Alfa Romeo Giulietta

Attractive Italian design and punchy, turbocharged petrol engines are the highlights of the Alfa Romeo Giulietta range. On its looks alone the Alfa Romeo Giulietta appears unbeatable, but sadly you don’t need to scratch far beneath the surface to uncover some serious compromises.

The car looks great and has strong performance, but is hindered by occasionally average ride quality and – more crucially for a car with such obvious sporting intentions - poorly judged drive mode settings that fail to satisfy the enthusiastic driver.

The overall picture isn’t helped by a cramped interior and an awkward driving position, nor do the reflections of owners we’ve surveyed over reliability and build quality inspire much confidence – although residual values are holding up well.

Our Choice: 

Alfa Romeo Giulietta 2.0 JTDm-2 150 Business Edition.

The Alfa Romeo Giulietta is the Italian firm’s best-ever family hatchback and offers an injection of style compared to more run-of-the-mill models like the Ford Focus and Vauxhall Astra.

Only available as a five-door, the Giulietta is as striking as you’d expect an Alfa Romeo to be, featuring neat design touches such as the firm’s famous triangular grille, hidden rear door handles and LED taillights. It was updated in 2016 with a new look, too.

However, as with many Alfa Romeo models, build quality is lacking and doesn’t match up to the standards set by the current Volkswagen Golf. It’s also not as well laid out as some of its more modern rivals, with limited space in the rear making the Giulietta feel cramped. Having first gone on sale back in 2010, the cabin is now starting to show its age, too.

Trim levels include the entry-level Giulietta, then Super, Tecnica, Speciale and Veloce, which replaced the old Quadrifoglio Verde (QV) model. There are seven power units on offer in the mainstream Giulietta range: three petrol and three diesel. The petrols are all 1.4 MultiAir turbos, offering 119bhp, 148bhp and 168bhp – and the higher-powered version is also available with Alfa’s TCT twin-clutch automatic transmission. (If you really want to push the boat out the Veloce model comes with a 238bhp 1.7-litre petrol.)

Depending on trim level, Alfa offers a 119bhp 1.6 JTDm-2 MultiJet turbodiesel in manual or automatic, or a choice of 2.0-litre units, including a 148bhp engine and a more powerful 173bhp unit that comes with a six-speed TCT gearbox.

You’ll have to pay more for a Giulietta than many of its rivals, but all models do get air conditioning, all-round electric windows, DAB radio and Bluetooth as standard.

The Giulietta's blend of comfort and performance is genuinely effective, with the Alfa proving to be at home on the motorway, uneven city streets and winding country roads.

The Giulietta gets what Alfa calls its D.N.A switch. This alters the throttle response and steering weight between three driving modes: Dynamic, Natural and All-weather. Unfortunately, it feels like a gimmick and fails to provide a satisfying compromise between aggression and comfort, with too much weight in Dynamic mode and slack throttle response in the Natural and All-weather settings.

The suspension on the Alfa Romeo Giulietta isn’t supple enough to soak up many of the worse bumps on UK roads, and together with questionable cabin ergonomics it means the Giulietta isn’t the most comfortable car to live with.

Twin-clutch (TCT) models also get the option of paddle shifters mounted behind the steering wheel for manual gear changes if you want a sportier drive. This is only available on the most powerful 168bhp petrol and 173bhp diesel engines – the latter does get a bit loud at times but is relatively efficient. It’s also relatively quick, with lots of low-down torque on offer and manages 0-62mph in 7.8 seconds. The twin-clutch petrol car does it in 7.6 seconds, and both are flat out at around 135mph.

The 149bhp diesel with manual gears accelerates from 0-62mph in 8.8 seconds and is our pick of the range.
As for the petrol line-up, the 1.4 litre turbocharged petrol works better in Alfa’s smaller Mito as it can struggle with the comparative bulk of the Giulietta. It remains a charismatic unit though, and the most powerful 168bhp 1.4 version feels punchy and keen to rev.

For fans of the hot hatch there is the Veloce, with the same engine found in the 4C sports car. Producing 237bhp, it has a Golf GTI-bothering top speed of 149mph.

This makes it one of the fruitiest-sounding hot hatchbacks around, but it's far from the most entertaining to drive. The dual-clutch gearbox isn't as snappy when driving quickly as the Veloce's main rival, nor is it as smooth to shift when pootling through town.

The Alfa Romeo Giulietta was facelifted in 2016, refreshed with a tweaked front bumper and a new grille. Different alloy wheels, extra colour choices and a slightly tweaked interior also helped improve the car’s appeal, and there’s no doubt it’s one of the most stylish hatchbacks on the market.

In fact the Giulietta has very few competitors in the style stakes. Rivals like the Ford Focus and Volkswagen Golf are far more conservative, and well-finished details like the eye-catching front and rear LED lights, and hidden rear door handles really help the Alfa to stand out.

The interior mirrors the Giulietta’s exterior, with a heavy focus placed on style. There’s a good balance between simplicity and head-turning design elements that add extra appeal, meaning the cabin is easy to use day-to-day, but still feels special.

However, the interior isn’t ultimately as pleasing as the exterior. Alfa has addressed some of the old car’s flaws, with sturdier seat bolsters, better quality leather on the steering wheel and anti-scratch paint finishes added, but the Giulietta just isn’t up to VW group levels of quality.

The range-topping Veloce line stands out with its large alloy wheels, leather and alcantara interior and red brake calipers, plus lowered suspension, larger exhaust outlets, sports seats and Veloce badges.

The entry-level car comes with a six-speaker audio set-up with DAB radio, Bluetooth, CD player, voice recognition and smartphone connectivity – all accessed via Alfa’s Uconnect 5 inch colour touchscreen system.

Interior space wasn't Alfa's highest priority when it was designing the Giulietta, and it shows. Alfa Romeos are built for style, not practicality.

Visibility out of the back is poor because of the tiny rear window and thick Golf-like C pillars and the limited rear view makes parking problematic, though this can be helped on higher spec models, which feature parking sensors. The stylised writing on the sporting dials can also be hard to read at a glance.

The pedals are positioned a little too close together and there's no space to rest your left foot, while the steering wheel is also too far away, resulting in a less than perfect driving position.

Also, the dashboard layout is muddled and can be difficult to use while on the move – plus the optional sat-nav unit is small and some times hard to read. Oddment space is at a premium too, as there's a tiny storage compartment in the central armrest and only an average-size glove compartment.

The Giulietta is a little longer than many of its classmates at 4,351mm which – coupled with the poor visibility – will add to the challenge of parking for less confident drivers.

Despite the Giulietta’s five-door layout there's a surprising lack of passenger space and legroom is tight. Rear passengers may also have an uncomfortable time thanks to the reduced headroom that’s a result of the coupe-like styling and swooping roofline. Kids will be OK, as there are Isofix mounting points to accommodate their chairs and access to the rear bench via the rear doors is good.

Matters don’t improve in the front for adults, unfortunately, because as well as the awkward driving position there’s a cramped feeling cabin.

You get 350 litres of boot space in the Giulietta which is not great – it’s more than the Ford Focus offers but smaller than the VW Golf’s load bay. There’s also a high load lip that makes putting heavy or bulky items in the luggage bay pretty difficult. Even if you fold down the standard-fit 60:40 split-folding back seats, the boot doesn’t expand that much and the space isn’t that practical. You do get a space-saver spare wheel on all trim levels though, which is better than a can of gunk.

Alfa Romeo recorded a below average performance in our Driver Power survey in 2015, ranking in 23rd position out of 32 manufacturers although that’s only one place behind VW. It seems as though the Italian brand’s reputation for questionable reliability is still alive and well, however, as Alfa finished fourth from bottom when readers were polled on reliability alone.

The Giulietta model itself was included in the 200 cars we surveyed in 2015, ranking a disappointing 138th for Reliability and 176th for Build Quality. While there are some high-quality materials used in the cabin, some of the fit and finish is a bit shoddy, with the odd rough and cheap panel. Still, there have been no major recalls or significant problems reported for the Giulietta as yet.

If there are question marks over reliability, there are none when it comes to safety, as the Giulietta's credentials are top notch. The car secured the maximum five-star rating and an impressive 97 per cent for adult occupants in the Euro NCAP crash safety tests, so it's as safe as the best cars in the sector. Child occupant safety was rated at 85 per cent, although pedestrian safety was down on the class best at 63 per cent. By way of comparison, the VW Golf scored 94 per cent, 89 per cent and 65 per cent, while the Mercedes A-Class scored 93 per cent, 81 per cent and 67 per cent in the respective categories.

The Giulietta comes with Alfa Romeo’s standard three-year, unlimited mileage warranty. That’s similar to the Mercedes A Class and BMW 1 Series, but better than the cover offered with cars like the VW Golf and SEAT Leon, which have a 60,000-mile warranty cap.

Major services are required at 36,000 miles or every two years, but the Alfa also needs interim inspections annually or at 18,000 miles. 

New Volkswagen Tiguan 2016

Early signs are good after our cold-weather test of the all-new 2016 VW Tiguan. Even from this early drive, it’s clear that VW is on track to score an SUV hit with the new Tiguan. It’s bigger, more refined and more capable than before, and its premium-feel cabin and extra practicality should make it a strong rival for everything from the Nissan Qashqai to the BMW X1. We’ll hold fire on a star rating until we’ve had a chance to sample the VW on conventional roads instead of snow, but if you are in the market for a premium family SUV this year, we’d already advise you to hold off ordering until you’ve tried the Tiguan. It’s that promising.

Such is the strength of the family SUV market in the UK that Volkswagen views its latest Tiguan as this year’s most important arrival. A rival for mainstream SUVs like the Nissan Qashqai and more premium competition like BMW’s X1, the new Tiguan grows substantially from the car it replaces in a bid to offer more interior space, load-carrying capacity and towing ability. It’s a key model for VW; the outgoing version is third in the firm’s UK sales charts, beaten only by the Golf and Polo.

The Tiguan will be available with a choice of petrol engines - a 1.4 and a 2.0, both turbocharged - but the line-up is heavily focused on diesels. There’s a 114bhp 1.6 that’ll be the entry point for the range, plus 2.0-litre units with either 148bhp or 178bhp. The Tiguan will also get more potent 2.0-litre twin-turbodiesel producing 237bhp. The first editions to arrive will be the 148bhp petrol and diesel, both driven here, but you’ll be able to order pretty much everything from April 2016.

The standard transmission will be a four-wheel-drive layout and a seven-speed dual-clutch – which sounds surprising until VW points out that 75% of Tiguans sold in the UK in recent times have been 4Motion editions anyway. There will be front-drive versions available but they’ll be manual only. 

There’s also likely to be a hybrid, using a version of the plug-in powertrain we’ve already seen in VW’s Passat GTE. It should mix a 1.4-litre turbocharged petrol engine with an electric motor to give a combined output of around 215bhp - and CO2 emissions of less than 50g/km.

In the metal the new Tiguan looks more aggressive than the outgoing version, with the large grille emphasising its width in the same fashion as the most recent Passat, and a slightly lower stance completing the transformation. The rear has clear references to the current Golf, although it’s chunkier around the bases of the C-pillars.

It’s clearly larger, too, as VW has used the switch to the MQB chassis technology to increase length and width. That growth spurt brings greater practicality; there’s more knee and headroom in the rear seats than before – and they slide fore and aft by around 170mm to allow you to prioritise passenger space or boot capacity.

That luggage compartment increases by 145 litres, to 615 litres - although the gain could be tempered by the variable-height boot floor that’s likely to be standard on all UK models. It’s still bigger than a Qashqai or a Mazda CX-5, at least. With the rear seats lowered, the Tiguan offers 1,655 litres, a nice square shape and no discernible loading lip.

Up front, the dashboard will look decidedly familiar to anyone who’s experienced the latest Passat - or even the Mk7 Golf. The central infotainment screen and air-con vents are where you’d expect them to be but as with most VWs, the lower down you look on the dash, the more basic the design gets. In general, though, perceived quality feels every bit a match for, say, an Audi Q3’s.

The Tiguan does get a few MQB-related embellishments, too, with what VW calls an ‘Active Info Display’ available as an option; this is, in effect, the same TFT instrument panel that we’ve seen on the Audi A4, and it’s stunning. There’s a head-up display, too, although it involves a small glass screen rising from behind the instrument binnacle, so it’s not as neatly integrated as on some premium rivals.

On VW’s Arctic Circle test route the Tiguan felt pretty composed; you can choose different presets for engine, gearbox and four-wheel drive system via a dial between the front seats, and the ‘Snow’ setting felt particularly secure. The conditions made it hard to draw too many conclusions about the Tiguan’s general behaviour but the body control felt strong for a tall SUV, with not much body roll over bumpy terrain.

The 148bhp diesel and petrol engines both cope well with the Tiguan’s increased size, although the diesel is ultimately more comfortable with being asked to hurry. That extra slug of low-down torque feels enough for everyday use, in fact, so it’s already hard to see where the extra expense of a more potent diesel could be justified. Rolling refinement is excellent, with only the petrol sounding a little thrashy when worked hard.

VW has yet to confirm final UK specifications, not to mention economy or CO2 figures, but if the four-wheel-drive Tiguan diesel matches German estimates of 149g/km, it’ll be in the same ballpark as the likes of Mazda’s CX-5 automatic. If you’re willing to put up with a manual gearbox, meanwhile, the front-drive diesel should emit around 125g/km - so only one band up from the smaller and altogether less practical Audi Q3.

Key specs

• Model: Volkswagen Tiguan 2.0 TSI 4Motion
• Price: From £23,000
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 148bhp
• Torque: 340Nm
• Transmission: 7-speed dual-clutch automatic, four-wheel drive
• 0-62mph: 9.3 seconds
• Top speed: 124mph
• Economy: 50mpg (est)
• CO2: 149g/km (est)

Renault Kwid

With over a billion inhabitants and not a lot of space, India is fast becoming a country obsessed with small cars. It’s a continuing growth market, and Renault has entered the fray with the tiny Kwid - a cheap but versatile city car that could eventually come to the UK as a Dacia.

Renault invested 420 million Euros in the Kwid, with a modern platform sharing elements from the new Kadjar and Talisman. To appeal to the tastes of Indian buyers, the Kwid was designed locally, and it shows.

It’s a smart-looking car that hides its budget pretentions, is just 3.68 metres long and even has 18cm of ground clearance to deal with the poor standard of roads in India. It lacks originality, but the rugged body cladding is protective, and gives it a more imposing stance.

The Kwid gets a 0.8-litre, 57bhp engine which is claimed to deliver as much as 70mpg. It’s not exactly fast, but in a car of this size and weight it’s perfectly adequate. It’s paired with a five-speed manual gearbox, and we’ll see an automatic option next year.

On the road, the chassis feels very rigid and the Kwid handles well – far better than current Indian market small cars such as the Maruti Suzuki Alto. The raised suspension is soft and handles bumps extremely well, although we would have to wait to drive it on comparatively smooth UK roads to see if it’s too soft for our tastes.

Despite the tiny frame, four adults can sit comfortably enough without too much of a squeeze. There’s even a 300-litre boot squeezed in there, which is larger than that found on a Ford Fiesta. Don’t expect to find any soft-touch plastics; the cabin surfaces are hard and coarse, but considering the £3,000 price it’s admirable.

Base models get the bare essentials, but you can specify air-conditioning and even Renault’s MediaNav touchscreen sat-nav and entertainment system. On the dash is a minimalist digital instrument bay, which sounds fancy but actually reduces the build cost. Indian market cars have no passenger airbag, so Renault has taken the opportunity to fit a handy three-in-one glovebox and storage bin. There’s even an opportunity to customise the Kwid, with chrome accessories and decals.

The only question that remains is how Renault can make money on a car like this by selling it for £3,000? If you factor in the cost of labour in India, which is 10 times lower than Europe, then you can assume the Dacia-badged Kwid in Europe will start at just over £5,000. But that’s still serious value, and makes the VW up! look pricey.

Used Audi A3

A full used car buyer's guide on the Audi A3 covering the A3 Mk2 (2003-2013) and the A3 Mk3 (2012-date). Audi wasn’t the first maker to offer a posh small car, but it was the first to be successful. Until the original Audi A3 arrived in 1996, most contenders in this market were built down to a price. But when the A3 car appeared nearly 20 years ago, it cost as much as many models in the class above. 

Things have changed a lot since then, as many of the Audi’s more mainstream rivals like the BMW 1 Series and Mercedes A-Class are significantly more costly, so while the A3 still has the edge on build quality and class, it’s no longer that expensive in comparison. 

A used Audi A3 has always been a tempting proposition thanks to its positioning at the head of the Volkswagen Group's family hatchback line-up. While the equivelant Volkswagen Golf, SEAT Leon and Skoda Octavia models have always used the same technology as the A3, the Audi badge ensures extra desirability and better residual values. 

The original A3 ran from 1996 to 2003 but it's the Mk2 that sold from 2003 to 2013 and the Mk3 that arrived in 2012 that we're focused on here.  

• Audi A3 Mk3 (2012 -)  - Classy hatch isn’t cheap used, but it’s worth shelling out for.
• Audi A3 Mk2 (2003-2013) - Affordable way into Audi ownership, lots of choice and should be reliable. 

Audi A3 Mk3

Prices from £13,000.

The third-generation A3 arrived in September 2012 as a three-door hatch, with 1.4 TFSI and 1.8-litre TFSI petrol or 2.0 TDI diesel engines. The latter came with front or quattro four-wheel drive, and soon after launch a 1.6 TDI engine joined the range – although both diesels have since been embroiled in the VW Group emissions scandal. 

By March 2013, a five-door Sportback had been added, featuring a 35mm longer wheelbase to give more rear legroom than in the three-door car. A 104bhp 1.2 TFSI engine was introduced in spring 2013, alongside a 60mpg Cylinder on Demand (CoD) 1.4-litre TFSI, capable of running on just two cylinders when cruising. 

The 296bhp S3 also appeared in 2013, as did a powerful 181bhp 2.0 TDI, then in May 2015 a 1.6 TDI Ultra launched, with 89g/km and 83mpg. Audi has confirmed 2015’s Euro 6 diesels are not affected by the scandal, but it’s unclear which cars in the A3 line-up are. 

Audi A3 Mk3 reviews

Audi A3 Sport review
Audi A3 S-Line review
Audi A3 1,6 TDI SE review
Audi A3 1.8 TFSI review
Audi A3 2.0 TDI Sport
Audi A3 1.4 TSI long term test review

As all A3 engines are turbocharged, they have plenty of pulling power, while the S tronic twin-clutch automatic gearboxes are just as good as the six-speed manuals fitted as standard on most models.

The A3 comes in SE, Sport and S line trim. Entry-level cars feature 16-inch alloys, a 5.8-inch display, eight-speaker hi-fi, Bluetooth, Isofix, remote central locking and electrically adjustable mirrors. Also included are heated windscreen washer jets, a multifunction steering wheel, electric front windows (and rears on the Sportback), plus air-con. Sport adds 17-inch wheels, sports seats and suspension (lowered by 15mm) and dual-zone climate control. S line cars come with 18-inch alloys, part-leather, xenons plus sportier design details inside and out. 

The BMW 1 Series is the Audi’s closest rival in terms of price, size and image. It’s also available with a wide choice of engines and bodystyles, and while prices can be high, supply is plentiful. The Volkswagen Golf Mk7 is another tough adversary; it’s a bit more affordable, yet mechanically it’s the same, although not all of the A3’s engines were offered in the Golf, plus there was no four-wheel-drive option in the mainstream line-up. More affordable still is the Mazda 3, which features sharp styling and generous equipment, but if a premium badge is key, take a closer look at the Mercedes A-Class. 

Inside, the A3’s finish and layout are exemplary. But low-spec cars can be sombre. Space is good, although the Sportback is worth having if you use the rear seats a lot. The three-door has a 365-litre boot, or 1,100 litres with the seats down. It expands from 380 litres to 1,220 litres in the Sportback.

Some early examples of the 1.4 TSFI engine suffered from rattling under acceleration, because of the wastegate actuator rod vibrating. 
 
The screen for the Multi Media Interface control system slides out of the dashtop, but it can creak. The mechanism needs to be lubricated or even replaced.











Some owners have had problems with leaking water pumps, leading to the coolant level dropping. Look out for puddles under the car.

The long doors of the three-door A3 improve access to the back seats. But they’re also prone to damage down the trailing edge when opened.

All A3 Mk3s come with variable servicing that allows up to 19,000 miles or two years between checks. Expect each service to cost around £295, or £200 for a 10,000-mile oil change if you prefer annual maintenance. At three years old, an A3 will see its minor service drop in price to £159. 

All diesels plus the S3 have a timing belt that needs to be replaced every five years or 75,000 miles. Expect this work to cost £455, or £599 if the water pump is replaced. 

Fresh brake fluid is needed after three years then every two years (at £59), while the air-con should be serviced every two years; dealers charge £79 for this to be done.

The Mk1 and Mk2 A3 were recalled 14 times. But since the Mk3 arrived three years ago, Audi’s issued just five recalls across its entire range – although most of these affected several models at a time. That was until, of course, the worldwide VW Group recall hit 11 million cars. The Mk3 A3 is one of the models involved in the emissions crisis. Visit the Audi website to see if a potential buy is to be recalled.

After making its debut in 2014’s Auto Express Driver Power satisfaction survey in 16th place, the Mk3 A3 dropped to 27th in 2015 – it was beaten by the Peugeot 308 and Seat Leon. Sixth for build quality is no surprise, while in-car tech (22nd), performance (26th), handling (33rd) and reliability (36th) are further highlights.

  
The A3 was crowned World Car of the Year in 2014, while our sister website Carbuyer named it Best Luxury Small Car at its annual awards this year. Carbuyer said the A3 came out on top in its class because of its ability to “demonstrate everything that makes an Audi special” and commended it for offering “a selection of engines that ranges from the very frugal to the very fast”. It also praised the A3 Sportback for being “practical, affordable to run and hugely desirable”. 

While strong residuals mean the A3 can be costly to buy used, we reckon it’s worth the premium for its blend of refinement, a strong image, build quality and efficiency.

Peugeot 308 SW

The 308 SW is a well equipped family estate with an efficient range of engines and a smart interior. There’s no doubt the latest 308 SW is a better proposition than the first generation car it replaced. It replaces its predecessor’s slack-jawed look with crisp, elegant styling as well as a great deal of load space for an attractive price.

There’s a strong engine line-up too, especially if you’re looking for an economical diesel, although the over-soft ride and lacklustre handling don’t meet the standards of the best in class. Equipment levels are high but the touchscreen system could do with a little more development.

With build quality much improved, and reliability getting the thumbs up from owners in our Driver Power survey, the 308 SW should appeal to drivers looking for practical family transport. We’d pick the diesel-powered 1.6 BlueHDi 120 in Allure trim for its great mix of performance and economy.

Our Choice: 

Peugeot 308 SW 1.6 BlueHDi 120 Allure.

The Peugeot 308 SW is based on the 308 hatch that was introduced late in 2013, so it looks stylish, while the engine range is tuned to deliver performance and efficiency.

It’s a lot longer than the hatch, with a stretched wheelbase that means there is considerably more room inside. This model also benefits from the weight-saving developments applied to the latest generation of 308 hatch. Those changes have helped contribute to improvements in both running costs and the 308 SW’s driving dynamics.

The new SW also comes with a range of new powerplants, including a 1.6-litre diesel that emits just 85g/km of CO2 and a new three-cylinder PureTech turbo that is smoother and punchier than a Ford’s 1.0-litre EcoBoost engine.

A strong diesel engine line-up is an established Peugeot trademark, and the 308 SW is no exception with various power outputs on offer from the 98bhp 1.6-litre all the way up to a 178bhp 2.0-litre GT range-topper. The 308 SW also benefits from a new generation of six-speed automatic gearbox with Quickshift technology.

There are five trims to choose from - Access, Active, Allure, GT Line and GT - and most come very well equipped.

The Access is the entry-point, and even that gets air-conditioning, one-touch electric windows, cruise control, DAB radio and Bluetooth. The Active adds 16-inch alloys, dual zone climate control, parking sensors, auto headlamps and a 9.7-inch touchscreen sat-nav. Allure brings 17-inch alloys, roof rails, fog lamps and LED headlamps, while the GT Line takes the wheels up to 18 inches and adds tinted glass, LED sequential indicators and LED fog lamps, a reversing camera and sporty interior details.

The range-topping GT is the only 308 SW to be offered with the 178bhp diesel engine, and it also features a slightly lower ride height, red stitching on the steering wheel and a driver assistance pack with dynamic cruise control and emergency brake assist.

On top of its extensive kit list, the 308 SW is priced competitively to undercut mainstream rivals like the Volkswagen Golf Estate and the Honda Civic Tourer.

At launch the 308 SW introduced four new engines into the range, taking the overall total to eight – with an even split between petrol and diesel.

The pick of the bunch in terms of petrol engines is the new 1.2-litre e-THP 130 – it’s a three-cylinder turbo that produces an impressive 128bhp and it’s a real advert for the advantages of downsizing technology.

Fire it up, and it’s reasonably hushed at idle, although the stop-start system does cut in and out with quite a bit of a vibration. It’s paired with a six-speed manual gearbox, but this suffers from a vague, spongy shift that makes changing gears feel like a bit of a chore.

The 308 is at its best with a diesel engine under the bonnet though, as the soft suspension setup and comfort oriented ride mean the hushed and punchy new 1.6-litre BlueHDi unit suits the character of the car extremely well. The top-spec GT model is only available with a 2.0-litre BlueHDi diesel with 178bhp, which is mated to a six-speed auto gearbox.

In corners, the 308’s soft suspension means there’s little fun to be had, because the car suffers from plenty of roll, while mid-corner bumps cause it to pitch uncomfortably. What’s more, the small steering wheel feels toy-like in your hands, and an awkward driving position discourages you from attacking bends.

The soft suspension should mean the 308 is comfortable when cruising, but in reality it’s quite unsettled over bumps. The low speed ride is comfortable and controlled, but cars fitted with the larger alloy wheels are noticeably firmer around town.

The 308 SW’s three-cylinder turbocharged ‘PureTech’ petrol engine comes in two guises offering 109bhp and 128bhp respectively – the latter available with manual or auto transmission. 0-62mph takes 11.6 seconds for the smaller engine, and 10 seconds for the more powerful version – and specifying the Quickshift auto shaves another half a second off that time.

The full BlueHDi diesel line-up includes the 99bhp 1.6 with 5-speed manual gears only, the 118bhp 1.6 with 6-speed manual and auto options, and two versions of a 2.0-litre unit. First up is the 148bhp version which comes with the choice of manual or auto gears, while the range-topping 178bhp engine is only available as an auto. 0-62mph times range from 12.8 seconds to 8.6 seconds, depending on your choice.

The new Peugeot 308 SW is lighter than most of its mainstream rivals thanks to a drastic weight saving scheme during its design, and the estate is 140kg lighter than the car it replaces.

That added lightness combined with a body that has been shaped to be more aerodynamic than before helps produce official fuel economy that is really exceptional. The 1.6 BlueHDi version has a decent 114bhp but will return a 88.3mpg on the combined cycle when fitted with the ultra-low rolling resistance tyres that are standard on cars with 16-inch wheels.

The entry-level petrol model is also quite frugal though, and because of this the brand expects it to lead the charge when it comes to private retail buyers. The 1.2-litre triple returns a claimed 60.1mpg and emits just 109g/km.

The 308 SW is on a par with cars like the SEAT Leon ST but comes better equipped as standard, and it undercuts rivals like the Volkswagen Golf and Honda Civic with prices starting at just under £17,000 for the most basic versions, although the residuals are likely to be weaker than either of these competitors.

Standard equipment is impressive though, with even mid-spec cars getting sat-nav and the 9.7-inch touchscreen fitted as standard, ‘Allure’ models get a colour reversing camera, and goodies like 17-inch alloy wheels and full LED lights.

The SW benefits from the same elegant styling as its 308 hatchback brother. Gone are the gaping grille and awkward lines of the 307 SW, replaced by a smart nose, sharp lines and an elegant rear. As well as the extra bodywork behind the rear wheelarches on this estate, a wheelbase that’s 110mm longer creates more room inside.

That also helps with its proportions. The SW is 332mm longer than the hatch, and the addition of the extra back windows, silver roof rails and large wraparound tail-lights means the estate arguably looks even more stylish. Full LED headlights are standard on Allure models and above, while the top-spec GT model adds lowered suspension and a racy bodykit to mark it out from the rest of the range.

Inside, the Peugeot has an attractive dash design. The high-set dials are only just visible over the small steering wheel, while the large touchscreen groups the multimedia and climate controls together to leave the centre console uncluttered. An electric parking brake is fitted as standard on higher-spec models, freeing space for storage.

Some models are available with the £500 optional panoramic glass roof, which does a great job of brightening up the cabin, while the electric sunshade also diffuses the light to keep things feeling airy when it’s not in use. As well as looking good, the 308’s interior feels well built, with high-quality plastics present throughout and some subtle metal trim adding a classy touch.

All 308 SWs have DAB digital radio and Bluetooth, but only the entry-level Access has a standard CD player (integrated). Move up to the Active and beyond and you get a 9.7 inch touchscreen based system that includes satnav with 5 years of map updates, but a CD player becomes a cost option. Peugeot Connect Apps is an optional feature on all models that allows you to access Trip Advisor info on points of interest, as well as Michelin traffic info.

The 308 SW may have one of the biggest boots in its class, but there’s not been quite enough thought given to life inside the car. The glovebox is tiny, and Peugeot hasn’t been lavish with other storage compartments or cubbies.

Also the driving position takes a little getting used to, as you need to drop the small steering wheel down towards your knees to see the dials. At least visibility outside the car is good.

It’s also irritating that you can only adjust the climate control with the touchscreen. So rather than turn a dial, you need to navigate sub- menus and wait for the system to scroll through, which can be a distraction, especially as the display screen isn’t as responsive as rivals’.

The 308 SW’s 4,585mm length means it’s marginally bigger than the 4,562mm VW Golf Estate but a few mm shorter than the Honda Civic Tourer.

Passenger space in the 308 SW is similar to that found in the rival SEAT Leon ST estate. That means there’s just about enough space for grown-ups, although back-seat passengers sit quite high on the flat bench so it feels like there’s less headroom. The headroom problem is worsened by the optional glass roof, so make sure you try sitting in the back before you buy.

The 308 SW’s tailgate is heavy to open, but it reveals a 660-litre boot that’s the biggest in the class. Useful touches include load rails in the floor and seat-folding levers in the boot sides, but the load cover is fiddly to hook into place, and you remove it by twisting it out of position, a process that doesn’t feel well engineered.

Once removed, there’s a slot under the boot floor to store it in, and you can hold the floor up using the built-in hook that attaches to the top lip of the tailgate. Again, though, this solution seems a little cheap when compared to some rival systems.

Fold the seats, and the bases drop at the same time to create a completely flat floor. Total capacity of 1,775 litres is excellent for this type of car - even more than the cavernous Honda Civic Tourer.

However, although the 308 SW has lots of room, it has few practical touches. There’s no under-floor storage, and if you want to use the load rails, you have to add a £150 cargo net. What’s more, the 12V socket is mounted above the load cover, which looks unsightly if you’ve something plugged in and the cover closed.

If you want to pull a caravan or trailer, the 308 SW’s towing capacities range from 1,100kgs to 1,500kgs depending on engine size.

The 308 uses a new platform that will underpin a variety of Peugeot and Citroen models, and so far, things are looking good for the architecture. Owners placed the new 308 hatch on which the SW is based 17th overall out of 200 cars in our Driver Power 2015 satisfaction survey. The car’s reliability was ranked 30th, build quality ranked 24th and running costs and performance seem to have impressed owners too.

The cabin mainly uses soft-touch plastics but some areas are hard and scratchy which spoils the overall effect. Similarly, the touchscreen can be quite fiddly and the sat-nav is not the most intuitive or accurate system we have tried. The connected apps take quite a long time to load and this system could soon feel a bit outdated when compared to (admittedly more expensive) systems in rival cars. Even so, the major mechanical parts are all tried and tested in other Peugeot products and while the 308 does not come with anything more than a three-year warranty it should be relatively trouble free.

The five-door 308 earned five stars in its Euro NCAP crash test, although its percentage scores are lower than the SEAT Leon’s. The 308 hatch scored 92 per cent for adult occupant safety, 79 per cent for child occupant safety, and 64 per cent for pedestrian safety. The Leon hatchback’s scores were 94 per cent, 92 per cent and 70 per cent respectively, and although the cars crash-tested were hatchbacks, the results ought to be a fair indication of the estate variants’ likely performance.

Six airbags are standard on the Peugeot, but collision alert and city braking are only optional on higher-spec cars.

The Peugeot comes with the brand’s standard three year/60,000-mile warranty which looks pretty lame compared to the warranty commitment from Kia of seven-years/100,000 miles. To be fair though, the Peugeot warranty offer will serve the purposes of most owners.

You can set-up an all-inclusive service plan on the 308 SW from just £19.99 per month, and other options include fixed price maintenance for items like brake pads and tyres. However you approach it, the 308 should be pretty cheap to run. 

Fiat 500 X

The Fiat 500X is one of the more style-focused offerings in the compact SUV/crossover class. It does a good job of extending the iconic design cues of the 500 city car into this new segment.

Not everyone will fall for the cutesy looks, but those who do will find it a practical lifestyle accessory – even if they only choose the two-wheel-drive City Look version.

With a broad range of engines, and a chassis shared with the Jeep Renegade, the 500X’s dynamics and handling on the road are surprisingly sharp. We’d go so far as to say the high-speed refinement is exemplary for a car in this class, making it a perfect small family car for the fashion-conscious buyer – unless they’re worried by the four-star crash safety rating from EuroNCAP.

Our Choice: 

Fiat 500X Lounge 1.6 MultiJet II 120hp.

 

The Fiat 500X is the brand’s response to a booming compact crossover market, and a model with which it hopes to build on the runaway success of the 500 city car.

Infused with the same retro styling touches as the 500, but with more muscular jacked-up proportions, the 500X is actually based on a much larger platform (the car's underlying architecture), which it shares with the Jeep Renegade. Both cars are built alongside one another at Fiat’s plant in Melfi, Italy.

The 500X comes with the choice of front-wheel or four-wheel drive, plus a wide choice of petrol and diesel engines twinned with manual and automatic transmissions – mirroring what's available with the more off-road focused Jeep.

Two versions are available – a chic, smoother-suited, two-wheel-drive-only model called the City Look, and the more rugged Off-Road Look version. The latter offers the option of four-wheel drive and the prospect of some light off-roading.

The City Look comes in three trim levels, called Pop, Pop Star and Lounge. The entry-level Pop runs on 16-inch steel wheels with plastic trims, has electric windows all round, manual air con and seat height adjustment, plus electric mirrors, cruise control and six airbags.

Pop Star trim adds 17-inch alloy wheels, automatic climate control, rear parking assistance, drive mood selector, and a five-inch touchscreen infotainment system with Bluetooth. Lounge trim goes to 18-inch alloys, privacy windows, Xenon headlamps and standard sat-nav.

The Off-Road Look comes in two trim levels: Cross and Cross Plus. The Cross version is well-equipped with 17-inch alloys, off-road bumpers and a satin chrome finish on exterior brightwork, tinted windows, electric windows, roof rails, automatic climate control, drive mood selector, driving seat height adjustment, cruise control, cornering fog lamps, Start & Stop, plus a five-inch touchscreen. Cross Plus adds Bi-Xenon headlamps, sat-nav, keyless entry and 18-inch alloys.

There’s a huge variation in the way the 500X drives, depending on which engine and gearbox combination you go for.

You should steer clear of the range-topping 138bhp 2.0 MultiJet diesel, not just because of its eye-watering price tag, but because it only comes with Fiat’s on-demand four-wheel drive system. It was originally only available with a nine-speed automatic gearbox, but it comes with a manual option now.

While the engine is powerful enough, it never sounds particularly refined and doesn't let the handling sparkle. This is especially the case with the auto gearbox, which can be jerky at low speeds.
Far better is the 118bhp 1.6 MultiJet diesel in combination with a six-speed manual gearbox. Not only is the engine significantly cleaner, it’s also quieter, feels just as fast and revs more cleanly, while the manual gearlever has a smooth action.

The 138bhp 1.4 MultiAir petrol turbo brings out the 500X’s sportier side, providing powerful acceleration when you need it and staying virtually inaudible otherwise. On the larger 18-inch wheels, the ride is too firm on bad surfaces, crashing over holes and bumps, although it smooths out at higher speeds.

On the right road, however, the handling is surprisingly sharp and there’s loads of grip, whether you go for four- or front-wheel drive. On the motorway the cabin is whisper quiet, too, making it well suited to long trips.

There are three petrol engines in the 500X line-up, kicking off with the 1.6 E-TorQ 110, which is only available in the City Look. It offers a fairly weedy 109bhp and is good for 0-62mph in 11.5 seconds, with a maximum speed of 112mph.

Next up is the 1.4-litre Turbo MultiAir II, available in City Look and Off-Road Look. It makes 138bhp with 230Nm of torque, which in front-wheel-drive guise gives a 0-62mph time of 9.8 seconds and a 118mph top speed.

The 168bhp/250Nm version of the same engine comes with 4x4 and nine-speed automatic gears only, and does 0-62mph in 8.6 seconds with the same top speed.

The diesels kick off with the 118bhp MultiJet, which makes 320Nm and is good for 0-62mph in 10.5 seconds and 116mph – it comes with two-wheel drive only.

The 138bhp diesel is only available in 4x4 models and offers 350Nm of torque. It will do 0-62mph in 9.8 seconds, again with a 118mph maximum, all irrespective of whether you choose the nine-speed auto or manual gears.

You can spend almost £26,000 on a 500X, but fortunately you don’t have to. The range starts from £14,595 for the City Look with the basic 1.6-litre E-TorQ petrol engine. Opting for the Off-Road Look will cost at least £4,000 more, as the trim level kicks off with the newer 1.4-litre MultiAir petrol, but you do get greater performance and efficiency to go with the more extroverted styling.
Either way, the running costs for the 500X should be equivalent to a traditional family hatchback – like a Ford Focus or a VW Golf.

The most efficient model by quite some distance is the 118bhp 1.6 MultiJet diesel model coupled to a six-speed manual gearbox, which returns fuel economy and CO2 emissions of 68.9mpg and 109g/km. It’s the version of choice for company car users, thanks to its low benefit-in-kind rating.

Next is the smooth 138bhp 1.4 MultiAir petrol, which costs around £1,500 less initially than the 1.6 MultiJet, but still returns a respectable 47.1mpg and 139g/km. This means it’s the favoured option for private owners who do fewer than 10,000 miles per year, as they are less concerned about a slightly higher road tax rate and more interested in the price up front.

The 168bhp 1.4 petrol (only available as an automatic 4x4 Off-Road Look) returns 42.2mpg with emissions of 157g/km, but if you must have the reassurance of all-wheel traction then you could make a case for it.

The most expensive diesel to run is also the most expensive model to buy outright. The 138bhp 2.0 MultiJet is again only available with 4x4 in Off-Road Look trim, and the nine-speed auto weighs 175kg more than any other model. Partly due to that, it can only muster 51.4mpg and 144g/km – not great for an oil-burner these days.

The 500 isn’t the best car in its class in any one department, yet it’s sold almost 1.5 million units worldwide since its launch. Why? Because it looks cool.

Fiat claims that for 60 per cent of buyers in the compact crossover class styling is their primary motivation, and in that respect the 500X is a clever piece of design. The 500’s retro cues, such as the double circular headlights, ‘moustache’ grille and curved panels have been up-scaled into something altogether more macho.

City Look versions get smoother, sportier-looking front and rear bumpers, while the Off-Road Look models have a more rugged appearance thanks to chunkier bumpers, visible underbody protection and roof rails. This is a much bigger car, don’t forget – longer, wider and taller - than all its main rivals including the MINI Countryman, Renault Captur and Nissan Juke, which gives it a certain amount of extra presence on the road.

On the inside, the 500-inspired retro theme continues with a colourful plastic insert stretching right across the dash, and splashes of chrome on the door handles and vent surrounds. There’s a more three-dimensional feel, though, with the protruding instrument binnacle and the infotainment screen rising out of the dash.

While the City Look cars get shiny body-colour inserts on the fascia, giving the cabin a more premium feel, if you go for the Off-Road Look you get more utilitarian grey inserts which don’t do as much for the interior ambience.

The 500X is only available in a single body type, and it’s essentially a five-door hatchback in the pumped-up crossover style. It sits between the 500 and the 500L in terms of interior space, and should easily be big enough for young families.

The driving position is higher overall than the 500, but you sit in a lower sportier position within the car. Up front there are two glove boxes, large door pockets and a deep storage bin underneath the armrest.

There have been compromises to practicality in the pursuit of style though – the rear window is tiny, which makes visibility a pain, and the seats are not the most supportive.

The 500X is vast compared to the old Fiat 500s, and it’s even bigger than the van-like 500L - at 4,248mm nose-to-tail it will take up 10cms more of your drive. The 500X is a little lower (1,600mm vs 1,665mm) and a few cms wider (1,796mm vs 1,784mm).

The 500X is also noticeably bigger than the 4,135mm Nissan Juke, the 4,122mm Renault Captur and the 4,222mm Skoda Yeti, but a few mms shorter than the 4,255mm Jeep Renegade, with which it shares a platform.

Rear passengers who are shorter than six-foot will have enough headroom and legroom, but any taller and it starts to become a squeeze. There are ISOFIX points for child seats in the rear bench as standard.

At 350 litres, expanding to 1,000 litres with the 60/40 split rear seats folded down, the boot is actually smaller than the Countryman, Juke and Captur, but considering 60 per cent of buyers in this class name styling as their number one motivation Fiat won’t be too worried about that.

The boot space itself has a useful wide opening, while a moveable boot floor can be set at two levels - one level with the boot lip for easy loading and a flat boot floor with the rear seats folded down, and the other lower down to maximise space.

Reliability and build quality has traditionally been a sticking point for Italian cars. Fiat still has a way to go when it comes to customer service though – it only finished 24th out of 32 in our 2015 Driver Power customer satisfaction survey.

The regular Fiat 500 comes in exactly halfway down our survey of 200 cars when it comes to reliability, and it’s in almost exactly the same position for build quality. You can’t read too much into that because the 500X uses an entirely different platform to the 500, but the 500X feels better built than you might expect.

That said, reliability was one of the categories that dragged Fiat down as a brand in the overall survey, with the company rated 25th out of 32. For build quality though, Fiat managed to out-rank Citroen, Vauxhall, Ford and Nissan, so it’s not all bad news.

In terms of cutting-edge safety equipment, the 500X breaks new ground for Fiat. Buyers can choose from six different option packs (which save them up to 30 per cent compared to buying the options separately), one of which, called ‘Active Protection’, includes high-end tech including adaptive cruise control, auto braking (between 4mph and 120mph), blind spot assist, lane assist and a rear-parking camera for squeezing into and out of tight spots.

Sadly, that wasn’t enough to convince the EuroNCAP crash testers, who only awarded the 500X four out of five stars. Adult occupant protection was rated at 86 per cent and child protection at 85 per cent.

It may only have a three-year warranty, but the 500X does get the benefit of unlimited mileage. Many three-year packages from other manufacturers include a 60,000 mile limit – although you can’t ignore the fact that Hyundai and Kia offer five- and seven-year deals. The Jeep Renegade, which shares many parts with the 500X, gets a four-year warranty too.

Annual interim service intervals for the 500X are recommended, while petrol models have a major service at two years or 30,000 miles. Diesel models stretch the mileage to 35,000 between major checks.

Fiat 500 L

If you like the looks of the Fiat 500L – and let’s face it not everyone does – the car makes a decent job of providing practical transport for families on a budget.

Its voluminous body means there’s good head and leg-room for full-size adults, even when they’re three-up in the back. The seating arrangements are highly flexible too, and the maximum load capacity with seats folded flat is impressive.

Less impressive are the handling characteristics, which are safe but uninspiring, although the engines provide reasonable responsiveness and efficiency.

Sadly, the 500L can’t match its city car sister-model’s terrific depreciation record either.

Our Choice: 

Fiat 500L 1.6 Multijet Lounge.

The Fiat 500L is a compact MPV that comes with a competitive price tag and is designed to rival other supermini-based people carriers like the Ford B-MAX, Citroen C3 Picasso and the Hyundai ix20.

The 500L is based very obviously on the popular Fiat 500 city car, meaning it gets the same retro influenced design, trendy interior and frugal engines as its smaller sister. However, the 500L's larger proportions mean it is a lot more practical for family buyers, thanks to a roomy boot, and five-seats that can actually be used by adults. Buyers can also opt for the even larger 500L MPW, which comes with a seven-seat option.

The Fiat 500L is available in four trim levels. The entry-level Pop Star, mid-range Easy and Lounge models, plus a rugged looking flagship called Trekking that features black bodywork additions around the wheel arches and sills, as well as silver skid plates at the front and rear – but don’t be fooled into thinking it has four-wheel drive. There is also a Beats Edition of the 500L Trekking, which gets a thumping great stereo influenced by artist Dr. Dre and his BeatsAudio brand.
The Pop edition of the 500L is pretty basic, with no air-conditioning even as an option although it does get ESC, central locking, electric front windows and a touchscreen operated radio with Bluetooth.

The Pop Star adds air-con and cruise control, plus body colour mirrors and alloy wheels. The Lounge ups the ante further with automatic lights, dual zone climate control, a fixed glass roof, electric rear windows, parking sensors and seat-back tables.

Across the 500L range buyers can choose from two petrol engines - a 1.4 or 0.9-litre - or two diesels. The latter options include the 1.3 Multijet which can be spec’d with Fiat's semi-automatic Dualogic gearbox, or the 1.6-litre Multijet which is manual only.

It would be unreasonable to expect the Fiat 500L to handle like a sports car, but there is more body roll than you get in a Ford B-MAX, and the bigger and heavier Fiat can’t hide its MPV nature.

The steering is light, as are the pedals and gearshift. While it's easy to drive, none of the controls have much feel and it's pretty vague most of the time. The brakes are also overly sharp. However, if you accept the 500L doesn't have a sporty nature, and that it's just a decent and safe-handling MPV, you won't be disappointed.

The raised seating position and light controls make it a breeze around town too. Plus, aside from some fidgeting at low speed, the soft suspension set-up delivers a decent ride. Road noise isn’t too much of an issue on the motorway, either.

The Trekking model is interesting, as it comes with higher suspension, special mud-friendly tyres and a traction control system optimised for dirt tracks or icy conditions. It’s not a substitute for full 4x4 traction, but worth a look if you live somewhere rural.

The 1.4 litre T-Jet petrol engine may be the quickest in the 500L’s arsenal, but it’s still not going to set your hair on fire. 0-62mph comes up in a reasonably lively 10.2 seconds if you pick the 118bhp version, although the same unit is available with a lesser 94bhp and a 12.8s 0-62mph time.

The more efficient petrol TwinAir (two cylinder) model has 104bhp, and does 0-62mph in 12.3 seconds. All the petrol engines come with a six-speed manual gearbox.

We prefer the mid-range grunt of the 118bhp 1.6-litre diesel to the fastest petrol though. It’s a shade slower to 62mph at 10.7 seconds, but the extra pulling power makes a difference to the driveability – especially when you’re fully loaded. That’s because the biggest diesel’s 320Nm torque figure is significantly higher than the petrol’s 215Nm.

You can also get the 1.6-litre diesel with 104bhp, and there’s a smaller 1.3-litre option with 85bhp. The 1.3 diesel is the only 500L available with five-speed auto gears, and is also the slowest car in the line-up with a 15.5 second 0-62mph time.

Despite carrying the 500 name, the 500L doesn’t actually share all that much with its city car namesake. It’s in fact based on the underpinnings of the Punto supermini.

Whether wrapping this practical chassis in a Fiat 500-inspired body has resulted in an attractive-looking car or not is a matter for debate – the looks are certainly not to everyone’s taste. Still, details like the twin rounded headlights and single chrome bar grille leave you in no doubt of the 500’s role in inspiring this car’s design. And, like the hatch, there’s lots of scope to customise your 500L, with contrasting roof colours and coloured door mirrors.

The range-topping model in the 500L range, the Trekking, has its ride-height increased by 10mm, and black plastic body cladding along the lines of the Dacia Sandero Stepway. Despite its rugged looks, don't expect to be going anywhere far off-road as the Trekking is only available as a front-wheel-drive car.

For those who are not enamoured of the 500L’s looks, the feel-good factor doesn’t improve much once you climb into the driver’s seat. With chunky buttons, a simple dash layout and a lofty seating position, the Fiat’s cabin focuses on practicality more than style, and aside from the seat design and the chunky steering wheel, there’s little to remind you of the stylish 500 city car.

Equipment levels are pretty good though, and the glass ‘Skydome’ roof that’s standard on Lounge models gives the interior a bright and spacious feel.

There’s not much in the way of exotic technology, but you can have an automatic emergency braking system as an option extra – or standard on top-of-the-range Trekking models.

Connectivity is taken care of with a Bluetooth enabled stereo operated via a 5 inch touchscreen on all but the entry model Pop where Bluetooth isn’t even an option. On cars that are equipped, the Uconnect system allows you to link your phone to handle calls and read text messages, and you can also stream music from compatible devices.

Digital DAB radio and satnav are optional extras, as is a Dr Dre-branded Beats hi-fi system.

The Fiat 500L's raised ride height and almost 360-degree visibility make it very easy to drive around town, and it’s practical too. A roomy cabin seats five adults comfortably, and is equipped with 22 cubbyholes including a large glovebox, a couple of cupholders and roomy door bins.

The 500L measures up at 4,147mm long, 1,784mm wide and 1,665mm tall. That makes it 70mm longer than a Ford B-Max. The larger Fiat 500L MPW measures up at 4,352mm – making possible the extra row of seats.

As the 500L is 59cm longer than the standard Fiat 500, there's plenty of space in the cabin. This means there's more than enough room for five adults as well as a decent boot volume – even six-footers are accommodated in the back seats.

There’s so much adjustability built into accommodation that Fiat has calculated there are 1,500 possible seat position combinations. Significant ones include the option of folding the front passenger seat down to form a picnic table, sliding the rear bench back and forth and reclining it.

If you need to load children or baby seats, the higher body and wider rear doors hand the Fiat a win over smaller rivals such as the Audi A1 Sportback and MINI 5-door.

The Fiat 500L’s rear bench seat folds completely flat and slides easily. The boot also has a three-level floor and the front passenger seat also folds completely flat, meaning the 500L can take loads of up to 2.4 meters.

There are 400 litres available with the seats in place so the boot is already bigger than the VW Golf’s – a car from the next class up. The 500L offers comfortably more than double the boot space of 500 city car, while folding the seats down gives you an impressive 1,310 litres.

You wouldn’t pick the 500L as a tow car though. Most models are limited to pulling 1000kgs, although the Trekking can pull 1,100kgs.

The Fiat 500L has a five-star Euro NCAP crash test rating and comes with a decent tally of safety features as standard. They include driver, passenger, side and window airbags, plus tyre pressure monitoring and hill-hold. You can also add Fiat’s City brake control low-speed collision mitigation system for £250 if it’s not fitted as standard equipment at your trim level.

The engines and many of the other mechanicals in the 500L are widely used in other Fiat models (such as the standard 500, Panda and Punto), so should prove reliable.

However, while the 500L didn’t feature in our Driver Power 2015 survey, the regular 500 just failed to finish in the top 100 of the survey’s 200 cars – which gives some cause for concern. It was ranked a few places further down the rankings for build quality too.

Fiat’s dealers ranked 24th out of 32 manufacturers, so if you do need to visit one unexpectedly you may find it a little harder to attain satisfaction compared to better performing brands.

Like other Fiats, the 500L comes with a three-year/100,000-mile warranty. In the first two years cover is provided regardless of mileage, but the cap comes into play in year three. This is similar to cover provided by most rivals, although VW caps mileage at 60,000 and Kia provides 7 years of warranty cover.

There’s no network-wide fixed price servicing scheme advertised for the Fiat 500L, but you should expect to pay around £135 for a minor service and £250 for the full service. This appears to be a little less competitive than some of the plans available from rival manufacturers but Fiat does allow 18,000 miles between services (or annual checks).

Maserati Ghibli

The Maserati Ghibli combines style and quality with sharp handling to rival the BMW 5 Series and Mercedes E-Class. Maserati says it has studied what’s needed to succeed in the sporty large executive class, and the Ghibli certainly demonstrates ability when you get the chance to drive it quickly. In other words, it feels like a true Maserati when it needs to – even when it has got the diesel option under the bonnet.

However, the Ghibli also lacks the impressive build quality feel of its established - principally German - rivals, while the ride is unfortunately a bit firm too.

The Maserati certainly has style on its side though, and makes an interesting alternative for drivers who want something that’s a little bit different to the mainstream. Assuming the fleet manager will allow it, of course.

Our Choice: 

Maserati Ghibli 3.0 V6 Diesel.

The Maserati Ghibli is a new-ish model that’s designed to rival high-end executive saloons like the BMW 5 Series, Audi A6 and Mercedes E-Class. It gets a dramatic look, is based on a shortened version of the luxurious Quattroporte saloon car’s platform and claims to deliver the sort of sporty driving experience that plays up to the Italian marque’s glorious heritage.

Enthusiasts of that heritage will remember the Ghibli in its previous guises – a glamorous Guigiaro-designed and V8-powered GT car launched in 1966, and the boxy mid-1990s four-seat coupe styled by Gandini. Maserati probably hopes you remember the earlier model best.

Maserati has been pushing hard to turn fewer than 7,000 sales in 2012 into 50,000 – and the Maserati Ghibli is a crucial part of that plan, implemented by the brand’s owner Fiat.

Designed to sit beneath the new Quattroporte in the range, it gives Maserati a challenger in the big-selling executive car class – the challenge coming largely in sales volume terms from a diesel engine being offered for the first time in a Maserati.

However, as well as the 271bhp 3.0-litre V6 diesel there’s a pair of 3.0-litre twin-turbo petrol V6s with up to 404bhp, while an eight-speed auto is standard across the range.
The Quattroporte platform has been shortened by 20cms between the axles for use in the Ghibli, but the newer car is nearly 30cms shorter overall. It shares its sibling’s double-wishbone front- and five-link rear suspension set-up too, as well as Maserati’s optional Skyhook adaptive damping.

With a £5k price premium when compared to a top-spec BMW 530d, Maserati hopes the cachet of the Ghibli’s badge and glamorous design will pull in buyers. It has also included a generous equipment list with leather seats, auto climate control, xenon headlamps, parking camera and touchscreen sat-nav for extra showroom appeal.

Fast steering means the Maserati Ghibli is eager to turn in, while even weight distribution ensures it feels balanced in corners. Turn off the stability control, though, and the Ghibli is quick to snap into oversteer. And while the variable-speed steering helps you catch the slide quickly, the set-up is light and a bit short on feedback.

Take it easy, and the Maserati is a mixed bag. Firm suspension fidgets and shimmies over bumps where the Jaguar XF feels stable and solid, while the sharp brake pedal also takes some getting used to. The car is great on a twisting B-road, but the rest of the time it’s too firm and unsettled to be a relaxing cruiser.

To some enthusiasts, the idea of a diesel Maserati will be sacrilege, but the brand has done a decent job of integrating the 3.0-litre V6. While there’s a bit of clatter at start-up, and the engine is a bit noisy, when you press the Sport mode button, the Active Sound generator in the exhaust masks the diesel thrum with a pleasingly meaty rumble.

Engaging drive with the shifter is tricky, as you need to be deliberate when pulling the trigger to select it, otherwise you’re left in neutral, which can be frustrating. Another niggle is that it’s easy to accidentally knock the lever across from drive to Sport mode, because it’s closely positioned just ahead of the climate and infotainment controls.

The 271hbp 3.0-litre V6 diesel isn’t as fast as the engine in the BMW 530d – at 6.3 seconds it’s two tenths slower from 0-62mph. It also sounds a bit old school when you start it up. It revs smoothly, though, and delivers plenty of mid-range urge with an interesting exhaust note for a diesel.

If it’s excitement you’re after, the Ferrari-built twin-turbo V6 petrol will be more to your liking. Even in its less-potent 325bhp form it delivers sharp throttle response and a much more Maserati-esque growl from the quad exhausts. 0-62mph arrives in 5.6 seconds, or 5.0 seconds in the 404bhp Ghibli S. Top speeds for the petrol models are 163mph and 177mph respectively.

In-gear response is good, but the eight-speed box has clunky shifts when left in auto mode. We’d recommend adding the £245 aluminium steering wheel paddles and taking manual control – the paddles are good to use and add to the car’s sporty feel.

Not many cars look as dramatic as the Ghibli. The low snout takes inspiration from the GranTurismo coupe, while the distinctive trident badge and small headlights provide a menacing look. Its front wings rise over the wheels and behind the arches is a set of three false air vents – a typical Maserati design touch – while the low roof and small glass area add to the sporty feel.

The Ghibli isn’t quite as well resolved at the rear. Maserati badges on the C-pillars are another traditional touch, but the narrow rear screen, rounded bootlid and small LED lights give it a bit of a dumpy look. Still, with quad exhausts and no trim badges, you get no clue that a diesel is under the bonnet.

Inside, the Ghibli has a decent layout, and a characterful dash design with two converging panels and a central analogue clock – with blue face and aluminium details as per the Maserati tradition.

There’s plenty of luxury and leather but sadly, interior quality doesn’t feel quite on a par with its rivals. The leather-topped dashboard adds a touch of class, but the switchgear is a let-down. The hard plastic buttons aren’t very nice to use, while the window switches on the driver’s door look like poor copies of Mercedes items. The centre console gets a textured natural wood finish, but if that’s not to your taste, gloss and carbon fibre finishes are available.

The Ghibli provides its driver with a large, centrally-mounted 8.4 inch touchscreen for navigation and infotainment functions. It’s operationally satisfactory, but nothing like as slick or intuitive as the best German systems.

There are two audio system upgrades available – a 10 speaker Harman Kardon set-up, or the range-topping Bowers and Wilkins system with 15 speakers and 1,280 watts of output.

The Ghibli is only available as a four-door saloon, but its swoopy styling makes it more of a rival for cars like the Jaguar XF, BMW 6 Series Gran Coupe and Mercedes CLS Class saloon than a challenger to the ‘regular’ 5 Series or E Class.

Up front, there’s lots of seat and wheel adjustment, although the offset pedals mean your legs are angled away from your arms – it’s a good job the car is only available as an auto, as the addition of a clutch pedal would exacerbate the problem.

An air-conditioned glovebox, large door pockets, a centre console storage bin and 60/40 split rear seats help make the interior a genuinely useable space, and the luxurious interior trim creates a comfortable ambience. The car is quiet and refined while driving, although pressing the Sport button makes the exhaust a lot more intrusive. The ride quality is less than perfect on the UK’s increasingly pot-holed roads, which some owners will find irritating too.

With an overall length of 4,971mm the Maserati Ghibli is less than 20mm longer than the Jaguar XF, but its 1,945mm girth is 65mm broader wider than the Jag.

The BMW 5 series saloon measures up at 4,899mm x 1,860mm.

While there’s plenty of room up front, rear space is poorer than in the Jaguar XF. The heavily sculpted outer seats mean the middle seat feels more like a perch and is pretty much unusable apart from for short journeys. Head and legroom are also tight, the swoopy rear roofline not helping accommodation all.

Still, the seats are comfortable, and the centre armrest folds to reveal a storage area with two cup-holders, plus USB and 12V sockets.

The Maserati’s 500-litre boot is 40 litres down on the Jaguar XF’s, but has a wider opening and lower lip. The back seats split 60:40, although the through hatch is narrower, plus there’s some exposed metal around the opening.

Even though the Ghibli was all-new in 2014, it uses a lot of running gear that’s been seen in other models. The diesel engine is found in the Jeep Grand Cherokee and other Fiat-Chrysler products for instance, while the platform is shared with the Quattroporte, and will also underpin the next GranTurismo. The eight-speed box is from German company ZF, and has seen service in a raft of rivals, so it should be reliable, too.

The sat-nav is from Garmin, while under the bonnet Bosch electronics are used, plus Maserati offers a comprehensive assistance service should anything go wrong.

That’s all very well in theory, but sadly the build quality is no more than okay – the doors don’t exactly shut with a German-style reassurance, while our diesel test car had noisy power steering and squeaky brakes. The infotainment system revealed a few foibles, too, leaving us with an overall impression that the Ghibli lacks the ‘hewn from solid’ feel of most of its rivals.

Seven airbags, anti-whiplash headrests and a chassis with hot-formed high-strength steels in crucial crash zones were all designed for unbeatable occupant protection from the outset, says Maserati. Euro NCAP was suitably impressed, awarding the Ghibli a five-star crash test rating in its 2014 test. Adult occupant safety was assessed at an impressive 95 per cent, child occupant safety at 79 per cent, and pedestrian safety at 74 per cent.

This compares favourably to the BMW 5 Series which achieved 95 per cent, 83 per cent and 78 per cent in 2010, and the Jaguar XF which scored 92 per cent, 84 per cent and 80 per cent in 2015.

The Maserati comes with a three-year unlimited mileage warranty – par for the course in this sector, and the same cover as you’d get on a BMW or Mercedes. Audi and Lexus limit cover to 60,000 miles over three years.

The biggest stumbling point will be servicing costs. Maserati is a prestige brand, so it expects owners to pay prestige prices, and you’ll pay nearly £2,500 for the first three services. There’s no fixed-price service plan on the Ghibli at the moment.

Potentially troubling too is the dealer network for Maserati here in the UK. There are 17 outlets all told with a national spread that would be fine for a supercar brand. But the Ghibli diesel is aimed firmly at business users who could easily find the lack of coverage a pain.