Car review
Car review
Ford renews its smallest van, using Puma car underpinnings to create an appealing Citroën Berlingo rival
Remember when the Citroën Berlingo was the hottest thing around?Manufacturers revelled in showing off the clever storage solutions in these compact van-based people carriers. The French even came up with a word for them: ludospace, meaning space to play.But SUVs came and made them less popular, and then emissions regulations came and killed off most of the combustion-engined versions.Ford reckons there’s still (or again) a market for them, though, and has come up with the new Tourneo Courier.
Ford Tourneo Courier with Giga Gears
Ford renews its smallest van, using Puma car underpinnings to create an appealing Citroën Berlingo rival
Remember when the Citroën Berlingo was the hottest thing around?Manufacturers revelled in showing off the clever storage solutions in these compact van-based people carriers. The French even came up with a word for them: ludospace, meaning space to play.But SUVs came and made them less popular, and then emissions regulations came and killed off most of the combustion-engined versions.Ford reckons there’s still (or again) a market for them, though, and has come up with the new Tourneo Courier.
Car review
£10k gets you one of the finest-handling and most approachable sports cars in a generation
The fastest cars aren’t always the most fun. And for proof of that, look no further than the Subaru BRZ.This is a sports car you can get the best out of at everyday speeds, just like its better-known twin, the Toyota GT86.In 2008, Toyota chairman Katsuaki Watanabe decided he wanted an affordable 2+2 coupé, but his company was already at full production capacity and its development engineers were flat-out working on other projects. As a result, the Toyota GT86 and Subaru BRZ were, in fact, mostly a Subaru production. Hirakawa promoted Subaru’s version of the car as more focused at the enthusiast than the Toyota. However, he admitted that the differences between the cars were limited to wheel design, badges and interior trim.Their differences also come down to how approachable they are. There isn’t an abundance of grip in the BRZ, for one thing, because it sits on the same narrow rubber as the Toyota Prius.This essentially feeds its fondness for shimmying beneath you, which makes sliding it – whether a little or a lot – a piece of cake. Everything here is so engaging, communicative, predictable and balanced that you always feel in full control, just like you do with every other true driver’s car.You have direct, well-weighted steering and some fine chassis dynamics on your side – and of course there’s always the reassurance of electronic stability control, should you need ever it.You will also find that, due to slightly different suspension set-ups, the BRZ is a tad firmer and thus sharper in the bends than the GT86.While the GT86 sold in greater numbers in the UK, mostly due to Toyota’s larger dealer network and longer warranty, the BRZ’s rarity could solidify it as the more appealing choice for you.Just keep in mind that this is reflected in marginally higher prices. But back to the driver’s seat, because we must mention the BRZ’s six-speed manual gearbox. Not only does it add another layer of engagement, but it’s also simply a joy to use.An automatic is available, but choosing that would be like joining a rock band with the triangle as your instrument. Another reason to avoid the auto is because it actually makes the BRZ slower: it has a claimed 0-62mph time of 8.2sec, while the manual can complete the sprint in 7.6sec.The BRZ was benchmarked against the Porsche Cayman R, and it sits 100kg lighter than its rival at 1239kg and has a centre of gravity 2.5cm lower. The power deficit – more than 100bhp – is not dwelled on, however.On the subject of performance figures, it’s worth discussing power. The BRZ’s 197bhp is a decent amount, on a par with what you would get from a hot hatch such as the Ford Fiesta ST. Torque is a different story, though.The 2.0-litre boxer four is naturally aspirated, and without the help of a turbocharger or supercharger, it produces only 151lb ft.This peak arrives way up at 6400rpm too, so there’s an incentive (if one were needed) to rev the BRZ out. Let’s reiterate: this car was never meant to be a speed demon.Of course, you can add power via modifications, although obviously that won’t be cheap, and for many owners, a key reason for choosing the BRZ is its affordability.When it arrived back in 2012, the BRZ was priced from £26,000, undercutting rivals from premium brands. Sure, it came in at a higher price than the 2.0-litre Mazda MX-5, but then the Subaru was the more practical and powerful sports car.A mid-life facelift in 2017 saw Subaru not tinker too much with the BRZ. Tweaks were made to the engine block, including strengthening the cylinder block, reducing friction of the camshaft and valve stems, while reducing the weight of the rocker arms all in the name of making the boxer engine more responsive and fuel efficient.Changes were also made to the dampers, the bodykit and driving modes, while a new airbag system and more equipment have also been added to the coupés package.Subaru described the interior as pure, but some customers may regard it as spartan. However, the emphasis on basic functionality has its merits; from the driver’s seat you are confronted by a big rev counter, the speedometer sitting off to the left and the temperature and fuel gauges to the right. The design is clean but basic, and if readability at speed was the only goal, then they are a success.Today you will find used BRZs advertised for as little as £10,000, so they aren’t intimidating buys.In terms of trims, there was only one to choose from, SE Lux, but it was well-equipped with automatic LED headlights, 17in alloy wheels, a limited slip differential, dual-exhaust system and electrically heated and folding wing mirrors fitted as standard on the exterior.Inside, you get heated front sports seats, a leather and Alcantara upholstery, keyless entry and ignition, dual-zone climate control, and Subaru's Starlink infotainment system complete with a 6.0in touchscreen display, and USB and Bluetooth connectivity.
Subaru BRZ 2012-2020 Review | Giga Gears: Used Car Analysis
£10k gets you one of the finest-handling and most approachable sports cars in a generation
The fastest cars aren’t always the most fun. And for proof of that, look no further than the Subaru BRZ.This is a sports car you can get the best out of at everyday speeds, just like its better-known twin, the Toyota GT86.In 2008, Toyota chairman Katsuaki Watanabe decided he wanted an affordable 2+2 coupé, but his company was already at full production capacity and its development engineers were flat-out working on other projects. As a result, the Toyota GT86 and Subaru BRZ were, in fact, mostly a Subaru production. Hirakawa promoted Subaru’s version of the car as more focused at the enthusiast than the Toyota. However, he admitted that the differences between the cars were limited to wheel design, badges and interior trim.Their differences also come down to how approachable they are. There isn’t an abundance of grip in the BRZ, for one thing, because it sits on the same narrow rubber as the Toyota Prius.This essentially feeds its fondness for shimmying beneath you, which makes sliding it – whether a little or a lot – a piece of cake. Everything here is so engaging, communicative, predictable and balanced that you always feel in full control, just like you do with every other true driver’s car.You have direct, well-weighted steering and some fine chassis dynamics on your side – and of course there’s always the reassurance of electronic stability control, should you need ever it.You will also find that, due to slightly different suspension set-ups, the BRZ is a tad firmer and thus sharper in the bends than the GT86.While the GT86 sold in greater numbers in the UK, mostly due to Toyota’s larger dealer network and longer warranty, the BRZ’s rarity could solidify it as the more appealing choice for you.Just keep in mind that this is reflected in marginally higher prices. But back to the driver’s seat, because we must mention the BRZ’s six-speed manual gearbox. Not only does it add another layer of engagement, but it’s also simply a joy to use.An automatic is available, but choosing that would be like joining a rock band with the triangle as your instrument. Another reason to avoid the auto is because it actually makes the BRZ slower: it has a claimed 0-62mph time of 8.2sec, while the manual can complete the sprint in 7.6sec.The BRZ was benchmarked against the Porsche Cayman R, and it sits 100kg lighter than its rival at 1239kg and has a centre of gravity 2.5cm lower. The power deficit – more than 100bhp – is not dwelled on, however.On the subject of performance figures, it’s worth discussing power. The BRZ’s 197bhp is a decent amount, on a par with what you would get from a hot hatch such as the Ford Fiesta ST. Torque is a different story, though.The 2.0-litre boxer four is naturally aspirated, and without the help of a turbocharger or supercharger, it produces only 151lb ft.This peak arrives way up at 6400rpm too, so there’s an incentive (if one were needed) to rev the BRZ out. Let’s reiterate: this car was never meant to be a speed demon.Of course, you can add power via modifications, although obviously that won’t be cheap, and for many owners, a key reason for choosing the BRZ is its affordability.When it arrived back in 2012, the BRZ was priced from £26,000, undercutting rivals from premium brands. Sure, it came in at a higher price than the 2.0-litre Mazda MX-5, but then the Subaru was the more practical and powerful sports car.A mid-life facelift in 2017 saw Subaru not tinker too much with the BRZ. Tweaks were made to the engine block, including strengthening the cylinder block, reducing friction of the camshaft and valve stems, while reducing the weight of the rocker arms all in the name of making the boxer engine more responsive and fuel efficient.Changes were also made to the dampers, the bodykit and driving modes, while a new airbag system and more equipment have also been added to the coupés package.Subaru described the interior as pure, but some customers may regard it as spartan. However, the emphasis on basic functionality has its merits; from the driver’s seat you are confronted by a big rev counter, the speedometer sitting off to the left and the temperature and fuel gauges to the right. The design is clean but basic, and if readability at speed was the only goal, then they are a success.Today you will find used BRZs advertised for as little as £10,000, so they aren’t intimidating buys.In terms of trims, there was only one to choose from, SE Lux, but it was well-equipped with automatic LED headlights, 17in alloy wheels, a limited slip differential, dual-exhaust system and electrically heated and folding wing mirrors fitted as standard on the exterior.Inside, you get heated front sports seats, a leather and Alcantara upholstery, keyless entry and ignition, dual-zone climate control, and Subaru's Starlink infotainment system complete with a 6.0in touchscreen display, and USB and Bluetooth connectivity.
Car review
Supermini chases greater maturity in its latest iteration but at what cost to driver fun?
Back when the fifth generation Renault Clio launched in 2019, it was the best-selling supermini in Europe. The firm has sold 16 million Clios since its initial 1990 arrival, with 1.3 million of those registered in the UK.For years, the Volkswagen Polo was the ultimate go-to for a mature supermini with a manageably proportioned package, while the Ford Fiesta upheld the segment in terms of actual driving dynamics. It’s a shame, then, that the Fiesta has now departed, and it might not be long until the Polo follows suit.Or is it? The previous generation Renault Clio outsold both of those rivals, and Renault’s track record for delivering hatchbacks that are fun and characterful despite puny horsepower figures stretches back decades. This generation’s 2019 arrival brought with it a new platform and the potential for a twin-motor electric powertrain along with level two ‘hands-off’ autonomy hitherto unseen in the segment.It also brought a new look, which has again been significantly updated for 2023. It’s a seriously good-looking hatchback, and its interior has also been reimagined with an emphasis on perceived quality. There is also now a far more impressive array of multimedia technologies, and yet the price still sits beneath that of the Ford, and far beneath the Volkswagen. And, of course, below any rival crossovers.Bring in hybrid power for some claimed economy improvements, plus upgrades to standard technology, and the Clio could be at the top of your supermini shortlist.The Renault Clio range at a glanceThe new Clio comes with a slimmed-down line-up for 2024, with one pure petrol engine and one hybrid petrol powertrain. Renault initially planned to sell the Clio in the UK solely as a hybrid, but recently also added a pure petrol option at a lower price point. This was in response to the government extending the 'ban' on the sale of non-electric cars until 2035 and reducing the price of the car with the cost-of-living crisis, but it feels more than a bit tactical from Renault's part in filling the gap created in the mainstream petrol supermarket vacated by the Fiesta. Good on 'em. The range opens with the TCe 90: a 1.0-litre three-cylinder petrol engine producing 88bhp and 118lb ft of torque. It completes 0-62mph in a leisurely 12.2sec, with a top speed of 112mph - but the more important aspect for most buyers is its frugal 54.3mpg fuel consumption figure.At the top of the range sits the Clio E-Tech full hybrid 145, with 143bhp and 106lb ft. Naturally this engine is more expensive, but it ups performance slightly, bringing a 0-62mph time of 9.3sec, and a 67.3mpg fuel consumption figure. This hybrid powerplant combines a 1.6-litre petrol engine and two electric motors, which combine to drive 143bhp and 151lb ft through the front wheels. It can only be had with an automatic gearbox.
Renault Clio Giga Gears: A Powerful Combination
Supermini chases greater maturity in its latest iteration but at what cost to driver fun?
Back when the fifth generation Renault Clio launched in 2019, it was the best-selling supermini in Europe. The firm has sold 16 million Clios since its initial 1990 arrival, with 1.3 million of those registered in the UK.For years, the Volkswagen Polo was the ultimate go-to for a mature supermini with a manageably proportioned package, while the Ford Fiesta upheld the segment in terms of actual driving dynamics. It’s a shame, then, that the Fiesta has now departed, and it might not be long until the Polo follows suit.Or is it? The previous generation Renault Clio outsold both of those rivals, and Renault’s track record for delivering hatchbacks that are fun and characterful despite puny horsepower figures stretches back decades. This generation’s 2019 arrival brought with it a new platform and the potential for a twin-motor electric powertrain along with level two ‘hands-off’ autonomy hitherto unseen in the segment.It also brought a new look, which has again been significantly updated for 2023. It’s a seriously good-looking hatchback, and its interior has also been reimagined with an emphasis on perceived quality. There is also now a far more impressive array of multimedia technologies, and yet the price still sits beneath that of the Ford, and far beneath the Volkswagen. And, of course, below any rival crossovers.Bring in hybrid power for some claimed economy improvements, plus upgrades to standard technology, and the Clio could be at the top of your supermini shortlist.The Renault Clio range at a glanceThe new Clio comes with a slimmed-down line-up for 2024, with one pure petrol engine and one hybrid petrol powertrain. Renault initially planned to sell the Clio in the UK solely as a hybrid, but recently also added a pure petrol option at a lower price point. This was in response to the government extending the 'ban' on the sale of non-electric cars until 2035 and reducing the price of the car with the cost-of-living crisis, but it feels more than a bit tactical from Renault's part in filling the gap created in the mainstream petrol supermarket vacated by the Fiesta. Good on 'em. The range opens with the TCe 90: a 1.0-litre three-cylinder petrol engine producing 88bhp and 118lb ft of torque. It completes 0-62mph in a leisurely 12.2sec, with a top speed of 112mph - but the more important aspect for most buyers is its frugal 54.3mpg fuel consumption figure.At the top of the range sits the Clio E-Tech full hybrid 145, with 143bhp and 106lb ft. Naturally this engine is more expensive, but it ups performance slightly, bringing a 0-62mph time of 9.3sec, and a 67.3mpg fuel consumption figure. This hybrid powerplant combines a 1.6-litre petrol engine and two electric motors, which combine to drive 143bhp and 151lb ft through the front wheels. It can only be had with an automatic gearbox.
Car review
Toyota's British built hatchback takes on the Golf class with hybrid power
The Toyota Corolla is one of the longest-running and best-selling nameplates in the industry.It has been on sale here since 1966, though it went away for a bit in 2008. 'Corolla' had become synonymous with boring cars, so Toyota replaced it with the Toyota Auris, which was equally grey.Along with chairman Akio Toyoda’s “no more boring cars” edict, Toyota realised that it wasn’t the name that was the issue, so when this generation launched in 2019, it brought back the Corolla name, and went to quite a bit of trouble to make it compete at the sharp end of the hatchback class for looks, handling and fuel efficiency.Five years later, 12th-generation Corollas are everywhere in the UK, and it’s easy to forget what a sharp-looking, handsome car it is, looking rather trim in a world of SUVs. For that reason, the 2023 facelift didn’t mess with the looks too much, though it did introduce a few worthwhile technical updates.Should the British-built hatchback be on your shortlist? Read on to find out.
Toyota Corolla Giga Gears
Toyota's British built hatchback takes on the Golf class with hybrid power
The Toyota Corolla is one of the longest-running and best-selling nameplates in the industry.It has been on sale here since 1966, though it went away for a bit in 2008. 'Corolla' had become synonymous with boring cars, so Toyota replaced it with the Toyota Auris, which was equally grey.Along with chairman Akio Toyoda’s “no more boring cars” edict, Toyota realised that it wasn’t the name that was the issue, so when this generation launched in 2019, it brought back the Corolla name, and went to quite a bit of trouble to make it compete at the sharp end of the hatchback class for looks, handling and fuel efficiency.Five years later, 12th-generation Corollas are everywhere in the UK, and it’s easy to forget what a sharp-looking, handsome car it is, looking rather trim in a world of SUVs. For that reason, the 2023 facelift didn’t mess with the looks too much, though it did introduce a few worthwhile technical updates.Should the British-built hatchback be on your shortlist? Read on to find out.
Car review
SUV practicality, Focus underpinnings, plug-in hybrid tech: is this another Ford hit?
It’s been several years since the third-generation Ford Kuga launched, and it’s fair to say the model has been a big success for the brand’s European exploits.Back in 2019, it arrived as part of the brand's belated multi-pronged attack on the ever-growing SUV sector. With there having been a Kuga on the Blue Oval’s books since 2008, it was effectively the brand’s only credible crossover offering if you exclude the rather undercooked Ford Ecosport and Escape models.The second-generation car arrived in 2013 and was a product of the global ‘One Ford’ policy that meant it had to work as well in New York as it did Neasden.It has since grown in size, yet retained its predecessor’s ability to entertain its driver. After a slow start, sales finally took off, and in its last couple of years on sale, it finally hit its stride, becoming Ford’s biggest-selling SUV.The new Kuga still wins people over from the Nissan Qashqai, Volkswagen Tiguan and Peugeot 3008, all of which have outsold the model in the past, and the brand has since softened the car’s exterior design, made the interior more spacious and added economical mild and plug-in hybrids to the range. But is it enough for it to fire it up the rankings? We’ve put it through its paces in our in-depth road test to find out. Ford Kuga line-up at a glanceThe Ford Kuga comes with a versatile powertrain line-up, with several choices on offer. There are conventional internal combustion models, but drivers can also choose an electrified plug-in hybrid.The range opens with a 1.5-litre Ecoboost petrol engine mated to a six-speed automatic gearbox. This version produces 147bhp and 177lb ft, with a 0-62mph sprint of 9.7sec. Drivers who want a bit of electrification can choose the 2.5-litre Duractc full-hybrid, with 187bhp and 147lb ft, plus a CVT automatic gearbox. It’s a touch faster than the Ecoboost, hitting 0-62mph in 9.1sec. At the top of the range is a 2.5-litre Duratec plug-in hybrid, with 221bhp, 147lb ft and up to 40 of range on electric-only power. Ford reckons this version is the most popular, accounting for a third of all sales. This is likely down to its favourable BIK rating and perceived savings on the road. There was a diesel option available at launch, but Ford axed this variant by the end of 2021 due to lack of sales. There are six specification levels to choose from: Titanium Edition, ST Edition, ST-Line X, Black Package, Graphite Tech and the range-topping Vignale.
Ford Kuga with Giga Gears
SUV practicality, Focus underpinnings, plug-in hybrid tech: is this another Ford hit?
It’s been several years since the third-generation Ford Kuga launched, and it’s fair to say the model has been a big success for the brand’s European exploits.Back in 2019, it arrived as part of the brand's belated multi-pronged attack on the ever-growing SUV sector. With there having been a Kuga on the Blue Oval’s books since 2008, it was effectively the brand’s only credible crossover offering if you exclude the rather undercooked Ford Ecosport and Escape models.The second-generation car arrived in 2013 and was a product of the global ‘One Ford’ policy that meant it had to work as well in New York as it did Neasden.It has since grown in size, yet retained its predecessor’s ability to entertain its driver. After a slow start, sales finally took off, and in its last couple of years on sale, it finally hit its stride, becoming Ford’s biggest-selling SUV.The new Kuga still wins people over from the Nissan Qashqai, Volkswagen Tiguan and Peugeot 3008, all of which have outsold the model in the past, and the brand has since softened the car’s exterior design, made the interior more spacious and added economical mild and plug-in hybrids to the range. But is it enough for it to fire it up the rankings? We’ve put it through its paces in our in-depth road test to find out. Ford Kuga line-up at a glanceThe Ford Kuga comes with a versatile powertrain line-up, with several choices on offer. There are conventional internal combustion models, but drivers can also choose an electrified plug-in hybrid.The range opens with a 1.5-litre Ecoboost petrol engine mated to a six-speed automatic gearbox. This version produces 147bhp and 177lb ft, with a 0-62mph sprint of 9.7sec. Drivers who want a bit of electrification can choose the 2.5-litre Duractc full-hybrid, with 187bhp and 147lb ft, plus a CVT automatic gearbox. It’s a touch faster than the Ecoboost, hitting 0-62mph in 9.1sec. At the top of the range is a 2.5-litre Duratec plug-in hybrid, with 221bhp, 147lb ft and up to 40 of range on electric-only power. Ford reckons this version is the most popular, accounting for a third of all sales. This is likely down to its favourable BIK rating and perceived savings on the road. There was a diesel option available at launch, but Ford axed this variant by the end of 2021 due to lack of sales. There are six specification levels to choose from: Titanium Edition, ST Edition, ST-Line X, Black Package, Graphite Tech and the range-topping Vignale.