Review Of Takeuchi Track Loader

Review Of Takeuchi Track Loader - The Takeuchi track loader lineup include some of the most productive, versatile and nimble machines available in the industry. With models weighing from just over 8,000 pounds to nearly 12,000 pounds customers are sure to find the machine that suits their needs. The TL8 is powered by an efficient reliable 3.3 liter turbocharged diesel engine producing 74 horsepower which meets current EPA Final Tier 4 Standards. The TL10 and TL12 are both powered by 3.8 liter turbocharged diesel engines that produces between 92 with 110 horsepower. These power plants meet current EPA Interim Tier 4 Standards for their horsepower classification. Takeuchi travel motors feature a double reduction planetary drive system that delivers impressive performance. When combined with other standard features, such as, two speed travel, the operator is able to increase productivity and efficiency on larger job sites. Perhaps one of the most unique features on Takeuchi compact track loaders that truly separates us from the competition are the over-sized undercarriage components.

Takeuchi does not take a one-size-fits-all approach to our sprockets, rollers and bearings In fact Takeuchi's theory is quite the opposite. Since the undercarriage and frame are the heart of the machine they should also be some of the most durable parts on the loader. The rear roller is also positioned directly below the sprocket allowing additional sprocket teeth to engage the track allowing for greater transfer of power to the track keeping the machine moving and prolonging the life of the undercarriage. Another performance enhancing feature is the radial boom design, which delivers superior power for excavating and moving material, while providing a strong stable platform for a variety of attachments. This design provides better visibility around the machine and contributes to the excellent balance of the Takeuchi compact track loader. All Takeuchi track loaders are equipped with cushion boom cylinders that provide a smooth stop for both the up and down positions reducing shock on the machine and operator. The tilt back operator's station easily raises to provide access to both engine and hydraulic components. 

When lifted, it also provides access to both the fuel and oil filters for simple replacement during routine maintenance. As you operate the machine, you realize the responsiveness and precision that can only be found in Takeuchi's fully hydraulic pilot joystick controls. With just the slightest movement of your fingertips you are in complete command of the machine, utilizing a system that has proven to be one of the most reliable designs in the industry. Cab models are well-appointed and includes a standard hydraulic quick attack, heat and air conditioner, wiper with washer, opening side window, and a rollup door that may be left in the upright position during machine operation. Thanks for read Review Of Takeuchi Track Loader.

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Toyota Prius 4K 2016 review

Toyota Prius 4K 2016 review - Hybrid cars have come some what of a normality over the past twenty years, with many new hybrids now indistinguishable from conventionally powered cars. But one car that's retained its radical and futuristic appearance throughout its lifespan and is now the fourth-generation, is the Toyota Prius, the original kingpin of hybrid, the first mass-produced hybrid car in fact. But with a growing hybrid market, can it retain its appeal and its relevance? Unlike its exterior design that remains rooted in reminding people that yes, this is indeed a glimpse of future automation, Toyota has actually made the Toyota Prius drive, well more like a regular hatchback. 

And the latest generation model, which has a lowered centre of gravity by 29mm, is actually the most familiar hatchback-like experience ever in a Prius. You’ve now got more control in the corners and what has always felt like a big car, feels less so and easier to drive. Yeah the ride is a bit stiffer than previous models, but it is still very comfortable. But the Prius isn’t exactly what you would call fun to drive, it still leans in the corners, the steering still lacks a bit of feel – but "oh I want a really sporty car to drive, one that corners really well, I think I'll get a Prius" said no one ever. 

Toyota Prius 4K 2016 review (Image Source : youtube)

But let’s talk about its all-important hybrid personality. So, the Prius is an automatic and is powered by a 1.8-litre petrol engine and an electric motor, the latter being powered by a battery, and together they produce 121bhp and up to 165Nm of pulling power. And the relationship between the engine and the motor ultimately allows for pure electric driving where possible, be it slowly moving through traffic or if you actively press this EV mode button. And the transition between the engine and the motor is incredibly seamless. Battery power isn’t unlimited though, and you will need to be replenished through regenerative breaking. 

Now, Toyota claims that this Excel model emits just 76g/km of CO2 and can return up to 85mpg. Now you are unlikely get that, but we found from a mixture of town and motorway roads, we’ve been getting between 60 -70mpg depending on traffic of course. And to help you achieve these efficient figures you can actually activate Eco mode, and that reigns in the throttle sensitivity a bit. Alternatively you can activate Power mode, which gives you all the cars power at once and is ideal for getting ahead at the lights and getting into lane. 

The interior of the Prius has definitely moved with the times as well. Gone are those microwave-esque displays, in place of a detailed, colourful instrument cluster and you also get this window-like touchscreen, along with some softer to the touch materials – certainly an improvement over the older model. And you also get some design quirks that remind you that this isn’t just a regular hatchback, like these white highlights in the centre, these funky doors and these really comfortable seats. And these leather seats are actually added as part of the flagship Excel trim, as is the reversing camera, the wireless charging, the heated seats and the traffic sign recognition. 

From a comfort and convenience point of view, I've not really got any complaints with the Prius, I mean there are a few little things, like the awkward position of the heated seats button, the split rear wing which hinders visibility a bit, kind of reminds me of the Honda Civic actually – and speaking of the Civic, this bulky dashboard kind of reminds of the Civic as well and it does take a while to get used to. The Prius has always been impressive with rear passenger space and this model is no different, there’s tons of leg room and well there's not an abundance of headroom but there is enough to get comfortable. And you need to bear in mind as well that the battery has actually been moved under these rear seats. 

And there's still plenty of space on offer. A middle passenger though may be a bit of a squeeze especially when it comes to elbow room The boots impressive as well and thanks to the battery being shifted to those back seats there is more space than ever with 502 litres available with the seats up and 1,633 litres with the seats down. But what I like most about this boot is the wide opening, I mean it's huge! If you have a typical hatchback budget then the Prius may be slightly out of reach, with prices starting from £23,500, or £28,000 if you go for this Excel model – so you're looking at more of a saloon segment kind of price or other hybrid hatchbacks like the Lexus CT. It is still one of the leaders of the pack for running costs though and warranty, with a five-year 100,000 mile package, and other incentives as well like 3-year paintwork cover. 

In my opinion, you either get the Prius, or you don’t. You see for those who are caught up in the wave of newer hybrid additions, the Prius may just seem like an oddball and you may be thinking why sacrifice looks when I simply don’t have to. And that's fair enough but i think if you’ve previously owned a Prius or if you're living with one for a while, you will definitely start to see the appeal. The comfy ride, the impressive efficiency and the plentiful practicality. I’ve certainly got a soft spot for the Prius anyway. But what do you think of Prius? Would it still be your go-to hybrid if you were in the market for one? Let us know in the comments section below

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Peugeot 208 GTI 2016 Review

Peugeot 208 GTI 2016 Review - Since Peugeot launched its famous 205 GTi in 1984, it’s been going through the dreaded ‘second album phase’ with fan boys constantly asking the question – will anything ever instil the same hot hatch panache as the beloved 205? Well, the Peugeot 208 GTi has been received incredibly well since its launch in 2012 – so well that Peugeot launched a limited run of 30th Anniversary special edition models – which later went on to inspire a new range-topping model in the standard range, which is this, the 208 GTi by Peugeot Sport. So as well as getting the standard exterior GTi treatment with a larger rear spoiler and chequered-grille – this also gets 18-inch matt black alloys, red Brembo brake callipers at the front and a host of performance-inspired changes, which we will explore in a few minutes. This Peugeot Sport model also gets appropriate badging and some additional red highlights inside as well with these red carpet mats – very snazzy – and the red stitching you find in the standard GTi is now added to these figure-hugging Alcantara sports seats, which might I add are brilliant, definitely one for the office chair wish list. Now as this interior is very similar to the standard 208, let alone the 208 GTi, it offers a very plush, up-market finish, without going overboard with toggles and switches, thanks to Peugeot’s de-cluttering design. And I think this is one of the most solid hot hatch interiors actually. 

Kit wise you get DAB radio, parking sensors, sat-nav and air-con – plus you get the likes of this leather-wrapped gearstick and steering wheel. And this steering wheel, again carried over from the standard 208, remains the rather small elephant in the room. I think it definitely suits the GTi more than the standard model, but many will still find that it can block the speedometer, depending on your height of course. Oh yes, due to the GTi only being available in a three door, you get these heavy, wide-opening doors, worth noting if you have a cramped driveway. Now looking into the back seats you may not expect there to be much space, but – you will be pleasantly surprised when you’re back here. Leg room is par for the course, but head room is great… bit of an optical illusion really. Boot space is manageable at just under 300 litres, so small shopping bags and rucksacks shouldn’t be an issue. So, on paper, what is different about this range-topping model? Well, it has wider front and rear tracks, a 10mm lowered ride, special shock absorbers and springs and it even has a Torsen Differential – helping it appropriately distribute torque to either of the front wheels. 

But what does all this mean? Well, you get tons of grip that allows you to grapple onto an apex and slingshot your way out of a bend, the steering is weightier and more responsive and the ride is firm enough to keep the car planted, but not so much that it shudders over bumps – it’s actually quite comfortable. It does have its limits and niggles of course, like its torque steer under heavy acceleration – the small steering wheel doesn’t help here – and it can break loose when pushed hard, especially in the wet. But once you get used to how the car behaves, you learn from it and find it’s easily manageable. Of course the likes of the Ford Fiesta ST doesn’t have this problem. There’s no denying the GTi’s composure though. And the Brembo brakes and Michelin Pilot Super Sport tyres really fill you with confidence when you squeeze the brake pedal, very important when gunning it on a B-road. This six-speed manual is quick and snappy as well. Under the bonnet is a 1.6-litre turbo petrol producing 205bhp and 300Nm of torque, getting it from 0-62mph in 6.5 seconds. 

It comes accompanied with a decent rumbling soundtrack as well. And you don’t have to work this engine very hard at all to get tasty results – and it’s got that great mid-range punch too. One of the best attributes of the GTi though is arguably one of its worst ones as well. Cruise around town and its sensible styling and comfortable ride make it feel like a normal supermini – great news for some, but not necessarily for hard core hot hatch fans. You end up seemingly paying a price for that subtle hot hatch package as well, with GTi prices starting from around £19,500 – that’s about the same price as a top-of-the-range Fiesta ST. And you’ll pay around £22,000 for this Peugeot Sport one. Fuel economy is pretty good though, as you should get an average return of around 40mpg and up – depending on how much you hoon it. The Fiesta ST may be the better track day option, but the 208 GTi can still hold its own on a twisty road – and it will certainly go down in the history books as a great, competent hot hatch. And if you are a younger driver that wants to pitch a car to your parents and hide its beast lying beneath the surface – then this might be right up your street. Thanks for read Peugeot 208 GTI 2016 Review.

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Ford Galaxy 2016 Review

Ford Galaxy 2016 Review - If you’ve got a ‘go large or go home’ attitude and the seven-seat Ford S-MAX simply isn’t big enough for you, then the next step in Ford’s MPV range is this, the Galaxy. And although it’s based on the S-MAX platform, it’s just that tad bit more practical and luxurious. And okay, it’s not going to be a huge seller for Ford, but the Galaxy is more like it’s second fighter in the MPV ring, helping it tag team competition like the SEAT Alhambra and the Citroen Grand C4 Picasso. Now let’s just forget for a second that this is an MPV. I mean, even by saloon standards, this interior is lovely. You’ve got your obligatory couch-like, leather seats, standard kit that includes DAB, Bluetooth and Ford’s voice-activated SYNC2 system – plus, this Titanium X model comes with a reversing camera. And the layout is really no-nonsense and easy to understand too. As it does fall into that luxurious bracket, the options list lets you really splash out. For example, with this Titanium X model we have a SONY navigation system, £450, and Adaptive cruise control & Active city stop – which cost £900. The Titanium X model does get self-parking capabilities as standard though. One thing that has managed to irritate me on numerous occasions is the positioning of the electric handbrake, which is on the other side of the centre console, so you may end up encroaching on your passengers’ personal space. 

Someone’s comfort is usually jeopardised when it comes to seven-seaters – but that’s not the case in the Ford Galaxy. I mean sitting back here there’s tons of space, tray tables and adjustable seating positions for each individual seat, allowing you to recline or slide these forward, which still leaves you with enough leg room to get comfortable. And, hop into the furthest seats and you almost feel like you are in the second row again as it manages to stamp out the usual third row niggles of an MPV - the seats are slightly raised so your knees aren’t high up, there’s loads of headroom, cup holders for good measure and huge windows to avoid claustrophobia. £400 if you want that. Now, when you’ve got all the seats in place there’s only 300 litres for storage, but that’s still more than its key competitors. Use this incredibly clever switch to fold the third row down, which can also electronically fold them back up, and you get 1,301 litres of space. Press this and fold the second row and you have 2,339 litres – that’s more than the Grand C4 Picasso and Alhambra – you also get a flat, van-like loading surface. 

Engines are plentiful in the Galaxy – and there’s even two petrols to choose from, a 158bhp 1.5-litre EcoBoost and a 237bhp 2.0-litre EcoBoost. But come on, a massive seven-seat MPV, you don’t want a petrol. Which brings me on to the diesels. Now, all diesels are 2.0-litre units, but power outputs include 118bhp, 148bhp, 178bhp and 207bhp, the 207 one being bi-turbo. But as you may expect, you are better off going down the middle for either the 148 or the 178 that we are driving today, because they offer the best balance of power and efficiency. This 178bhp model can reach 62mph in under 10 seconds, which for a car its size is very impressive, but it still only emits 129g/km of CO2. MPG wise, it claims to return an average of around 56mpg – but expect more like 40-45mpg in day-to-day driving. When it comes to six-speed manual or six-speed Powershift automatic, the manual models are more efficient, but the automatic just seems to suit the car that bit better – especially when it comes to motorway cruising. Speaking of motorway cruising, and the fact that it’s an MPV, comfort is of course a priority and the Galaxy is on the money, as it eats up bumps with ease, it’s incredibly well-refined from the likes of wind and road noise and there’s loads of glass around, so you always feel… I don’t know, nice and fresh. 

And even though it is uber comfortable, the Galaxy’s still got a bit of personality about it when it comes to its drive and engagement levels. I mean you’re unlikely to be thrashing it around a country road, but if your route requires that type of driving – then you can go into it confidently. As with the C-MAX and S-MAX models, prices for the Galaxy are quite steep, starting at around £27,000 – or closer to £35,000 if you go a bit tick box crazy with the options. But what it really comes down to is whether you want to go above and beyond necessity. There are plenty of seven-seat MPVs out there that do the job. But if you don’t want it to simply ‘do the job’ and you are after top notch comfort and practicality – and general ease of use – then the Galaxy is spot on. Thanks for read Ford Galaxy 2016 Review.

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Jeep Wrangler 2016 Review

Jeep Wrangler 2016 Review - If you’re the type of person who wants a proper, rugged off-roader that looks like something the army would use, then allow me to introduce you to the Jeep Wrangler – a 4x4 inspired by the old Willys Jeep of World War II. Of course, from the outside it certainly fits the bill, with huge wheel arches that make it look like it’s flexing its muscles, a rear-mounted spare tyre and a black paint job that – maybe Batman would pick if he moved to the countryside – but what’s it like as a whole package. Well, its rugged character starts before you’ve even got in, because when you click the key, it sounds like someone un-bolting a large cellar door. Once you climb in – emphasis on climb – there are a few other features that give you that raw and rustic feel as well, like the old school, letterbox windscreen, removable roof panels and, as always, Jeep has dotted some of its little emblem Easter eggs about the place. Build-quality wise, everything seems solid, there are loads of scratchy plastics – but that can be said for a lot of down and out 4x4s – Land Rover Defender included. It’s not short of toys though, this mid-range Overland model gets a Uconnect touchscreen with USB compatibility and sat-nav, cruise control, climate control and you even get heated leather seats. You get a few useful storage compartments as well, including this huge centre console that can swallow a War and Peace-sized owner’s manual. 

Once you squeeze in these submarine-like doors – mind you head – space isn’t too bad, well head room is okay, foot well room… not as good. We would definitely advise the 4 door Wrangler though – the 2 door is just a nuisance. Swing this tailgate open and pop the glass and you have almost 500 litres of storage space – and this rubber mat makes it a bit more hard-wearing too. You can fold these seats down and the headrests fold back, but you will have to remove the centre headrest yourself. Do this and you get 935 litres of space. You can either go for the V6 petrol or the torquier 197bhp 2.8-litre diesel, which is what we’ve got, and this sprints from zero to 62 in under 11 seconds. And you can probably tell just by me revving it out, that yes, it’s very loud, you can clearly hear it grumbling and whistling under the bonnet. Personally though, with a car like this, I think that’s all part of the rugged experience. 

There are aspects of its road manners that will most likely rub all drivers up the wrong way though, like its vague steering, questionable body control when you take corners at speed and the way it can shake when you hit large bumps on the road. It’s manageable, as long as you are sensible, but there is no denying that day-to-day, the Wrangler feels like a bit of monster. If you want to channel its mammoth characteristics and four-wheel drive, then you will want to take it off-road. Here it’s a different story, because its utilitarian personality pays off as the Wrangler can pretty much climb, scale or mount anything. Ideal of course if you live on a farm. Its massive wheels and substantial ground clearance obviously help here. There’s also something called shift-on the-fly, which allows you to change between two-wheel and maximum-grip four-wheel drive when you are on the move by the shift of a lever – although this is quite obviously located for left-hand drive models. 

Although some may prefer a manual for off-roading, the five-speed automatic we’ve got is probably your best bet all-round as the manual requires a lot of work and can really take it out of you. The Jeep Wrangler is definitely not cheap though, starting between £30,000 and £32,000. To put that in perspective – a Land Rover Defender cost from £23,000. Saying that, some of the Jeep’s equipment was never available in a Defender. The Wrangler is a real mean-machine off-road – and sure, there are certain elements of its interior and drive that could do with some work – but this car is almost ten years old, if you look past its numerous refreshes, plus those who need its off-roading prowess probably won’t care about any of the other stuff. Whether you would go for this or a nearly-new Defender will certainly come down to badge loyalties and of course price, because both are highly-capable off-road. Thanks for read Jeep Wrangler 2016 Review.

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Nissan Juke Nismo RS Review

Nissan Juke Nismo RS Review - The Nissan Juke is one of the original crossovers, offering a quirky alternative to hatchback’s like the Volkswagen Golf, and it has proved to be a smash hit for Nissan. The Juke was face-lifted in 2014 to keep it fresh against a slew of new rivals, and the car behind me was also tweaked. Called the Nissan Juke Nismo, and now the Nismo RS, it offers something quite unique, because it’s a crossover with the specification of a hot hatch. Power has been increased from 197 to 215bhp, the Juke’s body structure has been reinforced and the brakes and suspension uprated. So what’s it like? Well, the driving experience is actually a bit of a mixed bag, with some things we love, and some we don’t. The steering wheel feels great thanks to this grippy alcantara covering, but because it only adjusts for rake, getting comfortable can be tricky. Set off and the steering feel is good and the gearbox is superb, slotting into place really quickly and with a lovely mechanical feel. The ride quality is also pretty good, so the Juke is more comfortable day-to-day than something like a Fiesta ST, but, it’s the 1.6-litre engine which lets the side down. Where most modern turbo petrols pick up from really low down, the Nismo’s is quite lethargic below 3,500rpm and then feels strained above 5,000 revs, so you are left with quite a narrow power band to get the best from it. 

For such a sporty car, it also doesn’t sound like it relishes being exploited. Drive along a country road and the Juke’s extra height gives you a good view of the road and the suspension works well, allowing some body roll, but keeping the car planted and stable, without getting upset by bumps. Front wheel drive versions like this one get a limited slip differential, which helps the car hold its line when you accelerate through a corner, while four-wheel drive versions only come with an automatic gearbox, so wouldn’t be our choice for driver involvement. If you are familiar with the Juke, the Nissan Juke Nismo RS will be familiar, but with go-faster touches. The best option to tick is the one for these Recaro seats, which might come with a hefty £1,300 bill, but really change the character of the car and pin you in place. Beware though, this side bolster does make getting in and out a bit of a workout. It’s also worth considering Nissan’s Safety pack (use B-roll), which adds Around View Monitor, Safety Shield, Lane Departure Warning, Blind Spot warning and Moving Object Detection to help avoid collisions. Being fairly tall, headroom shouldn’t be a problem and there’s just enough room in the back for two adults. 

There are also two deep cupholders in the front, large door bins and a place for your wallet and keys in the centre console. The boot was improved for the facelifted Juke, and with 354-litres it’s not far off a Golf’s in size. The artificial floor can be moved and the rear seats folded down if you have more luggage to carry. It’s another vote for two-wheel drive here, because the four-wheel drive system takes up precious space, shrinking the boot to 207-litres. Nissan say’s the Nismo RS is infused with maverick engineering, and we’d agree. Our favourite thing about it is the fact no one seems to know there’s a quick Juke, so driving this oddball makes journeys rather amusing. But, despite its abundent character, there’s no denying the hottest Juke isn’t perfect, and a car lower down the range would make more sense for most people. 39mpg economy and a gruff engine won’t suit everyone, but like the Juke’s looks, this is a polarising car and some customers will absolutely love it, warts and all. Thanks for read Nissan Juke Nismo RS Review.

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Skoda Yeti Monte Carlo Review

Skoda Yeti Monte Carlo Review - When it was released in 2009, I didn’t expect the Skoda Yeti to do as well as it has, because it’s boxy, utilitarian shape seemed out of kilter with the rest of its stylish crossover competition. But the fact is, it quickly become one of the most talked about cars in its segment, and for all the right reasons. Refreshed in 2014, the Yeti line-up offers everything from 2WD city dwelling models to 4WD Outdoor models – and even this style-orientated Monte Carlo edition. Regardless of which model you go for though, Skoda claims that the Yeti offers a balance of performance, style and family practicality. Well, let’s see if it lives up to that promise. The interior may not be that quirky or stylish, but it does offer a familiar Volkswagen Group feel, meaning build quality is great. This chunky steering wheel along with a slightly raised ride height, offers a solid, SUV feel as well. Equipment levels can be lavish if you go for the likes of the flagship Laurin and Klement model, but entry-level Yetis are well-equipped too, with Bluetooth and MP3 compatibility, air con and a host of safety kit. The Monte Carlo model gets dipped in vibrant red and black paint and has a custom body kit, sportier seats and carbon touches added to the dash. The rear and boot is what really impresses though Leg and head room is great in the back, but it’s the flexibility of being able to slide the whole row back and forth and even recline that gives it the edge over some of its competition. These clever seats also come into play with storage space, Open the boot and there is 416 litres on offer, a tad smaller than the Nissan Qashqai. 

However, there are loads of different folding seat combinations, courtesy of Skoda’s Varioflex seating system. You can even take the rear seats out all-together, allowing for 1,760 litres. So in this case, it beats the Nissan Qashqai and Peugeot 3008 for overall storage space. You may expect the Yeti to be quite bland to drive, but that definitely isn’t the case and you’re sure to be surprised how nippy it feels. It certainly doesn’t sway into bends like its boxy shape might suggest. Its steering adds to this enjoyable feel, with plenty of feedback and weighting that is not too light or heavy – offering a great mid-point between inner city and outer urban driving. The only time you will ever register its boxy looks is when it comes to visibility, but that is for all the right reasons, as there is plenty of glass around. Actually, tell a lie, you will be reminded of its boxy shape at motorway speeds – because unfortunately there’s some wind noise. 

A plus point for refinement however is its composed suspension set-up. Its ability to tackle multiple environments is reflected in its engine line-up, as the range starts with a 104bhp 1.2-litre petrol, and is topped off with a 168bhp 2.0-litre diesel, which we’re driving now. And with this diesel, you get plenty of punch, and a 0-62 sprint time of just 8.4 seconds, although it is accompanied by a fairly large rumble. The efficiency option is the 1.6-litre Greenline diesel, which will return an average of around 50mpg, not quite on the same level as the Qashqai and its 70mpg figure though. As I mentioned earlier, the Yeti does come in four-wheel-drive, so it’s more than capable of tackling dodgy mud trails and the added traction will easily get you up a slippery hill. Some will argue that crossover SUVs are all about style, and the Yeti goes against the grain in that respect. But the undisputable fact is, it sells. And although it may not be a typecast crossover SUV in terms of looks, it offers a surprisingly enjoyable drive and plenty of comfort. Thanks for read Skoda Yeti Monte Carlo Review.

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Mercedes SLK Review

Mercedes SLK Review - Now in its third generation, the Mercedes SLK has carved itself a niche as a comfortable, stylish roadster, which is particularly good to live with day-to-day thanks to its folding hard top roof. And, despite MERCEDES mastering the tin-top roadster in the 90s, all its rivals, like the BMW Z4 and Audi TT roadster still come with a soft top. So, is that alone enough of a reason to choose the Merc? Time to go for a drive. It's a cold October morning, so we're starting with the roof up, and you know what, you can see why MERCEDES' engineers came up with this design, because it really does feel like driving a coupe. Definitely a small coupe though, because it's quite snug in here and you sit very low to the ground. Mercedes offers x petrol engines, but we're in the 250d, which is really popular in the UK thanks to its punchy performance and spectacular economy, which sets it apart from all its rivals except for the TT. At first it's a bit odd hearing the diesel, especially when the roof is down, but Mercedes has done a good job of hushing any clatter and you soon get used to its muted growl. In fact, after a while I found myself enjoying the way you can whizz through the countryside at the crack of dawn, almost like you're in 'stealth' mode, without any loud cracks from the exhaust. Acceleration to 62mph takes 6.6 seconds, but the most important pub fact is xxxNM, which is how much torque it sends to the rear wheels. Oh, and there's now a standard 9-speed auto, which is smoother and faster than the old 7-speed tiptronic box, has nicer shifter paddles and improves the mpg to 64.2mpg How's the handling? Well, your opinion will probably depend on how you approach the Mercedes SLK. This car is fitted with AMG sport suspension and wheels, but it steel feels like a small grand tourer rather than an aggressive sports car. 

As a road car it works well, with lots of grip, enough comfort and precision to be satisfying and appeal to a wide range of drivers. What it isn't, is a car you'll take on track at the weekend, so if that's you, the Boxster will be more your thing. Nope, drop the roof, and the SLK is happiest at 70 or 80 per cent effort, threading between the hedges letting you soak up the sun, on those rare occasions we get any sun of course. Cruising along also gives you chance to enjoy the sLKs other big strength, it's well-finished interior, which takes its styling cues from the SLS supercar. With black leather, a really good to hold steering wheel and clear dials, this is a Roadster which treads a happy line between luxury and sportiness. This brushed aluminium not only looks expensive, but it feels it, because it's cold to the touch. The controller wheel for the COMAND system is intuitive to use, as are the climate control knobs, but there are quite a few buttons to get used to. The switch for the roof, thats neatly hidden under this leather flap, to avoid any accidental knocks. And, one thing you can't see, but you can feel, is the fact the SLK is shaped so the breeze goes over your head without spilling into the cabin and ruffling the you and your passenger even at fairly high speeds. 

The boot is easy to load items into and big enough for a weekend away, with 335 litres of space when the roof is up. But, if you want to stow the roof it shrinks to 225 litres and you need to pull this safety device down. The SLK isn’t cheap, costing from £33,020 for the 250d, while the range-topping AMG 55 is much pricier at £55k. It’s undercut by the Audi TT Roadster, which starts from £27,150, while the BMW Z4 costs from £29,690, but there are attractive finance deals available, which make the SLK more affordable than it first appears. The SLK offers drivers a small and affordable Roadster, which has feels expensive and looks stylish and has boasts comfort than its rivals. It's appeal doesn't lie in its ability to set track lap times, or ultimate handling precision, but just how easy and rewarding it is to own for the everyday driver. Thanks for read Mercedes SLK Review.

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Volkswagen Passat Estate Review

Volkswagen Passat Estate Review - Now in its eighth generation, the Volkswagen Passat Estate is a stalwart of the motoring industry, racking up 22 million sales worldwide. If it was a goalie, it would be considered a very safe pair of hands. But, as good as the last Passat was, it could never be described as particularly exciting. With sharper looks, a lighter body and stylish new cabin, the latest Passat is hoping to attract more customers through its sheer desirability, not just attractive leasing deals. Having just been made European Car of the Year, it’s off to a good start. We often praise Volkswagen interiors for their logical dashboard layouts and impressive quality, but not for being very daring. So, by VW standards this continuation of the vent detailing across the dashboard is borderline radical and gives the Passat a contemporary feel. Even the standard S model gets DAB radio, Bluetooth and eight speakers. Sat-nav is included with this SE Business trim level and above, bringing an crisp 8.0-inch touchscreen and the possibility of adding Car-Net. This brings online traffic info, points of interest and google street view. From later this year, you’ll also be able to choose a 12.3-inch display to replace the instrument panel, as seen in the Audi TT. 

The previous Passat was hardly pokey inside, but this one has a 33mm longer cabin thanks to all four wheels been pushed out to the corners of the car. Knee room for rear passengers is very good, as is head room. The estate’s boot has increased in size by 47 litres to 650, easily surpassing the Mondeo’s 500 litres and Insignia Sport Tourer’s 540 litres. The Passat is around 85kg lighter than before, the equivalent of asking one large adult to get out and walk. It also comes as standard with driver profile selection, sharpening up the throttle and steering in Sport mode. Like the outgoing model, the Passat makes an excellent motorway cruiser, but it also has faithful handling, with plenty of grip. It might not be exciting to drive, but comfort is excellent, with bumps soaked up with little fuss and very little noise in the cabin, which is crucial for the Passat owners who will spend several hours in their car each day. 

The all-diesel line-up starts with the 118bhp 1.6-litre TDI we’re testing, followed by a 148bhp or 187 2.0TDI and even a four-wheel drive 237bhp model. We’ve found the 11.0 second acceleration to 62mph of the 1.6 feels rather sluggish, so we’d recommend the 148bhp diesel which is expected to be the best-seller. The 1.6 will appeal to business drivers though, returning 68.9mpg and emitting only 107g/km of CO2, costing £20 each year in road tax. The latest Passat might only look subtly different, but that’s just the Volkswagen way, it’s actually been thoroughly improved. The interior is now so good it can hold its own against the likes of Mercedes and BMW, and the Passat is smooth and quiet to drive. The Ford Mondeo and Mazda 6 are slightly more fun to drive, but the gap is now far smaller and the Passat is a great all-rounder. Thanks for read Volkswagen Passat Estate Review.

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Audi A4 Review

Audi A4 Review - While crossovers and SUVs might be flavour of the month with buyers, the big German manufacturers still see executive saloons as critical to their success. So, this latest Audi A4 has a tough fight on its hands against some of the world’s best: the 3 Series, C-Class and all-new British upstart, the Jaguar XE. To win over customers, Audi has gone all out on its interior quality, smartphone connectivity and refinement. In fact, this run-of-the-mill A4 is about as quiet on the motorway as the A8 luxury saloon. Audi is already known for its great interiors, but even by its own high standards, the A4 is on another level. It looks incredibly smart in here, with a wing-shaped dashboard sweeping across the cabin. The large centre console is stylish and functional with the gear selector in this automatic doubling up as a hand rest when you’re using the MMI controller. Every button oozes quality, and little touches like the climate control icons which expand as you reach for them, just help to set the experience apart. 

Even the SE trim gets a seven-inch screen with Apple CarPlay and Android Auto, along with rear parking sensors. Unlike the 3 series, sat-nav isn’t standard, it’s fitted when you step up to the Sport trim, which also adds sports seats, a three-spoke steering wheel and better speakers. Choose the S line and you’ll get LED headlights and sweeping rear indicators, 18-inch wheels, sports suspension and a body kit. Of course, being an Audi there are plenty of options, like the Virtual Cockpit which we’ve already heaped praise on in the TT and Q7. Hop in the back, and the A4 has become more spacious, with 23mm extra legroom. It’s wider as well and you can sit three back here, so some may even question if they need the larger A6, when the A4 is this accomodating. 

As for the boot, it’s on a par with rivals and beats the XE, with 480 litres of space behind the folding rear seats. Of course, this being the saloon, the boot opening is wide, but its height is somewhat restrictive, so if that’s an issue you’ll be better off with the Avant estate with its larger hatchback. There are a couple of things you need to know about the A4. Firstly, it’s over 100kg lighter than before, and secondly it is incredibly aerodynamic, helping it cut very cleanly through the air. Now, along with improved suspension, you can really sense this as you drive, because the A4 both feels lighter on its feet and much quieter than before. In fact, this car is fitted with glazed noise-reducing side and rear windows, and at almost any speed it’s serene inside the cabin. 

We just drove to London and back in the same day for an event, and after 400-miles and about 8 hours behind the wheel, the lack of fatigue was really noticeable. Every part of the car, including these door-mounted and ridged door mirrors has been fine-tuned to reduce turbulence, cutting wind noise. There are of course lots of options to go for, including manual or automatic, diesel or petrol and front or Quattro four-wheel drive, so Audi has most bases covered. This car could be the pick of the bunch though, it’s the 2.0-litre TDI with 187bhp, front-wheel drive and an automatic. It gets from 0-62mph in 7.7 seconds so feels plenty fast enough, the auto suits the A4 far better than the manual and you can still return 67.3mpg. 

The 148bhp Ultra diesel might be even greener, but the step up in performance here is noticeable. The steering isn’t dripping with feel, but it’s accurate, and while the A4 never feels playful like the XE or 3 Series, it just gets you down the road with minimum fuss and in comfort. Yes, even with this S line sport suspension and optional 19-inch wheels, it rides pretty well, and comfort or adaptive suspension is available to make it even better. The A4 1.4-litre petrol starts from just under £26k, which gets you get an incredible amount of car for the money. 

This 2.0 TDI S line S tronic costs from £33,345, although this one has some quite pricey options, taking it up to £40k. It compares well with rivals though, even undercutting the C-Class slightly. The new A4 might look quite similar, but it is a very different beast. The way it drives, its refinement, efficiency and technology have all been given a major upgrade. Not only that, but the interior is a sensational place to spend time. It might not excite like the 3 Series or XE can, but if you spend more time on motorways than an idyllic mountain pass, the A4 will make a great companion and you might even start accepting far-flung meetings all over the country. Thanks for coming in Audi A4 Review.

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Hyundai i40 Tourer Review

Hyundai i40 Tourer Review - The business and fleet market can be a tough nut to crack, with competition ranging from everything like the Vauxhall Insignia to the Mercedes C-Class. So what about the Hyundai i40? The 2015 Hyundai updated its Hyundai i40 Tourer range with some new tweaks to its exterior, making it look much more modern and stylish, and rejigged its engines and transmissions. So let’s see what it’s got to offer. 

The i40’s interior has obvious traits of Hyundai about it, with this funnel-like dashboard shape that neatly houses all the whistle and bells and the brand’s unmistakable blue lightning, which looks particularly cool at night time. Equipment across the range lives up to Hyundai’s well-equipped reputation for high kit levels, with every model gets Bluetooth and USB connectivity a leather wrapped steering wheel with convenient audio controls and 16 inch alloy wheels. The SE Nav model we are driving is great for those who are going to be eating up motorway miles, with a touchscreen navigation system with a rear view camera, cruise control with speed limiter and heated seats. 

Its seating position goes hand-in-hand with its cruiser personality, with plenty of adjustment and supportive seats that really hug you in place which is great for long trips. Those chunky C-pillars do obstruct your rear vision a bit though. Although you are unlikely to have a full car of passengers, the i40 is more than capable, with leg room in the rear being enormous. And thankfully the slightly sloping roof doesn’t aped on headroom too much either But does this leg room threaten boot space nope, not one bit. There is 553 litres on offer with the seats up trumping its Insignia Sports Tourer and Mondeo Estate rivals, and 1,719 litres with the seats folded down. The only problem is that the seats don’t fold completely flat, which is worth noting if you travel up and down the country with a bike or plenty of luggage or a surf board. Motorway cruisers don’t necessarily need to be amazing in the handling department, because let’s be honest, you are going to be driving in a straight line the majority of the time. 

The Hyundai i40 though offers good levels of responsiveness and speed sensitive power steering, giving a bit more character to it as it can adjust accordingly. Its drive definitely offers more predictability and confidence than the Insignia, but the Mondeo still has the edge when it comes to agility. As long journeys will no doubt be on the itinerary, the i40’s supple suspension will serve you well, but, although the suspension masks the lumps and bumps in the road, the small thumping sound does still make it through to the cabin. The 1.7-litre diesel available comes with two power outputs, 113 and 139bhp. The 139bhp variant we are driving will return an average of around 50mpg in real world driving and emits 114g/km of CO2. is its coupling with a new seven-speed dual clutch transmission. Once you are up to speed this gearbox accelerates through the gears very smoothly, but when you are edging off at junctions or edging your way backwards on the driveway, it can be a bit jolty, and this takes some getting used to. 

With that said, it is very smooth and comfortable all-round and so much so, you end up coming to the end of your journey so relaxed, that you want to take a bath each to their own I suppose. Priced at £1,250 more than the i40 saloon, the Tourer model sits in between its ford and Vauxhall rivals at just under £21,000 and you know what, when it comes to driving dynamics and interior quality, it sits quite comfortably in between both those models. But let’s not forget its five year, unlimited mileage warranty which will be a particularly enticing proposition for anyone after a cruiser. Thanks for read Hyundai i40 Tourer Review.

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Nissan Qashqai Review

Nissan Qashqai Review - It says a lot about the rising popularity of the crossover that the format, along with superminis, made up the bulk of 2.5 million new cars sold in the UK last year. Surely then, it says a lot about the Nissan Qashqai as well, with more than a million of the things sold since it first launched back in 2007. People are buying Qashqais up like they're going out of fashion, but does it still have what it takes to keep up with fresher, newer rivals? Generally considered to be the first true crossover as we know it, the Nissan Qashqai aimed to combine SUV ride height and capability with everything people love about comfortable family cars. To that end, the cabin is big and spacious and quite well laid out with this large centre-mounted touchscreen. Although some leather panelling or something in the top trims would be nice to break the mundanity of all this plastic, but given that this is a car that starts from around just 18 and a half grand, it’s not bad at all. We’ve got the range-topping Tekna model, which will set you a little under £25,000, but it comes with an impressive amount of kit that includes automatic lights, leather seats and cruise control, plus DAB radio and a leather-wrapped steering wheel. Pound-for-pound, the base Qashqai comes with a lot more standard equipment than the majority of its rivals, while all except the entry-level model get Nissan’s full suite of Safety Shield technologies which includes things like blind spot detection and a 360-degree surround-view camera and which helped the car earn the title of the safest car you can buy. 

Climbing in the back, things are spacious and both leg and headroom are decent, while you’ve also got ISOFIX attachments for child seats. However, if seven seats are a necessity then Nissans larger and ever-so-slightly more rugged X-Trail might be a better option. Boot space with the rear seats folded up clocks in at 430 litres, but adjust this false floor and fold the rear seats down and you get a full 1,585 litres, more than enough to take what most average sized families can throw at it. We have to admit that when I first took delivery of this car I was a little bit unenthused, it just felt a little squishy around the edges, but having driven it for a few days it has actually grown on me a lot. The ride, while not as cosseting as some of its rivals, is pretty comfortable, with a plushness to the way it tackles bumps and cracks in the road; you know they’re there, but you don’t really feel them. Likewise, while you don’t get much in terms of feedback from the steering it is reasonably well weighted and direct, and there’s not quite as much body roll as you might expect from a car of this size. The first-generation Qashqai had a bit of a reputation for being quite noisy on the road, but this model is impressively refined and hushed, even at motorway speeds, while the 109bhp 1.5-litre diesel engine in this model is nowhere near as gruff as some of the oil-burners in its rivals. 

It’s got a fair amount of punch as well, but the real selling point of this engine is its efficiency. With front-wheel drive and a manual gearbox, the only options available with this motor, it emits just 103g/km of CO2. Nissan says it can return up to 70.6mpg on the combined cycle, though we’ve only been able to return around 45 in this car, but that’s still not bad. The gearbox, however, could use some work as it feels really rather clunky; the automatic available in other engines is much smoother. Prices for the Qashqai kick off at £18,545 and range all the way up to around £29,000, making the base model considerably cheaper and more cost-effective than rivals like the Mazda CX-5 and the Volkswagen Tiguan. If there’s one criticism you could aim at the Qashqai, it’s that it mightn’t offer much by way of thrills. But to say this is unfair; it’s comfortable, it’s safe, it’s well-equipped and it sells like hotcakes. The original genre-defining family crossover might find itself with stiffer competition these days than ever, but it’s still a chart topper nonetheless. Thanks for visit Nissan Qashqai Review.

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Fiat 500X Review

Fiat 500X Review - After the smash-hit success of the Fiat 500 city car, and the release of the practical 500L, comes the latest model in the 500 family. Called the 500X, it gives fiat a crossover to go head-to-head with models like the Nissan Juke and MINI Countryman. Styling-wise, it’s a success, with Fiat’s retro design cues working well here. Its large circular headlights and chrome grille are well executed, and on looks alone, the Fiat 500X should attract plenty of buyers. Hop inside, and the driving position feels quite low-slung for a crossover, but you can lift the seat up a bit for a more commanding view of the road. It’s neat and stylish in here too, with different finishes available for the dashboard, attractive dials for the air-con and what looks and feels like a pool ball on the gear lever. Trim levels are Pop, Popstar, Lounge, Cross and Cross Plus, and this Pop Star model has rear parking sensors, climate control, a touch-screen with Bluetooth and a USB connection. We’d avoid the entry-level Pop trim as it does without the uConnect infotainment system. Any criticisms? Well, Fiat has given the trip computer lots of prominence in the central pod, but that means the speedo is rather small, making it hard to read at a glance. There are also some scratchy plastics lower in the cabin, but overall, this is one of the best Fiat interiors yet. 

If you’re upgrading from a Fiat 500, the X will feel very roomy, but as Crossover’s go it’s still on the small side thanks to that curved roof. Four adults should be comfortable though, unless those sat in the back are particularly tall. The driving position is pretty good, with a well-placed arm rest improving comfort on long trips. There are also two gloveboxes and cup holders in the centre console and door bins, as well as places to put your mobile phone. Measuring 350 litres, the boot isn’t the biggest in the class, and models like the Renault Captur can carry around 100 litres more. It’s also a shame the rear seats don’t fold completely flat, making it harder to load large items like furniture. Still, for those simply after a stylish small crossover, it should suffice. There’s quite a lot of choice when it comes to the Fiat 500X, but we’d say this 1.4-litre petrol with 138bhp in Pop star trim is probably the sweet spot in the range. It’s a refined engine, which feels plenty quick enough and comes with a slick six-speed gearbox. And, because the engine is fairly light, it should offer the best handling of the bunch. But if you want the best economy, there are three diesels with 93, 118 or 138bhp, either front or four wheel drive and a manual or nine-speed automatic. 

And, with the mid-power 1.6-litre returning almost 70mpg it’s sure to be popular. Fiat has clearly tuned the 500X to be taut, because it corners with hardly any body roll and plenty of grip. In fact it’s at its best on a twisty road, and in town, where its slightly raised driving position comes in handy. But, there’s always a compromise, and in the Fiat’s case it’s a firm ride, so it’s less relaxing than we hoped, and we’d recommend avoiding the biggest 18-inch alloy wheels. We’d also leave the Sport mode alone too, as it makes the car feel rather flighty in town and gives the artificial steering feel a rather gloopy feel. If you want to partake in some light off-roading, the Cross version comes with a tough body kit and front wheel drive models are available with a traction control system, to help keep you going if one wheel begins to spin. The 500X starts from £14,595, which puts it in the same ballpark as the £13,930 Nissan Juke, but undercuts the pricey MINI Countryman, which starts from just over £17k. This 138bhp petrol Pop star model costs £17,595 and if the 500X can replicate the superminis success, it should hold its value fairly well. Thanks for read Fiat 500X Review.

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Ford Fiesta Red Edition Review

Ford Fiesta Red Edition Review - Aiming to deliver the same thrills as the full-fat ST hot-hatch, but with a much lower cost and a little more sensibility, the Ford Fiesta Red Edition is the latest in a range of fast Fiestas. The Fiesta is a pretty common sight on the roads, but Ford has made this one stand out with a racy bodykit, large rear spoiler and this gorgeous red and black finish. It certainly looks the part, so what’s it like to drive? Inside, Ford continues the same sharp-looking red and black contrasts, with both the sculpted wheel and the gearbox cover upholstered in black leather with red stitching. Even the front cupholders get illuminated in red light, which is a nice touch. The cloth sports seats cement you in place well and they’re a lot more comfortable than full-on bucket seats, but they can take a bit of adjustment to get right. Based on the Zetec S trim, standard kit is pretty comprehensive and includes air conditioning, Bluetooth and DAB digital radio. There’s also a 12v connection and USB slot for your mobile, while this test model has cruise control as a £150 option, plus auto wipers and lights. The only real problem that I have with the Fiesta range in general is this – the infotainment system. The gloss black surround is nice and everything, but it does look incredibly dated, while the endless amount of buttons makes it annoying to use, particularly on the move. Considering the Fiesta is Ford’s best-seller, it’s a little confusing as to why they still come with this, particularly when virtually all of its rivals – and the rest of Ford’s range – all come with slick touchscreens. 

Clambering into the back, everything’s as comfortable as in the front, though middle passengers might find themselves a little bit squashed in. Still, leg and headroom are both good, and there are even two storage binnacles with their own cupholders. That said, three doors are obviously not as practical as the five-door Fiesta. It’s a bit hard to get in and out of, while parents with child seats won’t find it ideal either. The 290-litre boot isn’t the biggest in its class, but it’s still pretty spacious and well-proportioned, while 60:40 folding seats make light work of carrying most items. The Red and Black Edition Fiestas come powered by a souped-up version of Ford’s tiny turbocharged 1.0-litre petrol EcoBoost engine. Despite being so small that the engine block can fit on an A4 piece of paper, not a joke, the little engine wrings out a full 138bhp. That means that this dinky little supermini has more power per litre than a Bugatti Veyron, courtesy of cylinders no bigger than two cans of beer. As a result, acceleration is fantastic, with the Fiesta rocketing to 62mph from a standstill in nine seconds flat. True, it’s not as lairy as the full-blooded Fiesta ST, but it trades all-out balls to the wall performance for a little more usability. The 17-inch gloss alloys are gorgeous, but also comfortable, while the suspension is infinitely friendlier on the vertebrae than the rigid ST shocks. It’s also remarkably quiet for a three-pot, but produces a satisfying thrum when you put the boot down. On the road, it’s all Fiesta. 

There’s a reason it’s the biggest-selling car in the UK of all time, and a large part of it is thanks to this. Diving into corners with razor sharp precision, its strong performance is matched with a slick-shifting gearbox and incredibly well-weighted steering. With the exception of the ST, it’s probably the most fun you can have in a car of this size, and it’s simply awesome. It’s well-priced too, with the base model starting from £16,145 – more than a grand cheaper than the ST and much less costly than the Polo GTI. Match this with fuel economy of nearly 63mph thanks to standard start-stop and just 104g/km of CO2, and you could end up getting some serious bang for relatively little buck. Everything else aside, the main selling point of a car like this is always going to be the fun factor. In that respect, the Red Edition Fiesta delivers in spades. It looks great, it feels great and it’s an incredibly addictive drive for relatively little money. Sure, three doors won’t suit everyone while some might be put off by the infotainment controls, but for pure pleasure there are few better options at this price point. Thanks for read Ford Fiesta Red Edition Review.

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Audi RS Q3 2016 Review

Audi RS Q3 2016 Review - Once famed for producing just one hot model at a time, Audi’s RS division has grown hugely over recent years, and so has its line-up. The result: you can now walk into an Audi dealership and buy an RS version of the humble Q3 crossover that will bark its way to 62mph in 4.8 seconds, making it quicker than a standard Porsche Boxster. Get behind the wheel, and it’s hard not to make instant comparisons with the RS 3, because after all, this is the same 2.5-litre, five-cylinder engine with just slightly less power, and this crossover also shares the same four-wheel drive system as the super hatch. But, the really big surprise for me, is that We've actually having more fun in this car. Why? Well, while the RS 3 is devastatingly fast, it basically grips and goes no matter what, and sometimes you don’t feel that involved as a driver. But, there’s something about the tiny bit of extra body roll of the Audi RS Q3 and the way you can really feel it shuffling power to each wheel which actually feels more exciting, even on a dry road. The rather numb steering feel from the RS3 seems less of an issue in high-riding crossover and there’s also another less objective reason. The RS Q3 can do things most people wouldn’t believe a small SUV can do, and that feeling of complete surprise is actually very fun and very addictive. And, if that doesn’t make you grin enough, Audi has now announced an even faster version. 

So if this car with 335bhp isn’t enough, there’s a Performance option with 362bhp, slicing four tenths from the 0-62mph time. Complaints? Well, the seven-speed Stronic automatic can clunk when shifting at lower speeds, and there’s also too much of a difference between the light steering in Comfort mode and the heavy feel in Dynamic, so it’s a shame there’s no Individual setting to tweak things yourself. Economy is rated at 32mpg, and I have been getting around that on my motorway commute, but a B road blast will decimate it, so you need an iron will if you want to save fuel. The interior definitely feels very upmarket, with special mentions going to these grey RS dials, gorgeous seats and the steering wheel, which is great to hold, even if the paddles feel like plastic, because, well, they are. 

This car is fitted with the Comfort Package and Technology pack, adding a reversing camera, cruise control, auto high-beam lights and sat-nav. It also brings Audi Connect, which includes a 3G connection, Google earth view and traffic updates, although adding both packs adds up to almost £1,700. Everything works quickly and is easily laid out too, but the Q3 isn’t one of Audi’s very latest models, so you won’t find all of the company’s latest tech, including the excellent Virtual Cockpit in the TT, Q7 and Audi A4. 

Space up front is good, as you’d expect, and while the Q3 doesn’t actually look that tall parked next to other cars, you do get a better view of the road than in a hatch. Interestingly the driver’s seat does go 15mm lower this time though, so it’s possible to get a sportier driving position. Perhaps the Q3’s biggest compromise over larger SUVs is the back seats. You can just about get two adults back here, but legroom and headroom are adequate rather than exceptional. The RS Q3 also doesn’t have a particularly big boot, in fact measuring 356 litres, it’s quite a bit smaller than the GLA 45 AMG and Macan, which both have more than 480-litres, and if you need speed and practicality, the Golf R Estate we recently tested, might actually be a better alternative. 

So, you’ve probably guessed all this performance doesn’t come cheap, and yes, starting from £45k the RS Q3 is an awful lot of money. With options, this car is £49k, which is actually about the same as the RS 3 we tested a few months ago. Saying that, it is on a level footing with its rival from Mercedes and undercuts the Macan. RS models are always focussed on performance, but here the combination of 335bhp in a car you’ll see on the school run, just makes you smile. Audi has created a car with more character and ability than you would ever guess. If you can stomach its fairly high running costs, you’ll certainly have one of the most surprising crossovers so far. Thanks for read Audi RS Q3 2016 Review.

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All-New JCB 457 Review

All-New JCB 457 Review - The all-new JCB 457 Wheeled Loading Shovel will improve your productivity, profitability and safety. We set out three years ago to instil a common logic, a recognisable JCB feel, and consistently high quality in every JCB Cab and this new 457 will have the very first Command Plus cab to go into production. With every other JCB model set to receive its own variant in the next couple of years. We’ve created a full 13% more room in the new 457 Command Plus cab. We’ve also radically redesigned the steering column so that it’s fully adjustable as standard. With a memory reset and foldaway park feature. It's noise levels are the quietest in class, Cab pressurisation has been increased to keep out more dust, and our improved demisting feature will lead to faster start-up times. A key feature of Command Plus is the new Command driving position, devised to optimise the relationship between seating, controls and steering. Switchgear on the new JCB 457 is grouped intelligently on the A-pillar, with enhanced switch feel and clearer icons. We tested the new seat extensively for the optimum design of supportive cushions and innovative materials. Offering the best balance of slip, grip and breathing. Controls are now seat mounted electro-hydraulic units. 

Source By : www.drainageworld.com

Low on effort, high on ergonomics All of the main cab plastic is now injection moulded so that it is tougher, more scuff resistant, easier to clean and has a higher quality finish. With MTU we’ve brought you a truly cutting edge engine. Which delivers 4% more power, and 6% more torque. It is optimised to match the ZF driveline. Allowing the operator to reduce the working speed by up to 200 rpm. The overall payoff is 16% lower fuel consumption. Lower in cab noise, and reduced operator fatigue. No DPF treatment needed to meet Tier 4 final legislation means lower servicing costs and no fuel burning regeneration is necessary. The base engine has been rig and machine tested for a hundred million kilometres. 

Servicing is made easy by the introduction of a single piece bonnet, allowing great all round access. Externally the re-styled tapered rear end gives good visibility and the wider wheel arches keep dirt away from the body work and windows. Be in no doubt – this is a truly innovative machine. The all-new 457 Wheeled Loading Shovel, enhancing productivity, profitability and safety, all from JCB. Thanks for read All-New JCB 457 Review.

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Review Of Hyundai Santa Fe

Review Of Hyundai Santa Fe - If you want flash SUV style, saloon-like luxury and 4x4 practicality – something like the Hyundai Santa Fe might be right up your street. But just because it marries all of these qualities together, don’t be fooled into thinking models like this are niche – the Santa Fe is by no means short of competition, with rivalling models from BMW and VW as well as neighbouring brand Kia with its Kia Sorento. When it comes to the interior We want to start with my favourite feature; the infotainment system – because not only does it offer oodles of useful kit, like Bluetooth and DAB radio, but the system itself is just incredibly responsive – so much so that you can zoom all the way in and out on the sat-nav and you don’t get dreadful lag. Other tech-savvy features of this flagship Premium SE model include a long list of safety and convenience kit, like lane departure warning, heated and cooled front seats, an autonomous parking feature and a bird’s eye view camera to help with parking. You can even manipulate individual cameras on either side of the car for added peace of mind. Materials in the cabin are half and half, being a mix of both good quality soft touch materials and robust plastics, which to be honest, for a family car of this size is probably what you want. 

There’s also a proper sized glovebox, hooray for that, a button layout that doesn’t take too long getting used to, and a very comfortable driving position, with a convenient arm rest on the door. And that arm rest from the front is here in the back as well, which makes it very easy to get comfy, combine that with its easy to operate reclining seat feature, funky cup holders and an all-round spacious feel and you have one of the best rears in class. And looking at the amount of space back here, you may not have guessed that it’s got another two seats behind it. Now, these seats are optional and intended for children, but they are quite flexible in terms of seating positions, so you should be able to squeeze in two relatively small adults. Going for the seven seat option will shrink the boot size a bit though, but you’ll still get over 500 litres, which is on par with rivals, but not as roomy as the Sorento. 

Still, you get a handy loading bed when you fold the seats down and over 1,600 litres of storage space. The best thing about the six-speed automatic is that it doesn’t have the usual nuisances associated with an auto. For example, you can move off smoothly, it’s easy to cruise at low speeds and the brakes aren’t too grabby. And if you did need a bit of oomph then its 197bhp 2.2-litre diesel will happily oblige – with a benchmark sprint of under 10 seconds. As well as a smooth automatic gearbox, other features that help create a sense of luxury include a competent suspension that slurps up bumps with ease and impressive road and wind insulation. The diesel itself is pretty quiet as well, especially when sitting in traffic. One of the big questions with big SUVs is whether they are fun to drive. Well, usually We've not a fan of variable weighting with steering as it’s very hard to get right, but the Santa Fe manages to offer lighter steering when it comes to minor manoeuvres around town, but then at around a three-quarter turn the steering weights up and yet feedback is strong. 

So, you actually get the ‘best of both worlds’, sort of. Certainly beats the experience of the Sport mode offered in other Hyundai models. All this aside though, if you are after efficiency and low running costs, then the Santa Fe – or any large 4x4 for that matter - is not the best way to go, as it emits 177g/km and realistically you’ll probably get around 30mpg, less than it claimed 42mpg. To really make the most of the Santa Fe, you’ll want to go for one of the higher trims, with the auto’ box and maybe even the seven seats. If that’s the case then you’re looking at upwards of £35,000. But let’s put that in perspective. The Santa Fe is in the same segment as the Volkswagen Touareg and BMW X5, two models that start from around £45,000. So the Santa Fe is better thought of as a cheaper alternative to the uber luxurious 4x4s out there. But is it better than the Kia Sorento? Well, the main distinguishing factors are going to be the Hyundai’s style and the fact that Kia offers a slightly better warranty and bigger boot. Thanks for read Review Of Hyundai Santa Fe.

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Review Of Mitsubishi Outlander

Review Of Mitsubishi Outlander - Mitsubishi has a long and storied history of building tough vehicles for off-roading, from the L200 pick-up to the mighty Shogun. Still, tough and sturdy doesn’t usually mean economical and comfortable. This is the Mitsubishi Outlander, a compact SUV in the same vein as the Hyundai Tucson, and which aims to swap some of the ruggedness for a much more family-friendly approach. Its plug-in hybrid version of the same car, the PHEV, has enjoyed quite a bit of success, but how does the more traditional diesel-powered model stand up? The Mitsubishi Outlander used to have something of a reputation for being a bit drab inside. Thankfully, this test model isn’t all bad with a full leather interior, plus these smart-looking trim panels on the dash and door sides. Plastics don’t look or feel overly cheap, though I’m not a massive fan of the way they carry over to the steering wheel here. Controls are big, easy to reach while driving and simply laid out, which is always a plus, while the infotainment system is also particularly good. It’s quick to respond compared with others, intuitive to use and there’s also integrated sat-nav and Bluetooth connectivity for your phone. 

You’ve also got lots of smart mod-cons like plenty of big cubbyholes and storage bins. A large smartphone binnacle up the front is handy, along with these USB and 12v connections that are neatly tucked away behind this sliding shelf under the armrest. Mitsubishi goes a long way to stress the practicality and family-friendliness of its Outlander range, and as such you’ve these got two ISOFIX attachments in the rear and lots of space for three people in the seats. Taller passengers might find themselves bashing their heads off the low roof however, but legroom is decent at least. 

There is also a third row of seats in the very back, but in all honesty it’s hard to envision anybody fitting back here except, say, a pair of double amputees. Even for kids there’s not much breathing space in the third row at all, and it’s therefore probably best just folding the seats flat and using them as extra storage space. Speaking of storage space, if you fold the back seats flat you’re left with this large 591-litre boot, with a flush loading lip that makes it easy to pack in larger items. Slide and fold the second-row seating away and storage capacity soars to 1,022 litres - more than enough for what most drivers could throw at it. While its size and boxiness is perfect for offering lots of space, on the road the Outlander feels rather cumbersome. 

The steering to me feels shockingly wispy and quite lifeless, and unlike many other cars of its type, you can feel every bit of this car’s size on the road. If you’re the sort of driver who just wants to get from A to B with as little fuss as possible, then its marshmallow-y ride will probably suit you quite well, but if you’re looking for something with a bit more life in it, then you’re probably better off with something like an S-MAX or Kia Sorento. Where it does stand out from its rivals is with its four-wheel drive ability; pushing this button down here can lock up the centre differential for more grip when the ground gets tough and traction is low. 

Outside of that, the single 2.2-litre 148bhp diesel engine available is okay; it feels a little bit on the weedy side, but 0-62mph is brisk enough for a big car, taking 11.7 seconds with this automatic gearbox. It’s not the quietest diesel around, but then it’s far from the noisiest either, and on the whole it’s relatively refined when at speed. Still, what it lacks in enthusiasm, the Outlander makes up for with decent fuel economy compared to its rivals. Able to return around 53mpg on the combined cycle, CO2 emissions clock in at 138g/km. Of course, if low running costs are your main priority, then you’re much better off with the Outlander PHEV. 

Totally exempt from road tax altogether, it can return up to 148mpg, making it one of the most economical SUVs on earth. Prices for the Outlander range start at £24,798 for the entry-level model, while the PHEV is priced from £29,248 when taking the government’s plug-in grant into consideration. As a result, the diesel’s cheaper to buy up front, but overall running costs might tip your favour in the direction of the hybrid. It’s certainly not the best driving SUV around, but then it’s not really meant to be. 

Mitsubishi has always been a name associated with functionality, and with lots of space it’s plenty functional indeed. Sure, the PHEV is much better in terms of economy, but then plug-in hybrids aren’t for everyone. If you’re looking for a good blend of practicality, comfort and ease-of-use, then the Outlander might just be for you. Thanks for read Review Of Mitsubishi Outlander.

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Review Of Nissan Pulsar

Review Of Nissan Pulsar - Up close, you may think you are looking at Nissan's Qashqai, X-Trail or Juke. But no, this isn’t a crossover, it’s the new Nissan Pulsar hatchback. Nissan has catapulted it into the market to tackle models like the Ford Focus, giving Nissan fans their first hatchback since the Almera disappeared in 2006. First off, because the Pulsar is an all-new model, its handling doesn’t feel as seasoned as the Ford Focus or VW Golf. Instead, Nissan has decided to give the Pulsar a drive to match its family hatchback name tag, and that means it is all about comfort. The Pulsar does deliver in this department it's got to be said, with a quite cabin and supple suspension. The steering can be a little unresponsive at times, but it is very easy to live with and well-weighted. Its engines are also family-friendly as they offer low running costs. From launch they include a 113bhp 1.2-litre turbo petrol, great if you need a small engine to potter about town in, and a 109bhp 1.5-litre diesel, both of which are borrowed from the Nissan Qashqai. The diesel we are testing emits just 94g/km of CO2 and returns around 78mpg, which should cut down on trips to the pumps, but it still has decent shove when you feather the accelerator, and that’s handy when it comes to overtaking on the motorway. 

The Nissan Pulsar’s interior is incredibly ergonomic, with easy to understand buttons and toggles. The floating console effect and swooshing design across the dash also gives a really funky look. Equipment levels are pleasing too. All models get cruise control, all-round electric windows, air-con and Bluetooth, while more lavish models like this N-TEC trim get satnav and a reversing camera. If you go for the flagship Tekna trim, you get Nissan's new-fangled Safety Shield system, offering everything from object detection to a cool 360 parking view of the car. When it comes to being a family car, good over the shoulder visibility, a tall windscreen and some convenient cubby holes, just make things that bit easier. 

Nissan has made a point of saying the Nissan Pulsar is one of the best in its class when it comes to rear passenger space, and well, They were right to. As you can see there is more than enough head and leg room here. Boot space is also worth shouting about, at 385 litres, there is more room in here than the both the Golf and Ford Focus – it is smaller than the Civic though. You do however get a bit of an awkward loading lip here, and a lip when you fold the seats down as well. So, while we’ll be intrigued to try the hot hatch version, which is coming by the way, the standard Pulsar hasn’t really got the fun factor. But it’s still a great car, especially if your family is looking for something comfortable and kitted up to the eyeballs with interesting gadgets. Thanks for coming and read Review Of Nissan Pulsar.

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