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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

The UK produces cars for over 100 markets and has around 800,000 jobs dependent on the car industry. Despite the erosion of the UK’s manufacturing base, there is potential, as SMMT Chief, Paul Everitt explained, for component suppliers to produce new technology as we adapt to our environmental obligations. Some car manufacturers, like BMW already have stop/start technology that cuts-off the engine when stationary although this creates greater wear and stress on the starter motor and alternator. Controlled Power Technology, based in Essex have patented an integrated starter generator that transmits torque to the crankshaft by a belt to reduce CO2 output for petrol and diesel engines of up to three litres.

A Volvo S40 two litre diesel test vehicle fitted with the “SpeedStart System” has been proven to be nearly twice as fast on ignition than an equivalent engine with a traditional starting motor. More importantly, “the CPT Speedstart B-ISG system can deliver up to a 5 per cent reduction in CO2 emissions over the New European Drive Cycle when integrated into a modern powertrain, with the potential for even greater savings in real world urban driving situations.” Accompanied with Engineering Director, Guy Morris, I drove the Volvo on Millbrook’s City course, simulated to replicate urban environments. Initial crank-up occurs via the normal whirring starting motor but braking to a stop will cut-off the engine after a momentary delay to allow, for example the selection of reverse. A touch on the throttle was all that was needed for an instantaneous re-start to fire the engine minus that whirring and repeating the process only served to inspire my confidence in the system. I project that this technology will be incorporated by manufacturers, assuming there is no competition to enable the start-stop process to be more efficient, moreover, more fuel-efficient. It is also worth lauding this technology and company as they are British.

In the idyllic surroundings of the Bedfordshire countryside, Millbrook proving ground, set in 700 acres offers thirty miles of track to drive on. I made a beeline to grab the keys of the newly-launched Mk6 VW Golf. Stylistically similar to its predecessor, using the same platform and a tweaked engine, Wolfsburg engineers endeavour to recreate the driving experience of the most iconic GTI, the Mk2 which could read the road, clearly. The Mk6, although bigger-boned translates a good compromise between solidity and agility, and in my opinion has clearer communication between road and driver than the Audi TT or A5 cabriolet. Those were forgetful during driving and after as there was no feel of tarmac. How can you find a car’s performance threshold when you have no clue about the surface beneath?

On the contrary, Alfa Romeo’s petrol Mito felt sure and tight on the hill circuit and may seek to remind those of the prowess of the 70’s Alfasud. I would wait a year before I bought one to find out whether there are reliability issues although the Fiat Grande Punto platform, on which it is based may become a surprising coup for Chrysler, a recent acquisition. A car that is Quite Interesting is the iQ, from Toyota. Volvo Press Officers described it as “cute” which, ahem it is, being unable to offer any synonym. What surprised me is that it felt just as stable at 80mph on the high speed ‘Bowl’ circuit than my Audi even though the tiny, green “shift” button patiently reminded me to change up one gear, even though I was in fifth! Its wide track ensures that there is little buffeting in crosswinds and the iQ is tax exempt and scored 5 stars with Euro NCAP. I would buy one of these if it was cheaper, as at £7500 inclusive of the £2000 scrappage scheme, the cost is still prohibitive for a one litre city car.

Nissan used the testday as a launch for the record-setting GTR. With its aggressive-styling, the Press Officer I spoke to must have been influenced in her interrogation of Motoview who requested to sample the car. I was refused a drive.

Never driven in a Bentley, let alone a £135k Convertible, until my immersion into a lobster-coloured cabin exposed to the sunlight. The Continental GTC Speed is 20% stiffer than its predecessor and highlighted this on the hill circuit. It followed through meanders with no lumbering on corners minus the dramatics. Footballers take note.

The piece de resistance of my day was the R8, having missed out last year. I managed, though to hijack the passenger seat with one Hack, only to spend half-an-hour ‘recovering’ outside the Audi stand, such was the disruption to my stomach acids. An enlarged 5.2 ten cylinder unit is inserted behind the driver to pull it through to a serious 196mph. An S4 attempted to tail me on the hill circuit and was successful on the straights only for the R8 to pull away on exits, such is its low centre of gravity and high power to weight ratio. 525PS with a combined aluminium/magnesium structure dictates that only dedicated drivers need apply. Forgot to mention wealthy: £100k’s worth.

So, I look forward to next year’s offering, whilst digesting what I have gorged on.

May 2009

All  words (with the exception of quotations), images and film are copyright of Sotiris Vassiliou