MG3 vs Skoda Citigo hatchback battle

I drove MG's new 3 to see how it compares to a class leader, the Skoda Citigo

Sam's swift Suzuki Swift Sport review

Whilst enjoying a Suzuki Swift Sport for the week, I created this 'swift' video review as a bit of fun (hence the laxed dress code). As a warm hatch, I think it's safe to say I love it...

Could Trident's Iceni Be The World’s First Economical Supercar?

I spoke to Trident's Phil Bevan after the launch of the Iceni Magna and Iceni Venturer, two of three potentially ground-breaking cars that can reach 190mph and eke 2000 miles out of one tank

The diesel engine. Once rarely found far from the accelerator pedal of an angry white-van-man, it’s now responsible for the last eight victories in the prestigious Le Mans 24 Hours. Surprisingly though, before the giants of Audi and Peugeot clinched those wins, a small Norfolk based car firm had already long been pushing to maximise diesel’s performance potential.

“We actually started the diesel program way before other manufacturers went to Le Mans with a diesel LMP1 car,’” Phil Bevan, Managing Director of Trident Sports Cars tells me. “We attended the Le Mans organisers before they did as well.”

Bold claims from a company that has just unveiled two new cars, but not claims that lack any substance. Named the Trident Iceni Magna and Venturer, these new tourer and estate versions of the existing sports car can reach 60mph in just 3.7 seconds and blast their way beyond 190mph. This makes the Iceni faster than Jaguar’s V8 S F-Type roadster.

The Iceni Magna displays a split rear-screen

Such performance is available thanks to a monstrous 6.6-litre GM-sourced V8, a diesel unit that in Trident’s hands can produce an impressive 424bhp but most importantly, 950lb-ft of torque. But get this, for extra cash and presumably those with King Kong-levels of chest-hair, you can even upgrade Iceni’s V8 to produce 651bhp and a terrifying 1057lb-ft of torque. That’s a truly earth-moving amount of grunt.

“If you look at our torque figures they are generally double that of our competitors.” Phil’s right, even Jag’s mighty V8 S can only stir up a measly 460lb-ft. But why so much?

“Torque is the accelerating force that horsepower takes over from once the accelerating has finished. The question is, when does a car stop accelerating if you keep changing gear?”

A long bonnet houses the 6.6-litre diesel V8

Well it won’t, not in the Trident apparently because pushing all that torque through the rear-wheels will be a rear-mounted eight-speed automatic gearbox. And with so many cogs to play with, the Iceni will be able to maximise its acceleration at all times, making for effortless speed gain and the most precarious license losing levels yet seen in this segment.

Using their own electronic engine control unit, the small car firm hasn’t just achieved impressive straight-line performance, but also enabled truly astronomical levels of economy.

“68.9mpg is at just 980 revs which means you will be travelling at 70mph,” explains Phil, “and the car can even run on 100% bio-diesel, things like cooking oil and rapeseed.”

The Iceni sports car was unveiled ahead of the Magna and Venturer

This enables the Iceni to cover an astonishing 2000 miles to one tank. That’s three times the length of the UK before your first fuel stop. All this in a car that can outdrag established rivals to 60, offers a luxurious leather and alcantara interior and is available in three body types. Impressive.

Perhaps the most striking of those body shapes is the originally unveiled sports car. Supporting a roll bar that runs from the middle of the windscreen into the smooth plain of the almost Jaguar-like rear, it serves both aesthetically and functionally to give the car a much more purposeful appearance.

“The longitudinal roll-over bar offers super-safe occupancy for passengers even in the event of a roll.” Phil goes on to explain that the bar also helps to enhance handling; “it makes the triangulated structure more akin to the structural rigidity of a saloon car.” And in the world of open top sports cars, more rigidity equals better handling.

Leather and alcantara is used in abundance

That’s not to say the Iceni is an out and out racer however. Phil explains that whilst the car possesses some truly blistering pace, it’s closer to that of Grand Tourer, “providing a very compliant ride along with its excellent handling.”

“We will never produce a car with Nurburgring tuned suspension because the roads in this country are full of ridges, cambers and pot holes; nothing like the Nurburgring or any race circuit. We believe that over firm suspended cars are an excuse for a properly set up car.” No doubt great news for the bottoms of prospective Iceni drivers.

Such early days for small British supercar firms can be nervous times, but there are undoubtedly signs that the Trident story could be one destined for long-term success. A racing program looks possible for the future, giving the brand a chance to demonstrate its new car against far more established marques’ machinery. Whilst a waiting list of prospective buyers from across the globe should ensure the Norfolk production plant will see the Iceni, available from £96,000 in its entry level, one day burble its way onto the roads.

Defining longitudinal beam adds structural rigidity

All sounds great, but there is one overriding concern for sports car lovers of the world; how will it sound? Diesels aren’t particularly aurally pleasing and let’s face it, they can sometimes ruin a car’s sporting credentials. But thankfully, Phil is confident in saying that the case is very different in his Iceni.

“As our engine runs on Piezo fuel injectors it sounds like a petrol engine. Under hard acceleration it even sounds more like a Euro Fighter taking off. It really makes the hairs on the back of your neck stand on end.”

Euro Fighter? That’ll go nicely with that ridiculous torque figure then.

The Dacia Sandero: Cheap and Cheerful?

Unless your daily commute involves dodging cows and the badge between your hands says Tata, buying a new car often isn’t cheap. Or is it? Well Romania has come to town with an answer, and it's worth just £5,995.

Photography: Nikolai Attard and Phillip Morton

Meet Dacia, the subsidiary of Renault that comes from the Eastern European country, and their budget offering, the Sandero. Priced at the same value as a five-year old Vauxhall Astra, Dacia's Sandero is officially Britain’s cheapest new car. How does it compare against its pricier rivals in the well-populated hatchback segment then?

On first glances, prospects look bleak. Unpainted plastic bumpers, steel wheels and a white-only exterior that offers little more than a simple two-box design, the Sandero certainly isn’t a looker. The same can be said for the interior, where grey plastics accompany a whole-lot of nothing. Our model is fitted with an optional radio but entry level cars feature little more luxuries than a heater and rev-counter, so stepping inside can feel a little like rewinding time, by a decade or three. Emphasising this is a lack of central locking and wind-up windows – properly old school.

Black plastic bumpers dominate the exterior

Cues to the car’s underpinnings – shared with the Mk2 Clio that went on sale way back in 1998 – are evident throughout. Outside the wheel base matches a Mk2 Clio, whilst an upright seating position and even the steering-column cover is identical to what you’d find in the old car – though the Access Sandero does without the height adjustment arm and therefore remains fixed. The electrics are undoubtedly Renault parts-bin sourced too, with the auto-engaging rear-wiper and even gear-change light being identical to those found on old French hatches.

But it’s not all bad news. The car possesses four airbags (driver, passenger and front side-impact) enabling it to achieve a respectable four-star Euro NCAP rating. The positives continue once the key is turned too, as our car’s 75bhp 1.2-litre petrol engine ticks-over silently, the only evidence of its existence coming from the slightest hint of vibration through the gear-knob.

A simple interior contains only the essentials

Pootling around central London at close to the capital’s average top speed (only just nudging double figures) the Dacia remains a calm, composed place to be. Effortlessly light steering gives a good amount of confidence whilst soft suspension, a featherweight clutch and instant brakes make driving through one of the world’s densest cities easy. Parking the Sandero is a doddle too, the van-like door mirrors and high seating position offering a wide range of visibility. The Sandero does slow, urban driving well then.

The same can’t be said about anything remotely fast however. Venturing onto a dual carriageway requires a scary amount of rolling-up (lorries and OAPs have never looked so fast), whilst even pulling out of junctions requires you to spin the needle up the rev-counter far more than you’d expect. Ignore the dash’s eco change-up light, you’ll need far more than its recommended 2,000rpm to speed up to 60 in anything under 20 seconds. Once moving at over 60 the Dacia’s once silent engine becomes a bit of a growler, providing a permanent hum in the background at all times. It isn’t helped by the urban-gearing of the five-speed ‘box either, resulting in a significant 4,000 revs being required to sit at 70.

The Sandero thrives in town

Despite this the car still returns good fuel economy, with our 350 mile round trip across urban and extra-urban roads requiring little more than half a tank of fuel. But even with such a small dent in the wallet, the under damped suspension and vague steering that presents itself at motorway speeds could leave you spending your savings on aspirin; a bouncy motorway experience requiring constant focus to remain between lane-lines. Unsurprisingly, it’s not even worth mentioning the Sandero’s high-speed cornering ability, though thinking of a Citroën 2CV might provide some idea..

All in all, at speed the Sandero really struggles. With such a high level set by today’s range of hatchbacks the Sandero feels as though it’s 20 years behind, especially once outside the boarders of suburbia. Within them however, the Sandero is a strong performer. It offers good leg room both front and rear, five doors as standard, whilst storage space, cup-holders and a class leading 320-litre boot mean the Sandero would make the perfect car for taking the kids to school, doing the weekly shop or popping to the post office; all this for a fiver less than £6,000.

Sampling London's tight streets

In all honesty paying an extra £1,600 and opting for the better specced Ambience fitted with the 898cc TCe engine would be our choice, that engine providing all round better performance and cheaper tax (£30 a year to the 1.2’s £105). But even at £7,595, this more luxurious Sandero still undercuts rivals like the Kia Rio by a substantial £2,400. And when you put it like that it’s hard to disagree, the Dacia Sandero is nothing short of a bargain. So it turns out Romania does have the answer, thanks to a little help from the French.

Specs

Engine 1149cc, 4cyl, FWD

Gearbox 5-speed, manual

Power 75bhp @ 5500rpm

Torque 79lb ft @4250rpm

CO2 135g/km

Top speed 97mph

0-62 mph 14.5secs

Combined mpg 48.7

Manufacturer’s OTR price £5,995 (+ £250 for optional radio as tested here)

Car Throttle Video

In an attempt to become more famous than Joey Essex, I featured in one of Car Throttle's Readers' Rides videos. Posted online on the 25th February, the guys have clearly produced a fantastic quality video that somehow turned my ramblings into a pretty awesome clip.

Just so you know, despite the rattles, I still absolutely love this car. Here it is:

How to Become a Boy Racer

For my latest University portfolio I have created a slightly less serious video. Taking massive inspiration from the guys at CarThrottle.com (the portfolio requires you to target a publication/website), we came up with this 'How to Become a Boy Racer' video. Hopefully it'll make you giggle once or twice..

BUKC 2014

Back at Uni for my MA, I'm able to race in the British University Karting Championship again. Studying for my MA at Coventry University means I'm racing for the Coventry team for 2014.

As a University of Leeds graduate and a founding member of the Leeds University Union Motorsport Society (way back in 2009), I still have a massive soft spot for the Leeds team and so wish them all the best this year..."Unnnaaayyy." But with our A team at Coventry being so strong thanks to a good level of experience, this is probably my best chance of fighting for the Championship ever.

Fellow Coventry University student and motorsport photographer, Stu Stretton, was drafted in to produce the highlights video for the Qualifying races held in November 2013. Ahead of the first round of the Championship at Buckmore Park on 12th February, he's pipped our team as one of the favourites. Let's hope he's right; I certainly can't wait to find out.

Evo Magazine

Since the start of 2014 I've been working part-time for one of the World's biggest car magazines, Evo. Largely I have been contributing to the News pages on the website, but I have also been able to contribute to the magazine itself.

For Issue 193 (March 2014), my name is featured in the contributors list, with my words being used in the A-Z feature of the magazine. I was given the task of writing about the best used bargains of 2014, so check out my piece under the letter U

Audi’s Lasers Hint At A Brighter Future

Audi has confirmed its plans to introduce laser headlight technology into its cars with the unveiling of a laser concept car at this week’s CES (Consumer Electronics Show) in Las Vegas.

Set to increase lighting range for the driver, the laser headlights will also improve the car’s visibility to surrounding road users. Using intelligent technology, Audi’s Matrix Beam Lighting adjusts accordingly to road conditions and the surrounding environment, to maximise vision for the driver whilst avoiding incidents of startling or the blinding of oncoming traffic.

The technology is created using two illuminating systems combined into one, comprising Matrix LED and laser light technology. The LEDs will provide far brighter lighting than conventional dipped-beam headlights, whilst the lasers will illuminate the road as far as 500m ahead for full-beam lighting situations.

Aside from hinting at a far more visible future for driving, the laser system installed in Audi Sport’s Quattro Laserlight concept also suggests Audi’s future line up will possess even more aggressive looks than its already snarly looking current cars. The smaller lighting units also allow for more effective packaging, as well as improved weight distribution over the front overhangs.

No time scale has been confirmed by the manufacturer as to when these lights will hit the road, but with the technology in advanced stages of development a not-so-distant future of laser Audis seems very likely.

Take 2 - The 2013 Ford Fiesta ST

I drove the new hot Fiesta late this autumn, to find out if it'll bring the Blue Oval back onto driving enthusiasts' wish lists

Today is a good day. It’s 20-something degrees, there’s not a cloud in the sky and I’m about to drive through some empty Northamptonshire roads. Obviously my weapon of choice to tackle these sticky tarmac curves would have to be something quick and fun. That’s why the car I’ve chosen for the job is a little supermini with a 1.6-litre engine. No, I haven’t lost it, this supermini is perfect. The keys I’m clutching in my hand open the doors to a Ford Fiesta, but this one features a little badge on the boot that means business. This Fiesta my friends, is an ST.

A modern dash layout is complemented by sporty touches

Still not impressed? No I wouldn’t be either if I’d just driven the old ST. But this car, a Moulton Orange ST 2, is part of a new line up that will supposedly reignite the flame that once burned brightly in Ford’s old performance days. Featuring a 1.6-litre EcoBoost engine, the new ST’s heart is smaller than its predecessor’s 2-litre, but with the addition of a turbo it produces a very respectable 179bhp. This enables the hot hatch to race up to 62mph in 6.9 seconds and power all the way up to a top speed of 139mph.

I’m pleased to say the performance is matched by great looks, with a ‘squint and it looks like an Aston’ nose and sharp lines carving across the body. Unlike the almost soft looking old car, this ST looks aggressive and ready to lock horns with its hot hatch rivals. Climbing into the Fiesta there’s a typically Ford style layout to the dash, with purpose and function clearly having taken priority. That’s not to say the interior isn’t good though, the standard Ford Fiesta dash is ergonomic and modern, whilst some sporty additions to this ST set it apart from the rest of the range. An ST branded steering wheel and white sports dials are attractive additions, but it’s the red detailing and Recaro bucket seats that really show this Fiesta isn’t interested in the commute to work.

It is interested, as I am about to find out, in being thrashed to within an inch of its life. From the moment I press the start button and the sports exhaust burbles behind me, it’s clear that the Boost in EcoBoost takes priority here. I waste no time in leaving the warmed engine to idle, and proceed to do what any man confronted with miles of sun baked country lanes and a vacant passenger seat would do: I floor it. A woosh of induction noise and deep exhaust note follow me up through the gears, the slick changes meaning I can rush the box and sprint up to and over, ehem...59mph at fantastic speed. I’m already grinning, but as I approach turn one of my almost private Northamptonshire race track, a light flick right sees me confronted with some grin stretching, tail-wagging action. No dogs here, the Fiesta was more than happy to follow my steering line with the lift of an inside wheel and a small amount of rear slip. I’m drifting in a supermini; bloody fantastic.

This being Britain, no matter what angle of slip you like to travel at, you will meet several pot holes on your journey. Pleasingly though the ST shows no signs of strain over the bumps at high speed, soaking up cracks and broken surfaces as well as remaining entirely composed when thrown left or right. It’s here the electric steering feels impressive, with a nice amount of weight and great amount of accuracy. As I approach a corner I know I can turn the nose comfortably towards the apex; that in itself is a very satisfying feeling.

The new Fiesta ST thrives on the limit

The most satisfying feeling, however, has to be backing the little ST into a corner. With the car’s stability control initially set in Sport mode, I decide to switch off electronic assistance entirely. Instead of becoming a completely different animal though, the Fiesta’s playful character manages to show itself even more. As I approach a corner I step on the brakes, pedal feel still being fantastic and bite instant, whilst the weight of the car flies towards the front axle and the rear begins to squirm left and right. As a result, the smallest input of steering sees the rear begin to slowly hang out, meaning instead of waiting for the nose to turn in, I’m straight back onto the power and using the front-wheel drive to drag me through the corner. Jason Plato eat your heart out, I’m backing a Fiesta through the roads of Northamptonshire.

Six or seven miles along the road when my face hurts from smiling, I’m suddenly confronted with 30mph zone signs and have to stamp on the anchors, the Aston’ish nose diving down once again. As I allow the revs to drop I can’t help but hear the little Fiesta sigh, and not being one to disappoint this orange rocket I of course decide to throw in a U-turn and head back to my race track. I mean come on, it’s not often the sun is shining so brightly on Old Blighty.

After my afternoon sprint in the ST, I’ve had time to gather my thoughts on the new hot hatch. I can now explain exactly why I love this car, and why it is so much bloody fun; it’s simple really. Unlike its grippier Renaultsport 200 Turbo rival, the ST allows you to touch its limit at road speeds. When you reach this limit, instead of sitting you on a knife-edge and spitting you into a hedge, slides are progressive and grip is consistent meaning you can play without constant fear of firing off the road. And the smooth torque curve and revvy nature of the EcoBoost engine, mean even in slippery conditions it’s easy to extract every last bhp with maximum effect. Engine and chassis combined, it really is a great all round performance car. Plus with its starting price of £17,995 (in ST 2 spec as tested) and combined mpg figure of 35.8 (not that I ever achieved that on my run), it’s great value for money too.

I was never a fan of the Blue Oval’s recent performance attempts, but after today I’m a changed man. Today has been a great day, all thanks to a little orange supermini.

The 2013 Fiesta ST: One for the wish list

Clio Renaultsport 182 Video Review

So here it is, the video that could set me on a course to stardom. Well, probably not, but still. Here's my incredibly cringe, slightly funny video review. My first video review in fact, so please excuse the occasional fumbling and poor editing skills.

Things can only get better. I'm on the phone to McLaren about doing a P1 next. You never know..

CarThrottle

So my little 182, as annoying as she is with her leaks and squeaks, is becoming some what of a celebrity.

First she appeared in Evo Magazine of summer 2013, and now she's a world hit online too.

CarThrottle, the exciting online website that provides the internet with car related humour and online trends, featured my car as part of its 'Readers' Rides' section.

Check it out here: Sam's Leg-Cocking Renaultsport Clio 182

Hopefully the leak is fixed now (still waiting for rain to test it), so I think I'm back to loving my car again..

The Unfair Tarnishing Of Young Drivers

Young drivers are often labelled as the heavy footed bane of British roads, but are the country’s newest peddlers really the most dangerous behind the wheel?

A 1.2 hatchback that costs grandma a hundred quid or so to insure, can cost a teenager a number of Pounds that many might not know existed. But this is outrageous, how can gran, a nearly blind, repetitive bag of wrinkles with the reaction times of an iceberg, be cheaper to insure than a fit and sprightly youngster? Who says OAPs are less dangerous?

As a 20 something year old who's enjoyed five glorious years of mobility thanks to a shiny pink plastic card, I've had to face nonstop nagging, abuse as a 'boy racer' and being labelled a general nuisance behind the wheel. But I don't deserve any of this. I've never crashed, yet I've had more near misses than Tim Henman's Wimbledon campaigns. Like most new drivers, I was very enthusiastic behind the wheel; but I've never collected another car and always check my mirrors.

The same cannot be said for old nan, however. How can she check her mirrors when her nose is pressed against the windscreen, as she squints to see further than her own car's headlights? She can't. And that's why she clips kerbs, crosses lanes unintentionally and runs over women and children on a weekly basis. Nan causes crashes all the time.

If a teenager causes a crash, most likely he or she will have collected one other car during the uncontrolled high speed slide into a field, breaking the front bumper on their Corsa but most damagingly, shattering their pride. Everyone will know about it, their insurers will know about it and as a result increase their premiums by one million Pounds.

If an OAP causes a crash however, they drive home and switch on Countdown, with absolutely no knowledge of the trail of destruction resembling Godzilla's footsteps they've left behind them. Old people cause crashes all the time, but nobody knows it. So Mr insurance company keeps on providing them with reduced premiums.

But as we know this is massively wrong. Yes young drivers are generally fitted with a heavy right foot, and yes young drivers will most likely experience a 'tail slide' at least twice per journey to Asda, but most times young drivers won't crash. Young people's near miss to crash ratio is therefore fairly good. Old people's are not; there is no such thing as a near miss with an OAP, only a crash.

So how do we fix the problem? How do we balance out the unfair insurance premiums experienced by youngsters and OAPs of Britain? By going back to our primary school roots, and telling. Even if it's your own nan or granddad, even if the car is their only source of transport, each time they have a bump or end up coming home with three school kids under the wheel arch, tell on them. Call their insurer and say my nan has crashed again. Within days the UK's insurers will no doubt be inundated with claims of OAP related crashes they hadn't expected. Those graphs they like to draw with young driver crash rates, will begin to be dwarfed by the wake of OAP destruction.

So I say young drivers of Britain, this is our only option, our only hope that the eyes of insurers and general public will open to the carnage old people cause on the roads. Only if you tell can we then expect this unfair tarnishing of young drivers as the UK's most dangerous, to be shifted to its rightful owners. Old age pensioners.

MotoGP: 2013 Australian GP

Jorge Lorenzo managed to claw his way back into MotoGP Championship contention thanks to a dominant win at Sunday’s hectic Australian GP. His main rival and Championship leader Marc Marquez left the race with no points, meaning the leading two riders will arrive at next weekend’s Japanese GP with just 18 points separating them.

The fast flowing layout and new ‘sand paper’ surface of Philip Island meant pit-stops were introduced to reduce the risk of tyre failure. But despite the challenge of mandatory mid-race bike changes, two-time world champion Lorenzo was able to fight off an early charge from the Repsol Hondas of Marquez and Danny Pedrosa. Pushing his Yamaha M1 to the limits, Lorenzo pitted on lap 10, with the young Spaniard of Marquez coming in one lap later.

Rejoining the track as Lorenzo and Pedrosa approached turn one at 215mph, Marquez clipped Lorenzo as the Yamaha rider slid back into the lead of the race. But pressure was soon to ease for Lorenzo as Marquez received a black-flag with just five laps remaining; the stewards announcing that his 11^th lap stop was outside of the agreed pit window and therefore worthy of exclusion.

As a result Lorenzo was able to comfortably take the win ahead of Pedrosa, whilst MotoGP legend Valentino Rossi fought off Britain’s Cal Crutchlow for the final step of the podium.

With 50 points up for grabs, the MotoGP title showdown is still very much intact as the circus heads to the penultimate round at Japan’s Montegi.

Top 5 Championship Standings after 16 rounds:

1. Marquez – 298 points
2. Lorenzo – 280
3. Pedrosa – 264
4. Rossi – 214
5. Crutchlow – 179

evo Magazine

If you've got a copy of Issue 189 of evo Magazine, I'm pleased to say you should find a little mention of yours truly in the front pages.

Many thanks to evo for giving me the opportunity to join them in office whilst this issue was being put together; it was fantastic to be a part of what is one of the world's best motoring publications.

Evermore Monstrous: Mitsubishi’s Evo X Replacement

It’s hard to imagine the next Evo being much faster since the current X is so brutally quick. But with rumours circulating of a 500bhp hybrid replacement, a much faster successor is exactly what Mitsubishi is promising.

Even three laps in I can’t quite believe how quickly the needle climbs the speedo. Yes this car can hit 60 in under four-seconds, but he’s got an armful of lock on and we’re travelling through a corner. Before I can even brace myself we’re back over a ton and then onto the brakes, briefly, before he flicks the car left-right through the chicane, and it’s back onto the power again. We race down the straight, the engine singing its way up to 6500rpm, then swoop down into the banked left of Rockingham’s oval, still gaining momentum. I’m shoved sideways and back into my seat, and wince as we run within inches of the concrete wall at 120-something.

The car I’m sitting in, or clinging onto more like, is the big daddy of the latest Mitsubishi Evo X line up. This is the 2010 FQ400 model, which I was able to find out is fantastically fast thanks to a wealth of upgrades from the standard car. These include an uprated ECU, intercooler, turbo and racing spec injectors, enabling the FQ400 to stretch a phenomenal 400bhp from its lightweight two-litre engine, with a substantial 387lb-ft of torque available from impressively low down the rev range. Combined with a complex all-wheel-drive system, the Evo X can place brutal amounts of power down at almost all times, with intelligent electronics adjusting power accordingly to ensure the wheel with most traction is gifted the ability to really shove you out of the corners.

Revolution, not evolution

Performance like this from such a small engine was ground-breaking in 2010, and unsurprisingly is still very much ground-breaking today. Shocking news then that Mitsubishi has announced that this very car’s replacement, the Evo XI, will be significantly quicker and far more technologically advanced.

You could have been forgiven for expecting the Evo XI to take its name literally and be an evolution of the current super-saloon. Instead however, rumours circulating about the 11^th generation of Mitsubishi’s famous car suggest a power hike of around 100bhp, with further reductions to weight and improvements to handling promising that this car is targeting battle with the current super-saloon heavyweight, the Nissan GT-R. The surprises don’t end there though, as Mitsubishi has hinted at the use of hybrid systems, utilising electronic technology from its Pike Peak rallying programme that has produced electric motors with over 500bhp. Instead of using full electric power however, the road-going Evo XI is likely to combine electric power with a turbo-charged four-pot engine.

Power will be placed onto the road using the carmaker’s Super-All Wheel Control (S-AWC), with electric motors aiding traction as well as boosting performance. In order to improve efficiency the Evo XI is likely to utilise several driving modes, with an all-electric mode expected to lower emissions further.

Styling will also take a radical new route, with Mitsubishi’s 2008 Concept-RA (shown in title-pic) being a main source of influence for the future car. Ditching the saloon like appearance, the Evo XI could be the first generation to take a far more aggressive styling stance and resemble a proper sports car.

A different class 

With the current FQ400 car providing such phenomenal performance from its compact two-litre engine, it is staggering to think that Mitsubishi is setting its sights on increasing power by another 100bhp. Such complex technology and ambitious performance targets can only mean a price increase from the latest model’s top of the range £40,000. But with the Nissan GT-R being a potential rival, perhaps Mitsubishi has plans to shift the Evo XI into the class above, competing with the likes of Ferrari’s 458 Italia and McLaren’s MP4-12C for raw track pace.

The next standard Evolution model is expected to arrive in showrooms in 2014, although the performance version is unlikely to arrive before 2016. This is likely to become the benchmark for its future rival, the Nissan GT-R’s successor, which is scheduled to arrive two years later in 2018.

What Top Gear's Reasonably Priced Car Taught Me About Kia

We've got it all wrong. We've been so far off the truth all this time. You see for years I have been in numerous pub discussions where the conversation has involved something along the lines of "if you drive a Kia, you drive a washing machine," or "Korea can't make cars." Well I've got news for you pub go'ers, Kia don't make washing machines, and Korea can make cars. I know because I've driven one, a special one. So special that it's been seen by tens of millions of people and met Cameron Diaz and Tom Cruise. The Kia I'm talking about is the ex Top Gear Reasonably Priced Car, one of the 3 manual ones that know nothing outside of being thrashed ruthlessly on track by A list celebrities.

Well one sunny Thursday, it was my turn. I was given the keys to the world famous C'eed, which the Kia event girls told me was standard, barring a roll cage and bucket seats. So essentially, I was climbing into a 5 door hatchback that competes with the likes of the Ford's Focus and Vauxhall's Astra. Unsurprisingly then I didn't expect it to be much of a thrill, plus this was a Kia, the boring washing machine makers that don't make washing machines.

Now I had ridden in a 400bhp Evo X FQ400 earlier, plus I'd thrown my far quicker Clio hot hatch around the track all morning, but for some reason after just a few corners the car I loved driving the most, was the Kia. And this was strange, because if you were beside me in the C'eed, you'd see 3 fairly generous sized rear spaces for passengers, a full working selection of electronic luxuries including a radio, climate control and steering wheel buttons, and that impossibly unsporty Kia badge staring me in the face. 

Yet as I flicked the car into the flat out banked left of the Rockingham straight, the car felt nimble and eager. The engine didn't provide tonnes of neck snatching power, far from it actually, but it was more than happy to rev freely all the way to just shy of a cheeky 7000rpm. And the nose, what a nose. The C'eed was one of the most compliant and nose happy cars I had ever driven, with every turn of the wheel seeing the front point sharply at the apex like an excited puppy jumping at a thrown stick. The rear was more than happy to just about hang on, seeing me 4 wheel drift a 5 door family hatchback through Rockingham's high speed turns, with unbelievable commitment and the biggest grin on my face.

What was I experiencing, why was this happening? How could this car be so happy away from what I thought would be its comfort zone, parked outside an OAPs house? I still don't fully have the answers for that, but I do know that I have now completely changed my opinion of Kia. The chuckable car, the chatty event girls and the lack of washing machines in the line up all tell me one thing, Kia is a modern, fun car maker with high ambitions set towards taking on more established European brands. They're so set on doing this, they're prepared to offer their brand new cars to Top Gear with inevitable deathly fates awaiting them. Who can forget the Kia bloodbath at Twickenham only a couple of seasons ago? It made the Kia girls very sad, as they stood on the sidelines and watched their "babies" being smashed to bits. But full credit to Kia, they do it all in the name of good fun. 

And it's doing wonders for the brand, because people like me step out of their Reasonably Price C'eed and say "Can I have another go?" What a great thing for a manufacturer to hear about their car. Plus with the sportier ProCeed now on sale, Kia have firmly entered the hot hatch market competing against far more established European and Asian names. 

So yeah this brand Kia, they don't make washing machines apparently, but they're up for a bit of a laugh and make some pretty fun cars. Not what you expected right?

If you fancy grimacing at some awful commentary, as well as giggling at some interesting shots of my knees, here's my onboard footage from Rockingham where I sampled the ex Top Gear Kia at racing speeds.

Onboard at Rockingham Raceway

Yesterday I attended the Guild of Motoring Writers Big Day Out at Rockingham Raceway. It was a fantastic day out where I was able to meet several very inspirational journalists and car geeks, plus I was able to thrash my little 182 around what is one of the UK's fastest racing circuits.

A great thing about this day though, was that I was also able to sample some other cars, including the 2013 Fiesta ST and even the Reasonably Priced Kia from Top Gear. All videos and write ups for those are soon to follow. 

But for now here's a couple of laps onboard my Clio. Such a shame the Go Pro ran out of battery when I remembered how to drive after these laps...

Toll Roads Could Save Your Ass

I don't think there any other times I've felt my body wants to dismember itself more, than when I'm in the car. I know for certain my dad never wanted to rip his ears off his head when driving at my age, yet time and time again Pitbull decides to release another belter or rhyme Kodak with Kodak, and my ears want to head skyward when it's played on the car radio. It's not just my ears either, my legs want to fall off and run away at least twice a day as I sit in suburban London's permanent traffic jam. And my eyes want to melt themselves as they observe driving that wouldn't look out of place in Arena Essex Raceway.

Unfortunately for me though, without sounding like I spend my Friday night's sniffing poppers in G.A.Y, it's my buttocks that take the biggest pounding behind the wheel. Thanks to those city bankers playing monopoly with our money, it seems there now isn't enough cash to fix the jigsaw that is our roads. So as a result us motorists are driving on tarmac more broken than Pete Burn's face. And it hurts.

But over the past couple of weeks I've had time for the butt bruises to heal and the shattered spine to repair itself, all thanks to the European continent's toll roads. These smooth, pothole free roads are more well kept that Alan Titchmarsh's rose bushes, and happily ferry traffic as dense as the M1's between mountains and cities alike. It's all because they're funded through the evil method of tolling.

I hate tolls, why should I have to pay to drive along a motorway, when in this day and age it's as much of a right to freedom to jump behind the wheel of a car, as it is to stick on your trainers and walk down the street? You don't pay a charge to walk into busy areas of pedestrians, so why should you to access the black stuff? Well if I'm honest, as much as this mentality is still essentially mine even after seeing the greener grass of French and Spanish motorways, I am beginning to think otherwise ever so slightly. 

During my long distance drive on the continent between France's Calais and the Costa Blanca of Spain, I think we encountered about three potholes on our entire motorway journey. Bloody three, across about 1000miles. I'd encounter that many across about 3 foot in Britain for crying out loud, so I'm sure you'll agree that what I'm about to say is at least worth thinking about.

We should bring tolls to Britain.

Take it in, breath, and take it in again. Now hold all those 'not in my back yard' thoughts and just hear me out. We could at least begin to fix the crumbling roads of Britain, with small charges that are capped and entirely distance dependant. So driving from London to Leeds up the M1 could see you paying a maximum of say, £18. Would that drastically alter your day? The fact most people won't be making that sort of journey more than a few times a year, and in many cases they'd be driving a shiny German saloon for the trip, that 18 quid wouldn't change a thing. And for shorter journeys, say a couple of junctions of the M62 for example, you wouldn't be paying more than a few pence.

It might seem drastic, and another way for us to part with cash in order to clean up the government's mess, but if we were able to ensure this money was used solely to improve and maintain roads, I think more people would be interested than you might think. For starters, better roads would save millions on car repairs relating to road damage each year. And if the current system of road funding remained in place, we could ensure the toll cash didn't act as a source of saving for the government.

So essentially this system would see road improvements, probably less dreaded Sunday drivers and reduced suspension damage costs, all for a few quid a week. And it certainly looks as though at the current rate, buckled wheels will become a common place in car ownership with the volume of potholes we have to drive over. So in order to avoid a future of square wheels and black and blue bums, surely road tolling could serve as a quick and effective fix?

Please feel free to tweet me, email or comment with your thoughts. Alternatively, when sending letter bombs please make sure they are correctly weighted and stamped.