Friday, January 23, 2009

Citroen C4

Overview

Citroen's striking new C4 was a fine replacement for the lacklustre Xsara both on the road and the rally circuit - Sebastien Loeb won the 2007 World Rally Championships in a C4 WRC.

Roadgoing C4s come in two very different-looking body-styles. The five-door has a rounded tail a little like the smaller C3's, while the three-door Coupé has a chopped-off rump reminiscent of an early Honda CRX or, given the shape of the rear side windows, an Alfasud Sprint. Its rear window's upper surface cuts far into the roof, a panel shared with the five-door even though the latter gives the illusion of a higher roofline.

Underneath its unique clothes (complete with Citroen's new-look nose featuring a chevron-centre air intake and 'boomerang' headlights), the C4 is much the same as Peugeot's 307 and shares that car's PF2 platform with minor changes to the suspension settings. That means a similar range of engines: the petrol units, all with 16 valves, are a 90bhp 1.4, a 110bhp 1.6, a 138bhp 2.0 and a 180bhp 2.0 for the Coupé-only VTS, while diesels are two 1.6s, of 92 and 110bhp, and a 138bhp 2.0. Once again, we see diesels matching similar-capacity petrol engines for power while far exceeding them for torque. There's also a 143bhp, 2.0-litre petrol engine matched to an automatic transmission for the top Exclusive five-door. A Sensodrive sequential-shift semi-auto is also offered with some engines.

That all sounds conventional enough; the radicalism comes when you sit inside. The steering wheel has a broad, fixed centre boss containing four switchgear zones, which are easy to reach and render the rest of the facia uncluttered. The central facia-top LCD instrument display is see-through to make it easier to read in sunlight, there's an aroma diffuser built into the centre vents and the options of both a lane-wander warning device and a speed limiter. The idea is to make the C4 a calm, relaxing place to be, which will - says Citroen - encourage safe, considerate driving.

Reliability and Quality

Oh dear: there have been a large number of problematic C4s. 'A true lemon!' says one 4car reader, who needed four replacement turbos in 17 months. 'Expect lots of pieces to fall off or break off,' says another. That said, some owners are very happy with their C4s: 'much more reliable than my last two Vauxhalls,' reports one satisfied Citroen customer. A mixed bag, but reports suggest that the C4 has suffered more than its fair share of glitches, gremlins and general build defects. It seems to be prone to electrical and electronic issues, as well. Thankfully, there's no hydropneumatic suspension to go wrong.

On the road

Two crucial points. The C4 is a better drive than a 307, despite sharing so many genes. But it is a little less fun than a Ford Focus, the car that still leads the compact hatchback pack. Softer springing, and dampers recalibrated for suppleness without letting the body float or lurch, are the key to the 307-trumping; the C4 moves along the road in typical French fashion, soaking up humps and dips effectively, yet it still steers accurately and moves tidily into a turn. It needs quite a big initial steering input (that's its biggest minus point relative to a Focus), but after that it feels responsive and has enough grip to keep the front wheels biting without drifting wide. This strong stability also means that the rear wheels won't step out of line if you decelerate in a corner, something which will please those who have been frightened by the Xsara VTS's no-warning antics here. Naturally, the sporty C4 VTS is a little firmer on its suspension and sharper in its steering, but it's still a smooth, easy drive - helped by the quick, light, accurate gearshift common to all C4s.

Using the switchgear in the steering wheel's centre is simple enough - it's just a thumbspan away. That thumb can then control the stereo, the computer and display screen, the cruise control and speed-limiter device, and heater air recirculation plus voice activation if fitted. Just behind the steering wheel is a pod-mounted rev-counter whose scale glows red as the limit approaches, while the central LCD display includes the speedometer and everything else.

As for the 'lane-departure warning', it vibrates the right or left side of your seat cushion to wake you up if you're dozing off and are wandering over a lane-dividing line. Activating the indicator disables the vibrator, or you can switch it off. The speed-limiter, developed in response to the French police's increasingly draconian attentions to speeds above the posted limit, uses the drive-by-wire throttle to limit the C4 to a pre-set speed, which you can exceed only by pressing hard against a resistance in the pedal. That way, you can use the accelerator as a footrest and save your ankle muscles.

The C4 is quite easy to see out of for a modern, thick-pillared car, but optional front and rear parking sensors help identify its extremities. The Coupé is easier to reverse-park with its rear window heading well below the waistline. Night driving is made easier with the optional steerable headlights - an idea pioneered by Citroen in the DS four decades ago.

The best all-round C4 here is the 2.0 HDi, which uses the (PSA-built) engine also found in a Focus 2.0 TDCi. It's a particularly gutsy and responsive unit, able to cruise serenely or squirt past slower traffic with a push of the right foot in typical modern-diesel fashion. Its six-speed gearbox gives it very long legs, and there is little response lag when accelerating from low revs. There are a couple of 1.6-litre HDi diesels too, of which weve only driven the more powerful 110bhp version. It is less responsive than the 2.0-litre version, but a surprisingly capable and strong performer given its limited cubic capacity.

By comparison the 2.0 petrol C4, tested by us in manual guise, needs to be worked harder and can get boomy at high revs - over 5500rpm, which is far beyond the diesel's range. The 1.6-litre petrol engine is smoother and quieter, and doesn't feel as if it has a 28bhp power deficit especially when it adds a burst of energy as it passes the 3000rpm mark.

The 180bhp unit in the VTS has a different character again. It's the engine already seen in the Peugeot 206 GTi 180, with continuously-variable valve timing, a free-flowing cylinder head and a peaky power delivery. It's smooth enough at low speeds but lights up around 4000rpm, passing the torque peak at 4750rpm and delivering maximum power at 7000rpm. That said, its performance figures are brisk rather than blistering: 0-62mph takes 8.4 seconds, but the VTS will run to an impressive 141mph helped by a low aerodynamic drag coefficient of 0.28.

Safety and Security

Most of today's safety knowledge has been applied to the C4, with front, side and curtain airbags and the usual electronic stability system to help avoid the crash in the first place. The driver's airbag design takes advantage of its fixed housing, so instead of being round it's optimally shaped - like the side view of a mushroom - to give the best protection. The bonnet is aluminium and well clear of the engine beneath, to the benefit of pedestrian protection. All these measures combined have given the C5 excellent results in the Euro NCAP crash tests: the full five stars for occupant protection, four for child protection (with Citroen's approved child seats) and a creditable three for pedestrian protection. The front end is designed to be easily repaired thanks in part to sacrificial impact absorbers which ultimately divert collision forces away from the passenger compartment. The front wings are plastic.

As well as reducing noise levels, the laminated side glass won't shatter and helps resist break-ins. An alarm and immobiliser are standard, the electric tailgate lock can't be picked and the doors and tailgate lock as the C4 moves off. The C4 has been awarded top marks by Thatcham, the car insurance research centre, for resistance both against 'theft of' and 'theft from' the C4.

Running Costs

Running a C4 day-to-day should be cheap, as servicing is an annual event and most of the engines are fuel-efficient. Insurance groups range between 4E and 10E for most models, which should be affordable, but the 2.0-litre 180bhp VTS is quite high, at group 15E. The greater issue, though, is depreciation (loss in value).

Comfort and Equipment

First, the big picture. The C4 is quiet, it rides smoothly and its seats feel good. The back seat is a pleasant place to be, too, with more space than in a 307 because the seat is set further rearwards. Citroen claims the C4 to be the roomiest car in the class. The steering wheel adjusts for both reach and rake.

And now the details. The plug-in aromatiser is available in nine fragrances divided into three themes: 'vitality', 'sensuality' and 'well-being'. Examples are Lavande Douce, Jasmine Mimosa and Fleur de Vanille. Refills are available at your Citroen dealer, but the whiff of racing oil and tortured rubber is not yet offered for the VTS. Perhaps we need to wait for a roadgoing version of the WRC car for that.

Tech-stuff abounds, such as tyre-pressure monitor, a Bluetooth option and a NaviDrive sat-nav system incorporating a phone, a text-message system and a direct link to a help centre. Top models have a JBL sound system.

An optional, fold-away partition system keeps items secure in the boot, and there are plenty of pockets and a meaningful glovebox.

Used Value

Second-hand buyers are wary of the C4, and this shows in the deprecation: there are high-spec two-year-old cars out there advertised for less than £5,000. Ouch. Good news for brave bargain-hunters - but watch out for the glitch-ridden early cars which were returned to dealers, as they may not have been thoroughly de-bugged. Best to buy from a dealer, with a warranty.




Thursday, January 15, 2009

BMW 3 Series

What is it?

It's mid-life refresh time for BMW's most popular model - the 3 Series. All the changes are cosmetic, apart from the modified powerplant in the 330d we've sampled here. BMW is calling its 3.0-litre engine new, although in truth it's a heavy revision of the previous, multi-award winning, one.

Away from the 330d, there are no engineering changes, but some reasonably major cosmetic ones. BMW reckons this is one of its most severe facelifts in a while because there are alterations to the metalwork as well as things like lights and bumpers. The bonnet and bootlid are both modified, with the extra creases in the bonnet being one of the main styling giveaways that this is the latest version. The other tell-tale sign for picking out the facelift is the rear LED lights. Only the spectacularly keen will pick up on the new wing mirrors or six new designs of alloy wheel.

BMW bosses reckon they've come up with a 'fresher, younger appearance,' and to be honest, the revised car does look a little better than its predecessor, which was launched in 2005.

On the inside, there are a couple of changes. Opting for the factory-fit satellite navigation also means you'll get the latest version of BMW's controversial iDrive system. But that's no longer a bad thing because BMW has finally morphed iDrive from a frustrating illogical mess into something that intelligently allows you to control the sat-nav, radio, CD and Bluetooth phone system from the rotating dial next to the handbrake.

It's such a refreshing change to sample an iDrive that's intuitive, and this version will roll out across the company's full range of cars, starting with the new 7 Series next month. The nav system is also now hard-drive-based rather than on a CD, which makes it quicker - handy for those times when you've missed a turn and it takes a frustrating age to recalculate, by which time you've missed the next turn. The hard drive also means you can store getting on for 150 CDs in the car.

Does it do the job?

Very very much so! While the cosmetic interior and exterior tweaks are little more than an efficient tidy up, both the new engine and the upgraded iDrive impress. It's now a shame and not a blessing that only the minority of customers opting for factory-fit navigation will benefit.

But the upgraded 330d is better than ever. As mentioned earlier, it's the only new engine in the facelifted line-up, as most of the smaller engines were upgraded last year when BMW launched its fuel-saving Efficient Dynamics programme. Unlike the smaller-engined models, the six-cylinder versions, including the 330d, don't get the stop-start technology that cuts the engine when the car's stopped at traffic lights, but the 330d does get low rolling-resistance tyres and a host of other measures that each shave a little off the fuel usage and CO2 emissions.

Which means that, despite power increasing by 14bhp to 242 - knocking more than half a second off the previous 0-62mph time - average fuel consumption actually improves from 46.3 to 49.6mpg, while CO2 emissions are down 8g/km to 152.

But it's the performance that continues to impress. And the noise. If someone had said a decade ago that a diesel would one day make a noise like this, they'd have been off to the funny farm faster than you can say clatter. There's no way of telling this is a diesel, outside of the little d on the badge, and the need to not destroy the engine by filling it with petrol. It's obscenely fast in a straight line, and, like all BMWs, handles better than anything in its segment. BMW has sensibly steered well clear of playing with its winning chassis and steering formula, though that does mean the 3 Series is short of the Mercedes C-class in terms of ride quality, especially through urban bumps and pot holes.

Should I give it garage space?

Undoubtedly. If you're in the market for a £30,000 saloon, there's nothing to touch the 330d and it's right up there in the race for that much-vaunted title of best car in the real world. There's nothing else out there that can offer the blend of performance - 6.1 seconds to 62mph - and low running costs. Drive like a hooligan and it's not far off sports-car performance and handling; treat it gently and well over 50mpg is easy.

Otherwise, the facelift is par for the course as mid-life facelifts go. Look for it and you?ll spot the new car compared to the outgoing version, but the uninitiated won't notice, or probably care. But that won't stop it selling by the bucketload. The UK nabs 11% of all 3 Series sales, behind only Germany and America, and BMW shifts a higher percentage of the more expensive and power six-cylinder variants than Mercedes or Audi manages.

Although the 3 Series is older than its A4 or C-class rivals launched in the last 12 month, it still leaves both rivals trailing in dynamic terms. And it'll cost a lot less to run. Over 30,000 miles, you'll put £500 less fuel in the Beemer than you would a 3.0-litre diesel Audi. A quality piece of kit has just got even better.

Rating

5 stars

Specification

Model: BMW 330d SE saloon
Price: £30,930
Engine: 2993cc 6cy diesel
Power: 245bhp @ 4000rpm
Torque: 295lb ft @ 1750-3000rpm
Performance: 0-62mph in 6.1 seconds, 155mph top speed
Fuel economy: 49.6mpg (combined)
CO2 emissions: 152g/km
On sale: 20 September 2008

Infiniti FX

What is it?

Infiniti is the upmarket division of Nissan, due for launch in the middle of next year, but a brand that has existed, mostly for the benefit of the US market, since the late 1980s. Many of its products are US oriented as a result, and the four-strong range of saloon, coupe and two SUVs that it is directing Europe's way underline this, although there's no doubt that they have some appeal here.

The FX is the flagship Infiniti, a full-size, sporty and pretty distinctive SUV that lines up against the Porsche Cayenne, Range Rover Sport and BMW X5. It's propelled by either a 320bhp 3.7 litre V6, or a 390bhp 5.0 litre V8, it has a seven-speed automatic transmission with paddle shifts, full-time four wheel drive, a sporty suspension set up and in the case of the V8 FX50S, four-wheel steering. The emphasis on a high-quality finish is evident the moment you open a door, from the finely crafted detailing of the curvaceous dashboard to the unusual, quilted leather of the seats. Equipment levels are generous, and include powered front seats, a glass sunroof, an electrically adjustable steering column, bi-xenon active headlights, leather trim and dual-zone climate control, while the top-of-the-range FX50S gets DVD navigation, radar cruise control, a Bose sound system and an Around View monitor whose cameras provide a 360deg view around the car. It's a stylish car, this FX, with a particularly fine interior, but the timing for the launch of this new brand could hardly be worse for a line-up headed by this big four-wheel drive besides featuring a smaller SUV (the EX) a performance saloon (the G37) and a coupe. And there's not a diesel engine among them. Which is why Infiniti is expecting to sell relatively modest numbers across Europe.

Does it do the job?

Both FX37 and FX50 muster ample performance, aided by that seven-speed transmission and all-wheel drive to get the power to the road. Though it's noticeably quicker if you use full acceleration, the V6 version will be brisk enough for most, and less thirsty too of course. And while both FXs handle with greater considerably more alacrity than you might expect of big vehicles like these, the smaller-engined version has the edge, despite the absence of the V8's rear-wheel steering. In fact, apart from its boldly confident styling and exceptionally well-finished interior, the most impressive feature of the FX is its dynamic behaviour on the road. It's not long before you discover an agility that seems unlikely for a car so large, and eager performance to go with it. Limited body roll, terrific composure through bends and quick, highly accurate steering make this a great machine for hustling through twists, despite the fact that its oncoming bulk must look slightly alarming to drivers coming the other way. The V8 version is much the same, except that the extra heft of the bigger engine makes it slightly less willing to change direction, despite the presence of four-wheel steering. But like the BMW X5 and Porsche Cayenne, both versions of this big SUV seem to bend the rules of physics. The FX's athleticism is further boosted by a responsive transmission who's downshift throttle blips in sport mode could have you thinking you're in a sports car, except that you're sitting a good three feet higher.

And in considerable luxury. The richly upholstred seats, the quality textures of the dashboard, the classy finish of the controls and their logical layout all do much to make sitting in this SUV a pleasure, as does the tasteful trim. The FX is very civilised too, although its ride quality is not the best, and the FX50S, which gets adjustable dampers, is actually better controlled and more relaxing in the sport mode, the stiffened dampers checking this big body's movements more effectively. As you'd hope of this relatively vast machine, there is plenty of room front and back, and a pretty decent, if somewhat shallow boot. Dropping the backrests extends it, although they do not fold flat and the rear seat cushions do not lift up to form a protective bulkhead behind the front seats either. That said, it's hard to imagine this luxurious interior being used for a trip to the tip.

Does it do the job?

Both FX37 and FX50 muster ample performance, aided by that seven-speed transmission and all-wheel drive to get the power to the road. Though it's noticeably quicker if you use full acceleration, the V6 version will be brisk enough for most, and less thirsty too of course. And while both FXs handle with greater considerably more alacrity than you might expect of big vehicles like these, the smaller-engined version has the edge, despite the absence of the V8's rear-wheel steering. In fact, apart from its boldly confident styling and exceptionally well-finished interior, the most impressive feature of the FX is its dynamic behaviour on the road. It's not long before you discover an agility that seems unlikely for a car so large, and eager performance to go with it. Limited body roll, terrific composure through bends and quick, highly accurate steering make this a great machine for hustling through twists, despite the fact that its oncoming bulk must look slightly alarming to drivers coming the other way. The V8 version is much the same, except that the extra heft of the bigger engine makes it slightly less willing to change direction, despite the presence of four-wheel steering. But like the BMW X5 and Porsche Cayenne, both versions of this big SUV seem to bend the rules of physics. The FX's athleticism is further boosted by a responsive transmission who's downshift throttle blips in sport mode could have you thinking you're in a sports car, except that you're sitting a good three feet higher.

And in considerable luxury. The richly upholstred seats, the quality textures of the dashboard, the classy finish of the controls and their logical layout all do much to make sitting in this SUV a pleasure, as does the tasteful trim. The FX is very civilised too, although its ride quality is not the best, and the FX50S, which gets adjustable dampers, is actually better controlled and more relaxing in the sport mode, the stiffened dampers checking this big body's movements more effectively. As you'd hope of this relatively vast machine, there is plenty of room front and back, and a pretty decent, if somewhat shallow boot. Dropping the backrests extends it, although they do not fold flat and the rear seat cushions do not lift up to form a protective bulkhead behind the front seats either. That said, it's hard to imagine this luxurious interior being used for a trip to the tip.

Should I give it garage space?

It is the FX's unfortunate fate, and Infiniti's too, to have been launched at the wrong moment in Europe. The fast-shrinking pool of new car buyers are mostly down-sizing, and few will be considering big, thirsty petrol V6s and V8s. Yet the FX fulfils its brief well, and makes a worthy flagship for this prestige brand. The Porshce Cayenne and BMW X5 may just have the edge when it comes to handling, but in V6 form particularly this SUV is a surprisingly capable entertainer, and it underwrites this with excellent qualities in most areas bar ride quality, which is average, and inevitably, fuel consumption. But on the plus side, petrol prices are falling. Still, don't expect to encounter an FX too often after it goes on sale next year.

Rating

4 stars

Specification

Model: Infiniti FX37S
Price: £54,160
Engine: 3696 V6 petrol
Power: 320bhp at 7000rpm
Torque: 266lb ft at 5200rpm
Performance: 0-62mph in 6.8seconds, 146mph top speed
Fuel economy: 23.5mpg (combined)
CO2 emissions: 284g/km
On sale: mid-2009

Porsche Cayman S

What is it?

More than ever the Cayman S is now a serous threat to its 911 relatives. The previous Cayman S always felt like it was being reined in by Porsche to prevent it taking sales from its key model. With the new Cayman S Porsche has changed that, the 3.4-litre engine delivering more forceful performance thanks to the addition of 25bhp. That's enough to push the Cayman S above the 300bhp bracket to 320bhp, allowing it in its ultimate PDK (twin-clutch, automatic) and Sport Chrono-equipped guise to sprint to 62mph in just 4.9 seconds.

Even without that trick, optional performance-enhancing gearbox and the launch control it brings combined with the Sport Chrono pack the Cayman S is a seriously fast car with a 5.2 second 0-62mph time and 172mph capability. As ever the Cayman S has an understudy in the form of the smaller engined non-S model, changes to it raising its capacity from 2.7-litres to 2.9-litres and swelling its power output by 20bhp.

Key changes to both models include the availability of a limited-slip differential, this allowing the Cayman to fully exploit its additional pace and add significantly to its already impressive dynamic ability. Indeed, such is the change that the new limited-slip differential specified Cayman S seriously challenges Porsche's own 911 models for dynamic ability.

Does it do the job?

That we're even mentioning the Cayman S as a threat to the 911 seriously underlines that it does the job. Since the Cayman S and its lower output Cayman relative were first launched many have called for Porsche to up its power to take advantage of its brilliant dynamic ability. Much of that is thanks to the Cayman's mid-engine positioning, it employing a recognised and proven engine position compared to the 911's unusual rear-engined layout. That might mean that the Cayman cannot offer the cabin space of the 911, but that's a small price to pay for its tremendous dynamic ability.

Porsche has tweaked the steering and suspension of its new Cayman range and it's done a phenomenal job. The steering is super quick and offers measured weighting and the sort of feel that few rivals can match. The clarity of the information coming through the Cayman's chunky steering wheel allows you to place it with real confidence, the rear faithfully following your input at the wheel. Beautifully balanced, the rear can be provoked into oversteer if you want it, the Cayman S easily caught and enjoyed at and above its limits of grip.

The 3.4-litre engine of the S offers real linearity in its delivery with it pulling with real vigour from low revs to its 7,500rpm. It's a great sounding engine, which despite the addition of direct injection hasn't lost its voice like the 911. It sounds great but what's really surprising is it feels 911 quick and even more flexible than its relative. That sensation is increased thanks to the Cayman S's ability to carry its speed confidently through the bends where you might be a bit more circumspect with a 911. Changing gears is either a robotised dual-clutch PDK 7-speed transmission with its hopelessly clumsy wheel-mounted buttons or a conventional six-speed manual. The PDK is unquestionably a hugely efficient means of changing gears - both in speed and economy - but using it robs you of real interaction with the car. Choose the six-speed manual and spend the near £2,000 the PDK commands on something else.

Something like the new limited-slip differential. Of all the options Porsche offers on the new Cayman the limited-slip differential is key. It brings a new level of dynamic ability to the car, ensuring the S will embarrass a good few 911 and supercar drivers at track days. The brakes, whether the super-expensive optional ceramic discs or the standard steel ones offer Porsche's typically sensational retardation.

For the ultimate in ride and handling tick the option box for PASM - Porsche Active Suspension Management. It enables the Cayman to deliver remarkable ride comfort despite its focus. The body control is sensational with a PASM-equipped car with roll-free cornering and remarkable composure and control almost regardless of the severity and contours of the tarmac passing beneath its wheels.

Should I give it garage space?

Absolutely, though you'll rarely feel inclined to park it up. The Cayman S is a remarkable sports car. It eclipses its obvious rivals for poise and precision and is so close to its 911 relative to make the Carrera look pointless unless you really need the additional space its interior offers. That's not to say the Cayman is a hugely impractical sports car, it's not. It offers two luggage areas, a large storage compartment up front and plenty of luggage space under its rear hatch. If that's still not enough then the platform above the engine in the two-seater cabin can be used as additional storage space.

Porsche's adoption of direct injection on the 3.4-litre flat-six engine hasn't just liberated more power it's also improved the economy. A PDK equipped Cayman S is able to deliver just over 30mpg on the official combined cycle and CO2 emissions on all is under 225g/km. Given the performance on offer that's a remarkable achievement.

With the Cayman S's list price a shade over £44,000 it's something of a performance bargain - even if you can't resist dipping into the options list. For those not so concerned about ultimate pace the regular Cayman will save you around £8,000 - and it's barely slower, either. Some will lament your decision as opting for a poor relation to the 911, but you'll silence any doubters if you take them for a drive.

Rating

5 stars

The Cayman S has always been teetering on the edge of brilliance and the changes Porsche has made to the new car ensures it delivers enormous thrills as a driver's car. The previous car always felt like it could deliver so much more and the new car addresses this. To the point where the S is more than a measure for all but the most extreme models in Porsche's 911 line up. That's perhaps a canny decision in these more cost conscious times, the Cayman S certainly no poor relative to its iconic 911 relative. Indeed, whisper it, the Cayman S is perhaps the best sports car Porsche produces.

Specification

Model: Porsche Cayman S
Price: £44,108
Engine: 3436cc flat-six petrol
Power: 320bhp at 7200rpm
Torque: 273lb ft at 4750rpm
Performance: 0-62mph 5.2 seconds, 172mph
Fuel economy: 29.4mpg (combined)
CO2 emissions: 223g/km
On sale: February

Seat Ibiza Ecomotive

What is it?

Seat is keen to emphasis its commitment to the environment, in particular its triumph in the World Touring Car Championships in 2008 with the Leon TDI - the first diesel car to win the Championship, securing both the constructors and divers titles. But the model in the spotlight today is a low emission version of the new Ibiza. This is the third model in Seat's Ecomotive low-emission range, joining the Leon and Alhambra models. Both the Leon and Alhambra already boast the lowest CO2 emissions in their respective classes and the Ibiza Ecomotive will be no exception with just 98g/km CO2, putting it on a par with Ford's Fiesta Econetic due early next year.

The Ibiza Ecomotive is based on the 80 hp Ibiza 1.4 TDI equipped with a DPF (diesel particulate filter). In standard form, this engine has already been highly acclaimed for its decent fuel economy and emissions at 114g/km.

The 16g/km CO2 savings have come from several aspects of the Ecomotive's design including streamlining, engine improvements, weight reduction and raised tyre pressures. Other than minor engine improvements, Seat hasn't altered any of the mechanical aspects of the Ibiza Ecomotive compared to the standard car. Gear ratios have been kept the same and the car maker hasn't opted for low rolling resistance tyres, suggesting that the Ecomotive could ultimately achieve even lower emissions than it already boasts. Seat says its reason for limiting the Ibiza to its 98g/km CO2 figure is that this is the optimum level of emissions achievable without affecting the car's dynamics and driving feel.

UK prices for the Ibiza Ecomotive are yet to be announced, but it will be available in five-door as well as SC (sports coupe) body types. The five-door's premium over the SC is expected to be the same as the standard car - around £700 - when it goes on sale in March 2009.

Does it do the job?

Probably the most appealing aspect of the Ibiza Ecomotive is the fact that despite being lower on emissions, Seat isn't offering it as a base-spec car. Other than the small aesthetic differences which include a closed radiator grille, 14mm front spoiler, rear spoiler and 14-inch steel wheels, the Ibiza Ecomotive can be ordered fully equipped and in a five-door version without harming the car's CO2 emissions. The only options which aren't on the list are those that will give the car too much added weight or aerodynamic drag such as the panoramic sunroof, alloy wheels and sports suspension. So immediately the Ibiza Ecomotive feels and looks like an attractive option, as there's little sacrifice to be made for such low emissions.

The car's streamlining has also given the Ibiza a slight improvement in performance. The 1.4 TDI isn't exactly brisk, but it does reach 62mph 0.2 seconds faster than the standard car and once you've got there it does make a pleasantly capable and quiet motorway companion. The Ecomotive feels just as competant to drive as the standard Ibiza and, the experience is a relatively effortless one, largely thanks to the decision to keep the gear ratios standard.

As expected, it also comes with excellent fuel economy and a predicted range of over 750 miles from its tiny 45-litre tank. That gives it an official consumption figure of 76.3mpg. During our test drive our car was fitted with a data reader to give an exact fuel consumption figure over a 120-mile route. The route provided a range of urban and motorway driving to test the Ibiza's consumption through varied roads. Driving normally and without trying to implement any economy driving techniques we completed the route in 2 hours and 6 minutes and with an impressive real world consumption figure of 65.3mpg, meaning that an average consumption of over 60mpg is achievable in the Ibiza and, with more careful driving, the Ibiza Ecomotive promises figures close to its 76mpg projected consumption.

Should I give it garage space?

We already liked the standard Ibiza for its looks and interior style and the Ecomotive is no different. The visual alterations have been mostly subtle but even the more quirky ones seem to suit the car rather well - the black contrast rear spoiler and retro 14-inch steel wheels. The Ecomotive makes sense in a financially and economically challenging environment, and is made even more appealing with the more spacious option of a five-door model. Exempt from road tax, the Ibiza Ecomotive offers affordable ownership, and it is likely to undercut the price of both its closest rivals, the Ford Fiesta Econetic and Polo Bluemotion. The Ibiza Ecomotive is by no means the most dynamic car in its class, but for pleasant, effortless driving it gets the thumbs up.

Rating

4 stars

Specification

Model: Seat Ibiza Ecomotive
Price: TBA
Engine: 1198cc 3 cyl, diesel
Power: 69bhp at 5400rpm
Torque: 83lb ft at 3000rpm
Performance: 0-62mph - 12 seconds, Top Speed - unknown
Fuel economy: 76.3mpg
CO2 emissions: 98g/km
On sale: March 2009

Mitsubishi i-MiEVMitsubishi i-MiEV

What is it?

The future apparently, and really we're not about to argue. The Mitsubishi i-MiEV is a battery-powered version of Mitsubishi's narrow-but-tall city i car. Its small internal combustion engine has been replaced with some batteries and an electric motor. Crucially, it's a production car rather than merely an experiment or limited-run programme. Mitsubishi is planning on bringing around 200 i-MiEVs to the UK next year and interest is such that a few dealers have firm orders from early-adopting customers wanting a proper electric production car. Initially, production in Japan will be slow, but Mitsubishi is promising it will ramp up massively, which will not only increase availability but should also reduce costs.

Does it do the job?

The i-MiEV is a city car, so its maximum potential range of 80-100 miles should be more than enough for most users - those miles costing around 45p in electricity. It looks like a normal car, and aside from an obvious lack of noise it drives like an ordinary car too. There's one gear, selected via a traditional Drive, Park and Neutral automatic transmission selector. On the i-MiEV there are two more modes though, an Eco selector which reduces power from 47kw to 18kw for trickling through town traffic, and B which increases the regenerative braking effect when driving the i-MiEV in hillier areas.

The acceleration is brisk - faster than the petrol i - Mitsubishi's engineers managing to limit the torque output from standstill to prevent it from taking off too sharply. That makes it the perfect town companion, and when it's moving it takes very little extra input on the accelerator to increase the i-MiEV's pace. Its natural habitat might be the town, but it's actually rather effective out of the city limits too, its performance respectable enough to allow country road overtakes with little fear. Naturally, driving it briskly does rather hammer the battery life, but the reality around town is that the i-MiEV is every bit as competent and user-friendly as conventionally-powered superminis and city cars. Actually, it's better, as there's less noise, no tailpipe emissions and its performance and easy two-pedal layout makes driving it a cinch.

Like its regular i car relative all-round visibility impresses, while its dimensions make it a very easy to manoeuvre into spaces where fat superminis wouldn't dare. There's space inside for four adults, so long as they're not prop-forwards for the local rugby team - the i rather narrow for the wider-shouldered among us.

Like all electric cars charging is an issue. It can be fuelled from a standard three-pin domestic outlet. Do so and a full top-up of those batteries will take around 7 hours - so plug it in before you go to bed. Quick charges are possible via a specific charging station - a sort of Coke vending machine-sized outlet that's able to give the i-MiEV an 80% charge in just 20 mins. There are a few on the streets, however they're only in Japan presently which isn't too handy for UK users. Drive it to work in the morning and chuck an extension cable out of the office window and top it up for your journey home if you need to.

Should I give it garage space?

Although Mitsubishi is claiming that the i-MiEV will be available to you in dealerships the reality is that the first batch of cars will be snapped up by companies and wealthy early adopters. Why? It's not going to be cheap, particularly with the volatile currency markets at the moment making it pricey to import. So don't expect to be able to go to your Mitsubishi dealer and get one easily as you'll need a fairly large pile of cash. Think leasing then. Rates have yet to be fixed but expect a number of around £750 a month. Forget the costs for now though, all new technology is expensive and prices will inevitably tumble as production increases and technological and infrastructural hurdles are overcome.

The i-MiEV demonstrates that production electrically powered cars is no longer the stuff of dreams, and while there remain charging and range issues neither is insurmountable with a bit of planning. You don't have to change your driving style, but with a big rev-counter-style display in front of you highlighting whether you're losing or gaining electricity it's impossible to resist trying to maximise your miles from the powertrain. So yes, we'd have one in the garage for our daily commute, alongside something bigger and conventionally powered for longer journeys.

Rating

4 stars

The biggest compliment that can be levelled at the Mitsubishi i-MiEV is that it's a great little city car in its own right rather than just an impressive electric vehicle. Sure, it's not cheap and while costs will drop it'll remain an expensive environmental conscious-salving machine for those who can afford it. However, they'll not be making huge sacrifices to do so.

Its range and performance is realistic for its intended use, and with a bit of planning charging shouldn't be an issue either. It drives just like a conventional car, which is crucial if electric cars are going to succeed and it also looks normal (as much as the i car can be described as normal). Add too that it's fully crash tested and comes from an established car firm and hence can be serviced by any Mitsubishi dealer and it's clear that Mitsubishi has just significantly raised the bar among its few battery-powered rivals.

Specification

Model: Mitsubishi i-MiEV
Price: see text
Engine: Permanent magnet synchronous
Power: 63bhp
Torque: 133lbft
Performance: 0-62mph 13 seconds, 87mph
Fuel economy: n/a
CO2 emissions: 0g/km tailpipe
On sale: 2009

Lotus Eco Elise

What is it?

There are solar panels in its roof. Body panels made from a substance that you might have a good time smoking. And though it has been built for fuel economy and low emissions, this Lotus is even quicker than standard. The Eco Elise is an experiment intended to improve the green credentials of a car in its entirety. Lotus's modifications have concentrated not so much on the Elise's drivetrain but more on its method of construction, the carbon miles involved in its build and the chemicals used in its paintwork. It's also lighter than the standard Elise, and has an intelligent gearshift indicator - it's the only alteration to the car's drivetrain - to encourage you to use the most economical, low emission gear.

It's not the prettiest looking Lotus, this Elise, but it's certainly intriguing when you get up close, because sections of its bodywork appear to have been made from carpet underlay that's been frozen in clear, moulded resin. That's because these panels have been made from plant material and more specifically hemp, which besides being used to make rope and indeed, cannabis, has been substituted here for the glassfibre mat usually used in glass reinforced plastic. The roof, sections of the front panel and the boot spoiler are all hemp and resin, part of each panel having been left unpainted to reveal its intriguing but rather unsexy-looking construction. This particular hemp is grown on farms local to Lotus in the district of Norfolk, which means that less energy is expended transporting it to the company's Hethel factory. Little energy is required to grow it, too, and Lotus plans to substitute the polyester resin currently used for an organic version, further reducing the carbon impact of making these panels.

The panels are strong too - Lotus boss Mike Kimberley was recently to be seen banging a hemp panel on his desk to check its robustness, although the company has carried out more scientific trials, not least on the seats, whose hemp reinforced resin structure have been subjected to Type Approval strength tests and passed with ease. The result is that Lotus is seriously considering hemp as a material for composite bodywork, and it has other car companies interested too.

The Eco Elise's roof is a slightly busy looking piece of bodywork too, a pair of solar panels smoothly integrated into its surface. This Elise is also adorned with a list of its green credentials, which are also very evident inside, where you'll find sisal floor mats and upholstery made from a fabric that looks about as cuddly as an army-issue blanket. The painted sections of the car have been sprayed using water-based paint that's not only solvent-free but also uses less energy during its application - though Lotus is hardly first with this process. Besides their hemp-reinforced plastic carcasses, the seats score more green points for their upholstery, which is made from biodegradable wool that is undyed. Instead, the colour - a not entirely appealing beige - is achieved through the selection of wool colours to make the yarn. It's also used for the door trims and the steering wheel boss.

Does it do the job?

Despite being one of the lightest new cars you can buy, this Elise has been on a diet, too. The biggest saving comes from the special forged lightweight alloy wheels, which save 15.8kg, while a re-engineered Alpine stereo shaves off another 1.5kg, although it has to be said that this is far from the easiest stereo to use. The plant-based seats also make a contribution to the weight reduction of 32kg, no small achievement when the standard car weighs only 860kg. Less weight heightens the scope for speed of course, further torturing your conscience as you try to resist stretching the this rev-happy engine while facing a green light suggesting that you should be doing the opposite. It's very small, this green circle of light, but it's piercingly effective at reminding you to change up.

Follow its instructions and you'll find yourself selecting higher gears much earlier than you'd expect but equally, you'll discover that the 134bhp 1.8 litre Toyota engine of this Elise S is perfectly capable of pulling the car at low revs. It seems an odd way to proceed in a Lotus, but it's certainly effective - on a long run, featuring city, motorway and country roads, this Eco Elise returned 42.7mpg, which is a substantial improvement on its official combined 34.0 consumption and mighty impressive for a car that can sprint to 62mph in 6.1sec. It underlines the fact that in these credit-crunched times the Elise makes an excellent case for itself as an eco-performance car even in standard form, because its lightweight construction allows it to combine the performance of a sports car with economy of a supermini.

Should I give it garage space?

If you're considering a new Elise, there's plenty on this car that you'd want to include, even if most would prefer their hemp bodywork painted, and the seats finished more elegantly. But the point of this one-off car is to show the technology, and the good news is that most if not all of these greener solutions are feasible in small scale mass production. Lotus's aim is to explore low carbon technologies for every aspect of the car, and besides considering some of them for its own models, other manufacturers are showing serious interest too. It's hardly a major breakthrough, the Eco Elise, but it underlines the point that building an eco-car should involve a lot more than fitting low rolling resistance tyres, raising the transmission's gearing and sticking an 'eco' badge on the rear.

Audi A3 Cabriolet

What is it?

Car manufacturers might have been falling over themselves in recent years to produce ever more elegant and complex folding hard-tops for their convertibles, but Audi isn't following the crowd.

Like BMW's forthcoming 1-Series drop-top, the new Cabriolet version of the A3 is sticking to the tried-and-tested traditional fabric roof. Why? Partly it's for better packaging, partly due to pricing, but it's mainly to do with the fact that Audi doesn't think it's necessary. Modern cloth roofs are better insulated and soundproofed than before and Audi reckons that the days of slashed roofs patched together with duck tape are long gone.

Certainly it doesn't harm the A3's chances in the showroom that its BMW arch rival has exactly the same format, but whether it's enough to tempt buyers away from the comfort and security of a slightly cheaper and hard-topped Volkswagen Eos is another matter. Even so, with a roof that can be raised or lowered in just 9 seconds as you drive up to 19mph, the A3 is an impressive, if pricey, package.

Prices start from £20,740 for the 1.9TDI and your pockets will need to be around £4000 deeper than for an equivalent three-door A3 hatchback. If you want a fully automatic roof though, you'll have to shell out another £1850 for the Sport trim. Even so, Audi expects the Cabriolet to account for about a sixth of the 30,000-odd A3 sales in the UK each year. Not bad for a country where it typically rains one day in every three.

Does it do the job?

Although the A3 Cabriolet is available with a choice of four engines - two petrol, two turbo-diesel - unsurprisingly it's the latter pair that will account for around two-thirds of sales and the 138bhp 2.0-litre TDI taking a staggering 47 per cent of the overall.

With a 0 to 60mph time of 9.7 seconds and a 127mph top speed, the 2.0TDI is swift enough but, opt for Audi's semi-automatic S tronic system and, like the other models in the range, it's actually marginally faster. In fact, this engine and gearbox combination is very well-matched, as you use the steering wheel paddles to flick up and down the gears and it's surprisingly chuckable. Ok, so there's some body flex on more uneven roads, but it's not as bad as some more mainstream rivals and the A3 still handles well enough to put a smile on your face even if it's not as sharp as its hatchback brother. All that while still returning an average 53.3mpg.

By comparison, the two petrol units can obviously offer a sharper response to the throttle pedal and more performance (the 197bhp 2.0-litre gets from 0 to 60mph in 8 seconds with the S tronic gearbox), but neither seem as well matched to the car's personality as the diesels. Although we've yet to drive it, one thing's for sure, that the 1.9TDI with just 103bhp and a leisurely 12.3 second 0 to 60mph time is going to be strictly for those on a tight budget or without any pressing appointments.

It's not just the A3 Cabriolet's on-road performance that raises eyebrows though, the packaging does too. Ok, so anyone beyond their teenage years won't want to be accommodated in the back seats for long (and the hard front seat back mouldings don't help), but there's a reasonably-sized 260-litre boot. The opening may be narrow, but it's deep and can be expanded to 674 litres of luggage space with the rear seats folded down. Practicality might not be high up the list of Cabriolet buyer's priorities, but it's a god-send compared to those rivals with folding hard-tops.

Should I give it garage space?

There's no doubt that with the virtually simultaneous arrival of the A3 and 1-Series drop-tops that the market segment will expand to accommodate both of their respective likely successes.

Sitting between the more refined and pricier A4 Cabriolet and the sportier and more purposeful TT Roadster however, the A3 can either be seen as the perfect halfway house between the two or an awkward in-between model that's neither overly sporty or elegant. Certainly the A3 can't match the more complete styling of the other Audi soft-tops in the showroom and from some angles, particularly with the roof up, can be downright ugly.

Rating

4 stars

Strictly speaking, there's nothing really wrong with the A3 Cabriolet. It drives well, handles well and is surprisingly practical, but it won't stir your emotions in the same way that a TT Roadster will. We doubt any owners will be twitching their curtains to get a last look at it before they go to bed each night. There's also the matter of that price tag too, which could see you parting with the best part of 25 grand before you've even looked at the options list. Then again, nobody said that getting a sun tan this summer was going to be cheap...

Specification

Model: Audi A3 Cabriolet 2.0TDI
Price: £22,750 (A3 Cabriolet range - £20,740-£25,500)
Engine: 1968cc, 4cyl, turbo-diesel
Power:138p @ 4200rpm (140PS)
Torque: 236lb ft @ 1750rpm (320Nm)
Performance: 0-62mph in 9.7 seconds, 127mph top speed
Fuel economy: 53.3mpg (combined)
Co2 emissions: 139g/km
On sale: May

Kia Pro Cee'd

What is it?

According to Kia, this is their 'first aspirational car'. But, in simpler terms, the oddly named pro_cee'd (yes, that's its official title) is the three-door version of the five-door cee'd hatchback that was launched just under a year ago.

However, rather than just filling in a couple of doors to create the new model, Kia has decided to follow the path already trodden by Vauxhall with the standard and Sport Hatch versions of the Astra. So, the new three-door Kia has a thoroughly distinct look to go with the new name, and the only common body parts between three- and five-door versions are the bonnet and front wings.

Perhaps more importantly, the pro_cee'd is also a little longer and lower than the five-door model, which makes it a little sleeker and, dare we say it, sporty. In fact, this could just be the first Kia you actually want. In the past, people bought Kias because they were sensible and practical, but that all changes with the pro_cee'd. Now, you can buy a Kia for its looks.

At the same time as giving the new car a separate identity, Kia hasn't followed other manufacturers and made its three-door a budget-conscious lesser brother to the five-door. Instead, the pro_cee'd costs the same as the equivalent five-door cee'd, compensating for the loss of the two doors by the addition of retuned suspension, more sporty looks and some extra equipment. The pro_ceed, for example, gets a unique design of alloy wheels and a smarter look thanks to black bezel lamps, body-colour door handles and metallic trim on the door inlays and centre console.

What's more, in view of the pro_cee'd's position as a more sporty, desirable car, there will be no equivalent to the entry-level S trim that's available on the cee'd. Instead, the pro_ceed's trims run through 2, 3 and Sport, the first two roughly matching the GS and LS trims on the five-door.

For all that, though, the pro_cee'd remains true to its Kia badge: it is still an eminently sensible buy. Despite the more coupe-like profile, there's still plenty of room inside, the prices (starting from less than £12,000) represent good value for money and - perhaps most importantly - the car comes with an astonishing seven-year warranty.

Even the model range is sensible. You won't find any out-and-hot hatches here; instead, at launch, there will be just three engines available: a 124bhp 1.6-litre petrol, plus a 1.6 diesel (in two states of tune, with 89 or 113bhp) and a 138bhp 2.0-litre diesel, with prices running from £12,295 to £15,495. And, while the range will grown, the next engine to arrive will be an entry-level 1.4-litre petrol model. It reaches showrooms later this year, bringing the starting price of the range to just £11,795.

Does it do the job?

If the job you want the pro_cee'd to do is to sit on your drive and say that you're the owner of a very smart little hatchback, then, yes, it does the job. Indeed, we're sure passers-by will be more than a little surprised to discover that a car this good looking wears a Kia badge. There's nothing ostentatious about it, just honest good looks that could easily pass for something from any mainstream manufacturer you care to mention. Vauxhall and Honda perhaps spring to mind, but that's no bad thing, and neither is Kia's decision to design their new car in Europe. The cee'd is sold only in Europe, and this new pro_cee'd sits very happily on any European street.

Then, once you turn the key and head off down that same street, you won't have much to complain about. For a start, as with the outside, so with the inside, there's nothing showy here, just good sense and sound ergonomics.

The dash and centre console are brightened up with silver detailing, but they still do all the important things right. There are big buttons to control the stereo and (standard) air-conditioning, for example, an iPod socket and no shortage of space for the passengers in the front seats. Despite the reduced headroom compared with the five-door, you'd have to be well over six feet tall to start brushing the roof or need to push the seat right back on its rails.

Even in the back, where the lower roofline is most obvious, there's still plenty of space. True, six-footers do brush the roof, but there's plenty of legroom and this is a genuine four-seater that will take five at a pinch - all very impressive for a supposedly sporty three-door hatchback. The 340-litre boot, too, is a decent size and shape, as well as being bigger than the Astra Sport Hatch's. In fact, just about the only complaints are that the rear lights intrude slightly into the boot opening, and the 60/40 split rear seat backs don't sit flat when you fold them down.

On the road, too, there's something very attractive about the way the pro_cee'd goes about its business, and the car is at its best with the 113bhp 1.6 CRDi engine. It's not the fastest of the models - that honour goes to the larger 2.0-litre diesel - but its combination of performance, refinement, flexibility and economy mark it out as the pick of the range.

With peak torque coming at less than 2000rpm, it makes for a very easy drive, always ready to pull you along with no hesitation. It's so good that the official 0-62mph time of 11.4 seconds seems an almost conservative estimate. Out in the real world, it feels appreciably quicker than the bald figures suggest. Besides, we think the 1.6's slight lack of pace over the 2.0-litre is more than compensated for by the better fuel economy: the best part of 10mpg better, at more than 60mpg.

The facts that the smaller engine is also the more refined of the pair and much cheaper to buy (especially as the 2.0-litre comes only with the most expensive Sport trim) just secure its position as the better buy.

In keeping with the pro_ceed's more sporty brief, the suspension has been retuned with a view to providing a more sporty drive, but that does produce one of the car's few weak points, its ride. There's no getting away from it, the ride is firm, verging on the uncomfortable, especially on the 3 and Sport models, which have the Sport pack with larger alloy wheels.

On the other hand, that stiff suspension does at least give the car decent handling: it sits solidly on the road, there's plenty of grip in sweeping high-speed corners and you can enjoy chucking the car around in complete safety. The only trouble comes when the road stops being flat and stops being straight at the same time. Hit some big bumps in a corner and the car (and its driver, for that matter) can start to feel really rather nervous as it bounces around.

The steering doesn't help matters, either. There's a fair bit of play at the straight-ahead and, once you start to turn the wheel, the initial action is quite sharp. In tighter bends, it's not too bad, but on the more gentle turns on a motorway, for example, it can be rather more disconcerting. However, few people will find this a real problem, and instead they will just be happy that the light steering means that getting around town and in out of parking spaces is simplicity itself.

Perhaps the only major complain in the urban jungle is that the driver's vision can be rather limited. The angle and width of the windscreen pillars can occasionally be annoying, but more of a problem are the thick rear pillars and slim rear window, which combine to make the view to the rear and over the shoulder rather limited. Still, to the front and sides, there are no problems and the large side mirrors make up for the restricted over-the-shoulder view.

In other words, the way the pro_cee'd drives is typical of the car. It does a thoroughly decent job, and there's nothing downright bad about it. Most people won't find anything to complain about, and it's only in the finer details that it comes up short. Overall, there's no doubt that it doesn't quite have the ultimate quality and finesse on the road of rivals such as the Vauxhall Astra or Ford Focus. However, when you take into account the extra value it provides - even the cheapest Astra Sport Hatch costs more than £14,000 - you may well conclude that getting something like 90 per cent of the car for 80 per cent of the cash is a compromise you're prepared to make.

Should I give it garage space?

What with its smart looks, generous space and reasonable drive, the pro_cee'd has so much going for it that, rather than give it garage space, you'll park it out on the street, just so that other people can see it. For the first time, this is a Kia that you'll want to be seen in, a car that you could buy for its looks alone.

Above all, though, despite the brave new world Kia is entering, it hasn't forgotten why its cars appealed to buyers in the past, and the pro_cee'd is every bit as sensible a car as previous Kias. For a start, it's excellent value for money and a thoroughly sensible choice, with low running costs and excellent practicality for a three-door hatch. But, to really clinch the deal, just look at that seven-year warranty. This is a car that its maker has total confidence in, and so can you.

Rating

4 stars

The pro_cee'd is a fine example of just how far Kia has progressed as a car manufacturer. If you were to cover up the badges, put someone into this car and ask them to tell you who made it, they'd never suggest Kia in a month of Sundays. Honda, perhaps; some other Japanese maker, maybe; but a Korean company? No, and especially not one that used to make a living flogging cars as poor as the inappropriately named Pride.

The pro_cee'd is a genuinely good car. And, that's not good by Kia - or Korean - standards; this is good, full stop. With smart looks on top of decent practicality, fine build quality and Europe's only seven-year warranty on a three-door car, it scores high marks right across the board.

It would be even better if the ride was more forgiving and the steering felt less artificial, but these are only minor niggles on an otherwise excellent car. If this is a sign of what is to come from Kia - and the company says it is - the mainstream European and Japanese manufacturers should be very worried.

Specification

Model: Kia pro_cee'd 2 1.6 CRDi
On sale: February 2008
Price: £13,045
Engine: 1582cc four cylinder turbodiesel
Power: 113bhp at 4000rpm
Torque: 188lb ft at 1900rpm
Performance: 0-62mph in 11.4 seconds, 117mph top speed
Fuel economy: 60.1mpg
CO2 emissions: 125g/km

Mazda Atenza

The Mazda Atenza or Mazda 6 is a mid-size car produced by the Japanese car manufacturer Mazda since 2002. The name Atenza is used only in Japan with the Mazda 6 moniker used everywhere else in the world. The Atenza/Mazda 6 replaced the Capella/626, and has sold over one million units worldwide since its introduction, hitting that sales milestone faster than previous Mazdas.

The Mazda Atenza was the first of the new generation of 'Stylish', 'Insightful', and 'Spirited' range from Mazda. It was followed by the Mazda 2 in December 2002, RX-8 in August 2003, Mazda3 in January 2004, Mazda5 in the summer of 2005, MX-5 in October 2005, and Mazda CX-7 in November 2006.

The Mazda Atenza is currently raced in the SCCAPro Racing Speed World Challenge Touring Car Series. Mazda finished first in the manufacturer's championship standings. Mazda Atenza/6 drivers also finished first and second in the Touring Car driver points.

Mazda Atenza
2003 Mazda6 Hatch (Australia)
Manufacturer Mazda
AutoAlliance International
Also called Mazda 6
Production 2002-present
Assembly Hiroshima, Japan
Hofu, Japan
Flat Rock, Michigan (for NA)
Bogotá, Colombia (for SA)
Changchun, China (for China)
Rayong, Thailand (for Thailand)
Predecessor Mazda 626/Capella/Millenia
Class Mid-size car
Layout Front engine, front-wheel drive / four-wheel drive

First generation (2002–2007)

First generation
Production start 2002
Production end 2008
Body style(s) 4-door sedan
5-door station wagon
5-door liftback
Platform Ford CD3 platform
Engine(s) 1.8 L MZR I4 *L8
2.0 L MZR I4 *LF
2.3 L MZR I4 *L3
3.0 L MZI V6
2.0 L MZR-CD Diesel
* Denotes European Engine Code
Transmission(s) 4-speed Sport automatic
5-speed automatic
5-speed manual
6-speed automatic
6-speed manual
Wheelbase 105.3 in (2675 mm)
Length Sedan and liftback: 4745 mm (186.8 in)
Station wagon: 4770 mm (187.8 in)
Width 1781 mm (70.1 in)
Height Sedan and liftback: 1440 mm (56.7 in)
Station wagon: 1455 mm (57.3 in)
Related Ford Edge
Ford Fusion
Lincoln MKX
Lincoln MKZ
Lincoln Zephyr
Mazda CX-9
Mercury Milan

The model lineup consists of a four-door sedan, a five-door liftback and a five-door station wagon, marketed in North America as the "Sport Sedan", "5-Door" and "Sport Wagon", respectively. In Australia, the lineup starts with Limited, available only as a sedan. Then comes the Classic, available in sedan, hatch or wagon. The Luxury model is next available in sedan and hatch versions. Topping the range is the Luxury Sports model, available only as a hatch. When it arrived in North America, it was first sold as a 2003 model in the United States and as a 2004 model in Canada. In Europe, the luxury sports model was available as a 136 hp (101 kW) direct injection turbodiesel ("DITD") station wagon up until 2007. As of 2008, the European Mazda catalog lists only the "Sport" version of the 146 hp (109 kW) turbodiesel station wagon, while the "Luxury Sport" version has been dropped.

Drivetrain combinations include the Mazda MZR engine in configurations of 1.8 L(L8 European Model), 2.0 L(LF European Model) and 2.3 L(L3 European Model), initially with a five-speed manual or four-speed automatic transmission (with sequential-automatic option, dubbed the "Four-Speed Sport AT"). In the US domestic market a 3.0 L Duratec 30 V6 engine is also available with a five-speed manual or five-speed automatic (with sequential-automatic option, dubbed the "5-Speed Sport AT"). European and Australian versions also feature a four-cylinder turbodiesel that comes with a six-speed manual transmission and produces significantly more torque than the V6 with much improved fuel economy.

In North America, the 5-speed automatic optional on the V6 models is replaced by a 6-speed automatic from Ford for 2005 model year. The four-cylinder model receives a five-speed automatic in the following year. Power is directed to the front wheels only in most markets, although full-time all wheel drive models are available in Japan, Europe and Australia. Not all configurations are available in all areas - for example, the Mazda 6 as released in Australia is available in 2.3L four-cylinder guise only, while the 626 which it replaced was available with a choice of four or six-cylinder engines. This was due to the Australian Mazda6 being sourced from Japan where the V6 engine was not available. The Duratec 30 V6 engine fitted to vehicles manufactured at Flat Rock, Michigan is only available in the US and Canadian domestic markets.

Like the 626 before it, Ford is using the Atenza's CD3 platform as the basis for a number of other vehicles, including the Ford Fusion, Mercury Milan, Lincoln Zephyr/MKZ, Lincoln MKX, and a range of SUVs and minivans. Ford also plans to offer a hybrid powertrain on the platform. For its part, Mazda themselves refer to this chassis as either the GG (sedan/hatch) or GY (wagon) series - following the previous 626/Capella in its GF/GW series.

North American Mazda 6 production is handled at the AutoAlliance International plant which is a joint venture between Ford and Mazda. The first Mazda 6 rolled off this Flat Rock, Michigan assembly line on October 1, 2002, one month after 626 production ended. Hofu plants in Hiroshima produce the Mazda 6 for Europe and some Asian markets, including Australia. There are also satellite plants building Mazda 6 models in China and Thailand for their respective local markets. (Ford owns a controlling interest in Mazda.)

In September 2005, all Australian Mazda 6's received a facelift which included a feature upgrade, 5 speed auto and 6 speed manual transmissions, standard 16" or 17" alloy wheels and minor bodywork upgrades.

In China, the Mazda Atenza is used as the base for the FAW Benteng, also known as Besturn or Hongqi C301, manufactured by the First Automobile Works in Jilin Province.

Gallery


Mazdaspeed 6


Mazda MAZDASPEED6

The 2006 Mazdaspeed Atenza (known as MAZDASPEED6 in North America and Mazda 6 MPS in Europe and Australia) is a high-performance version of the Mazda 6. It features a turbocharged version of the 2.3 L MZR I4 which produces 272 PS (200 kW) (European version is detuned to 260 PS (191 kW); the North American version, at 274 hp (204 kW), revised to 270 hp (200 kW) for 2007). All models have 280 lb·ft (380 N·m) of torque. This 2.3 L DISI turbocharged engine features direct fuel injection and conforms to the new Euro 5 emissions standards. It has a revised front fascia with a raised hood, a 6-speed transmission, and four-wheel drive. The all wheel drive system uses Mazda's Active Torque Split computer-based control which routes up to 50% of the power to the rear wheels depending on driving conditions. The Mazdaspeed Atenza competed with the Subaru Legacy GT and less directly with the compact Subaru Impreza WRX STi and Mitsubishi Lancer Evolution.

Originally scheduled to be launched in June 2005, the Mazdaspeed Atenza was delayed until November. In North America, the MAZDASPEED 6 comes in two trim levels; the "Sport" trim with cloth interior and standard key entry and ignition; and the "Grand Touring" trim with leather interior, keyless entry/ignition, and an optional DVD navigation. Automatic climate control is standard, as is a 200 W Bose stereo system featuring seven speakers and a 9 inch subwoofer in addition to an in-dash six-disc CD changer. A sunroof with moonroof feature is optional on the Grand Touring trim.

Car and Driver magazine has achieved a 0-60 mph time of 5.4 seconds for this vehicle.

Awards

The Mazda 6 was second place European Car of the Year and made Car and Driver magazine's Ten Best list for 2003. The Sport Wagon won the Canadian Car of the Year Best New Station Wagon award, while the Sport sedan won the Canadian Car of the Year Best New Family Car award for 2005. The Atenza Wagon also won What Car?'s Best Estate award in 2004.

The Mazda 6 won the 'Best Mid-size Car (over $28,000)' title in Australia's Best Cars in 2002 and 2003. It came second in 2004, behind the Subaru Liberty, and fifth in 2005 (the Honda Accord Euro was first in 2005). Wheels magazine also awarded the Mazda 6 winner of its Active Safety Program in July 2005. In December 2007 in Australia the Mazda6 won the Carsales Peoples Choice award for it class.

The Mazda 6 was praised for its edgy handsome design, communicative steering and tight suspension. However, as it was designed as a world car in order to fit the needs of Europe and Japan, it was smaller than its North American contemporaries in the midsize segment, being criticized for its reduced passenger space. Its acceleration, particularly the V6 engine models, lagged behind that of its rivals as well.

As one of the few midsize vehicles to offer a wagon and hatchback, these models retained the good driving characteristics of the sedan while providing additional cargo versatility. The hatchback's liftback/notchback styling was considered a clever design to disguise it as a four-door sedan, as North Americans generally considered trunks more elegant than hatches. The wagon had an early demise but the hatchback was somewhat successful in Canada, especially in Quebec, though it would not have a 2009 refresh, as both models were unpopular in the US.

Second generation (2007–)

Second generation
2009 Mazda6 i Touring sedan (US)
Production start 2008
Production end Present
Body style(s) 4-door sedan
5-door liftback
5-door station wagon
Platform Ford CD3 platform
Engine(s) 1.8 L MZR I4
2.0 L MZR I4
2.5 L MZR I4
3.7 L MZI V6
2.0 L MZR-CD Diesel
Transmission(s) 5-speed automatic
6-speed automatic (mated with V6 for NA market only)
5-speed manual
6-speed manual
Wheelbase 2725 mm (107.3 in)
North America: 109.8 in (2789 mm)
Length Sedan and liftback: 4735 mm (186.4 in)
Station wagon: 4765 mm (187.6 in)
North America: 193.7 in (4920 mm)
Width 1795 mm (70.7 in)
North America: 72.4 in (1839 mm)
Height Sedan and liftback: 1440 mm (56.7 in)
Station wagon: 1490 mm (58.7 in)
North America: 57.9 in (1471 mm)

The Mazda6 second generation made its premiere at the Frankfurt Auto Show in September 2007. The US version will be redesigned for the 2009 model year, which will be a larger car than the models offered in other markets. Mazda followed Honda's strategy in offering a larger sedan in America compared to the European version, and the company believes the new car will strengthen the brand significantly. Reviewers have noted its coupe-like roofline and sportier style. Engine choices include a new 2.5 liter 4-cylinder and North American versions get the 3.7 liter V6 which is also available in the Mazda CX-9.

The new Atenza is still based on the Ford CD3 platform and continues to provide three bodies, including 4-door saloon (sedan), 5-door hatchback and wagon. Despite its increase in dimensions, weight is not increased significantly and therefore the same overall driving experience is generally maintained. A number of journalists have already praised its electrically assisted steering for being considerably improved compared to the last generation, providing more feedback to the driver. The hatchback model even has a boot space which beats the larger rival Ford Mondeo (hatchback) by 200 liters with rear seats folded down. For the US and Canadian market, only a sedan model will be available. In the North American market, the Mazda 6 will be positioned against the Honda Accord and Toyota Camry. Early reviews have been favorable.

Racing

The Mazda 6 is currently used in the Speed World Challenge Touring Car class. This year, they are currently 2nd in the manufacturer's championship with 46 points, with Acura as the only other brand in the standings. In 2007, Mazda won its first manufacturers championship in the class.

The Mazda 6 is also used in the KONI Challenge Series Sport Touring class. It is currently used by the Baglieracing team with Dennis Baglier, Chris Gleason, and Marty Luffy as drivers.