Irish Car+Travel Reviews and Features

A bucolic interlude in SA

2009-08-20T08:06:00.008+01:00

David Pauline visits Cape Town and the Western Cape

I must ask you, first, to put aside for the moment any preconceptions you may have of South Africa – leastwise the Western Cape region.

If you’re looking to find poverty, you will surely find it in some of the townships around Cape Town. If you’re expecting to look out of your hotel window and see herds of Wildebeest galloping across the plain, you’ll be disappointed. (The serious game reserves are way up north.) And if you’re concerned about unfettered lawlessness, with a mugger lurking on every street corner, you’ll be pleasantly surprised.

And from here on in it just gets better and better.

There’s only one place to start. We’ve all seen the pictures, but nothing could quite prepare me for the grandeur of Table Mountain – or the great sweep of the city below me when the cable car reached the top. And out in Table Bay, Robben Island, a brooding reminder of less happy times.

I could have spent a week in Cape Town, but it would have to wait. My destination was the award-winning Pezula Resort Hotel & Spa (www.pezularesorthotel.com) outside Knysna — a 300 mile plus drive east along the N2 and ‘Garden Route’. (Knysna itself — www.knysna.org — has twice been voted South Africa’s favourite holiday destination and is particularly famous for oysters.)

Standing high on the Eastern Head, Pezula is bounded by rugged cliffs, ancient forests and sheltered beaches, with glorious views of the Indian Ocean and Knysna lagoon.

As well as a Championship golf course, the estate is home to the ‘Field of Dreams’ sports facility – and, hidden away in a natural hollow, an absolutely delightful little cricket ground.

The hotel boasts 78 sumptuous suites set in beautifully landscaped gardens. Each has everything you could wish for – right down to deli snacks in a pantry kitchen and a real log fireplace! No detail has been overlooked. Or you can stay at one of two romantic, miniature castles on the nearby secluded and pristine Noetzie Beach. It would be worth getting married just to honeymoon there. Almost!

If you can’t relax at Pezula, you can’t relax anywhere!

But if you really cannot relax, there’s a 24-hour business centre and a gym — and the list of outdoor activities on offer is extensive to say the least. What about archery? Or horse riding? Or mountain biking? And, of course, there’s tennis and a pool. I settled for a fascinating guided walk down through the forest, then canoed the last half-mile along the lazily flowing Noetzie river to the beach. Idyllic.

There are several eating options, by the way. The stylish Zachary’s restaurant was recently named one of the top ten in South Africa — or you could dine down at the beach. (Don’t worry, transport’s provided!)

After the R & R, it’s on the road again. But instead of heading back the way I’d come, I struck north for the stunning Outeniqua Pass and thence west on the ‘Scenic Route’ (as if the ‘Garden Route’ wasn’t scenic enough!) across the Little Karoo on Route 62 towards Montagu – the gateway to The Winelands. And to joy unconfined!

Here I was to discover Mimosa Lodge ‘guesthouse’. Dating back to 1859, the main double-storey building is a national monument. In the tranquil gardens, among more than 200 indigenous Little Karoo plants, you’ll find a swimming pool, a croquet lawn, a boules pitch, seven tastefully furnished modern suites and the secluded Orchard Suite with its own private garden and pool.

Better yet is the multi-award-winning food. No choice, just a set dinner: that night it was Crayfish Tail with Avocado Salsa and Truffle Soured Cream, followed by chilled Butternut Soup infused with Curry and Orange garnished with crispy bacon, Escalopes of Veal on a bed of Swiss Chard with Seasonal Vegetables (from their own gardens) and a Calvados Cream. To round things off, a trio of Mousses – Picasso Fudge, Tiramisu and Chocolate. All exquisite and beautifully presented. The bill? £16. And that included an aperitif! (As I was dining alone, I opted to have a glass of a different wine with each course. That bumped up the price — to £23.)

Forgive me for banging on, but Mimosa Lodge is somewhere rather special. (www.mimosa.co.za)

I could write pages on the wines of the Western Cape. Names like Stellenbosch, Robertson and Worcester are well-known here, but that’s not the half of it: there are no less than 23 wine-growing districts. The quality is rarely less than excellent and there are some truly world-class vintages. The beauty is that a bottle of decent wine can be had for a couple of pounds in a store. Even in a top restaurant like Constantia Uitsig outside Cape Town you’re still only talking around £10, with the really good stuff seldom costing more than £30. (For details of the various Wine Routes go to www.wineroute.co.za)

As an alternative to DIY, what about a guided tour? Wine enthusiast Sue Bevan of North West-based Winter Hill Wines arranges tailor-made itineraries for small groups. Having lived in South Africa for some 25 years, she really knows the country and its wines/winemakers. (suebevan@winterhillwines.com)

Just time left to explore The Waterfront at Cape Town with its incredible array of shops, bars, restaurants and strolling players, then off to the airport.

For me, the Western Cape has everything. The climate is wonderful, the scenery ranges from soft bucolic beauty, through dramatic to absolutely spectacular, the people are genuinely friendly and it’s one of the cleanest, most tidy places I’ve ever seen!

Add to that eating out for about half what we pay here, decent wine for even less, petrol at under 50p a litre and genuinely friendly people, and you begin to see the appeal of this amazing country. I’ve bored my friends rigid since I got back!

FACTS

Getting there:
None of the airlines fly direct to Cape Town from UK regional airports, but there’s plenty of choice from London: I went with Virgin Atlantic. Prices vary greatly from £500-£700, so shop around.

When to go:
Our winter is their summer. Dec-April is best, with August/September for the Spring flowers.

Where to stay:
No need to go to the expense of big hotels. B&Bs in the Western Cape are generally superior to the UK – many have swimming pools! – and even the ‘expensive’ ones cost only about £60 per night for a double room. I stayed at –

Dongola House (Constantia, Cape Town) - www.dongolahouse.com A peaceful suburb, pleasant vistas, comfortable garden suites round a pool and terrific breakfasts. Du Plessis lookalike/soundalike Peter Eckstein as host is a bonus.

Kleinvaterfal Riverside Lodge (nr Franschhoek) - www.kleinvaterfal.co.za Babbling brook, vineyards, citrus groves, superb pool and a mountain backdrop. Idyllic.

Woodlands Guest House (Wilderness) – 082 823 5223 Not as modern as some, but spacious and welcoming. Tiny infinity pool is a nice touch. Wonderful view over the lagoon, but at the price of rather a lot of steps!

Where to eat:
Eating out is inexpensive and, for the most part, quality is high.

Middle-of-the-Road, in no particular order -
Cape Town Fish Market (Almost everywhere!) – www.ctfm.co.za

San Marco (V & A Waterfront, Cape Town)

Pastis (Great Constantia, Cape Town)

The Barn (Riebeek Kasteel)

Wilderness Grill (Wilderness)

Harbour House (Kalk Bay)

At the top end, I can recommend –
Constantia Uitsig (Cape Town) – www.constantia-uitsig.com

Dieu Donne (Franschhoek) – info@dieudonnerestaurant.com

Tokara (Helshoogte, Stellenbosch) – eat@tokararestaurant.co.za

Baia Seafood (Waterfront, Cape Town)

The Winery (Backsberg) – www.backsberg.co.za

And Mimosa you know about already!

What to see:
So much, and so little time. But not to be missed are –

Cape Town Waterfront

Table Mountain

The Cape of Good Hope and Cape Point (Once in the nature reserve, take care not to confuse the two. Cape Point’s the one with the lighthouse!)

Cape Agulhas – The real southernmost point in Africa!

Whale-watching off Hermanus – about 70 miles south-east of Cape Town. Summer’s best and there’s a Whale Festival every September (www.whalefestival.co.za )

The Penguins at Boulders Reserve – south of Simonstown on the Cape peninsula.

The Cape-Dutch towns of Franschhoek, Stellenbosch, Kirstenbosch and Paarl.

Useful addresses:
Robben Island – www.robben-island.org.za

Table Mountain – www.tablemountain.net

Garden Route – www.gardenroute.co.za

Winelands – www.winelands.co.za

National Parks – www.sanparks.org

Cape Town Tourism – www.tourismcapetown.co.za

South African Tourism Office – www.tourismsouthafrica.net or

6 Alt Grove, London SW19 4DZ. Tel: 0870 1550044

Final notes:
Only the very large petrol stations take plastic and then not all.

Don’t pick up hitch-hikers.

Don’t flash your cash or belongings.

Don’t get paranoid!

(Pictures also by David Pauline.)

320d refreshes my memory

2009-08-11T07:00:00.001+01:00

In this business it's easy enough to forget just how good a car can be. It's just because we drive so many different kinds, from Daihatsu Sirions to supercharged Range Rovers, and the whole length of motordom in between.

It's a recipe for becoming blase. Or, or maybe and, becoming confused.

And there's another thing. Cars in the middle ranges have improved so much in the last decade that from time to time people like me can forget that some particular brands, and particular models within them, can still stand out above the main herd.

That last has happened to me more than once. I've been occasionally so taken with the quality of a mass manufacturer's product that I've suggested it is hard to justify going above it for one of the 'prestige' brands. This isn't to say that I think I've been wrong, but it would be foolish to consider the elites not worth their penny.

I was reminded of this when recently reacquainting with the current BMW 3 Series. In the particular form of the 320d.

The 3 Series is the real bread-and-butter (or should that be cake-and-cream?) of the BMW brand, and arguably the one which most non-BMW owners aspire to in terms of the carmaker from Munich. And it comes in a number of flavours in both petrol and diesel variants. There is a valid position that there's no need to go beyond the 320d.

But first, the car itself. Even before Chris Bangle left the company's design stable, some of his styling excesses had already been smoothed out. But it is fair to say that by the time he came to produce the 3 Series, he had it all right, and this car, especially in saloon form, is one of the nicest cars in the BMW stable.

In format it is a classic three-box, with distinctive lines and a very smart rear roofline flowing into the bootlid. That gives an almost-coupe effect, without any of the disadvantages, and all in all the aesthetic balance of the styling is really good. From the front, the car is unmistakably a BMW of the most modern kind.

But it is from inside that the owner of a car must feel he or she has an automobile that reflects what has been spent, and in this respect I certainly feel it does so. The review car featured light cream leather and a really good representation of wood trim. The sculpting of the dashboard top offers its own part to the overall character of the car, while the level of build quality is as we would expect after shelling out €42,000-€50,000 for a car.

In options terms, the review car had a few high-cost items. The Nav system comes with a tag in excess of €3,000, close to another grand for Bluetooth phone preparation, and something similar for the automatic airconditioning. Parking control front and rear was another €900 plus, while the autobox added another €2,700 or so. The leather and wood interior adds a tad less than €5,000.

So, getting to this particular sense of luxury doesn't come cheap. But at least, the options you particularly want are at your own discretion.

The basic car in the 320d format is still what gives the typical BMW feeling of strong build and serious engineering. And it is that latter engineering expertise which has always underpinned what BMW is all about.

Having a 2.0 engine slotted into the B CO2 taxation band is quite an achievement, even if it is a diesel. It is just one of the real world expressions of what BMW calls their 'EfficiencyDynamics' programme. Being frugal in fuel consumption and emissions doesn't seem to come at any performance cost, either, as a 0-100km/h sprint in around eight seconds is very acceptable. Even more is the 80-120km/h acceleration of 6.6 seconds in fourth gear.

The auto trans worked seamlessly, and my driving experience with the car was never less than enjoyable. I really was reminded of how much value BMW put on their reputation for producing 'drivers' cars.

For the passengers, the accommodation is very good too. And unlike many cars in a similar size segment, there's enough leg and headroom in the rear to have a 6'2" man travel in comfort for any length of trip.

Right, there's money to be spent on acquiring this BMW, even in its basic specification. But I left the car back with the feeling that, more than most, the spend might be regarded to a great degree as an investment. Because I suspect that the 320d could safely be kept for at least five years without the owner having reliability worries, or getting tired of the ambience.

It's a bit like buying a suit. A cheap one will quickly show its age and wear, and might never even be comfortable. An expensive one will show its value for most of its much longer life.

Brian Byrne.

Avensis in its third age

2009-07-27T06:55:00.003+01:00

For most years in the past decade and a half, Toyota was used to having top place in the large family segment, with two generations of Avensis and also its predecessor Carina.

Last year it was tipped off that spot by Ford's Mondeo, partly because of the absolute quality of that latter car, partly because Avensis was in a long runout, and partly because there was a bit of a backlash against larger cars.

Well, now the third generation Avensis has arrived. And Toyota Ireland is keeping its fingers crossed, albeit resigned like the rest of the motor trade to this not being the best year to fight back for its crown.

The company's designers and engineers have worked hard, though, to give its customers in this segment a car for the corssover into the next decade. And in respect of the version which I've just been driving, the 2.0 diesel wagon, it might just be right to pick up from the tumble out of large MPVs and SUVs.

I'm old enough to remember when Ireland had a bit of a gra for estate cars in this size. But that was when they were the only option to saloons, before those previously mentioned MPVs and SUVs were ever around. For the family that needed stretching room, the estate was the answer.

Over the last couple of decades, except in the premium segments, wagons have been out of favour with Irish buyers. But perhaps their time has returned? Apart from the new Avensis, there are well designed and attractive estates, or tourers, from the key players in the segment.

For this third generation Avensis, Toyota has changed all. Platform, sheetmetal, engines and gearboxes. The new car is longer and wider than its predecessor, has more perceived room inside thanks to a forward movement of the A pillars and an equivalent backwards shift of the C pillars in the saloon. The body of the estate was designed as an entity in itself, and is a tad longer than its stablemate, though it shares the same wheelbase. There's a wider track too, front and rear, further improving the ride and stability on a nameplate which already had a good reputation in this regard.

The front end design is distinctive, a more imaginative look that was previewed in that on the current Corolla. The profile of the saloon is very smooth and attractive, offering real alternative to the similar side views of competition like the Opel Insignia and Renault Laguna.

Rear ends of estates are hard to make interesting, but Toyota have made a good pitch at it here.

In fairness, Toyota isn't famous for beautiful interiors, but they are practical, easy to live with, and comfortable. Nothing has changed in this department with generation three Avensis.

The quality is better than the initial perception, which in the review model was let down by rather unremitting black. It should be said that in other grades there are metallic and texture variants in the centre stack and other trim. But the feel and fit of the coverings is excellent, and clearly won't get any way shabby over the life of the car. As always, knobs and switches are well labelled and easy to use.

The traditional analogue instrument dials are lit by the now-familiar orange and white backlighting currently favoured by Toyota. Straightforward and unambiguous.

The new Avensis has stacks of room front and rear, and in this tourer variant offers cargo space adequate for any lifestyle need, with a range of special options including floor rails to meet particular storage requirements.

All in all, leaving aside the fact that it isn't AWD, I'd reckon that somebody downsizing from an SUV won't find they have any less capability for carrying people and stuff.

The 2.0 D4D diesel in the review car has been improved on from that in the previous Avensis. Toyota say it is up to 10 percent more efficient, and the 134g/km CO2 emissions are very respectable for a car this size.

It has a reasonable 126hp power output, and a very substantial 310Nm of pulling power. The carmaker is putting a lot of emphasis on overall ownership costs for the new Avensis, and rather than giving an arbitrary servicing mileage for this version, an oil quality monitor will recommend when the next service should take place.

(It's worth noting than in terms of the petrol versions, Toyota has fixed 15,000 kms as the service period which makes the best sense in terms of getting the best out of components and consumables.)

The standard gearbox with the 2.0 diesel is a proven 6-speed, but there's a new 6-speed automatic available with the larger 2.2 optional D4D, which comes in two power versions. The manual in the review car has very tall gearing, in economy terms making good use of the 1800rpm point where top torque comes in.

That said, though, the indicator which suggests best times to change gear is a bit annoying, as most drivers will have their own favourite mix of shift and welly. Most of the time, especially in the difficult conditions we had, I ignored it and went by instinct.

This is a quiet car. So was its predecessor, but this is even more so. Top marks to Toyota in their neverending story of improving the NVH.

Even at entry level, this new Avensis is right up to competitive specification. There's aircon, electric front windows, and a raft of safety stuff including brake lights that flash when you hit the pedal.

As always, it's a lot of car.

Brian Byrne.

Things not to like about the iQ

2009-07-15T05:56:00.002+01:00

Y'know, I was prepared not to like this car from the beginning. In general, city cars are not my thing. I'm too tall for most of them, for a start, and while I can temporarily have a fling with one, a long-term relationship just isn't the thing.

Especially one which is especially designed for the city, like a Smart. A brand I could never take to, mainly because of the poppety sound of the engine, more reminiscent of a lawnmower in poor tune than a car.

Toyota's iQ looked to be in the same league when I saw the pictures, and later the metal at the motor shows. And I knew there was some level of marketing sleight involved when they showed pictures of it with teenagers in the back. Officially it is designated as a 3+1 in capacity, the inference being that three people is normal, and an occasional small one.

It's a question of interpretation, really. Or, a question of size. Of passenger size. An asymmetrical dashboard styling allows the front passenger to be a bit more forward than usual, leaving a little extra room for one rear person behind. Any ordinary size of driver, however, makes it impossible for any more than a small child behind, and then at a (literal) pinch.

The short footprint of the iQ also boded poorly for handling dynamics and ride. The car is shorter than an Aygo, for God's sake; it couldn't be anything but bumpy on real Irish roads.

There would also be compromises in instrumentation, controls, and the other creature comforts we take for granted in 'real' cars. Like there were in the Smart. And while the engine was familiar, and likeable in the Aygo, was it not likely be buzzy in this foreshortened beastie?

And finally it was going to be too expensive for a mere 'city' car, priced higher than the larger Aygo and not a lot short of the much more substantial Yaris.

Like I said, I was predisposed not to like this one.

Some of which predispositions turned out to the true. The business of having people in the back, for instance. Emergency only, really. Though at least in any subsequent accident, Toyota has had the wisdom to invent a rear transverse airbag to protect against any impact from behind.

There's compromise in instruments too. Well, in the radio, which for space reasons is operated by a pesky little do-da that actually made me feel the car would be better without a radio at all.

And then there was ...

Well, there wasn't, actually.

In every other respect, the iQ is a machine well worthy of the designation car. Better than a few others out there, as it turned out.

There's nothing claustrophobic for the two occupants most likely to be on board. In fact, there's an amount of headroom that exceeds that in some larger and more luxury cars I've driven.

There's good elbow room, too, as the iQ is wide relative to its length. A matter that also works wonders for its actual instead of its expected stability.

And the engine -- a 1.4 diesel and a new 1.33 with stop/start are due to join the line -- is just as much a likeable little flyer as it is in the Aygo and its siblings (as well as a Daihatsu or two).

Also, whatever they magicked into the suspension, it isn't at all the choppy ride I expected.

The rear space, when not taken up with people under back seat arrest, is very useable for carrying stuff, unlike the Smart because that's where the poppety engine is parked.

And it also made people smile as I drove by. Because the iQ has a perception of character.

The final nail in my preconceptions was the overall driving experience over a number of days. It was fun, and unlike the Smart, the iQ feels real. It drives real, even in the plains and mountain roads where it doesn't make any claims to belong.

it was frugal -- just 99g/km of emissions with the manual, and an automated manual version only bumps up the carbon grammes by a measly five.

And it turned out to be a car that, if it came up, I would be quite able to commit to for the longer term. Even if it is more expensive than the Aygo.

Just goes to show, how fickle we men can be, I suppose. Our heads are easily turned ...

Brian Byrne.

Automatic economy from Peugeot

2009-05-20T07:41:00.002+01:00

Traditionally, buying an automatic version of a car meant that one would have to sacrifice a chunk of fuel economy.

That's no longer the case all the time. With the evolution of the automated manual from their original clunky versions to pretty smooth operators, going the auto route has actually reversed the process.

That is no better exemplified than with the new Peugeot 308 Ecomatique. Powered by a 1.6 diesel, this version has an automated version of the standard six-speed gearbox, and it is acyually more frugal than the manual.

To the point that the auto version is a Band A car in CO2 terms, against Band B for the normal manual.

I'm strongly of the opinion that the 308 is one of the nicest of its class in its styling. Very much in the Peugeot family look, it has curves, sculpting, and a wedge shape that is as coherent a design as you might ever want.

Inside, balance is the first thought. A dashboard which is deceptively simple in execution is just one aspect of this. Fitting in with the low scuttle line that helps even short drivers have a very good forward visibility.

The instrumentation comprises a dual set of speed and revs dials, with two smaller ones for the engine temperatire and fuel. All four are quite stunning black on white classic instruments which some competitor makers could profitably copy. The centre stack and its entertainment/climate controls are equally both stylish and easily useable.

The three-spoke steering wheel is well designed to accomodate whatever is your preferred hold, either quarter-to-three or ten-to-two or even a time in between. Five dashboard air vents provide a good range of options to make the best of the aircon and ventilation system.

Seats in this Peugeot are quite up to the mark, a matter which for me in recent weeks has been important as I'm recovering from the after-effects of a fall on ice, and am still feeling a bit tender.

It's a wide car so there's no shortage of elbow room. And the wedge style rather than the coupe kind favoured by some others in the segment means there's quite adequate headroom in the rear.

The 1.6 diesel is familiar from a number of PSA and Ford applications, and in this 308 is exceptionally quiet even at startup.

The combination with the automated manual is a nice and punchy experience with no real lag on urgent downshifts. Moving up through the gears can be virtually seamless with a little judicious shuffling of the accellerator pedal.

It might not be the cheapest 308 on the list, but for the extra frugality and the real comfort of the automatic shifting, it isn't overly expensive at €24,256.

If you are one o the 2009 rare breed who is actually considering a new compact car, don't leave this one out of your considerations. Brian Byrne.

RS stirs pangs of lust

2009-05-13T16:39:00.003+01:00

There's an exoticism about the likes of Porsche, or Ferrari, or even the humbler Lotus and Morgan cars, which attracts owners who want to make a statement as much about their financial status as of their driving preferences.

But there's something quite different about those who buy, or lust after, RS Fords. You don't put them into any financial slot, because they come from all sizes of bank balance. You don't consider them to be elite, because if they were they wouldn't be interested in being behind a Ford badge, even one which can whip Porsches and Ferraris betimes. In fact, you don't consider them special at all.

They're just what they consider themselves to be. Enthusiasts. Enthusiasts for one pair of automotive letters, granted, but just Ford motorheads, really. Even in my own small circle of friends and acquaintances, I know a doctor who used to own one; a musician too, who has a day job as a solicitor to allow him the luxury of playing music; a former banker, who got out of that business before it became synonymous with villainy; and a motor mechanic, the kind who still can get his hands dirty in an engine sump.

All of them will fondly remember their RSs, whether Escorts, Sierras, or whatever. All of them will tell you stories about them, except that, unlike golfers or horse-racing enthusiasts, they won't bore you with shot by shot or jump by jump detail. They won't tell you about their former loves at all unless they know you're interested.

That's probably because owning and driving an RS is both a kind of private pleasure and an everyday one. RS Fords have never been 'extra' cars, used only on weekends while something more prosaic did the daily commuting duty. An RS had to be a car for all days, for all seasons, for all reasons.

There have been 22 Ford models with the RS badge. And for some time, Ford has been working on the latest, knowing there's a pent-up demand not satisfied with the ST variant of the current Focus.

Well, it'll be here in a few weeks. Focus RS as I saw and drove it a while back will certainly satisfy the lusts and expectations of those fans I've just mentioned. Those with the wish and the will to spend around €43,000 on the second Focus to carry their favourite badge will get something that first and foremost looks the part.

A substantially more muscular styling front, side and rear sets the car off well from the ordinary car. But it's style that is useful, not merely for the look.

For reasons of stability, among others, the new RS has a wider track, and the sheetmetal had to accommodate that. The new apron incorporates both a required larger air intake and the aerodynamic elements to help keep the nose down at speed.

The double wing over the rear window will make a boy-racer's heart race, but when a car has the performance indicated by a 0-100 km/h sprint of 5.6 seconds it is also a real necessity to pin the car to the road.

No sports hatch is properly finished without the sound, and the Focus RS's engineers have tuned the car's exhaust system to provide an invigorating crackle when the loud pedal is pushed with brio. Just in case the car behind doesn't know where this is coming from, the RS sports a brace of very visible large exhaust pipes.

There's real power behind that crackle. The latest Focus RS is the fastest production Ford ever built in Europe, a performance punched along by 305hp from the 2.5 5-cylinder engine. A hefty variant of this Volvo-sourced powerhouse is already familiar in the Focus ST, but in this application it has been very substantially modified indeed.

Metal-sprayed bores in the aluminium block, and a more powerful turbocharger, capable of up to 1.8 bar instead of the ST’s 130 bar, are a couple of the changes. The 6-speed gearbox was also toughened up, and the suspension stiffened.

Getting all that power to the ground in an FWD car posed special problems. Traditionally, to avoid very troublesome torque steer, a carmaker would go AWD. Ford say they considered it to the level of actually building a prototype AWD, but for cost and weight reasons, decided not to go the route.

The guys on the WRC desk in Ford Performance Vehicles Division had been working up a brand new idea aimed at dealing with just that problem. So the RS team adapted it for their baby, and it works a treat. Patented, and branded as the RevoKnuckle, the system separates the power and steering forces, offering a driving feel that retains the edginess of FWD without the disruptive torque steer.

To drive in the hills at the back of Nice, the new car showed a very sporting and punchy personality when pushed to show what it can do, especially by a co-driver with rally experience and an ability far beyond mine. On the other hand, as real owners of RS Fords require, it was well suited to the city commute, if a little wasted on it.

I'll be driving one in Irish conditions soon, and will see if the very evident fun factor from Nice can be replicated here. I have a couple of routes in mind, but for obvious reasons I'm not saying where.

Meanwhile, maybe 50 or so will roll out onto Irish roads this year, if the optimists in Ford Ireland are proved correct. The fact that the first dozen allocated were sold out well before launch here is a good indicator.

RS lives again. I know a doctor, a lawyer, a former banker, and a mechanic with oily fingernails who are already feeling nostalgic pangs of lust. Brian Byrne.

Mini: new taste from an old recipe

2009-05-11T08:29:00.003+01:00

There's a folklore out there that the original Mini was a cheap and cheerful car, and that when BMW brought out their version it became a much more expensive one.

True, but not true. When first launched, the Austin Mini was actually more expensive than its competitors of the time, and smaller than them too. But it was so different, everybody wanted one. Especially when it was picked up by the 'beautiful people' of that swinging Carnaby Street time.

(Masters of the Universe born since that time, Google 'Carnaby'.)

My mum, though beautiful herself, wasn't one of those. But she bought a Mini anyhow, and having access to it helped me to drive myself out of my teens and into my next important decade.

So, for my generation, Mini has fond associations. And some not so fond. Like the howling breeze that would come through the side windows, sliding affairs rather than wind-up. And the heater that didn't much. And, until Hydrolastic suspension came along, the thumping underpinnings on poor Kildare roads. Rust caused depradations too, but did so on every car of the time.

Still, even the lowliest basic Minis had a verve about them. They were fun cars, felt sporty even if they weren't because they sat so low to the road. And they oozed youth. I bet, though, that not even designer Alec Issigonis expected they'd still be coming down the assembly lines four decades after launch, hardly changed.

Enter then the New Mini, a BMW creation using many of the original cues but bigger, more comfortable, and incorporating the best of the Munich company's engineering expertise. Many doubted, but it turned out to be a runaway success. It's hard to believe that we're already well into the second generation of this incarnation of a 60s icon.

But we are. Nearly three years, even. And now there are more choices, with the Clubman 'estate' variant, and a new generation of the Cabriolet launching in March. There's even an 'Urban SUV' one in the planning, though they'll probably call it a crossover if it gets to production.

They didn't do many obvious changes in the Mini One (Mk II). Some slight exaggeration of the more important style cues, a bit of fiddling with the detail of the interior, and that was about it. But it's a BMW thing that they must keep trying to improve, even on excellence. So in terms of driving dynamics, and handling, it got better. New suspension ideas, and improved steering feel. Most important, though, the engines were changed.

A brand new aluminium 1.6 petrol unit introduced in the Cooper variant would have been enough in itself, but a 1.4 derivative of this became the entry level in the new Mini One. Although, at 95hp only 5hp more powerful than the first BMW Mini's Chrysler built 1.4, it is torquier, 15 percent more frugal and a lot cleaner than that one.

A completely new 1.6 diesel also came along with the new lineup, outputting 110hp and with a grunty 240Nm of pulling power, which can be overboosted by a further 20Nm for a limited time. Both engines have a six-speed manual gearbox as standard. The top ratio is a tall one, contributing significantly to motorway economy.

All the current engines have been developed with PSA Peugeot-Citroen.

It's fair to say that anyone who doesn't know the cheerful exterior look of the BMW Mini hasn't been on the planet for most of this Millenium. Those who don't know the interior can be forgiven, for it is not everyone who's been inside one.

It is bright, brash, and ... well, quite blatantly plastic. There's no trying to disguise trim and buttons as being anything else, even to the point of it sometimes seems as if the car is from Toys 'R Us. The massive speedometer is centrally mounted, true to the original concept but a wild exaggeration. The little rev-counter pod mounted on the steering column incorporates a handy digital repeat of the speed, so turning to look at that last isn't necessary. The switchgear for the entertainment and climate needs to be learned, but then is easy.

A toy this car is not, though. If the original Mini had the sense of solid build that this one has, they'd still be making them. In creature comforts it arguably eclipses even standard BMW offerings. A snow-weather very long drive to Dublin, with the remaining lower back symptoms from a previous fall on ice still causing discomfort, proved just how comfortable the front seats are.

(Comfort in the rear is dependent on how big those in front are. This is, after all, a supermini sized car.)

I've driven most versions by now, including the John Cooper Works (JCW) that's a real ball of frantic fun. The Clubman estate variant is an acquired taste in visual terms, but retains all the underpinning elements that make the modern Mini such an outstanding car. My favourite is the Cooper D. I'm generally not in favour of ponying up extra cash for a diesel in a supermini sized car, but in this case I'd recommend spending the extra three and a half grand.

It is a credit to BMW that they managed to give a really old icon such a resurrection. Others have tried, like VW with their own Beetle, Fiat more recently with their new 500. The former, a Golf in drag, has had moderate but extended success. The latter, a legend shapeshifted onto understuff from both Panda and Punto, may well be eclipsed by the much more contemporary Ka which is built for Ford on the same assembly line.

With Mini, BMW has won a significant automotive achievement. Not by trying to keep an old model going, nor by trying to graft nostalgia onto one of their existing platforms. They took the name, the concept, the style DNA and the ethos. And from it built a whole new car. That it has already moved through to its own second generation is the proof that they not only got the recipe right, but they cooked it correctly too. Brian Byrne.

VITAL STATISTICS

Model: Mini Cooper D by BMW.
Acceleration: 0-100 km/h - 9.9 secs
Top Speed: 195 km/h
Transmission: 6-speed manual
Economy: 4.4 l/100km (64.2mpg)
Price: From €23,705 (1.4 petrol €20,346)
CO2 Emissions: 118 g/km

Diving on the Barrier

2009-01-01T08:10:00.000Z

It was the shock of the cold of the water that brought me to my senses.

What on earth was I doing out in the Pacific Ocean off Queensland, 30 nautical miles from land, and preparing for a lengthy swim in a high tide!

We’d booked a day cruise to the Great Barrier Reef from Port Douglas, the nearest Aussie town to the Reef. Up in the Tropics, only it wasn’t typical Tropics weather!

Made up of almost 3,000 individual reefs of different sizes and at different distances from the mainland, the GBR extends some 2,300 kms along this east coast of Australia. It is the largest marine park in the world. A must for the inquisitive visitor. Non swimmers can opt to go close to the reef with a different company, Quicksilver, who have a permanent activity platform facility with marine biologists on hand near the Agincourt reef, equipped with an underwater observatory. You stay dry. But for me this simply wasn’t an option and it wouldn’t gain me any bragging rights back home!

We’d chosen to go on the magnificent Aristocat catamaran — because it was seven metres longer than the opposition, which meant greater stability, and the wind was up. It was the only operator licenced to get up close and personal with whales, should they appear.

The adverse weather resulted in only 30 bookings that day instead of the usual 90, which thankfully gave us more space to move about the boat.

However, the first 30 minutes as we traversed the rough waters of the shipping lanes was pretty hair raising stuff and resulted in a few cases of sea sickness and the sound of delph crashing around the kitchen area. We’d be warned earlier to go to the back of the boat if we felt unwell, for obvious reasons in the high wind! Most of us remained glued to our seats and wished for the comfort of a safety belt.

The trip was to take in three reefs. The first was at the Undine, where our boat parked at its designated buoy ... to my consternation, about a hundred feet away from the reef’s edge, so clearly visible because of its calmer, shallow, turquoise waters, and defined by big white breakers on the far side.

I was scared stiff of getting my face in the cold water as we’d be wearing goggles (and flippers), and I’d never tried them before. I’d heard it said that if they didn’t fit right, your eyes could pop out from the pressure. And what if Jaws lurked below?

But determination — and the fact that I’d shelled out around €200 for the day — meant I wasn’t going to be a shrinking violet and stay on board!

The divers went in first. And promptly disappeared from view.

I’d opted for a wet suit and a buoyancy noodle as the swell was not at all to my liking, and nervously I eased my bum off the lower step at the back of the boat, facing the reef. Swimming away from the safety of the boat, to avoid the big waves crashing on my head, I decided to bite the bullet and stick my head into the water.

Wow! It was crystal clear beneath the waves and I could see clear black shapes moving around below, but soon realised these were the divers moving about. There was no sign of Jaws and I was happy to think the graceful divers would make tastier meals should one put in an appearance.

Another very different world soon unfolded as I swam even closer. Such fantastic colours! Bright ochre sand and shoals of colourful small and bigger, fish everywhere. Some inquisitive ones were actually coming up to meet me! The depth at this point was only about 16 feet.

On finally reaching the edge of the reef — where the best corals are to be found — nothing prepares you for the sights below. Beige corals of all sizes and shapes and you could have touched them with your hands or feet as you hovered. However, this was a strict 'no no'.

We’d been well briefed earlier on what to do, and especially what not to do, by the professional crew on board. Top priority was the hand signal to be used in case we needed urgent assistance. Second was not to attempt to touch or remove anything from its place. All too soon we were signalled to return to the boat.

Our second and third swims were at the nearby large Agincourt reef, by which time the wind had gathered pace and progress proved most difficult. On the third one, after swimming furiously for ten minutes I was still a long way short of the reef and didn’t feel too bad when others also found it too difficult to attempt and turned back to the safety and warmth of the boat.

Our marine biologist told us that the entire reef area — the size of Japan — is the largest coral reef in the world. It was the first Australian site to be listed as protected by the World Heritage Trust, to make sure its beauty is there for future generations to enjoy.

The reef is a giant, living organism with thousands of species of fish, coral, molluscs and sponges. It is vulnerable and fragile and the strictly licenced boats must moor at a designated distance from the corals. Hence our long swim.

However, it is humans who can cause the most damage to this environment and should you decide to take home a souvenir from your trip, there are very severe penalties. The reef is also under threat from the huge number of Crown of Thorns starfish which eat live coral, bleaching it white.

At 10,000 years old, the corals we saw are very young compared to the dead corals and plants below them, some of which are 2-18 million years old. You feel very insignificant indeed amongst such ancients.

No one knows how many types of fish inhabit these reefs as some can change colour — and sex — and can even then reproduce, like the orange coloured Clown Fish (made famous by Walt Disney’s Nemo), depending on circumstances. You can also come across turtles, rays and lots of shoals of beautifully coloured fish — bright yellows, oranges and silver blue. Butterfly fish, Parrot and Angel fish move in what is almost like synchronised swimming. Big ones include the Queensland Grouper which seems absolutely huge below water. One big, ugly, ochre coloured brute with black spots hovered close to the back of our boat and I learnt afterwards that the crew feed him on each trip, just so they can tell folk to watch out for him. Luckily, he was harmless.

You’ll also see the odd small ‘harmless’ shark, (I didn’t see one!) rays and of course, turtles. The Reef Cuttlefish is one of the weirdest of all with its huge snout. Sponges abound and it’s weird seeing them here as animals in their natural habitat. Big Sea Slugs move gracefully along the sand, and Sea Urchins are everywhere.

Our expert told us that it is not true that giant clams can trap a dangling foot as you swim over them, as often appears in comics or films. This was quite a relief as I encountered a few during my swims. They can look quite menacing when only a few feet below your toes.

Real nasties are the stinger jelly fish that arrive during the summer season from October-April and swimmers must wear protective suits then when visiting the reefs.

Because of the weather, my experience was a far cry from photographs of blue, calm seas as shown on the reef cruise brochures! But as they say, been there, done that! And who knows, someday I may again. But I’ll make sure it won’t be during the Aussie winter months.

That said, the entire experience was one of the memories of a lifetime!

Trish Whelan.

Sippin' Suzuki SX4

2008-11-03T07:57:00.000Z

Buyers post 1st July are taking a longer look at diesel options in the compact family car sector and Suzuki are attracting attention with their 1.6 diesel engine in their SX4 range.

The SUV-look SX4 was first launched back in 2006, designed to appeal to those with an outdoor lifestyle and who want their car to reflect that image. To tick all their boxes, their car of choice must be roomy, stylish and solid, as well as being a good performer.

However, I also see the SX4 as a second family car, ideal for the school run and for loading up at the supermarket.

This 5-door diesel option to the SX4 sport crossover range is priced from €19,995 excluding delivery and related charges.

The list price has now reduced by €2,000 and with a C02 emission of 136 g/km, the car fits into Band B with a €150 annual road tax bill which won't break the bank.

The new 1.6 90PS DDiS engine — supplied by Peugeot who are acknowledged to be among the best diesel engine makers in the world — comes with 215 Nm of torque giving quite a lively performance.

Mated to a 5-speed manual gearbox and driving through the front wheels, the combined cycle returns a frugal 5.3 L/100kms (53.3 mpg). This latest version clocks up 0-100 kms in 12.2 seconds and has a potential top speed of 175 km/h.

While lively enough, this diesel engine is also quiet, as you'd expect from its source. So there's absolutely no need to turn up the radio volume as you drive. While quite a tall car, it proved a nice tidy drive along twisty roads and was mannerly on the motorways.

Suzuki has reversed the trend of putting diesel engines into lower spec cars, so the SX4 DDiS comes only in the higher GLX specification.

Out on the road, you get the impression of driving a much bigger car. The sense inside is one of space in this five-door hatch. You'll fit five adults, just about. And the comfy seats hold you in snugly all the way up your back offering great support. Rear ones are a tad higher giving those in the back a better field of vision and come with a 60:40 split. Tumble them forward to create an almost fully flat floor and boot space of 625 litres.

Even six-footers will have no bother with head, shoulder or leg room, even in the back.

Sitting high behind the wheel, you can enjoy a good view of the road ahead. All round good visibility makes it an ideal car for city or suburban runs. I especially liked the high windscreen and the big A-pillar windows which allow you good vision out the front sides.

Dials are nice and well spaced, white on black with the 110 km/h mark at the very top while the radio has a big central volume knob, good sized individual buttons with numbers in white. There’s also the obligatory CD player and MP3 connectivity, a decent glove box and fine sized door bins.

Doors open wide and the high ground clearance also helps with getting in and out.

But one annoying thing I found was the piercing sound when you lock or unlock the car using the remote. It's a far louder bleep than in most cars.

Occupants are protected by a number of safety features including front, side and curtain airbags, plus front seat pre-tensioners. The SX4 scored four out of a maximum five stars in Euro NCAP crash tests. In this DDiD version, the SX4 is only available in FWD.

Equipment levels are similar to the SX4 1.5 GL but adds manual air condtioning, heated door mirrors, 16-inch alloys, roof rails, front fogs and wheelarch extensions. GL models have electric power steering, front electric windows, electric door mirrors, remote control locking, air conditioning, pollen filter, radio/CD player, remote audio controls and tinted glass.

Suzuki cars are covered by a 3 year/100,000km new vehicle warranty, by Suzuki Assistance, providing 24 hour Irish and European roadside assistance, recovery and associated service for 36 months and by a 12 year perforation warranty.

Trish Whelan.

More Modus

2008-11-02T07:46:00.001Z

Renault's original Modus was unfortunate in losing out in the popularity stakes to the more popular Nissan Note which was actually based on the same concept and made on the same platform.

The longer Note struck a chord with buyers both here and across Europe as it was more visually appealing and offered more luggage space.

Here, I must add that the entry level Modus review car I test drove some years back, ferried three big six-footers as well as myself from a rugby dinner, with absolute ease. And I heard no complaints from the back about room space either. Maybe they were just appreciative of having a designated driver!

The car under review is the 1.2-litre version with five speed manual transmission costing 15,650 euros. The price is Ex-Rosslare and includes VAT and VRT.

Punters can choose from either the Royale or Monaco versions, whichever suits their lifestyle, or go for an ecological 1.2 petrol or a 1.5 dCi diesel engine. The 1.5 dCi 106hp Royale II has a low C02 reading of 124 g/km as has the Monaco similar version.

Now in its mid-life upgrade, the car has undergone drastic changes which should prove more attractive to buyers. Firstly, there is now a Grand Modus. Anyone with even a smattering of French knows that, when translated, Grand means Big, or Large. And in Ireland, this is the only one which is being sold.

The new car has a 93mm longer wheelbase than the standard model, with a bigger amount of metal and glass. Now more than 4 metres long and with a bit over 0.4 cu m of luggage space with all seats in use. As the seats can move backwards or forwards, this space can be varied to suit your requirements.

In the looks department, Modus can now be described as looking 'cute' and quite cheerful. People paused to get a better look and two small children asked if they could sit in it. They loved it, bouncing up and down on the front seats and being able to see out without cushions due to the high seats and low side windows.

That amount of glass helps hugely with visibility as do the good sized side mirrors with blind spot cover. The big glass area also makes the cabin light and airy. The only downside is the amount of dark grey in the cabin only relieved by a smattering of light silver.

A-pillar windows are so big they seem part of the actual windows with just a narrow strip divide between them and so provide great side-view visibility.

Seats are comfy and hold you well. Everything on the dash is nicely placed, with the information screen in a central position, as in the Toyota Yaris. The pod is shielded against glare and gives your speed in big, bright orange digital numbers. All the information is contained in a large semi arc.

But, while the radio buttons are of a decent size, finding alternative radio stations to those already slotted in, is not intuitive. I had to consult the manual and even then it wasn't an easy thing to do. Renault have stuck with that circular control for volume etc for far too long. It's too small by far and means you have to be very precise with where your finger goes.

There are two overhead drop-down boxes situated in the centre of the roof, so they don't affect headroom. Ideal for storing away things like books, tissues or colouring markers to keep the young ones happy in the back and the youngsters will be able to use the pop-up plastic trays on the backs of the front seats.

Other storage areas include a decent glove box, good sized door bins on both front doors, a handy lidded storage area on the driver's side of the dash top, and there's the option of a smallish drawer for under the front seats.

The review car proved surprisingly capable over the course of a very long test drive period. It's a nice, smooth performer. That said, it won't set the world alight as it's not that kind of car. No, it's most likely to be the second family car used for the school run, ferrying the kids around and for shopping, as it performs well in traffic. The ride is good overall and the longer wheelbase helps here over the current version, making it almost into an MPV.

Body coloured bumpers with black protective strips help fend off scratches in the supermarket car park.

This child-friendly car comes with Isofix attachment systems in the two outer rear seats and one in the front passenger seat.

As time went by, I became very fond of the Grand Modus. It's a good transporter for four or five people or for a growing family.

Take a good, long look at it. And then a good, long drive.

Trish Whelan.

Tiguan treat

2008-11-01T07:28:00.002Z

There's a big battle being fought to be the top dog in the compact SUV segment, one which is picking up the slack in the downturn of full-size vehicles of that type.

This is why in recent times there has been a plethora of new entrants, many from makers who haven't been in this particular end of the game, like Ford, Citroen, and Peugeot. This has made it more difficult for the traditional players in the segment, like Toyota with its RAV4 and Suzuki with its Grand Vitara.

Volkswagen was one of the earlier newcomers, picking up on its success with the large Touareg by bringing in a smaller version based on the Golf platform. The Tiguan has been a significant success for the brand, challenging successfully the RAV4's place as biggest seller in the segment across Europe.

It has the essential elements. The style proportions are very good in SUV terms, but in a non-aggressive design suited to the tenor of these times. Inside there is chunky seating, solid furniture and fittings, and accommodation front and rear which is more than ample for five occupants.

The surface of the dashboard and binnacle trim is soft touch but pleasingly solid to the tap. The primary instruments are familiar analogue dials with the centre information patch and lighting in the VW blue that makes for very easy reading at night.

The centre stack and its essentials are a move upwards for Volkswagen, especially the large touch-screen entertainment/communications system that also handles sat-nav when fitted. No less than eight air vents are fitted in the centre and at either ends of the dash, offering a very wide choice of heating/cooling options.

The steering wheel is chunky without being too big a handful, and the short leather-gaitered shifter very pleasant and precise to use.

The review car was the Town & Country specification, powered by a version of VW's dual-charged 1.4 petrol engines with an output of 150hp. In its various iterations, this is one of my favourite power units of the moment. And though the main seller in Tiguan here is the diesel one, it was a good opportunity to get the feel of the 1.4 in this application.

The car came with a number of high end features, including an electronically operated parking brake with a hill hold facility, and cruise control. The airconditioning was of the ordinary variety rather than full climate control.

Obviously it is a flexible car in terms of people/cargo usage, and the flipover arrangements of the rear seats are simply operated (I only mention it because it remains a matter of some mystery to me that the systems for this in some cars are still of the knuckle-scraping variety).

The Tiguan is a good drive whether on highway or twisty back road, on the latter showing very neutral handling and steering characteristics that made it an easy car to use on tricky cross-country journeys. Pleasant progress is also aided by the characteristics of the engine, which uses both turbocharging and supercharging to get high output from a small displacement. Maximum torque comes on at a mere 1,750rpm, thanks to this system, and the 0-100 km/h is doable in under 10 seconds.

Over a week of quite mixed driving, though a fair chunk of it going the distances, I got an average of 8.3 L/100km, which happened to be almost spot on to the official combined fuel consumption figure. In fairness, not wildly economic, but not over the top for the size of car either. It puts the official CO2 figure at 199 g/km.

That it is a VW and has the iconic respect which that brand enjoys right across its product range, means it will sell in respectable numbers and provide Volkswagen fans with a viable option in the mid-size sector.

Brian Byrne.

Star turn Sportback

2008-10-20T19:51:00.002+01:00

It's been a while since Mitsubishi in Ireland had a compact family hatchback to offer in a market where maybe seven out of ten cars in the segment have that rear door.

Though when the distributors do get the Lancer Sportback into showrooms in September, they're not expecting to follow that ratio.

Indeed, the image of the Lancer in Ireland is so embedded in it being a saloon, they figure that only three out of ten buyers of the nameplate will go for the new variant.

That said, because the Lancer has become Mitsubishi Ireland's most important car in the shifting CO2 tides here, having the hatch version is going to bring a timely extra option to the brand's offerings.

The car will launch in Ireland with a 105hp 1.5 and a 143hp 1.8 in petrol and a 140hp 2.0 diesel which comes courtesy of Volkswagen. This diesel will also be introduced to the Sports Saloon which has been on sale here for some time.

Next year the 240hp Ralliart Lancer variant will be available in both Sportback and Saloon versions.

The Sportback is essentially a hatchback in form but is a little longer than the saloon, which itself rather straddles the compact family and medium family segments.

In sporting perception terms, the designers selected the Saab 900 Turbo Coupe as a model to aim for, and at a European level the Sportback will be marketed as a stylish and slightly offbeat car.

The style does have a certain distinctiveness, with a raked rear roofline and a roof level spoiler that will be standard on all versions of the Sportback. The front end has a variant of the 'jet fighter' grille that has been the theme of the new Lancer since its concept days. The company has a connection here, as parent Mitsubishi Heavy Industries makes jet fighters amongst its vast array of products.

The interior is essentially the same as the saloon, styled and finished with straightforward traditional analogue instrumentation. The steering wheel controls, and those on the dash and stack, are also familiar current Mitsubishi themes.

It's a nice driving position, and the overused 'driver's car' description is perfectly apt in this case.

The luggage capacity can be up to 1.39 cu m and there's some extra height available in the rearmost luggage area, by lowering the floor from its level position.

At the international introduction, I drove a pre-production version of the Ralliart first, and then the 1.8 petrol. Neither will be major sellers in Ireland, where the 1.5 petrol and the diesel will rule, especially in the new CO2 regime.

The Ralliart was interesting, though. It is not an 'Evo Lite', but rather a 'super Lancer', targeting the Subaru WRX and the Audi S3. It has both poke and panache enough to match these. In the hills at the back of Sitges it offered a driving experience of some verve, especially if using the standard dual-clutch automated gearbox in 'manual' mode.

The 1.8 offered had an ordinary autobox, which rather dulled the flair that I know this engine actually has.

From some date next year, Mitsubishi will be introducing its own 'clean diesel', a 1.8 which is being developed with the parent company.

Particularly with its new generation Lancer, a nameplate that was missing for several years from here, Mitsubishi is promoting its cars with a sporty ethos. The new Sportback is a good example of this strategy.

Brian Byrne.

Autumn/Winter driving tips

2008-10-20T09:25:00.001+01:00

As autumn brings a change in the colour of leaves, motorists also need to be aware of the hazards brought about by changing road conditions, says Irish Advanced Motorists/IAM Fleet.

Fallen leaves tend to accumulate near roadside gutters and, when combined with heavier seasonal rainfall, can block roadside drains causing localised deep water and wet leaves on the road surface increase the danger of skidding for drivers and motorcyclists.

Darker mornings and early evenings also mean that it is harder to spot surface water. If the road surface is black, pockets of water are less easy to see and can cause a sharp, unexpected jolt on the steering wheel when hit.

The sun is also lower in the sky at sunrise and sunset at this time of year and motorists should be aware this can have a dangerous blinding effect, particularly around the time motorists are commuting to and from work.

The colder temperatures of autumn can also to give rise to fog. Fog is a particular problem on fast-moving roads, such as motorways but severely reduced visibility brings danger for drivers on all roads – particularly junctions and roundabouts.

Use fog lights sparingly; switch them on only when visibility is below 100 metres. Leaving them on after fog has disappeared is an offence and a danger to other motorists.

Fog can also cause moisture on the windscreen; use wipers to clear the exterior and keep the interior clean to help maintain visibility.

Motorists should set lighting and windscreen controls in their vehicle before setting off to avoid distraction while travelling.

Sharp braking can also be even more dangerous when visibility is poor. Motorists should be prepared to slow down to enable them to stop within the distance they can see to be clear and give following drivers more time to react.

Musee d'Orsay delights

2008-10-19T11:54:00.002+01:00

Everybody knows about the Louvre; probably many also know about the Musee d’Orsay, but it doesn’t have the same international recognition, despite housing key works from some of the most important old and modern masters.

More, it is a wonderful example of how to turn an architectural masterpiece into a repositary for masterpieces of other kinds.

The actual site was formerly where a palace built before the French Revolution housed the functionaries and bosses of the royal Court of Accounts and the State Council. It was destroyed along with the whole block in the ‘Paris Commune’ in 1871.

Thirty years later the Orleans Railroad Company was given the site and built a new railway terminus that is famous for being the first in Paris with electricity. Designed by architect Victor Laloux, it was opened for the 1900 World Fair held in the French capital.

The station included 16 separate tracks, elevators for those using the multi-story building, and an integrated hotel on the grand style for customers who used the rails for long-distance travel on the south-western network.

Victor Laloux’s creation was also exactly what had been required in aesthetic terms, a building to the scale and style that fitted in with the grandeur of the section of Paris where it was located.

Paradoxically, while it was at the leading edge of the electricity revolution when it was built, less than four decades later the Gare d’Orsay lost its place as the main station of the network because the beginning electrification of the French railway system enouraged longer trains, which didn’t fit in the limitations of the platforms of the station’s Great Hall.

The station’s downgraded status as a suburban terminus didn’t even survive much beyond WW II. It was used for a variety of commercial purposes, but none of them properly reflected the scale or grand nature of the premises. Though its use as the set for part of the film of Kafka’s ‘The Trial’, produced by Orson Welles, might have come close.

And the use of the grand Salle des Fetes in the hotel by Charles de Gaulle, to announce his return to political power, was an historic moment.

The hotel itself finally closed its doors in 1973, and plans were mooted to tear the building down and put up a large modern replacement. This plot was thwarted by the intervention of the French national museum authorities, who wanted to locate there a facility dedicated to the art of the second half of the nineteenth century. The matter was also helped by the listing of the building as an historical monument.

In late 1986 it was reopened as the museum that it is today. The development used the Great Hall as the main area, with galleries and terraces on either side and on several levels. The original glass end wall with its magnificent clock remains a centerpiece.

Turning the main rail station hall into a space with the kind of human proportions so different from that needed for large puffing steam locomotives wasn’t easy. But they did it quite briliantly, partly by providing different floor levels under the vast curved roof, as well as installing a coherent stone flooring surface with a matching surface on the walls.

The magnificent ceilings in the Dining Hall and Salle des Fetes were also retained, and provide a sense of splendour that truly recalls a France proud of itself at the height of its colonial state. The Dining Hall is now the museum’s Restaurant, and the Salle is an exhibition area.

With permanent collections of the works of artists like Monet, Van Gogh, Cezanne, Whistler, and Degas, the Musee d’Orsay is a must-visit for anyone seriously interested in the Impressionist and Post-Impressionist artistic eras. Other masters whose works are on display include Delacroix, Manet, Renoir, Rodin, Seurat, Sisley, Pissarro, Gauguin, Matisse, Toulouse-Lautrec, and many, many others. In addition, there are many examples of modern artists’ works, a number of them showing homage to the old masters, and therefore in a fitting place to do so.

For this writer, the sculpture works were the most interesting, and displayed as they are in the centre section of the Great Hall, they have the light and the space to be viewed at their best.

It was a technical fault in a plane at Dublin Airport which caused us to miss our connection onwards to Singapore and therefore left a day to kill in Paris that proved to be a singular boon. If you look for it, there’s always another side to down.

Brian Byrne.

Driving Green with IAM

2008-07-19T06:29:00.001+01:00

There are tips from Irish Advanced Motorists (IAM) on how to save fuel. Worth reading.

Ask yourself: "Do I really need to drive?": Short journeys that are generally less than two miles cause the most pollution and are inefficient in terms of fuel consumption. A straining cold engine will produce 60 per cent more pollution than a warm one. Walk or cycle where possible instead.

Plan your route: Take the most direct route and go at off-peak times if possible to save fuel and time. Sitting in congestion means you are often doing zero miles per litre. Consider car sharing, Park and Ride schemes or public transport (if available)

Have your vehicle serviced regularly: Inefficient, under-serviced engines can reduce fuel economy by 10 per cent or more. Catalytic converters are environmentally friendly - but only if they are properly maintained.

Check your tyres: Correct tyre pressures reduce wear and helps fuel economy. Under-inflated tyres need replacing more often (itself an environmental problem) as well as being dangerous. Make a point of checking them at least once a week.

Obey the speed limits: Try to ‘feather’ the throttle when you reach your cruising speed. Doing 70 km/h uses 25 per cent less fuel than 110km/h and a smoother driving style can bring significant fuel saving.

Reduce the drag factor: Remove roof racks and carriers when they’re not in use as well as unnecessary boot luggage and heavy accessories. Driving with the window open and using air conditioning increases drag and lowers fuel economy, so use the vent settings instead.

Buy green fuel: And use less of it. If you get stuck in traffic, switch off the engine. Find out if you can buy low sulphur diesel (city diesel) or cleaner petrol (low sulphur/aromatics) locally.

Use “accelerator” sense: Save fuel by planning ahead and reading the traffic in advance to gently join a queue rather than braking suddenly as you hit traffic.

Reverse when you park: The engine will be cold and at its most fuel inefficient when you start it. If you can drive away without having to reverse when the engine is cold, you will save fuel and have better visibility.

Watch your levels: If you fill your fuel tank up to the brim, you may be carrying around additional fuel which in turn means that you have more weight on board than is necessary and this will itself reduce fuel efficiency.

An Astra for the mature time

2008-05-18T10:42:00.003+01:00

by Brian Byrne

With a third of all car sales in the first quarter of the year, the compact family segment has both maintained numbers and gained market share in an overall market that has dipped by some 9 percent.

That shows its importance to car distributors here. And explains why, even in a time when we're all being exhorted to think smaller, they're putting substantial resources into marketing them.

And it is also why Opel has decided to bring its 4-door Astra saloon to the Irish scene. It is late in the game, but this is partly because there simply wasn't a sedan variant available in these regions for its most successful car for years.

In fact, the 4-door is more a response to eastern European and Asian needs than for Western Europe, because hatchback and estate versions are by a long shot the preferred options on the more developed parts of the Continent. The sedan Astra will sell much more strongly in Russia and its former satellite countries than in France or Germany or Britain.

But we're an anomaly in this respect, as the Irish car buyer has always had a grá for a car with a boot, and the continuing success of the Toyota Corolla here when that nameplate became a sedan only is the most evident testament to that. It currently is running third behind Ford's Focus and VW's Golf, the first a mix of mainly hatches and some sedans, the latter purely hatch.

Astra is tipping along in fourth place, and having just got out of a stint in the sedan, I'm of the opinion that there could be a significant extra chunk of market here now that the 4-door has arrived.

When the current generation Astra was first launched it caused more than a ripple amongst its direct competitors. For a long time the Golf had been the perceived benchmark in the compact family hatch business. Previous Astras weren't seriously considered as anything more than sold and dependable cars.

Then came Ford's Focus and the new generation Astra, and suddenly the VW car not only had real competition in dynamic terms, it was in many estimates no longer a front runner.

Today, the consensus is that the Golf badly needs some new style and engineering if it is ever to regain its premier position. And as to whether the Focus or the Astra are the best drivers in the segment at the moment, the Ford is generally more favoured but it's really a matter of taste.

To the review car now. To my taste, admittedly one which has always preferred the style proportions of a nice saloon, this 4-door Astra is beautifully shaped. It isn't one to stop you in your tracks, indeed it has much more conservative lines than either of the hatches. But there's considerably more elegance to the lines. The rear pillars of the passenger compartment is always a test, and though the roofline does curve back there's a proper 'notch' to the back window interface with the rear deck.

The boot treatment itself is clean, even to the point of not having a visible latch -- the luggage space is accessed by holding down the 'open' button on the keyfob for a few seconds.

The opening to the boot itself is adequate rather than wide, but there's plenty of space inside, and I guess the car is built on the same rear overhang specification as is the estate.

The inside of the car is standard Astra, and that's a phrase which indicates simple dash lines of a good quality finish. The instrumentation is classic, clear, and doesn't require fancy backlighting for all information to be instantly available even on a very bright day.

The entertainment and heating controls are equally familiar and Opel-definitive by now. The only glitch is the lack of clear hot/cold areas on the temperature selection knob. Manual aircon is standard on the Design specification of the review car.

The seats in this specification are Morrocana-trimmed at the edges, and decently comfortable ... perhaps not as laterally supportive as they look.

In the back, that conservative take to the roofline shows its worth, allowing more than ample headroom even for my 6'2" and plenty of knees space. There's more rear room here than in a couple of cars from the next segment up.

This Astra came powered by the 115hp 1.6 petrol engine, the only one available just now. And I think that's a good choice as a balance between economy and performance. At 11.7 seconds for the sprint to 100 km/h, this isn't a car that is designed to exhilarate. But the acceleration is adequate, and comes with a combined fuel consumption of 6.6 l/100km 0r more than 42mpg. And all this is carried out with a smoothness that is a testament both to the quality of the engine and the slickness in the way the five-speed manual box and its clutch can be used.

There's a good level of specification for your ¢25,160, including smart alloys, auto lights and wipers, fogs and plenty more.

I left back this car with the distinct feeling that it had struck the correct balance between a young family's need for the practicalities of a good hatch and the more conservative preferences of the more mature family whose children are no longer always around. In fact, I could see somebody downsizing quite happily from a Vectra or the now much larger Mondeo to the latest variant of the Astra, and not finding themselves uncomfortable.

This car didn't light my fire in any way. There was no sudden flare of flame. But there's a time in front of a real fire when it radiates a pleasant heat for a considerable time. And that is this Astra's time.

Not my kind of Club, man

2008-05-03T09:29:00.003+01:00

by Brian Byrne

I'll be clear from the start. I like the new generation Mini, BMW's take on the car that was one of the enduring icons of the swinging sixties.

They took the theme, and moved it on, and upwards in position. And they have deserved the success they've enjoyed with the car.

In its own way it swings, and it zings. And indeed, doesn't need any reference to its original namesake to be an icon in its own right.

The Clubman version was launched towards the end of last year and for various reasons of my own I wasn't able to take a run in one until recently.

And I'll be clear from the start. I don't like it.

It is a third variant for the modern brand, after the core model and the cabrio that followed. And they are planning an SUV version for some time next year. A Mini for every taste and need is the policy, it seems.

We've seen the Clubman coming since the first concept in 2005. By and large, the production result didn't have any surprises. The idea was to emulate the Traveller, Countryman and Clubman Estate versions of the original car. It was also an attempt to offer solutions to the core model's shortcomings.

'Shortcomings' being the very apt word. For all the comfort which front occupants enjoy, the pair of seat positions in the rear offer at best minimal leg room, at worst none at all.

By making the Clubman 24cm longer, the designers provided 8cm more room in that rear seat area. This also persuaded them to make three seating positions in the rear. And the Clubman got a third side door, which opens on rear hinging, with a view to making access easier. The luggage space got bigger too. And instead of a rear hatch, a pair of vertical doors -- also reflecting the Traveller et al -- are provided.

One objective was certainly achieved. The Clubman looks distinctly different from the core Mini. But different is not always right.

Actually, the aesthetics have been compromised. The external proportions of the core Mini are about as perfect as you can get in a car. For its width and height, the length is spot on. The Clubman just looks too long.

Ah, go on ... surely this is nit-picking, and being precious? Maybe. Maybe not. It is all from one's point of view. And this one is my perspective.

Then there's that 'Clubdoor' for rear access to a space that, really, isn't significantly any more comfortable than in the standard Mini. It's on the right hand side. Perfectly positioned for countries where they drive on the left, where it will open onto the footpath. Here in Ireland, in Britain, in Japan and in Australia, it opens into the flow of traffic unless you've crossed the road to park against the traffic.

BMW say they can't make a version with the Clubdoor on the left. Something about the position of the fuel filler system. Hey, guys, you've concepted this thing for three years, how come an engineer didn't spot this? Especially as the car is built in Britain, and Britain (and Japan) are among its larger markets.

Then, too, the driver's seatbelt mounting is set into the Clubdoor, so that when entering or egressing the rear there's a distinct possibility of tripping over it. Car companies have been sued for millions for lesser situations.

Now, from the driver's viewpoint, there's another serious difficulty. Literally 'viewpoint'. Those vertical rear doors mean that you're looking out back through a pair of windows with a significant piece of doorframes metal in the middle. Depending on the distance of the car behind, there are times when it isn't visible. And at night on a winding road, any following car will be dazzling you wildly with the flicker effect of its headlights criss-crossing those centre frames.

It isn't nice.

I'm not impressed with the latest iteration of the large central speedometer/info cluster either. This isn't a Clubman specific problem, but part of the revision of the new Mini a couple of years ago. For a start, in its position it is far too big. And in spite of that, or partly even because of it, the 'floating' red edge on the review car that indicates the speed is not easily seen. If you want analogue, use a needle on the dial -- and that is available on some versions.

And hey, while I'm at it, the radio controls are a triumph of brash bling design over usability.

A total thumbs down for Clubman? Not completely. The driving position itself is great, the seats really supportive and good-looking, the shifter works beautifully as you wind the car through traffic.

The 1.6 petrol engine in the current generation Mini has been jointly developed by BMW and PSA Peugeot-Citroen and it is a honey, as well as being a quantum better than the one in the first generation. You get 120hp or 175hp depending on whether you buy the Cooper or the turbocharged Cooper S, and CO2 emissions are 132g/km and 150g/km respectively. You could also go for the 1.4 diesel with a miserly 109g/km ... but it isn't as refined a motor.

All versions come with a bunch of eco-gadgetry, including Auto Start-Stop, Brake Energy Regeneration, and a Gearshift Point Indicator ... which latter I feel is overblown in importance, as most drivers don't want the distraction of watching for a light to tell them to shift.

End of story ... I still like the Mini, a lot ... and I still don't like the Clubman, much. But it won't matter -- there's a buyer for every copy of every Mini variant made and as an icon that makes you smile, it will undoubtedly be a significant part of the success story of this BMW junior brand.

Take it easy, save fuel, money

2008-04-23T05:06:00.002+01:00

More than 10,000 drivers have benefited from the Ford Eco-Driving programme which has been running since 2000 in Germany.

Drivers who adopt the Ford Eco-Driving style will see an average fuel saving of 25 percent and thus, a similar reduction in CO2 emissions. For the average driver this can mean a yearly saving of approximately 300 euros and a saving of 500 kilos in emissions.

Among the techniques taught to participants in the Ford Eco-Driving programme are the following:

Drive in a smooth, relaxed style, at an even speed and leave sufficient distance between you and the car in front to minimise the need for sudden braking e.g. approximately three seconds distance – that’s about 40m at 50km/h.

Change lanes early – before encountering any obstacles; that will save you from braking unnecessarily or accelerating to get into the desired lane.

Belt up, switch on ignition and set out immediately: don’t warm up the engine.

Keep the revs down: with modern engines you should be able to keep between 1500-2500rpm. This also reduces noise –- one car at 4000rpm is equivalent to 32 cars at 2000rpm.

Guide to using gears:
From 30kmh – 3rd gear
From 40 kmh - 4th gear
From 50kmh - 5th gear

At a steady 50km, you use 17 percent more fuel in 4th than in 5th. Overall advice for gear changes: “move up the gears quickly, down the gears slowly”.

In stop-start traffic:avoid sudden acceleration and braking
release foot from accelerator early, move into neutral and let car roll forward to a stop

If you’re stopped for more than 20 seconds (e.g. loading, at a level crossing or in a traffic jam etc.) you can save energy by switching off the ignition: you use the same fuel stopped for three minutes with the engine running as you do travelling for one km at 50kmh.

Most cars are on underinflated tyres – this wastes fuel. Even 0.2 bar underinflation increases rolling resistance by up to 10 percent. Check your pressures regularly.

Use air conditioning only when needed and turn off heated windscreen and rear window as soon as they are clear

Make sure your car is serviced as prescribed

Avoid short journeys – they use most fuel and cause most wear on a car.

About being understood

2008-04-23T04:40:00.002+01:00

Lets face it, cars like BMW's M3 make no sense at all. Except that, in circumstances that permit it, they thrill the senses.

That 'permit it' is the pothole in the M3's path. There's nowhere outside its home country that there are the opportunities to legally run such cars to their potential on the open road.

And even there, the squeeze is on. The state of Bremen has just passed a law that puts a speed limit on autobahns within its boundaries.

Also, with a fuel consumption of around 14 l/100km, and that when taking it easy in the Irish context, the CO2 fascisti get to muttering and glowering as you go by. I couldn't help wondering when there will be roadblocks manned by green-and-daisy uniforms wielding 'Tut-tut' signs. With powers to take your car off you if you have exceeded a monthly CO2 footprint allowance.

But that is when, this is now. And how to trip the sensory overload when one is here and not over there? Without tripping the penalty points avalanche at the same time?

Only one way, really. Get up very early and go to a quiet road in the hills that you know very well, and which you know has little or no resident population.

Then sit for a moment behind that growling 4.0 V8. Savour a short anticipation. Chance a foreplay blip of the accelerator. Tap the switch to the right of the gearshift, the one labeled 'Power'.

Let that unsuspecting baby hare stagger safe across the road, blissful in ignorance of its squashability.

Then floor the right pedal, dropping the clutch without any attempt at finesse.

The 420 horses will try and hit an instant full tilt gallop. Those massive rubbers will scream against what would be an inevitable spin if the traction control gubbins didn't wrest control from the laws of physics and dynamics.

Gripping the leather-clad wheel, you'll get a fair indication of the fighting that's going on between the power of the engine and the strain on the suspension.

But you won't have much time to consider it. If, as was the one I had, the car has the manual six speed gearbox, there will be much demand on your driving attention, with redlines that get reached in amazingly short times, accompanied by an engine howling in orgasm and demanding immediate shifts for more.

And that's just the engine on song. There's also the road being wound under the wheels in ever faster measure, and bends that seem to have a motive power of their own, they come at you so quickly.

You can hack it or you can't. You will or you won't. The M3 for the driver is black or white. Grey is not an option. Full thrust or wimp home.

And, heck, the car would be going back tomorrow ...

BMW make nothing if they don't make great engines. And outside the Formula One circuit, this is arguably the best engine they make.

In fact, it is built using technology developed by the Munich company for the race track. Honed for minimum weight and micro-tolerence and breathed on for maximum power output, it is designed to give its best at high revs. Which means that there's still awesome pull at 8,300rpm. And a diesel-quality torque of 400Nm at a tad under 4,000rpm.

There was a time that Alfa engines sounded like this. A definite metallic tone to the song, a harmonic tribute to engineers reaching for the last millimetre of excellence. A reciprocating diva in her prime. But now BMW has taken this aspect to the next level, and no car that I have driven in recent years offers as much auditory pleasure as this M3 did.

Leaving power to one side ... well, you can't, but you know what I mean ... the sheer magnificent balance of this machine when pushing it through some of West Wicklow's less than perfect bends is a joy in itself. And it is something that simply wouldn't work without the level of power which the M3 produces, when a gentle push on the accelerator provides instant extra urge.

Like I said, the car makes no sense for the increasing mundanity of today's driving experience. But it can be an antidote to the sad driver syndrome which is an inevitable consequence of the commuter convoys.

The M3 isn't perfect. It has frustrating elements, even one or two annoying ones. Like the layout of the pedals, the strong offset to the right being typical of the 3 Series generally. That meant I stabbed at the clutch instead of the brake a couple of times, not a thing to be recommended on a high speed tour.

It was also a little over-eager on roll-off in first gear, sometimes smoothly matching power up and clutch uptake at slow speeds being a difficult chore. I ended up most of the time launching in second gear and found it much less embarrassing.

But over my few days with the car I did get close to the sense of why there are people who truly desire it.

And it isn't, I think, to show off the fact that they can afford the ultimate driving machine of the ultimate driving machines. No, it is just appreciation. The same people appreciate good port, fine whiskey, art of deft genius, and women of beauty.

All of which on their own might often make no sense either. But flower to wonder in the golden light of being understood for their own intrinsic personality.

This is something the fascisti can never understand.

Brian Byrne

On the Road to the Clouds

2008-01-07T07:54:00.001Z

What kind of will power does it take to decide to eliminate your tribe? To collectively cease to have children, and if one happens to be born that it be thrown from a cliff to its death?

That's part of the tragedy of the Diaguita tribe which lived in what is today northwestern Argentina in the 15th century.

In their city of Quilmes near Cafayete, they resisted the Inca empire which spread from Peru through the Andes, though they later accepted a certain co-existence in return for technologies such as irrigation which the invaders brought. In the Inca decline, the Spanish invaders became their next enemy, and for 130 years they fought against subjugation, eventually being defeated.

As the history goes, the Diaguitans then decided on a form of collective deliberate extinction, by vowing not to have any more children. I recently stood on the outcrop above the ruins of their city from where it is said they killed any babies which happened to be born despite their extinction effort.

In the end, the population of the city had reduced by two thirds to some 2,000 people. At that point they left Quilmes, one group heading for Cordoba, the other for Buenas Aires, some 1,500 kilometres away. Many hundreds died on the way, and the settlement where the Spanish rulers effectively put them on a 'reservation' was eventually abandoned, as it had become a ghost town.

Today that settlement is also known as Quilmes, but is famous only because Argentina's best-selling beer of the same name comes from there.

Hearing that very strong story made my visit to ancient Quilmes a very thought-provoking one. Looking down over the excavated ruins spread below that outcrop, I could almost feel the sense of hopeless determination amongst a people who had once been the masters of the Calchaqui Valley.

That visit to Quilmes was a side-track to a Land Rover drive up to the highest national road in the Americas passable by car, and then only a few months of the year without using a 4WD vehicle. At some 5,000 metres the Abra del Acay is higher than Mont Blanc.

Our journey was from Cafayete to the provincial capital of Salta, by the long way around. It took us up along the course of the Calchaqui River right to the ice-capped springs on the slopes of the Nevado de Acay which are the river's source.

It was billed as 'The Road to the Clouds'. We didn't have any clouds, though, they aren't due until around the end of the year.

It was an amazing journey not just to see the capability of the Discovery 3 in its element, but to traverse an area where the people today are a mix of many races.

The trip wasn't just a history lesson in conquest, but also in winemaking and the slow development of the wine industry in this part of Argentina. It produces today wines to rival the best in the country, and the world, and we camped on the estate owned by American Donald Hess, which has the officially highest vineyards in the world, at 3,015 metres.

Getting to the Paso Abra del Acay the Land Rover way involved taking the cars offroad much of the time and travelling through the gorges and canyons carved out by the Calchaqui River.

The Terrain Response system inaugurated in Discovery 3 when it was first launched proved to be a big help in negotiating the boulder-strewn riverbed, and along the sandy sections worn out on the river's bends.

Out of the river, the journey was most of the time a very dusty affair, as even when on the main roads of the region we were generally on dirt and rubble surfaces.

These were when the radio systems used while travelling in the short convoys proved their usefulness. The lead vehicle could warn of approaching vehicles or pedestrians which otherwise would have been invisible in the dust. On the narrower sections, sometimes with scary sheer drops on one side, this also provided the opportunity to find a slightly wider stretch of road by which the opposing vehicles could pass.

The views from the Paso, when we finally reached it, were spectacular and worth all the worry. Indeed, at the top we drove offroad on a truly lunar landscape in order to breach the actual 5,000 metres level above the road. That the wind chill and the altitude had us all wrapped up like eskimos under the blazing sun didn't take from the sense of achievement.

Afterwards it was downhill all the way, with an overnight stop at the 3,800 metres mining village of San Antonio de los Cobres. It is famous for being a station on the highest railway in South America, 'The Train to the Clouds', now unfortunately, not in use. From there, we followed the line of much of the track before ending the journey in Salta, the provincial capital.

The Discovery 3 2.7 litre engines were designed to operate efficiently at up to around 3,500 metres and it was interesting to see what effects the thin air and steep gradients caused on the 'Road to the Clouds' odyssey.

There was a noticeable fall-off in power as we climbed to the higher levels. And the turbocharger would spin faster than usual trying to develop enough pressure to do its thing. But though pickup was diminished especially when trying to redevelop momentum after negotiating a slow uphill hairpin, at no stage did the cars let us down.

The biggest danger was actually for us drivers, as once above 3,000 metres we lowlanders were prone to altitude sickness. Symptoms include headaches and nausea, and the problem can lead to hallucinations and erratic judgement and even sudden unconsciousness. We were all on our guard, drinking a lot of water and moving around slowly, and though some members of the group did get sick as we descended from the Abra, fortunately there were no serious instances.

But back home, I'm not thinking about the cars so much. What I can't get out of my mind is the thought of those children thrown from the rocky outcrop over Quilmes.

I'm not judging the Diaguitans for slaughtering their babies. That's something they will have come to terms with themselves hundreds of years ago.

It's just the enormity of their decision of extinction that makes my small travels on this planet seem so relatively insignificant.

Brian Byrne

New VW 'best car'?

2007-07-18T08:02:00.001+01:00

Ask anyone what is the best car Volkswagen has built and you'll probably get one of two answers: the Beetle or the Golf.

For me, though, maybe there's another option. One that might not rank in the top three in most people's mind. Drive it and see.

The Jetta has been here a while now, the replacement for the Bora. The sedan companion to the Golf, it is smart in style, a long drive ahead of its predecessor. It is roomy front and back, and maybe even has become an in-house competitor to its bigger brother Passat.

I like sedans. I like them better than hatches. As designs they represent the traditional shape of the car much better than any of the current niche derivatives. I even remember when hatches were niche.

Anyhow, this is also a country which likes sedans, so Jetta is a viable model here.

Let me run through the other attributes, then I'll get to the best one of the review car.

It is arguable that the latest Jetta also represents some of the best build quality in the business. The gaps between sheetmetal components are minimal indeed, and that helps to present an image that is as good as the best luxury cars out there.

The overall styling is nicely understated, yet very much of this time. And by not being avantgarde, the Jetta will wear well as a design through its model life. The front end, despite having a strong flavour in line with VW’s current grille philosophy, is well balanced to the rest of the car. The comparison with cousin Audi’s A4 is certainly to be made here –- the latter car always looking a bit heavy on the front.

The interior design is very recognisably Golf and its derivatives. Not VW’s strongest point, but even if a little staid, it is in this case very well executed. The materials on the review car’s dash and trim were excellent, and I was glad to see no trace of wood-effect in this Comfortline version. VW does not do wood well.

I mentioned roominess earlier. If there was only to be one reference made between this car and its predecessor Bora, it would have to be the extra room for the rear passengers. This is what really makes this one a contender against the best of its competition.

From a driver’s accommodation perspective, I have to highlight the footwell. A strange thing? Not really, because too many cars still cramp things in this area. Not only is there ample room for a wide size 10 across the pedals line, and a good rest for the left foot when not in use, but there’s also an equally good rest for the right foot. Which proved a real boon when using the cruise control that is part of the Comfortline package.

The leather multifunction steering wheel was an extra, as were the 16-inch alloys which did enhance the exterior looks. The steering wheel is worth whatever it costs, feels good and the buttons for entertainment and communication are in the right places and easy to use.

The review car came with a manual six-speed, as neat a shifter as I’ve ever come across.

And why the six? Well, that’s part of the package with the 1.4 litre engine. Not your ordinary 1.4, but the lesser-power version of the Twincharger unit about which I was recently so positive in the Golf GT. That latter was 170hp, this one is 140hp.

Think about it; a car I owned not too many years ago had a 2.0 litre engine and a creditable output of 120hp. Now VW is getting up to 170hp -- and will get more -- from a 1.4 four?

This is VW’s take on how to reduce fuel consumption and emissions: use proven technology to make small engines with very high output. In this case, the engineers took the mechanical supercharger and exhaust powered turbocharger concepts and married them to the same engine in ways where they most suited.

Superchargers provide instant extra punch at low revs but draw too much power from the system at high revs. Turbochargers, on the other hand, need to be wound up a bit to work well. So the Twincharger combination uses the supercharger at low revs, then declutches it in favour of the turbocharger when the engine is spinning fast enough.

I liked its 170hp variant very much. But maybe I like this 140hp unit even better. It feels as smooth as a six-cylinder engine in operation, and in the Jetta its 220Nm of torque gives an extraordinarily smooth application of acceleration, even from as low as 1,200rpm in top gear. That’s diesel-like pulling power. It means that not a lot of rowing that six-speed is necessary.

Yet, with the ability to run up to 7,000rpm, and provide a cracking good sound in the process, it can be as sporty as you like and as conditions allow.

The 1.4 TSI engine is the one to go for in the Jetta range, especially when you consider that it sips fuel at 20 percent less than an ‘ordinary’ 2.3 litre engine of similar power. And despite all the extra pressure on the power unit, they’ve tested it to 300,000 kilometres of endurance.

I’m certainly sold. This is one of the best cars in its class that I’ve driven in the last twelve months. BB.

The Travelling Gourmet

2007-06-03T09:01:00.000+01:00

For a man who single handedly turned cooking into entertainment Keith Floyd is remarkably modest about his influence on modern TV food programmes. He has published over 22 books in his career and presented 19 TV series, which are still being televised in 40 countries around the world.

When I mention his incredible inspiration he modestly shrugs it off with the charisma that made his television programmes such captivating watching since he first took cooking out of the studio with Floyd on Fish in 1985. His life changing decision to become a cook came more or less by chance.

“I had this remarkable experience when I was 16 or 17,” he tells me. “I was working as a young cub reporter on a newspaper in Bristol and the editor decided to hire me as his kind of dog’s body — secretary would be too grand a word. And sometimes we had to go to meetings with politicians. I can’t remember who they were I was too young then.

"He took me one day to a then very famous restaurant in Bath called The Hole in the Wall. For the first time in my life, despite the wonderful food we had had at home which was ordinary food, there, suddenly, was French Country Terrines, Partridge Braised in White Wine, Coq au Van and all that kind of stuff. And I thought: Wow, this is amazing!”

This revelation at a time when a quiet revolution was taking place in English kitchens made a deep impression on the 17 year-old. “I eventually decided to become a cook and I got myself a job washing up in a hotel kitchen and started watching what people were doing and stuff like that. Then they promoted me to the veg and while I was preparing the veg I was watching what the grill chef was doing. And I cheated a lot because I would leave that job and go to the next one saying I was a grill chef, because I was watching, because I was interested.

"And I did every kind of job; washing up, waiting, cooking, even in omelette bars, sandwich bars, in pubs, in restaurants. I put myself through an enforced apprenticeship for about four years. And all the time any spare money I had I was spending on cookery books and food.”

Keith Floyd grew up in Somerset and in his new book A Splash and a Dash he fondly remembers the joys of his mother’s cooking especially on a cold Wednesday in winter after a game of rugby.

“Wednesday was particularly special because when I, probably black-eyed, bloodied and bruised, cycled back to Wivelliscombe, I knew that supper would be faggots and peas dished up in a rich, rich gravy. My mother, Wynn, was an amazing cook and except when she was baking her bread (which she continued to do until she was 85), or preparing her Christmas puddings and Christmas cakes in early autumn, she never weighed, measured, calculated, timed or bothered much about oven temperatures at all.

"She was an inspirational cook, but moulded by financial circumstances that were not plentiful, and therefore the cottage garden and a degree of hunter-gathering were essential to her culinary plans.”

A Splash and a Dash is an effort to get away from slavishly following recipes designed to ensure that every item is scientifically calculated to produce a perfect dish each time. Keith wants us to enjoy our cooking and get involved in the whole process again. He has little time for the technical approach laughingly saying, "that’s the curse you see, those rules are invented by people called food editors — very powerful people who should be put down at birth.

"You see it on television programmes, these studio based programmes. There’s some earnest young cook there cooking away, saying ‘I’m doing venison today’ and the blasted presenter of the programme says ‘well what if you haven’t got any venison, what can you use instead?’. And then these food editors say ‘yes but how long does it take in the oven’.

"Well how long is a piece of string? I’ve got two ovens, one in my wife’s house in England which is electric and my other cooker is in my house in France which is gas, and I bet you if we set them at what we thought were identical temperatures and then put a thermometer into each of them there’d be a big difference.

"What I’m saying to people is ‘I think’ it goes into the oven for ‘about’ an hour and a half at ‘probably’ 200 degrees. People must get involved.”

Though his television career began after a chance meeting with a television producer in a Bristol Bistro he has little time for the slavery to marketing that drives much of today’s output.

“You see, as bad as food editors for books, you’ve also got things called producers on television, and they decide what goes on. They think ‘help, it’s Halloween; let’s make the whole cooking programmes around pumpkins’. Bullshit! Let’s just carry on cooking as normal!”

He rarely watches cookery on television these days though when pushed he admits to liking Jamie Oliver and Hugh Fearnley-Whittingstall.

“My wife watches every cooking programme there is,” he says, “and she did persuade me to watch Hugh, and I think he’s great. Of course I don’t believe him at all, it’s television land, but that doesn’t matter! He is, if you like, doing exactly what my parents did and my grandparents did and he’s full on and very very proper.”

As well as writing A Splash and Dash, a godsend to those wanting to experiment in the kitchen, Keith has also recently published Keith Floyd’s Thai Food which neatly coincided with the opening of his new restaurant in Phuket, Thailand last December.

He is also opening a new cookery theatre this year which is already getting booked up. He will be demonstrating varieties of his culinary world; including French Provincial Cooking; Fish and Shellfish; Back to British; and Mediterranean Cooking. He is taking this cookery theatre very seriously and has done a lot of research on other celebrity cookery schools.

“With a lot of these cookery schools, very seldom are the named chefs actually there. They set them up and put in good cooks who act as teachers. But in my cookery school I will be there for every single lesson. There won’t be that many, but I will be there fully hands-on. I’ll be there from the time they arrive to the time they stagger out the door. I’m not going into this lightly, it’s going to be the best, I can assure you.”

If you would like to attend one of his flamboyant cookery theatre events, which includes an overnight stay at the Linthwaite House Hotel in Cumbria visit www.linthwaite.com/floyd.

A Splash and a Dash is published by Cassell Illustrated, ISBN: 1844034461 and Keith Floyd’s Thai Food is published by HarperCollins ISBN: 0007213492.

Fergus Byrne.

A short affair with a sporty Clio

2007-04-06T10:43:00.001+01:00

Vincent O'Rourke, dealer principal of Renault Citygate Dun Laoghaire, had first seen the gorgeous Renaultsport Clio III on display in the Renault showrooms on the Champs Elyssee. He decided there and then to buy one for himself. And recently he suggested that I should try one too.

I'd driven the new Clio at its international launch in Sardinia some time back and had been mightily impressed with the basic car. Since then it had gone on to win the International Car of the Year 2006, a huge accolade awarded each year by a team of 58 international motoring journalists. So you know you're in good territory.

Prepare to be seduced by its chic French style — those curves, sweeping lines and squat stance.

It was hard to wipe the grin off my face as I drove away from Vincent O'Rourke's busy dealership on Rochestown Avenue in a sporty red version — which would be my choice of colour. But this was more than sporty in colour. It was exactly the same in spec as Vincent's own car.

Motoring back to the M50, the fabulous engine sound was all I wanted to hear. Not the radio presenter who had now became an unwanted distraction. I just wanted to concentrate on the car and the sound which you'd pay to have bottled! You simply know that you've got 197 hp to play with.

But be warned, you'd drive out of road very fast in this one. It almost takes off with you. That's where cruise control comes in to manage you through the penalty points zone. There again, with all the energy on tap, my Clio Sport was as docile and obedient as you'd want while driving in heavy traffic.

But there was a lot more to take in. The sportiness of the cabin for instance, the interesting dash, and those lovely instrument dials. Two big circles encased in deep silver bands. White numbers on black with red wands. The decorative leather steering wheel with the bright red strip at the top. Those sporty aluminium pedals. Even the radio buttons were a manageable size. And I saw it was MP3 compatible.

Stylish sports seats are comfy while also offering good support so you don't feel the least bit tired even after a long journey. It's also easy to get a nice driving position. All controls are easily reachable.

But it was out on the country roads where I really got to really put this car through its paces. Along twisty, narrow routes where the car showed off its taut, precise but stable handling. Very tight and firm on the corners in terms of ride, but without being hard or uncomfortable at all.

And when I pushed it even further along straight uninhabited stretches of road, it proved truly awesome! I just wanted to keep on going forever. And again, that lovely engine song as you moved up the gears.

The grin was becoming a permanent fixture.

This high-performance hatch is based on the Clio supermini. Always a powerful car, the engine has remained the same since the first Clio RS, a 2.0 litre with a three-door body style. With more horsepower than the Mini Cooper S, the SEAT Ibiza FR and the SEAT Ibiza Cupra R. And that's saying something as these are often given as the benchmarks for the genre. Similar even to the Honda Civic Type-R hot hatch and the Volkswagen Polo GTI. So now you know what kind of company you're keeping.

The Renaultsport Clio draws technology from Formula One, including a rear diffuser and brake cooling side vents. Heavier than its predecessor, the acceleration figures are nevertheless faster because of the new six-speed gearbox with shorter gearing.

It does the 0-100 km/h dash in just 6.9 seconds and has a top speed of 216 km/h. You'll get around 8.41 L/100 km depending on how you drive it; C02 emissions are 209g/Km.

Like eight of its stable siblings, Clio III has been awarded a maximum 5-star Euro NCAP safety rating.

Standard safety and security features include Brake Assist, ESP (with disconnection function), a full complement of airbags. Comfort ones include six-speaker RDS radio and single MP3 CD, the leather steering wheel with the stitched red centre band, and 17-inch Renaultsport alloys.

The list also includes air conditioning, dedicated cornering lights, front fogs, Renault's Anti-Intruder Device, and anti-drill door locks.

This car is all about selfishness. You won't want to share it with anyone.

So just use the good space for three people in the back for your own personal belongings. Forget the ISOFIX fittings, throw your jacket, laptop and bag on to the back seat, your case in the good sized boot, and away you go.

Priced from 31,500 euros excluding delivery and related charges. TW.

Editors' Note

2007-03-22T16:59:00.000Z

Now that we've launched our expanded title on our main site, we'll be backfilling this one and adding new content from issues in the future.

BB TW

What did you do last weekend?

2006-02-18T18:18:00.000Z

Paramedic Gary Robertson from Fivemiletown, County Tyrone, has just won his way through to be the Irish contestant in the 2006 Land Rover G4 Challenge. But 44 Irish men and women had earlier competed against each other to make the International Selections. Brian Byrne, the only Irish journalist to cover the first G4 Challenge in 2003, was with them during that gruelling weekend.

So, how was your last weekend?

You probably didn't manhandle a disabled Land Rover through a depth of mud and over another vehicle which was irrecoverably lost in a mudhole to the point that only the rooftop was visible.

And maybe you didn't get up at 5am to assault an 80-foot climbing wall in the drizzling dark, and then abseil down again. Especially if you hadn't done it before.

Spinning a two-tonne wheel forty revolutions with your feet, and then doing a dozen ups and downs of a log 'ladder' on a 30-foot slope likely wasn't your pre-lunch exercise. With the prospect of most of the next two days being athletically tortured in a myriad of manners still ahead of you.

But these were just a few of the things that 44 Irish men and women did at Solihull, outside Birmingham, on a weekend before Christmas in an attempt to get a place on this year's most challenging global endurance event.

Three got through to the recent International Selections: two men and one woman, Vanessa Lawrenson and Paul Mahon from Dublin, and Gary Robertson from Fivemiletown in Co Tyrone.

Now Gary goes on with a chance to win a top-of-the-list Range Rover, but to do so he will with 17 others spend a month travelling through Thailand, Laos, Brazil and Bolivia. The tests and terrain that they'll have to win through will put Solihull in the holiday paradise league.

Solihull was no holiday, though. When the Irish candidates arrived at the specially-prepared G4 Challenge site on a Saturday morning, they were immediately plunged into a non-stop regime of physical and mental tests that didn't leave them time to think or rest much.

Among them were navigation exercises and initiative tests which included a problem to raise the rear wheels of a Land Rover Defender two feet off the ground with no jack.

They were also tested on their knowledge of first aid and mechanical aptitude. All the time they were being carefully monitored by a team of experts under the direction of Simon Day, whose company D3 organises and operates the G4 Challenge for Land Rover, and each contestant was assessed on a variety of characteristics, including leadership qualities and ability to work under extreme pressure and bad conditions.

The participants slept overnight in tents on a campsite at the Solihull complex, and were woken three hours earlier than they had expected to take part in a vehicle hoisting exercise before they had any breakfast.

In very cold and wet conditions they were then put through further physical endurance and motivational tests, including that 'vehicle recovery' problem. In that one, all team members invariably ended up totally coated in mud ... afterwards some of them opted to use a car wash facility on the site to clean themselves!

In the end, just three could get through to the next stage. But there was little sense of disappointment amongst the remainder while they relaxed at Birmingham Airport on the Sunday night. Many found they had achieved much more than they'd expected to.

"I never thought I could push myself so hard as this," said Mark Bermingham from Mullingar. "With the number of challenges they've put us to in two days, you'd think it's impossible, but you get through them all one by one and you just keep on going. Half of it was just pig-ironedness and the other half was being pulled along by the team. And it works vice versa — you're cheering on somebody else and they're cheering you on ... and just when you think you're finished you hear the cheering from 40 or 50 metres away and you give it that last one belt and just get there."

Declan Gardener from Ballinasloe said he was 'blown away' by the event. "Now I have to try and get someone at home to believe that I did it. Team effort brought me through and I enjoyed it ten times more than I thought I would."

Paul Coyne from Roundwood in Wicklow said he learned that 'the difference between doing very well and doing it not so well is very small'. "It was a great weekend and it gave me more confidence."

Vivien Arthur from County Clare, one of nine women competing, said she learned that weaknesses aren't necessarily weaknesses. "You can make up for things in different ways, and I found the importance of teamwork while at the same time using my own initiative and trying to accept the characteristics of individuals."

Susie Gallagher from Kerry said that getting to the National Selection 'was a present to myself on my 40th birthday'. "And if I was going to be 40 again I'd give it to myself again. Everything was new to me and it was just the most fabulous experience I've ever had."

Clio III benchmarks get it Euro award

2005-12-08T15:37:00.000Z

by Trish Whelan.

The key priority when designing the new Renault Clio III was that the new car 'should have an appealing look and be a benchmark for interior qualities, roominess and delivering on safety'.

The car has now been voted European Car of the Year 06 and has gained the top award of 5 stars in the Euro NCAP crash test for both three and five door versions, so the designers must have got at least some of their objectives right.

The Clio project is vital for Renault who have spent around €953 million on the car. Development time was just 28 months, the shortest time in Renault's history.

Clio III is built on the 'Alliance' platform developed jointly with Renault's Nissan subsidiary. Suspension is from Megane 2 for enhanced driving pleasure.

Three specifications are on offer, Authentique, Sport + and Dynamique.

Engines include the 75bhp 1.2-litre petrol (as in Clio II), expected to be the volume seller, and a 98bhp 1.4-litre. There are no plans to import the 70hp and 85hp diesels into Ireland as the demand is not there for diesel in this B-segment.

A 2.0-litre 140bhp petrol will arrive in early 06.

The review car was the 1.2, 75hp version which proved ample for my everyday kind of driving. While the car handles very well, is good at cornering but the steering could be a bit sharper.

Build quality is excellent with high quality interior materials and great attention to small detail. I especially liked the stylish dials, featuring white on black, and which come with wide silver circles. There is also a satisfying solid clunk when you close the doors.

The lack of air conditioning in the review car was a bone of contention during the damp, murky weather in early December when windows fogged up especially while stuck in long traffic jams, necessitating the use of the fan. Also, I found the thickness of the steering wheel at the 10 and 2 points a bit off putting for small hands. But my main gripe was the fact that the floor mat kept rising between the pedals when driving. The problem was solved by moving it sideways.

Maximum power comes in at 5,500 rpm; maximum torque of 105 Nm at 4,250 rpm and the car takes 13.4 seconds to do the 0-100 km/h trip. The car is heavier, due to its bigger size and also to allow it gain those 5 stars. Despite the weight, fuel consumption has been improved, and performance too.

The official Renault brochure shows a combined fuel return of around 5.9 L/100km (47.9mpg) but during my time with the car the computer registered 7.6 L/100km which equates with the urban figure and is probably reflective of the kind of driving I had to do.

Safety features include doors locking almost as soon as you move off, ABS with EBD combined with Brake Assist, driver and front passenger airbags and front lateral ones, ISOFIX points. The multifunctional digital display shows things like distance travelled, fuel remaining and average fuel consumption. Clio is the first car to have a new type of head rest which slides on fixed bars lessening or avoiding whiplash injuries. There's also remote central locking and Renault Anti Intruder Device and an engine immobiliser as standard.

The Clio also has a very useful and clever system for lowering the rear wheel from its underfloor position and bringing it backwards so that it can easily be lifted from its mount, without having to use a tremendous amount of strength. Because of this, there is considerably more storage room in the boot.

New Clio is 17-inches longer than Clio 11, and is wider with more interior space, unequalled in the B-segment, and more elbow room front and rear. Glass area is 3.3 sq m not including the panoramic sunroof. And there is an insulating acoustic on the windshield. But watch out if you're over 6' tall and sitting in the rear as the mechanisms that operate the panoramic roof mean an intrusion into your head space and the seat can't be lowered to make up for it.

Renault currently enjoys 12% of the crowded B-segment here, largely due to the success of Clio II which will remain on sale while demand is there. Probably for as long as two years.

Over 4 million Clio units have been sold worldwide since the launch of the first Clio back in 1990.