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)

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..

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.

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.

Test Driven: The 2013 Renaultsport 200 Turbo

The latest RS Clio brings comfort to hot motoring with a dual-clutch automatic gearbox and two extra doors. But does this mean the new Renaultsport 200 Turbo lacks its predecessor’s ‘Va Va Voom’?

Climbing into the surprisingly well-finished cabin of the 200 Turbo, as you become surrounded by RS logos, red stitching and orange details, that sports-car style start button urges you to press it. You’re in the latest generation of hot Clio you see, a car that is part of a family widely regarded as reaching hot hatch perfection with its outgoing 200 Cup model. But this is the latest member and it approaches the market at a completely different angle, so the only way to find out if it can live up to its family’s name is to take it for a spin.

Sliding into the leather seats, you notice that Renaultsport finally have a car that offers a low and purposeful driving position. Thanks to a reach and rake adjustment, it’s easy to place the steering wheel exactly where you want it. But without a conventional gearstick to the left, you’re faced with two silver paddles behind the wheel, connecting fingertips to Renaultsport’s latest EDC semi-automatic transmission. It’s time to see if this semi-auto can really live up to the job.

Orange details and RS badges hint at sporting pedigree

Unfortunately, it can’t. Not at low speed anyway, as gear-changes are delayed and the gearbox unresponsive. Renault's suggestions are to toggle the gearbox back into full auto mode at this point, and this feels like your only choice because at low speed the manual shifts feel cumbersome. But when left to its own devices and allowed to make the decisions, the auto box does a perfectly good job at being an auto box. It feels slightly joltier than old autos, but perfectly fine to comfortably pull you to your destination. Added to the soft touch dash, piano black centre console and roomy interior, there’s little doubt that the 200 Turbo would be a pleasant and practical place to be on the daily commute.

But this being the Renaultsport model, it is more than likely that owners would want to occasionally leave the traffic jams and find an exciting road to sprint along. So when you do manage to venture onto a country road, you can happily click the gear lever into manual and press the RS button located just behind it, switching the car into ‘Sport’ mode. The dash’s Renaultsport changes into yellow, and then, then nothing. Until you touch the accelerator.

RS button engages 'Sport' mode

There’s no doubting it, this thing is fast. With a 0-62 time of just 6.7 seconds, this is the fastest production Clio to leave Dieppe since the 255bhp V6. And boy do you feel it, all 177lb-ft of torque seeming almost instantly available thanks to the 1.6-litre engine’s turbocharger, pushing you back into your seat with its 197bhp, forcing you to speed through the gears faster than you would expect. It’s here that the dual-clutch gearbox feels quick and purposeful, giving you the ability to maintain full focus on the road ahead and maximise steering inputs with both hands planted on the wheel. As you click through the six gears the engine’s momentum is maintained, meaning acceleration feels endless and harsh. Would you miss a gearstick at this point? Probably not.

It’s not until you approach something that requires you to stamp on the left pedal, the EDC gearbox’s ability to frantically rush down the gears still leaves you feeling like your left foot is a little wasted. The exhaust does let out a racing car like snort as it passes each cog, but it’s definitely not as satisfying as knowing your inputs have directly created this dirty orchestra. Nevertheless, when you open up the steering and press hard on the throttle it does become clear that without having to worry about shoving a stick back and forth, you can really commit to driving fast, utilising the cars e-diff to effectively drag you out of the corners.

Longer wheelbase enables greater stability

The Clio’s forced induction woosh is addictive too, whilst this model’s Cup suspension keeps everything planted and its electric steering, although lacking in natural feel, provides just about enough weight to enable precise inputs. Overall grip is phenomenal, with this car’s optional 18-inch alloys being wrapped in performance spec Dunlop Sport Maxx tyres, which bite well on the sun-heated tarmac in all the situations you can ‘legally’ throw at them. Sprint along British B-roads like this and the Clio will barely break sweat, and its lengthy 2,589mm wheelbase helps the chassis absorb the broken surfaces of Britain’s roads without too much upset either.

Of course with this being Britain the B-road will come to an end and you will arrive back in a queue of traffic. But before the car gets a chance to stumble on changes, you can easily flick the gearbox back into full auto and click the RS button back to select ‘Normal’ mode. Suddenly the car feels less urgent, quiet and fairly smooth again. To be honest it’s like an entirely different car. Renault claim that in this mode the car can achieve an impressive combined 44.8mpg, emitting as low as 144g of CO2/km. This means the 1.6-litre unit is far cheaper to tax than the old, dirtier, naturally aspirated Renaultsport’s, as well as requiring fewer trips to the petrol station; as long as you stay out of the boost zone that is.

Cheaper tax, lower emissions, but a less involving drive

The 200 Turbo is therefore a completely different animal to older generations. At speed it’s a real weapon; something that would be a force to be reckoned with on track. But on the road it is almost too effective, requiring its driver to push beyond what would be sane before offering any of that light movement and pointy front end its predecessors were famous for. In town it becomes comfortable, offering a less hot and more conventional hatchback experience that its siblings were never able to do. It therefore manages to shift away from being purely an enthusiast’s pocket-rocket, to a much wider market position of attracting those seeking affordable thrills without compromising practicality.

That’s not to say that people won’t like the cheaper tax, better fuel efficiency and increased cabin space, there’s no doubt that more people are interested in these things than out and out raw driving characteristics. The 2013 Renaultsport Clio would certainly be a mature choice for a buyer looking for practical thrills under £20,000, but unfortunately it probably can’t quite meet the expectations of more enthusiastic drivers. Even with its aggressive styling and race-style gearbox, the car lacks the overall involvement many drivers would have expected after driving the marque’s older cars. So despite the fact it is the quickest of the bunch, this car could be the first to see Renaultsport lose the hardcore hot hatch crown.

Specs

Engine turbocharged 1618cc, 4cyl, FWD

Gearbox EDC 6-speed, dual-clutch, semi-automatic

Power 197bhp

Torque 177lb-ft

CO2 144g/km

Top speed 143mph

0-62 mph 6.7secs

Combined mpg 44.8

Manufacturer’s OTR price £19,995 (for LUX model as tested here)

Go Forth and Buy British..Or Don't

Recently I left London for a driving holiday with my family. This doesn't however, mean we went on holiday with the sole purpose of driving, rather that the car was our source of transportation. Strange I suppose, since you wouldn't call a normal holiday a flying holiday. But just roll with me on this..

So anyway we were driving towards our destination, the big plot of land home to afternoon naps and bright red Brits called Spain, and I noticed quite a few things on our way. First of all, I noticed how France's motorways are a giant rip off, with toll station clerks seemingly making up the biggest number they could think of when charging us for using their tarmac. And secondly, I noticed that Europeans love to drive cars from their own countries.

Passing through France, the roads were awash with Peugeots, Renaults and Citroens. As we entered Spain, suddenly the roads were covered in a sprinkling of Seats. And of course the tourist infested Costa Blanca was full of neighbouring European countrymen, from BMW driving Germans to Alfa Romeo driving Italians. It seemed despite us being united as a continent, Europeans really like to drive their own.

Except us Brits however. British drivers instead were driving a mixture of all of the aforementioned cars, plus a mixture of Japanese motors that meant it was impossible to spot a British driven car. The only signs of a British pilot were a GB sticker on the bootlid, or the screams of crashing Europeans being blinded by headlights angled at oncoming traffic.

So with this in mind, I began to consider how maybe we should be proud of our ability to choose a car based on its ability to perform as one, rather than the origins of its badge. Of how us Brits are beyond nationalism and embracing a more united world.

But then I saw an orange McLaren MP4-12C with GB plates roll down the Spanish motorway, and all that changed instantly. A car built just outside of London in leafy Woking, designed and engineered by the best in the business and built by the sort of men who don't drink coffee or sip on wine, but rather who go to the pub and down a couple of pints and eat pies, this car at that moment was more than just a performance vehicle to me. It was the ultimate representation of Britain in and amongst those Alfas and Beemers. 

So there and then I made a decision. I love my little French hot hatch, but for my next car I would happily buy British. I wouldn't go so far as choosing a car that is rubbish just because it's been welded together on Old Blighty, but I would certainly feel an added sense of pleasure knowing I'm driving something someone called Gavin could have made. Thankfully that forces me to reopen the tabs of my TVR searches on Autotrader, and means I should start drinking more beer and stop thinking about getting a chest wax.

Now this isn't to say that our European neighbour's cars aren't great, in many cases they're fantastic. But as a nation once heading the automotive world, our car industry is now comparatively tiny. Lots of cars are made here, but cars of entirely British origin are few and far between the slightly German Bentleys and foreign funded Lotus'. Very few cars are made in Britain that don't at least see one Asian, American or European executive make an influential decision. And this makes me sad.

So I say Britons, don't go so far as to being a nationalistic ass who rejects people from abroad, but do be proud of what we can achieve on this tiny little island. We may not produce them in such volume anymore, but what cars we do contribute to the automotive industry are all generally bloody good. Go forth and buy as many McLarens, Nobles and when they start making them again, TVRs as you can. It's the only way we can help to rebuild what could so easily have been a thriving British car industry. 

But then again, that 458 Ferrari does sound lovely. And those AMG Blacks are sexy as hell. They do say TVRs break down a lot as well; plus my little Renaultsport is as characterful a hot hatch I've ever driven. And my goodness Spanish girls are gorgeous too. Maybe I should hold onto that pro British thought for a bit longer then, maybe Europe ain't so bad..