Driving Motoring Heritage: Austin Healey 3000, Land Rover Series 1, Range Rover & Morgan

I have a confession that might upset a few of you: I don’t like birthdays. In recent years particularly, I have struggled to see what all the fuss is about and, excluding my nearest and dearest, when it come to anyone else’s birthday it isn’t something I am all that concerned about. I have been quite happy living my life of misery until I was recently invited to the Heritage Motor Centre in Gaydon to celebrate their 21^st birthday. It turns out that they know a thing or two about throwing a birthday bash, and provided future celebrations are of a similar theme, I’m all for birthday parties now!

The HMC first opened its doors on the 1^st May 1993 and has since grown in size and popularity with nearly 300 unique, rare and interesting vehicles within the collection. 21 years is a landmark birthday by its own right, but it was particularly special for HMC this year as it also marked the start of the next exciting step for the museum. After several years of hard work the HMC has managed to secured £4 million in funding with help from the Heritage Lottery Fund, Jaguar Land Rover and the Garfield Weston Foundation to build a new exhibition centre alongside the current museum. The aim is for the centre to be able to display all the cars in the collection at the same time and improve their resources on offer for education, restoration and repair. The building work is hoped to take 12 months and was formally commenced on the 1^st May; 21 years to the day that the Centre first opened.

To celebrate this special occasion HMC invited 130 people to the Centre for a Ride & Drive Session. The premise was very simply; HMC gathered a selection of the cars from the collection and visitors could have a ride in, or drive, the cars around a test route within the museum grounds. There was also a lunch, an introduction to the new building and the breaking of the soil planned. With so much on offer I couldn’t not go, could I? And so it was that I found myself behind the wheel of some of the world’s most extraordinary motorcars to celebrate this important institute’s heritage.

True to form, not all cars were operational...

To kick off proceedings I chose an Austin Healey 3000. It has long since been a car I have admired and I was keen to sample this fine example of a much admired British sports car. Approaching the low slung Healey you’re seduced by the devilish good looks and taken aback by just how petite it is. The whole car doesn’t come above your waist and you climb deep down into the cosseting cabin whereupon your legs are straight and stretch down to the far distant pedals. A quilted carpet covered transmission tunnel, housing a 4 speed gearbox, separates you from your passenger. The view ahead, dominated by the massive, thin rimmed, steering wheel and the long, seductive bonnet promises mischief, adventure and thrill in equal measures. Perhaps surprisingly, the Healey is simple and easy to drive and despite its age (47 years old) all of the controls were where you would expect to find them. Previous to this, the oldest car I had driven was a 1983 Skoda so I wasn’t sure what to expect but found the Healey to be a welcoming partner.

This is a view!

Of course, a Big Healey is all about the engine - and what an engine it is. The basic stats are thus: 2912cc, 6 in-line cylinders, twin S carburettors and 150bhp. Tipping the scales at just 1150kg means that the Healey is no slouch. Unfortunately the test route selected didn’t given an opportunity to fully exploit the performance on tap but even so it was clear that this was a car with real performance even by today’s standards. However, it was the overall experience that whetted my appetite; a proper British sports car from the glory days of past, with a seductive engine note, endearing walnut dash and drop dead gorgeous looks. It is the pinnacle of open top motoring in my eyes. 

Stepping out of the minute Healey I made my way to a legend of a car; not just a piece of British automotive history but of world automotive history. Mention the six characters H, U, E, 1, 6 and 6 to any Land Rover fan and his face will brighten like a the sun on a fresh spring morning. You see, HUE 166 is the first ever production Land Rover. From those humble beginnings in 1948 Land Rover have expanded and grown almost inconceivably but even today, some 66 years later, you can still buy a Land Rover Defender which is a direct descendant of the mighty Series 1. Land Rover nailed it from the start and the legacy of this car proves it. It is reckoned that 70% of the Series 1s produced are still on the road today and that the majority of people in the developing world first experienced a motor car in the form of Solihull’s finest. This is the car that helped farmers, emergency services, explorers and armies get the job done. The legacy of this basic, little 4x4 is wider and more varied than of any other car; ever.

Land Rover got it right first time

Even to be in the presence of HUE’y as he is affectionately known is a privilege so the opportunity to drive "him" was something I was absurdly excited for. It feels as though you should be wearing white cotton gloves before touching the controls but thankfully the HMC keep things true to the original Land Rover ethos and ensure HUE’y is used as originally intended. Rather than molly-coddle the pale green Land Rover you roll your sleeves up, slip your hand through the canvas that makes up the roof and side panels and open the door latch before clambering up into the cabin. There isn’t much in the way of instrumentation; no more and no less than is needed; but the Land Rover starts with a pleasing eagerness. The clutch is light but the gearbox lacks synchromesh on first and second and tested my limited double declutching skills to the maximum. Even so, HUE’y pulls away with boyish enthusiasm, keen to tackle the next obstacle thrown its way. If a car were an animal then make no mistake, the Land Rover Series 1 would be a donkey; quiet and undemanding yet loyal, faithful and versatile and able to go wherever you need.

Unfortunately this ultra rare 1927 Leyland wasn't available for test drives - sounded fantastic though!

The Land Rover doesn’t bring anything to the table in terms of driving dynamics, particularly the steering which doesn’t self centre and requires much arm work, nor is it especially quick yet it is totally charming. Everyone I spoke to was head over heels in love with the Land Rover after a short test drive and I must admit to checking eBay as soon as I could. Unfortunately they now sit out of my price range but I shall long remember the day I met the granddaddy of motoring.

It wasn’t yet lunchtime and I’d already driven my first convertible and the oldest car I’d ever driven. I was certainly in the mood for continuing the celebrations as I climbed aboard another first for me; my first V8. I’m not sure how I’ve gone all this time without driving a V8 but I like to think I’ve now started in the right place. VXC 868K is a 1971 Range Rover that made history as it travelled from Alaska in the North down to Terra del Fuego in South America during an 18 month ground breaking expedition in 1971/72. The two Range Rovers were the first cars to cross the Darien Gap, a 250 miles inhospitable rain forest devoid of any civilisation. Previous attempts had been made to cross the Darien Gap by car but had failed terribly. What’s extraordinary is that the two Range Rovers weren’t specially created vehicles and remained standard aside from some All-Terrain tyres, extra lighting and a roofrack to improve carrying capacity.

Battered and bruised; yet it looks all the better for it

This isn’t a concourse vehicle like most classics and proudly displays battered and bruised bodywork; the sort of off road prominence most Range Rovers could only dream of achieving. It hits you as you take the controls that this vey car has its own rightful place in the history books. I briefly questioned whether I was really being given the chance to drive such a special car but banished those thoughts quickly and moved off before anyone could stop me! Compared to HUE’y the Range Rover is a civilised and relaxing cabin and straight away you can imagine whiling away hours at the helm in total comfort. The interior is dominated by the large transmission tunnel and the slim pillars give excellent all round visibility and ensure a light and airy ambience.

Aside from the two spot lamps peeking over the edge of the bonnet, defined characteristically by the small ridges at either corner, there is little to give away the fact that you are driving a car that has conquered some of the most inhospitable corners of the globe. Strangely it feels very normal with the lusty V8 tickling along at low revs providing ample performance and oodles of torque. Of all the cars this was the one I felt I could drive home and use every day. It was a charming old beast which arguably set the stage for the Camel Trophy and later G4 adventure series. All too soon I’d reached the turnaround point and with a noticeable amount of body lean (there is considerable weight on the roofrack which doesn’t help matters) I was soon beating down the approach road to the main HMC site which marked the end of the test circuit.

Land Rover were represented well; this being the 1 millionth Discovery

With my allotted time slot quickly coming to an end I managed to grab a quick passenger ride in an early Morgan 3 wheeler. Cramped, loud and exposed the Morgan ought to be terrible only it isn’t; it’s magnificent. The V-twin works away just ahead of you and you can see the exposed valve gear hard at work as it propels you along with vigour whilst the exhaust barks away behind you. You sit close to the ground with the small wind shield doing little to improve comfort. Don’t get me wrong, I wouldn’t necessarily choose one for a quick blast across Germany but for a Sunday afternoon drive around the Cotswolds it’s absolutely perfect and was the perfect way to end my time with the cars.

Lunch gave an opportunity to reflect on the morning. It had been an intense couple of hours with so much to take in and absorb. The opportunity to get up close and personal with pioneering vehicles like these was so mesmerising that even now I’m finding it hard to believe. Before I could give it much thought though I was off on a workshop tour. I saw the well equipped work areas where the hard working team of experts maintain and restore the cars in the collection with dedication and devotion above and beyond the call of duty. Next I saw the breaking of the soil for the new building and the dawn of a new era for the Centre. Lastly, there was just time to grab a piece of delicious birthday cake before it was time to head home.

Yes, that is the Monte Carlo winning Mini Cooper. 

The new exhibition centre promises many things for the HMC. If all goes to plan then the whole collection should be able to be displayed. This will be a massive improvement as there are currently many special cars hidden away due to space constraints. It will also give the museum more flexibility with regards to the exhibitions they can host and will enable them to reach out further into the community and provide excellent educational facilities within the complex. This will all combine to keep the Centre fresh, exciting and interesting and ensure a continual rise in visitor numbers which in turn will safeguard this special and unique collection of automotive treasures.  Perhaps best of all though was the hint from the Centre’s management team that following the success of the Ride & Drive session, the Centre would be looking into making such events a more regular occurrence. Given the deep impression it has left on me, that can only be a good thing for car enthusiasts the world over.

Focus Showdown: 1.0 ecoboost Sizes up Against 1.6TDCi in Economy Battle

As our friends across the pond have always said, there ain’t no replacement for displacement. There is certainly some truth to this statement; though it is taken more literally in the old US of A. Unfortunately the spiralling cost of oil has had a severe affect on our love affair with the internal combustion engine and big capacity motors are quickly falling out of favour with your average buyer; even in the US. Ford have been quick to recognise this and developed a range of small, turbo charged petrol engines which are said to offer the best combination of performance and economy. So confident are they that they’ve slotted the smallest version - a 998cc, 3 cylinder petrol - under the bonnet of Fiestas, Focuses and Mondeos. But can a 1.0 engine really work in anything other than a supermini? To find out, we tested the petrol and diesel version of the venerable Focus back to back.  

The defending champion, flying the flag for diesel, is the 1.6TDCi producing 105bhp and boasting an impressive 76.4mpg. Tested here in Zetec trim level it offers a generous list of equipment including keyless entry and starting, stop/start, cruise control, SYNC voice control, Bluetooth, dual zone climate control, alloy wheels and front fog lights. That long list is by no means exhaustive and the £18,445 car is certainly well appointed.

Once fathomed, this interior is quite workable

Petrol is represented with the revolutionary 1.0 ecoboost, again tested in Zetec specification. Weighing in at £17,095 the petrol gets off to a good start on price but looses out to the diesel on economy with only 58.9mpg and a CO2 rating of 109g/km as opposed to the diesel’s mere 99g/km although both boast being free to tax. Performance is another victory for the diesel too. The petrol scampers to 60mph in 12.5 seconds and reaches a terminal velocity of 115mph. By contrast the diesel will edge past the petrol at 116mph and reach 60mph in marginally quicker 11.8 seconds.

Power plant looks lost in engine bay

On paper figures never tell the full story though and it is how these cars deal with real world scenarios that make the difference so let’s take a look at the petrol. Approaching the car from the outside, there is nothing to give away the puny engine hidden within. As already mentioned, the Zetec trim level gives a good level of toys and the well appointed interior is a pleasant place to sit once you have stumbled your way through the ergonomic nightmare that is the infotainment system. Build quality falls some way behind that of the Germans and is most noticeable with the fixtures and fittings like the indicator stalks, but on the whole the Focus as a package is a solid, practical family car.

After years of turning a key to start the engine it seems strange to only press a button but it isn’t something that you wouldn’t get use to over time. Driving around town the petrol behaves in just the same way as a bigger capacity engine. Indeed, I was shocked by just how much torque was available as I was expecting to have to utilise every last revolution to make any progress at all. Not so, this little engine pulls eagerly, with only a hint of turbo lag, throughout the rev range. Once out of town, and free of the suburban constraints, I open the taps and explore the performance on offer. The little Focus zings and thrums its way up the rev range with a pleasant soundtrack. The sound is one of the defining characteristics of this car. It sounds glorious and soon becomes totally addictive as you hold off changing gear just to hear the engine sing.

With only 105bhp the petrol isn’t, and never will be, a quick car. Rather than being a drawback however, it actually means that you can make the most of the aural delights and really enjoy the engine and all it has to offer. On the motorway the little petrol again once again surprises with its ability to keep up and accelerate reasonably at and beyond the national speed limit should you ever venture to the autobahn. During my time with this car I was forever being challenged about how a 1300kg car with a 998cc engine ought to perform. It goes against everything you’ve ever previously thought. From behind the wheel, aside from the noise, it is hard to tell that it isn’t a 1.6 petrol under the curvaceous bonnet.

Petrol or diesel? 

Jumping from the petrol to the diesel there aren’t any immediate changes aside from fewer numbers on the left hand dial. The oil burner is confirmed though on the press of the START button as the diesel rumbles to life and settles to idle. From there, the changes become more apparent. The diesel doesn’t rev as readily but has more low down torque and less turbo lag. The diesel also lacks a musical soundtrack like the petrol. But, despite the similar performance figures, the diesel is much livelier and quicker; noticeably so on twisty B-roads where it has the power to punch between bends. Moreover the gearbox - with 6 ratios against the petrol’s 5 - is much smoother and sweeter to the touch.

Focus in red

The Focus chassis is well set up for UK roads in both the petrol and the diesel with masses of grip and ample suspension travel to deal with undulations in the road surface. Unlike the Fiesta however, it doesn’t offer the sufficient steering feedback and I never felt like I could really use the full potential of either the petrol or the diesel as a result. It’s a real shame because underneath the numb (though not as numb as some rivals like Vauxhall’s Astra) steering is a willing and capable chassis just begging to be let loose and fully exploited. I’ve said it before and I’ll say it again, Ford do know how to make a car handle. 

The crucial question here though is; which is best? The fundamentals of both models are the same so whichever fuel you choose you’ll get a well appointed, ergonomically disastrous, cabin made from durable plastics. The seats offer plenty of adjustment and support and the boot is ample but some way off the class leaders. The styling is subjective and though the Focus has grown considerably over the years it is an enticing and playful piece of design. So the choice between the two comes down to the drivetrain alone.

This is the diesel version

For me it would have to be the petrol. Before you’ve even left the forecourt you’ve saved nearly £1,500. Running costs are similar too with both cars qualifying for free road tax and neither being particularly thirsty; particularly when you take into account the difference in price between the green and black at the petrol station. But my choice goes beyond practicalities. Driving is a necessary evil but by slotting in a cheeky little engine, Ford has created a mundane family car that is actually a real hoot to drive on every journey. I simply didn’t tire of revving the little engine all the way up through the rev range just to hear the little 3 cylinder sing. It really engages with the driver in a way that the diesel simply can’t hope to compete with. Only the gearbox really let the car down but the Focus 1.0 is an intoxicating mix of race car feel and shopping trolley usability.

This is the petrol version - can you tell?

In a time of ever increasing power outputs the ability to regularly exercise your car’s full ability is often few and far between with serious consequences with The Law should you be caught on camera but with the Focus 1.0 you can slip into Aryton Senna’s mindset on the school run - its brilliant!

Vauxhall Insignia SRi CDTI

In 2008 Vauxhall replaced the Vectra. No matter how good the replacement might have been, had Vauxhall retained the Vectra badge it would have almost certainly been a flop such was the distain for the "Vectra". Vauxhall needed to get this model right and optimistically introduced us to the Insignia, a car which promised to revitalise the family hatchback market. 6 years on and the Insignia is a common sight on our roads. But how many of these are fleet sales where the buyer has no choice? Have Vauxhall offered them at massively discounted rates to fleet buyers or is there a good car to be had from Luton? Let’s find out.

At Opel at some stage...

 Firstly, I must apologise as this is a pre-facelift model so not entirely up to date but given the facelift is just a nip here and a tuck there the fundamental car remains the same. Unlike most replacements the Insignia is the same size as the Vectra but still manages to offers 30mm more rear legroom. It was the first model to do away with the prominent V-shaped grille that had adorned Vauxhall snouts for some 15 years. In its place is a round, swept back front end meets big, broad shoulders and finish in a rounded derrière. What has always struck me about the Insignia is how little glass area there is, almost as though the designer started too high on the piece of paper and then ran out of space to draw the intended roof height. The roof chop may look sporty but it does the proportions no favours. It is a vast improvement over the Vectra and whilst I can’t quite stretch to call it good looking; it is smart and handsome car.

Pre-FL hatch next to a facelifted Sport Tourer

The Insignia takes the dash from the Astra and runs with it; successfully. Whereas the Astra is a sea of unpleasant plastics awash with haphazardly spread buttons the Insignia's cabin is a more refined execution of the same ethos. The result is convincing and a much pleasanter place to sit. The major drawback is the dark trim, dark plastics and small glass area which combine to give a grim, dim and dingy cabin. Equipment levels are generous as I am coming to expect from Vauxhall with this SRI model having built in sat nav and digital radio. A wide range of adjustability makes getting comfortable behind the wheel an easy task but again the high window line meant I couldn’t have the seat quite as low as I would have preferred without obstructing my view ahead. 

Flowers are optional

Getting underway is a simple process provided you’ve depressed the clutch before turning the key and that you can accept the limitations of an electric handbrake. In day to day living the reality of this electronic annoyance is that you tend to rely on the footbrake at traffic lights rather than use the handbrake. Still, underway you’ll uncover the pinnacle of this car - the engine. The 2.0 CDTI produces 160bhp through a six-speed manual gearbox and provides effortless cruising. It’s a gem and lets not forget that the Insignia is a car designed for covering great distances with ease. Thanks to this power plant that is certainly possible. Cruise control makes maintaining a given speed a breeze and unlike it’s underpowered, smaller engined, brethren the CDTI has the umph to maintain the speed uphill.

Plenty of room for product samples

It isn’t all good news though. Whilst the engine makes for a competent motorway companion the suspension most certainly does not. I encountered a tropical storm off the coast of China once and was thrown about less than when I crossed the recently re-tarmaced M62 in the Insignia. This is no exaggeration - it really is that bad. The ride is the most unsettled, choppy and crass I think I’ve ever experienced and it comprehensively ruins the Insignia’s long distance conquering credentials to devastating effect.

Leaving the motorway network behind I headed for the uncharted wilderness of north Wales to see if the choppy ride was the result of some finely tuned suspension betstowing the Insignia with handling characteristics appropriate of an SRI. The CDTI ensures that covering ground is never an issue - torque is available from low revs and there isn’t much need to swap cogs - meaning you can charge between corners without strain. Throw the car into a turn and the body leans over the outside wheels whilst the chassis tends to want to go straight ahead. Hold your line, lift off the power and the Insignia will tuck in and haul itself around the apex but there is no getting away from the bulk of the car and the soft set up. Drama is never on the agenda but the spongy, wallowy suspension ensures there is no fun to be had. B roads uncover a car with ubiquitously numb electric steering and an entirely uninspiring and confidence devoid chassis. I wouldn’t have a problem with that if it meant the car had a cosseting ride elsewhere but it doesn’t. This most unusual of configurations successfully renders the potent power plant wasted and has the Insignia at the bottom of any ‘driver’s car’ list.

Ugly rear windscreen wiper

There is much to like about the Insignia. A cavernous boot, well equipped interior and diesel engine which produces strong performance and reasonable economy. It is perfectly suited to reign the outside lane like the Carlton 3.0s of old. It has everything needed to become a bestselling, class leading family hatchback yet its attributes are ruined thanks to Vauxhall’s Suspension Department going on strike on the day the Insignia project was signed off. A big shame. 

Vauxhall Astra 1.4 SRi

I drove a Vauxhall Astra 1.4 SRi again this week. Having already reviewed the Astra a few times (here, here and here) I am now struggling to find anything to say about it. It was black. It had 4 wheels. It was slow, inane and numb. That’s pretty much it.

It's an Astra; in black

So I thought I would use this space to tell you about my journey instead. Pulling off the M6 motorway I came across a car on fire. I pulled over on to the hard shoulder, a safe distance away from the car on fire, and got out to investigate. Thankfully the driver had escaped the vehicle in good time and called the Fire Brigade. He’d even had time to save his golf clubs!

The Fire Brigade arrived promptly and extinguished the fire in no time at all. The Mazda 6 was a write off. Speaking to the owner he said that the oil light came on and before he had a chance to pull off the motorway there were flames coming from under the bonnet. He acted wisely and promptly and thankfully no one was hurt.

Mazda on fire

It does serve as a reminder though to be prepared whilst out and about in the car. A hi-viz vest or jacket, warning triangle and mobile phone (with charger) are a pain to carry around but are an absolute godsend should anything ever go wrong. Even a small fire extinguisher might have meant that this car could have been saved.

So if you get a minute this week, review what you’re carrying round in your car and ask yourself; are you prepared for the worst case scenario? Oh yeah, and don’t bother driving an Astra SRi - you won’t get those minutes of your life back. 

Fiat 500L

Many great things have come out of Fiat’s factory gates in Turin. I may be slightly biased though as I had a Punto during my formative years and caused unprecedented levels of havoc on the local lanes of the North East. I loved that car. It was full of character and was always an absolute charm to drive - so long as you were driving like you’d just stolen it! Admittedly during my 20,000 miles of ownership I spent a small fortune (several times more than the car was worth) keeping it running but the memories, experiences and adventures make it more than worthwhile. I’ve since longed to own another Fiat but haven’t yet got round to it. One day...

I apologise now

Unfortunately for us motorists Fiat has been hard hit by the European economic downturn and strong competition from the Far East. With diminishing market shares Fiat is in trouble. Today their range consists of the 500, Panda, Punto, Bravo, Qubo and Doblo which is by all accounts not the strongest arsenal out there in the fiercely competed automotive arena. Tell me, have you seen any 14 reg Puntos or Bravos? Thought not - what about 13 reg? No? Therein lies the problem. Still the 500 has been a relatively good seller for Fiat and keen to capitalise on its cutsy retro charm Fiat unleashed the 500L in 2013. Hoping to capture the 500 buyer who now needs room for the newly acquired children the 500L mixes Italian good looks with MPV practicality. Or so Fiat hoped. What they have actually created is a motorised Frankenstein. It is hideous. Not one good angle exists as the not insubstantial 16" wheels lumber under the heavy waist line and tall glass area. Not since the Multipla has Fiat created such an ungainly design. Only the Multipla was actually acceptable and in some ways attractive. The 500L by contrast is just plain ugly.

It really is this big!

Not being one to judge a book solely by its cover I was still keen to sample the 500L; driven here with a 1.6 Multijet diesel. Inside is a retro-themed interior which looks cool. I like the body coloured panel and the instrument cluster is pretty. The infotainment system is rather swish and easy to use too. Sadly that is the pro list fully exhausted. As you might expect the con list is much, much longer. For a start the seats are uncomfortable and offer no lateral support. The material feels durable but cheap. The heater controls feel tacky and cheap. The indicator stalk feels clumsy and cheap. The trip computer display in the dash binnacle is old fashioned and cheap. The cubby holes are too small to be of any use and are formed from hard, cheap plastics. If a word were to sum up the interior it would have to be, unsurprisingly: cheap. This is no budget car though. It’s a staggering £17,990 (£18,340 with the optional white paint). Wow. That kind of money buys you a top of the range Ford B-Max which offers better practicality, more kit and an interior not made from Fisher-Price plastics in the former Yugo factory.

Other burgers are available

Still, Fiat does make good driver's cars so I hoped things would improve once underway. Beyond the sensitive clutch the gearbox rewards with an unsatisfying and notchy change between the six forward ratios. This extra gear gives real cruising potential and is a welcome addition however. The steering is the to-be-expected numb experience as is so often the case with cars of this ilk. The engine on the other hand, despite sounding like a 1950s Massey Ferguson, is a corker. It pulls well through all six ratios and has bags of torque. So good in fact, it almost makes driving the 500L bearable. Despite being perched on the wafer thin seats and suffering with nasty, cheap controls it is possible to make good progress in the 500L. I wouldn’t say you ever enjoy yourself mind. I’d also avoid cross country blasts as the handling is wayward, uninspiring and anaesthetized. Motorways are a much happier means of covering ground but you’ll still suffer intrusive wind noise and a complicated cruise control which really is dangerous. The control arm is hidden behind the steering wheel so you can’t see it. I did just about manage to fathom it out but couldn’t help but always hit the indicator stalk by accident every time I tried to adjust my speed. Annoying. By far and away the most frustrating trait though is lack of radio signal. Whilst stationary the radio picks up all manner of FM stations but as soon as you pull away the signal is all but lost; I still don’t know who won Pop Master yesterday! This from a 2013 car.

There is however, one overriding reason why you don’t want to buy one of these cars. Self respect. It is a real head turner but not in a good way. I don’t think people were impressed with my choice of car. No, the confused looks I saw were those of people who couldn’t believe a car could be so ugly. Certainly no one thanked me for blighting their high street with this monstrosity. Mothers even ushered children away to save them the distress of seeing it. Meanwhile I felt unprecedented levels of guilt for being responsible for such chaos.

L - Ruined

At the end of my journey I pulled into a petrol station and discovered with delight that it was one of the few remaining attended service stations in the UK. Romantic notions of asking the attendant to "fill her up" whilst I adjusted by driving gloves were soon dashed as I remembered by surroundings and I fumbled over myself to explain in no uncertain terms that this was a hire car. I assured him, I would not make such a poor choice of transport. Indeed my only hope is that all 500L’s that I have seen have been hire cars ... there is hope yet. 

Kia Cee'd Sportswagon

Not so long ago I reviewed a Kia Cee’d and was left feeling short changed. There were some underlying merits but the execution left something to be desired. Admittedly this was the previous generation Cee’d and I’m pleased to have now been given the opportunity to try the latest incarnation of Kia’s midsize proposition.

This new model, released in 2012, looks more mature and better finished with all the usual trinkets and glitzy DRLs of any other new car. I would struggle to call it good looking but it is relatively inoffensive in a similar manner to the i30. Only the high front end and acutely angled windscreen really look awkward and unpleasant but I suspect this is done to aid aerodynamics and pedestrian safety. The window line rises along the shoulder; leading to a dark interior; where it then meets the tail lights as they sweep into the unhappy tailgate. It is hard to say much more than that about the Cee’d. Have a look at the pictures and take it in as I suspect it’ll be the only time you’ll ever knowingly pay attention to one such is the bland and non-descript design.

High shoulders; small glass

It was inside the old model that I encountered the biggest problems. Kia have worked hard to tackle these problems and have set their sights directly on the competition; particularly the VW Golf. Having affectively copy and pasted the dash design from the Golf the Kia is an initially pleasant cockpit. Closer inspection reveals a few cracks in the facade though. For example, the stereo, whilst providing ample wattage, isn’t touch screen and feels old before it’s time. The small display screen set in the top of the dashboard looks outdated too with an old fashioned digital display. Kia also still haven’t quite mastered the art of using large areas of plastic in an interior without giving the air of cut corners and low quality control. The dials themselves are easy to read and well laid out whilst the steering wheel features controls for the trip computer, cruise control and voice activated Bluetooth. Whereas the low budget interior of the previous generation Cee’d was an unpleasant place from where to pilot the vehicle this new interior is wholly satisfactory and up to the job. The trouble is that it would feel more at home in a 2007 car, rather than a 2012 model. Not a huge issue but enough to put it on the back foot before even moving off when compared to the competition.

Golf-esque dash layout

Dials

On the move the electric steering has the option to vary the ratios but again; I found it made little tangible difference. The steering wheel itself is comfortable to hold and the buttons are easy to operate. The fully independent suspension grips well and offers good levels of feedback. Consequently there is the potential for an entertaining steer unfortunately let down by the power plant.  The 1.6CRDI engine produces 126bhp but is coarse and lethargic in delivery. 0-60 takes a sluggish 11.7 seconds but provided you remain within the mid-range boost, with maximum torque of 260nm is available from 1,900-2,750rpm, the Kia is sufficiently paced before topping out at 115mph. This particular example was equipped with a 6-speed automatic gearbox. Gear changes are some way behind the best twin-clutch ‘box and I found using the manual paddles behind the steering wheel worked best once off the main motorway network. Even so, timing your request to change is a fine art in order to ensure the engine remains on the boil such is the frustratingly slow response from the gearbox. That said, the resultant drive was quite entertaining; albeit not in the conventional sense. Balancing the power (or lack of), torque and a stubborn gearbox to make the most of the willing chassis ensure there is always something to keep you occupied whilst at the helm.

Weak link

As tested this base spec Cee’d comes in at £20,400; which is cheap. The nearest rival I could find was the more powerful Ford Focus 1.6TDCi Powershift at £24,000, or the smaller Seat Ibiza ST FR 1.6TDi DSG which comes in at £14,750 but makes do with only 105bhp. Combined with the 7 year warranty the Cee’d is a compelling package.

Unhappy rear

If price is your first priority this is where to start your search for your new car. Even if price isn’t your key priority, I’d still strongly recommend you consider the Kia as you don’t sacrifice as much as you’d think to reach the appealing price tag. 

Kia - more than you'd think

Vauxhall Astra Expression 1.6

Things have been quiet at Hired Review, and I can only apologise for that. Unfortunately, in order to write a review I need to have something to write about. The recent steady stream of Vauxhall Astras sent my way have consecutively failed to raise any inspiration in me. Having covered the basics here, and here, the extended use of this much-loved model has given me more time to consider some of the wider aspects of Vauxhall’s venerable Astra.

Lining up at the start line

 A mild facelift has seen the introduction of some new lights front and rear which bring the Astra in line with the rest of the Vauxhall range. Although the change are minimal the new look is neater; though little else has changed. The interior remains the same. This means the stereo is still incomprehensible with a wide array of buttons that appear not to do anything. The door cards have a hideous crease above the door handles and the base of the windscreen remains a long way from the steering wheel. Oh, and the wipers are more suited to a bus than a car. But the seats are comfortable and there are plenty of practical cubby holes. The boot is ample and access and comfort in the rear is more than satisfactory. In other words the Astra is a thoroughly effective family car.

Familiar & inoffensive rear

It is on the move that I find the Astra harder to live with. Fitted here with a naturally aspirated 1.6 petrol engine producing 115bhp the Astra is no slouch. The problem is more with the way in which the speed is delivered. I have thought for some time now that the feeling of speed is relative. 70mph can feel monumentally different depending on the car you’re travelling in. I don’t think there are any fixed constraints to measure this feeling; but the feeling can certainly be measured. The Astra is relatively quick with a seamless power delivery. Yet the engine tone is dull despite the motor being capable across the rev range. Furthermore a combination of numb steering and cosseted cabin means it never fells quick. On a clear, open A road I drove as felt appropriate but soon realised I had to keep an eye on the speedo for the car was more than capable of reaching excessive speeds without any drama whatsoever. I’ve been in cars with twice the power that had a much more exaggerated feeling of speed despite, in reality, requiring significantly less effort to reach those speeds. It really is odd and unfortunately it greatly affects the driving experience. It compounds my feeling that more important than outright pace is the way the car interacts with the driver. For me, that means feeling part of the driving experience; rolling up my sleeves and getting down and dirty with the engine, suspension and chassis to come out of the next corner alive. It's an exhilarating experience which makes you feel alive. But it doesn’t require a Ferrari. I’ve blown the trumpet of the Fiesta over and over again, but it really does demonstrate how a very sensible ordinary car can be an absolute hoot to drive. The Astra is devoid of any such thrills in the name of moving people from A to B with minimal fuss.

The wheels; more important than you'd think

Regular readers may have noticed I’m quite a fan of in-car gadgets too. The particular Astra sits low on the Vauxhall tree and offers only cruise control by way of gadgetry. Whilst this is saddening I did discover a positive; perhaps where you’d least expect it. You see, as you climb above the Expression you trade your hideous 16” steel wheels for either 17” or 18” alloy wheels. We’re told this is a good thing as it improves the aesthetics and the driving experience. But does it really? Yes, they do look better (until they’re covered in scratches) but they certainly don’t improve the driving experience. Let me explain. I drove the car down some rural roads which, as is usual, have many undulations, pot holes and changes in surface. The smaller wheels, and bigger tyres, coped amicably better with these demands. They soak up the bumps much more succinctly giving you, the driver, one less thing to distract you from the task at hand. Not only that, but your back suffers less interference as well. Car designers remain obsessed by big wheels and small tyres and whilst they do look good in the showroom, be warned that there is a price to pay out on the tarmac (and financially).

No fuss; no sweat; no joy?

To summarise, the Vauxhall Astra then is a car built with a clear purpose and aim. It is a car in perhaps the purest sense in 2014. I’m not able to complain or moan about anything major. The car doesn’t do anything wrong (unlike its woeful predecessor) but, by the same token, it doesn’t do anything right either. It is a simple means of escaping the depressing proposition of catching a bus but it certainly isn’t the anything close to driving pleasure.