LF73 KCY - Kia Sportage GT-Line MHEV
Photos and words, either reviewing cars, events, or just having a look at specific cars just because they have a story to tell...
Member, The Guild of and Northern Group of Motoring writers. General motoring enthusiast.
Driving Around encompasses a love for all vehicle types. Be that 50s sports cars or electric SUVs. Driving Around aims to cover most aspects of the motoring world, and motorsport calendar.
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Behind the wheel of Kia's latest Sorento, with Hybrid technology.
LF73 KCY - Kia Sportage GT-Line MHEV
Mazda UK Range Day at Bowcliffe Hall
YN73VYM - eVito 66 Premium
YS73KZA - eCitan Premium
N88 GUK - Genesis G70 Sport
RO73 ZGZ - Tivoli Ultimate
Y11 DMX - DMAX Utility
LJ73 CEP - ProCeed GT-Line S
INEOS GRENADIER
Kicking us off in this buyer's guide is the top of the range V-Cross. King of the hill. And that title it will retain thanks to some impressive off-road capabilities.
Aesthetically at least, the V-Cross is the best to look at of the three. Gun metal grey radiator grill, door mirrors, side steps, door and tailgate handles. Furthermore, the 18-inch alloy wheels are the same as you'll find on the other models, but here they match the rest of the car and are also finished in gun metal grey. This example is finished in Spinel Red, a rich deep metalic red colour that stays fresh even when it takes on some road grime.
To accompany the smart looks, you get some smart tech. Parking sensors front and rear, a colour reversing camera, forward collision warnings, cross traffic alerts, adaptive cruise control, just to name a few. Kit wise, the V-Cross is equipped just like any other leading SUV.
The interior is trimmed nicely, with premium leather seats and soft touch materials, the SUV theme continues. A multi-function leather steering wheel fits nicely in your hands, as does the gear selector for the 6-speed automatic gearbox.
Over the three of them, the V-Cross is the most comfortable and sophisticated. The interior aids this and is very convincing at not being a working vehicle.
For looks then, you'd be silly not to go for the V-Cross. However, at £33,499, can you get more for your money with the other models?
Secondly, we have the middle child DL40. As we can see, it's still a beefy looking thing. Whereas styling wise Isuzu have given the DL40 a more traditional look with chrome accents rather than the gun metal of the V-Cross. Personally, I think the chrome really compliments the Sapphire Blue bodywork.
What must be made clear, is that all three of these trucks are mechanically identical. They all have the same 1.9 litre 4-cylinder diesel engine putting out 160.9bhp. Moreover, they share the same four wheel drive system with high and low range modes and a locking rear differential. This DL40 even has the same gearbox as in the V-Cross. It is largely the same, only in the finer details do you notice subtle changes.
We still have adaptive cruise control, and Apple Car Play. The whole infotainment system is the same as the V-Cross. But what would really annoy me everyday in a DL40, is the infotainment screen. 7 inches is nothing to be shy about, however this is the size of the screen. The housing of said screen is 9 inches in size; the V-Cross gets a larger screen. Meaning, that you have a depressing black border around your screen, reminding you that you're scum.
Otherwise, the leather seats and steering wheel are still there, just lacking in the soft touch department. But this is supposed to be a working vehicle, so do you actually need all of the fancy stuff?
£32,349 will get you a DL40, which is quite a good saving over the V-Cross considering that you don't miss out all that much. How about a £5,000 saving, though? Welcome then, to the £27,749, DL20.
This then is the base model, bottom of the line, the one where you hope your friends won't look at the badge on the back. The exterior doesn't scream 'cheapskate', unless you forgive the lack of side steps.
It is only when you haul yourself inside that you can really see where you money hasn't gone. Manually adjustable cloth seats, rubber floor mats, manual single zone climate control and no infotainment system. Both the V-Cross and DL40 get a very nice dual-zone HVAC system, controlled via piano keys. The DL20 however, has three old fashioned dials; fan speed, temperature and air direction. Hard plastics flood the cabin and cover the steering wheel, again reminding you of where you belong. Hey, at least heated seats come in all D-Max models.
Although, we do have a manual gearbox which is not available with the higher specification models. Resulting in a more engaging drive, control, and considerable leap in MPG. The other two cars will achieve 32.6 MPG on a long run, but this DL20 is knocking on 40 MPG around town!
So, who wins it? That's difficult. They can all go anywhere on or off road just as quickly as each other, whilst towing 3.5 tonnes with a tonne in the load bed. However, I must cheat on this when deciding a victor. A special order would be my winner: 'Isuzu Driving Around' edition - the looks of the V-Cross, the toys of the DL40, but the economy and gearbox from the DL20.
Realistically, the DL20 is all you need from a pick-up, it is just nice to see Isuzu offering their customers more.
We last saw Rowan Campbell-Pilling in June at a very hot test day at Donington Park. Testing in his former GB4 car. Since then, he has completed his GCSEs and has started taking his A-Levels in Sheffield.
Oh yeah, and this 16-year-old has also signed a two-year contract with Argenti Motorsport to drive in an FIA-certified F4 championship. Most impressive though, is that Rowan is the first to announce his drive for next year, whereas other established drivers are yet to come forward with their plans for the season.
Obviously, this is a very exciting and natural progression in Rowan's Motorsport career; having showcased his talents on track in go-karts, moving along to GB4, and now this new challenge. Although, it might not be as easy as it sounds.
Rowan told me how despite his new F4 car being faster and more advanced than he's driven before, there are a lot of factors he has to get used to. 'Next year we'll be running with the Halo', which will ultimately save your life if you end up upside down... However, these life-saving devices weigh 20kgs, as a result 'raise the car's center of gravity and has negative consequences in the bends'. Considering that this car only weighs 460Kgs with the driver, that extra weight is quite the carry-on.
Fortunately, Rowan knows his stuff. Taking Art, DT and Business at college he knows a thing or two. Following a test session he requested that the front negative camber be increased by a couple of degrees here and there. As a result, the car no longer under-steered and 'felt a lot lighter'.
With a 1.4-litre Abarth power unit, you want all of the cornering advantages that you can get hold of!
Why then, were these photos taken inside a shopping Mall, rather than at a race circuit? Well, Rowan was at the Crystal Peaks Shopping Centre, Sheffield, raising money for The Children's Hospital Charity. Not only an asset on track, Rowan is determined to be as successful with his charity work.
Taking selfies, signing flyers, and allowing youngsters to sit in his car, Rowan is becoming somewhat of a local hero. And quite rightly.
Borrowing from Dwayne Johnson, Rowan says that it's 'nice to be important, more important to be nice'. I think that it's more than nice to want to raise £10,000 for the charity. Over one weekend, he managed to raise over £2,000 from only two events. Funds raised from a silent auction, and members of the public paying to have a turn on Rowan's state-of-the-art driving simulator.
Roll on Donington Park, April 2024! This will be Rowan's first race in the ROKiT F4 Championship. Roll on Formula 1 in 20...?
Y70 DMX
Driving Around is no stranger to the Isuzu D-Max. We've had plenty feature on here, and I think that they're ace. But how does this one stack up against the others? And what even is an AT35?
Arctic Trucks are based in Iceland have been improving 4x4s since the 1990s. In this example, they've added a wide-arch body kit, custom Bilstein Suspension, all-terrain BF Goodrich tyres and a serious attitude!
It looks mean, and purposeful. There are no other ways to describe it. The D-Max is already an imposingly large vehicle, but this one manages to dwarf it by comparison. It's just as long, but has the disadvantage of being over 2-meters wide. Furthermore, the raised suspension and the brain vaporizing laser search light add to the AT35's height. Making entry and exit of the vehicle quite interesting. It makes you feel like a child again when climbing aboard. Thankfully, there are grab handles on all four corners to help with this.
Normally, I love a D-Max. What the guys and girls at Isuzu do are fantastic, and they offer a clear model line up which is easy to understand. Moreover, it's easy to see where your extra money goes when moving up the ladder.
However, a lot of this AT35 kit has arguably made the D-Max worse. For instance, the custom 17-inch AT35 alloy wheels accommodate a gigantic set of all terrain tyres. Looks fab. Unfortunately, bigger wheels on a car has a negative effect. With these wheels and tyres, setting off from a standstill in 1st, feels like setting off in 2nd. The mechanical components have to work harder. Surely Arctic Trucks changed the drive-train?
It doesn't appear that they have. Therefore, the 6-Speed automatic gearbox really struggles with just about everything. On the motorway with the adaptive cruise set at 70mph, the gearbox is constantly changing between 6th, 5th and 4th. Realistically, you need a manual gearbox with these D-Max trucks, as we saw with the DL20. Alternatively, better and improved gear ratios to cope with the changes.
The entirety of Isuzu's line up come with a 1.9-litre 4-cylinder euro compliant diesel engine. Yeah, it does the job. It can return upwards of 40mpg in the DL20. However, with all of this extra weight and a struggling gearbox, you'd be lucky to average 25mpg from a now asthmatic power unit. 160bhp in something this size? Not a chance.
Now, it isn't all bad! You get a very imposing vehicle that can actually talk the talk. Why not chuck a tonne of stuff in the load bed, and tow a further 3.5 tonnes? Because you can. The AT35 kit doesn't compromise on the impressive capabilities that the D-Max has to offer.
Additionally, those tyres that cause mayhem for the gearbox are excellent off road! You have a low and high range modes, plus locking differentials but you get the feeling that, thanks to the tyres, you could conquer anything in RWD mode only. Your custom suspension also copes extremely well with uneven surfaces, but does jiggle about on a slightly bumpy road.
Not much has changed inside, you get the flagship V-Cross interior with added AT35 branding just about everywhere. Heated seats, dual zone climate control, and even a DVD player. An SUV like interior in a 4x4 is most welcome indeed. Just like with the other D-Max models, it feels luxurious, but sturdy enough to be abused.
£33,849 gets you a V-Cross, the top of the range. This AT35 retails at £49,499. Now, you do get quite a lot for your extra £15,000. People have been customising pickups for years, so why not get a professional to do it for you, who knows what they're doing?
And this one is meant to be a hardcore machine, Isuzu offer, as standard, a 12-year anti-corrosion warranty and a 125,000 mile warranty as well. It's not for posing, it's for getting stuck on anywhere and everywhere.
I just wish it had been snowing when I had this truck, as you really do get the feeling that it is unstoppable. Even that laser search light is enough for me to want one of these! For everyday use though, stick to normal road tyres. Your spine will thank you.
BX53 LUT
A hybrid? Blasphemy! Well, I'll have you know that both of these hot hatches are indeed hybrids. And, they're all the better for it.
The Swift has a 1.4 litre Boosterjet engine that, coupled with a 48-volt hybrid system, produces 129bhp. Plenty brisk enough for a hatch that only tips the scales at 1025kgs. Although, we can't forget that electric trickery is ever so impressive, therefore we get to play with 235Nm of torque!
Pulling its way into next week, this front wheel drive, 6-speed manual will reach 60mph in around 8 seconds. Honestly, it feels quicker. Benefiting from an average fuel consumption of 50.4mpg, I am surprised there aren't more out on the road and being enjoyed.
Yours for £23,680, this Swift represents great value for money. Pulling another ace from the deck, the Swift is 136mm shorter than the Clio, and yet rear legroom is most impressive.
If you can forgive a small fuel tank and a terrible infotainment system, then grab yourself a bargain!
This Clio is much more civilized compared to the Swift. With its grown up paint scheme, integrated styling features and plush interior. Still engaging to drive, but it just encourages you to sit back and enjoy the ride.
A 1.6 litre engine allows for 145bhp and just 205Nm of torque. Powerful, but not strong. Furthermore, this poor Frenchman has to lug about 1323kgs, almost three-hundred kilos more than the Swift.
The 6-speed automatic gearbox is perfectly balanced with the rest of this car, again giving you a comfortable experience. Inside, you'll find Renault's 11-inch MULTI-SENSE system which is excellent, contrast stitching and E-TECH branding which create a fantastic sense of occasion.
Overall, you get a quality feeling product and is therefore £24,795, which is fair. You can also drive this self-charging hybrid in full EV mode, unlike the Swift, which results in lower road tax.
But, the overall driving experience is where it really matters. Both have bucket sports seats, but which needs them the most?
From the off, we didn't know what to expect from these two. The Clio's outright power feels endless and has a great top end shove, once it is in the appropriate gear. Whereas, the Swift's hulking torque for such a light car is enough to send you off the straight and narrow. Additionally, a manual gearbox with a short throw will always beat a single clutch dog automatic.
On the twisty bits, the Swift is so well balanced. Engine and gearbox at the front, electric motor at the back. Think crystal palace, 1960s. It is happy to lift a wheel every now and then, and as it's lighter, you don't have to lean onto the anchors approaching corners and can therefore carry plenty of momentum.
Renault's lard arse can't quite out-drag the torque crazed Swift. But, the closer you get to the national limit, the Clio does creep up closer and closer. It still handles well, but does not give the same feedback and confidence. It is the faster car, but it isn't necessarily quicker.
Day to day, the Clio is the one to have for comfort and convenience. However, when you want to enjoy yourself and fit passengers in the back, it has to be Suzuki's finest.
I wouldn't go as far to say that I love EVs, but I've never been against them either. There are various pros and cons to driving and living with an electric car. 10 years ago when the government gave you £5,000 towards your new EV, I could see an appeal. With that contribution narrowing, EV prices rising, charging stations few and far between, I'm less convinced.
I have really enjoyed driving Hybrid MGs, Renaults, and full EV VWs. The instant torque is always fun and the novelty of driving around silently is quite cool. This EV6 GT was my first experience with a full EV that is meant to be different, and not just another car that just happens to have battery capabilities. What do we know then?
I spent the day with many a Kia, but right now we're looking at the EV6 GT. Setting you back a whopping £51,745 and taking 32 hours and 45 minutes to charge at home from a normal plug! Oh dear, that appeal is starting to disappear again.
Of course, if you did happen to buy an EV you would also invest in a home charger. Subsequently you'll get from 10%-80% in 18 minutes. That's more like it. In fairness, Kia claim you'll get 416 miles from the 77.4 kWh battery. I wouldn't quite believe that if I were you.
The batteries alone weigh almost half a tonne, 477kgs! Furthermore, with 4WD, the EV6 GT weighs in at 2,019kgs. Not the heaviest EV out there, but wow is that a lot of lithium.
Nevertheless, the battery has 239 kw of power. In English that's 321bhp and 605Nm of torque. Let's not forget that you get torque instantly in an electric car. That's 0-60mph in 5.2 seconds.
But, it's still a normal car. With 19-inch alloy wheels, 60:40 splitting rear sears, USB and USB-C ports, and Kia's legendary 7-year warranty. Yes it might be scary to consider and electric car, but once you welcome them into your life they're really not that bad. Over an afternoon I was convinced that I should have one. But, should you?
Crucially, the EV6 GT drives like any other modern car. Super light steering, and vague feedback from everything else.
You get 4 modes of regenerative breaking; from fully off, L1-L3, and MAX regen. Effectively, this makes the brake pedal redundant. It's really rather fierce! Controlled by two 'gearshift' paddles on the back of the steering wheel, annoyingly the 'plus' is on the left and the 'minus' is on the right. Those familiar with paddle gearboxes will understand my confusion...
On the road, for me, there's too much power and torque. In Eco it gets a shift on, normal it's not bad, and in power mode you'll be lucky if you get bail with community service.
I'd personally go for the younger brother, the EV6 Air. It's £6,000 cheaper, nearly 200kgs lighter. It has half the torque of the GT, but it'll still get you to 60mph in under 8-seconds. Over an afternoon around the lanes, a performance EV is great. Luckily for me, I didn't have to worry about rechariging it...
LA23 DXB - Kia Picanto
Well, summer has certainly been and gone hasn't it? That's what I thought, at least, until this bright yellow Kia Picanto came into my life half way through September. It's great!
The Picanto has been a travel companion since 2003, and following many face lift models, we find ouselves with this 3rd generation '2' model. And at £14,415 OTR, you could do a lot worse for a lot more cash.
Granted, it is a very small car. It's not even 4-meters long and it weighs less than 1000kgs. However, the people buying these cars don't need anything else. Although a bigger boot would be welcome, 255-litres with a narrow opening is nothing to write home about. The doors do open nice and wide, but reveal a lack of leg room for rear passengers despite ample space in the front. Once you're in though, the little Korean will really start to get under your skin...
You get 66 microscopic yet ferocious horsepower from a 998cc 3-cylinder engine. But wait, no turbos! Good heavens, a modern car without a turbo?! This just means that you don't have to wait around for any extra power when you put your foot down.
Regardless of the lack of power and torque, 96Nm, this thing sounds like a swarm of angry hornets when you give it some shove. Almost like a flat 6 with half of its spark plugs removed. The noise is addictive and charming.
To accompany the sweet sounding power plant is a good old fashioned, healthy, 5-speed manual gearbox. 5th is more of an overdrive, but the overall changes are narrow and precise. Propelled via the front wheels this Picanto is great fun to drive on city or twisty roads.
You'll also find manual climate control switches, and no infotainment screen. Allowing you to connect more with the car.
Again, thanks to a lightweight design, and a smaller engine as a result, you can expect to see up-to 67.3mpg in this thing! With no hybrid trickery. Notwithstanding that living in West Yorkshire, you actually achieve more like 43mpg thanks to some very steep hills and a heavier right because of the landscape.
The car does unsettle quite easily, presumably thanks to some very skinny 14-inch wheels - but in return you do get a very comfortable ride. Disappointingly, the right quality is overshadowed by some very firm headrests bolted to the supportive cloth seats.
It may be bobby basic, but you still get all round electric windows, air-conditioning, 4-disk brakes and forward collision safety systems. And yet, it still lets you get on with the driving. Which is so refreshing to see, feel and experience.
I was initially after the Kia Picanto GT-S, but for thrills and value there is nothing wrong with this little yellow Picanto.
Typically, track days are an excuse for petrol heads to exercise their finely tuned competition cars. When The Guild of Motoring Writers opened entries for their 2023 'Big Day Out', I knew I had to give the big cat a go...
Your daily driver shouldn't be the first choice for track work. As is known, track driving is very different from road driving; with tricky corners and long straights punishing tyres, brakes and other engine components. That's why we have cars prepared just for such occasions. However, I was really intrigued to see how my XJ6 would cope at Castle Combe, one of Britain's fastest and most demanding circuits.
As discussed previously on Driving Around, the X350 has air suspension which is electronically controlled, CATs. Not exactly coilovers... The car is on standard brakes and tyres which work well on the road, never having to deal with more than 70mph. The factors in my favour were that I had driven Castle Combe before, and that I had 240bhp under my right foot from the charismatic AJ30 V6 engine.
In 'Sport' mode and with the DSC turned off, the XJ made light work of the circuit, taking it somewhat steadily in fairness. 118mph was my limit on the straight, but the old Jag felt like it had more to give.
An all aluminium body results in a lighter car, and therefore the X350 knows how to get a shift on. It cornered flat and with plenty of response through the steering, notifying me if I had entered too quickly. I'd have been able to push harder if the car were on some 'proper' tyres and brakes, but I wasn't left desiring more.
On the 211 mile journey to Combe, we achieved 36.8mpg, and after 30 laps throughout the day, 18mpg was our new average.
Fast, comfortable and reliable. Three adjectives I am now happy to label L21 GDL with. Similar to those used by Sir William Lyons; grace, space and pace.
Kia Ceed
Kia XCeed
Kia ProCeed
Many people know Detroit only by reputation. Drugs, violence, decay and the death of the American motor industry. But my recent trip over there showed that Detroit may well have reached rock-bottom a decade ago but now it is a vibrant place to visit and an absolute petrolhead's dream to drive around.
I flew into Detroit Municipal Airport on a direct Delta flight from Heathrow and, shock number one, I was through customs and immigration within 25 mins and heading on a courtesy bus to collect myhire car a Buick Enclave.
This was a well-equipped diesel, seven seater with; sat-nav, and, crucially, air conditioning. It would be my companion for a week of travelling around Michigan.
My soon to be best friend Buick took me along the interstate with no issues what so ever and delivered me into my downtown Detroit hotel where valet parking took care of the rest. My trip had been arranged by visitDetroit.com and Michigan.org. And to them, huge thanks must go for the ease of arrangements. Whilst in Detroit I was able to spend time at the Grand Prix, which has moved back onto the streets for the first time in a decade, and to visit many or the globally significant automobile industry sites dotted around this wonderful city. For many of these I was privileged to ride in a 1930 Ford Model A Phaeton.
After the Grand Prix weekend I drove the 150 odd miles Westwards to the legendary “town of the Glenn Miller song” – Kalamazoo. Here I was welcomed at the amazing Gilmore motor museum, and driven around by Ken Fischang, their Director of Commercial Operations in a glorious 1957 Pontiac Chieftain one of the great many cars they have which work and are regularly used. One can even getto Model T Ford Driving School! The layout of this facility is hugely imaginative and one I hugely commend. It was born out of a retired man’s wife’s desire to get him out from under her feet by buying him a “hobby car” Now there are over 400!
16-year old Rowan is certainly living any petrol head's school-boy dream. Well, it was certainly mine anyway.
Having started out in Bambino go-karts at 5-years old, it was clear that this young lad from Sheffield would aim to follow in the footsteps of some of the motoring greats. Progressing through the different stages of karting as he got older, you could see his potential.
Not only does Rowan have accolades on track, but he is an avid fudraiser for a children's hospital in Sheffield. Having raised £3600 abseiling down the side of Sheffield Hallam University, Rowan is on track to becoming a Children's Champion and ambassador for the charity.
Thus far, 2023 has been incredibly successful and important for Rowan. Just a few months ago, he visited Ice Drive Sweden, with Tom Canning from Aston Martin Racing, to drive a BMW 130i on a frozen lake. Furthermore, Rowan has only just completed his GCSE exams and is awaiting results. No better way to pass that time than by testing you GB4 race car, eh?
Rowan is now rubbing shoulders with less than 40 young drivers, contesting in the John Palmer, MSV GB4 Championship. To say he can't even apply for the DVSA theory test yet, he's not doing too badly!
The single-seater GB4 car is powered by an Abarth turbocharged engine, with a respectable displacement of 1.4 litres. Paired with a Sadev six-speed sequential gearbox and a small aero package. Weighing only 570kgs, and whatever Rowan has had for lunch, this car will happily lap Donington Park in just over one minute with Rowan behind the wheel. Pushing 160bhp with so little weight is enough to keep anyone occupied, let alone a school boy.
The tub is narrow and compacted, therefore Rowan works hard to stay in good physical health in order to fit in the car, and withstand the tough G-forces that he will indure during fast corners.
Pirelli tyres and twin wishbone suspension with pushrod actuation helps with traction. However, should anything go wrong, there are side impact panels and a HANS-compliant FIA head restraint.
What's next for Rowan?
Following a dedicated period of exam study and motoring achievements, Rowan has been offered a scholarship at a local sixth form college for his A-Level studies in September. Moreover, a successful year in this GB4 championship could prove very useful for him in years to come.
For Rowan, the more he puts in, the more he gets out. Success in mototsport will undoubtedly see him progress into faster and more challenging cars, whilst increasing his profile as a driver. The charity work will only benefit from this, as more and more sponsors will do what they can to support Rowan and his good causes.
I would like to see this eager individual on the grid at the most highly-regarded motoring series of them all, Formula 1. Considering that Cambell-Pilling in on the same career path as some of today's F1 stars, it is more than likely that Rowan will follow them to becoming a household name.
As you can probably tell, I won't shy away from any vehicle here on Driving Around. There can't be many outlets that rave about old Triumphs, whilst comparing Pickup Trucks? Naturally, I had to experience the van life too...
Essentially, the Citan is a licensed built Renault Kangoo, no bad thing. However, Mercedes have certainly made it their own. Mainly by making the Citan almost £4,000 more expensive than its French counterpart. In seriousness though, there are welcome features in the Merc that really did make me want one.
On offer are your standard road car toys, such as Apple CarPlay, Android Auto, high-beam assist, blind-spot collision warnings and adaptive cruise. For most people who are used to a knackered Transit, this thing is a spaceship!
There are Van like features though. High sided, twin rear doors and a sliding side door. All of which allow for easier loading.
Here I am, proudly in 'my' Mercedes *van* at the top of Holme Moss, with my Rolex wannabe. From this angle, it would appear that I am in something luxurious, sporty and expensive. The Citan has the same touch sensitive buttons that you'll find in Merc's road cars, which are splendid! One on each side of the wheel to control the infotainment system and odometer respectively.
For a van, this drives extremely well. A 1.5-litre diesel engine aids forward momentum with a respectable 260 newton meters of torque. Coupled with a generous turbo band in the rev range, and it feels quite sprightly. The six speed manual transmission feels appropriate, however with a 4,500RPM red-line, you are forever changing gear.
Up the sweeping hills of Holme Moss, the front wheel drive van handled admirably. With a reassuring amount of grip from the front, and a back end that just does as its told and nothing more. Hardly a drivers car, but I will brand it as 'fun' at least. Not bad for your drive home from the building site. Eh?
Okay, so 400 miles across a week is hardly a life's worth of use. Despite my limited time with it, I'd happily become a Citan owner.
With an average fuel consumption of 54MPG, even achieving 64.2MPG on one specific run, you can really grow to like it. The cloth seats are extremley supportive, if anything a little too upright. The cab is rather short, allowing for a 666kg load bed. Thus, compromising the ability for the driver to recline their seating position.
Across a scorching June weekend, the air conditioning never failed to provide, and in traffic, the diesel unit always delivered.
Should you wish to own one, Mercedes will give you a 3-year unlimited mileage warranty, along with 24/7 roadside assistance for the same period. Handy.
Weight distribution is an issue with an empty load bed; with the transmission, engine and passengers being at the front, the back end is extremely light and therefore ride quality suffers dramatically over speed bumps.
Since 2013, Kia have elbowed themselves into the mainstream car scene after a decade of arguably embarrassing and unimaginative models. The marque has since provided attractive and practical vehicles to the masses; city cars, family estates and SUVs. 2017 saw the launch of the Stinger, something completely different from Kia's bread and butter, making sensible cars. Following their re brand in 2021, Kia's flag-ship saloon now looks just right against the other models in the Kia range.
The Stinger is now a serious contender against those in its class, the Audi S3, Mercedes C Class, for example. By its class, I of course mean its German 'rivals'. It is pure badge snobbery as to why only 47 Stinger's were registered in the UK last year, whereas over 3,000 Audi S3's were registered in the same year. Honestly, this car isn't trying to be a luxury barge like the Germans already provide, it has its own identity. Realistically, I think that what this car stands for is what Jaguar really ought to be doing. Mid-way through yet another transition and re brand, Jaguar seem to have lost their key ethos of building cars like the Stinger. Usable power, comfortable GT elements and an attractive exterior. Yes, you can still have an XF or an XE, but on much less powerful platforms and in terms of kit, much less too. Admittedly, I could be out of touch as a bitter by stander, still enjoying their cars of the 50s and 60s. So, Jaguar, please can I have a car to review? Hopefully I'll stand corrected on my above statement. Ideally, the Stinger is the only *new* GT saloon you'll ever need for under £50,000. And, being a Kia, the only one to have a 7-year manufacturer warranty.
The photographs above were all taken in Scotland; to be specific, the NC500. Questionably, an ideal weapon of choice for such a journey. If you're going by the headline statistics alone, it is clear to see why:
361bhp, 510Nm of Torque, 30mpg, Brembo brakes, adaptive cruise control... Without sounding like a salesman, this car really has a lot of kit. The NC500 route consisted of long stretches of dual carriageway, steep swooping valleys, mountain passes and single-track roads. The idyllic scenery could easily be interrupted by a foreign motor home crawling along a beautifully paved B-Road, and in such a circumstance one must stop. And quickly. The Stinger's 4 Piston Caliper Brembo brakes did the job spectacularly. Moreover, unlike a lot of high-end saloon cars that now have carbon ceramic brakes, the Brembo's on this car worked when cold as well as when they were warm, and continued to work after a lot of punishment. Fair play to them when they need to stop 1.89 tonnes of Korean metal. When taking the sharp bends of the NC500, you could really feel the benefit of the multi-link rear suspension and MacPherson strut front suspension arrangement. Even when in the 'Eco' drive mode, the 4.8 meter long saloon still handled well without sacrificing ride comfort.
The 3.3 litre V6 in the Stinger is a rather dated concept, but such a power-plant will always appeal to the right people. The impressive torque and power figures are achieved with the use of twin turbo chargers, and with the marriage of rear wheel drive and an 8-speed automatic gearbox, the Stinger just goes, and goes, and goes. Yes, everyone and their dog seem to be turbocharging their cars these days, but when they enhance fuel economy figures, are they such a taboo?
As the title would suggest, the route is 500 miles along the North Coast of Scotland. However, having started in Yorkshire and partaking in some sight seeing, we accrued just over 1600 miles on the Kia's odometer in 5 days. Being a brand-new car you don't expect to have any mechanical issues, which luckily we didn't. More importantly, after spending an average of 320 miles on the road each day, we did not feel fatigued one bit on this road trip. A credit to the Kia's comfortable Nappa leather interior, air conditioning, heated and ventilated seats, and superior noise insulation. On Michelin Pilot Sport 4 tyres, I expected the road noise to be moderately intrusive but I am delighted to report it was the exact opposite. Again, thanks to that 8-speed box, at 70mph the Stinger was barely ticking over.
Sure, it is easy for me to credit the Stinger all day long. However, being close to £50,000 in a nice spec, there should have been a few more boxes ticked with this car... The shared Hyundai infotainment system isn't bad, it's perfectly adequate; Apple Carplay integrated nicely, and the user interface only froze once or twice. But why should 'xyz' Stinger customer be greeted with the same technology that you could easily find in a considerably cheaper Hyundai or Kia hatchback? Additionally, the climate control screen was difficult to navigate if you just wanted to change to the direction of the blowers. A lot of the design from 2017 has been kept, 'if it ain't broke don't fix it?' - however the USB ports really ought to be the new norm, USB-C ports now. Although, you do get wireless charging in all fairness.
Realistically, I was blown away by the technology, performance, and value of the Stinger - I still find myself looking for the choke cable on these modern cars... But please Kia, more noise from that V6 would be polite.
The lovely team at SsangYong GB were nice enough to let me lose in another of their vehicles. Condensed somewhat from the Musso, this 4th generation Korando could be the only sub £30K family SUV you'll ever need.
What are we working with? Well, this £29,445 SUV is propelled by a turbocharged 1.5 litre, 4-cylinder engine. Sending 160bhp to the front wheels via a 6-speed automatic gearbox. Translated to the driver via electronically assisted rack and pinion steering. Which, hides the car's impressive bulk of 2040kgs. This waistline restricts the fuel economy from the otherwise efficient engine... 30.7mpg was the highest figure I saw across a 200 mile motorway cruise. Expect low twenties around town. With a 50-litre fuel tank, you should see 350 miles between fill ups. All-round independent suspension cushions the blow of rough roads for occupants, whilst giving the driver admirable confidence in the car's capabilities.
Electronically operated seats means you can command that desirable, high driving position that only an SUV can offer. This is not the sportiest of SUVs out there - although the turbocharged unit is to be admired. Pulling out of damp junctions and you will break traction of the front 19-inch diamond cut alloy wheels. Torque steer can be problematic if pushing too hard. Otherwise, traction is not an issue. Power assisted, vented disk brakes will keep you and the family safe.
On the outside, the Dandy Blue paintwork has a few areas of orange peel. But the LED lights, chrome accents and bird's wing grill, make for a good looking vehicle.
What about interior gadgets, enough to impress your mates? Yes. Note, that the entry level model at £21,095 will lack in some of the following departments.
A choice of 34 different colours are at your disposal with infinity mood lighting across the front door cards and dash board. The digital blaze cockpit features a 10.5-inch display; showing you more about the car then you'd have thought you needed. Accompanying this, a 9-inch infotainment unit. DAB, FM radio, Bluetooth, Apple Carplay, Android Auto and TomTom navigation. The system is not overwhelmed by all of this, everything integrates nicely and is not over distracting for the driver. Moreover, the Korando has one of the clearest reversing cameras I have ever come across.
The driver's cockpit allows you to configure the car in various ways. Don't like the indicator click? Then why not change it to another, ie: Korean, Modern, Luxury or Classic. The new sound too loud? You can turn the volume down of the click.
Traction control, hill-descent control, lane-keep-assist, and a manual mode for the gearbox are also toys that the driver can actually benefit from.
The double-dragon designers have high hopes for this Korando. In Ultimate trim, you get premium Nappa leather seats and steering wheel. The front of which are heated and ventilated - with dual-zone HVAC controls. Annoyingly, the rear passengers aren't allowed to be cooled or heated. No vents. At 4.45m long, the rear passengers do at least get plenty of leg room. 1.8m wide; enough space for three adults to sit comfortably.
Plastic fantastic. Sadly, in the well appointed interior are some scratchy plastics. Some soft-touch materials in fairness. Personally, I love a cream / white interior. However, this lighter trim does show any sign of dirt.
551 litres of boot space is impressive in this class. A load cover and false floor helps to keep belongings safe. The rear seats also fold down, providing extra space. This example came with a tow bar. The characteristics of this petrol engine didn't feel like it could tow, with 280nm of torque. Nevertheless, SsangYong say this GDI will tow up-to 1,500kgs. Whereas, the diesel will take an additional 500kgs.
With its 5 star Euro NCAP status, ESP, ARP, EBD, TCS, AEBS (yeah me neither) the Korando is safe as houses. Just for me, it was a bit too twitchy in the wet, especially when pulling onto a motorway. It's not a highway cruiser. It's most comfortable pottering around town, and is most comfortable while doing so.
It's Friday, so it must be time for Adam to change his car again... I joke, for I am very grateful that my friend brings me new and exciting cars to look at!
Here, we have the 2022 Renault Megané RS Line, E-TECH. This variant of the Megané went on sale in September 2021, and in iconic trim, will set you back £29,495. This however is the RS Line, with a hybrid system, so of course is slightly more expensive. As discussed before, RS Line Renault's provide a sporty feel and just have a bit more presence over standard cars; slate grey 17-inch 'Monthlery' diamond cut alloy wheels, body coloured RS Line bumpers and tinted rear glass for style and comfort. Despite this, I think that the front end of this new car isn't quite imposing enough. It doesn't even have a proper radiator badge, no chrome here. Because race car? Perhaps such aggressive styling has been reserved for the full fat Megané 'Renault Sport'? Although, from the back this thing is certainly good looking! The rear lights that wrap around the rear, accompanied with the subtle E-TECH badges give it a classy, sporty, and understated look. It is quite a big car, even bigger if you go for the estate tourer version, but in return you do get an admirable 308 litres of boot space and then a 60:40 split of the rear seats allowing for over 1200 litres. Enough leg room for rear passengers and adequate adjustment in the drivers seat for the taller driver.
Passengers benefit massively with this trim specification. Smart red stitching sits upon some very supportive cloth seats that really hug you tightly - not strictly necessary when you'll be at 62mph after 9.4 seconds, but it's all in good taste really, isn't it? Regardless of outright forward momentum, the stitched RS steering wheel is nice to use and has that all important yellow badge which does provide a sense of occasion. Occupants also enjoy the convenience of front and rear electric windows, the EASY LINK infotainment system and a choice of eight ambient lighting colours via the clever and easy to use MULTI-SENSE system. This is the 4th Renault I have had a proper encounter with and can confirm that the infotainment system in these cars, at the moment, is one of the best on the market. Looks and feels fancy, enough to make you say 'oooh that's clever', and yet not overly complicated or cluttered. In partnership with the main screen, the driver has a digital TFT cluster display allowing for a plethora of vehicle information such as temperatures and pressures, GPS and variations of the speedometer. Plenty of soft touch materials, pleasant in application but irritating to keep the dust off. As the cliché dictates, the interior is a nice place être. These new Renault's always smell nice too.
With all the emblems and harsh accents, is this actually a sporty car? Well yes. Sort of. Take the TR6, another article you can find on this site, and this Megané would obliterate it in umpteen factors. Not to say that the Triumph isn't a fantastic car, you understand.
The Hybrid magic turns this otherwise ordinary car into a respectable performer on the road. With 160bhp combined, 90 of that coming from the 1.6 litre petrol engine and the rest coming from two electric motors, the Megané doesn't hang about and is all you need on the road. The 6-speed automatic gearbox is hard to decipher as most the time all you feel is a progressive pull. Unless the car switches from ICE to EV, then you feel a slight inertia. Most impressive is the mid range grunt, quiet grunt as it is electric... In my eyes the main benefit of electricity is that you get max torque instantly, so considering that this has 148 petrol newton meters of torque and 205 electric torques, it goes like a train. Ideal for those quick overtakes. Such overtakes and heavy right foot moments come with no added guilt; 235MPG can be accommodated, and the petrol CO2 emissions are only 28g/km. Furthermore, you can drive up-to 30 miles in silent mode, purely electric. The perfect combination for this car then? Electric for school runs, shopping trips, and petrol for trips to see Granny down the motorway.
To conclude, this RS Line Hybrid is really rather good. You'd think that it'd have an identity issue with the sporty and electric bits together, but I am pleased to report that they really work. Overall, it is like a Biopic film, it is providing you with the thrills, but not to be taken too seriously or as a faithful replica of something it wants to be.
My garage, until recently, was my Triumph Herald, Rover 45 and Austin 7. The Austin 7 sold a few months ago, we just weren't using it enough. Now I still have my Herald and the Rover, albeit with a dead starter motor... *insert Jaguar here*. At 20 years old, the idea of owning one of my dream cars is quite hard to believe. Despite the fuel bills and the stereotypes behind Jag owners - this XJ Sport in Ultraviolet Metallic appears to be mine...
For some context, the code name '350' was coined at the end of the 1990s as the title for a new XJ under Ford's ownership. What separates this car from its predecessor is that it has an all aluminium body sculpted upon a revised steel chassis. How does this translate? Put simply, no rust and less weight. Considerably lighter than the previous generation XJ, and surprisingly lighter than the two compact saloons that were offered at the time; X & S-Types respectively. The XJ6 name was revived for this generation of barge as unlike the XJs of the 90s, you had a new choice of engine - a 3.0 V6. With 240bhp, the XJ6 is still enough to keep you occupied but can't waft around quite as quickly as the 400bhp XJ R, supplied with a supercharged 4.2 litre V8.
For many enthusiasts, the 350 is the last Jaguar to look like a Jaguar - with the key styling attributes achieved; twin headlamps either side of a narrow radiator grill. Of course, there was one final revision of the XJ before TATA took over in 2008.
Now, I am sure you're questioning how a 20 year old is able to own such a vehicle? Sure, if said 20 year old likes it then fair enough. Depreciation is currently my best friend - put simply, this car, with its tasty options would have been (adjusted for inflation) a £64,000 car approximately. And because this is a large luxury car, the vehicle class where depreciation hits the hardest some £3,000 lost a year at the very least, I was able to pick this up for £2,000! Furthermore, to insure this 3.0, 6-Cylinder, JAGUAR, costs fractionally less than my 1.6 litre Rover. I could have paid twice as much for a little one litre runaround and would have paid double the insurance. Very little thinking power was required when this car flagged up on my phone screen.
To summarize, I have been able to buy, tax, and insure this fast and luxurious vehicle for less than £3,000. When I could have easily spent that, if not more on a much 'worse' car. My achievements aren't completely fool proof though...
At the end of the day, Gwen, my XJ is still an expensive Jaguar and will require the correct love and care to keep it running properly. That does scare me, considering that a wheel bearing for a Triumph Herald is £30, and the equivalent part for the XJ will set me back £99. Likewise for other parts. I don't even want to think about when the air suspension goes wonky. It will be considerably more expensive to maintain than what all of my friends drive - but I'll cross those bridges when I get to them. For now, I'll continue to waft around at 30mpg. Another benefit of a lighter car with a V6.
The car itself is a Sport model, this is purely aesthetic with less chrome around the body,18 inch wheels (although mine has XJR 20"). I'd have preferred a cream interior with the darker walnut dash finish, but the ash wood with black leather has aged really well and suits the rare JJF paint colour. The only options my car doesn't have are heated seats, rear TV screens or the Bluetooth or indeed the physical phone. Realistically, it has more toys and gadgets to win a mildly heated game of top trumps.
Within a week of ownership I took the car on a 600 mile round trip to Brighton and back, somewhat gingerly as I didn't know the car awfully well. To my delight, it was hands down the most comfortable car I have ever driven a long distance in. I've driven hours in brand new cars - but even after 20 years this long-legged cruiser just ate up the miles. Accompanying me on the journey was my partner and she commented even as a passenger how effortless a 5 hour stint on the motorway was.
Aside from wafting down the M1, the Jag does drive well. The 6-speed ZF automatic gearbox doesn't like to be rushed but there is more than enough torque and power to satisfy even when the box is contemplating. Around country roads you do have the confidence to push on around bends, and with the knowledge that I have new pads on my all round powered disk brakes, I know it'll stop too. The AJ V6 makes a great growl and has been the sound of my childhood in the families 4 various X-Types.
I am still less than a month into ownership, I still feel like I need to give it back to someone's press office. But it's mine, all mine. And so far, *touch my wooden dash* I haven't turned into a cad, stolen any oil paintings or not paid for a meal.
Richard Hammond, notably of Top Gear and Grand Tour fame, is arguably one of the nations most recognisable faces. Having becoming a regular on our silver screens twenty years ago along side co-presenters Jeremy Clarkson and James May, Richard has become a safe place for motoring enthusiasts across many different platforms.
However, this is not another generic article about the successes of such television programs. Richard was at the NEC promoting his latest venture, 'The Smallest Cog', a classic car restoration business that he started in the summer of 2021. And prior to the media, press and public sinking their teeth into the much loved broadcaster, I was fortunate enough to grab a chat with the man himself.
When walking past the MG Car Club stand, I noticed a rather familiar MGB GT - placed next to the plaque photographed above. The Smallest Cog, Richard's aforementioned restoration business. 'Interesting' I thought, as the MG in question was the same car that appeared in the 8th episode of the 22nd series of Top Gear. (the last with Clarkson, Hammond and May).
To my amazement, within a swarm of photographers, what looked like body guards and managers, there was Mr. Hammond but a few paces away from me. Now without wanting to sound intrusive, but as a lifelong fan of his endeavors, I had to introduce myself.
After waiting patiently, I was able to meet him.
Once I had introduced myself, I congratulated Richard on the success of both his new venture, and the related program 'Richard Hammond's Workshop' for Discovery+.
I said that it was nice to see him getting into classic cars again, to which he replied, 'Yes, I have always loved them and it is good to do it without Pinky and Perky...'. We both chuckled and Richard then asked me if I was into classic cars - well of course I notified him of my times in my Triumph Herald. "A Herald? Well you can't be Driving Around very quickly' he said whilst observing the press pass around my neck displaying my publication. Despite this small dig, he did seem generally interested about the car, and asked what I had done to it etc. Refreshing to see that someone off the telly, as it were, are interested in their field outside away from the cameras.
Still stunned that I was conversing with Richard, I became increasingly aware of the other media and fans. I therefore had to thank Richard for his time, asked for a photograph - a somewhat blurred selfie I'm afraid. Regardless, it is a visual reminder of my time with a very nice, fellow car enthusiast.
When I acquired my Rover 45 back in the summer of 2021, I did what anyone would do when they buy a new car, punch in the make and model of their car into the nearest search engine. And what came up? 'Project Nigel', a YouTube channel dedicated to the highs and lows of MG / Rover ownership. Presented by a very likable chap who doesn't take himself, the world, or K- Series head gasket jokes seriously.
Photographed above is Project Nigel. The theme of this YouTube channel is to give various cars about the yard where it is based names, like many other cars. However each name has the prefix, 'project' before it. E.g, 'Project Waster' the diesel 45, 'Project Hank' but not to be confused with 'Project Frank'. Understood? Project Nigel is a very special Rover 25, as it has many different panels and accessories on it from the Rover parts bin. It is charming, non-offensive and a bit of fun.
Paul, of YouTube fame, in addition to making daily videos of his small collection of Rovers in varying states of repair, also likes to review other peoples cars. Upon seeing a review of an Austin 1300, and a 2009 Dodge, I thought that my Herald would be a suitable candidate to feature on Paul's channel.
Being based near Manchester, the Project Nigel Head Quarters wasn't a million miles away, and allowed me to stretch the legs of the little Herald. Tackling Saddleworth Moor on a windy day was an interesting experience to say the least, but the scenery was stunning; I favor country roads over motorways any day of the week.
Soon after arriving, Paul greeted the little Herald with open arms. Literally, as his open arms were long enough to reach the entire width of the car. That rather set the tone for his review, just how small the car was. And yet back in the 60s, it was adequate for a family saloon...
A Project Nigel video most entertaining, filmed in usually one take, filmed on a mobile phone, filmed with enthusiasm, and accompanied by Paul's random thoughts on the subject and his own music played on an electric keyboard. Having been a viewer of the channel, it was fun to see the a video being constructed in-front of my own eyes, rather than watching the final product through a screen.
Initially, Paul found the Herald's gearbox somewhat challenging, but who doesn't in a Herald? A stand out feature. But after a few miles, he even started complimenting the driving experience! Far removed from driving a 20 year old Rover, one really has to plan every gear change and maneuver before attempting said exercise.
The video can be viewed via the link below, and I would consider sticking around if you're into amusing car related content.
In January 2022, I took my beloved 1969 Triumph Herald 13/60 to Motorsport Vision's 'Drive!' at Donington Park, along with a friend's TR6, and our MK1 Jaguar.
The journey to the circuit was noisy, as at motorway speeds, and no overdrive the teeny Triumph does show how far passenger vehicle refinement has come on in 50 years. Nevertheless, I already knew that this would be the case, so it didn't bother me. I can forgive this car for most things that don't involve the deterioration of my bank balance, after all it was my daily car for nearly two years.
The 1.3 litre engine provides a healthy 62bhp, and is by no means set up for competition, just a road car fettled in such a way it can keep up with modern traffic. Therefore, I was convinced that the car would be very comfortable on track at road speeds... Ah.
I have driven on race circuits before, and I know that they're very different from the road, however I have always driven 'race' prepared cars. Immediately after leaving the pits I noticed how small the car suddenly felt, and how slow also. The modern 'competition' dispersed and I was left straggling behind the field. I did not mind the lack of power, for I knew that the aim of the event was to have fun, and get round in one piece, and not endeavor to set a new lap record.
My disappointment really got to me when tackling the twists and turns of the track; around my local B-roads, in the Herald, I often feel like I am driving a G-Force derived missile. Around Donington, another story. Going up Emley Woodhouse, I'm glued to all of the bends and flow through the straights, around the circuit I felt like I was driving a plate of jelly. Honestly, the difference was remarkable.
As I said earlier, I know that I have not set my car up to be a racer, but I also 'know' that it feels great on the road and returns great fun when the road gets twisty. On track it was terrible, the power was non existent, the brakes felt as though they were made of paper, and the gear ratios were only sufficient for changing gear a week on Tuesday. Despite my chunky, semi-dished steering wheel, and vinyl gear knob, the Herald really is just for pottering about when the mood takes me.
That considered, I loved taking it on track, especially as it was a non-competitive event. Even more enjoyable as I achieved 35mpg across 178 miles on that day, which is a lot for a senior citizen. No complaints from the Coventry champ, It just said, '"Yeah, and?" which to me is more rewarding than a smooth exit from the Craner Curves.
The Triumph TR6, sunny late summer afternoon, idyllic scenery, in the countryside; it's got to be done. Of course, many classic car enthusiasts wax lyrical about 'the old girl' going brilliantly along some sweeping section of road, and most of us just nod our head and acknowledge the owner's delight. However, when you're there enjoying the sights, sounds and smells for yourself, you get it instantly. The appeal is addictive.
Giles has had his Triumph for twenty years now, and in that time I don't think he has ever got tired of ownership. Of course, dumping water onto the passenger's feet on occasion must be somewhat irritating, but it must be forgiven. After all, this TR is a 45 year old sports car and despite maintenance, love, and care, it will never stand up against a contemporary European hatchback in terms of a linear experience. Everyday, due to temperature change, air pressure, fuel quality - a classic car will always be slightly different. The throttle may be firmer or softer depending on additional environmental factors. Perhaps something has broken, also a possibility...
The econobox hatch will deliver the same story day in day out and this is where the TR steps ahead. Driving pleasure guaranteed every time.
Having a 2.5 litre straight six fuel injected power plant always helps to put a smile on your face too; minimal weight making the car feel alive whilst being able to handle itself in the bends.
Good looking too; the muscular lines being juxtaposed by the dropping, winding scenery of Holme Moss.
Sometimes a cliché is no bad thing, it simply highlights what is good in life. For me, Giles, and many others, a sports car on twisty road is one of life's delights.
I give my initial impressions of the 2021 Renault Clio RS Line TCE.
My mate Adam is in the extremely nice position of having a new Renault at his disposal, and BJ71KXR is the second example that he has been the custodian of. Having spent a lot of time around the previous generation Clio of 2020, it was nice to be able to spot some changes here and there with this slightly updated variant.
It comes as no surprise that this modern hatchback comes with a 999cc 4-cylinder turbo charged petrol engine, powering the front wheels via a 6 speed manual gearbox. However, being the '
Inside, the cabin is dark and compact but this assists with the sporty feel of the rest of the vehicle. With rather nice sporty bucket style front seats accompanied with red stitching, one could easily be fooled into thinking they were in a hot hatch. The driving position has been carefully positioned with the center binnacle and gear stick being angled closer to the driver, providing some extra space for the passenger.
That is where the passenger space ends, as leg room in the back of this 5 door hatch is simply unacceptable. Thankfully, Adam only has his girlfriend, and his archery equipment to carry; but realistically this Clio is a two-seater with a generously sized boot. Three adults would struggle to fit in the back with their seat belts on. Two children would be more achievable.
Despite the lack of space, the Clio's interior is easy to navigate, with the 9.3 inch touch screen being the center of attention. Of course, it comes fully loaded with all of the toys we come to expect in modern cars.
On the road, the RS line feels very driver focused which is a surprise, as this trim level is meant to provide you with the nicer trim, and not the performance upgrades. Through the bends the front axle sits nicely whilst the back end follows appropriately. With 89 horsepower torque steer wouldn't be a concern, but the Clio features electrically adjustable steering for Comfort, Sport and Eco driving, helping to give admirable steering feedback in comparison to the other modern hatches in its class.
With regards to the driver's options, ambient lighting is available in a fair selection of colours. My only objection with this is that unless you choose red, the red trim throughout the cabin looks out of place and does clash with say, purple or baby blue.
Overall, I am very impressed with the little Clio. Unlike other hatches on the market, Renault has managed to give the RS line some character through the general styling and presence of the car, and also with how the car translates the road to the driver.
Playing top trumps with three mid range hatchbacks.
Etched into our consciousness in 2020, the VW ID.3 is an all new electric car from the German manufacturer. Coming in a quadrivium range of trim levels, the ID.3 Life is a reasonably priced fully electric vehicle. It is worth mentioning at this point floor mats aren't standard with the Life model and will set you back £110.00(Tour Pro S photographed above, considerably more expensive- but does have mats)
The most expensive of the three in this line up, even for the basic model as listed, and not even the Tour Pro S as seen in the photo. Unfortunately, the motorist is being taxed for adhering to new car buying advice. With a low center of gravity and RWD, the ID.3 makes for a fun driving experience which personally, I value highly. Having electric motors rather than a prop shaft or differentials, the rear floor is completely flat which allows for additional rear leg room.
If you're looking to convert to electricity, this is a good option, providing you have the cash, and don't get too attached... The average battery from an electric car only lasts around 7/8 years, and usually, this means scrap heap time. Furthermore, the materials do feel a bit cheap in places so it would be interesting to see how the ID.3 stands the tests of time.
Essentially a smaller Zafira, and yet a somewhat enlarged Corsa, the Crossland is a perfectly adequate family hatch back that, as standard, features most of the no-nonsense equipment that is very useful for the A-B. Although, despite having Apple Carplay, Android Auto, and a digital radio, it is the most dull of the three cars. If you just want ' A CAR' then this is the european econobox for you.
Yes, very nice. I drove this car for three weeks, clocking up around 1500 urban and highway miles. It is warm and dry, and cold for when it's warm outside. Unlike the other two, the standard speakers on this car were absolutely fantastic. 'Wouldn't it be good' by Nick Kershaw sounded particularly good I might add... Moreover, the controls are far easier to navigate in this than on the ID.3 or the Clio - as it is designed for anyone and everyone to jump in and drive with ease.
Very bland and linear, many readers will find this an appealing quality; however, I want a car to have some charm and a bit of character. Despite having driven it the most, I never felt any excitement when in it.
Want the agile looks of a hot hatch without breaking the bank? The RS Line gives you the angular lines and fancy badges, whilst returning a very agreeable fuel economy figure. Being the RS Line, you get aggressive bucket seats that are firm, but complimented by the smooth ride of the Clio. Unlike the other two, the 'hatch' part is compromised as rear passenger leg room is inadequate.
A driver focused car; this is a cool motor. There is just something about it that is that bit more sophisticated than the others. I like the red stitching, the yellow RS accents throughout the cabin and across the silky smooth and yet angular body shell. The least torque of the three here, but it has a lovely 3 cylinder turbocharged unit that delivers an admirable punch at higher revs. Additionally, the most economical of the ICE cars too, most likely helped by the six speed box.
It is probably the most easy car to live with out of these three - I say this because it's not dull like the Crossland, and when it runs out of go-juice you can fill it up in 90 seconds, and not 9 hours, unlike the ID.3. Yet, the rear visibility is appalling, a common theme on most small Renaults ,and you cannot fit people into the back seats. Unless they're Warick Davis.
Of course, the series 1 Lancia Appia was introduced in 1953, and the Herald 948 1959, however the cars photographed above were both made in the 1960s - making for a more appealing subheading!
The Lancia needed a shakedown run following a recent service, in preparation for The Guild Of Motoring Writers' Euro Classic to the Isle of Wight.
A nice accompaniment. The Valencia blue paintwork of the herald being brought out in full bloom by the deep gloss white of the Appia. The grounds of Worltley hall are beautifully maintained, consisting of footpaths for ambling, as well as carefully positioned benches for admiring the landscape of South Yorkshire.
Despite capturing some photos within the grounds of Worltley, we were unable to get photos of the cars in front of the house due to a private function being held.
Nevertheless, some good photos were taken of the two sixties saloons together.
The Appia approached the winding hills of Yorkshire admirably; with only a tiny V4 1 litre engine to propel the heavy, over engineered, but exquisite body. Having slightly more grunt in the 13/60, it was nice to sit back, follow, and admire the beauty of the Lancia, without pushing the Triumph to its limits . The Herald's regular playmate being a TR6, the little Lancia brought a sedate ambiance to the drive.