Sunday, September 06, 2009
Saturday, September 05, 2009
Things I hate...
Overtly complex technology.
Like Wordpress, for example. I've recently gone and bought myself a domain name, and I've been trying to set up a wordpress site, and either I'm thick as pig-swill, or it's overly complex.
I've spent two hours looking at the control panel, trying different things, all of which means absolutely nothing to me. It seems complex, purely for the sake of being complex. Nothing is more frustrating than things being hidden behind techno-speak. It's enough to make me want to put my PC through the wall and saying nothing but four-letter words.
Not impressed with you Wordpress. Not at all. Uff.
Like Wordpress, for example. I've recently gone and bought myself a domain name, and I've been trying to set up a wordpress site, and either I'm thick as pig-swill, or it's overly complex.
I've spent two hours looking at the control panel, trying different things, all of which means absolutely nothing to me. It seems complex, purely for the sake of being complex. Nothing is more frustrating than things being hidden behind techno-speak. It's enough to make me want to put my PC through the wall and saying nothing but four-letter words.
Not impressed with you Wordpress. Not at all. Uff.
Friday, September 04, 2009
2 posts for the price of one!
Another ugly MINI...
Inspired by a back-to-front baseball cap.
New metal is all well and good, but where's the rusty tin?
Inspired by a back-to-front baseball cap. It's common knowledge if you know me even a little, that I don't have much time for the MINI, I don't mind the early launch cars, but has times gone on, in my opinion there are much better small cars available. From the Alfa Mito, to the Fiat 500, to the Ford Ka, if you need a small car, there's plenty of choice.
This new MINI doesn't do much to change my opinion on the brand. Inspired by the designer's son, who often wears a back-to-front baseball cap (wicked!) the latest MINI concept will be unveiled at the Frankfurt Motorshow in a couple of weeks. The roof looks a complete mess to me, but at least for the first time since 2001, the MINI has more boot space than the 1959-2000 original! And all it cost were it's tiny back seats! The good news is that the big-wigs at BMW have confirmed they're going to build it at Cowley (or BMW Oxford as it's now known) together with the new 4x4 variant (who needs a four wheel drive MINI? I mean seriously?) the Crossman. Uff. It gets worse. Bravely, BMW are also apparently entering the Crossman in the World Rally Championship. While it would be great to see extra cars back in the WRC, and brake up the Ford-Citroen love in, is the MINI really the car to change all that? BMW (in Europe at least) have always been wary of being in the original's shadow, and now it seems set to compare it's new car to the BMC original. An odd decision.
Well no doubt the new Coupe will be a big hit with the cool kids, but for my money I'd still be happier with rusty A-panels, and knackered rear subframes....
Racing games, and what I'd do to them.
New metal is all well and good, but where's the rusty tin?Forza Motorsport 3 and PS3 rival Gran Turismo 5 are just around the corner, and it's made me think alot about racing games, and the things they're missing. Why not take the realism a step further and reintroduce used cars, but make them more real. Knackered paint, dents and scratches, all repairable at extra cost. Wings in primer because you had enough money to replace the panel, but not to paint it? Come on, that'd be great! You buy, say, a knackered mid '90's Astra and set about tuning it. But you need to do the ground work. Not just bolt a turbo on and speed off. Have things break, wear down and pack up. Sega GT 2002 on the Xbox touched on this with it's brilliant idea of used parts that were cheaper than new, but could go wrong. It also had the nice idea of photographing your cars mid-race, and then those same photos would appear, hung on the wall of the garage. Also, seeing a car you no longer wanter parked up outside with 'FOR SALE' on the windscreen was another nice touch. The devil's in the detail! Give us more little bits like that. Give us the original Mini (don't keep it just for the Asian release, please! Give us MkI Escorts, Cortinas, MGs, all sorts. Make them odd, make the obscure, just put them in there. Petrol-heads like me the world over will be forever in your debt!
In the meantime, I guess we'll just have to make do with what comes out, unless someone at Polyphony or Turn 10 wants to give me a shout.
In the meantime, I guess we'll just have to make do with what comes out, unless someone at Polyphony or Turn 10 wants to give me a shout.
Thursday, September 03, 2009
From the Freelance Archive: Number 2.
The one that got away: The MG TF GT
Words and Pictures by Adam Sloman
The recent relaunch of the MG TF has created a great deal of interest in MG, and its diminutive little sports car. There’s a lot of affection out there for the TF, and it’s something MG Rover were keen to capitalise shortly before their downfall. With this in mind, I arranged to visit Longbridge, and meet up with Tony Wells, MG’s Press Car engineer and find out exactly what the TF GT was all about, and why the car never saw production.
The TF GT at Longbridge in November 2008
When MG celebrated its 80th Anniversary in 2004, Peter Stevens, then MG Rover’s chief designer, said ‘We would love to expand the MG TF range with a high-performance MG GT which has inspiring handling, practicality and great looks. The KV6 engine combines a superb soundtrack with a surge of power and a wider performance envelope to drive within - perfect for a sports car.’ With design work recently completed on the SV, as well as the updates to the Zed cars the company was keen to expand the TF model range, and build upon its status as Britain’s best selling sports car. If the car was topping the cabriolet sales charts, what was to say that a fixed head variant couldn’t challenge the Audi TT or Nissan 350Z for sales? The obvious route was to repeat history, and turn the TF into a coupe just as Pininfarina had done to the MG B 1965, and so the TF GT concept was born. While the BGT added hatchback practicality and 2+2 seating, the TF GT is purely about performance.
The TF GT was unveiled at the Autosports Awards Luncheon in November of 2004, along with the stunning Rover 75 Coupe concept and received much positive press, here it seemed, was the ‘missing link’ in the MG TF range. The car today resides at the Quality Control Centre at Longbridge, with a trio of classic Minis that MG have saved as a record of car production and the British Motor industry at the historic plant. ‘So much stuff gets crushed, or smashed up when it’s finished with, it’s important to save some things, they’re part of our heritage.’
Before firing the car up, I took a moment to study the car and consider what was in my opinion, another great opportunity missed by MG. Tony explains ‘We couldn’t put this car into production as is, for one thing the pedestrian impact regulations would never allow us to have this front bumper, not to mention what a nightmare it would be over the speed-bumps!’ Aside from the deeper, X Power style front bumper, the rest of the GT remains very similar to the TF of 2004, ‘The car, as it is, is almost at production standard, the roof isn’t quite fully finished inside, but being a show-car this isn’t something most people would see’ Tony concludes. Much has been made of the space and access issues regarding the fitment of the V6, The main problem is down to width. The K-series is a 90 degree V6 and is therefore wider than the TF’s 1800 meaning the front of the engine intrudes on the fuel tank which sits between the engine and seats on the regular TF, making either a smaller or secondary tank a necessity, since the engine cannot be moved. Tony showed me design styling boards that showed MG were considering further alterations to the GT I spent the day with, incorporating a glass hatch back in the car, allowing access to the space behind the seats, and aiding the admittedly tricky engine bay access.
The addition of a tin-top to the range would have no doubt boosted sales.
Tony soon had the keys in hand a we were able to see the car in action. On start-up the engine tone of the V6 immediately makes itself known and marks the GT out as something very different to the standard roadster. We allowed the car to warm as Tony explains that it was the first time it had been started up in almost six months. ‘I’ve worked here for years; I was here when it was Austin Rover, Rover Group, MG Rover and now NAC MG. I’ve had stints with BMW, Volkswagen Group and Aston Martin, all of which were fantastic companies to work with, but there’s just something special about this place and MG.’ With the obvious rarity of the GT, and it’s status as a concept car meant a blast around the Birmingham was out of the question, the car lives a deservedly cosseted lifestyle so today the GT will enjoy a brief run around the factory grounds.
We moved out of the Quality Control Centre and towards what is affectionately known as ‘The Kremlin’ to see the GT in a more natural light. Although much has changed at the famous old car plant in its recent history, this is one part of Longbridge that any British car lover would recognise. If it weren’t for the factory-fresh LE 500s lined up outside awaiting delivery, you could be forgiven for thinking you had travelled back in time.
Once behind the wheel of the GT, thick, leather clad cherry red bucket seats hold you firmly in place, with matching dash trim and carpets, the GT’s cockpit is very well appointed, and easily on par with its contemporary rivals such as the Audi TT but with the added accessibility offered by the MG’s price-tag.
Unlike many concepts, or show cars, the TF GT is a real, working car, this isn’t just a fibreglass shell, designed to look pretty on a motor show stand. The car features the 2.5 V6 in place of the 1.8 K-series, tuned to develop 200 BHP, with a predicted top speed of near 145mph, giving the GT a harder edge than its convertible brother.
Although the pure brake-horse power figure is not particularly remarkable when compared to the various TF’s offered at the time, the real jewel in the V6’s crown is its impressive torque when compared to the 1800. The 160 VVC TF develops 174Nm of torque, compared to the V6’s 254Nm, a considerable improvement.
The fixed roof improving the cars aerodynamics, reducing the cars drag co-efficient, boosting performance further. A deeper, more aggressive front spoiler and extended tail spoiler add to the more masculine feel of the GT, along with 17’ OZ alloy wheels, compared to the 15’ or 16’ offered on the TF. The exterior lines are cleaned up by the removal of the exterior door handles, replacing them with subtle switches, located under the near style wing mirrors, which now include side-repeaters. Impractical perhaps, but a great show-piece, none the less.
Indeed, the car was so close to production with the wider motoring press reporting various exclusive scoops, and predicting launch dates of early 2005, MG Rover had even completed price-projections, and had begun considering trim levels as well as colour options, however the well documented collapse of the company in the spring of that year put paid to any further TF GT development and eventual launch.
Although MG does not currently have any plans to put the TF GT into production, and with the car near five years old, production in its current form may be considered a backward step. The GT provides a fascinating glimpse of what could have been if MG Rover had had a little more time and money. The GT could be the basis for an expanded TF range and would be an excellent way to appeal to a wider market at a more accessible price point than its more expensive rivals. Perhaps we’ve not seen the last of the GT after all.
With thanks to:
Eleanor Delahaye at MG UK for arranging my visit to Longbridge
Tony Wells at MG UK for giving me his time, and a very interesting day at Longbridge.
Rory and Lucy McGovern for the accommodation.
Originally published in MG Enthusiast, February 2009. All text and photography copyright of Adam Sloman. Please seek permission before reproduction.
Words and Pictures by Adam Sloman
The recent relaunch of the MG TF has created a great deal of interest in MG, and its diminutive little sports car. There’s a lot of affection out there for the TF, and it’s something MG Rover were keen to capitalise shortly before their downfall. With this in mind, I arranged to visit Longbridge, and meet up with Tony Wells, MG’s Press Car engineer and find out exactly what the TF GT was all about, and why the car never saw production.
The TF GT at Longbridge in November 2008When MG celebrated its 80th Anniversary in 2004, Peter Stevens, then MG Rover’s chief designer, said ‘We would love to expand the MG TF range with a high-performance MG GT which has inspiring handling, practicality and great looks. The KV6 engine combines a superb soundtrack with a surge of power and a wider performance envelope to drive within - perfect for a sports car.’ With design work recently completed on the SV, as well as the updates to the Zed cars the company was keen to expand the TF model range, and build upon its status as Britain’s best selling sports car. If the car was topping the cabriolet sales charts, what was to say that a fixed head variant couldn’t challenge the Audi TT or Nissan 350Z for sales? The obvious route was to repeat history, and turn the TF into a coupe just as Pininfarina had done to the MG B 1965, and so the TF GT concept was born. While the BGT added hatchback practicality and 2+2 seating, the TF GT is purely about performance.
The TF GT was unveiled at the Autosports Awards Luncheon in November of 2004, along with the stunning Rover 75 Coupe concept and received much positive press, here it seemed, was the ‘missing link’ in the MG TF range. The car today resides at the Quality Control Centre at Longbridge, with a trio of classic Minis that MG have saved as a record of car production and the British Motor industry at the historic plant. ‘So much stuff gets crushed, or smashed up when it’s finished with, it’s important to save some things, they’re part of our heritage.’
Before firing the car up, I took a moment to study the car and consider what was in my opinion, another great opportunity missed by MG. Tony explains ‘We couldn’t put this car into production as is, for one thing the pedestrian impact regulations would never allow us to have this front bumper, not to mention what a nightmare it would be over the speed-bumps!’ Aside from the deeper, X Power style front bumper, the rest of the GT remains very similar to the TF of 2004, ‘The car, as it is, is almost at production standard, the roof isn’t quite fully finished inside, but being a show-car this isn’t something most people would see’ Tony concludes. Much has been made of the space and access issues regarding the fitment of the V6, The main problem is down to width. The K-series is a 90 degree V6 and is therefore wider than the TF’s 1800 meaning the front of the engine intrudes on the fuel tank which sits between the engine and seats on the regular TF, making either a smaller or secondary tank a necessity, since the engine cannot be moved. Tony showed me design styling boards that showed MG were considering further alterations to the GT I spent the day with, incorporating a glass hatch back in the car, allowing access to the space behind the seats, and aiding the admittedly tricky engine bay access.
The addition of a tin-top to the range would have no doubt boosted sales. Tony soon had the keys in hand a we were able to see the car in action. On start-up the engine tone of the V6 immediately makes itself known and marks the GT out as something very different to the standard roadster. We allowed the car to warm as Tony explains that it was the first time it had been started up in almost six months. ‘I’ve worked here for years; I was here when it was Austin Rover, Rover Group, MG Rover and now NAC MG. I’ve had stints with BMW, Volkswagen Group and Aston Martin, all of which were fantastic companies to work with, but there’s just something special about this place and MG.’ With the obvious rarity of the GT, and it’s status as a concept car meant a blast around the Birmingham was out of the question, the car lives a deservedly cosseted lifestyle so today the GT will enjoy a brief run around the factory grounds.
We moved out of the Quality Control Centre and towards what is affectionately known as ‘The Kremlin’ to see the GT in a more natural light. Although much has changed at the famous old car plant in its recent history, this is one part of Longbridge that any British car lover would recognise. If it weren’t for the factory-fresh LE 500s lined up outside awaiting delivery, you could be forgiven for thinking you had travelled back in time.
Once behind the wheel of the GT, thick, leather clad cherry red bucket seats hold you firmly in place, with matching dash trim and carpets, the GT’s cockpit is very well appointed, and easily on par with its contemporary rivals such as the Audi TT but with the added accessibility offered by the MG’s price-tag.
Unlike many concepts, or show cars, the TF GT is a real, working car, this isn’t just a fibreglass shell, designed to look pretty on a motor show stand. The car features the 2.5 V6 in place of the 1.8 K-series, tuned to develop 200 BHP, with a predicted top speed of near 145mph, giving the GT a harder edge than its convertible brother.
Although the pure brake-horse power figure is not particularly remarkable when compared to the various TF’s offered at the time, the real jewel in the V6’s crown is its impressive torque when compared to the 1800. The 160 VVC TF develops 174Nm of torque, compared to the V6’s 254Nm, a considerable improvement.
The fixed roof improving the cars aerodynamics, reducing the cars drag co-efficient, boosting performance further. A deeper, more aggressive front spoiler and extended tail spoiler add to the more masculine feel of the GT, along with 17’ OZ alloy wheels, compared to the 15’ or 16’ offered on the TF. The exterior lines are cleaned up by the removal of the exterior door handles, replacing them with subtle switches, located under the near style wing mirrors, which now include side-repeaters. Impractical perhaps, but a great show-piece, none the less.
Indeed, the car was so close to production with the wider motoring press reporting various exclusive scoops, and predicting launch dates of early 2005, MG Rover had even completed price-projections, and had begun considering trim levels as well as colour options, however the well documented collapse of the company in the spring of that year put paid to any further TF GT development and eventual launch.
Although MG does not currently have any plans to put the TF GT into production, and with the car near five years old, production in its current form may be considered a backward step. The GT provides a fascinating glimpse of what could have been if MG Rover had had a little more time and money. The GT could be the basis for an expanded TF range and would be an excellent way to appeal to a wider market at a more accessible price point than its more expensive rivals. Perhaps we’ve not seen the last of the GT after all.
With thanks to:
Eleanor Delahaye at MG UK for arranging my visit to Longbridge
Tony Wells at MG UK for giving me his time, and a very interesting day at Longbridge.
Rory and Lucy McGovern for the accommodation.
Originally published in MG Enthusiast, February 2009. All text and photography copyright of Adam Sloman. Please seek permission before reproduction.
Wednesday, September 02, 2009
PES Night draw complete!
The draw for the September 11th PES Night is now complete and once again promises to deliver some tense PES action!
The draw was completed by Lindsey Cross and with all eyes on a returning Simon Williams, the draw lived up to expectations.
The draw was completed by Lindsey Cross and with all eyes on a returning Simon Williams, the draw lived up to expectations. Group A
Manchester United
Middlesbrough
Coventry City
Arsenal
Group B
Manchester City
Tottenham Hotspur
Liverpool
Exeter City
With the returning Williams at the helm of Manchester United, there's sure to be plenty of interest as he faces off against current champions Arsenal, and Carl Langley. Matt Cook's role at Middlesbrough 
will be filled by the PS3 as Matt spreads the joys of the English language to Eastern Europe. Adam Sloman's Coventry City again look to have their work cut out to get out of the group.
will be filled by the PS3 as Matt spreads the joys of the English language to Eastern Europe. Adam Sloman's Coventry City again look to have their work cut out to get out of the group. The blue half of Manchester will hope Russell Brammer becomes a tad more sensitive with the 'shoot' button, and makes the most of City's star studded forward line.
Although rumours at the City of Manchester Stadium persist that City's Middle Eastern owners are beginning to run of patience with 'The Muscle' and he may not be in charge of City, come kick-off.
Finalist Mark Galliford will look to go one step further this time, and bring the title home to Anfield, while Stuart Pickard's switch to Exeter City will guarantee local interest. The plucky Grecians are sure to relish the chance to take on some of the games biggest names. Making up Group B is Rory Meakes, who's steady progress at the last PES Night could make him the one to watch.
The PES Night takes place on Friday 11th September, kick-off 6.30pm. Don't forget to check back for all the excitement!
Sheds of the past...
Almost ten years ago,in February 2000, I passed my driving test. Within nine months I'd had my first accident, and the Mini was no more.
So I ended up with this:
A SEAT Ibiza.
A System Porshce, no less. For the princely sum of £70 I bought myself a chunk of the finest motoring 1980's Spain had to offer.
Silver paintwork with 'PORCSCHE' slapped down the sides and on top of the engine, 1500cc, 62BHP, alloys, foglights, electric windows, all the toys. But my god it was a mess. The bootlid latch was broken and so it came fitted with a rather sporty red and yellow striped bungie strap that stop the hatch opening permanently (although it did make an effective air-brake, at least eight years ahead of the Bugatti Veyron). The washer jets didn't work, despite me cleaning the whole lot and replacing the jets, the clock display only worked when the headlights were on and the entire top end of the passenger wing had rotted away, which flicked water onto the windscreen when it rained. No need for those washer jets after all. So much brake dust had burned into the wheels they'd gone black.
Permanently. The car was nasty, floating around Devon's B-roads on a cushion of blancmange is not an experience I wish to repeat, with the wiring from the cigarette lighter sparking together when I went round a left hand bend, electric windows permanently lowered six inches, the gap being made up by half a roll of insulation tape.
Everything about the SEAT was hateful, the bad plastics, the funny rocker and slider switches it had as opposed to the stalk controls that every other car used, this was SEAT at its worst and clearly VW have changed the fortunes of the company in every way imagineable. The Mini, for all it's 1950s design flaws was the much better car, no question. Thankfully I didn't have the Ibiza for long, a £500 gold 1988 Mini Mayfair soon succeeded it. So what became of the Ibiza? I sold it, for £70, through freeads. Stupidly I didn't do the paperwork properly, and three months later I had a visit from the police, regarding the Spaniard. Believe it or not it had been used as the getaway vehicle in a raid on a building society in Cheltenham.
And guess who's name was still on the logbook....
The funny thing is though, they seem to have totally vanished from our roads, I know '80's SEATs were probably not huge sellers,
but I can't recall seeing another one on the roads since I had mine. The car did live on in China, built by Nanjing Automotive (yup, the same NAC that bought MG) who (according to wikipedia) worked with a mobile phone company, called Ningbo Bird,(yes really, here's the link if you doubt me) redeveloped and relaunched the aged SEAT as the Nanjing Yuejin Soyat where it continues to be a popular. Despite several facelifts, it has proved that even the Chinese, with their rapidly growing Automotive industry, can't polish a turd.
So I ended up with this:
Not a System Porsche Ibiza, this is the closest I could get on Google Images
A SEAT Ibiza.
A System Porshce, no less. For the princely sum of £70 I bought myself a chunk of the finest motoring 1980's Spain had to offer.
Silver paintwork with 'PORCSCHE' slapped down the sides and on top of the engine, 1500cc, 62BHP, alloys, foglights, electric windows, all the toys. But my god it was a mess. The bootlid latch was broken and so it came fitted with a rather sporty red and yellow striped bungie strap that stop the hatch opening permanently (although it did make an effective air-brake, at least eight years ahead of the Bugatti Veyron). The washer jets didn't work, despite me cleaning the whole lot and replacing the jets, the clock display only worked when the headlights were on and the entire top end of the passenger wing had rotted away, which flicked water onto the windscreen when it rained. No need for those washer jets after all. So much brake dust had burned into the wheels they'd gone black.
Permanently. The car was nasty, floating around Devon's B-roads on a cushion of blancmange is not an experience I wish to repeat, with the wiring from the cigarette lighter sparking together when I went round a left hand bend, electric windows permanently lowered six inches, the gap being made up by half a roll of insulation tape. Everything about the SEAT was hateful, the bad plastics, the funny rocker and slider switches it had as opposed to the stalk controls that every other car used, this was SEAT at its worst and clearly VW have changed the fortunes of the company in every way imagineable. The Mini, for all it's 1950s design flaws was the much better car, no question. Thankfully I didn't have the Ibiza for long, a £500 gold 1988 Mini Mayfair soon succeeded it. So what became of the Ibiza? I sold it, for £70, through freeads. Stupidly I didn't do the paperwork properly, and three months later I had a visit from the police, regarding the Spaniard. Believe it or not it had been used as the getaway vehicle in a raid on a building society in Cheltenham.
And guess who's name was still on the logbook....
The funny thing is though, they seem to have totally vanished from our roads, I know '80's SEATs were probably not huge sellers,
but I can't recall seeing another one on the roads since I had mine. The car did live on in China, built by Nanjing Automotive (yup, the same NAC that bought MG) who (according to wikipedia) worked with a mobile phone company, called Ningbo Bird,(yes really, here's the link if you doubt me) redeveloped and relaunched the aged SEAT as the Nanjing Yuejin Soyat where it continues to be a popular. Despite several facelifts, it has proved that even the Chinese, with their rapidly growing Automotive industry, can't polish a turd.Monday, August 31, 2009
Sunday at Silverstone
Another trip to see the BTCC!
I spent Sunday at Silverstone for the latest round of the British Touring Car Championship and despite the pants weather, the racing was superb. Colin Turkington did the business in a superb third race, so hopefully the former MG ZS driver can keep his lead over twice Champion Fabrizio Giovanardi. Rockingham and Brands (which I'm hoping to go to) should be very exciting. 11 points isn't much ground Giovanardi to make up.
Personally, I thought it was much better value than my earlier trip to Silverstone, with tickets, including paddock pass, at £23.
I also bagged myself a rather snazzy scale Giovanardi VXR Vectra, for a shade under a tenner, so that's now plonked under my monitor on my new, IKEA fresh desk!
Of course I had to take my camera, and despite not quite having a long enough lens to get the real wow shots, I was quite pleased with some of them, so here's a few of my favourite shots.
You'll find more of my pictures, in nice, big sizes, on my Flickr. You can access it from the handy widget on the right of my blog.
All this BTCC stuff has also prompted a bit of a Forza Motorsport Xbox renaissance, and with Forza 3 due out soon I've created my own BTCC Honda Civic Type R, with rather fetching (if I do say so myself) sky blue flames, you could almost see me at Silverstone, on the grid with Johnny Herbert and Dave Pinkney...
I think it looks pretty close to the real thing, it took me a bloody age to do! Now I just need to make it go like a BTCC car and I'll be half way there!
I spent Sunday at Silverstone for the latest round of the British Touring Car Championship and despite the pants weather, the racing was superb. Colin Turkington did the business in a superb third race, so hopefully the former MG ZS driver can keep his lead over twice Champion Fabrizio Giovanardi. Rockingham and Brands (which I'm hoping to go to) should be very exciting. 11 points isn't much ground Giovanardi to make up.
Personally, I thought it was much better value than my earlier trip to Silverstone, with tickets, including paddock pass, at £23.
I also bagged myself a rather snazzy scale Giovanardi VXR Vectra, for a shade under a tenner, so that's now plonked under my monitor on my new, IKEA fresh desk!
Of course I had to take my camera, and despite not quite having a long enough lens to get the real wow shots, I was quite pleased with some of them, so here's a few of my favourite shots.
You'll find more of my pictures, in nice, big sizes, on my Flickr. You can access it from the handy widget on the right of my blog.
All this BTCC stuff has also prompted a bit of a Forza Motorsport Xbox renaissance, and with Forza 3 due out soon I've created my own BTCC Honda Civic Type R, with rather fetching (if I do say so myself) sky blue flames, you could almost see me at Silverstone, on the grid with Johnny Herbert and Dave Pinkney...
I think it looks pretty close to the real thing, it took me a bloody age to do! Now I just need to make it go like a BTCC car and I'll be half way there!
Tuesday, August 25, 2009
I'd quite like to drive....
A Citroen C3 Picasso.
Didn't see that coming, did you?
And neither did I, to be honest. As someone who's owned a lot of cars (18 Minis, 5 Rovers, a SEAT, a Renault, a Peugeot and my ZS) I've never been remotely tempted by the MPV segment, I spent a weekend with a Renault Megane Scenic and it was fine, but it didn't make me want to run out and buy one, quite the opposite. Yet, for some reason, Citroen's mini-MPV really intrigues me. Ghostbusters spoof advert aside, there's something about the car that I really like. It could be the fact that we've got a little one due in the new year and I'm a bit worried we won't have room for the baby, all it's stuff and our Jack Russell, but I also really like the styling, there's something funky about what is essentially, just a van. The spec looks great, 16" or 17" alloys, ISOFIX rear seats (something I've been thinking about more and more with Little 'Un enroute) glass roof (which might get a tad warm in the summer, mind) and little things like plug-ins for your iPod (well, MP3 player in my case-screw you Apple. My Zen's got four times the storage for the same money as the equivalent iPod and it does video better) all add up to a pretty appealing package.The chunky leather steering wheel, combined with the part leather trim is a nice touch too, it's nice to have an appealing family wagon for a change. It feels like it's had some time and money put into it. Of course the carefully selected publicity photos may be hiding other issues, but it generally seems to have been pretty well received by the wider motoring press, from Top Gear to Fifth Gear all looking favourably upon the little bus.
There's a pretty good engine range too, with the diesels making an awful lot of sense, as a family car you're going to be racking up the miles in it, so cracking fuel economy combined with low carbon emissions means the Picasso is cheap to run and cheap to tax. It's practical without being dull or tedious, and that's something none of it's competitors can boast.
For my money, it's another successful part of Citroen's renaissance. For far too long in my opinion, the once legendary innovator in the industry has had to put up with playing second fiddle to Peugeot, and if you've ready previous posts on my blog you'll be familiar with my thoughts on Pugs. 205 GTi and a good diesel engine aside, I don't like them. Further proof of Citroen's improved range is the new DS3, I mean look at it!It looks superb, and is sure to push the MINI for sales in one of the hardest fought market segments. The interior looks great too, certainly miles ahead of my previous experience with a small Citroen, namely my Brother's base model Saxo. Compared to the Clio I bought at the same time, the Saxo was undeniably cheaper, but boy did it feel it. I guess we'll all know a little bit more when the wraps come off it at Frankfurt in a few weeks time. Even the C3 looks like it's going to be massively improved by it's upcoming face-lift.
Back to the C3 Picasso though, I think I might have to slip my test pilots uniform on and wander down to the dealer for a nose, and maybe a test drive unless of course, Citroen fancy giving me one for a bit?
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