Category Archives: Opinion

Opinion

Matt Prior: a dislike for subscription-enabled features

In my opinion, Smart has always been the more approachable side of Mercedes-Benz.

Although I believed that the original small City Coupé two-seater was a better concept in theory than in reality, I still admired the idea and the ingenuity behind it.

If everyone drove lightweight Smarts instead of bulky SUVs, the world would have been grateful and we would have had more fun on the roads.

Above all, I appreciated the friendly atmosphere that Smart exuded. While other Mercedes models were serious and practical, Smart, which was initially a collaboration between Mercedes and Swatch known for its trendy watches, had a funky and accessible appeal. Even when it lost its charm, it remained forward-thinking and transitioned into an all-electric brand in 2019.

Now, there is a possibility that Smart, despite its merger with Mercedes and Geely to become a compact SUV manufacturer, will continue to lead in terms of trends. However, this time it involves a rather concerning trend…

The Smart #1, like most new cars, can receive software updates over-the-air. In the future, early customers may find that their car’s touchscreen can suddenly mirror their phone through a free download.

Subsequently, another update will be released, but Smart UK has not decided on how it will handle it yet.

The #1 model currently has a heated steering wheel, but its functionality has not been activated. When the time comes, it could either be a surprise addition or, more alarmingly, customers might be required to pay for it, either permanently, as a one-off payment, or as a subscription service where you pay for it in winter but not in summer.

Opinion

Matt Prior: Appreciating Ineos for the Grenadier

I finally had the opportunity to drive an Ineos Grenadier, and although it was a short drive, it was enough to make me like the vehicle and appreciate its off-road capabilities.

While other serious modern 4x4s could have handled the chalky course I drove, not all would have done so with such ease.

The version I drove was the Utility Wagon, which does not have the locking front and rear differentials found in the Station Wagon model. However, it still features a locking center differential, low-ratio gear set, hill descent, and stability control systems. Although it may not have the full range of terrain-adjustable features like a Land Rover or a Jeep, the hardware is solid.

Initially, I had doubts about whether Ineos would be able to find enough buyers for a car priced at £70,000, as it doesn’t offer the luxury of a high-end off-roader nor the affordability of a utility pick-up truck. However, my skepticism diminished when I encountered another new owner recently.

While I am cautious about relying solely on anecdotal evidence, this individual is the fourth person I know who owns and enjoys the Grenadier. They appreciate its on-road performance, which they consider to be better than an old Land Rover Defender and on par with a Mercedes-Benz G-Class. They also appreciate the sturdy and practical design elements of the vehicle.

Additionally, they jokingly mentioned that the smaller of the two boot doors can be opened to fit a sausage dog inside without having to open the larger door. On a more serious note, this feature is helpful when towing a trailer, as it prevents the rear door from hitting the trailer’s jockey-wheel handle, a common issue with my 2005 Defender.

The fact that Ineos is already aware of the existence of “flippers” – individuals who intend to quickly resell cars for profit – is a testament to the strength of the demand for the Grenadier. Despite this, Ineos plans to produce 15,000 Grenadiers by the end of the year.

Opinion

Matt Prior: Defending the Festival of Speed

Recently, my local pub received a two-star review from a disappointed customer who arrived to find it closed. The customer had relied on outdated information from the pub’s previous owner, who had created a website but never maintained it properly. Without verifying the information or contacting the pub, the customer left a negative review. This unfair criticism affected the current landlord, who is working hard to make the pub successful. Despite hundreds of satisfied customers, even if five more visitors were to leave five-star ratings, the average rating would only increase to 4.5. This situation reminds me of the saying, “no good deed goes unpunished.”

Now, let’s talk about the Goodwood Festival of Speed. This event is one of the most significant and successful gatherings in the motoring world. It’s essentially the British motor show and is enjoyed by all participants. However, The Sun newspaper recently managed to find a few individuals in Chichester who are unhappy with the festival due to the temporary traffic congestion it causes. The oldest complainant, who is 66 years old, was born several years after the motor circuit held its first race. Even during times when competitive racing wasn’t taking place, there were always regular motorsport activities at Goodwood. I personally have attended track days and experienced a Formula Ford event at Goodwood back in the early 1990s.

One of the complainants mentioned that they are “not into cars,” which is like living in Wembley (known for football) and complaining about football. Goodwood has been hosting motor racing since 1948 and has been attracting crowds since horse racing began there in 1802. In fact, the largest one-day crowd at Goodwood was recorded in 1955, with 55,000 attendees. I understand that traffic can be challenging during the festival, especially on the A27, which is already busy. However, it’s only a few days a year. Additionally, suggesting major road construction on the south coast would undoubtedly cause even more disruption.

Another complaint was that the festival should take place elsewhere. This argument is often made by people who live near busy roads, which I can sympathize with. Personally, I believe that public roads are best enjoyed when they are less crowded. Recently, I read Steve Cropley’s column in which he mentioned discovering new roads near his home that he didn’t know existed. I had a similar experience when I test rode some Ducati motorcycles a few miles from my house. I was directed to roads that I didn’t even realize were there, and I believe it’s better to keep their location undisclosed for my own enjoyment.

Opinion

Matt Prior: Morgan back in the states, and protecting working SUVs

It’s not surprising to see how great the Morgan Super 3 looks on the beautiful roads of California. What car wouldn’t look good there? But there’s something about the 3’s retro-futuristic appearance that fits the place perfectly. It seems more at home there than in a Cotswold village.

Last week, Morgan announced that its three-wheeled vehicle will be available for sale again in the US. The latest model has been updated to meet US regulations by adding reflectors and moving the headlights inboard, giving it a more spidery look.

Morgan has taken advantage of the fact that trikes are subject to different regulations than four-wheelers. It’s impressive that a small car manufacturer can navigate the complex regulations of multiple markets while staying true to its long-standing values and ethos.

This is not an easy feat for a small-volume manufacturer. Lotus, for example, has faced criticism for not staying true to its values of simplicity and lightness with their new Lotus Eletre SUV, which weighs 2500kg and doesn’t drive like a traditional Lotus.

This is a problem that particularly affects makers of lightweight cars. A Rolls-Royce can weigh 2.9 tonnes and still feel like a Rolls, but a Caterham will have to work harder to maintain its distinct character.

Does the weight of the Eletre matter? If it helps Lotus sell the 150,000 cars a year they aim for by the latter half of the decade, and if it helps fund the development of competitive Norfolk-built sports cars, then perhaps the weight is not a major concern.

Nevertheless, I have a great deal of respect for a manufacturer that can embrace the future while maintaining the qualities that made their cars unique in the first place.

Protecting the working man’s SUV

While driving along the M25 this morning, I noticed a handwritten note taped inside the rear window of an early 2010s Land Rover Defender 110. It read, “Essential Working Vehicle”.

The car had no branding and was clean, but it was an old Defender 110. This means it had its drawbacks, such as being noisy, having limited shoulder room, and taking a long time to cool down or warm up.

Opinion

Editor’s letter: Can Tata’s gigafactory save the UK automotive industry?

Tata’s plan to construct a £4 billion gigafactory holds great potential for boosting electric car manufacturing in the UK, which is much needed.

Tata’s recent announcement of a new 40GWh battery factory expected to be operational by 2026 is a step towards finding a solution to the challenges faced by the industry. However, it is important to note that this is just the beginning, and more actions will be required.

Nevertheless, this development is significant as it brings a glimmer of hope to the otherwise gloomy outlook for car manufacturing in the UK during this era of electric vehicles.

Opinion

Volkswagen Beetle fans, no need to worry: it won’t be making a comeback

As someone who absolutely loves the classic Volkswagen Beetle and owns one, I’m actually glad to hear that the Beetle won’t be returning anytime soon.

Don’t get me wrong, I think the Volkswagen ID Buzz is great. It pays homage to the original Beetle while incorporating modern electric vehicle design. But it’s comforting to know that Volkswagen’s plans don’t solely revolve around reviving retro cars.

Volkswagen CEO rules out Beetle revival as retro is “a dead end”

This is partly because it means Volkswagen won’t have to deal with the inevitable backlash on social media. Whenever a “spiritual successor” to a beloved 60s or 70s icon is announced, keyboard warriors are quick to criticize, claiming it’s nothing like the original and questioning its authenticity.

If you need proof of this, just look at the recent reaction to Ford’s plan to revive the Capri as an electric five-door crossover based on a Volkswagen architecture. It wasn’t exactly well-received.

But it’s also a relief because capturing the essence of the original Beetle would be extremely difficult in today’s world. We’ve already seen this with the two Golf-based Beetles that Volkswagen launched after the original’s discontinuation, which didn’t receive the warmest of receptions.

The MEB platform would make it easier to create a modern Beetle that is true to its roots: rear-wheel drive, flat floor, front trunk, and so on. However, the Beetle is a name that is synonymous with no-frills family transportation, durability, dependability, and above all, charm.

It’s hard to imagine any new electric vehicle, no matter how compact, well-designed, or competitively priced, embodying those same values.

Take a look at the Fiat 500 and Mini Electric, for example. These are luxury products that only loosely pay tribute to their 1950s predecessors (both of which were rivals to the Beetle back in the day). While they are beautifully engineered and visually appealing, what has truly garnered praise is their departure from the utilitarian principles that defined their original counterparts.

Volkswagen is indeed working on an affordable and cheerful electric city car for families. However, it will be a modern and stylish replacement for the Polo, rather than a retro-inspired Beetle. This is good news for those who value substance over style. It allows Volkswagen to embrace its bold electric future while keeping the long and fascinating Beetle legacy as a chapter in its history, rather than a burden.