Steve Q

On January 4th 2018 I was given the opportunity to tour the prestigious Morgan Motor Company factory who have been making hand built cars on the same site in Malvern for over 100 years When I arrived I headed straight to the café for a well-earned lunch of soup and tea after the two hour drive. The café had a good selection of both hot and cold food as well as snacks which catered for most tastes. After lunch the tour began with a presentation of the history behind Morgan and the key events that made the company the success that it is today. We were then taken to see Morgan’s private collection of cars which included prototypes, race cars and included a couple of last of the line vehicles. Afterwards, we headed for a look around the various factory buildings where everything is produced, excluding the engine and gearbox which are brought in from other manufactures. The first part of the build process is the manufacture of the chassis which is built with a combination of wood and steel for all models, excluding the Aero which uses a combination of wood and aluminium. During this phase of the build process the engine, gearbox, suspension, brakes, wiring and wheels are added. The rolling chassis is then wheeled into a workshop where the hand crafted wooden body is fitted. The wooden body is made with a mixture of woods, clued together and set with tools which are nearly as old as the building itself. The bare skeleton body is then treated to its custom built aluminium body panels, and it’s said that this tailored process prevents body parts from being interchangeable between Morgan cars. For example a bonnet cannot be taken from one car and transferred to another, even if it was made by the same builder. Once the body it completed the car is moved into the paint shop where modern paint processes are used to achieve a gleaming finish. In theory any colour is a available if you’re willing to pay for the privilege, and in most cases the customers are. The freshly painted Morgan is then transferred to the interior trimmers who hand craft the interiors from leather and just like the paint, any colour is available. They have to be careful not to damage the paintwork! The final phase of the build is the pre delivery inspection which involves checking that every component is fit for purpose, and after the car has been through the vigorous checks the test drivers take the cars out for a drive in the beautiful Malvern country side to make sure that car has handling characteristics to match the exquisite looks. Only after all that, will the finished masterpiece be loaded onto a covered transporter and shipped to its new owner, who is keenly waiting in any part of the world. The tour ends with a look around the Morgan museum which contains some of the oldest Morgan’s in the world and even has Morgans which have owned been owned by the Morgan family. I then got a quick look in the shop which naturally had Morgan merchandise including clothing, alcohol, key rings and other items befitting of the manufacture and vehicles. I found the Morgan factory tour one of the best available, and only increased my respect and understanding of the build process and the craftsmanship required to complete each vehicle. I felt a great atmosphere within the factory, and it has only increased my longing to own a Morgan one day.

It’s now 20 years since the first Golf Mk4 was registered in the UK, and to mark the occasion Steve reviews whether or not the fourth generation Golf could be considered a future classic? The fourth generation Golf was introduced to the UK in mid-1998 to replace the aging mk3 model and was available in 3 or 5 door hatchback, estate or cabriolet even though the latter was just a facelifted Mk3 Golf convertible which naturally confused buyers. The Mk4 Golf brought with it various improvements over the outgoing model as it was both longer and wider than the previous model as well as being taller which all improved the cabin space. One key improvement over the mk3 variant was the fact the mk4 Golf body shell was galvanised to prevent against rust and backed up with a 12 year perforation warranty. This was a big thing as the mk3 became notorious for rust, so much so it equally matched with the Ford Escort and Ford Ka on the amount of rust issues that developed. Another major advantage of the Mk4 Golf was that it achieved 4* on the Euro NCAP crash tests which was due to the array of airbags installed which were fitted for the front driver, passenger and in the sides of the front seats. To further safety the golf was one of the first cars to be fitted with Isofix child seat restraint system which was developed in collaboration between Volkswagen and Britax. In addition, the Mk4 Golf was fitted with both anti-lock braking systems and Electronic Stability Program to further improve the safety of the vehicle. As previously mentioned the Golf was available in 3 door hatchback, 5 door hatchback, 5 door estate and cabriolet. The latter confused buyers, as unlike all the other models available in the golf range the cabriolet was just a facelifted mk3 Golf cabriolet. As such, it retained the Mk3 body shell and interior but gained the Mk4 front end and steering wheel. In the UK the Golf was available in various trim levels and catered for most budgets. These specifications include: E was the entry level Golf and was fitted with wind up windows, Beta tape cassette, split folding seats, wheel trims and height/reach adjustable steering wheel. Engine options included a 1.4 petrol producing 75bhp or a 1.9 diesel engine producing 68bhp. S had all the features of the E model but gained electric front windows, electric mirrors, sunroof and central locking. Engine options were the same as for the E model but buyers had the additional option of a 105bhp 1.6 petrol engine or 1.9TDI diesel which produced 90bhp and replaced the E models 68bhp unit. The S spec was also available with a 4 speed automatic gearbox as well as the manual. SE spec added quite a lot of features over the S spec, such as; electric windows front and rear, manual air conditioning, CD player with 8 speakers, multi-function computer, remote control alarm system and armrest built into the rear seat. The SE had the 1.6 petrol and 1.9tdi engines which were available on the S spec along with the option of manual or automatic gearbox. GTI is the spec level everyone remembers and one of the most common but is separated into two categories. The GTI spec got all the features of SE but added sports seats, leather trimmed steering wheel as well as having 15” alloy wheels and smoked rear lights. This version of GTI was offered with either a 2.0 115bhp petrol engine, 1.9tdi engine with 110bhp and fitted with a 5 speed manual gearbox or the 1.9tdi PD engine with 115bhp and fitted with a 6 speed manual gearbox. The latter was also known as the GT TDI. GTI 1.8T was a model in its own right as it boasted many extras above the standard GTI which included sports seats with built in lumbar support, leather trimmed steering wheel, gear knob and handbrake handle and 16” alloy wheels. It will come as no surprise that this model of GTI was offered only with a 1.8 turbo petrol engine which produced 150bhp and a 0-62mpg in 8.5 seconds. GTI Anniversary was launched to mark the 25th anniversary of the Golf GTI being on sale. It had all the features of the normal GTI 1.8T but gained a body kit, 18” alloy wheels, Recaro front seats, brushed aluminium golf ball gear knob, dash/door card inserts, sports pedals, red trimmed seatbelts plus special floor mats. Only 1800 Anniversary Golfs were produced, each having a numbered plate in the cabin. When new the price of a GTI Anniversary was £18,660 which was £2,075 more expensive over the normal GTI 1.8T. Picture below shows the GTI Anniversary model. V5 was the next level up in luxury and included great features such as climate air conditioning, 6 CD auto changer, rain sensing wipers, automatic dimming interior mirror and 16” alloy wheels. Predictably the V5 model was fitted with a V5 petrol engine which produced 170bhp. V6 4 motion was the top spec Golf (excluding the R32 which we won’t be covering in this article) and came with all the features of the V5 model but added Sat Nav, heated leather seats, chrome exhaust tips, wood dash and door card inserts and wood effect gear knob. This specification was equipped with a 204bhp v6 petrol engine and aided with 4 wheel drive. Below is a picture of the V6 4 motion. Please note we have not covered R32 models in this article as we feel it deserves an article in its own right. Driving the mk4 Golf The Golf I have on test is a 2001 five door GT TDI with the 1.9 115bhp PD diesel engine and fitted with the 6 speed manual gearbox which has covered 116,000 miles. Sliding into the black leather seats it’s clear that the interior is well laid out and the seat/steering wheel has good adjustment. Furthermore, despite the age of this Golf the interior has worn well the exception being the door pulls, ashtray cover and electric window plastic surrounds which have suffered from the common lacquer peel on the plastics. It is also apparent that all interior features work, such as the electric windows and air conditioning and shows the car has aged well. In addition, there is a good level of leg room for both front and rear passengers and the boot can hold 330 litres of luggage. Turning the key and the 1.9tdi engine bursts into life, with a gruff tone which is synonymous with these engines, but on pulling away it has more than enough grunt to cope with day to day activities. The 6 speed gearbox on this car is smooth and having the 6th gear does help quieten the engine on the motorway, as well as increasing the fuel economy but the clutch is slightly heavy compared to more modern vehicles. The ride on this particular Golf is good and it absorbs the bumps well, whilst precise steering makes the Golf a doddle to park and provides reassuring characteristics when on country roads. Road and wind noise is kept to a minimum, and the main noise noticeable is the engine. The brakes are also very good on this car, and brought the car to a stop in a safe and controlled manner. Moving onto a more awkward topic, the Golf Mk4 got a lot of complaints from owners with regard to electrical gremlins, turbo issues on diesel models and rust issues on the front wings. Speaking to the owners of this particular car it’s clear that the car hasn’t really suffered from any electrical problems other than with the remote central locking. Furthermore this Golf is now on its 3rd turbo, the first one giving up whilst the car was in warranty. With regard to the last issue, it’s obvious that this golf has been well cared for by its owner and has only started getting rust through on the passenger side front wing. The rust on the front wings was a common issue of VAG cars from this era, and was caused by the Volkswagen group installing foam inserts between the wing and wheel arch liner. Over time this foam absorbs water, and thus causes the wing to rust from the inside out. Its an issue that affects the Mk4 Golf, Bora, Passat, A4, A6 and certain Seat models. The Motorists Guide View: Despite the fourth generation Golf entering its 20th year on British Roads, I feel it’s a design that has aged well and well cared for examples will surely increase in value as time goes on. Furthermore the Mk4 Golf has had a lot of negative press but I feel it isn’t completely justified. Let’s face it, the more modern Golfs are suffering from the emissions scandal which this Golf can hold its head up high and claim to be one of the last trust worthy Volkswagen products. I feel the models which will be most desirable in the future include the V6 4 motion, V5 and GTI anniversary models. The latter, bringing exclusivity being a limited production run. If you are considering a Golf Mk4 my advice would be to try and find one with a full service history and try and buy unmodified examples as sporty Golfs in standard form will inevitably be worth more in the long term. Especially, when you compare it to the likes of the Mk1, Mk2 and even the Mk3 Golf GTi models. So will the Mk4 Golf become a future classic? Only time will tell, but just like the Mini, the VW Beetle, Citroen 2CV and Ford Escort the Golf is a clear favourite with the motoring public and is a cult car for sure. As sure I feel confident that the Mk4 Golf will become a classic, just not yet. Selection of VW Golf Mk4 For Sale on eBay - bag a bargain while you can! Dimensions Length: 4149mm Width: 1735mm Height: 1439mm Curb weight: 1238kg

Steve sets to find out whether Kia’s first attempt at a compact hybrid SUV is a good one, and whether you should consider purchasing one The word Niro is an interesting one because it is pronounced the same regardless if its spelt Niro or Nero. Why is this relevant to a car review I can hear you ask? Well the word Niro/Nero will mean different things to different people. For example coffee connoisseurs will think of the coffee shop, to Trekkies they’ll think of the baddy in the 2009 Star Trek franchise reboot film and for me I think of Kia’s new compact SUV. This also brings me nicely to my photo location which is the National Space Centre in Leicester, which I have chosen as a nod to the Trekkies but also as the Kia and the Space Centre have something in common – the focus on the future. The Kia Niro was shown as a concept car at the 2016 Chicago Auto Show and was subsequently released in 2017 and as previously mentioned is Kia’s first attempt at a hybrid SUV. The Niro is available with a 2wd 1.6 four cylinder petrol engine combined with a 1.56 kWh battery which together produce 139bhp and is mated to a 6 speed automatic gearbox. The MPG figures for the running gear is also impressive which is claimed up to 74.3mpg, and to reinforce the Niro’s fuel efficiency Kia currently holds the Guinness world records for the lowest fuel consumption of a hybrid vehicle, reaching 76.6mpg when a Niro travelled from Los Angeles to New York City. Like the rest of the Kia range the spec levels are measured on a numbered system which is as follows: 2 is the entry level trim but is still well spec’d and compromises of 16” wheels with plastic trims, chrome door handles, rear spoiler, privacy glass, automatic headlights, rain sensing wipers, cruise control, front fog lights, electric windows front and rear, steering wheel controls, automatic dimming rear view mirror, rear parking sensors with reversing camera, 7” touch screen which includes Sat Nav, Bluetooth, digital radio and Apple car play/android auto compatibility. OTR Price: £23,490 3 includes everything of spec 2 but adds 8” radio screen as opposed to 7”, front parking sensors, wireless phone charging, 8 speakers with subwoofer, heated steering wheel, 18” alloy wheels, black leather heated seats with lumbar support and electronically adjusted. OTR Price: £25,470 4 is the top spec model and includes everything from spec 2 and 3 but adds Bi-Xenon Headlights, sunroof, adaptive cruise control, aluminium pedals and engine start/stop button. OTR Price: 27,720 Regardless of spec level the Niro comes with an array of airbags for the front, side, knee and curtain airbags as well as being made of high strength steel and aluminium which all help give the Niro a 4* NCAP safety rating. As with the rest of the Kia range the Niro also comes with the 7 year 100,000 mile warranty, which will give piece of mind for those concerned about the hybid technology going wrong. Driving the Kia Niro The car I have on test is a Niro with the 2 spec level which I had for a duration of four days which really allowed me to get to understand this car and has an OTR price of £23,490. On entering the cabin I cannot fail to notice the vast amount of space there is for both front and rear passengers, I found it truly staggering and deceptive despite the Niro’s size. Don’t think that the boot has been compromised either because it too is a good size at 427 litres which is more than the current Ford Kuga which holds 406 litres! The main cabin isn’t short of storage space either, as there are door pockets front and rear as well as cup holders and storage under the armrest. Sitting in the cabin I found the seats comfortable but felt they could have benefited from lumbar support which I know is available on the next spec level up. Head room was also very good and the Niro could carry four adults with ease and the interior materials came over with a quality feel. Being the entry spec model this Niro was fitted with the 7” touch screen infotainment system with Sat nav and a digital radio which I felt was positioned well within the dash as well as being easy to read. In addition the Sat Nav was clear and precise, and gave instructions in plenty of time even if it was with a very authoritarian tone. The digital radio was easy to use with a reasonable sound through the 6 speakers but would probably be better on the higher spec models which have 8 speakers and a subwoofer. Starting the engine and pulling away I found the Niro responsive and quiet which is impart due to the battery which also aided with acceleration and economy where I averaged between 44 -54mpg. However not all is rosy with the Niro’s running gear as I found the automatic gearbox to be its Achilles heel. I felt the auto gearbox held onto gears for too long, and was I surprised that on the motorway it would not engage into 6th gear and in order to active 6th I had to put the car into manual mode. Obviously the drawback of the Niro staying in 5th gear on the motorway is twofold, as it makes the engine louder and less economical. On the other hand I did find the gearbox smooth and not jerky which definitely puts it ahead of some of its rivals. Furthermore at higher speeds I found there was low wind noise, however the road noise was loud but this could have been down to the tyres. Moving onto the steering I found this to be light but precise and instilled confidence when going through tight bends or roundabouts which was also helped by a good suspension set up and little body roll. As you would also expect the brakes too, are very good and stopped the Niro on a dime. The Motorists Guide View: In my opinion, the new Niro is an excellent first attempt at a hybrid SUV by Kia and one I was very impressed with. I found it was built well and had a fantastic amount of space within the cabin for both front and rear passengers, as well as finding the engine/battery more than adequate for any driving conditions and yet very economical. The only drawback I found with my test car was the automatic gearbox which despite being smooth and not jerky, I felt held onto gears for too long and wouldn’t change into 6th when on the motorway. Other than this I found the Kia Niro a pleasure to drive and a car worth considering if you are in the market for a compact SUV. Search for Kia Niro For Sale Dimensions Length: 4355mm Width: 1805mm Height: 1545mm Curb weight: 1587kg

The Mk2 Kuga was released in 2013 as a replacement for the very successful Mk1 version and has been vastly improved both in size and build quality compared to its predecessor. The current Kuga has been designed primarily in Europe under the One Ford policy whereby Ford has one vehicle for each market sector globally. This is also carried through to the assembly process whereby engines are made in the UK and the interiors are made in Detroit for example. The Mk2 Kuga has a sharper looking front end compared to the Mk1 version which has improved the aerodynamics of the Kuga whilst giving it a smarter appearance. The kuga also has good ride height which gives the Kuga great presence on the road and also off it. Like most vehicles in the SUV class the kuga is more of a softroader rather than an offroader but this won’t affect most buyers who I suspect will be buying the Kuga as a family car and thus keeping the Kuga on the tarmac. On the other hand, I feel the most offroad action the Kuga will see is around the campsite where it should perform effortlessly. There are five specification levels to choose from for the pre-facelifted Kuga which give buyers plenty of choice and means there should be a Kuga to fit all budgets. The specifications are: Zetec is the entry level model but is far from basic and comes with 17” alloys, heated front windscreen, SYNC 1 DAB radio, cruise control, electric windows front and rear, manual air conditioning, leather trimmed steering wheel with reach and rake adjustment. The Zetec is available with a 1.5 eco boost petrol engine with either 120ps or 150ps in 2WD form or 182ps in all wheel drive. But also a 2.0 litre TDCI diesel engine with 150ps in either 2WD or all-wheel drive. Titanium has all the features of the Zetec plus automatic headlights and wipers, duel zone climate control, SYNC 2 DAB in replacement of SYNC 1 on Zetec models, stainless steel scuff plates, centre armrest, leather gear knob and lumbar support for the front seats. Engines are the same as the Zetec excluding the 120ps petrol which is not offered and there is an uprated TDCI engine producing 182ps as well as the 150ps version. Titanium Sport has the same features as the Zetec and Titanium but also benefits from a bodykit, boot spoiler, 18” alloys, parking sensors front and rear, part leather seats and active park assist. Engine options are the same as per the Titanium. Titanium X has all the features and engine options as Titanium but gains 182 wheels, Xenon headlights, LED taillights, LED day time running lights, panoramic sunroof with built in sunblind, power folding mirrors and leather seats which are heated. Titanium X Sport is the top spec model and is fitted with the features from both Titanium X and Titanium Sport but has additional 19” alloys, rear view camera, rear privacy glass and aluminium roof rails. All models are offered with either a six speed manual gearbox or powershift automatic transmission. Ford haven’t skimped on safety either as all Kugas come with a 5* NCAP safety rating and are equipped with front, side, curtain and knee airbags as well as a collapsible steering column and pedal assembly. Driving the Ford Kuga The Kuga I have on test is a Titanium Sport model fitted with the 2.0TDCI 150ps engine and manual gearbox which is also fitted with the appearance pack which consists of aluminium roof rails and tinted windows as well as having power folding mirrors and sat Nav fitted. Climbing into the Kuga I found the seats very supportive, as well as very good adjustment with the reach and rake steering wheel both of which made it easy for me to find the ideal seating position. Moving onto the rear of the cabin, passengers are treated to a generous amount of leg space as well as being able to adjust the back of the seat into a reclined position. Ford have also been generous with the storage space, as the Kuga comes with deep door pockets both front and rear as well as having a sunglasses holder and good armrest storage and a glovebox. Now don’t think that with all the cabin space on offer that the boot has been compromised because this is far from the case and comes with 406 litres of boot space and the added benefit of a flat boot floor, meaning loading big items is a doddle. Furthermore, the cabin is very well thought out with all switches in easy reach and the infotainment screen which is both clear and well positioned so as to not distract the driver. I found the Sat Nav easy to use and gave clear instructions in plenty of time before the change of direction but did have live traffic updates which could be hit and miss at times and would tell me of an issue whilst being stuck in it. The air conditioning system is also very good and there is an array of vents to distribute the air evenly about the cabin. The Bluetooth connectivity is another standard feature and again, is easy to operate for making phone calls and receiving texts messages which can be both read on the screen or played through the speakers. Driving the Kuga is a pleasant affair and I found the diesel engine both smooth and quiet for general driving, but engine noise would become apparent if the Kuga was pushed hard and naturally a car like this is more comfortable being driven more sedately. This was also clear in the MPG figures as when the Kuga was pushed hard the MPG would tumble but when driven sensibly I was getting between 41.8-43.0mpg with a mixture of town, country and motorway driving. I must admit that despite the Kuga's size it handled very well and found the suspension setup very compliant and had good rebound but I would suspect the ride to be slightly firmer on the 19” wheels fitted on higher spec’d models. One drawback I found with the Kuga's driving characteristics was the level of tyre/road noise entering the cabin but this could be partly down to the Continental tyres fitted to this particular car. The steering too was very good, being light but with plenty of feel and made me feel like I was driving a family hatchback rather than an SUV. The only other drawback I found with the Kuga was the amount of wind noise experienced but again this is partly down to the Kuga’s size and is a small price to pay for its many advantages. The Motorists Guide View: The second generation Ford Kuga had big shoes to fill when compared to the outgoing model but I feel it has lived up to its predecessor’s reputation of being a practical and well-designed SUV, but more importantly a great family car. With the wide range of specifications and engine options on offer, there is sure to be a Kuga to accommodate all tastes. Also, I feel that good build quality combined with all-round versatility makes the Kuga a serious contender in the SUV market and one well worth considering when you are looking to change your current car. https://fave.co/2wPiV6Z Dimensions Length: 4524mm Width with mirrors: 2077mm Height: 1689mm Curb Weight: 1580Kg

Following on from our report on faraday pouches, Steve reviews whether or not they make a sensible purchase with a long-term test. Keyless entry and keyless ignitions have become a convenient edition to most vehicles in the last ten years, however, this has allowed the criminal fraternity to capitalise on this through theft of motor vehicles or theft from motor vehicles. Criminals have been able to obtain the key code for vehicles by using devices which can trick the car in thinking that the key is nearby and thus allowing the criminal access to the vehicle. Since March I have been using two different types of faraday pouches, one which was purchased from an internet auction site for 79p and the other pouch which is available through our website. I must also stress I have not written this review as a selling tool but rather as a crime prevention tool and as a comparison between two similar products. Both products have a plastic vinyl exterior and a soft woven mesh interior and it is the mesh that blocks the key signal. I used the 79p internet auction site pouch for March and April 2018 and then the pouch available from our website from May till June 2018. I have been using the pouches for various cars that I have had the fortune of road testing, but the two I have highlighted in this article is the Suzuki Swift Mk2 and the Ford Kuga Mk2 both of which have keyless technology. With both vehicles I have stood beside them or no more than 2 feet away and occasions the faraday pouches prevented the vehicle from being unlocked. Furthermore I tested the pouches by unlocking the car then placing the car keys in the pouches, and then trying to start the ignition. On both occasions the car could not detect a key present inside the car and thus would not start the engine. Another added benefit I found of both faraday pouches was that it prevented the keys from digging into my leg or scratching my mobile phone screen, as well as reducing the risk of me worrying about whether or not I had left my keys behind. I admit I do this a lot, and the extra space taken up inside my pocket with the faraday pouch helps prevent me from leaving my keys behind. Where these pouches differ is in their quality as can be seen in the picture below. The top pouch was the 79p item purchased from an internet auction site and as can be seen the plastic vinyl on where the flap folds over has split in various places, but I will admit this does not affect the pouch from working effectively. The second pouch is available from our website and as can be seen there is one crack present. The Motorists Guide View: After using the faraday pouch I have found it a cheap, yet effective way of preventing a car from being accidentally unlocked or the key signal cloned by a criminal which can help YOU prevent theft from or of your vehicle and I would strongly recommend the owners of keyless cars to purchase one as it is clearly an easy way of giving you peace of mind that YOU have taken added measures to protect both your keys and your car. If you would like further information on faraday pouches then please see our previous article here: Alternatively if you would like to purchase a faraday pouch from us then you can do so here:

The Mazda 2 is now into its third generation here in the UK and marks a step forward for Mazda, as it is the first small car in over 20 years that Mazda has designed and built without using Ford Fiesta underpinnings. The current model, released in 2015 has also moved away from the curvy lines and bubble shape of the previous model and has adopted a sharper front end partly in thanks to a raked bonnet angle. There is a great range of specifications for buyers to choose from and one to suit all budgets which are listed below and are correct as of 2018: SE+ which is only available with the 75ps 1.5 litre engine and 5 speed manual gearbox. RRP: £13,295 and is fitted with 15” alloy wheels, electric folding mirrors, dual airbags, curtain airbags and hill hold assist. SE-L+ is available with the same mechanical configuration with RRP: £14,095 and is fitted with SE+ features as well as automatic headlights, LED front foglights, electric windows front and rear, climate air conditioning, Bluetooth and cruise control. SE-L Nav + has the option of a 90ps 1.5 litre engine with either a 5 speed manual or 6 speed automatic gearbox. £14,895 RRP manual or £16,195RRP automatic and has all the SE-L plus features as well as a 7” touch screen with sat nav and a DAB digital radio. Sport Nav+ has the same engine and gearbox options as the SE-L Nav + with the manual set at £15,695 RRP and £16,995 RRP for the automatic. The Sport Nav has all the features of the SE-L Nav+ but with added sporting flair. As such this spec comes with 16” wheels, rear spoiler, chrome exhaust trim, tinted windows but also comes with the convenience of parking sensors, keyless entry and rain sensing wipers. Sport black+ is available with the 90ps 1.5 litre engine and 5 speed manual gearbox and is priced at £15,995 RRP. This spec is fitted with all the features of the Sport Nav+ but with an added bodykit and certain body parts painted in black. GT Sport Nav+ is available with the 90ps 1.5 litre engine or the 115ps 1.5 litre engine. The latter is the most powerful engine on offer. This spec is available with either the 5 speed manual or a 6 speed manual. £16,495 RRP for the 5 speed manual or £17,095 RRP for the 6 speed. This is the top spec Mazda 2 and is fitted with all the Sport Nav + features as well as having leather/suede seats where the front seats are heated, leather steering wheel, reverses camera, and lane departure warning. Driving the Mazda 2 The model I have on test is a 2016 Se-L Nav model, fitted with the mid-range 1.5 petrol engine producing 89BHP and mated to a 5 speed manual gearbox. Mazda describes the Mazda 2 as a sporty supermini which can be felt through firm but compliant suspension and the snappy gear changes. However, I found I needed some time to adjust to the Mazda 2 steering characteristics, as the steering was far too light and found it does not help build confidence to push the car hard into the bends. The 1.5 petrol engine is both economical and quiet in town and on the motorway, but found a vibration through the pedals when the engine was pushed into the higher rev range. Moving into the cabin it is clear that the interior is well put together but seems slightly bland in my opinion and a little tight on the right hand side for the driver. The dashboard is nicely curved and all the controls are where you expect them to be, the exception is the dial to controlling the infotainment system which is set too far back and thus making it harder to reach. Furthermore, certain design features appeared borrowed from other manufacturers, a good example are the air vents which appear to be borrowed from the current Audi A3 as well as the hazard switch which seemed to remind me of one found in the Vauxhall Nova. The cabin isn’t all bad though, there’s plenty of space for rear passengers and more than you get in the Ford Fiesta. The boot is a good size too, with 280 litres of space but there is a lip which will make lifting heavy or big items slightly cumbersome. The Mazda 2 also has plenty of storage space in other areas, including front door pockets that can hold water bottles and space for mobile phones. This particular Mazda 2 is well spec’d, being equipped with Bluetooth, Satnav, cruise control and a novelty nowadays – a CD player. This last feature is great for those like me who haven’t embraced the 21st Century yet. I found the Sat Nav easy to use and I liked that you could search over the map and look at the surrounding areas, perfect if you get lost as I did when taking a detour. My only complaint with the Sat Nav was that at one point it froze and the only way to resolve the issue was to turn off the ignition and restart the engine but I admit this may be a fault with this particular Mazda 2. The radio is of good quality too and as you would expect it’s a DAB digital radio which like the Sat Nav was easy to use. I did find that whilst driving at higher speeds there was a lot of road and wind noise which meant the radio had to be turned up but even at high volumes the radio performed well. On the other hand, when the radio was turned off and had the wipers on I could hear the rear wiper motor whirring which did get irritating after a while but I guess that’s what the radio is for! The Motorist Guide Opinion: In my opinion the Mazda 2 is a midrange supermini, it’s not the worst in class but it’s not the best either. A definitive plus point is the 1.5 litre engine as it is more economical than the 1.5 litre engine you’ll find in the MG3 and as previously mentioned the rear legroom is better than what you’ll find on a Ford Fiesta. But I felt the steering let the car down due to it being too light for my taste as well as the interior being slightly bland, although well-built and well spec’d. However, I do think the current Mazda 2 will be a good seller, partly due to being keenly priced in line with the competition but also its an improvement on the previous model.

The Mk2 Swift was released in 2005 after being shown at the Paris Motorshow the year before and was poles apart from its predecessor which neither had the look nor the go to live up to the Swift name. The second generation Swift did away with a lot of the angles as found on the Mk1 and adopted a more rounded, yet sporty appearance. The MK2 Swift became a worldwide success for Suzuki and exceed sales figures in all markets, notably in Japan where it sold more than double its predicted sales figures. The Swift is available in both 3 and 5 door form with a choice of either a 1.3 92bhp petrol giving an average of 45mpg, 1.5 101bhp petrol with an average of 45mpg or a 1.3 69bhp diesel giving a 61mpg average. Both petrol engines are derived from Toyota and are chain driven and give plenty of torque low down which suits the Swift well. Two gearboxes are offered in the way of a 5-speed manual or a 4 speed automatic, the former is ideal for the Swift on city streets or for country roads and makes the Swift an enjoyable drive. However, the manual gearbox is let down on motorway driving whereby you can experience engine noise within the cabin and ideally the car could have benefitted from a 6th gear. But let’s be honest the Swift is naturally going to be geared for city driving rather than motorway driving of which the gears are set perfectly. I found the Swift fun to drive as the steering was light but precise and the car felt agile, as well as having plenty of grip thanks to the wheels being set right at each corner. Two key models are available for the Swift which are GL or GLX, the latter being the top spec model and has features such as a leather steering wheel, front foglights, air conditioning, alloy wheels, electric windows, electric mirrors, keyless entry and keyless ignition as standard. The GL is the entry model and is fitted with wind-up windows and wheel trims. There is also a limited edition attitude model which is fitted with 17" alloys and a body kit and only available in three-door form. At the end of 2009 Suzuki changed the model structure to SZ3 and SZ4 to bring the Swift in line with the rest of the brands modeling structure but this did not affect the level of equipment in each model. For 2009 there was also the SZ-L limited edition model which was equipped with lavishes of chrome on the door handles, front grill and boot edge but more importantly, had side indicators built into the wing mirrors. Despite the Swift being designed to be one of the cheaper superminis on the market, don’t think that this has led to a cheap interior, it’s far from it. All models are fitted with a CD player and steering wheel controls, space saver spare wheel and fit five people at a push (5 door models). The grey dash and door cards are broken up by silver inlays which give the interior a sportier touch and I found the seats very comfortable. Suzuki haven’t skimped on safety either, giving the Swift front and side airbags, ABS and Equal Brake Distribution all of which helped the Swift achieve a four-star euro NCAP safety rating. Another great feature of the Swift is the ability to personalise it to your specific taste with a great selection of Suzuki Swift accessories. My test car was a good example of this by having optional extra wheels, spoiler, stripe kit, central armrest, headlight protectors, bonnet protector, front and rear bumper diffusers, mud flaps and door rubbing strips which complimented this Swift very well and made it stand out from the crowd. The Motorists Guide View In my opinion the second generation Suzuki Swift makes a great used car purchase, ideally suited as a first time car or city car. I feel combined with the fun driving characteristics, cute looks and cheap motoring honours the ethos of the original Austin Mini more so than the BMW Mini. My only criticism is the small boot which you can only just fit a pushchair in but despite this I feel the MK2 Swift still feels fresh and current which is remarkable as the oldest ones are now 13 years old and definitely worth considering if you are looking for a cheap city car. Click here suzuki Swifts for sale Dimensions: Length; 3695mm Width: 1690mm Height: 1500mm Curb weight: 1050kg

The Delorean DMC12, a timeless classic but will the driving experience take Steve back in time or to the future? People tell you never to meet your heroes and for most petrol heads cars are the heroes, whether that’s the one on the poster you had as a child or that famous racing car and in a lot of cases those cars stay within our dreams or memories. However, I’m fortunate as parked before me is a Delorean DMC-12 with the sun reflecting off the stainless steel bodywork and I am preparing myself to drive a car that I have loved since the age of ten. I think many of you will be able to relate to this love affair especially if you have watched the Back to the Future trilogy, but will the car drive anywhere close to how it was perceived in those three fantastic films? Well I intend to find out. I am both excited and nervous as I pull the door handle and the gullwing door gracefully lifts up to reveal a surprising spacious cabin, and not surprisingly I have the Back to the Future music running around inside my head. John Delorean designed the car so that he would fit comfortably inside the vehicle and this was no small feat as he was 6ft 4” tall and as such I have more than enough room being 5ft 8” tall. As I slip into the grey leather seat I find it remarkably comfortable and then I familiarise myself with my surroundings, as before me is three spoke sporty steering wheel and beyond it is the instrument cluster. At this point I have a slight chuckle to myself as the speedometer only reads up to 85MPH which certainly would have made it more complicated for Doc Emmett Brown to get the Delorean accurately to 88MPH. I feel very lucky as this Delorean has the manual gearbox which I feel suits the cars credentials better and was a no cost option when new. The automatic gearbox was a $650 option. As I go to close the gullwing door via the pull strap I find more energy and strength is required compared to a conventional car door, which is partly due to the Delorean’s cryogentically preset torsion bar design which was pioneered by the aerospace manufacture Grumman. Once the door is closed I find that the grab handle has a tendency to hook itself around the handbrake as it is situated on the outer side of the seat as opposed to being in the large centre console. The cabin oozes with 1980s charm both from the boxy lines through to the plastics which would feel cheap by modern car standards. Now the fun really begins as I turn the key and the 2.8 V6 130bhp petrol engine bursts into life and rests as a steady thrum on tick over behind me. Once I’m all set I accelerate down the runway of North Weald airfield and I can’t help but have a big smile on my face as I go into the first corner. Despite the Delorean being rear engined I found the steering surprisingly heavy, which I suspect is due to the wide tyres and heavy body but it meant I felt more connected to the car. I felt the suspension slightly soft but I suspect this preferred for the US market where the Delorean was designed to sell well as a GT car and also due to the weight of the body. I think if the Delorean had been fitted with firmer springs and dampers it would have allowed the Lotus designed chassis full capabilities to shine through, as can be seen on the car that helped the Delorean come into being - the Lotus Espite. The Motorists Guide view: Despite a lot of the Delorean's drawbacks, I found it a nice car to drive but felt it could have done with more power from the V6 Renault engine as well as improved suspension both of which would have probably helped boost sales of the Delorean when new. I was impressed with the build quality on this particular car I drove which is a contradiction to how the press portrayed this car when new but this is helped by the maintenance by the owner. I felt the interior had worn well and didn’t look over 30 years old. The brakes on the Delorean were more than adequate and I felt they stopped the car in a very reasonable distance. For me the best part of the Delorean is how it looks and still appears futuristic now as it did at its launch in 1981. Would I own one? Most definitely and you can too as prices are still reasonable and guaranteed to rise which makes the Delorean DMC-12 a safe investment.

The current Renault Clio model was launched in the later part of 2012 after the Paris motor show, but the design still looks fresh 6 years on. One key change to this new model is that it is only available in five door form, however I feel this does not detract from the Clio’s curb appeal partly due to disguised rear door handles cleverly placed beside the rear window glass. The Clio’s looks are further enhanced by LED daytime running lights, chrome accents along the door and 16 inch wheels. On moving into the cabin the driver is greeted with a dashboard which is very well thought out, the dials are very clear to read and include a digital speedometer. Furthermore all Clio models feature Renaults R link infotainment system which includes a 7 inch touch screen, Bluetooth and digital radio as standard but no CD player is available. Higher spec models also are treated to an Android Tom Tom satnav, leather steering wheel and reverse camera, but the key area where the Clio excels is with its boot space which is a whopping 300 litres. As you can expect with a modern Renault the Clio received a 5* Euro NCAP safety rating thanks to front and side airbags as well as having Electronic Stability Control and speed assistance. As the Mk4 Clio is now six years old buyers will have plenty of choice with regard to the Spec and engine options that should suit most budgets. The key specs available to buyers are: Expression is the entry level model which comes with 16” wheels, DAB radio, Bluetooth, cruise control and electric front windows. Play has the features of the expression model plus air conditioning and front fog lights. Dynamique has all the features of Expression and Play, plus leather steering wheel and upgraded radio Dynamique Nav adds a Sat Nav to the Dynamique trim. Dynamique S Nav adds a touch of sporting flair with the Clio and includes 17” alloys, centre armrest, rear electric windows, LED headlights, climate control and rear parking sensors. Signature Nav adds a little luxury to the Clio by incorporating part leather interior, parking sensors both front and rear and a reverse camera. However, as of 2018 Renault have reduced the amount of choice and new car buyers will have the option of play, iconic and GT line. Renault have been very generous when it comes to engine options by offering three petrol engines and two diesel engines which are as follows: Petrol 0.9 litre turbo charged, 90BHP 3 cylinder engine. 0-60mph 13 seconds. Average MPG: 66 1.2 naturally aspirated, 75bhp 4 cylinder engine. 0-60mph 14.5 seconds. Average MPG: 51 1.2 turbo charged, 120BHP 4 cylinder engine. 0-60mph 9.5 seconds. Average MPG: 54 Diesel 1.5 turbo charged, 89 BHP 4 cylinder. 0-60 13.7 seconds. Average MPG: 88.3 1.5 turbo charged, 109BHP 4 cylinder. 0-60 11 seconds. Average MPG: 80.7 Please note these figures apply to the manual models and as you would expect the automatic has a slower 0-60 and reduced MPG. Driving the Clio The car I had on test was the 1.2 75BHP dynamique nav model with a manual gearbox which was well equipped with the previously mentioned sat nav as well as cruise control and cost £14,950 when new. The Clio feels at home in the city where its soft suspension absorbs all the speed humps however on fast country roads the soft suspension can cause the car become unsettled due to body roll. The light steering also suits city driving as its makes parking a doddle but can feel over assisted and not as precise for rural roads. At motorway speeds the engine can become a little noisy but this is balanced out by a nice cruise control system which was easy to use and allowed me to adjust the speed whilst activated which made the drive out of Belfast to Craigavon more relaxed. The main issue I found whilst driving the Clio was to do with the computer, predominantly with regard to the distance to empty function whereby it would not register below 40 miles of range which I felt was not as precise as it should be. On the other hand, I found the 7” touch screen easy to use and found the Sat Nav instructions clear and precise which was ideal when out in the lovely Northern Ireland countryside. The Motorists Guide View Overall, I felt the Clio was well spec’d and perfect for those living in the city due to the Clio’s driving characteristics. This is also complimented by good build quality and good value for money which makes the 4th generation Clio the best yet. Click here to see Mk3 Renault Clios for sale

Steve reviews a timeless classic which every beetle owner or enthusiast should own. This book is probably one of the oldest books that I will get to review, however, the information contained within it is still relevant today and starts off by describing the history of the Volkswagen Beetle. It then goes on to provide a very useful buyers guide which is a must-read for anyone wishing to purchase a Volkswagen Beetle. This book will mainly appeal to those Beetle fans who have or want a Baja Beetle or Wizard roadster, as it provides step by step guides on how to build both. I appreciate that in this day and age enthusiasts would be less inclined to build either due to the price of Volkswagen Beetles but it will surely help those who are trying to restore either a Baja or Wizard Roadster. The VW Beetle Custom Handbook will also appeal to fans of the Cal Look as the author has gone into great detail to explain the Cal Look and the history behind it. Furthermore, this book examines the racing pedigree of the Volkswagen Beetle and the modifications owners can undertake to improve performance, stopping power and drivability of their pride and joys. About the author: Keith Seume has been on the air-cooled Volkswagen seen for over 30 years and is well known amongst air-cooled fans, partly due to him being an editor of Volksworld Magazine and the former Custom Car Magazine. Furthermore, during the 1980s he participated in drag racing in his 1952 turbocharged ragtop Beetle. The Motorists Guide View: Despite this book being over 20 years old, it does not detract from the reading experience and is full of valuable information for Beetle enthusiasts. Not only were the guides useful, but the book is also full of pictures which would be invaluable to an enthusiast wishing to work on their Beetle at home. Bibliographic information: Publisher: Bay View Books LTD Publication: 1992 RRP: 12.95 ISBN: 1-870979-30-3 Binding: paperback Extent: 159 Illustrations: 250+

Steve reviews another book about abandoned automobiles, Sleeping Beauties USA This book is very similar to that of Roadside Relics, America’s Abandoned Automobiles as described in my previous review, however, that is where the similarities end. This book is shorter than Roadside Relics, but this does not make it any less interesting as each vehicle mentioned has a picture and description that covers two pages. Furthermore, Sleeping Beauties includes European manufacturers as well as the American counterparts which may increase its popularity. About the author Bjoern Marek lives in Miami, Florida and works as head of sales, public relations and marketing for the automotive company ABT as well as being a keen author. The Motorists Guide view: Just like the Roadside Relics book, Sleeping Beauties will appeal to anyone who has a keen interest in abandoned automobiles and I thoroughly enjoyed reading it. I found the pictures fantastic and many were of a better quality than those found in Roadside Relics. My only criticism of this book was that I found it not long enough and I was left wanting to read more but overall it was a great read. Bibliographic information: Publisher: Veloce Publication: 2010 RRP: 14.99 ISBN: 978-1-845843-46-5 Binding: hardback Extent: 96 Illustrations: 58

It cannot be denied that the Ford Escort has become a British motoring icon, and most people in the UK have encountered one. Either by your parents owning one, your mate’s dad owning one or having a ride in one to be dropped off into town. Since the launch of the Ford Escort in 1967 more than 4.1 million were built but now the Escort is becoming more of a rarity on our roads, but this should come as no surprise as the last one rolled off the production line in 2001 in the UK. The MK5 Escort was first launched in 1991 to replace the aging Mk4 variant and despite having a whole new body the mechanicals were transferred over from the Mk4 which meant buyers still made do with the HCS or CVH engines. As can be expected neither the motoring press nor consumers were fooled and as such the Mk5 got some negative press, excluding the RS2000. Ford set to rectify this in the later part of 1992 when the Mk5b escort was launched, which boasted the brand new 16 valve Zetec engines as well as slight cosmetic tweaks and a stiffer body. This meant the Mk5b ended up with a similar front to the Mk5 but a rear that resembled the Mk6. In 1995 the Escort received its final facelift which became known as the Mk6 which included newly designed bumpers, bonnet and headlights. The alterations weren’t just cosmetic as the Escort gained a new interior including, dashboard and seats but equally as important improved handling. Throughout the Escorts production run both manual and automatic gearboxes were available, and in manual form the Escorts with the 105bhp Zetec or less had the IB5 gearbox which was taken directly from the Mk1 Fiesta. The 130bhp Zetec and RS2000 were fitted with the MTX75 gearbox which is believed to be tougher. Over the Escorts 10 year production run there were various models and special editions produced, a brief summary includes: L – entry level with wind up windows and no power steering on early cars LX – gained electric windows and power steering Finesse – gained air conditioning instead of the sunroof as well as alloy wheels. Mexico – only available on the Mk6 and unfortunately was just a special edition with special interior trim and white dials. Ghia – plusher seats, rear headrests, air con, electric mirrors, electric windows and electric sunroof Ghia SI - only available on the Mk5b and was designed to be a sporty 5 door, with RS2000 wheels, wooden inserts on the dash and door cards. Ghia X – Only available on the Mk6 and boasted leather seats and wood dash inserts on top of the usual Ghia trim. XR3i – only available on the Mk5/Mk5b and fitted with a 1.8 Zetec engine which either came with 105bhp or 130bhp and sporty interior. GTI – only available on the Mk6 and replaced the XR3i trim and gained half leather interior, sideskirts and rear bumper spats as well as Cosworth look alike alloy wheels. RS2000 – available in Mk5, Mk5b and Mk6 forms and in 4x4. They were all fitted with a 2.0 litre engine, upgraded gearbox and suspension on top of having disc brakes fitted front and rear. Driving the Escort Now I appreciate that the Escort will drive differently depending on the model and engine but on test I have a 1993 Mk5b LX 5 door model, which is fitted with the 1.6 Zetec 90bhp engine and IB5 5 speed gearbox. I have to admit this particular Escort is in very good condition for a 25 year old car, and with no visible signs of rust which is surprising as the Escort was notorious for rusting on the rear arches and sills. On unlocking the car manually by placing the key in the door I slide into the brightly coloured driver’s seat. On getting into this car it is amazing how our tastes have changed as beside the black dash the seats are a vibrant colour, but I appreciate not all Escorts were like that. It also amazed me how airy this car is, thanks to thin pillars and large windows which helped greatly with all round visibility. The dashboard is simple but well laid out, and you can see where switchgear has been taken from Fords from the 1980s. After putting in the immobiliser key I turn the ignition and the Zetec engine bursts into life, that for me is testament to the Zetec engines build quality. I wonder how many older Ford engines start on the first turn of the key? And to make it clear the engine on this Escort has never been apart and has covered 112,000 miles. On the open road you have to drive the Escort as there are no electronic aids to help you, not even Anti-Lock Brakes unless selected from the options list. The benefit of this is that it gives you a greater feel of what the car is doing but it can become slightly fidgety if you hit bumps in the road too hard at speed, as the suspension doesn’t absorb the bumps as well as a modern car. This may have well been improved on the Mk6 model but some care is required as the steering can be slightly vague, but this is almost to be expected as the car is a quarter of a century old. The 1.6 Zetec naturally aspirated engine being revolutionary in its day isn’t going to win any drag races against modern cars as I found it accelerated the same as a modern 1.2 Fiat 500. None the less it made a refreshing change compared to the small turbocharged engines you find in modern day hatchbacks and it had no problem travelling at motorway speeds. However, at higher speeds wind noise becomes prevalent which requires the radio to be turned up. But then again, I am not surprised due to the age of the window rubbers. The gearbox was smooth, but it could have benefited from a 6th gear to help quieten the engine at motorway speeds. Overall, I enjoyed driving the Escort as I felt more involved with the driving experience compared with modern cars as I found it bare bones motoring. To buy one as an appreciating classic will depend on the spec and condition, but I would expect prices to rise in the next few years once the Mk4 Escort prices rise the same way as the models before it. But until that time I feel the Mk5 and Mk6 Escort are still considered as disposable but in light of that, now might be the perfect time to buy one. Click here to see Ford Escorts for sale : The Escort models that I consider will become desirable and classic are: RS2000 4x4 RS2000 2WD XR3I GTI – both 3 and 5 door but more so the former. Ghia SI Early mk5 models – early production run Final production run cars Most cabriolet models Potentially classics: Mexico Ghia Ghia X Please note I have deliberately excluded the Escort Cosworth from this article as it is a guaranteed future classic.

Steve reviews PT Cruiser Chrysler's classic design for a modern age The Chrysler PT cruiser is very much a Marmite car, you either love it or hate it. However what can not be disputed is the models success and how it brought a new wave of customers to the Chrysler brand. The automotive historian Robert Ackerson has written this superb book documenting the history of the PT cruiser from it's design phase up to 2007 which is when this book was released. The book is well written and the author has taken alot of time to carry out hid research. The book covers every PT cruiser model up to 2007 on 192 pages as well as being supported by colour pictures. Furthermore the author has listed ever conceivable optional extra available as well as including sales figures for the PT cruiser. About the author: Robert Ackerson grew up in Rockland county, 18 miles from New York City. He started working in the education sector before having a career change to become a writer automotive history. The Motorists Guide view: Whether you own a PT cruiser or have an interest for them then this book is a must have for any PT Cruiser enthusiast. I found the book very informative and the illustrations were of great quality. Overall the book was a pleasure to read and I'd happily read it again. Publisher: Veloce Publishing Publication: 2007 RRP: £19.99 ISBN: 978-184584039-6 Binding: paperback Extent: 192 Illustrations: 200+

I intended to find out by test driving the new MG3 which is a new small hatchback and designed to bring the MG back to the masses. The MG3 I had on the test drive was the top of the range Style model with a price tag of £11,695. With any new car in this highly competitive sector first impression count and the MG3 does not fail to disappoint. All MG3’s come with a meshed front bumper, low slung daytime running lights and a rear diffuser which give the MG3 a sporty appearance. This is further enhanced on the 3 Form Sport and Style models with 16 inch alloys, side skirts square exhaust trim and a rear spoiler. Just like similar cars in its class, such as the Mini or the Fiat 500 owners have a further option of adding sticker kits or changing the colours of the wing mirrors or wheels to add a personal touch to their MG3. The sticker kits start at £89 for the bonnet or £258 for the roof and bonnet whilst painting the wing mirrors an alternative colour will set you back another £70.40 Moving into the cabin and sinking into the supportive bucket seats and gripping the leather-wrapped steering wheel it is clear that the sporting touches have been carried on into the interior. The seats, for example, are covered in a silver coloured fabric, with a red pattern and black side bolsters. Leather seats are standard on the 3 style model but unfortunately, they are not heated. The door handles, vent surrounds, radio surround, climate control surround and steering wheel spokes are painted silver to contrast with the black dash and door cards. The interior is well thought out with plenty of cubby holes and is surprisingly spacious with plenty of leg room for rear passengers, along with ample headroom due to the high roofline. The high roofline helps to cabin to feel light and airy and provides good rear and side visibility. The boot is of a good size too, providing 285 Litres of space and there is room for a space saver spare wheel which is a £120 extra. The materials used in the interior are of reasonable quality but are built to a price which is to be expected of a car costing less than £12,000 new. However, the interior does not feel brittle and is well put together unlike some British cars built in the 1970s and 80s. The MG3 comes with a good amount of equipment as standard such as electric windows for all four doors, steering wheel controls, a CD player with MP3 compatibility, central locking, Hill hold control, Stability control, cruise control (excluding 3time) and 6 airbags. The top of the range Style model also has air conditioning, climate control, reversing sensors, automatic lights and wipers, DAB radio and smartphone integration. On pushing the engine start button, the four-cylinder 1.5 litre (1,498cc) petrol engine that produces 105bhp and 101lb ft of torque bursts straight into life. This engine is standard across the whole MG3 range and at this time of writing is the only option. The engine was designed and developed at the Longbridge plant in the new engine testing facility. Approximately £500 million pounds has been invested by MG’s owners SAIC into the Longbridge site. Despite the MG3 lacking in engine options, there is a turbocharged version of the 1.5 litre engine under development and a prototype MG3 currently being tested by MG at Longbridge. However, the engine could be the MG3’s Achilles heel as it is not as fuel efficient or as good for the environment as some of its competitors. The combined fuel economy is 48.7mpg and emits 136g/km of C02. Furthermore, the engine has to be worked hard so in order to progress which as a result makes for a noisy experience. In comparison to the engine, the handling of the MG3 is superb and was tuned by engineers in the UK. The engine's power is delivered through a 5-speed manual gearbox which in turn powers the front wheels. The wheels are kept firmly on the road by a suspension and chassis set up which keeps the MG3 feeling taut and composed through the corners and provides a great supply of grip. This permits the driver to have confidence in chucking the MG3 into corners and allows them to have good fun when the opportunity arises. The hydraulic power steering further aids the driver with confidence by being exact and giving the driver a good response and feel to the road ahead. Overall the MG3 is well equipped as well as being competitively priced and seems geared towards younger buyers who will appreciate the sticker kits, sporty looks and low insurance group (group 4). These younger buyers will be able to overlook the engines flaws and appreciate the MG3’s handling and rarity in comparison to the Ford Fiesta or Vauxhall Corsa which are commonplace. Click here to see MG3 models for sale

Steve reviews Roadside Relics American's abandoned automobiles With over 250 large colour pictures Roadside Relics America's abandoned automobiles highlights some of America's lost or forgotten vehicles in breath taking locations, which the author has found on his many travels around the United States. The book has 208 pages which the author has used to cover most American vehicle manufacturers from AMC through to Willy's, and gives an insight into the manufacturer or vehicle model in question. About the author: Will Shiers is a motoring journalist who has written regular features for Classic American magazine and is currently the editor for Commercial Motor magazine. He has travelled the United States for over a decade collecting pictures for this book and the results speak for themselves. The Motorists Guide view: Needless to say I couldn't put the book down and thoroughly enjoyed reading every page. So whether you love classic cars, American cars or abandoned cars or locations then this is a must have for you. Bibliographic information: Publisher: Motorbooks Publication: 2010 RRP: 14.99 ISBN: 978-0-7603-3984-8 Binding: paperback Extent: 208 Illustrations: 250+ Also available on Kindle