The Aston Martin DBX is already the best looking SUV on sale, but that hasn’t stopped R-Reforged from giving it a fresh set of footwear.
These 23-inch diamond turned alloy wheels are one inch larger than standard and were developed with Formula 1 supplier APP Tech. Each rim starts life as block of AI6061-T6 grade aluminium, before 12,000 tonnes of pressure is applied to create the 10-spoke shape.
Forging offers greater strength and less weight than conventional casting, saving 4.5kg overall. R-Reforged’s rims are also compatible with Aston Martin’s tyre pressure monitoring system (TPMS).
From Callum to Zagato
R-Reforged is a Swiss company with a sizeable engineering facility in Warwick. It’s perhaps best known for the Aston Martin Callum Vanquish 25, a bespoke supercar redesigned by Ian Callum.
‘The V12 sounds spectacular, its malevolent snarl building to a decadent wail. Where the original Vanquish played heavy metal, this one adds a layer of classic soul. Every underpass brings a serenade, every tunnel a symphony. In an era when engines are muted by forced induction and filters, it’s like trading a compressed MP3 for a remastered CD.’
R-Reforged is also working with legendary Italian design house Zagato to build a run of unique Aston Martin Vantage ‘Heritage Twins’. And it does a good trade in making Aston’s classic ‘continuation’ cars road-legal, including the DB5 Goldfinger and DB4 GT.
There’s no price quoted for the new 23-inch alloys, but if you can afford £158,000 for a new DBX…
There were 353 car recalls in 2020, which affected a staggering 248 models and 38 manufacturers.
This is according to data compiled by the Car Recalls website, using information from across the European Union. The Rapex system covers dangerous safety, health and environmental defects.
Here, we reveal the top 20 most recalled car brands in Europe last year, with the results presented in reverse order.
20. Hyundai – 6 recalls
Hyundai issued six recalls for five models in 2020. In the case of the i30 (2007-2012), an electrical short could occur on the ABS/ESC module, which could deactivate these systems. The government website holds information on all recalls since 1992. You can also check if your car is the subject of an outstanding recall.
19. Subaru – 6 recalls
Subaru issued six recalls for the Crosstrek/XV, Forester, Impreza, Legacy and Outback. It’s worth noting that recalls can affect older cars. Subaru Legacy and Outback models dating back as far as 2004 could suffer a melting fuel pump harness connector. Meanwhile, the XV crossover (2017-2020) was recalled for leaking brake fluid.
18. Seat – 6 recalls
In 2020, Volkswagen Group announced a recall of 9,192 cars powered by the 1.0-litre TSI engine. The problem: defective injectors causing the vehicle to exceed legal pollutant limits. In the case of Seat, this affected Arona, Ateca, Ibiza, Leon and Toledo models. Other recalls concerned airbags and seatbelts.
17. Land Rover – 7 recalls
The Discovery was the most recalled Land Rover in 2020, with four separate issues. Three of the problems related to electrical issues, while the fourth concerned missing fixings on the second-row seat assembly. Some Range Rover and Evoque models were also recalled, with the latter affected by a faulty Emergency Call (eCall) system.
16. Fiat – 7 recalls
Fiat Panda models manufactured between 16 January and 11 May 2019 were recalled due to an insecure badge on the steering wheel cover. In the event of an accident, the release of the airbag could project the badge at speed, causing injury to the driver. The 500X was recalled due to defective brake calipers, while the Ducato van was recalled for four different reasons.
15. Jeep – 7 recalls
As the Jeep Renegade and Fiat 500X are based on the same platform, it’s no surprise to discover that they were affected by the same brake caliper issue. The Cherokee, Gladiator and Wrangler were recalled due to problems with the steering, brakes, differential, clutch and suspension, while the Compass (2019-2020) could be affected by faulty wipers.
14. Nissan – 7 recalls
Several Nissan models were affected by a defective child lock on the rear doors. It might be possible to open the door, even when the child lock is activated, increasing the risk of an accident. The recall covered 325,000 right-hand-drive versions of the Juke, Navara, Note, Pulsar and Qashqai.
13. Mazda – 8 recalls
Five of the eight Mazda recalls in 2020 concerned the CX-30 SUV. The problems related to the adaptive LED headlights, fuel tank, brake callipers, clutch and Smart Brake Support (SBS) system. There were also recalls for the Mazda 3, Mazda 6, CX-5 and the B-Series pick-up of 1999.
12. Honda – 8 recalls
Honda announced eight recalls for six models, with the Civic, CR-V and HR-V affected by a problem with the low-pressure fuel pump. There were also recalls for the Odyssey and Jazz, while the Accord (1996-2000) was affected by a defective airbag. If you want to know if your car has an outstanding recall, you should contact your local dealer or use the government website.
11. Volvo – 10 recalls
As reported by the Car Recalls website, Volvo announced several large recalls affecting hundreds of thousands of vehicles around the world. More than 535,000 XC60 models were recalled due to a faulty wiper, while around 370,000 diesel models were affected by a potential overheating issue. In July, Volvo recalled two million cars amid concerns over a faulty seatbelt.
10. Opel/Vauxhall – 14 recalls
Opel and Vauxhall announced 14 recalls for seven models. Problems ranged from a defective trailer coupling module in the Grandland X, to a potential fire in the Insignia (2017-2019). The new Corsa was affected by three recalls: high-pressure pump, steering column and seatbelts.
9. Renault – 15 recalls
A small number of Renault Zoe electric cars were affected by a risk of overheating and damage to the electrical systems. It’s important to note that the recall notices will outline the models affected by providing production dates. There were also four recalls for the Captur and three for the Clio.
8. BMW – 17 recalls
If you find a serious defect that affects the safety of your car or any of its parts, you’re advised to report it to the manufacturer. If you’re not happy with how the manufacturer is dealing with your report, you should contact the Driver and Vehicle Standards Agency (DVSA). BMW announced 17 recalls for 18 models, including a high-voltage battery in plug-in hybrid models.
7. Citroen – 18 recalls
The Citroen figure includes DS models. The Car Recalls website says that around 160,000 owners of the Berlingo, C3, C3 Picasso, C4, C4 Cactus, C4 Picasso, DS3 and DS4 with the 1.2-litre petrol engine are due a visit to a Citroen garage. You can check if your vehicle has an outstanding safety recall by visiting the government’s MOT history website.
6. Audi – 19 recalls
In May, Audi announced a recall affecting around 530,000 mild-hybrid A4, A5, A6, A7 and Q5 models worldwide. Moisture can penetrate the belt-starter generator, which can lead to a short circuit and overheating of the generator. In the worst case scenario, the generator could catch fire. The A8 and Q7 were recalled the most times (five), followed by the A4 and A6 (four times).
5. Toyota – 22 recalls
A couple of the 22 Toyota recalls in 2020 concerned models dating back to the 1990s. Specifically the Yaris and RAV4, which could be affected by a faulty airbag inflator. Newer versions of the Yaris were also recalled due to airbag issues, while a small number of GR Supra models were affected by a problem with the steering tie rod.
4. Volkswagen – 24 recalls
In December, Volkswagen recalled around 38,000 Golf, Tiguan and T-Roc models due to a defect with the brake pedal. The problem was noticed during internal checks when it was discovered that the driver’s footrest could deform or even come off. A similar recall had been issued for the Arteon and Passat. Other recalls concerned the Amarok, Caddy, Phaeton, Touareg and Tiguan.
3. Ford – 24 recalls
Ford halted sales of the Kuga PHEV amid concerns about overheating battery packs. The recall affected 33,000 vehicles, with Ford saying it has discovered that the problem was caused by cell contamination in the drive battery system. There were also nine different recalls affecting the Transit and its derivatives.
2. Peugeot – 28 recalls
Peugeot announced 28 recalls for 11 models. Amazingly, the 208 was affected by eight recalls, including rear brake hoses, rear shock absorbers, engine calibration, wheel alignment and steering column. There were also recalls for the 2008, 308, 3008, 508, 5008, Rifter, Expert, Partner and Traveller.
1. Mercedes-Benz – 57 recalls
For the fourth year running, Mercedes-Benz tops the table, with 57 recalls issued in 2020. The A-Class was the most recalled car of 2020, with the premium hatchback affected by 10 different problems. Of the 57 Mercedes-Benz recalls, 38 were for passenger cars, 16 for commercial vehicles and three for the X-Class pick-up.
Drivers taking part in the 2021 GT World Challenge Europe championship will need to master both real and virtual racing skills.
Following the success of the SRO E-Sport Championship in 2020, sim racing will directly influence a real-world motorsport competition.
Making this possible is the addition of Fanatec as a title sponsor for the GT World Challenge. The German brand is renowned for producing high-end steering wheels and other hardware for sim racing.
Simulated racing, real rewards
Unlike some previous sim racing competitions, the 2021 GT World Challenge Europe Endurance Cup will see real-world drivers competing virtually.
At each of the five championship rounds in 2021, plus the 24 Hours of Spa, teams will nominate a driver to take part in the esports event. This will be held onsite at the race circuit, making use of the Assetto Corsa Competizione racing game.
Those competing for overall victory, along with Silver Cup entrants, will be awarded teams’ championship points based on the results.
Championship organiser, SRO Motorsports Group, will consider rolling out the formula to other competitions in future.
Plug and play compatibility
The crossover between real and simulation racing in the GT racing world is likely to continue to grow. Helping this is a new Bavarian partnership between Fanatec and BMW.
Instead of a traditional steering wheel, the 2022 BMW M4 GT3 race car will use one developed by Fanatec. This will allow the wheel to be swapped from a real racing car, straight into a simulator.
Compared to a traditional simulator wheel, the Podium Steering Wheel BMW M4 GT3 is made from several layers of carbon fibre. It is also waterproof, and has shock-resistant components inside.
Sim racers will get a chance to buy the new wheel later this year. BMW Motorsport’s own professional drivers will have to wait until 2022 to try it for real.
What can you buy for £24,000 – £28,000? A middling Nissan Qashqai? A fully-loaded Ford Fiesta? Or an immaculate example of perhaps the most beautiful car ever made?
Mais oui, it’s the Citroen DS 21 – a car so far ahead of its time, it still looks futuristic today. Not that you’re likely to see one; according to data from Cazana, just over 100 remain on UK roads.
This particular DS starred in Salvage Hunters: Classic Cars, the car restoration TV show presented by Paul Cowland and Drew Pritchard. It’s for sale via Car & Classic, with the seven-day online auction kicking off on 11 February.
Gallic Goddess
This is the first vehicle from Salvage Hunters: Classic Cars to be auctioned online. And if you watched the show – the first episode in the latest series – you’ll know it has been meticulously returned to its former glory.
The task began with marque specialist DS Workshop, who completed a major overhaul on the Citroen’s bodywork, 2.2-litre four-cylinder engine and hydropneumatic suspension. The latter uses hydraulic fluid to provide self-levelling and a ‘magic carpet’ ride, but is fiendishly complicated and prone to leaks.
The car’s chassis was also rust-proofed, before a full respray in Brun Scarabee metallic with a contrasting Gris Palladium roof. Bonnet de douche, as Del Boy might say.
Sacré Bluetooth
Inside, Paul and Drew upgraded the DS to plush Pallas specification, including more comfortable seats with detachable pillow-like headrests.
The lovely single-spoke steering wheel remains, as do the keep-fit windows and very 1970s square clock. However, the classic-look radio now features DAB and Bluetooth phone connectivity, plus an additional speaker at the rear of the car.
Édith Piaf or Daft Punk? The choice is yours.
As seen on screen
Chris Pollitt, head of editorial at Car & Classic, said: If you’re after, or have always toyed with the notion of a DS, this is the one. The paint is flawless, the interior almost like new. Nothing has been missed – this is an example of how a restoration should be done.
“And being a TV star, you get extra kudos when you take it out to car shows and the like. It’s just a wonderful machine. If I could, I would!”
Fifty years ago, production of a British institution quietly came to an end. But the Morris Minor story begins much earlier, in the aftermath of the Second World War.
If ever a country was in need of some positivity, it was Britain in 1948. Still living on rations and recovering from the war, the British motor industry was like an addict in search of a hit, desperate for someone or something to inject a little spice.
It got more than it could ever wish for. The Morris Minor and Jaguar XK120, both of which were unveiled at the 1948 British Motor Show, may have been polar opposites on the car industry spectrum, but they were like a double dose of adrenaline, consumed at precisely the right time.
The XK120’s legend would be built on glamour, speed and passion. The first car ever to exceed 100mph for seven days and seven nights, the first car ever to win an Alpine Gold Cup, the fastest production sports car in the world – with headlines like these, the Jaguar ad man probably spent more time on the golf course than he did in front of a typewriter.
But for all of the Jaguar’s pace and style, the Morris Minor touched the lives of more British people – and set Alec Issigonis on the path towards designing another automotive icon: the Mini. In the meantime, the Morris had a decade to perform a Minor miracle.
It’s as British as a Victoria sponge, a village fete and moaning about the weather, but the Morris Minor was designed by the Smyrna-born son of Greek and German parents, with styling that was more transatlantic than what we’d expect from a project planned in Cowley. Today, the Minor might look as traditional as a postbox and a bowler hat, but it was more radical in 1948.
Mossie becomes a Moggie
Development work began in the early 1940s under the project name Mosquito, a reference to the de Havilland combat aircraft flown during the Second World War. The first functional prototype looked remarkably similar to the production Minor, but the flat-four engine, three-speed gearbox and column gear change didn’t make the cut.
Neither did the name, with Morris bosses worried that ‘Mosquito’ might deter conservative buyers. The Minor name felt more traditional, more in keeping with the buttoned-up and skirts-below-the-knees mood of the era. A touch of the schoolmaster, perhaps, referencing a pillar of society. Ford’s ageing rival was called the Prefect, after all.
‘Thoroughly tested, new from radiator badge to rear bumper, the Morris Minor brings motoring perfection within reach by satisfying your ideas and your pocket,’ proclaimed the press ads, emphasising the innovation beneath that warm and homely exterior.
Independent front suspension, rack and pinion steering and longitudinally mounted rear leaf springs were lifted from the Mosquito and hinted at a new era of car design, although the 917cc side-valve engine was straight out of the 1930s and felt out of touch with the Minor’s vision of the future.
But in just about every other respect, the Minor felt new and exciting. A unitary body, Lockheed hydraulic brakes, a four-speed gearbox and cleverly-positioned 14-inch wheels designed to reduce cabin intrusion were just part of the package. ‘The world’s supreme small car,’ declared Morris, in a claim that wasn’t entirely unjustified.
Even the woeful performance could be forgiven, because the Minor set new standards for roadholding and handling, enabling it to cover ground as quickly as more powerful vehicles. The top speed may have been a lowly 60mph – it would also take 35 seconds to hit 50mph – but once up to speed, the Minor was almost untouchable.
From MM to Series II
The Series MM – as the ‘Mk1’ was known – was available for just £358 at launch, a remarkably low price given the fact that the pre-war Ford Anglia was only £48 cheaper. That’s about £13,000 in today’s money or less than the price of a new Ford Fiesta.
A convertible version – known as the Minor Tourer – was available from the outset, before a four-door Minor joined the range in October 1950. At the same time, an interior heater was added as an option, along with improved paint and an engine oil filter as standard.
More importantly, the four-door model also introduced the new raised lights, which had been standard on every Minor exported to America since 1949. It would be a while before these became standard equipment in the UK.
It wasn’t cheap. At £569, the four-door Minor was far more expensive than the two-door and Tourer (£383), although this more extravagant price was in part justified by the more lavish specification. An interior light, ashtrays, front door straps and twin windscreen wipers represented the height of luxury for the Minor driver.
The Series II Minor arrived in July 1952, first as an export model, then standard in 1953 when the MM was phased out. The old Morris Eight engine was pensioned off and replaced by the 803cc engine from the Austin A30, a development made possible by the Austin/Morris merger.
The engine, with its SU carburettor, was a significant improvement, but any performance gains were negated by the weight of the Minor. Little else changed, aside from the M motif on the bonnet.
Also in 1953, Morris launched the ash-framed Minor Traveller, one of the most quintessentially British estate cars ever built. The Traveller conjures up images of picnic rugs, bunting, West Highland Terriers, WI meetings and National Trust stickers. If the Traveller were a television show, it would be Heartbeat. If it were a hymn, it would be Jerusalem.
In standard guise, the Traveller, with its side-hinged rear doors, cost £599, with the De Luxe adding £23 to the price tag. For that, motorists were treated to a heater, passenger sun visor, leather seat facings and bumper over-riders. Soon, the saloon and Tourer could be upgraded to the space spec for the same price.
From then, the Minor was subjected to a period of continuous development, ensuring it would live on way beyond its sell-by date. For example, there were new seats in 1954, along with a new grille and a re-styled facia.
But the big news came in 1956 when the Minor was finally treated to the engine its handling deserved. The Minor 1000 was powered by a 948cc development of the BMC A-series unit, enabling it to hit speeds over 70mph.
At the same time, Morris introduced a deeper and wider one-piece windscreen (although curiously the original wipers were left untouched), along with a larger rear window, new rear wings and a dished steering wheel. Sales increased in 1957 before softer rear springs were introduced in 1958.
Meanwhile, on the other side of the Atlantic, the Minor was still holding its own, more than a decade after its Earls Court debut. Indeed, US sales peaked in 1959, with just under 15,000 Minors finding a home in the year BMC launched the Mini. Incidentally, the 100,000th export vehicle rolled off the production line back in 1950.
A major achievement
By now, the Morris Minor was feeling outmoded, out of touch and out of time. Its styling, once futuristic and radical, was looking unfashionable, while its lack of luggage and cabin space was becoming less forgivable. Time to call time on the Minor?
Not a bit of it. The Minor had worked its way into British culture and society by virtue of its rear-wheel-drive characteristics, unyielding charm and fix-on-the-driveway simplicity. It was as comforting as a mother’s cuddle and as welcoming as a pot of tea. Against all the odds, the Minor would live on through the Swinging Sixties.
In December 1960, the Minor became the first British car to sell a million, with Morris celebrating with a Minor 1,000,000 special edition. With its lilac paintwork and white upholstery, it looked like the automotive equivalent of Carnaby Street. If Mary Quant designed cars…
Development continued, with a 1,098cc engine added in 1962, decent wipers in 1962 and an optional fresh air heater in 1963. Sadly, a host of changes in 1965 included the replacement of the dished steering wheel, although a self-supporting boot lid was a long overdue ‘upgrade’.
But there was no getting away from the fact that the Minor was living on borrowed time and, with little thought for sentiment or nostalgia, the formation of British Leyland signalled the end for the much-loved car. The Tourer went in 1969, then the two- and four-door in 1970, with the Traveller, van and pick-up holding on until 1971.
It lived through two entire decades, bookended by the 1940s and 1970s, during which time some 1.6 million units, including 300,000 commercial vehicles, rolled out of the factory. Since then, it has become a British institution, both as a starter classic and a car for every occasion. Weddings, proms and even funerals – the Morris Minor has been there, done that.
It harks back to a more innocent time. Of a Britain before Brexit, the EU and the Americanisation of British culture. Of rolling hills un-blighted by plans for HS2 and when footballers resembled Subbuteo men. Of Nurse Gladys Emmanuel and pale blue and white panda cars making proper ‘nee-nah’ sounds.
Regardless of your views on British history and the state of the nation, a combination of great design, outstanding value for money and surprisingly good dynamics combine to create a national treasure.
New car sales fell 39.5 percent in January 2021 as fresh lockdown measures saw showrooms close and registrations plummet.
Just 90,249 new cars were registered in January – the worst start to a new year since 1970, says the Society of Motor Manufacturers and Traders (SMMT).
The sales decline represents a massive 59,030 fewer cars registered compared to January 2020.
There were more positive signs in the UK’s move towards electric cars though, with battery electric registrations leaping 54.4 percent to a 6.9 percent market share.
Plug-in hybrids accounted for 6.8 percent: combined, this represents 13.7 percent of sales.
Traditional hybrids took 7.6 percent of the market: combine all three and EVs, plug-ins and hybrids outsold diesel-engined vehicles.
“The auto industry faces a difficult start to 2021,” said SMMT chief executive Mike Hawes.
“The necessary lockdown will challenge society, the economy and our industry’s ability to move quickly towards our ambitious environmental goals.
“Every day that showrooms can safely open will matter, especially with the critical month of March looming.
Vauxhall Corsa is no. 1
The Vauxhall Corsa took the top spot in January, well ahead of its arch-rival, the Ford Fiesta, which ended up back in fourth.
The Kia Sportage sprung a surprise in second place though, finishing just behind the Corsa, and just ahead of the British-built Nissan Qashqai.
Kia took a top-10 double with the Niro ending up in ninth place.
The Volvo XC40 continues to perform well in the UK with with fifth place in the January 2021 registrations, while Ford’s Focus was well back in 10th place.
Vauxhall says it is pleased with its January performance, growing its market share to 7.3 percent.
Fuel prices at Asda were hiked more than 5p a litre during January, although its unleaded is still the cheapest in the country, at 115.9p a litre.
Supermarkets sell 60 percent of all fuel sold in the UK – and the recent rises mean it’s now only 3p-3.5p a litre cheaper to use one, compared to the 4p-4.5p saving back in December.
“The increase stems from $5 being added to price of a barrel of oil,” said RAC fuel spokesperson Simon Williams, “although this has been cushioned by the pound strengthening a little against the dollar.
“These latest fuel prices unfortunately show the power of oil production cuts in getting the barrel price back up from the floor at $13.21, when the impact of international travel restrictions first hit last April, to the $55 mark now.”
Mr Williams said eyes will be on the Chancellor in his March 2021 Budget “as to whether to pile further misery on drivers by raising fuel duty at a time when pump prices are on this rise and many household incomes are being squeezed as a result of the pandemic”.
There needs to be a 50-fold increase in the number of zero emission cars on the roads of the EU by 2030. That’s if the European Commission wants to meet its ‘bold ambition’ to have at least 30 million zero emission cars on the road by the end of the decade.
The target has been slammed by the European Automobile Manufacturers’ Association (ACEA). It says the Commission’s ambitions are ‘far removed from today’s reality’, pointing to a small number of zero emission cars in the EU.
Of the 243 million passenger cars on the road in 2019, just 615,000 cars were zero emission. That’s approximately 0.25 percent of the entire fleet.
In the UK, battery electric vehicles accounted for 6.6 percent of new car registrations in 2020. That’s up from 1.6 percent in 2019. Sales totalled 108,205 in a market severely affected by the coronavirus pandemic and lockdown restrictions. The clock is ticking on the countdown to the 2030 ban on sales of new petrol and diesel cars.
The European Commission has set its own targets for 2030. Encouraging the uptake of zero emission vehicles is a key part of the Sustainable and Smart Mobility Package, published in December 2020.
‘Massive leap’
Eric-Mark Huitema, ACEA director general, has warned that more needs to be done if the targets are to be met. “Despite industry investments in such vehicles and their growing market share, not all the right conditions are in place to make such a massive leap,” he said.
“As recognised by the Commission, an essential condition for zero-emission mobility is the widespread availability of charging and refuelling infrastructure, both for passenger cars and heavy-duty vehicles.
In common with the UK, the EU has a shortage of public charging points. The ACEA says three million points will be required by 2030 – up from 200,000 in 2019.
“Experience has shown us that a voluntary approach to these infrastructure targets does not work,” stated Mr Huitema. “While some EU countries have been very active, others have done little or nothing. The AFID (Alternative Fuels Infrastructure Directive) review really must include binding infrastructure targets for member states.”
In a final warning, ACEA points out the the average European car is almost 11 years old. As Europeans recover from the economic impact of Covid-19, will they have the disposable income to spend on an expensive electric car?
Few EVs cost less than £20,000, although the Dacia Spring EV will become Europe’s cheapest electric car when it goes on sale. Unfortunately, it’s not coming to the UK.
There are warnings that ‘certain parts of the country risk being left behind’ in the rollout of electric vehicle charging points. This comes as the government insists the UK’s network is ‘world-leading’.
Transport secretary Grant Shapps is urging local authorities to take advantage of a further £20 million of funding to add 4,000 more charging points. The government has received applications for nearly 4,000 points since the On-Street Residential Chargepoint Scheme (ORCS) was introduced in 2017.
A leading think-tank says this won’t be enough. The Policy Exchange says the UK will need 400,000 public chargers by 2030 – the year of the ban on sales of new petrol and diesel cars. The annual rate of installation must increase from 7,000 to 35,000 over the next decade.
In the foreword to a report published by Policy Exchange, Simon Clarke wrote: ‘Whereas a driver of a petrol car can travel confidently from Land’s End to John O’Groats, knowing that they can refill the tank every few miles, that is not yet the case for EVs.
‘Some areas have naturally built up impressive coverage, such as central London, but vast swathes of the country have not. This important report sets out a way to meet the challenge.’
‘Major policy failure’
The RAC agrees that a rapid expansion is required. Rod Dennis said: “Without a big increase in the number of charge points right across the UK, certain parts of the country risk getting left behind as 2030 approaches. Everyone remembers what happened when broadband started to be rolled out and some areas were left with poor connections. It would be a major policy failure if something similar happened in the next few years with communities missing out on good charging provision.
“The UK’s charging infrastructure also needs simplifying to avoid drivers having to try to understand a plethora of different apps and charging systems. Something more akin to the simple process of filling up by petrol and diesel would be very welcome. At least drivers can be comforted by the fact all new charge points installed have to allow payment by contactless bank card.”
The ORCS was introduced in 2017 to provide funding for on-street residential projects. Local authorities can apply for 75 percent of the capital costs of procuring and installing an electric charge point and associated dedicated parking bay. Typically, the maximum the Office for Low Emission Vehicles (OLEV) will fund per charge point is £6,500.
Announcing the additional funding, Grant Shapps said: “From Cumbria to Cornwall, drivers across the country should benefit from the electric vehicle revolution we’re seeing right now.
“With a world-leading charging network, we’re making it easier for more people to switch to electric vehicles, creating healthier neighbourhoods and cleaning up our air as we build back greener.”
Nick Harvey, senior programme manager at Energy Saving Trust, added: “The confirmation of £20 million of funding for the ORCS in 2021/22 is great news. This funding will allow local authorities to install convenient and cost-effective electric vehicle charging infrastructure for those who rely on on-street parking. This helps to support the fair transition to the increased adoption of low carbon transport.
“We’re therefore encouraging local authorities to access this funding as part of their plans to decarbonise transport and improve local air quality.”
A hot hatchback is best enjoyed alone. I came to this conclusion after spending a day in the company of the new Volkswagen Golf GTI TCR on the roads of Mid Wales. It was the kind of day that might have prompted Lou Reed to write a song. Almost everything was perfect, including the weather, which was very Welsh.
I’d arrived in Crickhowell, a small town in the foothills of the Black Mountains, just before 8am, feeling decidedly jaded following a three-hour motorway slog in a diesel-powered MPV. But there’s nothing like the sight of a freshly washed hot hatch – not to mention a fresh pot of tea – to stir the soul and awaken the senses.
Before most people had finished their morning commute, I was behind the wheel of a five-door Golf GTI TCR finished in Pure Grey, a colour unique to this run-out model. No passenger, no predefined road route and no rush to get back. Just a full tank of fuel and the entire Welsh road network at my disposal.
In truth, it wouldn’t have mattered where I went, because Wales is essentially a greatest hits album of epic roads: Now That’s What I Call Great Driving Roads. But I intended to put together a playlist of Welsh gems, so I took the A479 to Talgarth and headed for Builth Wells.
T, C and R, please, Bob
First, a bit about the Golf GTI TCR. This is the last hurrah for the Mk7.5 Golf, its name and styling inspired by the Touring Car Racing series. Volkswagen has been successful in the formula, so it made sense to create a hotter Golf GTI inspired by the race car.
The tribute act is a lot more subtle than the track star, especially if you resist the temptation to spend £550 on the honeycomb design side decals. Maybe I’m getting old, but I’d prefer my TCR without the homage to Blockbusters plastered on the side. The letters T, C and R on the base of the rear doors are enough for me, Bob.
Other aesthetic upgrades over the Golf GTI Performance include a new front splitter, side skirts, a rear diffuser, black door mirrors and a larger tailgate spoiler. This particular car had the optional TCR Performance Pack, comprising 19-inch black alloys (18s are standard), semi-slick Pirelli tyres, a de-restricted top speed of 164mph, suspension lowered by 20mm and Dynamic Chassis Control.
All in, my test car cost a not insignificant £41,289.19, its price inflated by the £2,900 TCR Performance Pack, £1,000 panoramic sunroof, £100 rear tinted glass, £555 decals, £300 rear side airbags and £534.19 vehicle tracker. A panoramic sunroof on a track-inspired hot hatch? No thanks.
But then everyday usability has always been one of the Golf GTI’s greatest strengths. An ability to switch from mellow roast to espresso in the blink of an eye. The TCR is no stripped-out hardcore racer in the style of the Clubsport S, it’s a car for all reasons, even if the Golf R is – on paper at least – a superior car for all seasons.
I hadn’t so much left the suburbs of Crickhowell before I had settled into a groove. Finding the perfect driving position is easy, while the TCR seats provide good initial comfort and superb long-term support. But while the red marker at the top of the steering wheel is a neat touch, I wish Volkswagen had finished the wheel in Alcantara to match the gear gaiter and door inserts.
Engage Sport mode
You can play around with the driving modes until your heart’s content, but for 90 percent of the time, I found myself in Sport mode and with the seven-speed DSG transmission set to manual. Some may bemoan the absence of a manual gearbox, but in the hills and mountains of Wales, the paddles weren’t a spoiler, they added to the event.
It’s not as though Sport mode turns the TCR into a rabid beast, loaded with pent-up aggression and egging you on to drive faster – this is not a hot hatch in the style of the Honda Civic Type R. There’s a noticeable difference between Comfort and Sport, but the ride quality is never uncomfortable, even on the 19-inch rims, and the exhaust pop-pops on the overrun are more pronounced.
Forget Eco mode, which is akin to exchanging the sticky Pirellis for a set of waders and asking the TCR to go bog snorkelling in Llanwrtyd Wells.
Not that the car ever lets you forget that we’re living in eco-conscious times. Every so often, the dashboard would display an ‘eco tip’ advising me to flick the shifter into automatic to save fuel. An unwanted distraction, especially when you’re enjoying the asphalt of Mid Wales.
The 20-mile drive to Talgarth was like a familiarisation event; like being reacquainted with an old friend, everything feels right in a Golf GTI. It might be easy to poke a stick at VW for being a little unadventurous with its interiors, but when the quality is this good, and the ergonomics are near-faultless, who’s complaining?
It puts you at ease and delivers the confidence you require to really enjoy a hot hatch. And as I peeled off the A483 at Beulah, that was precisely what I intended to do.
The Abergwesyn Pass
By now, the fine weather that had greeted me as I crossed the Severn Bridge had given way to sleet. The clouds hung heavy over the peaks of the hills towering over the Abergwesyn Pass, while the roads were coated in a treacherous blend of sheep mess and drizzle. Conditions more suited to the Golf R, perhaps?
Not a bit of it. Up here, in splendid isolation, this was everything a car enthusiast could dream of. No phone reception, no need to be anywhere, no Slack notifications, no four-wheel drive. A hot hatch should be driven through the front wheels. End of story.
Just a few weeks earlier, this road had been rendered almost impassable by Storm Whateveritsnamewas, but today it created a playground for the TCR, the peace and tranquillity pierced by the tuneful burble of the stainless steel exhaust system. It’s not anti-social loud, but it’s just enough to add something to the occasion.
From the three fords at the bottom of the pass, the road climbs up Devil’s Staircase, a one-in-four zig-zag hill requiring the use of first gear and an ability to see around corners. Here, the TCR struggled for grip, with a shift from first into second causing the traction control light to flash up as the car propelled itself to the next switchback.
I still hadn’t been able to make full use of the 290hp 2.0-litre turbocharged engine – that would come later – but I was already enjoying the thin-rimmed steering wheel, a welcome tonic to the ‘phat’ wheels deployed on some other hot hatches.
The steering itself is hardly brimming with feel, but it’s communicative enough to let you know what the front wheels are doing. It rewards a light grip on the wheel, and there’s a noticeable difference in weight between low-speed manoeuvring and high-speed cornering.
It was from here to Tregaron that I truly appreciated the manual function of the DSG transmission. Blessed with a stretch of freshly-laid asphalt, the first section is a series of tight corners, woven together by short and snappy straights. While the shifts through the gears aren’t lightning quick, the paddles mean that you can keep your hands on the wheel, which is handy when the road is barely wide enough for one car.
Get it wrong and a multitude of terrors lie in wait, including rolling down the hillside, wheels wiped out by roadside rocks or a head-on collision with one of the many sheep. Get it right and it feels like heaven, even if the sleet had turned to snow and the pine forests were in full-on Narnia fancy dress mode.
Once past the long-since-retired red telephone box, the road climbs like a helter-skelter, with the fresh tarmac making way for a more pitted surface. It’s here that I discover that the TCR can feel a little skittish when cornering on the limit, a symptom of the larger wheels and lowered ride height, perhaps?
On the flip side, the way in which the TCR corners is utterly intoxicating and in many ways the raison d’être of a car of this ilk. It turns in with such precision and vigour – and the harder the corner, the more rewarding it gets.
I’m not ashamed to admit that I channelled my inner Meg Ryan on a number of occasions – remember what I said about enjoying a hot hatch alone? – and my heart skipped a beat when I laced together a series of bends to absolute perfection. And if I entered a corner too quickly, the TCR was on hand to get me out of trouble, and there was no passenger on hand to judge me.
Mountain road and the Elan Valley
Dropping down into Tregaron and below the snow line, it was back to reality. The first sign of civilisation since I left Beulah over an hour ago, and the unwanted influx of messages appearing on the crystal-clear 9.2-inch infotainment screen.
Not that my playlist of great roads was about to fade to grey – there were no fillers or makeweights on this greatest hits album. Instead, I took the B4343 to Cymystwyth, where I’d join the mountain road to Rhayader, via the sublime Elan Valley.
It was on the mountain road that I finally managed to stretch the TCR’s legs. It begins with a tight, technical section, the road behaving like a temptress and provoking you into a wrong decision. One minute you’re enjoying a ribbon of bends, the next minute you’re tangling with a savage cocktail of sudden camber changes, blind summits or unexpectedly tight turns.
Occasionally it’s a blend of all three…
‘Properly quick’
It’s fun, exhilarating and at times scary, but it serves as a prelude to the main event: a fast, open section to the junction for the Elan Valley, blessed with wild vistas and, on this occasion, snow-capped peaks.
When the road is free of sheep and day-trippers, it’s possible to unleash the full force of the TCR’s 290hp engine. A 0-62mph time of 5.6 seconds seems a tad pessimistic, but it’s the mid-range muscle that’s most impressive. The full 280lb ft of torque is available from 1,950rpm to 5,300rpm, so there’s plenty of pull in whatever gear and at whatever speed. Make no mistake: the TCR is properly quick.
Peak power is from 5,000rpm to 6,200rpm, so there’s a reward for holding on to a gear for longer, especially given the fact that the soundtrack is at its most raucous above 4,000rpm. Annoyingly, the DSG ‘box will change up when you approach the redline, diluting the feel of total involvement, not to mention providing fuel for the fire for those who’d argue that the TCR should have a manual option.
Not me. I was revelling into the feeling of leaving my hands on the wheel, clicking up and down through the gears, listening to the pop-pops and spits on the over-run. With the sun shining and the road blessed with a 60mph limit, the Elan Valley road to Rhayader was arguably the high note of the trip. Everything fell into place – I felt no urge to stop for pictures.
After an unhealthy snack at Rhayader, I had a decision to make: take the A470 and A479 to Crickhowell, or the longer route via Llandovery and the Black Mountain Pass. Needless to say, I chose the latter.
Black Mountain Pass
In truth, playtime was over. After the rollercoaster B4358 to Beulah, this section of the journey was a frustrating mix of no overtaking zones, lorries and mid-range hatchbacks. Worse still, by the time I had reached the bustling town of Llandovery, the sun had turned to rain and, for the second time this year, I was predicting a rather wet drive along the A4069.
I was wrong. The A4069 – known to car enthusiasts as the Black Mountain Pass – was in the midst of a pounding by near blizzard conditions. For the first time on this trip, I figured that a Golf R might be more appropriate.
And the Golf R is arguably the Golf GTI TCR’s chief rival. While the Renault Megane RS Trophy, Civic Type R and Hyundai i30 N might seek to tempt a Golf driver away from Volkswagen, if you fancy a hot Golf, you’re unlikely to be swayed by much else.
Personally, I’d choose a TCR over a Golf R. While the additional 10hp and 4Motion four-wheel drive might be appealing, the R is also heavier and seems to be driven by every Tom, Dick and Gary living along the M4 corridor.
The TCR feels a tad more special, even if Volkswagen could have worked harder to increase the sense that it’s derived from a successful race car. And no, I’m not talking about adding more decals.
Whether or not the TCR was worth the £2,310 extra over the Golf GTI Performance is a matter of opinion. Subjectively, the TCR is the best looking Mk7 Golf GTI – especially in Pure Grey and without the decals – and the additional 45hp is most welcome.
But you’ll want the Performance Pack, which added another £2,900 to the price when new. Heck, ‘my’ test car cost an eye-watering £41,300, which is big money for a Golf GTI, especially one based on an outgoing model and without the attraction of limited-run status.
All by myself
I called it quits on the ‘White’ Mountain Pass and endured a slow crawl back to Crickhowell, energy and enthusiasm levels hitting the floor after 12 hours on the road (including my drive to Wales). I had done around 200 miles in the TCR, mostly on mountain passes and technical B-roads, averaging 22mpg in the process.
Nearly a week on, I was still thinking about the Golf GTI TCR. It has renewed my interest in the Golf GTI and awakened a former desire to own a new one. I have owned a GTI in Mk1, Mk2 and Mk3 flavours – and enjoyed a brief romance with a Golf Rallye – but the newer models have passed me by.
Thanks to the TCR and the magical Welsh roads, I’ve added the Mk7 Golf GTI to the shortlist of new cars I would buy with my own money. And the first place I’d head to having taken delivery? Mid Wales. Alone.
READ MORE:
New Volkswagen Golf R – and its hot hatch ancestors
