18 Dec 2014

Memorable Moments And Amazing Cars From 2014

Speedmonkey is all about cars. I've been running the site since 2012 and don't do it for money, but for the experiences it brings. 2014 has presented me with some amazing experiences.

The year started well when Morgan Motors got in touch. The email said, "We would like to invite you to visit our factory in Malvern to get to know Morgan, the new 3 Wheeler and the other cars in our range."

Oh wow, yes was my first thought. My second was that my son would love it. He'd enjoyed a trip to Lotus Cars in Hethel in 2013 so I asked if the visit could be arranged for half term.  Of course it could replied Morgan.

So son and I travelled up to Malvern. The factory tour was an eye opener. The land it stands on, in Pickersleigh Road, was bought by HFS Morgan in December 1913 and Morgan Motors has expanded and built new buildings to become the factory that churns out Morgan cars today. Actually, 'churns out' is a rather unkind phrase - the cars are hand-built.

The term hand-built is rather stretched by some car companies but not so Morgan. I loved the fact the louvres on the Plus 8's bonnet are not only hand pressed but their placement is done by eye.

The cars we drove were fantastically bonkers, especially the 3-Wheeler which is as impractical as an ashtray on a motorcycle. The engine vibrates, the cockpit is open and cold and there is no storage space but it is a wonderful experience and quite unlike any other car available. The Plus 8 was monstrously powerful and fast - It houses a 4.8 litre V8 yet weighs only 1,100kg. Son thoroughly enjoyed his day, and especially the drive in the 3-Wheeler.

The passion for the brand was evident in the emails from legendary motoring journalist (and 3-Wheeler owner) Peter Dron who ticked me off for not conducting my own 0-60 times and from a chap who has bought the Plus 8 press car and has written his own review of it for Speedmonkey.

The year was bookended with an invitation from Rolls Royce Motor Cars to attend a factory tour and drives in some of their cars. Rolls Royce was incorporated in 1904, just one year before Morgan, and still hand builds its cars today, at the Goodwood factory, which was opened on 1 January 2003.

The Rolls Royce factory is worlds apart from Pickersleigh Road. Being only 11 years old helps but it has the atmosphere of a forensics lab, with men and women beavering away crafting, refining and ultimately creating the finest cars in the world.

Which, when you drive them, you realise they are. What struck me about the Wraith and the Ghost II (both of which I took for a 90 minute spin) is not that are simply fast, enormous, luxurious, quiet, smooth and refined but that they both have another, almost ethereal, quality about them which transcends the usual driving experience. Close the door and pull away and you are separated from the mundanities of the world in a manner that no other car is able to do.

Back to reality and a November appointment with Porsche at Silverstone to try out their 2014 range of cars at the newly extended track at their Experience Centre.

I love driving road cars on track. You are able to really go for it and test the limits of braking, acceleration and cornering without worrying about the myriad hazards on our roads. It's also bloody good fun, especially in a Porsche.

A track test allows you to find and critique the nuances of a car by pounding round the same circuit, the same corners time after time. It was after 20 or so laps of focussed driving I came to the conclusion that the Porsche Cayman GTS is perhaps the best driver's car on the road today.

I took a Porsche Macan Turbo for a spin on track then a Macan S Diesel for a drive on the roads around Silverstone. Experiencing both conditions highlighted how focussed and agile the Macan's chassis is on track but how pliant and able to soak up bumps it is on the road.

One of my favourite days of 2014 was spent in the company of Volvo and Polestar. I attended the UK launch of the Volvo V60 Polestar. We spent the morning driving through the home counties, lunched at a lovely pub near where I live then headed for Dunsfold Aerodrome, home to the Top Gear Test Track.

I was given some expert tuition by a Swedish touring car ace then let loose on my own in the V60 Polestar for several laps of the track. The car proved to be wonderful and the thrill of driving it at the Top Gear Test Track is my fondest memory of the year.

In between the factory tours and track tests I drove a variety of machinery in 2014.

Back in May I attended a Mercedes-Benz media day at its base in Brooklands. I drove the GLA, G-Class and S.  The GLA turned out to be far better than expected (I don't really like the A-Class on which it's based), the G-Class far worse (it's not a great deal better than a slightly posh Defender) and the S-Class was wonderful.

I drove two Range Rovers this year. In January I had a Range Rover Vogue SDV8 for a week. It turned out to be the best all rounder I'd ever driven, although at £85k it's not cheap. Later in the year I had a Range Rover Sport SDV6 for a few days and used it to drive to Cologne and back with four of us on board.  There could hardly have been a better car for the trip. It's spacious and utterly superb on a long journey. Does 135mph on the autobahn too.

Staying in the JLR family I got a few days with a Jaguar F-Type V8 S. Damn that thing is unhinged.  No other car flies so close to the spirit of a TVR than the V8 F.  Just tickle the throttle and the tail pops out like a an excitable Jack Russell.

The Citroen C4 Cactus was interesting in different ways. With its air bumps, shape, innovative materials, 965kg kerb weight and low price it's a brilliant car, although it is too slow for my liking. I liked the Cactus from the moment I first saw photos of it and over the course of a week it shone in a way that a similarly priced Fiesta or Corsa wouldn't.

Taking of the Corsa I attended the UK launch. The 2014 version is shockingly good compared to its predecessors.  The new 1.0 engine is a peach but the 2014 Vauxhall Corsa SRi is the one to have.

The Subaru WRX STi was relaunched in 2014 and I was there to test it for Speedmonkey. The chassis is great but the engine and huge turbo-lag are far too old school when compared to the competition.

For a similar price you could buy a Volkswagen Golf R which redefines the hot hatch class and for £25k you can buy an Audi S1 which is like the Golf R, but smaller.

In amongst the SUVs, hot hatches, mega-expensive saloons and super-pricey sports cars I spent a week with a Toyota GT86.  Now 2 years old the GT86 is still unique in its offering and still delivers razor sharp handling and an outrageously waggy tail for a reasonable price.

My last test drive of the year was in a Maserati Ghibli. Sitting in the reception area of Ferrari North Europe was quite a thrill. The car itself was rather fine but didn't have an aura of 'special' that I expected from a Maserati.

2014 was a great year although at times I did feel a slave to the constant review writing (on top of a full time day-job). In 2015 I am going to turn down at least some of the invites that come my way and   will be more selective when choosing press cars. Something like the Mitsubishi Outlander might generate hits to Speedmonkey but the week spent with it and hours spent writing about it were not much fun.

The first car I will take delivery of in 2015 for a week long test is a Jaguar XFR-S. This will set the tone.

By Matt Hubbard

17 Dec 2014

The Top Ten Cars Of 2014

Best new cars in 2014

2014 has been a busy one for Speedmonkey. Colin and Matt drive the press cars, sometimes on loan and sometimes on media days - sometimes on the road and sometimes on track. Between us we've driven around 100 new cars. Here we each list our top five cars, and explain why.

Matt's Top Five

1 - Volkswagen Golf R

Hot hatches are the everyday, accessible performance cars. They're quick and practical, front wheel drive and heaps of fun. The Mk7 Golf is a great looking car that handles well and is packed with kit (although satnav is still an expensive option). The Golf R adds four wheel drive, 296bhp and cocks a snoot at every other hot hatch that's gone before it. It's as fast as a supercar and as practical as any other Golf, oh and it doesn't cost the earth. An amazing symbiosis of performance, practicality and price.

2 - Porsche Cayman GTS

The Cayman has long been regarded as a better driver's car than its big brother, the 911. The Cayman GTS adds just enough va-voom to an already brilliant package to ensure that it not only obliterates the 911 in the handling stakes but everything else as well. Slide it into a corner, turn in on the brakes, apply the throttle sooner than you'd have thought possible in a road car and the hairs on the back of your neck will tell you how perfect the GTS is.

3 - Volvo V60 Polestar

2014 will be remembered as the year Polestar emerged into the mainstream. AMG and M-Sport are now engineering divisions of big car companies but Polestar is still a race team who fettle the odd Volvo. This mentality shows in the way the mighty V60 Polestar performs. They could have made it more powerful but chose to concentrate on handling and ability. Expect many more Polestar Volvos in the future, and if they're all like this the partnership will flourish.

4 - Jaguar F-Type Coupe V6 S

How could the Jaguar F-Type get any lovelier? Simple, get Ian Callum to design a coupe version. The F-Type coupe is the best looking Jaguar in a generation, and arguably the best looking car on the road today. The V6 S package provides the best balance of power and ability.

5 - Audi S1

The Audi S1 is essentially a VW Polo in a frock with masses of power and four wheel drive. As with all of these cars it adds a massive dollop of je ne sais quoi that transforms it from a humdrum hatchback into a manic ball of fury with razor sharp steering and oodles of agility on our horribly paved roads.

Colin's Top Five

1 - McLaren 650S

A development of the MP4-12C but better in every way. Breathtakingly fast and everyday usable the 650S has been built with huge attention to detail so every aspect is perfectly finished, with the instruments having a lovely tactile ‘feel’. It’s so fast it makes hypercars look a little pointless. If Apple were to make a car it would be a lot like the 650S.

2 - Alfa Romeo 4C

A brand new sports car engineered with the focus on lightness. Using a carbon tub and lightweight but powerful 4-piston, turbocharged engine it has a kerb weight of just 895kg yet provides big league performance. Capable of 0-62mph in 4.5 seconds and 41.5mpg the mid engined layout, light weight, wide track and well set up chassis means it handles like a ballet dancer. Shows the way forward for sports cars.

3 - Mercedes-Benz S63 AMG Coupé

Mercedes' new S Class Coupé is both a continent and Continental eater. In AMG format its performance is devastating yet refined as the cabin brings S Class luxury and toys to a proper driver's car. Launched with one of Mercedes finest innovations, Dynamic Curve ride control is a system that tilts the car into bends for superior handing and traction. The drivetrain and interior quality along with stunning looks means it is a genuine Bentley Continental alternative.

4 - Audi RS Q3

Audi have put the SPORT into SUV with an elevated car with genuinely sporty performance. The first RS Q car is huge success in that it takes the roomy upmarket interior of a Q3 and injects it with sizzling performance courtesy of a TT RS 2.5 litre 5 pot motor. 306bhp and the latest twin clutch gearbox help achieve 62mph in just over 5 seconds and more importantly excellent overtaking ability. The RS Q3 is a fantastic everyday fun and family practical car.

5 - Peugeot RCZ R

Peugeot has reinstated its mojo with Peugeot Sport's thorough reworking of the RCZ. Race-spec engine internals, a mechanical LSD and serious chassis tuning have turned a handsome car into a seriously entertaining drive with genuine driver appeal. Even the RCZ’s well trimmed interior has received an upgrade courtesy of the best looking, comfortable and grippy seats this side of a Lamborghini.

By Matt & Colin Hubbard

16 Dec 2014

The Curious Case Of The Exceedingly Hot Hatchbacks

Today's cars are not only driven by market forces but by legislation. European emissions rules have meant that our cars are lighter, cleaner, more efficient and produce more power per cc than ever before. The advance of technology, and some very clever engineering, has meant some niche cars are becoming ever more powerful. Enter the super hatch.

2015 Audi RS3
2015 Audi RS3

Not that long ago a hot hatch struggled to produce 100bhp from a 1.8 litre naturally aspirated engine. Turbocharging added a few more bhp but the hatchbacks on which the hot versions were based got heavier and relative performance hardly advanced.

In 2002 the Focus RS was launched - it produced 212bhp from a 2.0 turbocharged engine. In 2004 the Mk5 Golf GTi turned the clock back for VW, it was lighter and more powerful than the Mk4. The Mk2 Focus RS was launched in 2009 and produced 301bhp from a 2.5 turbocharged engine. The Golf GTi Mk7 has 198bhp from a 2.0 turbocharged engine - no more than its Mk5 predecessor.

The Golf GTi has never produced the most power of any hot hatch of its era but it's always had the most balanced chassis. The Focus RS was a torque steering monster, the Mk5 Golf GTi a beautifully supple performance car that could cock an inside rear wheel.

What's really moved things along has been the advent of four wheel drive and advanced turbocharging. Whereas 100bhp per litre used to be the peak of performance we're now on the verge of a production 2.0 engine that produces 400bhp.

A 2-litre engine, albeit one festooned with turbos and superchargers, will fit in a family hatchback replete with comfortable seating for five and a decent boot for the dog. And because the car on which it is based is a mass produced model the price is reasonable.

This is great news.

Right now about the most outrageous hot hatch on the market is the Mercedes-Benz A45 AMG, in which AMG extracts a humungous 355bhp from a 2-litre engine. It'll do 0-60 in 4.3 seconds yet sips fuel at a rate of 40.9mpg. The price for all this hot hatchery is £38k so you do pay through the nose for it.

The A45 AMG behaves just like a sports car and handles better than a 20 year old supercar, although its engine displays signs of being stretched right to the limit - turbo lag is particularly noticeable from the off - and the brakes are grabby.
Mercedes-Benz A45 AMG
Mercedes-Benz A45 AMG

However five years ago those stats, including the price, would have been thought impossible by the man in the street who was looking to buy his next car. Whilst the world moves on, the car world is moving at a faster rate.

The Golf R produces a more reasonable 296bhp but is packaged such that it's an everyday useable hot hatch that happens to accelerate to 62mph in 4.9 seconds. In my review of the Golf R I said, "The Golf R is the most sensible, competent, grown up, fast, hot hatch that anyone would want. You could buy one and keep it forever, never wanting another car again. It's that good."

The difference between the Merc and the VW is that the A45 AMG sells itself as a performance car whereas the Golf takes everything in its stride. It's a calm, relaxing car that very nearly outperforms a Ferrari 360 but costs only £31k.

It's such a hit, and such a car of the people, that the waiting list is 8 months long. I would have bought one myself but am too impatient.

In 2016 Volkswagen will launch the Golf R400. Using the same 2-litre engine in the R it'll produce an astonishing 396bhp and put that power down with the latest Haldex four wheel drive system. 0-60 will be under 4 seconds, which means it really will outperform a Ferrari 360.
Volkswagen Golf R400
Volkswagen Golf R400

The newest entrant in the super hatch market is the latest Audi RS3. Available to order in March 2015 and in dealers in the summer the RS3 produces 362bhp from a 2.5-litre engine. It'll do 0-62mph in 4.3 seconds and has a top speed of 174mph.

174mph in a fancy Audi A3, which in itself is a fancy Golf, is so outrageous its a wonder some bureaucrat in Brussels isn't working out how to outlaw it.

You see, the best thing about these modern super hatches is that they are socially acceptable. The 80s hot hatches were frowned upon by 'decent' society, and stolen by so many proto-chavs that insurance premiums rose to such levels no-one could afford to run one. And because their power units have been developed at least partially as a result of increased efficiency they sip fuel.

In the not too distant future Mercedes is planning to hike the A45 AMG's power to 400bhp.

Take away four wheel drive and the competition in the front wheel drive hot hatch market is even more frenzied. The next Honda Civic Type R has 300bhp and has generated Hollywood levels of hype. The Peugeot 308 R will use the 1.6 litre 270bhp engine from the RCZ R. The next Focus RS will get 330bhp. Vauxhall, who's current Astra VXR produces 270bhp, will have a new, more powerful version out in 2016.

We live in an age where power is easier to access than at any time before. A normal family can have a 300bhp, 1400kg, sensible and sensibly priced hatchback in the drive and they won't be outed as scum by society. And it won't cost a great deal to tax, fuel and insure.

Supercars are for the rich, hot hatches and super hatches are for us ordinary folk who earn ordinary salaries. These are good times. Enjoy them. The internal combustion engine is nearing the end of its useful life.

One day we will look back on this era and think, wow they made amazing cars back in the mid-2010s.
Volkswagen Golf R

By Matt Hubbard

15 Dec 2014

Driven - Peugeot RCZ R

Colin Hubbard reviews the Peugeot RCZ R

Peugeot RCZ R

Peugeot has bragging rights to one of the finest hot hatches ever made, the 205 GTI. Blessed with pretty looks, a chassis brimming with feedback and perky little power plants it was a brilliant little car and a halo for the rest of the range.

Since the 205 went out of production Peugeot lost its way for the spirited motorist and only recently started to regain its mojo in the form of the 208 GTI which is real corker.

Now they have just launched their fastest ever production car with a surprisingly small engine - just 1.6 litres and 4 cylinders.

Welcome to the RCZ R. Based vaguely on the RCZ Coupé, Peugeot Sport has absolutely gone to town to ensure that the car is a genuinely capable and thoroughly enjoyable drive - ignoring the accountants every step of the way.

The engine is a development of the 1.6 found in other cooking Peugeots but it has been treated to some fairly serious upgrades to not only boost power but also retain long term reliability.
Peugeot RCZ R

The engine block is heat treated and reworked for improved circulation and cooling and the standard pistons replaced with high performance Mahle Motorsport items. Uprated con rods and bearing shells with a polymer coating withstand high pressures and operating speeds so the 170bhp per litre is safely within limits.

A twin scroll turbo has been fitted so that it provides strong power from lower revs and at higher revs provides very high boost levels.

A sports exhaust with twin round outlets finishes off the power element and should provide the voice the standard car cries out for.

The result is a power output of 270bhp along with 243lb/ft torque but the more astonishing figures are the combined fuel economy of nearly 45mpg and the CO2 rating of 145 g/km. By making the modest sized engine work harder they have made it more efficient so it's cleaner and more fuel efficient than the standard 1.6 turbo engines in the range.

Power is laid down by the front wheels via a crisp, 6 speed manual gearbox and forward motion balanced by a Torsen mechanical limited slip differential.
Peugeot RCZ R

The chassis has been lowered by 10mm on shorter, uprated springs with more aggressive damper settings and, unique to the R, 19" lightweight alloys which were designed to channel cool air to the brakes.

This has not just been a quick lower and harden exercise, many man hours have gone into the development of the R's chassis - tweaking and fine tuning bushes, roll bars, dampers, springs and suspension arms until the desired set up was achieved.

From the driving seat it is obvious this has been honed on a racetrack and engineering to the nth degree. This has massively increased wheel control over the standard RCZ so it feels much more solid and accurate through the steering wheel.

Braking has been heavily uprated with 380mm diameter and 32mm wide front floating discs which ride on aluminium pins. These are clamped by 4 piston calipers which look purposeful behind the alloys.

On the outside Peugeot didn't really need to do much as the fabulous RCZ shape remains, instead they have tailored the look so you can see where your £32k has gone.
Peugeot RCZ R

The main external change is a fixed rear spoiler increasing downforce and stability at speed. The roof 'arches' are finished in matt black and the Nera Black paint scheme on the test car extenuates the double bubble effect from the roof down to the fixed rear back windscreen.

The R is also available in Opal White, Pearl White, Mercury Grey, Moroccan Red and Charcoal.

There are other subtle little touches like red Peugeot lettering on the grill and titanium tinted headlights which all combine to create one of the best looking cars in its class.

On the inside and it's the seats which first get your attention. Seriously supportive and perfectly comfortable they look like they have just been lifted straight out of a Lamborghini. I drove 428 miles in one day on a combination of motorways, fast A roads and hideous B roads and at the end of the day got out of the car feeling ache free.

Both the front and rear seats are trimmed in Alcantara and leather. They've been cleverly designed to provide grip in the right places so you can move around to reach within the cabin but come to a corner and they grip you in the right places.

The steering wheel is slightly fatter than the standard RCZ's which is a good thing as it provides just the right grip to hold onto when all 270bhp through the front wheels start to beg for your attention.
Peugeot RCZ R

As per the base RCZ the leather trimmed dash and door cards bring an upmarket air to the cabin but here there's red stitching on black leather which is a great looking combo. Add in an almost erotic 208 GTI polished alloy and red trimmed gear knob, carbon style trim to the dials and piano black dash trim and it's a pretty special place to be.

This car is fitted with a banging JBL speaker system which is a £420 option but well worth the paying for as the sound is great and in keeping with the head banging chassis.

The only let downs on the inside are a sat nav which won't take UK postcodes and a clutch pedal which is set too far high and too left so you sometimes fumble to get onto the clutch if wearing boots.

On the road the RCZ is an absolute joy to drive, a proper driver's car that ticks all the boxes a spirited driver would want.

Considering the engine is fitted with a sports exhaust it sounds almost weedy at tickover, even at 2,000 revs it's surprisingly quiet but as the revs increase the gruffness deepens then hardens and sounds like a proper sports car.
Peugeot RCZ R

The chassis works brilliantly on twisty B roads - make no mistake it is a firm ride but not at all crashy, almost elastic in feel and it quickly inspires confidence to push harder. Peugeot's plan to use a small,  tuned, light-weight 1.6 engine makes for a chassis which is finely balance front to rear providing little understeer and which flows nicely through meandering corners. Not once in a week's driving did I feel out of my comfort zone, it just turns in to a corner, grips and flies out of the corner.

The tyres are enormous for the size of the car, at 235/40/19, but the suspension coped really well. Some over-tyred cars suffer when hitting undulations and quick direction changes but the R's lightweight alloys and thicker roll bars keep them in check.

From a standing start it does suffer from torque steer at higher boost levels but it adds to the enjoyment of the drive, I wouldn't say it is anything to worry about unlike my old 250bhp Astra Coupé which would go seeking hedges but it is felt nevertheless. Just a small tugging motion is experienced through the wheel as the front wheels fight for grip but the LSD manages to keep the R in a straight line and without lighting up the tyres in the process.

Once up to speed all is good, all is secure and it's proves to be a very quick, enjoyable car. Overtakes are handled quickly and efficiently helped loads by a sweet manual gearbox with well picked ratios so YOU choose which gear you need, wait, wait and then go for it safely past said car or two.

The race-spec motor likes to rev all the way to six and a half thousand revs then change up and it drops nicely into the sweet spot with the sports exhaust acting almost like an aural rev counter. The engine really is a cracking unit, almost docile at low revs using part throttle but wind it up and it goes all banzai on you. Just brilliant.

Knowing what has been done to achieve these power levels is good to know so you can feel confident that it won't self destruct within a few thousand miles - this is a proper job just like the rest of the chassis.
Peugeot RCZ R

After a week, in fact after a day, I absolutely loved the RCZ R. The overall package has been thoroughly engineered and fine tuned to create a proper sports coupé with no single area being skimped on. Yes, £32,000 is a lot of money but will be worth it for the rarity factor which may help retain the resale values, but also in that it is a seriously good car and very different to the competition out there.

The Peugeot Sport team has done an excellent job and thoroughly regained Peugeot's mojo to 1980's levels so once again Peugeot has a halo car for the range.

If you are looking for a fast accomplished classy coupé then look no further, the RCZ R is an absolute hoot.


Price - £32,000
As tested £33,180
Engine – 1.6 turbocharged, petrol
Transmission - 6-speed manual
Drive – front wheel drive
0-62mph – 5.9 seconds
Top speed - 155mph
Power – 270 bhp
Torque – 243 lb ft
Economy – 44.8mpg (combined)
CO2 - 145 g/km
Kerb weight – 1,355 kg

12 Dec 2014

The Sheer Misery Of Being A Motorcyclist In Winter

You non-motorcyclists have it easy. You drive your car all year round, perhaps suffering a little in the winter but generally you're cushioned from the elements by a roof, a heater, brilliant lights and smooth suspension. And when you're done you lock the car, leave it on the drive and forget about it. These dark times are much harder for us bikers.

As a motorcyclist you have one of two choices when autumn starts to bite - to ride or not to ride.

If you ride you are doing so either because you've got no choice or because you are a sadomasochist.

The winter poses many problems for us fans of powered two wheelers (as the government calls motorcycles). For three years in the mid-2000s I worked in Reading town centre in an office with a tiny car park, and I wasn't allocated a space. I decided that public transport was simply not for me so I rode to work every day.

Even in the deepest, darkest gloom of winter I rode to work, such was my allergy to trains and buses.

People say there's no such thing as bad weather, just the wrong clothing. This isn't true. Even if you've read our article on how to choose the right motorcycle gear and you've covered yourself from head to toe in expensive waterproof kit you'll still get soggy when it rains hard enough.

Rain will find its way down the front of your jacket, into your boots, down your sleeves into your gloves. Sometimes you'll be so wet you might as well have sat in a bath.  This is unpleasant at the best of times.

Then we have to contend with the cold. You can do your best to alleviate the cold by wearing thick winter gloves and fitting heated handlebar grips to your bike. When the outside temperature gets down to below 10 degrees neither of these make a difference, especially when you add in wind chill from travelling at speed.

I used to arrive at work on a winter's morn and wrap my hands round a cup of tea. My fingers would sting from the heat but until I'd warmed them up they wouldn't work properly. The smug car drivers, warm, dry and cosy, would have done half an hour's work before my hands were working enough to operate my keyboard.

And then we have visor misting. Imagine your car windscreen on a cold day. It would mist up if you leaned forwards and breathed on it. In a helmet you cannot hold your breath for the entire journey so you crack the visor open a touch.

This is fine if it is not raining, but when it does rain the water gets into the gap, no matter how infinitesimally small, and soaks your face. It also dribbles down the inside of your visor. If you wear glasses, as I do, it will get wet on both sides of the lenses.

Can you imagine how hard it is to see anything with water on the inside and outside of two clear layers immediately in front of your eyes? Add in unintentionally homicidal drivers, checking their Facebook status and drinking from a bucket of coffee, and the commute becomes a thing of nightmares.

It's still better than taking the bus though.

In a car when the roads become slippery from wet and mud you just have to take a bit more care. When you hit an extra slippery patch your stability control will sort it out.

On a bike there is no stability control. The power to weight ratio of even a 675cc bike such as mine is more than that in a Lamborghini. The contact patch from the tyres is minuscule, only the rear tyre feeds the power to the road and the front tyre provides 99% of the braking force.

Unless you are an expert this is a recipe for disaster. You quickly learn to become an expert, but one who is constantly balancing on a tightrope - and you can't see all the terrors being thrown at you because of all the rain on your visor and glasses.

I even rode when it was snowing. Even staying upright on a gritted road is hard work, add in corners and roundabouts and you soon end up with a train of angry drivers behind as you desperately try not to lean more than 1 degree off upright. That horrible black sludge that forms on snowy roads is sprayed all over you from the vehicles coming the other way. The cold is unbearable. Visor misting happens even when you've opened it a touch. Your eyeballs freeze solid. Your nose dribbles liquid snot, which is the only thing that doesn't freeze.

Why the hell would anyone ride in the winter?

Because we love our bikes. To a rider a motorcycle has a personality. The bike and the rider become one when on the road. We share the pleasures of riding and we share the miseries of riding. Motorcycling provides more highs and more lows than anyone who has only ever driven a car could imagine.

When we arrive home we park the bike in its place and we fuss over it. In the winter we have to clean all the muck it is coated in because we care for our bikes. When we walk away from the bike we look back at it and smile.

For those of us who don't ride through the winter we feel guilt when we see our bike. It is like a neglected pet. Mine lives in the garage. It is on an umbilical electrical lead to make sure the battery is working when the sun comes out. I see it every day and every day I am reminded of what a bad person I am for not taking it out for a spin.

Once Christmas and New Year are over a biker thinks two things - the Isle of Man TT is not too far away and I'll be able to ride my bike soon.

From February onwards we wake up in the morning and think, "Is it time? Should I ride today?"

Then one day it is dry enough and warm enough and we sling a leg over the seat, start the engine from its winter slumber and we go for a ride.

That day is a good day.
My Triumph Street Triple in its winter hibernation place

By Matt Hubbard

11 Dec 2014

Financing Your Car The Black Box Way

We're used to devices being fitted to our cars for insurance purposes, but how about one that stops the vehicle working if you don't keep up with your finance payments? Geoff Maxted investigates.

We use financial credit in many ways. We borrow money to enable us to buy the things we want and that obviously includes cars. To protect their investment, lenders use credit ratings and the like to assess our financial security, yet either by design or unfortunate circumstance these things can sometimes go wrong. Lending money is the original risk business.

We are all very much aware of the cost of car insurance these days and some, usually newly qualified, drivers are electing to have a ‘black box’ device fitted which monitors driving performance. A good driver can earn the reward of a lower premium. This idea of a technology that supports the user has now branched out into the world of car finance in the form of a ‘payment box’.

Heralding, as always seems to be the case, from America - where there have been many problems with debt in what is usually described as the ‘sub-prime’ market - lenders are now increasingly considering it for potential customers who may have a shaky credit background.

Essentially, the payment box is a little device which is fitted to your prized purchase when you take out car finance through a car dealer or finance company. The way it works is that before your payment is due each month, the box will begin to flash to let you know that it is time for this month’s instalment. Fail to meet the deadline and your vehicle can be shut down remotely and will become dead to you - at least until you have taken steps to settle the outstanding amount. If the default is serious then the device can be used to locate the car and you can expect a visit from some steely-eyed fellows with a low-loader and a determined attitude.

When you have made your payment by the due date or later a code is supplied by the lender which you duly enter; the box settles down and you drive on until the next due date when the box will again wink at you in a manner that once again suggests payment up front is preferred.

The use of this technology is disputed in that some say it is an invasion of privacy. In fact, car finance statistics collected by Stoneacre show that opinion is split roughly into thirds with 34% of us being roundly affronted, 35% thinking it is a good idea and 31% not fussed either way. The thing is, unlike the insurance ‘black box’, it doesn’t monitor your driving habits - it just wants the money.

It’s perhaps a good idea to see it from the lender’s point of view. Over the past few years our economy has been built on shifting sands. Job security isn’t what it was and there has been a rise in debtors as consumers creditworthiness is called into question, so it should come as no surprise that finance companies want to armour themselves against future risk.

Use of this technology is really only just arriving in the UK so the jury remains stubbornly undecided but, given time, borrowers should expect schemes like this to eventually filter out to mainstream lenders and possibly the high street banks. The other thing to remember of course is that acceptance of the technology does not imply success with the loan application. Lenders will still want to see evidence that the monthly payments can be met from regular income.

It might however help someone who is on the way back up from the bowels of the money pit and beginning to get back onto a secure financial footing. Arguably, it could even help credit rating if the loan is properly fulfilled. It all depends; is it intrusion or is it a boon? You pay your money and take your chance or, in this case, you pay your money or take the bus.

10 Dec 2014

Living With - Morgan Plus 8

In March 2014 I drove the Morgan Plus 8 press car and wrote a review of it.  Morgan Motors went on to sell the car to a chap called Peter Jenks who has charmingly called it Tarka, "Because it's brown and 'otter than the Roadster."

Peter has kindly sent us his thoughts on Tarka, and compares it to his 2009 Roadster, Aldermog.
Morgan Plus 8
Peter Jenks' Morgan Plus 8

Plus 8 vs. Roadster…

They looks superficially similar, but how different are they?

I’ve now driven Tarka the 2014 Plus 8 around the roads I know, so I can start to make a comparison whilst Aldermog, our 2009 Roadster, is still fresh in my mind.

Let’s start with “Fit and Finish”. In many ways Tarka is very much improved: under the dash and into the footwells the soft leather extends as it does in my wife’s Mercedes, a vast improvement. It is actually quite difficult to see or feel any lose wires. But there are still some hangovers from the Roadster, for example the hex head screws holding the door hinges are still mild steel and have rusted: why, oh why, can’t they use stainless steel? The hinges are stainless anyway.

Moving on to comfort: this is where the difference shows. The car rides like a modern car, the suspension is controlled and the car passes over small road damage almost imperceptibly and deals with sleeping policemen without a concern. The ride is actually more controlled than that of our Mercedes E 350 Coupe. Inside the high back sports seats with seat heaters are as good as any high end seat, but for the broad of hip they might be a bit too snug! The extra 10cm cockpit width makes a big difference on a long run. I got the dealer, Williams Automobiles, to trim the inside of the side screens, this has finished off the cockpit perfectly and it is draft free. The hood has a separate lining and driving 'hood up' it is warm and dry, indeed the heater is powerful and infinitely controllable with modern electrically driven controls.

The radio is mounted in sight of the driver, a novel improvement and the car comes with a full 6 speaker installation. I’ve fitted my Alpine CDE 136 BT and it works perfectly: it is a DAB unit and as in the Roadster the DAB reception with a simple powered splitter works very well. The sound quality is as good as any other basic sound system in a modern car.

Overall the car is very significantly quieter than Aldermog, at least until the loud pedal is exercised, when it produces a wonderful rasp from the exhaust, drops a gear or two and rockets forward.

There a few in-cockpit negatives, two that are easy to sort are the lack of a transmission tunnel locker and the ever useless door straps. I’ve fitted Librands door checks: this also replaces the rusting set screws and I’m working with Austin at Williams to develop a locker to go over the transmission tunnel between the seats. It will also act as an elbow rest! The more difficult challenge is the insane open ended glove box under the dash. Quite how this has been allowed to exist is beyond me: all it needs is a small 10cm x 10cm square of aluminium attached to the base of the glove box. Easy in construction but very difficult now.

Finally, to the important bit: how does it drive? I’ve only lightly explored the envelope, due to a combination of darkness, wet roads and lack of time. But Tarka certainly has lots of power and the right foot needs to be very controlled on cold wet and greasy roads, I was driving into a supermarket car park and needed to apply a little throttle to get over some speed bumps: the back end stepped out sideways about a foot…the road was wet and perhaps there was diesel about, but the sort of care any biker will understand is needed.

On the open road it is another matter: the car can be driven as a lazy tourer, letting the smooth auto box do everything or by putting the gear lever into “Sport” and using the steering wheel paddles it becomes a quick and responsive thing. The noise when accelerating hard is sinful, it sounds exactly how a big V8 should but so often doesn’t. My “friends” at the BMW dealership were most impressed, not just with the noise but the overall product. Tarka’s unusual colour was also considered to be really good, distinctive yet subtle.

Manoeuvring in confined spaces is not as convenient as in Aldermog, other than the hydraulic power steering is a bit lighter: but not massively so. The big problem is the lock, or lack of it. The lock is worse than Aldermog, quite how that can be I’m not sure! Once on the road I like it, much faster response to input than Aldermog and some semblance of feedback, not much but more than the electric power assist on my BMW. I know there are those who feel for track use the steering is slow to respond to rapid steering inputs. Perhaps, but that isn’t going to worry me: I have little time for the “how fast is it round Nurburgring?” method of comparing cars.

Driving at night showed the 7” headlamps up as weak. I’ve asked Williams to investigate fitting a pair of Wipac auxiliary main beam lights, they are certainly needed. Meanwhile I’ll fit the head lamp units with LED sidelights I had on Aldermog, they are better than the standard units.

By Peter Jenks

9 Dec 2014

Maserati Ghibli Diesel Review

Matt Hubbard drives the Maserati Ghibli Diesel

Maserati Ghibli Diesel
Maserati Ghibli Diesel

In 2013 Maserati stated that it wanted to sell 50,000 cars a year. This seemed fantastical for a company who's models started at £80k and had only shifted a shade over 2,000 units in 2012.

But they had a plan. Building on the GranTurismo/Cabrio, a gorgeous coupe/convertible, and  Quattroporte, a vast executive saloon, the company launched the Ghibli, a smaller, more affordable saloon.

The Ghibli sold well and in October Maserati announced it was on course to sell more than 35,000 cars in 2014 with a view to reaching 50k in 2015 and on to a targeted 75,000 by 2018.

In 2015 we'll see the company's first SUV, the Levant, and in 2016 the Alfieri concept will be available to purchase. Beyond that the GranTurismo will be revised. The Ghibli will remain the company's baby - no more smaller, cheaper Maseratis are planned.

To hold up its side of the bargain the Ghibli has to be very good to compete against the Jaguar XF, Mercedes E-Class, Audi A6 and BMW 5-series.  At £50k it commands a price premium over all three to the tune of around £8k. Scratch that - it has to be very, very good.
Maserati Ghibli Diesel
Maserati Ghibli Diesel

The Ghibli is a four door saloon but it's a cracking looking one, all stylish curves and swoopy lines in just the right places. I think as a piece of art it works although some Speedmonkey readers said it looks too restrained, too conservative when they saw my photos.

This wasn't helped by the fact the test car was white. The first Ghibli in the UK, shown at Goodwood 2013, was painted metallic bronze, a colour which highlighted the car's contours much more than plain old white.

Step inside and the Ghibli is one of the more stylish executive cars on the market. I'm a huge fan of the Jag XF's effortless luxury and the Audi's sheer class but the Ghibli adds a touch of Italian style with some glorious brushed aluminium trim highlighting a clean, clear and functional interior.

You'll be disappointed when you look too close though. Some of the materials used are not what you'd expect in a £50k car.  In particular some of the leather, especially on the doors and dash top, doesn't look or feel like fine Italian leather, and the wood effect plastic on the centre console is pretty poor.
Maserati Ghibli Diesel
Maserati Ghibli Diesel

This is a shame because Maserati is more than capable of crafting some of the best interiors in the business - that in the GranTurismo is amazingly good.

The infoscreen is a good one. It's a touchscreen with just two physical knobs. It's fast, intuitive and controls the entertainment system, satnav, climate and a few other systems.

The satnav is acceptable although I'd have liked to see more trip data available. The entertainment features cover FM, DAB digital radio, CD, USB and bluetooth - all of which are easy to control.  The sound system is fine although I have heard a better quality of sound from some slightly cheaper cars.

My only grumble about the infoscreen is that I'd like to see a standalone button to access the heated seats, just as Porsche has done in the Macan.

There's a load of storage space in the cabin. The door pockets and glovebox are of a decent size and you get three compartments around the gearlever - a pair of cupholders next to the 'stick, a phone storage area with USB recessed in the bottom behind the 'stick and a big box under the armrest (with another cupholder inside).
Maserati Ghibli Diesel
Maserati Ghibli Diesel

The phone/USB space is not well designed. Charge a phone via the USB and the USB plug and associated cable prevents the phone sitting in it without flopping around all over the pace.

The seating position and chair is wonderfully comfortable and relaxed. The steering wheel is electrically adjustable and the seat has plenty of adjustment (although not as much as the XF) but it takes just a few seconds to get comfortable.

There's only one stalk, on the left, which controls indicators, wipers and lights. It takes 30 seconds for everything to become second nature.

The cruise control and menu selectors on the steering wheel are too small and fiddly. They are relied on for quite a few functions and should have been slightly easier to nonchalantly flick up or down whilst on the go. Instead you have to check that you have actually pressed up or down.
Maserati Ghibli Diesel
Maserati Ghibli Diesel

The gear selector paddles are big, chunky aluminium items and feel great but they are mounted on the column, rather than the wheel itself, and get in the way of the indictor/lights stalk. You'll find the same paddles in the GranTurismo and similar in the Ferrari 458.

Any criticisms of the cabin melt into the background when you fire the engine up and drive the Ghibli.  Any brownie points lost are quickly regained when the diesel engine is fired up and you realise it doesn't sound like an oil burner.

Maserati's engineers have done a wonderful job of tuning the note from the engine and the exhaust. It sounds like a particularly deep and throaty twin cylinder motorcycle engine - up to 4,200rpm. Check out my video for proof.

The diesel's trump card, though, is its masses of oomph. Oomph is a technical term which means a healthy dose of horsepower and a gargantuan helping of full-fat torque.

The standard-issue 8-speed ZF gearbox transfers this oomph fluidly to the road so power is available, after a small initial hesitation, from 0 to a limited 155mph with nary a hint of let-up.
Maserati Ghibli Diesel
Maserati Ghibli Diesel

Add a sharp corner into the equation and traction will be lost, and the resulting slide will be easily controlled by the Ghibli's finely balanced steering until such point as the traction control grumpily intervenes to spoil the party and save on an insurance claim.

Despite weighing 1,830kg the Ghibli Diesel displays a finesse around corners more suited to a lower, lighter car. Its light steering and easy access to power make flowing roads a delightful playground for those who like to drive their car rather than just be conveyed in it.

The only disappointment in the driving experience is the brakes which have lots of stopping power but not much in the way of feel.

I drove more than 300 miles in the car and achieved around 30mpg. It's a cracking cruiser on the motorway, with not much noise intruding into the cabin. The cruise control is not adaptive but the lights and wipers are automatic.

If you have a budget of £50,000 you may seriously consider the Maserati Ghibli Diesel. It is more stylish than the competition and the brand is arguably more exclusive than any of Audi, Mercedes, BMW or Jaguar.

As for the day to day living with and driving experience I imagine any one of the Germans or the British car would be easier to get on with and just more pleasant to spend commuting time in.

But if you value image, style, a ton of oomph and the pleasure of driving you won't be disappointed if you plump for the Italian. The Ghibli is a flawed but fundamentally fine car.


Price - £49,160 
Engine - 3-litre, V6, turbocharged diesel 
Transmission - 8-speed ZF automatic 
0-62mph - 6.3 seconds 
Top speed - 155mph 
Power - 275hp 
Torque - 443lb ft/600Nm 
Economy - 47.9mpg 
CO2 - 158g/km 
Kerb weight - 1,830kg 
Maserati Ghibli Diesel
Maserati Ghibli Diesel

Maserati Ghibli Diesel

Maserati Ghibli Diesel

By Matt Hubbard

8 Dec 2014

Proof That Cars Are Growing In Size

You might think that cars are growing in size, and you'd be right.

A Golf Mk1 is smaller than a current VW Polo, the F-Type looms large over the E-Type and even the new Mazda MX-5 is vast compared to the Mk1.

As cars develop so do our requirements in terms of safety, comfort, space, power and efficiency - and all these things mean BIGGER CARS.

James Wright recently posted these photos on the Facebook page. The difference in size between some is astonishing.

Here are a few more

By Matt Hubbard

5 Dec 2014

Fleet - I'm Going To Sell The TT And Buy A...

I recently wrote a blog entitled 'Why Can't I Ever Make My Bloody Mind Up About Cars' in which I spoke about the car enthusiast's curse of never being able to make a decision and stick to it. Well, this time I think I have.

I've owned my Audi TT 3.2 V6 for 8 months. I said it was a keeper and, all things being equal, it should be.

But all things aren't equal.  When I bought it I was freshly single and wanted to buy a coupe that looked good - a result of which was tiny rear seats but I didn't care back then. I only needed to transport my son and the dog.

But times change and now I increasingly have a need for four seats, which is difficult in the TT.  My 12 year old son and his best friend, who I ferry about from time to time, will fit in the car but one has to squash in the back and the other has to pull the passenger seat as far forward as it'll go.

Were someone else to travel in the TT then I'd have to push my seat all the way forwards and that's just not possible for a journey longer than a few minutes. If you've sat in the back of a TT you'll know it's pretty claustrophobic.

Four of us recently drove to Germany and back in a Range Rover Sport but I can't rely on having a press car all the time. When we next need to travel four up I might have to use my own car and that won't be much fun in a 2+2 coupe.

I'm going to have to buy something more sensible.

But what?  God I've been over and over this question in my mind for ever. Not an estate - too big, too sensible, too fuddy duddy. Not a saloon - I might need to put the dog in the boot. Not a convertible for the same reason. Not an MPV - I have a soul. Not an SUV - I don't want one if it isn't a Range Rover or Volvo and I can't afford either.

It'll have to be a hatchback. Damn.

There are some good hot hatches out there but I cannot see past a Golf.  BMW 1-series - great dynamics, looks like a pig.  Audi A3 - bit too dull. Seat - if I buy VAG I'll buy German rather than Spanish. Renault - hahahaha. Alfa - LOL.

Nope, a Golf it must be. My budget will be £6k and for that I can afford a 2006 Golf GTI. This is the Mk5 and has the 2.0 turbocharged engine. It'll sit four in comfort and five at a pinch, the boot is pretty  big and at the time Jeremy Clarkson said of it, "As a driver’s car the new GTI is just fantastic."

The big man isn't always right but in this case I'm pretty sure he is.  Paul Eldred's 'Living With VW Golf GTI MK5' article for Speedmonkey is a must read for anyone interested in the Mk5 GTI. In it he says, "...the car has pretty good handling and lived up to the hype that was around when the car was launched."

The big problem I have with the Golf is that it's front wheel drive. My last few cars have been Audi TT (4WD), Porsche 924S (RWD), BMW 323i (RWD), Audi S4 (4WD), Golf V6 4Motion (4WD), Mercedes 300TE (RWD), Subaru Outback (4WD).

See a pattern emerging?

However, I think I'll be able to cope with a Golf GTI because it has such a good reputation as a driver's car. Also, I've driven an Astra VXR, Renaultsport 265 Megane and enough others to know that when the ingredients are right the car can be a great one, never mind the driven wheels.

It's a terrible time of year to sell a car so I'll wait until February, and then put the TT on the market.

Wish me luck.

If you've experience of a Golf GTI Mk5 please let me know what you thought of it.

NB - The photo is of Paul Eldred driving his Golf.

By Matt Hubbard

4 Dec 2014

Porsche Macan Review

Matt Hubbard reviews the new Porsche Macan, the Cayenne's smaller,  sportier sibling

Porsche Macan S Diesel
Porsche Macan S Diesel

Back in 2002 the Cayenne took all the 'why the hell is Porsche making an SUV?' flak, and then doubled Porsche's worldwide sales.

The deed was done, Porsche was no longer purely a sports car company, it was a manufacturer of sports cars but also of off-roaders and luxury saloons. The Cayenne introduced the concept of a large SUV to Porsche's customers, and made the company a pot of money. So much so it made sense for a smaller SUV to accompany it in the model line-up, alongside the Panamera, 911, Cayman and Boxster.

The Porsche Macan was launched earlier this year. It is sportier but less able off-road than the Cayenne. But it still looks like an SUV with five doors, the engine at the front and an elevated profile that still has that slightly odd front end that tries to look like a 911 and doesn't quite succeed. We've kind of got used to the concept with the Cayenne but it succeeds more so in the Macan.

Elsewhere the look is purposeful and muscular with a steeply sloped rear window atop which sits a small roof spoiler and huge air-gulping gills in the front quarters.

Interior space is quite reasonable and no worse than in an Evoque. The overall shape and feel of the interior is similar to the more expensive Cayenne but somehow feels better, more luxurious. The devil in the details and the details abound in the stitching, quality of materials and look and feel of the switches and dials. It says class, it feels quality.
Porsche Macan S Diesel
Porsche Macan S Diesel

It comes at a price though. The Macan S Diesel which I drove on the road (I took the Turbo for a spin on track) costs £43,300 but the leather interior costs £1,052, electric sports seats cost £1,214 and heating elements for those seats costs £219. Even cruise control is a £348 option.

The driver is cocooned in figure-hugging seats, with a tall centre console festooned with chassis and exhaust buttons. You sit relatively low for an SUV - the steering wheel sits in your lap and the pedal box is deep.

It's meant to feel like you're sitting in a sports car - and it does.

The touchscreen and controls are pretty much the same as they are in all Porsches, which is to say efficient, ergonomically constructed and with an expensive feel.  The steering wheel is trimmed in a lovely, soft leather and has the usual buttons and dials, although cruise control is dealt with via a lever below the indicator and is not as intuitive as in many other cars.

I tested the Macan S Diesel and the Turbo. The Turbo costs £59,648 and produces 400hp and 400lb ft from a 3.6 litre V6 petrol.  It is seriously, properly fast.

The S Diesel gets a 3-litre V6 with 258hp and a mighty 428b ft of torque.  It is also no slouch.
Porsche Macan S Diesel
Porsche Macan S Diesel

Both engines are more than up to the task of propelling the Macan in a straight line very quickly.  The  7-speed PDK gearbox is honed for road use but also works fantastically well on track. You hardly need to use the paddles.

The Turbo sounds great and the S Diesel is, thankfully, dead quiet and smooth - on the road you wouldn't know it is an oil-burner, aside from the masses of torque.

Power is delivered to the road by four wheel drive. The rear axle is in constant use and power can be sent to the front wheels if required - the opposite of many four wheel drive systems. A display in the instrument binnacle shows the proportion of torque going to each axle. Under hard acceleration or cornering it normally sits at 66 rear 34 front.

The Macan drives in a manner that belies its shape and bulk - the diesel weighs 1,880kg.  Fair enough the engines provide lots of power but it feels sprightly.

Turn into a corner and the transition from 5-seat SUV to sports car is startling. The Macan really does handle. The steering set-up provides for great grip and neutral turn-in whilst the wider rear track and rear-biased power delivery helps give it a push rather than pull in the corners.

The ride is good too, although not quite as good as in an Evoque.  Its off-road ability is also not quite so good - the handling and general abilities are more suited for on-road work, where it beats the Evoque hands down.
Porsche Macan S Diesel
Porsche Macan S Diesel

The Porsche Macan is one of the best all-round cars on the market. It's spacious, practical, fast, fun to drive, good value (unless or until you start speccing it with expensive options) and, in diesel form, economical.

The only real problem with the Macan is that you can't get your hands on a UK model until the end of 2015. Porsche GB has already used up it's allocation for 2014 and 2015 right through 'til the autumn. For those lucky enough to have ordered one and taken delivery there's not much to beat it.


Car - Porsche Macan S Diesel

Price - £43,300
Engine - 3-litre, V6, turbo-diesel
Tranbsmission - 7-speed PDK automatic
0-62mph - 6.3 seconds
Top speed - 142mph
Power - 258bhp
Torque - 428lb ft / 580Nm
Economy - 46.3mpg
CO2 - 159g/km
Kerb weight - 1,880kg

Car - Porsche Macan Turbo

Price - £59,648
Engine - 3.6 litre, V6, turbo
Tranbsmission - 7-speed PDK automatic
0-62mph - 4.8 seconds
Top speed - 165mph
Power - 400bhp
Torque - 406lb ft / 550Nm
Economy - 30.7mpg
CO2 - 216g/km
Kerb weight - 2,000kg
Porsche Macan S Diesel
Porsche Macan S Diesel

Porsche Macan S Diesel
Porsche Macan S Diesel

By Matt Hubbard