Road Test: Mini Cooper S John Cooper Works GP

Price as tested: €47,640

+ Handling, performance, styling, seats, noise, fun
– Hard ride, impractical
= Small car, massive fun

Road Test: Citroen DS3 Cabrio 1.6 THP 155 DSport

Price as tested:

+ Cute styling, eager chassis, neat roof, refinement, engine
– Very little really
= Small, fun, affordable. Lovely.

There is not enough fun in our lives anymore. We sit at home, commute to work or shop at the weekend surrounded by the worst kinds of depression. A constant barrage of promissory notes, of legal or political controversy. Joe Duffy, 6-1 and Vincent Browne have sucked the very laughter from our lungs, and when we peek out onto our driveways, there's usually little enough joy to be had there, either. A succession of grey, sliver, black and dark blue hatchbacks and saloons, all purchased with an overriding obsession for low Co2 emissions and frugality. Of fun, there is little or none.

It doesn't have to be like this. It was once the case that fun cars were either too expensive, too impractical or too unreliable to be bought by the majority of us but that has long since changed.

Take, as an exemplar, this new Citroen DS3 cabrio. Citroen's revival of the DS badge has been a huge success for the French firm, a rare glimmer of such at a time of retrenchment and falling sales for the big three French car makers. In 30 months, 300,000 DS models have been sold globally, 200,000 of them the perky little DS3 hatch.

In Ireland, the success is rather more muted, if it's there at all. Citroen's sales have been nibbled away by the German premium boys at the top end and by the Korean warranty-wonders at the cheap end. The DS brand and the DS3 have failed to capture Irish hearts much, hardly a surprise when you remember both were introduced in the middle of 2009, when no-one was buying cars much at all, and few enough of them would even consider a quasi-premium sports hatch from a French manufacturer.

Let's get the Frenchy-ness, if that's what bothers you, out of the way with first. The DS3 feels distinctly Germanic inside thanks to high levels of quality and big, comfy seats. There's more space inside than its main Anglo-German rival, the Mini and outside, it's little short of gorgeous. Those chunky looks, that shark-fin b-pillar and the new 3D-effect tail lights all live up to the promise of the DS brand being the motoring answer to France's great luxury brands like Louis Vuitton or Hermés.

And it really is fun. OK, so we've been testing the 150bhp 1.6 petrol turbo engine (a unit actually co-developed with BMW) which will only be available to special order in Ireland, but the DS3 cabrio brims over with fun. It's light on its toes and agile, and if it gives in too easily to lurching understeer (especially in the wet) when pushed, then at lower efforts it's bubbling and fizzing with enthusiasm for the drive.

The convertible roof is a neat installation, and given that it's really a glorified sunroof (the pillars and side rails of the roof remain in place) then it's rather well suited to Irish conditions. A 16-sec retract or replace time and the fact that you can lower or raise the roof at speeds of up to 120kmh means that you can take advantage of the scattered bright spells.

The boot, at 245-litres, is more practically sized than that of the Mini cabrio or the Fiat 500C, and the boot lid opens with a delightfully quirky motion, cantilevering up almost flush with the body. A shame that the actual boot opening is so small, meaning larger items won't go through to the space beyond, but it is an inevitable compromise for an open-top car.

Top down, and there's plenty of wind and fresh air to enjoy, but even at motorway pace, buffeting is kept to a minimum. Top up and refinement and insulation are excellent, aside from a tendency for road noise to echo up through the rear wheel arches. The optional roof colours include a deep indigo blue and a version woven with the DS logo, that stands millimetrically proud of the cloth and can be traced with your fingers.

You can't even use the excuse of purchase price or running costs to count yourself out of the fun fest. The basic 1.2 VTi petrol model will cost from around €21,500 and the main-selling 90bhp 1.4 HDI diesel, with its Band A 94g/km Co2 output, will be around €24,500. So if you're in the market for one of those dingy diesel hatchbacks (and don't strictly need the cabin or boot space) you can afford one of these.

The launch of the DS3 was a new beginning for the DS name, resurrected from its legendary 1955 origins. The follow-on launches of the DS4 and DS5 haven't captured the same critical acclaim of the DS3, but perhaps can be best described as the end of the new beginning. The DS brand's future will snap more firmly into focus at this April's Shanghai motor show when a Mercedes CLA-sized three-box saloon, a compact SUV and a large executive model will all be shown off.

Will any of these new DS cars make more of an impact in the Irish market? It is, possibly, doubtful but that would be a crying shame. We can continue to buy the same grey, silver, blue and black hatches, we can continue to listen endlessly to Cooper, Hook, McWilliams, Kenny and Duffy. We can keep firm on our slide into national apathy.

Or we, some of us at least, could buy a cute French convertible, possibly painted in a bright, happy shade of yellow. We could open the roof on a rare sunny day and get some vitamin D. We could listen, on a rainy day, to the evocative sound of raindrops on the canvas roof. We could do all that safe in the knowledge that our motor tax and fuel bills will remain low and sensible. We could, in a vehicular sense, if nothing else, cheer up.

Facts & FiguresCitroen DS3 Cabrio 1.6 THP 155 DSport
Price as tested: €26,545Range price: €21,195 to €26,545Capacity: 1,598cc

Power: 154bhp

Torque: 240Nm

Top speed: 212kmh

0-100kmh: 7.4sec

Economy: 7.4l-100km (37.8mpg)

CO2 emissions: 137g/km
VRT Band: B2. €280 road tax

Euro NCAP rating: 5-star; 87% adult, 71% child, 35% pedestrian, 83% safety assist

News: Kia to take on Golf GTI with Cee'd GT

We've become used to Kias with high quality, Kias with style and Kias with a long warranty, but are we ready for a Kia with a high performance engine? Well, we will find out very soon as Kia will be presenting its Cee'd and Pro_Cee'd GT models at the upcoming Geneva Motor Show, with a new 1.6-litre turbocharged engine with 200bhp. 


That will put Kia head to head for the first time with the likes of the Volkswagen Golf GTI, Ford Focus ST and Peugeot 208 GTI. The GT models get lower, stiffer suspension, LED running lights, Recaro bucket seats and 18-inch alloy wheels. It sounds like an enticing cocktail, but once again; are we ready for a high-performance Kia?

Designed in Europe under the direction of President and Chief Design Officer, Peter Schreyer, the two debutants feature bold athletic styling, distinctive LED daytime running lights, dual-exhaust pipes, Recaro seating, 18-inch alloy wheels and eye-catching red brake calipers.

The new turbocharged 1.6-litre GDI petrol engine will produce 204 PS (201 bhp) and 265 Nm (195lb/ft), powering the front wheels through a six-speed manual transmission and allowing the Kia pro_cee’d GT and cee’d GT to accelerate from 0 to 100km/h (62mph) in 7.9 seconds.

Production of the newest members of the latest generation cee’d family is scheduled to start at Kia’s Žilina plant in Slovakia in mid-May.  The Pro_Cee’d GT is anticipated to go sale in the UK and Ireland from the middle of the year and be joined by its Cee’d GT counterpart towards the end of 2013.

Prices and specifications will be confirmed closer to the on-sale dates. Meanwhile, Kia will also be bringing a concept car that point the way to the replacement for the Soul compact SUV and a future rival for the Nissan Juke, Peugeot 2008 and Mini Countryman. No mechanical details as yet, but expect it to be based on the same platform as the hugely successful Rio supermini and that sharp-edged front styling and expanded grille should be the new corporate 'face' of Kia.

Road Test: Ford Focus ST

Price as tested: €36,800

+ Massive grunt, lairy soundtrack, chassis, solid build, practicality
- Styling doesn't look premium enough inside or out, not well enough equipped
= Ford's working class hero for the 21st Century rekindles old Cosworth romance


Like so many of my age group, I grew up on fast Fords. My first motoring memory is of standing on a ditch, somewhere near the village of Ballydehob, where my dad had taken me to see a stage of the West Cork Rally. Now, my dad's a football nut, not a car nut but he still seemed excited to be there, and as a curious six year old, I wondered why. Then I saw, for the first time ever, Billy Coleman gunning, slipping and opposite-locking a MkII Escort between the hedges, BDA engine burping, farting and snorting away like a cage of warthogs with IBS. I wondered no more.

If by then the MkII was already something of a dinosaur, then I didn't have to wait long for more iconic hot Fords to come along and trawl for my desire. First came the XR3i, then the short-lived RS200, then the mighty first generation Sierra Cosworth. By the time I came to driving age, I was fully convinced that a Sierra Sapphire Cosworth 4x4 was the ideal and perfect car for me. Sadly, in lieu of a Lotto win, I was relying on my dad's generosity of spirit and he duly let me learn how to drive in his Sierra. A hatchback LX with the 1.6-litre engine. I think it had about 12bhp...

Still, by the time I passed my test there was the Escort Cosworth to lust over and then... And then there wasn't much at all. The Escort Cossie was the apogee of the hot hatch, a car which cost more to insure than it did to buy and for a time, Ford more or less entirely retreated from the affordable hot car market. A few trickles came along, such a the Mk1 Focus ST (sweet chassis but not actually much more fun than a diesel 1.8 TDCI) and a few ST Mondeos, but it too until 2003 and the arrival of the Mk1 Focus RS to really kick-start the fast Ford revival. Since then, we've had an even more extreme (properly Porsche-quick) Mk2 Focus RS and a warbling, five-pot ST (lovely but too thirsty by half). And now this, the Mk3 Focus in ST spec, with a new 2.0-litre 250bhp four-cylinder turbo EcoBoost engine. It's a five-door only model (in direct contrast to most previous Ford hot hatches, although there is a rather anti-cool estate version) and seeks to finally bridge the gap between previous lairy and uncouth performance Ford models and the more sophisticated likes of the Volkswagen Golf GTI.

First off, the ST's looks are a little odd. In spite of big wheels and a chunky bodykit, there is little to tell the unassuming bystander that this is a performance flagship. Yes, there's the gaping, Aston-Martin-esque grille, but you can now find something similar on a boggo Fiesta, so that's hardly a telling item. No, this Focus, for the first time in hot Ford history since that long-desired Sierra Sapphire Cossie, majors on subtle looks.

That's true of the interior where the overwhwelming impression is that of standard Focus. Yes, there's an extra bank of dials atop the dash, the steering wheel and seats have bold ST logos and there's a plaque on the centre console indicating your car's build number, but other than that it looks stock. Beware of the seats, incidentally. They look gorgeous but the bolsters and supports are so chunky that if you're built along similarly husky dimensions to myself, you may find them restrictively tight. Better lay off the cupcakes. (It also feels curiously bare. Not cruise control? No heated windscreen? On a €35k car? Really?)

And when you first fire up the powerful new engine and pull out onto the road, you may also feel a slight lack of being whelmed. Unlike previous fast Fords, there's little sense of urgency or hairy-chestedness, assuming that is that you tickle it along and upshift early, as we've all become accustomed to doing from driving tourquey, low-revving diesels. The ride is certainly firm and thumps hard over sharp obstacles, but mostly, it's just refined and easygoing, with a hint of muscularity underneath.

And then you drop a gear and venture beyond 3,000rpm and all hell breaks loose with a side order of demons. Then the engine shows is true colours and they are fully red (shade: tooth & claw). It emits a hard but tuneful bark that swiftly becomes addictive. It's not the musical roar of a big V12 or the grumble of a V8 but a blunt, business-like shout that speaks of racing heritage and serious intent. That seriousness is hammered home by the fact that the traction control light has by now more than likely become constantly lit and the steering is bucking in your hands as the front tyres try to choose between being traction devices or simply smoke emitters. It is, just a bit, exciting.

But curiously, not OTT. Yes, the torque steer is there, as mentioned, but a firm grip on the wheel easily quells it. And yes, there's wheelspin there for the taking, but the odd thing is that the Focus ST feels like a duck. You know that old adage about a duck swimming on a lake looking serene and effortless on the surface while underneath it's paddling like hell? That's what I mean. If it can be said that the Focus ST has a split personality, then it's split along the horizontal axis, all thunder and fury down below, while you sit calmly atop, deciding the precise degree of fury to unleash.

The handling is just excellent. Yes, it would be nice for Irish conditions if the ride had a touch more pliancy, but the way the meaty steering pulls you into corners and spits you, cannon-shell-like, out the far side is a truly terrific experience. In some ways, with that wheelspin never far away and the sledgehammer power output, you could see the Focus ST as a bit of a crude weapon, all point-and-squirt. But learn to hold back the throttle a touch to keep the wheelspin quelled, learn to lean on the grip of the front end and realise that the engine, far from being peaky or laggy, actually does a convincing impression of being a much larger, naturally-aspirated unit, and you will unlock the immense point-to-point ability of the ST.

And that, in a heartbeat, finally bridges the gap between a fast Ford and a supposedly more sophisticated Golf GTI. Yes, the VW badge will continue to carry more kudos and apparent classiness, and the Focus isn't helping its own cause by persisting with a cabin that still feels a salary band lower than that of the Golf (even if its actual quality is unimpeachable) but here at last is a Ford hot hatch that works equally well as a daily driver and a Sunday morning cobweb remover.

Any car that can sprint from standstill to 100kmh in 6.5secs and on to a top speed of almost 250kmh has to be considered as a serious performance player. But any car that can seat for in easy comfort, has a big boot and can manage 9.0-litres per 100km (31mpg) can also be safely considered for family use. Drive with a modicum of sense (and a low-carb diet to make sure you fit into the seats) and none of your passengers would guess that this Ford has the potential to smoke high-end German sports saloons on the right road. Equally, drive it the way it was designed to be driven and hear its aggressive bark, and you'd be hard-pressed to guess that it's a practical family hauler.

It hasn't quite supplanted the childish desire in my heart for a Sierra Cosworth, but as a more caring, sharing, efficient and (let's face it) faster modern alternative, I guess I can make space for an ST poster on my 12-year-old self's bedroom wall.

Facts & Figures
Ford Focus ST

Price as tested: €36,800
Range price: €20,315 to €39,100
Capacity: 1,997cc


Power: 250bhp


Torque: 360Nm


Top speed: 248kmh


0-100kmh: 6.5sec


Economy: 7.2l-100km (39mpg)


CO2 emissions: 169g/km

VRT Band: D. €570 road tax


Euro NCAP rating: 5-star; 92% adult, 82% child, 72% pedestrian, 71% safety assist

Road Test: Volkswagen Beetle Sport 2.0 TDI 140

 

Price as tested: €28,695

+ Sexy looks, improved cabin quality and space, comfort, quality, engine

– Cheap rear suspension spoils the dynamic performance, expensive

= Grooviest looking car on the road today, but Golf is still superior

How do you review an icon? How do you pass judgement on something that's already a pillar of history? If you went on a date with Scarlett Johannson (or Brad Pitt, take your pick) would you spend dinner assessing their skin tone, their haircut, the cut of their clothes? Or would you just revel in simply being in their presence?

That's the problem facing this bitten, cynical car critic when it comes time to review the new Volkswagen Beetle. The original Beetle was the first car to break the Ford Model T's record as the best-seller of all time (a mantle since passed to the Toyota Corolla) and made a remarkable journey from being the apple of a cruel dictator's eye, to being the car of choice of the California counter-culture to its final resting place as a revered classic and a beacon of simple, rugged engineering.

Then Volkswagen attempted to have its cake and eat it. Based on a concept car, the second generation Beetle launched (with, shock, front engine and front wheel drive) in the late nineties to acclaim for its cute, cartoony styling but to criticisms for its poor interior packaging and a deeply lacklustre driving experience. Not to mention the fact that it was more expensive than the more practical Golf which replaced its ancestor, but which shared engines and chassis with the new Beetle.

Now, the record has come around again, and there's a third generation Beetle. Again, it's based on the same platform as the Golf (albeit the last-generation, MkVI Golf, not the current car) and again it's trading heavily on its iconic past.

It's very, very hard not to be sucked in by those retro lines. The overly-curved, cartoonish look of the second Beetle is gone, replaced by a car with a flatter, more aggressive roof and square, straight lines to add tension. Frankly, it's brilliant and I was instantly suckered. There are few, if any, other cars on the road right now as good looking as this and it draws a more obvious line between the original Beetle and the Porsche sports cars it inspired.

Inside too, things are better than before. Out goes the silly flower vase and in comes a neat instrument pack and a touch of the Fiat 500's cabin ambience. Obviously retro but still modernly functional. There's much better space in the back and the boot is far more practically sized and shaped than was the case on the last Beetle.

The engine's a belter too. VW's 2.0-litre 140bhp diesel engine has been around for a while, but in the Beetle it proves itself still a youthful performer. Theres's as much punch as you could wish for through the gears, yet it will still return a 50mpg average without too much effort. Stop-start would be nice for traffic duties, but hey, you can't have everything and it's refined enough to make you believe, just for a moment, that it might be petrol.

It's just a pity that the chassis isn't up to the standards of the engine, especially when the new Golf is able to provide such a classy driving environment. The Beetle's not bad, it's just not as good as it could be. The steering (which communicates with you through quite a big wheel) is nicely, even sportily weighted and the Beetle turns into corners with alacrity and precision. The problem comes from the rear suspension. The Beetle is, primarily, designed and built for the US market where price is king, so to keep costs down, VW has stuck with an old-fashioned torsion-bar rear axle. It's mechanically simple, compact (which helps with the boot space) but it cannot provide the sophistication of a more modern multi-link setup. Hit a mid-corner bump when rounding a fast corner and you'll see what I mean. The rear end thumps, kicks and even skips a little a times. It's never actually unstable, but it feels and sounds uncomfortable and discourages you from enjoying the drive.

Which is a shame, as the Beetle is a remarkably charming car. It's not just the styling this time around, as the cabin, engine and, for much of the time, the driving experience are up to snuff. The problem is, as ever, that the Golf is more capable, more spacious, more affordable and better to drive. There is a reason that the original Beetle was replaced by the original Golf and that reason hasn't really altered in the past forty years. Yes, it is a bit like taking Scarlett Johannson out and asking if there are any more at home like her, but that's the simple truth.


Facts & Figures

Volkswagen Beetle Sport 2.0 TDI 140


Price as tested: €28,695


Range price: €20,695 to €30,445


Capacity: 1,968cc



Power: 140bhp



Torque: 320Nm



Top speed: 198kmh



0-100kmh: 9.4sec



Economy: 4.9l-100km (57.6mpg)



CO2 emissions: 129g/km


VRT Band: B1. €270 road tax



Euro NCAP rating: 5-star; 92% adult, 90% child, 53% pedestrian, 86% safety assist 

Road Test: Fiat Punto 1.3 MultiJet

Price as tested: €15,495

+ Styling, improved quality, excellent engine, value, comfort, space
– Still too much cheap cabin plastic, not much else
= Unfairly ignored compact hatch, deserves more attention

I bet you've forgotten about the Fiat Punto. It wouldn't be hard to be fair. Since its 2000 heyday when it was one of the best selling cars in Ireland's all-time bumper year for car sales, the Punto has steadily slid down the car sales cliff, in spite of a gorgeous 2005 re-issue with Maserati-like styling by Giugiaro. In a class populated by the likes of the Ford Fiesta, Volkswagen Polo, Peugeot 208, Kia Rio and so many talented others, it's just too easy for the Punto's light to stay well and truly beneath a handy bushel.

And I'll also bet you have some pretty lazy pre-conceptions about Fiat cars in general. If you're of a certain age, rust and electrical maladies will still be top of your list when it comes to Fiat, in spite of two decades where Italian build quality has done nothing but improve.

Of course, Fiat itself has seemed to occasionally ignore the Punto. While the glamorous 500 and the practical Panda have since come along to take centre stage, the current Punto is merely a facelifted version of the car that was launched in 2005.

So, I wasn't expecting all that much when I grabbed the keys to the test car. Yet another facelift of the Punto has come along, reversing some of the rather poor styling decisions made when it became the Punto Evo in 2009, but I too had fallen prey to assuming I knew the Punto's place in the universe.

I'm therefore pleased to report that I was wrong. The updates to the latest generation have gone a long way to strengthening the Punto's hand and it's actually a much sharper competitor to the likes of the Fiesta and Polo than you would have thought. Certainly, it looks arguably better than either, and the cabin now benefits from much higher quality surfaces than before, albeit you don't have to look too hard to find hard, scratchy plastics.

There's good space in there too, and the seats are comfy while out back, the boot is big and well shaped.

The actual production version of the updated 1.3-litre MultiJet Diesel engine will have 85bhp in the Puntos you'll find in dealerships, but our test car actually had the old 75bhp version fitted. No matter, even with the rise of the clever little two-cylinder TwinAir petrol, the diesel is the Punto to have, even if it is a pricey option. Quite apart from exceptionally good economy and emissions figures (90g/km of Co2 and potentially as good as 80mpg if you're in-cred-ibly delicate with the throttle) there is the matter that its 200Nm of torque means it is a relaxed and capable long-haul car, something you could never have said of the old 1.2-litre petrol. Mind you, an extra cog in the slightly slack-shifting five-speed gearbox would help in this regard.

Also a touch slack is the steering, which feels entirely artificial and fake, which is a shame as through the clouds of over-assistance you can feel a really quite talented chassis at work. It's not quite as sharp or rewarding as a Fiesta, but it's more fun by far than most others in the class to throw around, and in spite of ever-increasing girth the Punto still feels properly small and enjoyably agile. It also rides better than it did in 2005 when I first drove it. It still jiggles a little over small, sharp surfaces, but bigger bumps are smoothed over with a deft Italianate roll of the shoulders.

Add to that a reasonably affordable list price of €15,495 which includes pretty decent equipment as standard, and the Punto's package is starting to come together really rather well. And then there's the intangible loveliness that comes with merely driving an Italian car. A little touch of flair, a merest hint of style all makes the experience that bit more enjoyable. It's not something that will appeal to all, perhaps indeed only to a select few, but it's the difference between shopping on Grafton Street or in the Grand Piazza in Milan. You just, or at least I just, feel as if you're cutting a bit more of a rakish figure climbing out of your Punto at the kerb side.

No, the Punto's not perfect, and yes, thanks to that broad public perception you will pay a harsh price come resale time, but I left it back feeling quite surprisingly sad to see it go. Character is a rare thing in an increasingly homogenised car market, and the Punto has that in buckets. To find that it also has a remarkable amount of substance to back that up was simply a welcome surprise.


Fiat Punto 1.3 JTD 85bhp
Price as tested: €15,495
Price range: €13,495 to €15,495
Capacity: 1,248cc
Power: 85bhp
Torque: 200Nm
Top speed: 170kmh
0-100kmh: 12.7sec
Economy: 3.5l-100km (80mpg)
CO2 emissions: 90g/km
Road Tax Band: A2. €180
Euro NCAP rating: 5-star adult, 4-star child, 3-star pedestrian

News: Renault & Caterham team up to revive Alpine

Renault is going ahead with its revival of the classic Alpine sports car brand, and it's bringing in sports car specialists (and burgeoning F1 team) Caterham to help it out.

The Alpines which came from the original factory in the French seaside town of Dieppe were rallying legends back in the seventies, especially the achingly pretty A110 (pictured, bottom) which won the Monte Carlo Rally. The Alpine team was also instrumental in Renault's 1978 Le Mans 24hrs win, even though by then, the process to turn independent Alpine into wholly-Renault-owned RenaultSport had already begun.

Alpine's days as a road car maker ended in the mid-nineties when the little-seen A610, a rival for the Porsche 911, went out of production and the brand has been dormant since, even though its Dieppe home-base has still been busy with RenaultSport projects, including the much-loved hot versions of the Clio and Megane.

Now though, the Alpine badge is going to be revived for a series of road cars, which Renault teased earlier this year with a concept, based on the Dezir sports car concept (above). And to help it get future Alpines designed and into production, Renault has brought Caterham on board.

Caterham is well known to motoring enthusiasts as the makers of the long-lived Caterham 7 sports car, a no-frills, back-to-basics two-seater that generally regarded as one of the best-to-drive, and fastest, cars around. The two companies, Renault and Caterham, already have a connection as Caterham's Formula One team uses Renault F1 engines. Caterham was bought last year by Malaysian businessman Tony Fernandes, who owns the Air Asia airline and who brought the Lotus name back into Formula One three years ago, only to buy up Caterham following a gruelling court battle that saw Lotus Cars take the name back off him. Now, Caterham doesn't just have its small sports car factory and its F1 team, it also has CTI, Caterham Technologies International, which is the bit that Renault is interested in – CTI's expertise in low-volume designs and carbon-fibre construction is just the ticket to get Alpine back on the road.

So what can we expect? Well, Alpine's traditions are based around mid-or-rear-engined sports cars, using relatively simple, low-powered (compared to some of the competition) Renault engines and majoring on light weight and agility. The hefty-looking concept version, which was based around the engine and chassis of a Megane race car, will likely not make it through to production.

“This innovative partnership with Caterham embodies a longstanding ambition: the creation of a sports car with the Alpine DNA. It carries both opportunities for the Dieppe plant and the development of its historic know-how" said Carlos Ghosn, CEO of Renault.

“I have not felt as excited about a new venture since I launched AirAsia in 2001 and I want to thank Carlos Ghosn and Carlos Tavares and everyone in our new Renault family for having the belief in Caterham Group to create this partnership" said Tony Fernandes. "Many people doubted us 11 years ago when we launched our airline and I am sure that there will be doubters again this time, but we will not fail your trust. We know the markets we are going into and, particularly in my playground in Asia, there is a huge opportunity to replicate the AirAsia model and give consumers access to exciting, affordable products that marry our interests in F1 and technology and help make their dreams come true.”

News: New Renault Clio gets Irish launch

Renault has launched its hugely significant fourth-generation Clio on the Irish market, with prices starting from €14,990 for the most basic 1.2-litre petrol model.
Far from being a stripped-out base version though, and in keeping with Renault’s recent reputation for providing well-equipped models versus the competition, it benefits from a 4x20W radio with Bluetooth and USB connection, Bass Reflex system (enhanced speaker sound quality), driver/passenger/ front side airbags, 60/40 split-folding rear seat, daytime running lights, ESC, Hill Start Assist, height and reach adjustable steering wheel, electric front windows and door mirrors, keyless entry and ignition, plus cruise control and speed limiter.
If you want a Band A Clio though (the 1.2 is a Band B car) then you'll have to go for either the familiar, but updated, 1.5 dCi diesel (only 83g/km, without a hybrid battery in sight) or the all-new, high tech 900cc turbo petrol, which boasts 105g/km of Co2 and 60-odd-mpg.

Depending on spec, the new Clio is the first car to get Renault's new R-Link system, which uses a 7-inch touchscreen to control the infotainment systems, provide internet access on the go (not for the driver, natch) and has an integrated TomTom navigation system and a high-end Arkamys sound system.

The style of the new Clio is certainly eye-catching, and it's the first production Renault to get the new styling language previewed by the Dezir concept car. “Simple, sensuous and warm: these are the three words that sum up the design of Clio – just like that of DeZir. This is no accident, for both these vehicles were designed by the same team. As a five-door hatchback with the coupé profile of a three-door, New Clio is all about passion. And thanks to the skills of our engineering teams, it has remained faithful to our original vision” said Antony Villain, Director, Exterior Design Studio.

Julien Lelorrain, marketing director of Renault Ireland told us that “New Clio embodies the renewal of Renault Design as part of an approach based on sensuality and warmth.  New Clio allies a head turning design, come with economical engines, highest level of safety with 5 stars Euro Ncap and yet at very affordable price starting from €14990 or €149 per month with Renault Finance for a rather well equipped Expression Trim level. New Clio is the perfect car for those looking for a beautiful yet affordable car."

Features: Nissan's Big Day Out

You could be forgiven for thinking, lately, that Nissan has become a one-car manufacturer. The Qashqai, so beloved of aspirational families, givein them a hint of SUV styling but keeping the hatchback running costs, has been a runaway success for Nissan, and is currently the no.2 selling car in Ireland. The only problem is that its success does tend to obscure the fact that Nissan makes other cars, and some damned exciting ones at that...

Take this GT-R, for instance. Jet black, in Spec-V form, so it gets 545bhp and is around 60kg lighter than standard. Four wheel drive that could outfox a tax accountant, paddle-shift gearbox that’s faster than an Uzi and a glowering, menacing mien. Looking for all the world like Darth Vader’s company car. This is not a mere vehicle, this is practically weaponised, a stealth bomber with wheels. And oh look, someone’s left the keys in it...

We’re down at Mondello Park and it’s lashing rain, a weather report that would normally have us huddling in the pits, trying to keep dry. But today it’s well worth the sloshy stride across to the waiting cars, because the chance to drive a GT-R is one thing, the chance to drive a GT-R when it’s wet enough to really explore the capabilities of that remarkable 4wd system is something else again.

Sit in and thumb the red starter button and the GT-R 3.8-litre V6 twin-turbo engine kicks into a smooth, gently menacing idle. In spite of its high performance credentials, it’s no harder to slide yourself aboard and acquaint yourself with the cockpit than it would be in a rental Micra. Nissan has kept things simple and user-friendly in here, and comfort levels are remarkably good. You could happily spend the day in those seats.

Tug the stubby selector for the twin-clutch transmission back to A for automatic mode. You can of course take full manual control with the column-mounted paddle shifters, but today I’m going to leave it in auto so that I can concentrate harder on not crashing. The transmission clunks into first and with no fuss at all, we trundle down the soaking pitlane.

Up till this point it’s all been drama free, but as soon as we’re past the marshaling post and under the spectator bridge, the GT-R comes to life. A quick stab of the throttle annihilates the short chute between the pits and the first corner and it’s time to get turned in. A nudge of understeer is the first sensation as the GT-R’s not insubstantial bulk tries to push straight on. It’s a fleeting sensation and the nose soon turns obediently towards the apex of the hairpin corner, the GT-R still feeling pussy-cat-ish at these sighting lap speeds.

I up the ante through the second corner and instantly the GT-R’s chassis shows its mettlre. Even a delicate squeeze of the throttle has the rear tyres skittering out in a fast arcing motion, but even before I apply opposite lock, the computer that controls the car’s motions has figured out, adjusted the brakes, traction control, stability control and 4wd split and stopped me spinning embarrassingly off. And it does the same at the next corner, and the next, and the next. 


That sounds like it might be a recipe for having a smothering nanny computer on board when you’re trying to have fun, but oddly, it isn’t. The GT-R is just so capable, so easy to drive, even when driving very fast indeed, that you soon start to develop a rhythm and rapport with both the mechanical car and the electronic one. It soon becomes second nature to kick the back end out to ludicrous angles, dabbing on opposite lock all the time, confident that your own excesses and lack of skill will be safely mopped up.

And of course, there’s the sheer, nutter power of the thing. Fast enough to flatten your eyeballs and bend your ribs out of shape, the GT-R is, in spite of its astonishingly friendly nature, a true Porsche hunter, a sleek mechanical panther stalking its skittish German prey. How does 0-100kmh in a hair over 3.0secs sound, and a top speed above the magic 300kmh barrier? Nissan might even put the Spec V’s back seats back in if you ask nicely.

After all that, a 370Z, even in race-track spec with a trick diff, should seem so pedestrian, but it just doesn’t. After a hairy first lap with a lot of sliding and not a lot of throttle (just the rear-wheels driven, then) the 370Z starts to come to life, and you learn to trust the very stiff diff to plant the back end in place (and the fabulous steering to correct when it doesn’t) and suddenly the 370Z feels like its old self again. A hairy-arsed, old-fashioned rear-drive drift machine with a warbling V6 engine and a meaty, muscular gearchange. Although not as capable as the GT-R, obviously, it was if anything probably slightly more fun on a soaking Mondello International circuit.

And the Juke R? Ah, well, that’s another thing again. It looks more or less like a standard Juke, bar some crazily over-extended wheelarches and an oddly bisected roof spoiler, but underneath it’s basically a GT-R, complete with the full-fat 545bhp (not the 480bhp that the original Juke R concept had), 4wd and paddle-shift gearbox. It’s nuts, of course, but it is a real car, and you can, sort of, buy one. Assuming you have €400,000 to spare. Plus local taxes.

Is it as quick as a GT-R? Well, it was damned near impossible to catch in a straight line on the track, even if the lower, leaner GT-R would probably do it over through the corners. If Nissan would consider putting the back seats back into the Juke R, it could be the ultimate school run vehicle.

All of this was, of course, a demonstration, a reminder that Nissan, while it’s busy turning out Qashqais, Mircras and the all-electric Leaf, is still a sporty car company at heart. If the GT-R, Juke R and 370Z weren’t sufficient proof, then don’t forget the Nissan-backed DeltaWing race car that stunned the crowds at Le Mans this year and is set to have its own one-make racing series in the future. Nissan Ireland will be ramming the point home early in the new year when it introduces the Nismo sporting sub-brand to our market, starting with a hot 1.6 turbo version of the Juke, which you'll be able to bodykit-up to look like a reasonable facsimile of the Juke R.

Consider us reminded. 542bhp reminded.

News: Cosworth-tweaked Hyundais on the way?

Cosworth was once synonymous with road-and-rallying Fords, and gave us such iconic high performance cars as the Sierra and Escort Cosworth. More recently, newly independent Cosworth has given us a tweaked Subaru Impreza, but the legendary tuner could be making a road-going return with Hyundai.

Hyundai has already upgraded the performance of its cute and clever Veloster coupe, adding a turbo to take the output of the standard 1.6-litre 140bhp GDI petrol engine up to 200bhp for the Turbo model. But Cosworth's tweaked Veloster, seen in sketch form above and appearing at the Speciality Equipment Manufacturers Association (SEMA, a major American tuning and accessories show) goes quite a bit further.

Like 400bhp further, and that's backed up by Bilstein monotube dampers, massive Brembo brakes and custom-built 19" wheels with almost-slick Khumo tyres. Inside, the cabin gets a half-rollcage (911 GT3-style) and a specially made suede interior finish. Nice.

Of course, this one's just for show not for road, but with Hyundai making noises about a high-performance version of the new 3-door i30 hatchback, and wanting to seriously challenge the premium German players at their own game, there could well be room now in the Hyundai lineup for a road-going Cosworth-tuned performance range.

News: Your 80s nostalgia for Friday: Hardcastle & McCormick

Remember this? Remember being allowed to stay up late to watch it? Remember the 80s when everything good on the telly was produced by Stephen J Cannell? Nope? Oh well, then just revel in the bombastic rock track and silly stunt driving with what appears to be a very, very naff kit-car. Brian Keith was a proper actor, once, you know. Worked with Steve McQueen and everything.

News: Opel pits '91 Kadett against '12 Astra GTC – just for fun

Opel has shown off this video of it pitting a classic 1991 Kadett GSi hot hatch against a new Astra GTC OPC.

Both cars are being driven by legendary German driver "Smoking" Jo Winkelhock and never mind that there's 21 years and around 130bhp between the two, this is just a bit of fun for your breakfast-time...

Road Test: BMW 320d SE Touring

Price as tested: €51,930

+ Style, chassis, practicality, comfort, economy, performance; everything really
– Engine too noisy around town. That's it.
= As close to perfection as currently mechanically possible.



They. They are omnipresent. They are all-knowing. They are the They who show up in every pub conversation, They are the true and all-seeing know-alls of the universe. You know, the They in "They say that..."

Well, They say that perfection is unattainable in nature. To which I say, well, what about Scarlett Johansson? And perhaps more pertinently for a motoring website, what about the new BMW 3 Series Touring?

Now, perfection is a dangerous word for any critic to use. It essentially paints you into a corner, as if this thing here is perfect, then what about the next thing, which may be even better again. Do we need to have a graduated system of perfection? A Johansson scale, as it were?

BMW's mighty 3 Series has always been pretty high up the scale of perfection, certainly since the iconic E30 version of the 1980s and the current F30 3 Series is for my money the best one ever. It manages to combine traditional BMW virtues of style, agility and an entertaining driving experience with a level of comfort and refinement that few other cars, indeed few other BMWs, can match.

And here's the Touring version, the estate, which really and truly pushes all my buttons. Now, I know many of you still dismiss estates as Brewery Rep's cars and you'd all rather be seen in your trendy compact SUVs. To which I say, good luck to you and enjoy the fuel bills. I'll be happy in my wagon.

To turn the regular 3 Series into a Touring, BMW has really been doing its homework. The expected separate opening glass rear window, a feature pioneered by the original E30 Touring, is there as ever, while the main tailgate is now electrically powered as standard. A shame that; electric 'gates are just an annoyance in my book. Why not just offer it as a no-cost option? Still, the boot once open is large (495-litres, which BMW claims is a best-in-class figure), square and luxuriously carpeted. The sill is just 620mm off the ground the the standard stainless steel scuff plate should keep dings and scratches in the paint work down to a minimum.

The rear seats split into three 40:20:40 sections and if you fold everything flat, there's 1,500-litres of load space. Practical, then.

Up front, it looks and feels the same as any 3 Series, which is to say really rather wonderful. I've heard complaints from some quarters that the cabin looks too plain or too similar to the previous E90 3 Series, but to that I say just take a long journey in one. Then, when you've noticed the spot-on driving position, the comfy seats, the space, the clear dials and the general air of purposefulness, get back to me.

Sufficient eulogies to the brilliance of the 181bhp 2.0-litre turbo diesel engine found herein have been written that future archaeologists will be forced to conclude that there was at one time a church that deified a Munich-built oil-burning engine, so it's enough here to say that it remains powerful, smooth and very efficient. Thanks to the now-expected battery of EfficientDynamics technologies, you should easily enough be able to match the claimed 5.1-litres per 100km fuel consumtion figure, That's mid-fifties in MPG, and I managed low forties bombing around with the sport setting on the gearbox activated. Select the Eco Pro mode and you should do better still.

If there is a chink in the armour of perfection though, it's in the engine. Simply put, refinement is not quite all it should be. On the main road, at a cruise, it's fine, blending seamlessly into the background. But around town, especially from cold, and it just growls and gurgles a bit too much, an effect heightened by the otherwise excellent 8-speed automatic transmission, which tends to hunt around for cogs at low speeds.

Still, if that's enough to put you off then you'll never sample the 320d's greatest party trick. In the past, BMWs would always wow you with sharp steering, iron-fisted body control and an entertaining attitude to wet roundabouts, but then punish you when the road got bumpy, something that got progressively worse from 2002 onwards when the runflat tyre systems arrived. Now though, you'll be pitching your 3 Series down a favourite back road, revelling in the steering and chassis balance when a traditional Irish pothole will appear. You'll brace yourself for the impact, getting your wince face ready and then... nothing. The car will glide over the cratered surface as if it isn't there. Wonderful.

And that, to me at any rate, is why the 3 Touring flirts so closely with perfection. It's that combination of talents, that blending into one of sports car, family car and practical holdall. You can drop the kids to school, clean out the garage and go for an invigorating spin on a challenging road, all in one morning, all without changing cars.

Perfect? Not quite, but probably as close as They will allow.

BMW 320d SE Touring
Price as tested: €51,930
Range price: €36,620 to €52,120
Capacity: 1,995cc
Power: 181bhp
Torque: 560Nm
Top speed: 250kmh
0-100kmh: 5.6sec
Economy: 5.1-100km (55.4mpg)
CO2 emissions: 135g/km
Tax Band: B. €225 road tax
Euro NCAP rating: 5-star; 95% adult, 84% child, 78% pedestrian, 86% safety assist