While in the past, consumers would buy the Hyundai i20 primarily for its reliability and practicality, today one would seriously consider it also on an emotional level.
The new i20 looks gorgeous. It has received a major upgrade on the inside offering higher levels of connectivity, quality, safety and comfort than one would expect in this segment. Its mild hybrid system enhances its performance while enabling it to achieve impressive levels of efficiency.
Tonio Darmanin test-drives the new i20.
The Sprite was small in size but big in fun, says JULES CHRISTIAN.
The late 1950s and 60s were the era of the real British sports car. The heavyweights of the day were the likes of the Jaguar XK150, Triumph TR4A, Sunbeam Tiger, Austin Healey 3ltr and the ‘new’ E-type. The mid-range selection including the MGB, Sunbeam Alpine, Lotus Elite, to name but a few. This left an untapped market for a small, inexpensive convertible that basically got your head out in the open air, was cheap to run, and was simply fun.
It was a time of change, and Austin Healey, which was the combination of the British Motor Company (BMC) and the John Healey Motor Company, decided to do just that, and designed the Sprite. The car was introduced to fill that gap in the lower end of the market and was revealed to the press in 1958 as a budget model that “a chap could keep in his bike shed”.
At first look the Sprite seemed to be a bit of a ‘bitzer’, using parts and technology from an assortment of cars: the engine was basically the one used in the Morris 1000, as was the rack and pinion steering, whereas the rear suspension was derived from no less than the Jaguar D-type. The famous “frogeye” headlights were originally designed to be pop-up but, as the whole car was a cost cutting exercise, they were finally left sitting on top of the bonnet.
The original performance was not exactly riveting. The 948cc, four-cylinder engine, boosted from the original by twin SU carbs, produced 43bhp and gave the Sprite a 0-100km/h time of 20.5secs and a top speed of just 134kph. Remembering that it was an economy model, the fuel consumption was excellent in its day at 43mpg.
When I said economy, I was not joking. Cost-cutting involved no boot lid – you had to tilt the seats forward and access the boot area from inside the car. There were no exterior door handles – the doors only opened from the inside (this didn’t matter because you had no wind-up windows, they were just sliding plastic and detachable) and no bonnet, with the whole of the front of the front of the car just hinging back. This was like the E-type, but attached at the bulkhead not the front – for access it was a mechanic’s dream come true. Moreover, the soft top was positively primeval and did very little to stop you getting soaked when it rained.
Economised it may have been, but you did get carpets and snazzy body coloured piping on the seats and the strange thing is – it worked. In fact it worked very well indeed. Modified factory versions won major racing successes in their class and the low cost and practicality of the car meant that many privateers could afford to enter competitions. And, most importantly, the general public loved it.
The Mark II came out in 1961 with a big change in body style. The frogeye headlamps were moved to the side wings (not popular with the original enthusiasts), a rear bumper was added and there was now a boot lid. By 1962 an alternative version was available using the MG marque, badged as the MG Midget, which proved even more popular than the Sprite. The performance was enhanced with a larger 1098cc engine and, carrying on in true ‘bitzer’ tradition, even introduced Porsche synchromesh to the gearbox.
Competition from the, then new, Triumph Spitfire in 1964 brought about the next upgrades for the Sprite and Midget. The engine power was now up to a more respectable 59bhp and the rear suspension modified, the addition of a curved windscreen, quarter-lights, improved interior trim, external door handles, and wind-up windows further enhanced the Spriget. The performance was later increased again with a new 1275cc engine producing 65bhp, the brakes were improved, and alloy wheels would also become an option.
By far the biggest step forward, however, to many a damp owner, was the soft top finally being sorted out. Previously it had been a ramshackle affair that you took apart and then shoved the pieces in the boot, which like socks in a washing machine, one always went mysteriously missing, meaning it would never reassemble properly. The new one had a permanently fixed folding hood, which didn’t leak (well almost).
Although the Midget version would continue in production until 1980 under the ownership of British Leyland, the Sprite was discontinued in 1971. This was because BMC, by then British Leyland, were undertaking cost-cutting themselves and severed their link with originators of the car, the Donald Healey Motor Company, in order to avoid paying royalties.
My own fond memories were the absolute joy of my first ever trip in an open sports car, driven by my elder half-brother – a brand new, bright red, Austin Healey Frog Eye Sprite. Fun indeed.
When this car was first launched five years ago, it was a game changer. Fast-forward to present times and it is still a stunning and exhilarating luxury saloon. Tonio Darmanin drives the Tesla Model S 100D.
With its clean retro-futuristic styling and advanced technology, the Honda e demonstrates both the company’s capability to produce top products but also gives us a taste of things to come. With a credible 220km range and beautifully balanced RWD performance, it offers an awesome, unique experience. Tonio Darmanin drives the Honda e.
Now in its third generation, the new Kia Ceed – designed, developed, engineered and built in Europe – strengthens Kia’s presence in the European C-segment with a mature and athletic new design, innovative new technologies, and a more engaging drive. Here, Tonio Darmanin drives Kia’s bestseller.
Thomas Camenzuli’s gold-coloured Ford Capri has accompanied him on a life journey, says JOSEPH BUSUTTIL from the Old Motors Club.
The Camenzuli family of Mosta was always an oasis where old cars thrived. Three of four brothers droved classic vehicles. George had a 1950s Ford Prefect, Nenu sported a 1960s Ford Cortina, while Benny was behind the wheel of an old Vauxhall Victor. Their motoring preferences influenced their father George, who then bought a 1950s Morris Oxford. Seeing that his other son, Thomas, had come of driving age and did not own a car, George passed it on to him.
“I was thrilled to bits that now I also had a classic vehicle like my brothers,” recalls Thomas.
“The Morris was in a good condition. The body did not require any repairs, while its 1400cc engine was in a perfect state. The only task carried out was that I changed its black colour to blue. Having a job in a hotel in the north of Malta, it became my daily means of transport for many years, giving me no trouble in the process.”
In the neighbourhood of the Camenzuli family, there was an acquaintance whose claim to fame was that he had bought the first Ford Capri Mk1 to be imported in Malta in 1969, which had come to the island carefully cossetted in a large wooden crate.
“I used to gaze lovingly and at length whenever the gold-coloured Capri happened to pass through our street, or else spotted it parked in the spacious Mosta square, where I would spend some time going around inspecting it. I fantasised that one day I would be behind the wheel of this dream car.”
After a decade, the Capri owner decided to buy a Ford Mustang, and passed on the Capri to his wife. However, after a couple of test drives, she felt uncomfortable and was afraid to drive it any more, claiming that the car was too big and the bonnet was too long for her. Consequently the car came on the market.
When in 1969 the Ford company thought of a marketing strategy to launch the new vehicle, the sales pitch decided upon was “Ford Capri – The Car You Always Promised Yourself”. This advertising slogan was not lost on Thomas, who, true to form after having spent so much time yearning, now lost no time in purchasing the classic car.
“The car was in excellent condition as its one owner took immaculate care of it. The 16GT model just needed the tender loving care it had long been accustomed to. In fact I continued to harness the Morris Oxford as my daily car, while reserving the Capri for the occasional Sunday drive.”
Thomas’ 1969 Capri belongs to the first Mk1 series production that came out between that year and 1974. It was the brain child of the American Phillip Clark, who was also involved in the design of the Ford Mustang. In fact, it was intended to be the equivalent in Europe of the Mustang, a sort of European pony. The vehicle used the mechanical components of the Ford Cortina Mk11, so much so that the British magazine Car described the Capri as a Cortina in drag!
Although a fastback coupe, Ford wanted the vehicle to be affordable for a wide range of potential clients. Consequently the car was fitted with a variety of engines – Taunus, Kent, Essex, Cologne, among others – price depending on the power. On its launch, reception was on the whole favourable. During its life span, the Capri came out in two other series, the Mk11, between 1974 and 1978, and the Mk111, that was produced from 1978 to 1986.
The Capri was manufactured in plants in the United Kingdom, Germany, Australia and South Africa. Sales of the three series were highly successful, and during its 17 years of production, nearly two million units were sold.
In 1981 Thomas decided to quit his job in the hospitality industry, leave Malta, and try to settle in the United States.
“Many members of my wife’s family were living happily there, and together with our daughter, we planned to make a new start in San Matteo, California. Before leaving, I tried to sell the old Morris Oxford, but no agreement was reached with a prospective buyer, and so I just gave it to my brother Joseph.”
With the Ford Capri, it was a different story. He could not part with it. At the back of his mind, Thomas had a feeling that one day, he would return to Malta, and the Capri would provide continuity, a living link with the mother country. So he garaged the vehicle, and made arrangements with his father in law to look after the Capri, take it out regularly, and pay all the necessary annual licence and insurance dues.
“I was thrilled to bits that now I also had a classic vehicle like my brothers”THOMAS CAMENZULI
Thomas stayed 10 years in California.
“We were very content there, in a sort of paradise. The family increased by two more children. I had a good job in the electronics industry. The weather there is conducive to the enjoyment of driving, and my heart would skip a beat whenever a classic car came in view. Memories of the Capri left behind would immediately spring to mind.”
In 1991, Thomas and his family returned to Malta.
“One of the first things I established contact with again was the Capri, which thanks to the meticulous maintenance of my father in law, responded immediately to my gentle prompting. I soon found a job, again in another leading hotel in the north of Malta, and the Capri started being continually harnessed as my daily car.”
This state of affairs continued until eight years ago, when Thomas took the Capri to Tony Vassallo, an insurance surveyor, for evaluation. He was told that it would be a pity to used such a classic car for regular use, as the road stress, tear and wear would eventually take their toll. The message was immediately understood, and shortly afterwards, Thomas started driving a modern car for his transport needs. The Capri was now rested and taken out for Sunday drives only.
As fate would have it, Vassallo is also a committee member of the Malta Old Motors Club, and he encouraged Thomas to join the OMC.
“The club is a haven for me. Besides regularly taking part in events, I also find the networking between members most encouraging and helpful. The only time I skip an activity is when it is raining, as similar to many members, I feel I would be damaging the car. My next aim is to join the annual trip to Sicily, something that I have refrained from doing as I am afraid that something would happen to the vehicle while overseas. But I must overcome that fear,” he says. Thomas laments the fact that his wife Susan and his three children have no enthusiasm for old motors.
Two years ago, he replaced a number of components in the Capri, like the water pump, the cylinder head gaskets and the brake servo mechanism. While in the process, the spray of the vehicle was repainted in the original gold colour. His pride and joy, Thomas leaves no stone unturned to maintain the Capri in its showroom condition.
“My sole regret is that some time ago, I left it outside my home just for one night, and it was broken into and driven away. I got the shock of my life when I went out the next morning, and it had disappeared! Luckily, the culprit or culprits were only looking for a short joy ride, as it was found later in the day a little distance away from the Mosta police station. Investigating forensic experts wanted to elevate fingerprints from the dashboard, but that would have meant spraying harmful chemicals onto the dashboard. Since no damage was done to the car, I told the police to drop the case.”
Thomas expresses his satisfaction at the increasing popularity of old motors locally, but he rues the fact that there are owners who prefer to keep their classic cars under lock and key, and never seeing the light of day. “I have been told that there is one person in Mosta who has a large garage filled to the rafters with old Ford models, which he never takes out. What a pity,” he concludes.
TONIO DARMANIN drives the new Hyundai Tucson.
The all-new Tucson is the fourth generation of Hyundai’s successful best-seller with more than seven million units sold around the globe since it launched in 2004. Of these, 1.4 million units have been sold in Europe. That makes it the company’s bestselling SUV globally. Hyundai’s new compact SUV arrives on the market with a revolutionary and ambitious new look that follows the company’s Sensuous Sportiness design identity.
By offering the most electrified powertrain line-up in the compact SUV segment, including plug-in hybrid, hybrid, and 48-volt petrol and diesel mild hybrid options, the all-new Tucson completes the electrification of Hyundai’s SUV fleet in Europe. It will be produced in several factories worldwide, and will become the third generation of the model to be produced in Europe.
Rather than simply an evolution of the previous generation model, the all-new Tucson represents a revolution for Hyundai in design terms. Overall, it features a bigger and wider body than its predecessor. Its muscular stance combines sharp angles and dynamic proportions with rich surfaces, ensuring a progressive look without compromising on Tucson’s rugged SUV heritage. It is the first fully-changed Hyundai SUV to be developed according to the company’s Sensuous Sportiness design identity.
Prominent geometric patterns known as ‘parametric jewels’ appear throughout the SUV’s design, giving it a progressive character. The most prominent display of these parametric jewels is on the vehicle’s front grille, where parametric hidden lights provide a strong first impression. When the lights are off, the front of the vehicle appears covered in dark, geometric patterns, with no distinction between the signature LED Daytime Running Lights (DRLs), which are seamlessly integrated into the grille.
Thanks to state-of-the-art half-mirror lighting technology, when the DRLs are switched on, the dark chrome appearance of the grille transforms into jewel-like shapes, bringing an eye-catching element to an otherwise sleek appearance.
The seamless integration of state-of-the-art technology provides all-new Tucson customers with an advanced and fully-customisable digital experience. This includes a fully digital, configurable dual cockpit, which consists of a new 10.25-inch open digital cluster and new 10.25-inch AVN-touch screen, which fills the centre of the vehicle. Hyundai’s designers dispensed with physical knobs and buttons, so all AVN and heat, ventilation and air conditioning functions are controlled via touch, making it the first Hyundai model to feature a full touchscreen console.
Apple CarPlay and Android Auto allow customers to mirror the functionality of their iOS and Android smartphones in a simplified and convenient manner. This feature is available wirelessly with the eight-inch Display Audio. Other infotainment and connectivity features on the all-new Tucson include a premium sound system by KRELL for an enhanced listening experience, a wireless charging pad in the centre console, and front and rear USB ports for even more convenience, particularly on long journeys.
This includes Multi-Air Mode technology which consists of a combination of direct and indirect air vents for air conditioning and heating to create a more pleasant indoor environment with more gentle air flow. The three-zone climate control now caters to passengers in the rear seats in addition to occupants in the front of the vehicle. Ventilated seats in the front and heated seats in the front and rear provide further comfort for the driver and passenger alike.
The all-new Tucson stands 20mm longer, 15mm wider, and has a wheelbase that has been increased by 10mm as compared to the previous generation, making it more spacious than ever before. As a result, rear passengers can enjoy 26mm of additional legroom. Meanwhile, boot space has been increased, offering up to 620 litres overall for luggage with the seats up and up to 1,799 litres with the seats folded, depending on the chosen trim and powertrain.
With petrol and diesel, 48-volt petrol and diesel mild hybrid, full hybrid and plug-in hybrid available to consumers, the all-new Tucson offers the widest range of electrified powertrains in the compact SUV segment. On top of the powertrain line-up at launch is the 1.6-litre T-GDI Smartstream hybrid version with an output of 230 PS. Beginning of next year, the line-up will be completed by a powerful plug-in hybrid variant with 265 PS.
I had the opportunity to drive 1.6 CRDi diesel manual in Premium Pack and with optional panoramic roof as well as the hybrid automatic in Style Pack trim. Although they are different cars, particularly from a power point of view, and each has its specific target audience. The self-charging hybrid system works efficiently and the transition between electric and ICE and vice-versa is seamless.
With the previous generations selling primarily on rationality, the new Tucson is more likely to be the vehicle of choice on an emotional level. The exterior styling, the upgraded interior, the cutting-edge technology, great connectivity and high levels of safety all contribute to making this one to consider. I am particularly looking forward to driving the plug-in hybrid version once it arrives.
Sometimes a starring role doesn’t guarantee popularity, says JULES CHRISTIAN.
Despite the last ones being made in 1967, the Jaguar luxury sports saloon of that era is still well remembered thanks to appearance in TV series such as Morse (1960 Maroon Mark 2, 2.4ltr. 248 MPA) and Endeavour (1956 Black Mark 1, 2.4ltr. KAN 169).
Because of this, classic enthusiasts have had to pay high prices to own one, but until recently you could own virtually the same car for just over half of the price. Daimler, who were bought by Jaguar in 1960, produced another version: the Daimler V8 250.
At a passing glance you might very well have mistaken the 250 as a Mark 2 Jaguar, since it used the same unibody, where the chassis and bodyshell are made together as one unit. Externally there were only a few differences, namely, the Daimler style radiator grill, wheel trims, badges, rear number plate holder and two exhausts, one at either side of the rear as opposed to the Jaguar’s placed to one side.
The exhausts were a clue as to what really separated the two cars from each other: the engine. Whereas Jaguar used their proven straight-six units, Daimler, who were more concerned about luxury and a smooth drive rather than performance, fitted their 2.5ltr V8 engine with automatic transmission and power-steering as standard. As is pretty usual with an engine with a cylinder bank on each side, the exhausts of the V8 were split on the underside of the car.
Despite a rather unimpressive 0-100km/h time of 14 seconds, it had a top speed of 180km/h and although was not in contention with the 3.4 and 3.8ltr. Jaguars, with 142bhp on hand, it did considerably out-perform the 2.4ltr.
The V8 was 51kg lighter than the straight-six engines necessitating revised suspension settings, and the original diff was changed early in production to lower the engine revs in order to make it more comfortable at high speeds and to lower petrol consumption.
The interior was very luxurious and as well as being fully carpeted with leather upholstery and walnut wood finish on the window sills and dash, it had its own Daimler badged steering wheel. Another, perhaps strange feature, was the old-fashioned split front bench seat, as opposed to the Jaguar front seats being separated by a centre consol.
The Daimler was also available in a wider range of interior and exterior colours than the Jaguar models and from 1967, in the final two years of its production, was rebadged as the Daimler V8-250. The upgrade included a heated rear window, padded dashboard top and improved electrics, and was noticeably different externally with new slimmer bumpers.
It was unfortunate that the Daimler, or the 2.4ltr. Jaguar version for that matter, never achieved the reliability or the acclaim of the larger engine Jaguars. Although the Daimler 2.5 V8 had its devoted followers, with over 17,600 being sold from its introduction in 1962, it was overshadowed by the high performance sports saloon image created by the 3ltr-plus Jags with their race-proven engines.