Wednesday, April 9, 2014

2014 Renault Megane GT Line TomTom first drive review

by Lewis Kingston
What is it?

The facelifted 2014 version of the Renault Mégane coupé.

Since the launch of this generation in 2008, the Mégane has battled against the likes of the Volkswagen Golf, Ford Focus and Vauxhall Astra.

Many of its rivals have since been considerably refreshed however, or renewed from the ground up, leaving the Renault trailing behind. New alternatives, like the second-generation Kia Cee'd, have further weakened its position.

So, in order to modernise the Mégane - and to bring it in line with the rest of the Renault family - it's received the brand's new visual identity. It entails a much more prominent Renault diamond on the nose, new bumpers, lights and grilles, and a new bonnet.

Renault also claims to have revised the suspension for 'strong dynamic performance', while a new 1.2-litre TCe petrol engine is available. The manufacturer's R-Link media system is offered too, alongside a host of technology packs.

The model tested here, a 1.6-litre diesel coupé in range-topping 'GT Line TomTom' specification, commands a price tag of £22,945. That's not insignificant, for a diesel hatchback, but adequate equipment levels go some way to justifying the price.

As standard it includes cruise control, a speed limiter, dual-zone climate control, rear parking sensors, sat-nav, keyless entry and start, automatic lights and wipers, Bluetooth and USB connectivity.

Opting for the GT Line TomTom further adds, over the Dynamique TomTom model below, myriad cosmetic upgrades. The most notable additions are 17-inch wheels, 'dark chrome' exterior trim, a Renaultsport steering wheel and two-tone Renaultsport seats.

These are complemented by a 'sports chassis' with lowered suspension. Our test car was additionally fitted with optional £595 metallic paint, the £300 R-Link multimedia system, a £95 spare wheel and a £600 reversing camera, bringing its total price to £24,535.
What is it like?

Surprisingly likeable, in some respects. Straight from the outset its clear that the GT variant is firmer than the standard car.

This predictably results in a more planted feel, with minimal body roll in corners. The downside is that it's somewhat uncomfortable as well - the Renault will tend to remain unsettled, even on relatively smooth roads, and bumps and divits are frequently transmitted straight into the cabin. Those using it for a long commute will probably tire quickly of its restlessness.

The steering is, on the plus side, quite direct. There's not a great deal of feedback but it's adequately weighted and there's plenty of grip on offer. Coupled with its sporting suspension, and when being hustled across country at pace, the Renault proves quite capable and somewhat rewarding to drive. There has evidently been considerable effort put into ensuring that it can deal with corners in an adept fashion.

Both accelerator and clutch responses are well judged, but the braking response requires work. The initial braking effort is very soft, for a considerable portion of the travel, then the pedal stiffens suddenly. Bleeding off speed quickly requires a significant amount of concerted effort, and some could find themselves caught out.

The six-speed manual transmission offers up a good range of ratios but vertical travel through the gates is long, and the shift action annoying audible. There's a somewhat plasticky 'thunk' between changes and, once you've noticed, it quickly becomes a bugbear.

Power comes from a well-proven 1.6-litre 16-valve turbocharged diesel engine. It produces 129bhp and 236lb ft, which is sent to the front wheels via a six-speed manual transmission.

The engine, which sees service in many other Renaults, grants the Mégane adequate performance. The 0-62mph sprint is dispatched in a reasonable 9.8sec; given enough room the Renault will go on to hit 124mph.

It's flexible enough to not become an annoyance, and its power is delivered in a predictable fashion. Refinement is acceptable, with only a slight diesel note emanating through the bulkhead when cruising. During acceleration it can become raucous, but chasing its 5000rpm-odd redline will no doubt be a relatively rare occurrence.

Combined, Renault suggests that the Mégane dCi 130 could average 70.6mpg. During testing it easily returned an indicated average of 54mpg. Emissions of 104g/km of CO2 are admirable too, resulting in annual road tax of £20.

Inside, things are much the same bar the addition of the R-Link media system. Front occupants are offered plenty of room and a decent range of seating adjustments, while the steering column adjusts for both reach and rake.

The vast majority of the controls are sensibly located and intuitive, and everything functions as you'd expect. The cabin feels solidly built too; there are no creaks or rattles, and the materials used feel of an acceptable standard. There's a notable amount of road noise from the tail of the car, however, and rear quarter visibility is poor.

Rear-seat occupants don't have quite as good a deal as those in the front. The seats are comfortable enough, but there are three adjustable headrests, none of which have much vertical adjustment. This means, if you're about six foot tall, you'll have a rest jammed in the back of your neck. There's no central armrest either.

Legroom is acceptable in the back but there's little headroom, and the small windows serve further to make the rear of the car feel cramped and small. Children should be fine, but adults will most likely only want to entertain short trips.

Many will no doubt be irritated by a selection of ergonomic issues. For example, the Renault's instrument cluster is canted away from the driver, forever making you feel like your seating position is wrong. The glovebox is also infuriatingly small, while the cupholder is partially obstructed by the centre console. At least decently sized door bins give you somewhere to stow bottles and larger items.

Predictably, for a coupé, the doors are long - but they're also heavy, and the interior handle is near the front hinge. This can make the doors both difficult to open and hard to control. In tight car parks, or on a slope, this could prove troublesome.

Beneficially, the Renault does have a decently sized boot, but it features a tall lip and a narrow opening. As a result, some may find it difficult to load - especially if the item is bulky or heavy.

Renault's GT Line additions do serve to improve the looks of the standard Mégane, but it does seem a little under-wheeled on 17-inch alloys. Larger items would probably serve to make it look considerably more interesting and should not impede the ride if the car is properly set up.
Should I buy one?

Make no mistake, in isolation the Renault Mégane is not a bad car. The primary problem is that it is now a six-year-old model. Despite myriad revisions, many of the original flaws - such as a lack of rear space and any real flair - remain unresolved.

In GT Line the Mégane also poses somewhat of a conundrum. Here is a frugal, comfortable hatchback with relatively sleek styling. It's ideal for commuting, and drives well enough, but - truth be told - so does the less costly standard car.

Most buyers would no doubt prefer the softer ride of the non-GT Line Mégane too, especially given the car's probable intended usage. After all, buyers of diesel Renaults are unlikely to be seeking out the best in dynamic capabilities, instead preferring a blend of compliance and capability.

It is also not a cheap car, in the specification tested. At £24,535 it costs £2340 more than a similarly specified Ford Focus, in Titanium X Navigator trim with a 1.6-litre TDCi engine. The Focus also feels more modern, features a significantly better interior and is notably better to drive.

Even alternatives like the three-door Audi A3 can be had in relatively well equipped form for less. For example, a 2.0-litre TDI A3 in Sport trim and with sat-nav will set you back £23,480, a saving of £1055.

If running costs are a concern, your money would be better spent on one of the Korean examples. A sharply styled three-door Kia Procee'd, in range-topping SE specification and with a 1.6-litre diesel engine, would cost you £19,595. It even comes with a seven-year warranty, and is claimed average 65.7mpg.

Ultimately, the Renault offers up little to justify a purchase. Yes, it's relatively smartly presented. Yes, it shouldn't cost the earth to run. No, it's not abhorrent to drive. The competition, however, has long moved on - and more distinctive and engaging options are available for less, in many instances.

If its price came down by several thousand, or you were able to strike a good deal, then then it may well prove a worthwhile consideration.

We, however, would still be inclined to look elsewhere.

2014 Renault Mégane GT Line TomTom Energy dCi 130 Stop & Start

Price £22,945; 0-62mph 9.8sec Top speed 124mph Economy 70.6mpg CO2 104g/km Kerbweight 1320kg Engine 4cyls, 1598cc, turbocharged diesel Installation Front, transverse, front-wheel drive Power 129bhp at 4000rpm Torque 236lb ft at 2000rpm Gearbox 6-speed manual










BMW 435i convertible first drive review


What is it?

The new BMW 4-series convertible, seen here in range-topping 435i form.

See one of these parked roof-down in the sun and it’s easy to conclude that this car has style, class and elegance in quiet abundance. What it doesn’t have is the power to surprise, though, as this car is a predictable if worthwhile advance on its predecessor.

A 40 per cent torsional rigidity increase, 20kgs-worth of weight-paring, a 50mm wheelbase stretch and a lightly fettled engine range are the key improvements over the outgoing 3-series convertible, and heightened connectivity, too. Modest gains then, but the 4-series ought to provide a strong base for this metamorphosis.
What is it like?

The good news first. This car is a comfortable, restful roof-down experience. With wind-blocker and side windows up, its straight-six engine propels you to cruising speed swiftly enough, even if its fizz seems flatter than the 302bhp on offer implies. Blame its heft and, more positively, excellent driveline refinement for that.

The bigger cockpit provides ample room up front and adequate but firmly upholstered, rather upright seats in the rear. Conveniences include behind-backrest stowage for the wind-blocker, and a pushbutton facility for lifting the folded roof on its faintly quaking frame, which (slightly) eases access to 220 litres of roof-down boot space. There are gusting neck-warmers too, and a very effective noise-quelling headliner.

Steering is the 435i’s big trouble, however. Roof up or down, this BMW always feels like it’s burdened with a mildly destabilising load. There’s a faint waywardness at work, and the BMW's steering remains vague until you’ve turned decisively into a bend. Between them, these flaws are frustrating to say the least.
Should I buy one?

BMW will have wanted to give the 4-series convertible just as much dynamic polish as the coupé. Unfortunately, the result falls wide of the mark. Steering and roof-down body shimmy flaws on their own might not be big problems, but together they add up to turn this into a slightly disappointing sports convertible, despite its stylish advantages.

BMW 435i Luxury Convertible automatic

Price £46,520; 0-62mph 5.5sec; Top speed 155mph; Economy 34.9mpg (combined); CO2 176g/km Kerb weight 1740kg ; Engine 6 cyls in line, 2929cc, turbo, petrol; Power 302bhp at 5800-6000rpm; Torque 295lb ft at 1200-5000rpm; Gearbox 8-spd automatic

Thursday, April 3, 2014

2015 Fit Kit is the perfect DIY car from Honda

Ah... let the April Fools' Day automotive jokes begin. Honda is kicking things off, following up on last year's Honda Hair joke with a prank video featuring the 2015 Honda Fit.

It's called the Fit Kit, and as you might guess, it's a way to build your own version of the redesigned hatchback. There are 180,000 mechanical parts in the kit - some delivered by drone - but that doesn't seem at all daunting to the pair of obnoxious, self-described tinkerers that star in the Fit Kit ad.

Honestly, the video is pretty entertaining, with some biting satire of the DIY movement and its attendant cadre of mustachioed hipsters. Scroll down and have a look at both the video and the Fit Kit press release from Honda.

VW decides against active-cooling system for e-Golf lithium battery

When the 2015 VW e-Golf was introduced at the LA Auto Show last year, VW said it would come with a water-cooled battery. During the Detroit Auto Show, when the car was trotted out again, VW released a new press release that stripped out the "water-cooled" language, but this change went unnoticed. During a recent VW event in Germany, a friend from Green Car Reports realized that the battery on display did not seem to have any water-cooling mechanisms. That set us off on a bit of a sleuthing and we have now learned that VW is not going to include any active cooling in the upcoming e-Golf. In fact, the company is entirely confident that this car - because of what it's designed to do - doesn't need it.

"The need for a cooling system wasn't there" - VW's Darryll Harrison

VW has been working on an electrified Golf for ages now, and so changes to the plan are to be expected. But battery cooling is vitally important not just to keep the car operating properly but because when things get too hot, there can be serious public relations problems. Nissan began testing a new battery chemistry for the Leaf in 2013 after an uproar from warm-weather EV drivers in Arizona who were experiencing worse-than-expected battery performance. The Leaf has always used an air-cooled battery, which is another way to say that there is no active cooling system (more details here). Tesla CEO Elon Musk once said this approach is "primitive." So, why is VW following the same path?

We asked Darryll Harrison, VW US's manager of brand public relations west, for more information, and he told AutoblogGreen that VW engineers discovered through a lot of testing of the Golf Mk6 EV prototypes, that battery performance was not impacted by temperatures when using the right battery chemistry. That chemistry, it turns out, is lithium nickel manganese cobalt oxide (NMC) in cells from Panasonic. These cells had "the lowest self-warming tendency and the lowest memory effect of all cells tested," Harrison said. He added that VW engineers tested the NMC cells in places like Death Valley and Arizona and found they didn't warm very quickly either through operation, charging (including during fast charging) or through high ambient temps. "The need for a cooling system wasn't there," Harrison said. Since the cells work so well, all the e-Golf needs to keep the battery pack at the right operating temperature is an intelligent thermal control (which regulates the amount of energy expended form each of the cells to keep the heat down) and the ability to dissipate what heat is created into the chassis and away from the pack.

The VW GTE plug-in hybrid does have a liquid-cooling system.

While we will have to see if the lack of an active-cooling system works in the real world when the e-Golf goes on sale, it's clear that it brings with it the additional benefit of lower weight. The ultimate function of everything in the e-Golf is to be efficient, even if that comes at the expense of high performance, Harrison said, so limiting the battery pack's performance to keep heat in check is appropriate. VW is playing a different game in the GTE, which does have a liquid-cooling system. That car is designed to be a hybrid-electric version of the sporty GTI. Since the dynamics are tuned for performance, the GTE's pack will be cared for in a different way than the gentleness at play in the e-Golf. It's an interesting strategy and one we'll be following closely from here on out.
Source : Auto blog




Jay Leno goes old school with 1966 Lotus Elan 26R

On the latest episode of Jay Leno's Garage the guest's are both from inside the garage: the man they call Professor Jim Hall, Leno's master fabricator, and the 1966 Lotus 26R that he spent 18 months building. The Elan 26R was the racing version of the Elan that Lotus founder Colin Chapman began building after watching privateer teams prep their roadgoing Elans for competition duty all over Europe. Built by the factory from 1964-1966, drivers like Jim Clark and Jackie Stewart won silverware in the roadster called "the giant killer."

Hall, a veteran Lotus wrench, started with the 1966 Elan street car and turned it into a 26R that's arguably better than the factory original. Except for the engine block and head, original 26R body and Elan chassis, just about everything is custom built, highly modified or special order, from the fabricated oil pan, brake lines, safety wiring and oval exhaust tubing to the six-speed sequential transmission.

The episode is an unusually-long 21 minutes because, as an in-house build, Leno can go through the process of putting the whole roadster together. When he takes it for a drive and keeps going on about how it sings, you can hear it, too. It's worth the time to check out Mr. Hall's Opus in the video below.