4.)  How does your precision driving style differ to that of your Dad’s?

“I think it’s very similar although we come from very different eras in Motorsport. When Dad won the British Autotest Championship in the 1980s, they used almost standard Mini Coopers with stiffer shock absorbers and a fly off handbrake. 20 years later when I started, the cars had developed almost beyond recognition removing all the weight with carbon parts.”

 5.)  What are some of the more adventurous performances you’ve done?  

  

I’ve been working on the Top Gear MPH live shows for a few years now and every year we have to go one better with the stunts. This year we are going to do a world tour with a sequence called ‘Inferno’ where we set two Porsche 911 GT3s on fire and drift around a girl with flame throwers on the end of her arms!” 

 
 

Quotes courtesy of Paul Swift; in interview with Sotiris Vassiliou

Copyright of motoview.co.uk

April 2012

From the tourists’ perspective, the Gauls have a sense of nationalism judging by the lack of English subtitles on French television that may emanate from the turbulent history between these two countries which might account for that continental acronym. ‘SW’  labels the tailgate of the Peugeot 508. At least, Station Wagon has a clearer meaning than ‘Sports Tourer’ that Vauxhall adopted for the Insignia, yet they both have one characteristic as they are not true estates. Both have narrow loading areas facing you, once the tailgates are opened so that a washing machine will not fit standing unlike in a Skoda Superb estate. Volkswagen style latches flip the seatbacks over the squabs to form an uneven surface and the load cover doesn’t retract as fluidly as that in a Superb estate.  The reason for reduction of the ‘estate’ class is that rooflines have generally become lower and less uniform to suit the customer clinics’ liking of driving a pseudo sports car. You appear to be sitting lower down with higher door skins and less glass area, not considering the standard panoramic sunroof  for the top three trip levels. An array of names abound from Sportback to Shooting Brake with diluted meanings weaker than an orange cordial!

The 508 fills the void left by the deletion of the 407 and 607 that aren’t lamented in the UK. The former suffered, amongst other foibles from squealing brakes and poor ride with the latter being remembered by having one of the largest depreciation rates therefore a good purchase for the taxi trade in diesel form. Fortunately, the 508 marks a departure away from style over substance, unlike in my opinion, the RCZ despite what the mainstream motoring press heralded as “a renaissance” for Peugeot - blah blah blah. The fact is that the 508 SW has the potential to steal fleet sales away from established company car manufacturers, especially with the 1.6 HDi start stop. Furthermore,  five trim levels include ‘SR’ that specifically targets the corporate and fleet sector with cruise control, air conditioning and Bluetooth connectivity.

Our test car was the top tier GT model with 2.2 HDi engine that has 204bhp – a  leader in this class. For this specification, Peugeot added another wishbone to each front wheel, presumably to cope with the added mass from the engine and rear suspension is a multi-arm set up across the whole range – no sign of the archaic torsion beam! On tarmac, the 508 feels it so you know where you are at with the machine so bends are taken with poise and assurity translating to clear feedback via electro-hydraulic pump to the steering wheel.

Unfortunately, the six speed automatic is the only option with this engine with paddle shifts and Porsche tiptronic system being the only sign of frivolity, with every other component having a clear function; a massage seat back for that important lumbar area of the spine for driver is one worthy example. A head-up display projects out of the dashboard showing sat nav directions and speed readings, something I remember when testing a BMW 6 series. The mass of buttons covering every part of plastic could have been reduced by a similar i drive system a la BMW as cruise control buttons are relegated low down on the steering wheel outside the field of vision. A pull down cubby flap conceals even more controls for the head-up display with the indicator stalk hiding three buttons directly behind it from the driver’s view. Other ergonomic issues are cup holders that impede with the Sat Nav screen; postcodes were not accepted by the system either. Seating and plastics are similar to Germanic marques with plenty of legroom but that gently sloping roofline to create that revered sporting look does interfere with width especially when you have three adults in the back rubbing knees and shoulders. Solidly built, the only problem identified was warped plastic at one edge of the rear bumper where it joined the rear wing so the surface was uneven.

Once you have removed the superfluous plastic engine cover, you notice space for hands to work around the engine bay with the oil filter clearly visible. Furthermore, four diesel injectors attached to the common rail have more apetures to spray finer diesel, aiding combustion. A warning chime with seven litres to spare for the seventy two litre tank revealed that for sixty five litres of diesel burnt, a combined figure of 46.5mpg was achieved over 665 miles that tallied with Peugeot’s own figure of 47.8. Our journey up the M6 from Manchester to Grizedale in the Lake District ending in Malham, Yorkshire consisted of more undulating A and B roads than motorway with darkness preventing my most favourite of diesel test routes, that of the Hardknott and Wrynose passes.

This car has altered my perception of Peugeot as they have redressed the balance between engineering and form. More Passion than Station Wagon.

Words and photos by Sotiris Vassiliou

Film by Sotiris Vassiliou, Emily Doncaster and Peter Kemball.

January 2012

Wetherby warmly welcomed with sunshine and clear skies, in transportation of Kia Picanto with its three door brother now on sale with the new Rio. Proportionally, Picanto doors look too wide, looming over tiny wheels that beg to be replaced by the bad boys in the ghetto. The front driver’s seat doesn’t return to its original position after getting in and out of the rear and the steering stills feel ambiguous. There’s a two hundred pound difference in price between three and five door for the two basic grades of Picanto that are competitively priced and the recent EuroNCAP results invites further investigation as they state that; “electronic stability control is available as an option on the Picanto”; true in Germany but not in the UK. The elder sibling Rio, is in a higher class to its predecessor that I own and there are design influences of Vauxhall Astra door frames and Audi A3 C-pillars, not unfamiliar to Mr. Schreyer, Kia’s Design Chief although I think aircraft-style toggle switches wouldn’t make any difference to the Rio’s starting procedure! From ten and a half thousand pounds, the 1.25 four cylinder petrol unit from the Picanto is inserted or a 1.4 petrol and diesel unit; I predict the latter would provide more mass over the front axle with the former having too much front suspension ‘give’ on wallowy A-roads. Technologically, the 1.1 three cylinder diesel is a talking point with a reputed 88 mpg! Kia’s new model range features European styling yet the Rio’s gently sloping screens do impede headroom for six foot four inches and over as the roofline curves to meet the glass and roof lining is concave so that there is a lip towards the doors requiring more dexterity when entrancing or exiting. Furthermore, the Audiesque C-pillar may hit your head when leaving the backseat and pedals are offset relative to the driver’s seat. Kia is rapidly advancing, similar to Skoda’s metamorphosis when bought by Volkswagen but overstylising the cars should not impede practicality which is the case with the Rio and more money should be spent on rear seats that provide enough base support for adults  in Picanto, Rio and Sportage – cars that I have tested!

Volkswagen’s Golf Cabriolet came out from hiding after nine years, in 1.6 Bluemotion diesel guise that interestingly has exactly the same brake horsepower as the hardy 1.9 diesel that I drove in a Passat six years ago showing the steep learning curve in diesel technology. 1.2 and 1.4 TSI petrol units are also available from launch with 1.4 and 2.0 TSI petrol with 2.0 TDI diesel offered later in the year. Quality assured that is Volkswagen build-quality ensures there are no apparent flaws although gas cylinders don’t provide enough pressure to open the boot so you have to give it a nudge or two; I think  a basic spring system would work better here. The electrically-powered fabric roof lowers in under ten seconds and does not affect boot space with two full size rear seats also being worthy of  mention. On the road, the Golf feels very stable at speed even with roof down and the 1.6 diesel feels refined with enough torque to appear spritely yet undramatic, like its styling. A bottle opener that slides over their holders provides a continental feel for Perrier mineral water but looks like an anomaly here in the UK when most metal topped bottles contain alcohol.

Jaguar brought their ‘halo product’, the five litre V8 XFR-S supercharged to 550PS despite its ageing design. An aluminium monocoque chassis reduces mass although on acceleration, the brute lifts its nose dramatically as you are reminded of your religious denomination with snarling exhausts that burbling on idle. A carbon-fibre spoiler and diffuser gives it a look to appeal to poseurs and awe-struck public yet there is more style over substance despite its power because it doesn’t have enough litheness through bends to become the ultimate performance coupe. It was memorable though, as I nervously handed the keys back to Jaguar’s press officer, mumbling, “that woke me up!”

Less research before test days also enables you to become more attentive when hands-on and another useful technique is to drive cars of a similar category consecutively so that after the XKR-S had to come the 911 GTS-4 Carrera, the first four-wheel-drive Porsche since 1989. Sitting lower than the Jaguar, the flat 6 cylinder Porsche also has less power and drama despite a button to amplify exhaust sound which we had to press! It’s a track orientated car that will suit the purists with stiffer harsher suspension which Pete, the cameraman didn’t like and undercuts the Jag by £1500.

Its four door saloon relative, the Panamera turbo, costing £112,000 looks similar from the rear wing through the driver’s mirror but that price doesn’t buy you front parking sensors that surely would be more cost effective than repairing a scraped bumper. I first drove the Panamera in May 2010 at Millbrook hill circuit  demonstrating the speed of the PDK semi-automatic gearbox although felt that the car was too heavy to be enjoyable. Interestingly, PDK gearboxes first appeared on track in 1983 according to Mike, our “Porsche driving consultant” as my judgement began to be dispelled around the A roads of Yorkshire. ‘Overtaking manoeuvres’ needs to be rephrased as the rev counter needle reacts to 700Nms of maximum torque, changing down a cog when sensors detect a sudden pedal to metal reaction. Four stalks sprout from around the steering wheel which obscures the starter barrel and a vertebrae of switches separates driver from passenger and that rear tailgate (surely Porsche call it something else) opens at such an acute angle that it seems like a cruise missile might be launched from it!  A bat wing spoiler splits and retracts below 40mph, its intention punctuated to emphasise its seriousness. A definitive long distance luxury cruiser is my definition of this car with its 100 litre tank, moreover with a newly launched diesel.

Did I sleep well the day before the Wetherby test? Yes, but it was the evening after when still on a high, I got up in the early hours to write notes on the observations floating around my head – it was well worth it. 

Words are copyright of Sotiris Vassiliou

Film is copyright of Sotiris Vassiliou and Peter Kemball

November 2011

With the new Picanto and Rio, Kia now has a model range less than two years old with an image that is contemporary yet classless, commendable given the short space of time. Cleverly, Peter Schreyer’s design department has focussed on areas that users have physical contact with, such as door handles that have an assertive pull mechanism unlike those poor quality flaps that could snap off during the winter, Fiat Punto-style. Drivers will like the silver inserts that break up the monotony of the dark dashboard plastics, something Mazda should seriously take notice of. Pedals have large spaces between so there’s plenty of room for a size eleven footrest unlike the Alfa Romeo Guilietta. Ergonomically, everything appears well placed although the volume button (steering wheel controls are on higher spec versions) is a stretch away and there’s no reach adjustment for that wheel. That steering… feels vague encountering buffeting winds on the M6 as I could never subtly counterbalance them and if you over-compensate, it can be dangerous! Around town, the lightness of feel is a bonus during tight manoeuvres yet feels even more ambiguous although relatively speaking, most cars have electric steering motors that are lighter than the more fluid but heavier hydraulic systems. That laxness in feel wasn’t limited to the test car either as I drove two other examples to compare, including the new 3 door model.

I selected to test the 5 door 999cc Picanto 1 costing £7995, two hundred pounds more than the 3 door with that same difference in cost for the first two grades of Picanto, the ‘1′ and ‘Air’. motoview.co.uk drove the 1.25 Ecodynamics at Millbrook that had ‘instant stop and go’ as standard although costs over ten thousand pounds and electronic gizmos will inflate pricing for the highest spec model to over eleven thousand pounds – for a Picanto! Money appears to have been spent up front as the rear bench seat offers little depth and support and when there is ‘give’, all you feel is sponge.  In the rear, there are no door or seat pockets to store phones or bottles although there is rear headroom to spare for a six-footer with just enough knee and footroom for my legs. Kia has rid the new Picanto and Rio of spare wheels, compensating with an air compressor and container of snot to seal punctures, yet allows bigger models like the Sportage to keep a fifth wheel. The standard 14″ steel wheels on our test car, fitted with Kumhos seemed suited when driving through pools of water as they provided an assuring feel, probably better than more expensive alloys.

Click here to view the embedded video.

The one litre unit provides an acceptable – only- just 68bhp that can be worked if you ignore the shift indicators, yet is asthmatic on motorway dual carriageway inclines as you watch the speedometer needle recede like a clay cliff, although there is no VED tax to pay for the first two years, the same for the ‘1.25 Ecodynamics’. Boot space is larger with characteristic depth so after consulting a Tesco catalogue, it was no surprise to find that certain fold-away childs’ buggies will not fit as the boot area only measures 99×55cms. Of course, after removing the light parcel shelf, seat squabs can be lifted and tilted on their frames into the footrests whilst the 60:40 backrests get pushed flat, provided you have retracted headrests. That area isn’t completely flat though as there’s a slight step between boot and beyond. Kia press information states a combined mpg figure of 67.1 but we only achieved 52.12 that included a 72 mile cruise from Manchester to Wolverhampton to see the Average White Band, remember them? I suspect the forthcoming 1.1 diesel from the new Rio into the Picanto will provide better steering feel with a heavier engine as well as more torque to attack inclines so here’s hoping, Kia…

The cheapest Picanto offers better quality than the more expensive trio of Citroen C1, Toyota Aygo and Peugeot 107 and has that exclusive seven year warranty. Personally speaking, that warranty is only as good as work done on it as I have experienced with my 2009 Kia Rio diesel that, since March has suffered from an intermittent starting problem. Arnold Clark of Altrincham firstly identified a loose air pipe to the fuel filter and then secondly, replaced the fuel filter housing after having had “instructions from Kia UK”. This time, I did my own research and had a mechanic identify the relevant fault codes which he duly did. “P1693 – immobiliser transponder, P1696 – immobiliser key mismatched” displayed the Solus machine, so we have an electrical issue with the key but not a fuel problem. After leaving the Rio at the dealership for the third time, I spoke to the service manager after observing his momentary ‘returning customer expression’ to see whether they use a diagnosis machine which must have been the case this time, as he has just rang me to agree with those problems. We are on the same wavelength, so I shall retrieve the spare key for them to discover whether it will erase those codes…

The new Picanto has a coupled rear torsion beam axle that is stiffer which may not mean much to the average person but has substantially improved ride quality over the old car. When travelling on wallowy A-roads though, there is some nervousness over the front axle that has typical MacPherson struts which does provide a slight reminder of the old car and the Picanto can cock up its hind wheel on an uneven surface to show that there is not a great extent of wheel travel. Six airbags as standard protect as well as a confusing array of safety acronyms such as EBD, ESC, BAC and HAC which is the Hill-start Assist Control that holds the brakes for two seconds after the driver releases the brake pedal when setting off on a slope – something I have never seen featured in any standard A-segment car. Furthermore, all around brake discs on our test car are effective although initially, they can feel too sudden so that soft shoes should be a requirement. EuroNCAP recently published their crash test results showing an improvement of one star over the old car to four out of five. The loss of one star may be accountable to either: the rear door opening during the side barrier test or that Electronic Stability Control wasn’t fitted as standard on the German example chosen to crash; it is standard in the UK.

It appears that Jo Public have noticed the new Picanto, by way of daytime running lights that are mounted low in the front bumper but they made me feel a bit self-conscious as it looked like I’d put the foglights on deliberately to highlight my way, like a bad man from the ghetto. DJ Westwood may still get away with it in his middle years but I’d like to think that I’m beyond that. In any case, the 1.25 sports LEDs that outshines standard bulbs as much as its enviable cruising speed so I inevitably gave way to the approaching brute, looking menacing in black.

So, is the Picanto a good car? Yes, it undoubtedly is relative to the previous car but personally, I would wait until adjustments are made to the steering and hope a diesel will be inserted to justify a possible 11K price tag. As for the courtesy car, it’s going back now to swap with my Rio that has a torquey and economical diesel but I have to experiment with different keys to find out which is at fault, ad infinitum!

Words, photos and film are copyright of Sotiris Vassiliou

September 2011

Having recently driven a prototype version at Millbrook, I was intrigued because it is unique, having dispelled the new term of ‘range anxiety’, moreover with an increase in two grand on the price of the Nissan Leaf, there are only three thousand pounds difference between them, taking account of the UK Department of Transport’s “Plug-in car” grant. That represents value for money, which say Vauxhall has a three hundred and sixty mile range accounting for its E-REV acronym of Electric - Range Extending Vehicle.

With only five minutes until boarding from Heathrow, waiting for the next shuttle train to get to terminal five, I chanced upon Kryten a.k.a. Robert Llewellyn who was in the same predicament. He has progressed from ‘Red Dwarf ‘and ‘Scrapheap Challenge’ to ‘Fully Charged’, that as its name suggests reviews ‘electric’ cars. We eventually made our way to meet fellow carhacks to ‘wait’ on the plane – which we did for two hours!; more than twice the flight time to Schipol airport in Netherlands, not Holland as most people seem to assume.

Negotiating my way through passport control enabled me to sit in one of the first production Opel Amperas, they’ll be badged Vauxhall in the UK for this March’s launch in Blighty. Having driven south in a two litre diesel Astra, I was reminded of the car’s proportions as I gingerly eased the Ampera down the car park slope, sensors beeping manically The passenger bonnet corner seemed invisible, even when raising my head and I became aware of white lines – on the road, trying to place the Ampera within as both cars are based on the same Delta chassis. They seem solidly built, comparable to Volkswagen group quality, even though the Ampera’s built in Detriot with battery cells also produced nearby. Alterations on our production model included “Spice Red” door inserts and matching hue on leather seat backs and trim to compliment the paintwork, with an oversized kangaroo pouch, designed as an afterthought to fill the void between two individual rear seatbacks. Of course, the T shaped battery pack of 198 kilograms has inhibited a fifth seat but I think  General Motors should have included soft padding between the rear seats, anything but that massive pencil case crudely held by velcro - this is a twenty nine thousand pound car after all!

At Millbrook, I described the Ampera’s performance on the city circuit as undramatic as it was in driving rain towards The Hague, location of the Louwman museum that doubled as our rest stop. Aside from linear pedal to metal acceleration on a sliproad with torque, equivalent to a three litre diesel, the Ampera’s torque ‘curve’ is a diagonal line as it’s evenly distributed; we felt assured, despite gusting winds and heavy rain responsible for our delayed landing. As a driver, I felt detached from the experience and distracted by screens showing range bars, kilometre speeds, a green ball as well as navigation in a foreign environment. The sensation of fluidity abounds in suspension and steering with only slight detection of the range extender i.e the constant engine pitch taking over when battery power was depleted  There is some indulgence for the potential performance driver with a ‘drive mode’ button offering power changes of ‘normal’ (for 90% of driving, say Opel) or ’sport’; ‘mountain’ (for high speed inclines) and ‘hold’ to use extended range produced by the engine to reserve battery charge for zero emission zones. Electrohydraulic regenerative braking is found using the ‘L’ ratio on gearing to give you the sensation of slowing the car to turn the generator/alternator although this function provides no increase in range.

Extensive testing of the Ampera and its components have been conducted over the years, with an emphasis on electrical safety that has subjected the T-shaped battery to immersion under water and nails through its cells. Testing of batteries verifies warranty cover over eight years or 100,000 miles although Opel stressed that this is what they have found so far and that there was no reason why the batteries would not last even longer. Getting to the guts of the Ampera are (deep breath), the primary traction motor that generates 111kWs of power and 370Nms of torque with a second motor, the 54 kW generator; planetary gearbox and (86bhp) 63kW 1.4 litre engine that runs off E85 fuel and of course, the 16kWh lithium-ion battery pack . It’s a fusion of engineering, especially when viewed in profile on the attached film.

The Ampera crept silently onto the stage of the Louwman museum, an ominous whirring from the electromagnetic handbrake punctuated an Opel design officer leaving the car, to explain the mantra of ’sculptural artistry’, so passionately advocated also by Vauxhall/Opel Vice-President of Design Mark Adams. Aerodynamics has sculpted the Ampera, considering the additional mass, to create polycarbonate wheel inserts to improve airflow with slats at ends of bumpers. Furthermore, the Bose infortainment system uses 50% less energy than conventional units and air conditioning has an ‘Eco’ setting, slower than maximum.

General Motors has clearly created an alternative product to subdue the range sceptics, complimenting the traditional combustion engine and electric components with substantially reduced emissions overall. I eventually left Schipol on my third attempt, the previous two flights having been cancelled, and collected the Astra in the red-eye hours. Torque boost with some diesel clatter distinguishes the Astra although the Ampera has a layer of environmental credibility hiding its engine!

Words, photo (museum) and film are copyright of Sotiris Vassiliou

Ampera photos copyright of Vauxhall Press Office (UK)

July 2011

With complex collaborations between manufacturers, you may assume one marque shares its own which is the case with Mazda’s 1.6 diesel that is a Peugeot - Citroen (PSA) engine. It looks like someone has dropped a plate of spaghetti on to it, such is the array of hoses and wires which pass over or under different components, the opposite of what you would see on a Germanic engine. Nevertheless, it is a trace of the agreement between Ford and PSA to share diesel technologies despite Ford selling their majority of shares in Mazda at the end of last year. Mazda, in my experience of the CX-7 and 6 initially, has been hesitant to launch cars with diesel units; ironically, the CX-7 is now only available with the ubiquitous 2.2 unit that is also used in the 3, 5 and 6 yet strangely at UK launch, it only had one petrol option. A Mazda UK sales manager who spotted me driving a press CX-7 cited the lack of a European base for this hesitancy but regardless, UK sales of diesel cars according to the Society of Motor Manufacturers and Traders amounts to circa 40%.

Mazda refreshed the 2 at the end of last year with styling and engineering tweaks, notably a more supple rear suspension. The designer responsible for the RX-8 injected steriods into the 2’s wings to bulk them up, giving definition and adding muscularity although from the driver’s seat, it’s impossible to see the bonnet edge and wing sides which for a small city car is surprising. The rear axle provides more ‘give’ than before, being a compromise between firm and supple for a sporting ride which the badge denotes. Unfortunately, this contrasts with only one diesel engine that doesn’t have enough torque, having only eight valves to breathe through even though it’s a 1560cc. It chuggs away with 20Nm less torque than the Kia Rio’s, having an even spread of turning force that is. Ford’s Fiesta has the identical unit that also shares the same kerbweight with the Mazda of 1100 kilograms despite Mazda’s weight saving claims that were once refreshing for being innovative when the smaller 2 was re-launched in 2007. Obviously, diesel engines will tip the scales but Mazda has missed a trick here by not offering a spritely unit that could offer the performance to suit the look of the Mazda 2; Kia’s unit would have been ideal here.

Engine aside,  comparing the 2 with the Fiesta as they both partially share platforms does highlight a disparity in quality with attention firstly to interior materials. The 2 has predictable dark plastics with texturing that I still bizarrely remember on the steering wheel cowling of my Dad’s 1977 Austin Maxi, when the Fiesta has a mixture of patterns around the dashboard that breaks the monotony. Unusually, the felt inner wheel linings that reduce spray are stapled together which doesn’t set a great example and the parcel shelf strings are tied at the end instead of plastic caps. This though, is a general simplification of the manufacturing process although from another point of view it is due to reduced cost. The boot release button, that is tiny for stubby fingers like mine does flex metal around it, not good when this may be the first point of physical contact with the car.  The boot’s width is impeded by plastic inner rear wheel arches and the loading lip is high which will scuff the bumper. There is no storage for bottles or magazines for rear passengers which I also remember of the Mazda 6 at launch.

The 42.8 litre fuel tank displayed a potential 487 mile range when brimmed to the first click and we calculated an overall combined mpg figure of 48.75 over mostly A and B roads. which for a diesel is no great achievement these days, especially when my Kia achieves 58mpg despite having a more powerful engine. An increasing number of small cars, like the Mazda 2 have digital bar displays instead of traditional fuel gauges although there is no clear reserve range despite an orange fuel warning light. The handbook is no help either and small amounts of diesel won’t  increase the bars so the result is an ambiguous reading which isn’t reassuring or accurate; I suspect this is yet another sign of cheaper components.

The Mazda 2 may have been ‘new’ in 2007 but the competition has moved on; a better diesel engine and more attention to materials as well as a more accurate fuel ‘gauge’ would improve but I’m still a Derv head,  just not the Mazda 2’s!

Words and photos are copyright of Sotiris Vassiliou

Film is copyright of Sotiris Vassiliou and Peter Kemball

June 2011

I used to think that Millbrook Proving Ground, between Ampthill and Bedford had its own microclimate as all previous test days that I had attended were blessed with sunshine, ruddy complexions of marshalls as confirmation. This year’s proved me wrong with ominous clouds brooding above combining with winds, strong enough to push Saab’s signage across the steering pad. Nevertheless, it’s a unique and valuable day so armed with highlighted sheets of potential drives, motoview.co.uk set off in search of keys…

Cars sold through the scrappage scheme have filtered through UK sales figures so that 2011 is proving to be a lull before an anticipated storm of sales next year. China and India continue to provide a massive market for manufacturers, with BMW seeing a large increase in their first quarter sales compared to last year. This year’s test day had for the first time, a Safety Zone to experience Electronic Stability Control and Predictive Emergency Braking, with the latter to become a legal requirement for newly introduced vehicles in November this year and all new car registrations from November 2014. Predictive Emergency Braking is the next safety advancement set to reduce the frequency of rear-end collisions which may be demonstated on the Mile Straight area in 2012.

…Electric Rolls Royce Phantom anyone? An oxymoron to inevitably trigger discussions (can opulence be economical?) or about the suitability of fitting two uprated Tesla electric motors over its rear axle. Maybe in China but I suspect it would be hard to accept in the UK if it ever goes into production which makes me think that owners BMW, could surely have thought of a more appropriate energy source for such a heavy and luxurious vehicle with such an important heritage.

This brings me seamlessly to the Vauxhall Ampera or Chevrolet Volt depending on which side of the pond you’re on. General Motors has given it the acronym of E-REV defined as Electric - Range Extending Vehicle which it is, eliminating the anxiety that we experienced coasting the Mitsubishi i- MiEV over the Snake Pass during a freezing Friday night, switching off heating to conserve energy. Bizarrely, ‘Kryton’ off Red Dwarf (aka Robert Llewellyn) was retrieving his bags from the ample boot as I waited to get in and seemed very excited about the car, showing the enthusiasm he infectiously does when presenting Scrapheap Challenge. Vauxhall Public Relations only realised who he was when I told them! The Ampera drives serenely although I forgot to pull the indicator stalk to sound the warning for any interferring marshalls who happened to get in the way. Turn-in was accurate around the meandering city circuit with an alleged overall range of 360 miles from both engine and battery with electrical energy always driving the wheels, muting the range sceptics. Being a heavy car, the Ampera has been moulded by wind tunnel tests although the model we drove was still a prototype although close to production.  Debbie Shields, Public Relations for Vauxhall recounted one journalist who said that the Ampera was dramatic for being undramatic. In my humble view, the Ampera provides the best ‘electric’ vehicle out of three driven.

Having tested the Mitsubishi i-MiEV in January, the Nissan Leaf provided a comparison despite its two thousand pounds price increase that was apparently due to currency exchanges between sterling and yen. Furthermore, Nissan have tried to reduce range anxiety by having display options that show potential distances over an area using either eco mode or normal power as well as charging point locations.

Kia’s new Picanto, with an ‘Ecodynamic’ credential solely consisting of a Start Stop facility showed itself to be a rung up in quality from its predecessor, with a defined rib around its waist that reduces body flex. It performed hairpins at low speed with poise although the steering feel does feel weighty on turns at low speed. With a USB hub/ i pod jack and six airbags, it includes options that are often the reserve of luxury marques and reassures with an industry leading seven year warranty.

By this time, Pete the cameraman was becoming frustated exclaiming;”we’re missing all the good stuff!” which I attempted to redress by asking for the keys of the Mercedes C22o CDI saloon but he seemed unimpressed by its conservative looks until the seat belt tensioned around our shoulders, prompting both of us to reevaluate our judgements! It is unquestionably deceptive as it performed as a sports car even though its exterior looks demonstate otherwise. The burbling sound of the V8 6.3 SLS AMG could be heard and surprisingly, its long bonnet revealed an engine bay with space at the front revealing a clue towards a near fifty/fifty mass distribution.

If I can’t remember what a car has driven like, then in my view it can’t be a great car but then I view steering feel and roadholding as of paramount importance. The Audi A1 1.4 TFSI Sport S Tronic double clutch gearbox seemed to change at unusual moments on the hill circuit that made the engine strain and the steering lacked any subtleties of feel. I would have preferred a manual that isn’t available on the model tested, moreover the A1 lacks charm and heritage of its Fiat 500 and Mini competitors so I soon forgot my ‘experience’. Raison d’etre?

Alfa’s Guilietta, pronounced like the name enticed, boasting 235bhp. Despite driving rain, we navigated it on to the Bowl circuit which it did with gusto despite the traction control light winking initially. Generally speaking, it performs like a driver’s car with the potential for the gearbox to be worked through the rev range although my size eleven clutch foot had no place to rest which put a spanner in the works, literally for me. On return, one of the Alfa employees admitted the company can’t get the right-hand conversion correct, a shame.

Chancing upon whispers under the Land Rover marquee that also included Jaguar, revealed a crash on the hill circuit so I decided to investigate by driving the Audi A7  S tronic Quattro towards said area.  The reassuring four wheel drive system took me to the scene of an immobile Citroen DS3 with front wheel detached from driveshaft; a trail of gravel showing a clue, with forlorn driver by flashing recovery truck and traffic control vehicle. Audi are more suited to long distance cruisers with the A7 having the added practicality of a wide hatch, sorry sportback. Its derriere looks more refined that the BMW 5 Series GT and the Audi has aluminium body panels to lessen the load.

Polestar, Volvo’s racing team has increased power output and torque of the five cylinder 2.5 litre engine to give it more sporting prowess which is achieved, but styling doesn’t compare as it is typically Volvo inside. Green digital displays and the “floating centre console” don’t impress nor the oversized steering wheel and  odd toggled canvas cover for a parcel shelf. Geely Automotive, Volvo’s owner should be bolder, to now compete with the Ford Focus RS.

An orange BMW M3, blipping throttle mandatory left us to try the BMW 640i SE convertible, marketed as a sports tourer coupe which deceptively is a three litre engine with twin scroll turbocharger. Its handling was taut but precise although I think that the 640 badge needs to be altered because of  the Trades Description Act.

Jaguar brought two historic E-types, one a 5.3 V12 convertible and the other a 3.8 hardtop, carefully driven by former employees although yoga is beneficial when placing your legs in the narrow footwells as you need to lift your upper body. Old cars always provide contrasts as you can actually feel the tarmac beneath the wheels whilst double declutching the four speed box. Our driver exclaimed; “this was built when men were men!” I happened to be pulling my hood up as the rains came so maybe I wasn’t included in that category. 

This year’s test day was testament of manufacturers increasing engine power by reducing masses as well as inserting turbo and superchargers whilst making them more fuel efficient. I wish they could have done something about the weather though!

Words are copyright of Sotiris Vassiliou

Film is copyright of Sotiris Vassiliou and Peter Kemball

June 2011

Changing or pumping up your tyre at the side of the road requires wearing a high-visibility vest, required by law in some European countries to also include cyclists in France. It is not mandatory in the UK yet, but ought to be as it could make the difference between life and death, moreso on a dark night. The vest we had to test isn’t only a bright, flourescent yellow but has reflecting strips. Furthermore, lines of LED lights powered by two AA batteries ensure that you are seen. Motoview tester, Anna cycles and found it beneficial although felt self-conscious when she approached the supermarket car park, LED lights winking to highlight her arrival!

Sonax manufactures a range of car cleaning products that are embossed with, “official supplier to Vodafone McLaren Mercedes”. Together with a black, red and yellow stripe makes the German flag that ensures this is a quality product. We tested a cockpit cleaner that gave off a subtle lemon aroma when applied and left no slick, slimy residue that is so often overly applied by car handwashing outlets. More importantly, the matt effect gave off no distracting reflections on the windscreen as well as being dust-repellent and anti-static. The car polishes contain canauba wax, leaving no chalky residue that can take an age to completely wipe off, making it a less arduous and lengthy process. The glass cleaner also removes insects and road grime but is it just me who can’t help but notice smears on glass when the sun shines through!

Finally, my seat was fraying on the side you slide into so covers were in order. The instructions sound simple and after pulling the  Sakura covers over the seat, you must remember to pull a flap between the seat base and back so that you can pull it though to attach hooks to secure the loops. Alternatively, I pulled the loops around the corners of the seat back  without using the hooks which seemed tight enough; moreover, it’s difficult to tell that this is a cover as the cloth is similar to the original seat!

http://www.saxon-brands.com

Words and photos are copyright of Sotiris Vassiliou

May 2011

No trespassing!

Photos taken by Sotiris Vassiliou

April 2011

Paul Swift Precision Driving Limited features in episodes of Top Gear as well as MPH Live shows around the world, or synchronizing and scoring in footballing feats for Hyundai and Kia. They have even directed kamikaze hotrods at an Audi R8!

More realistically, J turns, 360 degree doughnuts and the euphemistically titled ‘parallel parking’are experienced in a three hour course, ideal for precision petrolheads. Editor, Sotiris Vassiliou from motoview.co.uk described his day; “you’re able to explore and exploit traction limits in manoeuvres that are firstly demonstrated and explained by experienced and qualified instructors in the safety of a controlled environment. The course also teaches you driving dexterity such as throttle control with pedal to metal exercised only when appropriate; it was enlightening and invigorating for mind and body!”

Try parallel parking…at 30mph, gradually steering to place the Focus STi bumper perpendicular to the back of a Volkswagen, handbrake yanking at the crucial time to screech back tyres through an arc to ‘park’ between two‘cars’.

High speed reverse J turns provide sudden emergency exits if needed…fully locking the steering wheel to spin the car through 180 degrees, dabbing brakes as well as straightening front wheels before the final push towards the finishing line!

An original Mini Cooper, balancing on two wheels provides one circus act, mesmerising to witness its angle in the air from inside and out! The Mitsubishi Evolution competes with furious four wheeled doughnuts, spitting out speckles of rubber to eventually coast through dense smoke plumes to give its passengers some respite.

The piece de resistance is a competition final, including techniques taught to put friend against foe or husband versus wife in a knockout contest to decide who is best Stigness. And all for only £204.

Ends

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Note to Editors:

Paul Swift Precision Driving Limited specialises in coordinating the development and creative choreography of innovative new driving sequences; combined with professionalism and experience of the world’s best precision drivers, produces the most spectacular driving performances worldwide.

Managing Director Paul Swift, from Darlington, England, is himself a multiple British autotest champion and has been performing driving stunts since the tender age of seven, following in the tyre tracks of his legendary precision driving father, Russ Swift.

Over the past twenty years, the team has performed thousands of motor shows, conferences, and sponsored events across Europe, America, Asia and Africa for both TV and live audiences in almost every car imaginable.

Press release written and issued by Sotiris Vassiliou, Editor of www.motoview.co.uk on behalf of PSPD Limited.

Sotiris Vassiliou began his motoring journalism career by writing for The Chauffeur Magazine and launched www.motoview.co.uk in 2009.

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