Tag: #JDM

Living with a Toyota iQ

I’ve been living with my Toyota iQ for around six months now, and I can honestly say in that time I have bonded with this car like it’s my little companion.

You see, every once in a while a new car is launched that completely re-writes the rulebook, and in 2009 Toyota did just that with the iQ.

It was slightly longer than its main competitor, the Smart Fortwo, but could seat twice as many people. How did they do that? Well, through complex engineering and Toyota’s very healthy development budget: the car featured a longer and shallower fuel tank, a smaller heater and A/C unit, the engine was turned the other way around, and the wheels were pushed out to each corner. Toyota’s marketing will tell you it’s a ‘three-plus-one’, the ‘one’ being a the seat for a baby or small child, but in reality the rear seats could be folded down to make the iQ a practical two-seater.

So what’s it like to drive? When you first step inside an iQ, you’re greeted with a very grown-up and spacious cabin; you don’t feel like you’re in a car that’s so small. There were two engine choices for the UK market: the entry-level 1.0-litre petrol, or a slightly more powerful 1.33-litre unit mated to a six-speed manual gearbox, or you could also get a CVT automatic for both engines, too.

My iQ is fitted with the punchier 1.33-litre unit and six-speed manual gearbox, making the driving experience very refined for such a small car. The front windscreen is triple layered to reduce road, wind and tyre noise, and having a sixth gear really helps on motorways to make the iQ an excellent mile-muncher. The turning circle is the one of the best in the business at just 3.9 metres, making the car very manoeuvrable in city driving, while the light steering and clear visibility makes it a doddle to park.

Moving onto the negatives, the engine is a little underpowered in certain gears; you have to really give it some revs to make progress. The steering is light, but lacks any feel, and if you chuck the iQ into a corner, you can feel the front tyres struggling for grip, making it feel a little nervous when driven enthusiastically. However, this doesn’t deflect from the fact that the iQ is still a fun car to drive, weighing less than 950kg and having that wheel-at-each-corner stance means you can take to the city streets like a go-kart to a race track.

Now onto practicality. You’d think this would be the iQ’s Achilles Heel, but no! Decent size door bins make up for the fact you haven’t got a glovebox, there are five cupholders, 50:50 split rear seats, and even a little storage space in between the driver and front passenger. With all the seats in place, the iQ’s pathetic 32-litre boot makes a Mini’s luggage capacity look copious, but you can carry three people with one seat folded to carry some bits and bobs, though don’t expect to carry four passengers and their belongings. If you have that mind set when buying an iQ, then this definitely isn’t the vehicle for you. There is the option of a glove bag, like the one fitted to my example, which makes up for the lack of a glove compartment, but at a cost of £125, some people will be put off with what look likes a little bit of felt stuck to the dashboard.

Now onto the iQ’s piece de resistance – the running costs. If you’re buying one of these cars, this will be a top priority, and the iQ does not fail to deliver here. The 1.0-litre models can manage a claimed 65mpg on the combined cycle, while road tax is £20 a year for both manual and automatic variants, and it sits in a very low insurance group three. Me being me, I value performance over economy, but even my 1.33-litre car does 60mpg on the motorway and 43mpg around town. Road tax costs £35 a year and insurance is a little higher at group six, although in short, whatever engine you chose, they will cost peanuts to run with both powertrains providing ultra-low running costs and should be extremely reliable.

Speaking of reliability, has anything gone wrong in my ownership? The only thing I’ve encountered was the engine light came on due to a faulty O2 sensor on the exhaust, but my local Toyota dealer resolved the issue and the iQ has performed faultlessly ever since.

Do Toyota iQs generally suffer with any issues? Avoid pearlescent white cars as the clear coat fails, and causes the paint to lift. Toyota did cover cars under warranty, but unless the vehicle is less than ten years old and it has a full Toyota history, your car will not be covered. Also, 1.0-litre manual cars suffer with a clutch vibration issue at around 2,000rpm, which is the clutch master cylinder wearing. To resolve the problem, a new clutch is needed, but due to the complex underpinnings of an iQ, the parts and labour will be costly at around £1,000. Unfortunately, the vibration will soon come back after some use, so most owners just have to live with the noise. But apart from that, nothing else really goes wrong with these cars.

To sum up, I bought this car as a cheap-to-run daily runabout and that is exactly what it is. It has cheeky looks, a great personality, it’s fun to drive, has loads of equipment, provides ultra-low running costs and it has a touch of class about it. Its build quality is second to none, it’s extremely reliable and it’s a great shame that there was never a follow-up version of this car. In a cost of living crisis, we need these fun, frugal little cars, because not everyone will want a large electric SUV. They’ll want to have something that’s easy to park, kind to their wallet and something they can be proud to own on their drive, and this car will definitely be a car we’ll look back on in years to come that just showed us what cheap transportation was really like.

Overall rating 8.5/10

By Cameron Richards

Honda Civic MK5 1991-1995

The Honda Civic is now in its twelth generation, and in that time it has become Honda’s flagship family hatchback. Originally launched in 1972 during a fuel crisis, this little car showed the world that cars could be economical and affordable. To the current date, Honda has sold more than 27 million Civics, making it one of the best-selling cars of all time – but there has always been one particular era of Civic that has captured the eyes of the VTEC enthusiast. The model I’m talking about is the MK5 variant that was produced from 1991 until 1995, or to a Honda guru, the EG-generation of Civic.

So why the EG-generation? Well, originally available in either two-door coupe, three-door hatchback or four-door saloon, the EG Civic was light years ahead of the competition when it came to exterior design, as well as technological advances in its engines. The VTEC powerplants demonstrated you could have hot hatch performance, yet with the economy from a much smaller petrol or diesel engine.

The interior may have been as grey as all the other small hatchbacks around at the time, but the Civic had yet another ace up its sleeve, and that was the split-folding rear tailgate; similar to what you get on a modern-day Range Rover, which made the Civic have a USP at the time it was on sale.

Model shown is a 1992 Civic 3-door ESi (EG5) in Milano red

The most desirable models that were sold were the ESi (EG5) and the VTi (EG6), both of which use the same 1.6-litre B16 unit with the exception that the VTi had a twin-cam and the ESi had a single-cam.

What makes it a Honda fanboys dream?

From initial instinct, the EG Civic just looks like any other ordinary hatchback that your grandmother would take to the shops, but under closer inspection, these cars had all the makings to become amazing track day toys. Over the last twenty years, the EG Civic has been the go-to choice for those wanting a car that performs like a race car on track. The chassis is the key, being very nimble and lightweight as well as having independent double-wishbone suspension all round.

The aftermarket support is also on a different scale with variety, it really is a case of if you dream about it, you can do it! The most common modification people do are the K-swap conversions, which basically means putting the engine from a Civic Type R EP3 or Integra Type R DC5 into an EG Civic. These conversions transforms the performance and overall drivability and makes the EG Civic one of the most entertaining and underrated hatches from the early 90s.

If you want one, well it’s going to be hard! These cars are coming up to three decades old and they rust with the slightest exposure to moisture. Plus, with such a massive following, a lot of them have been crashed and destroyed by enthusiasts themselves.

In the fortunate scenario that an example hits the market, prices are strong! Even low-spec EG3 and EG4s can fetch up to £5,000, whereas ten years ago they would have been a few hundred pound scrappers. But now that simply isn’t the case. To find a decent ESi or VTi is like trying to find a needle in a haystack, but when they do pop up, they can fetch between £7-12k.

To sum up, it’s a shame that the EG Civic never got the recognition it deserved at the time. Overshadowed by its competition from the Europeans, the EG Civic was a dark horse that slipped under the radar. If an enthusiast is prepared to wait, a decent example will definitely be a sound investment in the near future.

By Cameron Richards

Honda Jazz/Crosstar review: a practical and efficient supermini

Entering a new decade, we now have the new fourth generation Jazz which has kick started Honda’s electrification programme; to make all of their mainstream models have an electrified drivetrain by 2022. This new iteration of Honda’s popular supermini has ditched conventional fossil fuel and gone hybrid only, so, can this new Jazz offer the same practical and easy driving experience as its previous counterparts? Let’s find out.

DRIVING

Behind the wheel, the Jazz has always been a relaxing car rather than an engaging one and this new model is no exception. When driving in town the steering is light and there is a generous amount of visibility, with very small A pillars and big rear windows makes manoeuvring a doddle. At slow speeds the engine is running on electricity, so there is virtually no noise, however, put your foot down and the E-CVT transmission does roar into life and makes the engine sound unrefined. The steering does have more feel than before; it certainly has more involvement, but being a taller car means cornering does have its weaknesses. The main problem is body roll, with the Jazz struggling to remain stable around the bends, if you want driving enjoyment, then the Ford Fiesta and Mazda 2 are better in this department. The ride also the lets the Jazz down, with it being very fidgety among bumps and it never feels settled at any speed.

The Jazz has a practical interior

PRACTICALITY

This is the Jazz’s piste de resistance as the rear seats (magic seats) help improve the Jazz’s already vast interior space. Rear legroom is more than generous and headroom thanks to the boxy shape is also very good, with six footers having no issue at all at getting comfortable. The boot at 304 – litres is just shy of the Fiesta’s boot capacity at 311- litres, but once the Jazz’s back seats are folded completed flat this transforms the boot space to 1,205- litres – making it the best in class. However the Crosstar version that we have on test has a smaller boot to the regular Jazz at 298 – litres of space. There are also lots of cubby holes dotted about the cabin, with plenty of cupholders and a double glove box compartment adds to the Jazz’s spacious and well thought out interior.

Honda’s magic seating arrangement can make loading of taller items i.e. plants much easier

PERFORMANCE AND RUNNING COSTS

In the UK, the Jazz is only available with one engine choice. A 1.5-litre petrol engine mated to two electric motors, which produces a total power output of 108bhp and 253Nm of torque. There is only one transmission choice, an E-CVT automatic.

The two electric motors have two roles in their job, the first helps with direct propulsion and the other converts energy from the petrol engine into electricity. All of this means that the Jazz can achieve 0-62mph in 9.4 seconds and 9.9 seconds for the Crosstar variant and has a top speed of 108mph for the normal car and 107mph for the Crosstar.

Depending on trim level, the Jazz delivers very and low running costs, with Honda claiming that normal Jazz’s in SE and SR spec will achieve 62.8mpg, whilst EX trim will be 61.4mpg and the heavier Crosstar will manage 58.9mpg. CO2 emissions are also low, ranging from 102g/km and 110g/km depending on which model.

The Jazz’s 1.5-litre petrol engine cuts in seamlessly with its two electric motors.

VERDICT

The new Jazz has really matured in its new generation, there is a lot to like about this little supermini and Honda have done a great job in improving one of their best selling models. If you want a no nonsense practically work horse, than the Jazz needs to be high on your shopping list. It’s just let down by a bland driving experience, the lack of engine choices and with prices starting from just under £14,000 and rising to £21,000 for the Crosstar – it’s not exactly cheap either.

Car tested: Honda Jazz Crosstar EX

7/10

Toyota Yaris MK1 1999-2005 buyers guide:

The Yaris was the jewel in Toyota’s crown as it captured the combination of Japanese innovation with European design, and the first iteration was one of the best. With its cheeky styling, funky interior, class-leading VVT-i engine and tardis- like interior space, the Yaris was light years ahead of the old Starlet that it replaced. Originally sold with a 1.0-litre 67bhp engine, the Yaris had the most powerful 1.0-litre engine in the world which is why it won Engine and Car of the Year in 2000. It quite literally re-wrote the rule book for the supermini. The competition shrieked when they saw the Yaris, as it had completely transformed Toyota’s image and it gave a glimpse of what the Japanese giant was really capable of.

In its six-year life, there were several engines, including petrols and a diesel as well as a 105bhp warm hatch named the T Sport to give the Yaris its own identity – making it stand out from the crowd in a very competitive market.

2005 phase 2 Colour Collection 3 door

The Yaris was always at the top of the Driver Power customer satisfaction survey back in the early 00s; reaching first or second place as owners praised its engine, space, design and dealership experience. As a current owner of two Yaris T Sports and previously a 1.3 Colour Collection, I would recommend a Yaris to anybody who is looking for a first-time car, a practical economical runabout or even for a family. I’ve never had any reliability problems, they have never failed to start, parts are reasonably priced and the cost of filling up a T Sport from empty is around £40 – which for a near 20-year-old 1.5-litre engine isn’t too bad.

THINGS TO LOOK OUT FOR:

1. Avoid the MMT (Multi-Mode transmission) which is an automated manual transmission. These gearboxes had a tendency to fail costing owners some times more than what the car was worth in its older age. My advice would be to stick to the five-speed manual or the four-speed automatic.

2. Check for any rust on the rear wheel arches. Mud, salt and dirt can build up in the rear arches and if they are not cleaned out regularly, moisture then causes the arches to corrode. The most common areas to look are the rear sills near the jacking points and front strut towers.

3. Make sure that it has been regularly serviced as timing chains on 1-litre cars can have a tendency to snap if not cared and looked after.

4. Look for any water in the spare wheel well as rear brake light gaskets can fail which can cause a Tsunami in the boot area, or where the seam sealer around the boot area cracks overtime, which also lets water in.

5. Avoid entry-level models such as S and T2. The S model didn’t come with power steering until 2001 and both models are very spartan: a cassette player, keep-fit windows and one airbag meant that you hardly got anything for your money.

Apart from these niggles the first-generation Yaris is pretty much bullet proof, if you can find a low-mileage and full-service-history example, I am certain you will be very satisfied with one of these little cars.

1999-2003 Trim levels: S, GS, Colour Collection, GLS, CDX, SR and T Sport

2003-2005 Trim Levels: T2, T3, Blue, Colour Collection, T Spirit and T Sport

T SPORT

Then we get to the most desirable of all the first-generation Yaris’ – the T Sport.


This warm hatch was introduced to the Yaris line-up in April 2001 and it gave the range a bit more flavour. Not only was the supermini given a new lease of life, packing 105bhp out of its new 1.5-litre engine, but there were significant mechanical upgrades too. The chassis was stiffened, it had sports suspension, bigger alloy wheels, bespoke bumpers, side skirts and a TTE (Toyota Team Europe) rear spoiler added to the car’s sporty appeal. But, T Sports are becoming increasingly harder to find in good condition and many have been thrashed and abused. If you can find a stock, low-mileage example, you’ll be looking to spend around anything between £2,000-£4,000 – depending on their condition and history. Both were available in -three and five-door form, although five-door examples are a lot rarer. You also had a limited choice of colours. Phase 1 T Sports, which ran from 2001-2003 came in either the flagship colour, Thunder Grey (pictured below), Chilli Red, Caribbean Blue, Eclipse Black and the rarest colour being Flame Gold. The Phase 2 was introduced in 2003-2005 and came in the same colours with the exception of Flame Gold which was dropped and Caribbean Blue was replaced with Balearic Blue, which was discontinued in 2004.

All in all though, T Sports are the most fun Yaris , and with fuel economy of around 40mpg, it won’t damage your wallet either.

2004 Phase 2 T Sport 3-door

2003 Phase 2 T Sport 5-door

By Cameron Richards