Overview
Volkswagen threw a lot of cash at their new Mk6 Golf, with extensive sheet metal changes and an all-new interior. But not every carmaker has their resources: Skoda's efforts to freshen up the Octavia for 2009 are a little more modest.
In comes the new corporate face, adopting new light clusters and a grille that stretches across the bonnet, while at the rear there are new tail lamps. Inside, the Octavia gains a new steering wheel, classy new instrument panel graphics and the option of a new touch-screen sat nav.
The big changes are under the bonnet. Say goodbye to the old 1.6 petrol, replaced by a turbocharged 1.4 and a 158bhp 1.8 turbo from the Superb. Both are available with the recent seven-speed dual-clutch automatic.
The diesels are less impressive. With the exception of the sporty range-topping vRS, the range is stuck with the old pumpe duse engine, rather than the smooth and refined new common-rail diesel.
That aside, the Octavia is as impressive as ever, offering near-Passat space for Focus money - but are the mild tweaks enough to keep it at the front of the pack?
Reliability and Quality
Skoda has consistently remained one of the darling brands of the JD Power customer satisfaction surveys, and the 2008 survey is no exception.
Out of 100 cars the Octavia was fourth, with Skoda second only to Lexus as the brand with the most satisfied ownership.
Inside the Octavia doesn't cosset as well as the Golf. The plastic steering wheel doesn't give you the impression of a budget Audi, but everything feels constructed with a typically Germanic feel of solidarity, so there's little to complain about.
On the road
Our Octavia 2.0 TDI test car is not our pick of the range - we expect the 120bhp 1.4 turbo petrol to take those honours, offering a blend of low emissions, the ability to hit 43mpg and a 0-62mph sprint of 9.7 seconds.
The decision to stick with the old pumpe duse diesels, rather than VW's new common-rail engines, means that the 2.0 TDI is a little noisy under the bonnet. There's also less flexibility throughout the engine, although a remap has addressed some of these issues.
Perhaps surprisingly, performance has not suffered: the diesel offers 0-62mph in 9.6 seconds and onto 129mph, which is normal for this class.
Handling is impressive. The nose felt well-planted in a bend, even at speed. When the front tyres do eventually relent, the nose gently pushes forward but coming off the throttle helps neutralise the understeer.
Safety and Security
The last time the Octavia was crash-tested by Euro NCAP, it received four out of five stars for adult occupancy protection - a decent result back then. Unfortunately, five stars is now the class norm.
All is not lost: the Octavia now comes with additional standard safety equipment, so it may receive that coveted fifth star next time it's tested. It's just a shame that life-saving ESP is only a £365 option.
An alarm and immobiliser are fitted as standard.
Running Costs
Here's where the decision to stick with the old diesel engine hurts.
The 2.0 TDI averages 51.4mpg and emits 145g/km of carbon dioxide, putting it into VED band C and the 20% Benefit-in-Kind company car tax bracket. But that's no worse than the 134bhp Focus TDCi - proving Skoda's old engine is still a contender.
In comparison, a Golf driver gets 57.6mpg and 129g/km.
Disappointingly, the less powerful 103bhp 1.9 diesel fails to slip into the lower VED band B, with its 130g/km CO2. It averages 57.6mpg.
The new turbo 1.4 petrol averages 42.8mpg and emits 154g/km of CO2, meaning it slips into VED band D while company car users pay 18% BIK tax. Impressive for a petrol.
Comfort and Equipment
Ride comfort is impressive, especially for those who plump for the SE trim. What small 15" alloys lose in aesthetics, they gain in how well the Skoda absorbs imperfections in the road. Even big bumps are shrugged off in the manner of a much larger car.
Equipment levels are fair for the class. Base S models come with air-con and electric front windows as standard. Parking sensors cost an extra £500.
Upgrading to SE costs an extra £970 and gets you a four speaker sound system, 15" alloys, electric windows for the rear and a trip computer.
Another £1,050 gains the plusher Elegance that upgrades trim material, adds bigger 16" and cruise control.
Finally, for another £2,850, the L&K spec brings xenon lamps and a leather interior.
Astonishingly, only the top spec gets ESP as standard. Elsewhere it's a £365 option, whereas all Ford Focus models come with it as standard.
Used Value
On average, an Octavia will hold onto the money you paid for it better than the equivalent Ford or Vauxhall.
After the average three years/36,000 miles, used car experts expect the Octavia range to hold onto between 39-43% of its value. This is a long way off the Golf's bulletproof 42-56%, but still better than the 34-37% returned by the non-ST Focus range.
Wednesday, March 18, 2009
Ford Fiesta 2008
Overview
The Ford Fiesta has long been one of Europe's favourite small cars - a runaway success from first launch in 1976, it defined the then-new so-called 'supermini' sector and more than 12million Fiestas have been sold to date. Ford has high hopes for this new model, on sale in the UK from October 2008: it's going global, from Asia to America.
As ever, there's an extensive range of versions to choose from; petrol engines are the familiar 1.25 and 1.4 or an all-new 120bhp 1.6 Ti-VCT (its name denoting twin independent camshaft timing), and the diesels 1.4 and 1.6 TDCi units, including the specially-modified 1.6 TDCi Econetic, which emits just 98g/km of carbon dioxide and is thus road tax-exempt in the UK.
Trim levels range from entry-level Studio through to sporty Zetec S and with-all-mod-cons Titanium, and there are three- and five-door body-styles.
The new Fiesta is 40kg lighter than the outgoing model, despite extra sound-proofing and added safety features, and this helps to make it much more fun to drive than the rather disappointing outgoing model.
Better-looking, more refined and comfortable, and - crucially, these days - more economical to run, it's a vast improvement, and it sets a new standard for mainstream, low-cost small cars. Low-cost? UK prices start from just £8,695 but this is no more than a headline-grabbing price because it is ridiculously spartan in terms of kit. You'll need to spend around £11k if want a decent amount of equipment but, really, that's not a king's ransom in this sector. Even the 1.6 Zetec S (featuring that superb new 1.6 Ti-VCT engine) is only £12,595.
Reliability and quality
The Ford Fiesta is generally well screwed together, and while this one has a lot of new electronic aids, communications devices and gadgets, none of the tech is all-new to the Ford range. Much of the underpinnings and structural components have already been tried and tested in the closely-related Mazda 2 - or in the latest Focus - and we'd be confident about ongoing reliability. It's built for Europe in Cologne and Valencia, both factories having a good track record.
It's clearly a car developed to a price - cheap touches out of direct eye-line include the hard-plastic central console between the front seats, and the bare-metal rear seat-backs - but the cabin is nicely designed, with some pleasant soft-touch surfaces and decent upholstery. It all looks finished with good attention to detail, too, with impressive touches including multi-layered seals around the windows and doors, and no obvious loose plastic, ragged-edged fabric or wobbly bits.
On the road
Though the Ford Fiesta shares its basic platform with the Mazda 2, the two cars feel quite different due to specific retuning - and the Fiesta's even more fun to drive. Ford has finally managed to transfer the talents of the acclaimed Focus into a smaller package; light weight, low centre of gravity, excellent balance and responsive, much-redesigned suspension with thicker anti-roll bars all make for fine handling. Bring on the Fiesta RS: this car has huge hot-hatch potential.
The new electrical power steering is light but offers enough feedback for accuracy at speed, and its assistance feels neither artificial nor counter-intuitive.
Ford may not yet have confirmed an RS version, but in the meantime, the Zetec S is a (more affordable, everyday) hoot to drive. The 1.6 Ti-VCT engine offers 120bhp, 0-62mph in 9.9 seconds and a top speed of 120mph, and while these figures don't sound especially impressive, point-to-point this is a pretty damn quick little thing. The engine is flexible - its 112lb-ft of torque peaks at just over 4000rpm, but it pulls well in all gears and even climbs steep hills in third or fourth - and it sounds great when revved up, yet cruises sweetly and smoothly if you're being less aggressive. The gearbox fitted with this is only a five-speeder, but the ratios are so well-set that a sixth gear isn't necessary.
Likewise the strong, refined 1.6 TDCi (90bhp). It's quiet by any standards let alone those of diesels in this class, and it'll do 0-62mph in 11.9 seconds and 109mph (the economy-modified Econetic will be a little slower, but not by too much). It's an absolute delight to drive, and could convert many a committed petrolhead - read on and check out its economy figures...
We've not driven the other versions yet - 1.25 (60bhp and 80bhp), 1.4 (96bhp) and 1.4 TDCi (68bhp) - but these are carried over from the previous range and should all prove adequate, if not as exciting as the new 1.6s.
New features include a recalibrated electronic throttle and an electronic anti-stall device which anticipates when the driver is about to pull away and primes the engine for a smoother getaway - this'll help learners. Those less concerned about sporty handling can rest assured: the hot-hatch driving dynamics haven't compromised overall ease of operation. You get a good driving position (the seat's multi-way adjustable), good visibility all round, a user-friendly interface for controls and auxilliary functions, and a light clutch to boot.
Safety and Security
This lighter-but-stiffer Ford Fiesta hasn't been through the Euro NCAP crash tests yet, but the structurally-similar Mazda 2 achieved the full five stars for overall adult occupant safety, four for child protection but just two for pedestrian protection. However, NCAP is revising its overall rating system to put greater weight on child and pedestrian protection, and introducing some new tests including whiplash assessment, so we'll have to wait and see if the Fiesta turns up with a five-star score.
It's well-equipped, though: all versions have front, side and new driver's knee-protecting airbags, with full-length head-protecting curtain airbags optional, plus three-point seatbelts for all three rear seats and Isofix child seat mounting points.
The front seatbelts have pre-tensioners and the side airbags cleverly deploy from the seats' side bolsters. And if you should hit an unfortunate bystander, Ford notes that the redesign of items such as bonnet hinges, windscreen wipers and bumpers should help limit the damage. Security devices include an immobiliser and 'smart' key, double locking (except on entry-level Studio models), ID-marked components and, for Zetec S and Titanium-spec models, an alarm.
Running Costs
It won't get much cheaper than this; Ford servicing and maintenance is affordable, insurance groupings are low, and the Fiesta's improved emissions put most models in low tax bandings.
You insurance bill will be low if you opt for a Fiesta: the entry level version 1.25 is in group 1E and even the 1.6 Zetec S will keep your bank manager happy with its group 6 rating.
Headline news on this score is the 1.6 TDCi Econetic, which releases just 98g/km, Band A - free - road tax, and 76.3mpg, thanks to revised gear ratios, lowered suspension and improved aerodynamics, low rolling-resistance tyres and other minor mods (it also has a particulate filter), but the standard 1.6 and 1.4 TDCi still return a very respectable 67.3mpg and 110g/km. The 1.6 Ti-VCT petrol gives 47.9mpg and 139g/km, good considering its performance, the 1.4 and 90bhp 1.25 both do 49.6mpg and 133g/km, and the entry-level 1.25 52.3mpg and 128g/km.
All models include the easy fuel system which means you won't have to shell out for repairs for any misfuelling disasters.
Comfort and Equipment
Ford has done a good job in improving the Fiesta's refinement: not only is the sound-proofing far better than before and the engines less raucous, the ride is smoother. The suspension is stiffly-set, especially in the lower-riding Zetec S, but it has enough 'give' to cope sympathetically with rough road surfaces. Body roll is minimal and there's an absence of jolting, vibration and general all-round harshness.
Though the low roofline - the trade-off for that stylish side profile - means headroom isn't as generous as that in some rivals, all but the tallest of drivers will still be comfortable. The front seats are well-shaped and supportive, even under hard cornering, thanks to generous side bolsters. Rear seats are a little less generous, with short and flat bases, and legroom in the back is rather tight for adults, but access is easy even in the three-door.
Where the Fiesta falls short is in its load-carrying versatility. Though the boot is larger than before (up to 295 litres in models with no spare wheel) it's still not a huge cargo capacity, and the rear seats do not slide, tumble or even fold fully flat. That's quite an oversight in a supermini these days.
Entry-level Studio does without air conditioning or even electric front windows, but have a CD player and central locking. Style spec adds electric front windows, remote central locking, an uprated four-speaker sound system and body-coloured bumpers, mirrors and door handles, and Style+ (from £10,395) brings air con and a heated windscreen.
Zetec models (from £10,995) are expected to be the most popular, with 15" alloy wheels, front fog lamps, leather steering wheel, chrome grille and exterior trim and interior LED lighting; Zetec S versions (from £12,595) have 16" wheels, deeper front bumper, side mouldings, rear spoiler and sports suspension.
You pays yer money and you makes yer choice, but should you really wish to go to town, top-spec Titanium models come with 16" alloys, tinted glass, Bluetooth phone kit cruise control, automatic headlamps and wipers, power-folding mirrors, keyless ignition/start button and the all-important carpet mats. Five-door models have rear electric windows, and options include leather upholstery. All models except the base version have an MP3 socket.
There's a number of different interior finishes to choose from, depending on exterior paint colour. The oxblood red won't be to everyone's tastes, and the blue dash-top looks a bit dated and cheap, but the basic plain black and monochrome interiors are uncontroversial if a bit dull.
Used Value
Always easy to sell on, the popular Ford Fiesta is much-loved by used buyers and while it doesn't hold its value quite as well as the posher Volkswagen Polo, it will net a good return at trade-in time or if disposed of privately.
The diesels will be the most sought-after, but a petrol model with a sensible specification (don't go too mad on the options list) will sell for a respectable price too. A safe bet.
The Ford Fiesta has long been one of Europe's favourite small cars - a runaway success from first launch in 1976, it defined the then-new so-called 'supermini' sector and more than 12million Fiestas have been sold to date. Ford has high hopes for this new model, on sale in the UK from October 2008: it's going global, from Asia to America.
As ever, there's an extensive range of versions to choose from; petrol engines are the familiar 1.25 and 1.4 or an all-new 120bhp 1.6 Ti-VCT (its name denoting twin independent camshaft timing), and the diesels 1.4 and 1.6 TDCi units, including the specially-modified 1.6 TDCi Econetic, which emits just 98g/km of carbon dioxide and is thus road tax-exempt in the UK.
Trim levels range from entry-level Studio through to sporty Zetec S and with-all-mod-cons Titanium, and there are three- and five-door body-styles.
The new Fiesta is 40kg lighter than the outgoing model, despite extra sound-proofing and added safety features, and this helps to make it much more fun to drive than the rather disappointing outgoing model.
Better-looking, more refined and comfortable, and - crucially, these days - more economical to run, it's a vast improvement, and it sets a new standard for mainstream, low-cost small cars. Low-cost? UK prices start from just £8,695 but this is no more than a headline-grabbing price because it is ridiculously spartan in terms of kit. You'll need to spend around £11k if want a decent amount of equipment but, really, that's not a king's ransom in this sector. Even the 1.6 Zetec S (featuring that superb new 1.6 Ti-VCT engine) is only £12,595.
Reliability and quality
The Ford Fiesta is generally well screwed together, and while this one has a lot of new electronic aids, communications devices and gadgets, none of the tech is all-new to the Ford range. Much of the underpinnings and structural components have already been tried and tested in the closely-related Mazda 2 - or in the latest Focus - and we'd be confident about ongoing reliability. It's built for Europe in Cologne and Valencia, both factories having a good track record.
It's clearly a car developed to a price - cheap touches out of direct eye-line include the hard-plastic central console between the front seats, and the bare-metal rear seat-backs - but the cabin is nicely designed, with some pleasant soft-touch surfaces and decent upholstery. It all looks finished with good attention to detail, too, with impressive touches including multi-layered seals around the windows and doors, and no obvious loose plastic, ragged-edged fabric or wobbly bits.
On the road
Though the Ford Fiesta shares its basic platform with the Mazda 2, the two cars feel quite different due to specific retuning - and the Fiesta's even more fun to drive. Ford has finally managed to transfer the talents of the acclaimed Focus into a smaller package; light weight, low centre of gravity, excellent balance and responsive, much-redesigned suspension with thicker anti-roll bars all make for fine handling. Bring on the Fiesta RS: this car has huge hot-hatch potential.
The new electrical power steering is light but offers enough feedback for accuracy at speed, and its assistance feels neither artificial nor counter-intuitive.
Ford may not yet have confirmed an RS version, but in the meantime, the Zetec S is a (more affordable, everyday) hoot to drive. The 1.6 Ti-VCT engine offers 120bhp, 0-62mph in 9.9 seconds and a top speed of 120mph, and while these figures don't sound especially impressive, point-to-point this is a pretty damn quick little thing. The engine is flexible - its 112lb-ft of torque peaks at just over 4000rpm, but it pulls well in all gears and even climbs steep hills in third or fourth - and it sounds great when revved up, yet cruises sweetly and smoothly if you're being less aggressive. The gearbox fitted with this is only a five-speeder, but the ratios are so well-set that a sixth gear isn't necessary.
Likewise the strong, refined 1.6 TDCi (90bhp). It's quiet by any standards let alone those of diesels in this class, and it'll do 0-62mph in 11.9 seconds and 109mph (the economy-modified Econetic will be a little slower, but not by too much). It's an absolute delight to drive, and could convert many a committed petrolhead - read on and check out its economy figures...
We've not driven the other versions yet - 1.25 (60bhp and 80bhp), 1.4 (96bhp) and 1.4 TDCi (68bhp) - but these are carried over from the previous range and should all prove adequate, if not as exciting as the new 1.6s.
New features include a recalibrated electronic throttle and an electronic anti-stall device which anticipates when the driver is about to pull away and primes the engine for a smoother getaway - this'll help learners. Those less concerned about sporty handling can rest assured: the hot-hatch driving dynamics haven't compromised overall ease of operation. You get a good driving position (the seat's multi-way adjustable), good visibility all round, a user-friendly interface for controls and auxilliary functions, and a light clutch to boot.
Safety and Security
This lighter-but-stiffer Ford Fiesta hasn't been through the Euro NCAP crash tests yet, but the structurally-similar Mazda 2 achieved the full five stars for overall adult occupant safety, four for child protection but just two for pedestrian protection. However, NCAP is revising its overall rating system to put greater weight on child and pedestrian protection, and introducing some new tests including whiplash assessment, so we'll have to wait and see if the Fiesta turns up with a five-star score.
It's well-equipped, though: all versions have front, side and new driver's knee-protecting airbags, with full-length head-protecting curtain airbags optional, plus three-point seatbelts for all three rear seats and Isofix child seat mounting points.
The front seatbelts have pre-tensioners and the side airbags cleverly deploy from the seats' side bolsters. And if you should hit an unfortunate bystander, Ford notes that the redesign of items such as bonnet hinges, windscreen wipers and bumpers should help limit the damage. Security devices include an immobiliser and 'smart' key, double locking (except on entry-level Studio models), ID-marked components and, for Zetec S and Titanium-spec models, an alarm.
Running Costs
It won't get much cheaper than this; Ford servicing and maintenance is affordable, insurance groupings are low, and the Fiesta's improved emissions put most models in low tax bandings.
You insurance bill will be low if you opt for a Fiesta: the entry level version 1.25 is in group 1E and even the 1.6 Zetec S will keep your bank manager happy with its group 6 rating.
Headline news on this score is the 1.6 TDCi Econetic, which releases just 98g/km, Band A - free - road tax, and 76.3mpg, thanks to revised gear ratios, lowered suspension and improved aerodynamics, low rolling-resistance tyres and other minor mods (it also has a particulate filter), but the standard 1.6 and 1.4 TDCi still return a very respectable 67.3mpg and 110g/km. The 1.6 Ti-VCT petrol gives 47.9mpg and 139g/km, good considering its performance, the 1.4 and 90bhp 1.25 both do 49.6mpg and 133g/km, and the entry-level 1.25 52.3mpg and 128g/km.
All models include the easy fuel system which means you won't have to shell out for repairs for any misfuelling disasters.
Comfort and Equipment
Ford has done a good job in improving the Fiesta's refinement: not only is the sound-proofing far better than before and the engines less raucous, the ride is smoother. The suspension is stiffly-set, especially in the lower-riding Zetec S, but it has enough 'give' to cope sympathetically with rough road surfaces. Body roll is minimal and there's an absence of jolting, vibration and general all-round harshness.
Though the low roofline - the trade-off for that stylish side profile - means headroom isn't as generous as that in some rivals, all but the tallest of drivers will still be comfortable. The front seats are well-shaped and supportive, even under hard cornering, thanks to generous side bolsters. Rear seats are a little less generous, with short and flat bases, and legroom in the back is rather tight for adults, but access is easy even in the three-door.
Where the Fiesta falls short is in its load-carrying versatility. Though the boot is larger than before (up to 295 litres in models with no spare wheel) it's still not a huge cargo capacity, and the rear seats do not slide, tumble or even fold fully flat. That's quite an oversight in a supermini these days.
Entry-level Studio does without air conditioning or even electric front windows, but have a CD player and central locking. Style spec adds electric front windows, remote central locking, an uprated four-speaker sound system and body-coloured bumpers, mirrors and door handles, and Style+ (from £10,395) brings air con and a heated windscreen.
Zetec models (from £10,995) are expected to be the most popular, with 15" alloy wheels, front fog lamps, leather steering wheel, chrome grille and exterior trim and interior LED lighting; Zetec S versions (from £12,595) have 16" wheels, deeper front bumper, side mouldings, rear spoiler and sports suspension.
You pays yer money and you makes yer choice, but should you really wish to go to town, top-spec Titanium models come with 16" alloys, tinted glass, Bluetooth phone kit cruise control, automatic headlamps and wipers, power-folding mirrors, keyless ignition/start button and the all-important carpet mats. Five-door models have rear electric windows, and options include leather upholstery. All models except the base version have an MP3 socket.
There's a number of different interior finishes to choose from, depending on exterior paint colour. The oxblood red won't be to everyone's tastes, and the blue dash-top looks a bit dated and cheap, but the basic plain black and monochrome interiors are uncontroversial if a bit dull.
Used Value
Always easy to sell on, the popular Ford Fiesta is much-loved by used buyers and while it doesn't hold its value quite as well as the posher Volkswagen Polo, it will net a good return at trade-in time or if disposed of privately.
The diesels will be the most sought-after, but a petrol model with a sensible specification (don't go too mad on the options list) will sell for a respectable price too. A safe bet.
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.
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
Specification
Model: BMW 330d SE saloonPrice: £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
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
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
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
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