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

 

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

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