Kia Rio 1.5 CRDi (2009)

Category C write-off

Price advertised: £2250

Price agreed:£2100 (with delivery)

I’d actually gone to view a 2007 Toyota Prius that had suffered a light frontal impact but was too late; it was sold, having been advertised at £3000 so I wandered forlornly around the dimly-lit garage to find a 2009 Kia Rio adorned with dealership livery. It had been a courtesy car that, to my inspection had mounted a high kerb and pushed the driver’s front wheel back into its arch. Remember that this was classified as a category C write-off therefore would have suffered more damage than a cat. D; theoretically speaking at least. Those classifications lie within the mindset of the insurance assessor and to prove the point, the affable scrappage geezer showed me two Seat Ibizas that had been classed as cat. C and D although the one that had more creases and airbag deployment was strangely the latter!  

A short negotiation resulted in an agreed payment of £2100 with delivery, saving me £100 off the displayed price and £50 to transport the stricken vehicle to my friend’s garage in Manchester. The car eventually arrived and with the help of two other colleagues, we gingerly moved the car into position, not easy as the damaged wheel wasn’t connected to the steering rack. A preliminary inspection by Chief Engineer (my mate) ended with an acknowledged nod to tell me that there was another problem which I wasn’t fully aware of, a bend in the subframe!

Despite this, I wasn’t perturbed as the cheapest equivalent Rio diesel, was advertised in Autotrader for £7995 so clearly a wide profit margin even taking into account repair costs. As the Rio was being stripped, another model from the same country entered the garage, discovering the gene sharing between manufacturers with the Hyundai having an identical dashboard to the Kia with a Hyundai sticker behind the Kia’s front bumper! This theme of homogeneity seems similar to what you’d find in the white goods section at Currys; hopefully you’ll get six or seven years reliable service before its disposed off citing the reason of ‘uneconomic to repair’. A world of difference to my Audi 80, built at another time when cost wasn’t a large enough reason to alter the quality of the maunufacturing process; I’d argue that car was and remains one of the best built production cars…

A category C write-off, like the Kia requires a mandatory visit to a VOSA office (at £41) for a physical examination to confirm the car’s identity or rather that it hasn’t been stolen and cloned the registration plate from a legitimate car. No worries as a simple free check can be done by clicking vehicle enquiries to type in the registration plate and manufacturer on the DVLA website to verify colour and engine size which I did before parting with cash. A fleeting visit to the garage has revealed that not only is the paint code in Korean but that two different shops (including Halfords) have mixed the wrong shade of paint to increase my friend’s labour time. Incredibly, it has been sprayed three times with incorrect hues!

The good news is it can be easier than you think to do some of the basics yourself. Most drivers check oil, water and tyres regularly knowing that monitoring these can increase a car’s efficiency, as does the quality of the oil and filter. It’s no good trying to save a bit of money attempting to service your car at home if you have no clue about what goes on under the bonnet. You’ll end up paying a mechanic more to fix the things you’ve broken in your enthusiasm to get ‘hands on’. If you’ve ever successfully managed a DIY oil and filter change, then you may have the potential to advance to more complicated tasks with the help of a Haynes manual, but don’t be fooled into thinking that you can completely service your Audi A4 on the driveway to the same standards as a garage.

Vehicles are now designed to inhibit enthusiastic DIYers. You can assume that sensors, wiring looms, ABS systems and even air conditioning might need a pro to look at them, but some of the simplest jobs can be ridiculously difficult. For example, previous models of the Renault Megane are designed in such a way that the front bulbs need a trip to a professional for replacement. Theoretically, you can access the headlamps from under the wheel arch, but the reality is that some mechanics have had to remove the bumper which can be quite costly when you consider the average halogen bulb has a lifetime of only 300 to 400 hours.

When you have your car serviced at a garage, you generally get what you pay for. Renault cars are notoriously awkward to change some components due to the ‘compact’ engine bay and it’s not unusual to pay a fiver for a bulb plus another £50 for half an hour of a mechanic’s time to fit it, having dismantled and reassembled a large section of your car in the process.

You could save more money in the long term when the day comes to sell or part exchange your car at http://www.motormart.co.uk/. New cars for sale from a dealership will always sell for a premium, but if you look after your vehicle and service it regularly, it will be in far better condition and fetch a better price than those that have no history of maintenance at all when the time comes to sell.

Words are copyright of www.motormart.co.uk and edited by www.motoview.co.uk

August 2010

The unique TSI engine includes a turbocharger and supercharger that swap with each other at 2500rpm, not that you’ll initially notice with the hyperactive rev counter reacting momentarily to the Direct Shift Gearbox changes, surpassing the reactions of any humanoid. You’ll lose track of which gear you’re in but can resign yourself to the consolation that there are paddleshifts to play with like Sega rally games, a human interaction at least…

On paper, the Fabia is 0.4s slower than the Polo, with a higher rung on the vehicle excise duty ladder than its German cousin although the Czech brand offers an estate which unfortunately wasn’t readied for the UK launch. On track at Prodrive’s former RAF runway, the vRS stormed away on straights and pushed cleanly through bends with the XDS differential delicately responding to the inner rear tyre’s forces. A balanced chassis perfectly mated to its running gear?; a little too perfect you may argue. The electrically-assisted steering was the only partial drawback as it isn’t the clearest but for the sake of reduced emissions compared to hydraulic pumps that sap power, it is reluctantly accepted.

On public roads, the vRS achieved mpg figures of above 40 and proves that it is eco-friendly and economically thrifty with today’s constrained budgets. Maybe Skoda have missed a niche here as there is no three door so no appeal to the Chelmsford crew ‘back in the ghetto’ who would have given it an ECU remap whilst pumping bass to the tunes of 50p and Snoop Dog Doo. Is it because I is a bad boy? Ahem. Nevertheless, there is a wider choice of bling wheels than the Polo that is issued with standard 17″ Monza alloys.

Evidence surrounds us of the increasing popularity of Skoda, with Octavia estates used as ambulances and those discrete vRS badges lurking on the M6 around Brum. Surely to increase, as everybody is forced to justify their use of value for pound purchase. It’s also interesting to note the continuing evolvement of Skoda as they metamorphosise into a brand that is increasingly targeting a wider market; the disclosure of a forthcoming city car with another to fill the gap between Roomster and Octavia to complete a seven model range. Would you believe that the Superb hatch (launched at the end of 2008) is their oldest car? Skoda’s UK product manager stated the demographics of the potential Fabia vRS owner followed by an Orwellian, “they like sport”, said to a chuckle from one ‘discrete’ hack, sat of course at the back.

Returning to the Fabia vRS which has no diesel option unlike its predecessor, rendered redundant with 250Nm of torque at 2000rpm from the supercharger;  the introduction of red brake calipers replaces traditional green, also soon to be erased from the logo which is set to become more contemporary. The amount of technology featured is incredible for the price although I’d like to analyse the warranty, specifically for super, turbocharger and DSG to discover how much is covered and up to which mileage. 850 hatches are forecast to be sold next year with over 150 estates which I suspect, will be an underestimation as with the vRS of old that was launched in 2003.

Badge snobbery or value for money frugality? There is only one choice now.

Words, photos and film are copyright of Sotiris Vassiliou

July 2010 

Click here to view the embedded video.

Moreover, manufacturers such as Nissan are taking the lead with the Leaf to be produced in Sunderland ready for sales in March 2011 and the first European plant for the production of advanced lithium-ion batteries. “Affordable pricing” that Nissan stated in its first press release is a dubious term in recession despite a UK government discount of £5000 off the £28,350 list price (motoview.co.uk optimistically estimated at around £15000); only time will tell how well battery technology and residuals perform. The Renault-Nissan alliance ensures Renault’s venture into the zero-emission market is going to begin in mid-2011 with the launch of two models from an ‘affordable’ four-model range. Furthermore, “details of a £30 million fund for a network of electric vehicle hubs has been revealed by the UK government” with Milton Keynes, London and the North-East being the first ‘plugged-in places’ to receive over 11,000 charging points over the next three years.  Ford will invest millions in researching affordable low carbon technologies in four of its five UK plants and Toyota will build the Auris, its first European hybrid in Burnaston, Derby. The electric Mini or Mini E with innards fitted in Germany, is being leased to selected drivers around the south-east although it’s too early to tell whether BMW will launch mass production. Its distinctive whine, like an Evil Kneivel wind-up bike could be heard as it charged and volted around the city circuit but why wasn’t the Clubman chosen as it has more space to fit batteries? The Mini press officer couldn’t answer that either…

Volkswagen brought in left-hand drive examples of the Polo GTI which I lost track of time in. Not that it was nostalgic, apart from a reference to the tartan seats; moreover to marvel at the ‘ as if it’s on rails’ handling although the lack of playful bodyroll does dilute the experience. For sheer speed, there’s no denying the choice of a 1.4TSI engine bolstered by turbo and supercharger but a complex unit if one or both chargers go wrong. That ‘experience’ should be one with a  manual gearchange, cheaper than the Direct Shift Gearbox which is only available. 

Renault’s Twingo 133 Cup was on my agenda to see  how it compared with the restrained Polo. The Twingo has high tension cabled racing style pedals to match a firm ride and its utilitarian gearbox reminded me of  my 1977 R5, not a bad thing. Its orange digital speedometer is large enough to be read by following rozzers yet the Cup chassis demonstrated that it could understeer to a safe threshold that made it an invigorating experience, the joie de vivre!

Contrastingly, the Fiat 500 Abarth Esseesee made the definition of ‘pocket rocket’ its own as it stormed and wallowed its way around the concrete bowl circuit. I admire Fiat for keeping the design true to the original but it’s undeniably narrow, as are the seats so that my upper body wasn’t comfortably held in place. It was my piece de resistance though, with clear steering feedback and undetectable bodyroll. Bellissimo!

Sitting in the back of a long wheelbase Jaguar XJ should be a unique experience although it felt claustrophobic with high door skins and narrow windows; my hair also touched the ceiling ( I don’t don an Afro). Fortunately a drive in the XF DS,  that has 34bhp over the 3.0 litre diesel compensated as it was refined and smooth. 

Peugeot’s RCZ looked like a real departure from what we expect from the Lion brand although it demonstrated yet another exercise in style over substance with vague steering and imbalanced front/rear weight distribution that became apparent on take-off. I wonder how much that ‘double bubble’ glass roof would cost to replace… A shame.

Porsche had driving specialists to advise on line and throttle control through the hill circuit, beckoning,”keep the wheels straight” as we reached the crest of the hill where the Aston Martin DB9 was rolled in ‘A Quantom of Solace’. The Porsche wasn’t memorable for any reason apart from its badge,  feeling overweight and stodgy.

The Audi R8 reinvents itself in its third consecutive visit to Millbrook. Firstly with the 4.2 V8, secondly with the 5.2.V10 and now with the latter inserted into a convertible body which looks equally appealing than the hardtop. Unfortunately, I didn’t reach the Audi stand, distracted by the Bentley GTC Series 51, numerically titled after the inception of Bentley’s styling department. The Bentley burbled its way around the hill circuit with dignity to prove that a convertible can blast through bends with no embarrassing wobble or flex.

SMMT day at Millbrook is special; where the sun has always shone since my first visit in 2006.  Let us hope that our coalition government continues to support and promote the UK as a centre for low carbon technology despite the spending cuts so that our country can specialise in eco-technology and be known for it. It is time!

Words, photos and film are copyright of Sotiris Vassiliou

July 2010

Kwik-Fit’s latest report also shows that there has been a rise in cars going completely unserviced. A shocking 2.5 million fewer cars were serviced at a garage in the past year which, according to the research was mostly as a result of motorists wanting to save money. The study shows that as cars have become increasingly sophisticated over the past ten years and more reliant on computerised engine management systems, the confidence of motorists to ‘self-service’ has fallen dramatically. For example, motorists driving cars that are over 11 years old are six times more likely to think they can do a service compared to those with cars under two years old.

Car registration plate series Percentage of adults who think their car is simple enough to self-service (%)

‘57’ (2007) to ‘10’ (2010) 6%

‘54’ (2004) to ‘07’ (2007) 8%

‘51’ (2001) to ‘04’ (2004) 7%

‘V’ (1999) to ‘Y’ (2001) 18%

‘T’ (1999) or older 37%

David White, customer services director at Kwik-Fit, says; “Modern cars are increasingly reliant on computer technology so there are fewer tasks under the bonnet suitable for an amateur enthusiast as they won’t have the necessary equipment. “Car owners shouldn’t rely on the MoT to pick up faults as this mainly focuses on safety factors.

A proper service will highlight issues which could cause a future breakdown and also cover areas too complicated for most DIY mechanics, such as timing belt replacement. “While the tough economic climate has led to motorists wanting to cut costs, skipping a service can lead to greater expense if things go wrong. Kwik-Fit offers a range of cost effective service options, such as combined MoT and service from £99. “A car’s performance can be compromised if it is left too long between services and there’s a financial benefit to regular servicing too; a documented service history can add to a car’s resale value.”

* Research amongst over 2000 UK adults carried out for Kwik-Fit by ICM.

© Copyright of Newspress Ltd (this is an edited version).

4th May 2010

MOTOVIEW’S EDITORIAL

This is a home truth that needs to be tempered by manufacturers if cars are to become sustainable. No wonder Editor drives a 1992 Audi!

The net result is that drivers are having to foot the growing bill for more frequent glass repair and replacement jobs than ever before, according to automotive glazing services provider Auto Windscreens. The findings follow news that the *price of car insurance has risen by 4.3% during the first quarter of 2010.

More glass overall is being used in the car body by designers. The windscreen of the new Citroen C4 Picasso is 20% larger than that of the older model alone. Similarly, the cost of a new model Ford Mondeo windscreen is 59% more than previous models; a VW Golf windscreen has risen by as much as 68% and a BMW 5 Series screen by 50%.

Nigel Davies, Auto Windscreens Sales and Marketing Director, explained; “Windscreens of standard production cars are becoming increasingly sophisticated as designers seek to improve aerodynamic efficiency, driving comfort and safety as well as appearance which unfortunately is hitting the pocket of the modern motorist.”

* Research by Confused and EMB

Copyright of edited Newspress release

20th April 2010

MOTOVIEW’S EDITORIAL

Motoview has evidence that shows in general, that there has been a rise in labour and parts costs which is directly related to the increase in technology used in today’s vehicles. A friend who works in the trade has just spent £4800 on a new diagnosis machine; I’ll have to ask him how much he will charge to diagnose a problem, and that is before it is rectified!

The Yeti is the first ‘crossover’ vehicle produced by Skoda, based on VW’s Tiguan or the underpinnings of the Octavia Scout to allow for extra ground clearance. The ‘crossover’ market is an expanding one that has made a success of the Nissan Sasquatch - I mean Qashqai, with a niche of compact dimensions, versatility and efficient engines. No surprise that I opted for the 1.2 TSI engine for our Yeti test car that is surprisingly energetic and rev-happy for 1197ccs; it’s also a quiet engine that ticks-over at 700rpm which has to be increased on take-off otherwise there’s a tendency to stall. Setting off from Manchester towards the Isle of Skye is a mammoth task itself, not helped by the “exhaust control system” light glowing orange on the first part of our journey. I suspect a sensor problem as the engine didn’t appear to falter and am sure that a £35 payment to the diagnostics machine would erase the fault code; nevertheless it was perturbing on a car that had only covered 7000 miles.  

Performance of the Yeti is admirable for a tall vehicle and turn-in is accurate with only minimal bodyroll when provoked. It is taller, wider yet shorter than the Nissan Sasquatch and will contain a mountain bike supported with both wheels attached. This can be achieved by releasing two hooks that hinge around a central bar to remove a heavy seat which folds compactly; of course all seats could be taken out provided you have the energy and storage space.  Skoda has excellent build quality with their factory in Bratislava having less warranty claims than other Skoda producing plants; the only material issue being a speedometer binnacle that emits a fizzing sound, initially mistaken as backing audio to one of Snoop Dog Doo’s ‘musical’ tracks.

Luckily, the sun shone on my way north and the optional panoramic tilt and slide sunroof at £870 aided my tan and kept critters from entering the cabin, caught by a plastic mesh that erects as the glass slides back. The wiser Park Assist function that steers the Yeti as it’s being reversed into a parking space is a reasonable £460 which has been improved to include one more forward movement, although you must remember to do the Mexican wave otherwise you may break your fingers as the steering wheel spins automatically.

Navigating the Yeti up the Hardknott and Wrynose Pass that has, at times 30% inlines demonstrates the flexibility of the TSI engine with reluctant downchanging  when there wasn’t enough momentum on the steepest of gradients. Stopping off in Moffat, Scotland for a brief respite made me follow a discrete sign to John McAdam’s grave, he of roadmaking fame – as in tarmacadam. The euphamistically-named ‘lodges’ preceded by ‘travel’ were my overnight stops, found not by postcode which was impossible on the Yeti’s Sat Nav, but by telephone number and the lack of glovebox lock made me ‘hide’ my valuables in a tray that pulled out beneath the passenger seat.

The A82 that outlines Loch Ness is not as relaxing as it sounds, with a stream of motorbikers that at times outnumber cars, so at every opportunity it’s wise to leave onto backroads to see snowy peaks and meandering streams that are so easily ignored when you are car cocooned on a dual carriageway. Suspension set-up seems to have the correct balance of suppleness and firmness to iron out hillocks and fuel efficiency peaked at an acceptable 39mpg burning all petrol on the A5 near Perth. All I can say is to refuel before the Isle of Skye! The Yeti is a very good vehicle that emphasises frugality and value for money as it undercuts the basic Nissan Sasquatch by £1300 although I would opt for four wheel drive capability that is available on the larger 1.8 petrol and 2.0 diesel engines as our 1.2 TSI didn’t cope with gentle grassy inclines.

As for the Isle itself, if you want peace to watch rare species then go there -Yeti included.

Words, photos and film are copyright of Sotiris Vassiliou

May 2010

Our Mazda 3 Sport had the higher 185 PS version that will outperform the Honda 2.2 CTDi unit from 0-62 mph and beyond to 132mph. When you spend time driving the 3, you understand why Mazda took so long designing the MZ-CD unit as another word highlights itself. Deceptive. Not only in the throaty exhaust note but the lack of low-down torque that is common in the vast majority of diesel engines. Torque, or turning force is spread over a wide rev range and overtaking from fourth gear to sixth, or between 50 and 70mph takes an estimated 4 seconds as you can see from in-car camera.

Mazda’s redesign takes a cue from the RX-8 with flared wings and defined shoulders that reduce flex in the metal skins in contrast to a Civic that feels as rigid as origami. The 3’s shape is also functional as it has the lowest drag coefficient in it class; as is so common in today’s cars, an increased waistline defines a reduced glass area giving the impression of sitting low-down in a small coupe. Mazda appears to be a pioneer in the duping of sports car feel and design in the hatchback/saloon and estate sector with a market share which has quadrupled in eight years up to 2009. The C-pillar has a triangular window to aid visibility like its predecessor, identical to the new Vauxhall Astra and the face of the 3 incorporates a front “bumper that scored maximum points for its protection of pedestrians’ legs.”

Our Mazda 2.2 diesel Sport is £350 less than a similarly priced Honda Civic 2.2 CTDi Si-T  that quotes an extortionate £470 for optional rear parking sensors, £350 for Bluetooth phone compatibility and £225 for an auto-dimming mirror which is all inclusive in the 3! Whilst we’re comparing with the Civic, you’ll find more rear headroom, better external fit and finish without saggy rubber that hangs from the bottom of the Civic’s doors.

An interesting alternative to most stop-start systems, that rely on a separate circuit to the starting motor to induce more wear is the i-stop system only available on the 2.0 petrol sport that injects fuel when the engine cuts-off  to ignite for a quicker restart. As of September 2009,  about half of Japan’s Mazda 3 sales were in i stop form.

The Mazda 3’s Achilles heal is roadnoise; intrusive on the motorway as you can hear on the attached film. It ranges from a low hum to a medium thrum which brings me neatly to another whine about the absence of lighting for the remote mirror adjuster that is annoying when reversing into a space at night, noted also in the CX-7 review. My passenger accused me twice of touching her knee when applying the handbrake which is too close to the next seat with the same issue in left-hand drive mode. Fortunately she WAS a friend. Incredibly, after recalculating (to double-check) my overall mpg figures over a 984 mile journey on a combination of roads, a figure of  68.6mpg was achieved with a brimmed 55 litre tank!

The new Mazda 3 seems to be one of the trade’s best kept secrets in terms of performance, value and residuals in diesel form. It should theoretically become as ubiquitous as the Honda Civic.

Words, film and photos are copyright of Sotiris Vassiliou

March 2010

I have tested two models of the old Superb and an Octavia and could never fault any aspect of build quality from panel allignment to seat stitching; verified by the fact that there are less warranty claims from cars built in Bratislava than any other Skoda-making factory. Enquiries are being conducted as to why but I suspect that this will prove inconclusive as it’s difficult to quantify pride in the product which I suspect is the main reason.

Refreshing; the lack of ‘Sports Tourer’ label to the newly-launched Superb ‘Estate’ as this is a true definition that is biggest in-class with the seats up. It also slots size-wise between the Vauxhall Insignia and Ford Mondeo so I forsee that you’ll get a tall fridge-freezer in the back of the Superb unlike the Vauxhall’s narrow opening. It’s also worthy to note that legroom in the back is more than ample which is a Superb trait. Our Skoda lecturer made it clear that they are targeting the fleet sector which would make clear financial sense with constrained budgets and the onus on getting as much from a penny as possible. I was very eager to sample the Direct Shift Gearbox (DSG) so made a beeline with my co-driver who exercised the controls first; watching over his shoulder at the rev counter, a loss limited to only 5000revs created a fluid, barely audible process without any snatch or jerk. There is an additional £1280 if you decide to opt for this system on the 1.8 TSI petrol or another £1305 for a 2.0 TDI with DSG compared to manual gearboxes. I’d be very interested in opting for a DSG with the town driving I do although would research warranty details to see how much of that box is covered, bearing in mind that the technology is relatively recent.

Engines range from a petrol 1.4 TSI, anonymously known as a TSI 125bhp (towards the front of the brochure) through to  a 1.8 doubling to the “halo product” of 3.6 V6 all wheel-drive, with DSG available on all but the 1.4. The 1.8 TSI with 160bhp felt zesty and zealous as did the 2.0TDI 170bhp with the only exception being the addition of more mid-engined torque,  the energetic nature of these two units exemplified by that DSG box. Another 140bhp version of the 2.0TDI is offered with a 105bhp 1.9 TDI.

A ‘tether and partition’system as an option of £370 on S models makes sure that your belongings don’t spill and slide around the cargo floor and an electrically operated boot at £500 can also adjust the height of the boot opening for low ceilings. It doesn’t cease here as another technological feat that I had to experience was the Park Assist system that uses ten sensors to measure and guide the car into a space with a limit of 0.4m on either side. A Mexican wave was all I needed to clarify that there were no hands on the wheel, and at a very reasonable price of £720 on the S and Greenline model, or £425 for SE and Elegance.

My criticisms of the Superb are trivial, the rev counter font should be more distinguishable from the neighbouring speedometer and I think it’s about time that Skoda changed some model names; Superb and Octavia are references to the past and that is not the now.

Words, photos and film are copyright of Sotiris Vassiliou

March 2010

My previous trips to Cockermouth had to be cancelled because of floods so I thought it wise to consult weather maps which showed snow flurries affecting the north-east; so with a room at Travelodge already booked, all that I had to contest with was driving. Waking up early on a Saturday morning revealed a clear, turquoise sky with sunrays reflecting off the shrouded surface. My route was planned to avoid the monotony of motorways, to acknowledge and applaud the A49 that dissects Warrington and continues due south to reach my favourite market town of Ludlow in Shropshire. Roads were quiet and clear, surprisingly free of hazards excepting roundabouts that had to treated with greater care. My only interference occurred whilst overtaking a truck which caused the front nearside tyre to momentarily lose traction with slush, remedied by sudden throttle reduction.

Shropshire is one of England’s largest and least populated counties with most towns having their own distinct character: Church Stretton with a background of hills such as The Long Mynd and The Wrekin.  Bishop’s Castle has one of the oldest breweries with intriguing second-hand bookshops and junk stores. B-roads will lead you to Acton Scott working farm, featured in BBC’s ‘Victorian Farm’ and Acton Burnell, south of Shrewsbury includes Robert Burnell’s ‘castle’, essentially a fortified manor house. He became the Bishop of Bath and Wells and the first parliamentary meeting reputedly took place within the walls of ‘Parliament barn’ which still stand defiantly in the adjoining grounds of Concord College, where I spent sweltering summers teaching English. Reaching Ludlow’s Woofferton travelodge, south of its market town showed an almost vacant car park, yet Little Chef confidently displayed a 10% reduction if you had a room booked opposite.

I admire the simplicity of Travelodge, with television, towels, a bar of soap, hot drinks sachets, kettle and a Gideon’s bible, should you feel the need. Inexpensive too, seeing as I had booked it months before at £19. Trudging across to an eerily silent Little Chef for some mash and sausages, I was ‘greeted’ by members of staff dressed in overcoats in readiness to depart so I politely asked if there was any food left. I was duly rewarded with my chosen meal, only disturbed by a cold, fixed stare from one assistant that translated in my mind to; and who should walk in but you, fifteen minutes before closing time!

Stomach duly filled and with warm room awaiting, I retired into a deep sleep. Evidence that there is life, snow and media aside!

Words and images are copyright of Sotiris Vassiliou

February 2010