewing tobacco and lasso at home because this car is much more than a two dimensional stereotype. It is a modern-day maverick.
For those of us who love driving, for the pleasure, for the sheer enjoyment of the interaction between man and machine, there is very little space left for us. In a world where fun behind the wheel is depicted as inefficient and having a smile upon your face will see you labeled as a public menace, there isn’t much to celebrate as a car enthusiast these days. We are taxed, charged and penalised making even owning a car in this environment difficult. So maybe we should give up? Put down our car keys and pick up an Oyster card? Thankfully there is hope… Salvation comes in the form of the Subaru BRZ.
Here is a machine that defies convention, a great big antiestablishment statement on wheels. Instead of us being herded into soulless cars that simply serve as a means of getting from point A to point B, the Subaru BRZ reignites our hope for an affordable sports car revolution. Power to the people cars such as the Toyota MR2, Mazda RX-7 and Honda CR-X have long since gone. However, a partnership between Toyota and Subaru to produce a well priced rear-drive sports car has resulted in something that could spark competitors into action once again.
Our test car, in that iconic blue associated with Subaru, looked stunning. Proportionally with its long bonnet and short rear overhang, it creates a flowing coupe profile that every “petrol head” can appreciate. A polite rear spoiler leads the eye onto bolder design elements around the back. Protruding LED light clusters and a sculpted boot lid housed this fantastic personalised numberplate. Top marks to the PR team! Moving downward two vast exhaust pipes, with exits larger than a fist, aim like the barrels of a cannon at passersby. This car draws plenty of attention. Parked in a local High Street whilst I sat across the road partaking in a spot of lunch, I counted six people who took pictures of the BRZ and everyone who crossed its path paid it at least a glance. It has a presence about it that demands the focus of complete strangers and automotive anoraks alike.
Slipping into the body gripping leather and Alcantara sports seats, you are immediately drawn to how driver focused this car is. The driver is seated low in a position that is so very close to perfection. The red stitched steering wheel and aluminium pedals become your interface as you acclimatise to the snug cockpit. However, it is the cockpit that is something of an Achilles heel to the BRZ. Whilst the cramped rear quarters can be forgiven due to the nature of this car, the hard plastics and flat facias do take away from its sense of occasion. The nut shaped air conditioning controls are a nice touch, but again, the material used to make them feels a bit lacklustre. That said, the Pioneer touchscreen infotainment system works well and acts as a centrepiece to the console. Considering this is an out-and-out sports car, the boot space isn’t too bad and will happily accommodate a small weekly shop. Fold flat those small rear seats and the Subaru BRZ instantly becomes more versatile. Just like its Toyota GT86 counterpart, you can carry a complete set of tyres ensuring you have plenty of rubber to burn when heading out on track.
With the keyless system in this LUX model, the fun begins as soon as you hit the starter button. The 2.0 litre Boxer engine fires into life and idles with a slight burble from the exhaust. Setting off, the first thing you notice is just how responsive the throttle pedal is. The BRZ possesses 197BHP and thanks to being naturally aspirated its reactions are instant. 0-62MPH in 7.4 seconds is not to be sniffed at… Most of that power is higher up in the rev range with the fun really beginning at about 4,000rpm. The sonorous sound of its opposing pistons at work acts as narrator as your grin begins to grow. When driving the Subaru BRZ in a spirited manner you work its delicious 6 speed gearbox which provides wonderfully positive shifts. Add some heel and toe action into the mix and you soon realise just how eager the car is to please you. With direct turn-in and well weighted steering, it is an utter joy to thread together apexes. The BRZ does have quite a stiff suspension setup which can become a bit grating on our battered British roads, but when dancing through twisty sections of tarmac the composure and lack of body roll is well worth the trade in refinement. In comparison to the GT86, the BRZ feels a more taught around the corners and less likely to kick its tail out. But hooligans fear not, the BRZ doesn’t require much persuasion to initiates some sideways motion. Visibility is good around town for this type of car with its adequately sized mirrors helping to reduce its blind spots. On a motorway in this LUX model you can set the cruise control and allow yourself to be surprised at how adaptable the BRZ can be, going from B-road basher to everyday commuter quite easily. Drive economically and 34MPG is possible in the real world.
Subaru must be applauded for creating a car that goes against todays norm of manufacturers losing interest in sports cars for the masses. At £23,995 it is not only cheaper than its Toyota sibling, but in terms of “bangs for your bucks” the ratio is pleasing. This glorious blue rebel represents a product we have been asking for since such machines went away in the 90’s. It is direct, to the point, no nonsense, uncorrupted fun on four wheels.
The very best cars do so much more than their stereotypical function that the class entails. Top hatchbacks offer more than a simple means to transport the family. The most acclaimed estate vehicles bring more to the frontline than the ability to carry large objects. In a highly competitive market such as the automotive industry, every manufacture has to strive to be the best and that means creating a synergy that incorporates expectations, but also possesses the ability to surpass them. This Volvo XC60 D4 R-Design AWD GT is such a machine.
Presenting onlookers with a strong and proud stance, the XC60 immediately commands respect. Its large contoured shape stands out like a sculpture in its surroundings. It is a very clean and modern design which conveys a highly premium aesthetic. There are some brilliantly detailed areas of the exterior such as the bonnet that acts as a canvas to bold lines. This R-Design model with its Electric Silver paint and very smart alloy wheels comes across as a truly executive machine.
Another trait of the R-Design trim can be found in the cabin. Two magnificently comfortable and supportive bolstered sports seats welcome you inside. The part leather part Alcantara finish makes them not only look great, but also fit for purpose. A clear screen angled towards the driver provides a display for satellite navigation and infotainment such as Bluetooth, internet access and DAB radio. Again, like many Volvo’s at the moment, the centre console does look dated with its mobile phone design. However, that is only one small part of what is an exquisitely put together interior. Everything feels solid and well engineered with attention to detail that I just love. The front seats are heated whilst the rear offer passengers good head and leg room. Its boot, as you might have suspected, is huge and will swallow most things you throw at it. Fold the rear seats flat and bikes will happily find a home. A nice trait of the rear bench is that the seats fold flat individually. This was particularly useful when I found myself transporting four adults and a snowboard.
The Volvo XC60 D4 R-Design AWD GT is bristling with technology which is all at the drivers disposal. Safety technologies such as lane detection, speed limiters and proximity warnings all do a fine job. Set the radar guided cruise control and let the XC60 do all of the work. All you have to do is steer an the car will accelerate and brake keeping a safe distance from the car head all by itself. This magic trick impressed a lot of passengers. Take control yourself and you will find this 4×4 to be a very pleasant car to drive indeed. The steering is well weighted and very accurate and the throttle response from its 179BHP 2.4 litre turbocharged diesel engine is good. For a diesel the growly engine note under hard acceleration is actually quite pleasant. For such a big vehicle the XC60 feel light on its feet changing direction with very little lateral movement in the body. This is thanks to the suspension setup, but the trade is that the ride can be a bit firm at times. Its 6 speed automatic transmission quietly swaps cogs and goes about its business largely unnoticed. Aluminium paddle shifters on the steering wheel can be used if the mood takes you. This being a 4×4 means that it has some off-road capabilities. That torquey diesel engine sending power to all four wheels will get you through the bad weather the UK experienced earlier this year. Good levels of ground clearance and a hill descent function are on offer for those who area bit more adventurous. With a high driving position and big windows, this Volvo is easy to drive in any environment. Blind spot indicators do their bit and big mirrors ensure good visibility. All-around parking sensors make sure you don’t pancake your neighbours Mini. All-in-all the XC60 is a relaxing drive but one that is also a bit more spirited than competitors when the road gets twisty. Its brakes and high grip levels allows the driver to feel at ease when carrying speed.
This Volvo XC60 D4 R-Design AWD GT is more than just a practical car with all wheel drive. Its grownup character and breadth of abilities make it very likeable, much like a loyal family pet. There is no denying that this is the best car in its class. Why? Because it doesn’t just tick the boxes… The XC60 goes beyond what you expect of it. As tested this car came to £45,150 but as mentioned, that does get you a model with more technology and refinement than you can shake a stick at.
Summer is indeed upon us and whilst here in the UK our blisteringly hot days are sporadically separated with sudden downpours at the moment, we are all still out in force down at the beach or lighting barbecues. It must be said that our weather can be a bit gloomy for the majority of the year but when the sun comes out, we make the most of it. Making the most of it is what the Citroen DS3 Cabrio DSport THP 155 is all about, providing refuge from the rain as well as some fun in the sun.
The Citroen DS3 relaunched the French businesses DS sub-brand back in 2009 and brought with it fresh design and a high quality interior. This hatchback aimed itself firmly in the direction of the very popular Mini, but whilst the Cooper harked back to its forefather, the DS3 was branded as being original and “anti-retro.” A few years down the line and sales have been good for Citroen leading to the expansion of the DS line, and more importantly for the companies future, a strong foothold in China. Again squaring up to the Mini, this convertible variant of the DS3 wants to be an object of desire.
Retaining the same funky aesthetic as its hatchback sibling, the Citroen DS3 Cabrio turns heads. Its highly stylised bodywork was finished in Arctic Steel on our test car and it looked great when teamed with its Infinite Blue contrasting roof. Ok, so the blue is a bit too purple for me but it stood out and that is what this car is about. It makes a statement about individualism and is proud to be different.
This Citroen DS3 Cabrio DSport THP 155 interior was also finished in the same blue/purple of the roof. Bolstered seating initiates a sporty feel to the cabin along with the carbon fibre effect dashboard trim. Just like the standard car, its insides are beautifully finished and things such as the instrument panel are as detailed as a Swiss watch. The centre console is starting to show its age a bit but still functions well in tandem with the large infotainment display. Hook your iPhone up to the premium sound system via Bluetooth and enjoy your summer playlist. Rear passengers have an adequate amount of space for their heads, all the same, leg room can be a bit confined dependant on who is sitting in the front. Hit the button just aft of the interior mirror and the fabric centre panel begins to retract. As it folds up upon itself you can treat it like a sunroof or have it open the whole length of the car. There is another position for the roof which also folds down the rear windscreen for the ultimate top-down experience, however, this reduces rear visibility to zero. The boot is plenty big enough, but what isn’t is its opening. Thanks to the roof design it opens vertically like a an old drinks cabinet revealing a small rectangular gap to put objects through. Whilst the boot is a good size, you are limited by what will fit into the postbox opening.
Power comes from a 153BHP 1.6 litre turbocharged petrol engine which gives this Cabrio a 0-62MPH time of 8.2 seconds. The car feels brisk under acceleration, particularly once the turbo has spooled up. There is a bit of turbo lag at low revs but nothing unforgivable. Whilst the sun beating down into the cabin is lovely, people in the know are aware that taking the roof off of a car tends to result in less favourable handling. This sin’t the case for the S3 as it retains its structural rigidity by keeping its pillars and roof frame. There isn’t a hint of flex in the chassis meaning that you can throw the Cabrio about just like you would the hatchback. A lack of understeer due to good levels of grip makes driving this car on some twisty roads enjoyable. The six speed manual gearbox has a nice throw to it and the brakes are responsive. On the motorway you might want to put the roof up unless you enjoy a hurricane in the cabin, there is only so much its little wind deflector can do above 50MPH. Set the cruise control and the Citroen DS3 Cabrio DSport THP 155 is happy to motor along all day. The roof stands firm and doesn’t flap at any speed. Heading back into a more urban environment you can appreciate its well weighted steering and good visibility, as long as you don’t have the roof fully retracted. Overall we achieved 45MPG which is actually very close to what Citroen claim the DS3 can do officially at 47.9MPG.
The Citroen DS3 Cabrio DSport THP 155 is a real feel good car. With the roof down on a nice day it is thoroughly enjoyable whilst wafting along the south coast. However, and arguable more important, it behaves itself when the weather becomes a bit more traditionally British.
“Good things come in small packages” they say and with the vast majority of cars being so much bigger then their predecessors, you have to argue how accurate that quote is. I mean just look at the new Mini… It’s not exactly very, well, Mini is it? Todays Fiat 500 may be bigger than the original pint sized peoples car of the 50’s, but it is still one of the few machines that takes its supermini title to heart. In 2007 the Abarth brand was reborn and it wasn’t long before Fiat set it to work on the little 500. The model was a big success, but today we haven’t got the keys to any old 500 Abarth, this is the Fiat 500 Abarth 595 Competizione.
Looking like a 500 hellbent on some form of revenge, its swollen bumpers an two-tone paint scheme is the automotive equivalent of a dog showing its teeth as a warning. Except this dog is a tiny Jack Russell. The question is, is this a case of this cars bark being worse than its bight or can the Abarth punch above its weight?
The 595 Competizione packs a potent 158BHP produced by its 1.4 litre turbocharged engine. Thanks to that turbo, 230Nm of torque is also on offer from 3,000rpm. The 0-62MPH dash is done and dusted in just 7.4 seconds and this little fighter will keep going to 130MPH.
Inside, the Fiat 500 Abarth 595 Competizione is dominated by two huge black and red Sabelt racing seats. They consume occupants with huge bolsters supporting your chest and thighs. Its thick steering wheel displays the scorpion that has donated its venom to this car. A prominent turbo boost gauge is joined by a fantastic ball bearing gearstick to complete the race inspired look. Space for rear passengers is limited, but who wants to sit in the back when the fuse to this pocket rocket is about to be lit?
Turn the key and a brilliantly childish exhaust note crescendos before levelling out into a deep burble. The first time you hear it you question weather such a fantastically dirty noise came from a car that started life as a Fiat. In motion the Fiat 500 Abarth 595 Competizione proves to be a very performance focused product. Some comfort is sacrificed in order to have a stiffer suspension setup. On a bumpy surface you do find yourself being jiggled around like something that has been left on top of the tumble dryer. However, what you loose in refinement you gain in handling. Spitting and popping as you heel and toe down through the gears, this little monster charges into corners with a joyful amount of enthusiasm. There is very little body roll. In sport mode the TTC (Torque Transfer Control) brakes the inside wheel effectively enabling the car to rotate around the corner in a much sharper manner. Its so small and agile that it really does feel like a go-kart on steroids. The steering is quick but feels a bit inconsistent in weight at times. Straighten the car up and put the pedal to the metal and the 500 leaps back into action upon corner exit with all of the excitement it entered. Keep the revs high and the turbo will always be there for you adding a healthy dose of power as well as a dramatic amount of induction noise.
This Fiat 500 Abarth 595 Competizionecame to £21,345 with its options. We loved the eagerness of this little car and can’t wait to get back into the drivers seat to bring you a full review.
Peugeot have made some iconic cars throughout its history. The 205 GTI and 106 Rallye are good examples of very honest French performance models that even today are regarded as being amongst the very best in class. Fast Peugeots used to be something young guns like myself aspired to own, but for a while the company has lost its “mojo” and their quick models have been distinctly middle of the road. However, this new Peugeot RCZ R could well be the moment we have all been waiting for. A red hot Peugeot that is capable of kicking some serious backside.
Immediately the RCZ R makes a statement of intent being the most powerful production Peugeot ever. The 1.6 litre turbocharged unit produces 270BHP and 243lb ft of torque which is sent to the front wheels via 6 speed manual transmission. 0-62MPH is completed in just 5.9 seconds and it will go onto a top speed of 155MPH. Make no mistake, this is not an ordinary RCZ.
The low slung coupe that we tested appeared sinister in its Mercury Grey metallic paint and black detailing. A fixed rear wing, red badging and a fantastic set of alloy wheels denote the R from a standard car, although it does retain its signature double-bubble roof which we love. It is a serious looking machine and as we found out, it’s not all show and no go…
Its not just the exterior that has had a good going over. Inside you will find a pair of chunky leather and alcantara racing seats that are sublime. They feel very substantial and take a good hold of your ribs and shoulders. Obligatory R badging highlights that this car was not just some back room project, but was actually the responsibility of the famous Peugeot Sport division. Contrasting red stitching finishes off the the cockpit.
The moment you turn the key this cars fruity exhaust note will please any ear it encounters, but potter about sensibly and you will notice that its a reasonably comfortable and refined ride. But let’s be honest, you don’t want to read about that. Mash the noisy pedal and you will be sucked back into those supportive seats charging though the gears with nice short throws. The RCZ is brisk throughout the rev range but above 2,000RPM when the turbo is completely on song, it absolutely takes off. A limited slip differential reduces torque steer allowing this machine to achieve those impressive aforementioned figures. Its not just rapid in a straight line. There is plenty of grip on offer, even in the more challenging road conditions we were faced with, which gives the driver great confidence in the cars ability. Another thing that will allow you to push the RCZ R faster are its responsive brakes that invite you to leave putting the stoppers on even later. There is very little lateral body movement as the car picks its way through sweeping corners, and the well weighted steering combined with keen turn-in means you can place it right on the apex of even the most demanding bends.
We were very impressed with the Peugeot RCZ R. This car exemplifies the turnaround from Peugeot we had been hoping for. Our car came to £32,000 which for the level of performance on offer and the handling to match isn’t too unreasonable. Peugeot even claim that it will return 44.8MPG. Conditions didn’t allow us to extract all of this cars potential on our first drive, but we hope to be back in the drivers seat for a full review at some point in the future.
The forces of nature are awe-inspiring. Tornadoes that vanquish everything in their path, tsunamis wash landmarks clean from the map, volcanoes erupt spewing lava that will consume all that stands before it. Whilst these things are impressive, Mother Nature could do little today to capture my attention as I got the keys to an Alfa Romeo 4C. Give a German a spanner and he will build you a fine piece of engineering. Give a Frenchman a kitchen and he will cook you a grand meal. However, if you give an Italian a pencil he will create a work of art.
Glistening in the sunshine of what started as a beautiful day, this left hand drive Alfa Romeo 4C is one of the very few in the UK. It is in such demand that dealerships don’t even have a demonstrator model for customers to drive! Short overhangs and voluptuous curves make up the 4C’s bountiful shape. Deep intakes and a steeply raked roofline conceal this cars mid-mounted 1.75litre 240HP turbocharged engine. The automotive sculpture weighs just 895KG when empty making it quite the featherweight. As I broke away from staring at it, the heavens opened and the battle between the elements and this car began.
As rain beat down on the metallic paintwork I took shelter inside the cockpit. Thanks to the cars carbon fibre tub there is no elegant way of entering and exiting the 4C. A high sill results in you falling into its bolstered seats. Whilst Alfa Romeo building an honest to god sports car is a petrol heads dream come true, the interior is no fairy tail. It is spartan with a simple console and naked carbon foreshadowing the minimalist driver focused nature of the car. Considering the cost some might be put off by just how basic it is, but then if you value luxuries over the driving experience this isn’t the car for you. Visibility isn’t bad out of the front and side windows, however a rear view is nonexistent. The flat bottomed steering wheel is aimed at your chest and the low seating position is perfect for integrating yourself as the organic part of this machine. Clearly becoming envious, Mother Nature broke out the thunderstorm equivalent of a power ballad. Turning the key, this Alfa Romeo answered with an equally impressive crackle and bang from its exhaust pipes.
The whole car hums at idle as its pulse courses through every atom that makes up this little Alfa. Whilst some would say that the lack of refinement is a negative point, it is the very thing that detaches you from driving in its purest form in so many other cars. From the outset the Alfa Romeo 4C makes no apologies for being a product for the purist. This is exemplified perfectly by the cars lack of power steering to reduce weight and maximise feel through the wheel.
Whilst thunder roared and the lightning split the skies around the Alfa Romeo, the whole natural drama going on outside was completely upstaged by this car. Initially the steering is heavy but once in motion its feeling of uncorrupted connection to the road is very refreshing in a world of artificial systems. You can interpret exactly what is going on underneath the front wheels at all times as you replace what would be a computer and hardwire yourself into the experience. Turn into a sharp corner and the 4C darts directly to the apex like an excited puppy to its owner. The precision enables you to place it exactly where you want it. 4C’s chassis is great with its rigidity in tandem with a firm suspension setup annihilating body roll. A responsive throttle with minimal turbo lag adds a sense of immediacy to this sports cars movements. Some of the noises this Italian makes are fantastic! It whistles with induction whilst 350Nm of torque rushes you onwards then fizzes, pops and bangs on downshifts. This symphony of car fan delight is enough to put a childish grin on just about anyones face. A big talking point with the 4C is the fact that there is no manual option. The gearbox is a 7 speed dual clutch affair that sends power to the rear wheels. Whilst I completely agree that a manual gearbox is the most involving and enjoyable way to swap cogs, driving this car in anger with paddle shifters enabled more focus to be placed upon late braking and finding traction in these difficult conditions. Each click on a paddle was quickly followed by the next gear giving the Alfa Romeo 4C something of a race car feel. This is further enhanced by selecting the dynamic mode from the cars DNA system. With the engine sitting in the middle and a lack of weight, this car dances from bend to bend. Good pedal feel and responsive Brembo brakes means not only do you get the best out of the 4C, but it also gets the best out of you.
The Alfa Romeo 4C is not a car for people who just want to pose, though its angelic appearance will draw crowds. It is not car a for people who will use it to pop to the shops, its boot will only just about fit a jacket. Neither is it a product for people who simply like cars. This machine is a raw outlet of driving passion, something so emotive that unless you are truly a lover of driving and endorse the connection between man and machine, you will not appreciate the wealth of character this car has to offer. Our test car at £53,470 with all of its toys, including enhanced suspension over the standard car, is costly. But Alfa Romeo are back in the sports car arena and they are throwing some hard punches in the direction of competitors.
Vehicle specific rolls often have a go-to model. For example; if you need to carry a lot of stuff you get a Ford Transit, if you want to arrive feeling as if you had never left your luxury palace you buy a Rolls-Royce, and if you wanted the safest mode of transport on four wheels you get the keys to a Volvo. Decades of advanced research and innovative technology sees each new Volvo car at the forefront of safety and often raising the bar. However, today Volvo’s aren’t just about how many airbags they have. Mr Volvo may have loved beige, spending the weekend in the library and collecting rocks in the past, but today he is much more interesting. Especially when driving the most powerful diesel variant of the V40, the Volvo V40 D4 SE Nav.
Ok, yes… I am presenting you with a car that is the colour of a bathroom tile and calling it interesting, but stay with me because judging a book by its cover never ends well. Ignoring the uninspiring colour of our test car, the Volvo V40 is a nice neat compact design with strong shoulder lines and a prominent grill. Despite being heavily influenced in form by pedestrian safety implementation, its slightly swollen bonnet that is equipped with a pedestrian airbag actually makes the car look more voluptuous. Its rear quarters are highly stylised and its signature lighting is instantly recognisable in the dark. Whilst looking very grownup, its dual exhaust hint that there is something of note under the bonnet.
Power for this Volvo V40 D4 SE Nav model comes from a 2.0 litre five cylinder turbo diesel engine. Not only is there a potent 175BHP on offer, but a loving spoonful of torque with 440Nm accessible from as low as 1,750rpm.
The cabin is an exercise in wonderful design of which is perfectly executed. The floating centre console with its many buttons may look a bit dated now, but everything is logically located and has a reassuringly durable feel. Its cream leather seats offer a very supportive place to spend long periods of time and in the front occupants are treated to them being heated also. The thick rimmed steering wheel is adjustable to insure the driving position is right for the driver. I really liked the TFT instruments with their clear graphics and customisable segments. In the rear the seats are just as sculpted and passengers are given plenty of head room, although having tall people up front does restrict legroom in the back. The boot is this cars Achilles heel as it is not very deep neither large in volume. Folding the rear seats flat increases loading space, but it is still not large enough for a bike. For that we suggest the Volvo V60.
At idle the engine is a bit noisy, but it immediately hushes once the car is in motion. The overall experience in the cabin on the move is one of refinement with no intrusive vibrations and not much road noise. Gear changes in our test car came courtesy of a smooth 6 speed automatic gearbox that politely swapped cogs without any fuss. The steering of the Volvo V40 D4 SE Nav is well weighted and you get a sense of precision even if it does feel a tad numb at times. There is not much in the way of body roll and the high levels of grip on offer makes the car capable. Something else that is very capable is that aforementioned engine. Open the throttle and the near instant hit of torque rushes the car into action. It pulls very strongly and shows no sign of giving up even when on the naughty side of the speedometer. The brakes are equally as impressive bringing the car to a firm stop when necessary. Various safety systems such as blind spot detection and a warning for when you are too close to a car ahead keeps you out of trouble. On a motorway the V40 is an effortless drive and around town its happy to do the more regular chores of the household. This specific V40 could even parallel park itself, a good thing as rear visibility is not the best. We got around 46MPG from the Volvo V40 D4 which is ok considering its engine capacity, but nothing outstanding. Choose the manual model, however, and you could be looking at an official figure of 65.7MPG.
The Volvo V40 D4 SE Nav is a very competent machine and offers unparalleled safety technology. Its engineers have clearly worked very hard and are hoping to one day achieve a zero fatality rate in their cars. A bold target, but on the basis of just how brilliant these systems are, it is one I am confident they will meet in the future.
One, two, three, four, I declare a hot hatch war! The past few years have seen some of the fastest and most furious front wheel drive performance cars since their heyday before the millennium. These feisty little cars may have started life as something your neighbour ferries the kids to school in, but in their bumped-up ASBO inducing state they are just are much fun to drive in the real world, on real roads, as a well sorted sports car. Here we have three of the best money can buy… Can the new 2014 Mini Cooper be the new kid on the block who conquers all? Will the Ford Fiesta ST be as impressive in comparison as it is in solitude? Can the Renaultsport Clio 200 Turbo really win this without a manual gearbox? Mini Cooper S VS Fiesta ST VS Clio 200 RS.
Although what is written on paper serves no other purpose other than fuelling bragging down at the pub, let’s take a look at the numbers. The Renaultsport Clio 200 RS churns out 197BHP from its 1.6 litre turbocharged engine and will hit 62MPH from standing in 6.7 seconds. Ford’s Fiesta ST gets 179BHP from its 1.6 turbo but that rises to 197BHP when on overboost. 0-62MPH in 6.9 seconds. The all-new Mini Cooper S splits the difference at 189BHP with the same capacity turbocharged engine and 62MPH in 6.8 seconds. Renault may claim an early victory here, but that is down to its quick shifting paddle gearbox and not its power advantage thanks to its weight.
Visually each car has its own unique image. This Ford Fiesta ST is your typical Essex boy racer affair, the Renault is more stylised and sophisticated. The Mini stands out, this being a key selling point of the car, and oozes character with its big wide eyed expression. This all comes down to personal preference and for me it is the Mini. It might be bigger than the last one, but there is something a bit “cheeky chappy” about the way it stands out. Some will disagree, but much like art, you are entitled to your opinion.
On the road all three are great fun to drive. All welcome a good spanking down a country road and each keenly turns in to complex bends. However, on the grounds of driver involvement the Clio takes third place. Whilst it does handle very well and is by far the most comfortable of the three, the lack of manual gearbox and clutch makes for a weaker link between man and machine. Yes, the paddles are good fun for when you want to feel like Sebastian Vettel, but there are just those times as a driving enthusiast when you want to heel and toe. The Mini comes a very close second with excellent body control and real shove upon corner exit. In its sportiest setting the crackling from the exhaust spurs you on as you drive into a sharp corner. It truly is a great bit of kit! However, it is the Ford Fiesta ST which is the undisputed king. With all of the drama of induction noise and that surge of torque, its sub-par cabin is soon forgotten about. Throw it into a corner and it dives in like a dog chasing a ball. Cocking one of its rear tyres, your menacing grin is clear proof that it is the the top dog of this pack.
The Fiesta is also the biggest bargain of the three at just £16,995. £18,655 will buy you all of the charm the 2014 Mini Cooper S has to offer and £18,995 for the most basic Clio Renaultspot.
Whilst each car has its merits, when it comes down to it, the thrill of driving a hot hatchback is what matters. Thrills are something that the Ford Fiesta ST delivers in buckets.
Check out our full review of all three cars here.
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