MG GS: First impressions

Following hot on the heels of the surprisingly British Nissan Qashqai, I’m testing the British/Chinese MG GS this week. Now, I’ve only covered about 55 miles in it so far, so these are very much my first impressions. Firstly, it’s a rather different spec to the Qashqai, being  the range-topping Exclusive model, with DCT (dual clutch transmission), which is, in effect, an automatic, and a petrol engine.

It’s still a 1.5-litre engine like the Nissan, but a rather sweeter sounding petrol, with a turbocharger for extra giggle factor. Quite substantial giggle factor, as it produces over 160bhp. It also has 188lb/ft of torque, all the way from 1600rpm to 4300. That’s even more astonishing than the power output. It is the only engine though. There’s no diesel option in the UK, and no four-wheel drive option either – not a problem for most people, but you can’t back up those adventurous looks with actual adventure. What’s that? It’s going to snow later this week? Ah…

2016 MG GS

Is the range-topping MG GS worth a look?

The retail price, as tested, is a meaty £22,430, with the spec including heated leather seats with electric adjustment, 18″ alloys (in black – horrible), a fancy computer thing with bluetooth, sat nav, DAB radio and lots of other settings I’ll never explore, remote central locking, electric windows all-round and very bright headlamps. £250 gets you some black trim outside. I’ve not entirely worked out which bits yet, or whether they’re worth paying to have in black.

The MG GS is very, er, SUV-shaped

The MG GS is very, er, SUV-shaped

This much I gleaned from the press pack, before heading straight out for a drive. After all, that’s kind-of the important bit. Annoyingly, there is an electronic handbrake, but it works very well with a two-pedal driving experience to be fair. There’s a steep hill at the end of my driveway, which is where I first discovered that this was not a conventional automatic. In one of those, you have a torque converter and a fairly consistent application of said torque at low speeds. A DCT is an automatic manual, with computer controlled clutches and two rows of gears, with each bank also having its own clutch. If you know Volkswagen’s DSG system, then it’s like that.

1.5-litre, turbo petrol produces an impressive 160bhp, linked to DCT gearbox.

1.5-litre, turbo petrol produces an impressive 160bhp, linked to DCT gearbox.

That means you can feel the clutch biting, then releasing, much as you would yourself at low speeds to avoid a stall. The hill-hold stopped the car rolling back, and I smoothly pulled away, with my sensitive ears only just noticing the immediate change to second (of seven) gear, and pretty much missing the slushy move to third. In fact, by the time we reached 30mph, I had no idea what gear we were in. Nor did I much care. Sure, this wasn’t electric motor smooth, but I was pretty impressed.

60mph was reached pretty briskly without fuss (just under ten seconds from the official figures), with the engine settling to a smidge under 2000rpm in whichever gear it was – presumably seventh. The ride was comfortable, notably without the jiggle I’d noticed on the same section in the Qashqai. This seems slightly at odds with findings by other reviewers in this very same car. I’ll reserve final judgement until I’ve driven it on poor, city streets.

Similarly, I can’t really review it at motorway speeds yet. That’s coming later this week with a quick 600-mile roadtrip.

I can tell you that the handling seems pleasant, though with notable bodyroll if you quickly change direction. Grip levels are good though, with the steering having a very nice weight to it from the off. It’s an electric-hydraulic system. I like that, because hydraulic PAS tends to give a less numb feel than a full electric system. EDIT – I was quite wrong. It IS an electric power steering set up, but one that is weighted much more sweetly than the Nissan, even if you put the Qashqai’s steering in Sport mode.

I can also tell you that the wipers are excellent, even if there is no Auto function. There is a variable intermittent option, and the rear wiper reassuringly wipes three times before going intermittent – heritage is maintained.

Drive the GS for longer and the quirks of this type of transmission become apparent. Sometimes, when you’ve slowed down and hit the pedal, there’s a pause – almost as if the cars wonders what gear to be in. On occasion, this causes you to react by pressing harder, at which point it suddenly makes a decision, drops several cogs and opens the throttle, sending you hurtling down the road like a teenage lad in a Corsa who has spotted a lady and has found his hormones destroying his ability to use pedals. It’s really quite anti-social. The only difference is that, unlike most Corsas, this thing really can pick up its skirts and fly. It’s definitely amusingly brisk.

It’s far more relaxing not to drive like that though. Most of the time, it’s very happy to keep the revs down and ride that fat wall of torque, which makes it very relaxing. At manoeuvring speeds, then yes, it can feel a bit strange, as the clutch cuts in and out. Reach a standstill and the stop/start kicks in – it restarts as soon as you lift off the brake pedal.

Sadly, one bad thing I did notice at these slower speeds was the sound of a very tired bearing. It reminded me of the failed auxiliary belt tensioner on my ZX. I turned the air con off, and the noise stopped. That’ll be the culprit then. Oddly, I could not discern the noise outside the car, only inside it. How strange.

I found the GS very comfortable, with lots of legroom front and rear, though the rear bench is a touch low for me. The controls have a nice feel, though there’s no getting away from the acres of cheap plastic that litter the dash. It does not feel like a premium product, though nor does it feel horribly cheap – just not as pleasant as some rivals.

The boot seems a little small, though the high boot lip leads straight to a flat floor – a false one with a spacesaver spare stashed beneath it. There’s an annoying lack of lashing points – this would have been no good at all for collecting a 2CV engine. The rear parcel shelf is a bit awkward too, with a dangly bit between the main shelf and the rear seats, with clips running to the head restraints. This flappy bit is necessary because you can alter the rake of the rear seat back. Also annoying is that you need to press parts of BOTH head restraint holders to get the restraint fully lowered.

That’ll do for now though. Stay tuned for further findings and don’t worry, the 2CV Project will be back soon.

Where’s the progress? ZX vs Qashqai

Two vehicles landed on my driveway in December. One of them cost me just £4 (though its total non-raffle price was £120). The other was a loaned car with a brand new value of over £24,000. One is a Citroen ZX diesel, that’s over 20 years old, has covered over 112,000 miles and has a 71bhp non-turbo engine. The other was brand new Nissan Qashqai N-Connecta 1.5dCi with a 108bhp turbocharged engine. One has a kerb weight of 1035kg. The other has a kerb weight of 1365kg. One of them has about six buttons on the entire dashboard. One has more than that on the steering wheel alone. Here’s the thing though. Strip away with glitz and baffling gadgets and does the Qashqai actually deliver a better driving experience than the leggy Citroen? No, I’m not sure it does.

A fine looking motor.

Yes, we’ve pitted a £120 Citroen against a £24,000 Nissan.

This was proved to me when, halfway through the Qashqai test, I jumped into the ZX for a drive on the fast, flowing A roads of mid-Wales – where I’m fortunate enough to live. Both cars have had a fair degree of ingenuity in order to make them handle well. The ZX has passive rear wheel steering, courtesy of compliant bushes, that make it grip surprisingly well, even on skinny Chinese ditchfinders.

The Nissan has Active Trace Control and traction control. The former brakes the inside wheel if it detects you’re getting a bit hoony, to encourage the car to track around the corner rather than understeer into the scenery. Traction control ensures wheelspin is avoided when you gun it.

Here’s the thing though. Both cars have enough grip to corner very well indeed, regardless of the technology employed. To get the Nissan’s tech to cut in, you have to drive in a particularly unsociable manner. Ignore all this, and the truth is that both cars have slightly numb steering, but then both turn in eagerly, and go where you point them. Both cars are pleasant to drive quickly and both feel like your nerve will ask you to slow down before the grip vanishes.


Better than the ZX, in some ways, but certainly not all.

Yet, the Citroen does all this while keeping the ride composed, something the Nissan cannot match. It’s not bad, but there is an endless jiggly sensation on some surfaces that is entirely absent on the same roads in the ZX. I reckon the 18″ wheels can’t help with this. The Citroen wears 13″ wheels with plenty of sidewall. The tyre is an important part of the suspension – sadly, this seems to have been forgotten by modern manufacturers and buyers. A Tesla Model S on 22″ wheels, with sports suspension, is absolutely terrible.

The Nissan arguably has the advantage in braking, with extra force applied if you do an emergency stop, backed up by anti-lock braking. It’ll even apply the brakes for you if it detects you’re about to hit something. I did get one warning (a parked car I fully intended to go around), but it never applie the brakes when I didn’t want it to. I’ll let it have that, even though I don’t mind non-ABS braking. It has the edge in safety as well, though I was glad not to put this to the test. There are more airbags than the Citroen has head restraints. Visibility is pretty bloody awful though, as is the modern way. A posts are hugely chunky, waistlines have risen up and you really do need the neat parking camera to slot the Qashqai into a space. With the ZX, a huge glazing area makes it a doddle to see out, even if the single windscreen wiper does leave an annoying unswept area in the top corners of the windscreen. You have to (shock horror!) operate that wiper yourself, whereas the Qashqai has automatic control of its pair of wipers. That’s a real boon in Wales, where rain conditions can change on a regular basis – not that they always responded as well as I’d hoped. Sometimes, I had to manually intervene, which is more annoying than just operating the wipers yourself.

In terms of space, the Qashqai does possess a very nice driving position, but both cars lack a rest for the clutch foot. The rear seat in the Nissan is also quite firm. The Citroen has softer seats, even if they aren’t overly supportive. The ZX also has a much lighter interior, thanks to its sunroof – standard equipment in 1994. The Qashqai can be specified with a panoramic roof, but it’ll cost you £595. I reckon it’s worth it.

When it comes to performance, obviously the Qashqai walks it. It’s not actually that brisk, and some may prefer the 136PS option for a bit more overtaking grunt, but it’ll leave the ZX for dead. With no turbocharger, you have to gently wind the Citroen up to a cruising speed, and maintaining pace uphill can be tricky. You have to use that excellent handling to allow you to maintain momentum – it’s rather like a 2CV in that regard. So, your foot tends to be mashed into the carpet in a way it just isn’t in the Nissan.

The Qashqai is also more peaceful (though not by a huge amount) at motorway speed, with its engine turning over at 2000rpm rather than 3100. That makes quite a difference, even if the ZX still manages to seem refined and fairly quiet at these speeds.

But, I can’t escape the fundamental problem that the Qashqai does not do the basic concept of driving any more competently than the Citroen. In fact, it’s worse in some areas. Yes, it is a good car, and you wouldn’t be disappointed if you bought one, but does it (or any of its rivals) really justify the price tag? I’m not sure it does. Where is the progress? The Qashqai feels like a car of the 1990s, but loaded with tech – much of it simply unnecessary.

In terms of economy, it’s not very far ahead of the ZX at all (50-55mpg seems a reasonable expectation from either), though I will concede you get usefully more performance. But does it leave the ZX feeling like a disappointment after I’ve driven a Qashqai? No, emphatically not. I also like the fact that the ZX can be fixed with a few tools and a bit of know how. I know this, because I’ve already had to fix bits – that can be an issue with a 23-year old car that you hopefully won’t get with a brand new one. Therefore, most people will consider the extra £24,000 well worth paying perhaps.

I can’t blame people for wanting that security, but I think I can blame manufacturers for being a bit lazy. Where has the development been in the past 20 years? Sure, engines have more power, but they also have terrifying complexity and have become something the enthusiast daren’t go near, while arguably deliverying little advantage over the cars of two decades ago. What will a Qashqai be like to own in 24 years’ time? Horrendous I imagine.

This is why I’ve drifted away from brand new vehicles. My interest just isn’t there. Except for electric vehicles. These interest me because they DO move the game along. Significantly. There IS exciting new technology at work here. You DO get a driving experience which feels markedly different to anything with a conventional engine. There is huge excitement here, and I feel it every time I jump aboard a vehicle with an electric motor.

I’m afraid that otherwise, I’ll still to my cheap old bangers thank you very much.


My personal choice? Bangers, not Qash.

Tested: Nissan Qashqai

You may be surprised to learn that the Nissan Qashqai is one of the most successful British cars ever built. Over a half a million of them (across two generations since 2006) have been sold worldwide, with the vast majority coming out of Nissan’s Washington plant, near Sunderland.

I was certainly surprised, so I thought I’d see what is so appealing about this crossover SUV thing. Proving that the Talbot Matra Rancho was truly ahead of its time, this is a car with a bit of a 4×4 look about it, but it only has two-wheel drive. That now seems to be the way of the world, with Land Rover Freelanders and Range Rover Evoques now available with only half-driven wheels.

One of the most successful British-built cars - the Nissan Qashqai.

One of the most successful British-built cars – the Nissan Qashqai.

That makes sense really, as there’s little point carrying around the extra weight of a four-wheel drive system you will probably never use. Now, people will also say there’s no point having the raised ground clearance and poorer aerodynamics of a 4×4-alike either, and that’s a fair comment. For plenty though, the more upright driving position, raised view over traffic and those chunky looks more than make up for it. You can specify a four-wheel drive version, but the vast majority will be two-wheel drive.

The car tested is the Nissan Qashqai N-Connecta 1.5dCi 110PS. The retail price is £24,660 as tested, which includes £550 for the rather fetching Ink Blue metallic paint. The spec list is lengthy, including a 7″ touch screen with ‘Around View’ parking monitor – a Grand Theft Auto view of the car, which is very handy given the curvy shape of the car – 18″ alloy wheels, a Smart Vision pack (speed limit sign recognition, high beam assist and other goodies), chassis control (various electronic driving aids) and all the usual stuff you’d expect – keyless remote central locking, electric windows and power steering (which has two settings).

Chunky SUV styling but this model, as most, is only FWD.

Chunky SUV styling but this model, as most, is only FWD.

The initial testing was done on local roads, which was rather frustrating in some ways. This car has so many electronic goodies that you can’t possibly experiment while driving on Welsh roads. In some ways, it could be considered a distraction, though the speed limit reminder is a good idea. It actually ‘sees’ the signs, and puts a reminder on the dash. This only got caught out once, when the windscreen was still misted up slightly and clearly the car couldn’t see a 20mph sign. Fortunately, the driver could.

I had a play with various electronic driver aids, but ended up turning most of them off. The main beam assist is particularly annoying, as I found it would often refuse to put the main beams on when I needed them. It seemed to deem them unnecessary at 30mph, and would dip them for buildings or strong reflections from puddles or walls. Sure, it was fairly good at dipping when a car approached, but only when that car was in full view. Here in the countryside, we generally try to dip BEFORE a car appears. It isn’t good enough to do that. I turned the Auto feature off.

Interior styling is pleasant, some controls a bit fiddly.

Interior styling is pleasant, some controls a bit fiddly.

I also turned the Lane Departure Warning off, because it’d bleep continuously as I drove on small Welsh roads. Perhaps it didn’t like my racing lines. The parking sensors bleeped continuously on my driveway too, scared by blades of grass and the proximity of the walls and vegetation – things that don’t overly threaten a 3.5 ton minibus that I sometimes bring down this track.

I soon set the steering to Sport mode, which gave less assistance in the bends. It isn’t a vast difference though, but it felt better. I also tried putting the driver aids to the test. Active Trace Control brakes the inside wheels on a turn when you’re pushing on a bit. It has to be said, you really do have to push on a bit to get this to activate. I suspect most people will not. There’s Active Ride too, which subtly applies the brakes to reduce body movement over crests. There’s quite a few of these in Wales, though I doubt most folk would notice the system kicking in. The ride isn’t bad some of the time, but pretty dreadful at others. It can get a bit jiggly, probably not helped by the entirely unnecessary 18″ wheels.

Renault-derived 1.5-litre turbo diesel has great low-down torque.

Renault-derived 1.5-litre turbo diesel has great low-down torque.

Overall though, this is a very pleasant car to drive. The six-speed gearbox feels a touch unnecessary, as the engine has a good spread of torque at lower engine speeds. Let it rev, and you don’t really access much more power. All the torque is below 3000rpm, so its best to stay down there. The driving position is superbly comfortable though, which I tested by covering over 600 miles in two days. The only slight comfort complaint is the lack of a footrest for your left foot.

Other downsides include the big sat nav screen, which is difficult to use on the move ie when changing radio station. That’s entirely down to the ride, which is not smooth enough to allow an easy selection of an option. There is one more big issue. The electronic parking brake. Quite why anyone thought this was a good idea is beyond me. There is absolutely nothing wrong with a nice, simple lever, so I shall assume it was an idea put forward by an interior designer.

Like many such systems, the Nissan requires you to press the brake pedal before it’ll let you release the parking brake. Now, I don’t know how you were taught to drive, but I was taught to balance the clutch and throttle to get the biting point before releasing the parking brake. In the Qashqai, this is quite impossible, so you find yourself having to use all three pedals. Being a diesel, you can actually get the bite point quite comfortably on zero throttle, but hill starts are something else. It does have hill start assist, but this just makes it feel like the brakes are dragging. It’s a pretty woeful technical solution to a problem that shouldn’t bloody exist. In actively encourages you to just not bother with the parking brake at all, which turns you into one of those idiots who keep their foot on the brake pedal at traffic lights. Of course, all this ignores the fact that there are now ECUs, sensors and electric motors which will almost inevitably go wrong at some point. I’m far from a fan, in case you hadn’t noticed.

Boot is a nice size, with extra storage below the floor. Load lip is too high though.

Boot is a nice size, with extra storage below the floor. Load lip is too high though.

This is all rather a distraction from the car itself, which is very impressive. It handles well (even without its electronic assists) and is whisper-quiet at speed. There’s plenty of space for passengers and luggage, with a handy hidden section beneath the boot floor. The rear seat backs fold, though not the base. However, the folded seats sit level with the boot’s false floor. There is a high loading lip though, and this made lifting a Citroen 2CV engine into the boot quite a challenge. Getting it back out wasn’t much fun either. Therefore, I’d suggest the Qashqai isn’t ideal if you plan to move a lot of engines. It is more economical than a 2CV though, delivering an average of 51mpg, and achieving 56 pretty easily on a run. Mind you, that’s some way short of the ridiculous manufacturer claim of 73mpg. Manufacturer figures have about as much truth to them as the tabloid press. Do not believe them.

After a week with the Qashqai, I had to admit that I was impressed. It’s a very good car, and rightly popular – I saw loads and loads of them on my travels, which is hardly surprising given how many have been built. Whether you like it or not, the truth is that this car does appear to deserve its success.

Honda S-MX: 2000-mile review

Er, I’m not quite sure how it happened, but I seem to have clocked up 2000 miles in the S-MX already. About 2300 in fact. Blimey.

So, how has it gone? Seeing as I’m just back from yet another trip to the South East of England, I’m well placed to give a report.

Not entirely smoothly is how it’s gone. I’ve had to spend a fair bit of time, effort and money on improving this car, though the good news is that it feels like time, effort and money well spent. As already reported, the collection caper included fitting a new timing belt and water pump, as well as giving the poor thing a much-needed service and an optimistic transmission fluid change. That’s because these Honda gearboxes can be a bit weak. I found it was flaring, or revving up on downshifts, and also on upshifts when cold. I can’t say the fluid change has greatly improved matters, but it’s worth bearing in mind that you can only drop about half the fluid in the gearbox. I plan do it again and this time, remove all the solenoids and clean the gauze filters underneath. Hopefully that’ll speed up the changes. When I got the car home, I changed the thermostat, which got the torque converter lock-up working again. That does seem to have improved economy – it varies quite a bit between 32 and 36mpg on the previous two fills – I suspect because different pumps click off at different points. 32-34 is my gut feel. Not bad.

Honda S-MX on ramp

More work! Track rod ends get replaced.

I also had to get both track rod ends replaced, which then allowed me to get the tracking set correctly. It was way off, which destroyed a tyre and left it feeling exceedingly uncomfortable on wet bends. The local garage did this work, and I’m happy to report that it is much improved. That said, the steering is still hideously light – it seems they’re like that. This is not a car for hooning. It handles like a wardrobe on the Cresta Run.

That work included fitting a full set of Nokian Weather Proof all-season tyres. I’ve not tried all-season rubber before, so I look forward to seeing whether they really do work well in all conditions. Typically, it has been pretty much drought conditions since they went on, but they certainly grip well enough in the dry. They’re pretty quiet too.

At the same time, I liberally applied Bilt Hamber’s excellent Dynax UB anti-corrosion wax to the underside, having already treated the rear wheelarches to a dose of Vactan rust converter. None of this stuff was blagged by the way, this is all honest appraisal of stuff I paid for (though if I ever do blag stuff, I’m honest about that too!).

I was sent Autoglym’s Headlamp Restoration kit to try on my hideously ruined headlamps, and I can honestly say I’m very impressed with the results. I’ll do a more detailed report on that at some point, as it definitely deserves it. It’s so nice to have an actual headlamp beam pattern again! Night vision has been improved immensely. It’s quite a scary kit to use, because you make things a lot worse before making things better. Worth persevering with.


Before. Note lens deterioration.



After. Note masking tape protecting the bodywork.

One small thing I did was paint the wiper arms using some matt black paint. That’s improved the looks no end, along with using Autoglym’s Bumper and Trim gel on the scuttle trim. Sadly, the paint on the roof remains terrible. I think it’s a combination of sun bleach and salt from surfboards. LIFESTYLE YO!

I also had to replace the rear washer pump, which became a bit of a farce. I discovered that the front washer pump was also leaking – huge globules of sealant hinted that someone had already tried to fix this one. A new pump sorted it out, so I ended up replacing both pumps in the end. Screenwash consumption has dropped dramatically! A drop or two of Captain Tolley’s Creeping Crack Cure seems to have cured a small leak at the rear washer jet itself. Water was dribbling down the inside of the rear window.

There’s still stuff to do though. The rear anti-roll bar drop links are utterly ruined. I’ve no idea how they got through an MOT to be honest. Thankfully, replacement looks easy, and they’re shared with an Accord, but I’m still waiting for another pay day to pass before sorting them out. It’ll be nice to banish the constant rattle from the back end. I wonder about a fresh set of dampers too, as it is really quite bouncy! Being a Lowdown model doesn’t help – it has shorter, stiffer springs from the factory – but firm doesn’t have to mean bouncy. Given the pitiful level of car this poor car has received in the past, it wouldn’t surprise me if the dampers are the originals.

Then, as mentioned earlier, I need to do another transmission fluid change and see if I can get the gearbox to behave. It’s generally fine, for a good 99% of the time. In fact, it’s a rather pleasant car to waft around in. It sailed back from Sussex with no bother at all. It’s like driving a cosy armchair. I’ve even got deep pile carpet mats, so I drove home in my slippers.

Amazingly, I still like this car!

Amazingly, I still like this car!

I really like this car though, which has surprised me. Hopefully that means an end to the frantic flurry of car changes during the latter part of this year.



NSX – I didn’t like it

Earlier this year, I achieved a dream! I drove a Honda NSX – the all-alloy masterpiece with suspension tuned by Ayrton Senna himself. In fact, he had once driven this very car! A short distance…

A fantastic driving machine, and an NSX.

A fantastic driving machine, and an NSX.

A fantastic experience then? Er, no. Really, not at all.

Things didn’t start well when we collected the car, hitting rush-hour traffic as we desperately tried to get from Bracknell to Santa Pod for a photoshoot. A super-quick supercar is not much use if the traffic is barely moving. Not that it was really super-quick. This one had an automatic gearbox, which meant a drop in power to just 252bhp and a 0-60mph time of around seven seconds. Hardly supercar stuff. It really is a dreadful gearbox too, far inferior to the one in my S-MX, though it did at least take the sting out of the seemingly endless jams. There’s no sport mode, which seems shameful on an alleged supercar. It was also reluctant to kick down, changed up too soon and thumped through full-bore changes – when we got the opportunity (Milton Keynes).

The biggest problem isn’t really the car itself though, but the overall experience of driving a supercar on public roads. I surely can’t be the only journalist who’s felt uncomfortable in such a situation, but you absolutely cannot enjoy what this car is all about without getting up to some very naughty speeds. I’m not the sort of person to get up to very naughty speeds, whether I’m in a Chevette or a Corvette. The Honda’s zingy engine doesn’t deliver maximum power and torque until over 6000rpm though, so for the most part, it just felt sluggish and unexciting – punctuated by very brief bursts of ‘WOW!’ as the engine screamed and before I decided that was quite quick enough for the public roads thank you very much.

Better to look at than drive on the roads.

Better to look at than drive on the roads.

I did a full-bore acceleration test at Santa Pod, and that highlighted the difficulty. It got quite exciting once we reached about 80mph – in second gear. By which time I’d started running out of space.

After all that, we then had to fight our way back to Bracknell, where the super-firm suspension really did get quite annoying. I’d covered 180 miles in the NSX and I was bloody glad to get out of it, with my hopes and dreams lying shredded on the floor. Getting out is a good idea, because it really does look bloody stupendous. It is a fantastic looking car. I think it is a car best enjoyed via the medium of a poster. How pleased I was, though, to jump into my soft, floaty XM – its turbo diesel engine provides plenty of performance for public roads thank you very much, even if it doesn’t even sound one tenth as pleasant.

It feels like sheer rebellion to be a motoring writer and conclude that a drive in something like an NSX was anything other than ridiculously fabulous, but that’s the truth. I’m not Chris Harris, I don’t have access to a race track and even if I did, I’d probably crash. I just can’t relate to cars like the NSX. It’s telling that when I arrived at Honda’s fleet storage facility, I got quite excited about the Mk1 Civic they also have. “Not available for drives,” I was told. How depressing. When it comes to motoring heroes, I think I shall stick to the real world variety. There’s a lot more joy to be had in a bland, family hatchback than in a car you can’t even exploit. Driving a supercar on the road is like winning the lottery, and being told you can only spend your winnings on soap.

Here’s a video of the NSX (and some others). Great fun! When not on public roads.