Volkswagen Passat Estate

It may look similar to the previous model, but the new Passat Estate is better to drive and more practical.

 

It may bear a striking similarity with the old car, but the eight-generation Passat Estate is totally new. The Volkswagen Passat is based on an enlarged version of the VW Group’s versatile MQB platform. This eighth-generation model is designed to be an upmarket family car, while the Estate has more space than ever.

Lighter than the model it replaces, the new Passat Estate is also more spacious and has improved fuel economy and CO2 emissions. On sale now, it sits in the middle ground in the executive estate market – on the one hand it goes up against traditional competition such as the new Ford Mondeo Estate, Vauxhall Insignia Sports Tourer and Mazda 6 Tourer, while on the other, Volkswagen has made the Passat posher than ever before so it can do battle with premium cars like the BMW 3 Series Touring, Mercedes C-Class Estate, Audi A4 Avant and Volvo V60.

This positioning is reflected in the prices, too. The entry-level Passat Estate S starts at around £1,700 more than the equivalent new Ford Mondeo Estate, while the range-topping Passat Estate R-Line costs about £2,800 less than a BMW 330d xDrive M Sport Touring.

Like the new Passat Saloon, the Estate can only be ordered with diesel engines in the UK – but there are a number of engines sizes to choose from. The cheapest is a 118bhp 1.6-litre TDI while further up the range there is a 2.0-litre TDI with 148bhp or 187bhp and a twin-turbocharged, high-performance 2.0-litre. Called BiTDI, this engine sits at the top of the range, has 237bhp at its disposal and only comes with a twin-clutch DSG automatic gearbox and 4MOTION all-wheel drive.

The all-diesel range will be joined next year by an eco BlueMotion version powered by a super-efficient 1.6-litre TDI which will emit just 95g/km of CO2, and a 1.4-litre TSI petrol-powered plug-in hybrid called GTE. An Alltrack model with four-wheel-drive and off-road styling will also appear in 2015.

Volkswagen is allowing customers to choose from five trim levels – S, SE, SE Business, GT and R-Line. Mid-spec SE Business with the 148bhp 2.0-litre TDI engine should prove to be the best-all rounder.

Our choice: VW Passat Estate 2.0 TDI (150) SE Business

Volkswagen has a reputation for building solid-looking cars, and the latest Passat doesn’t deviate from that formula. Designers have taken styling cues from the four-door CC, and the nose features a narrow grille that stretches out between a pair of large headlamp clusters. These feature halogen bulbs, but you can upgrade to smart LED lights to give the car a bit of a visual boost.

The subtle curves of the nose and front wings blend into a square body with distinctive creases running along the sides to the tail-lamps, while a discreet roof spoiler and rear windscreen surround boost the car’s aerodynamics. To top it off, you get smart-looking, 17-inch, 10-spoke alloys and a pair of roof rails, which are finished in silver on SE-spec models and above. Overall, the Passat is an attractive car, but unless you go for bright silver or white, the palette of dark metallic paints on offer make it look a little underwhelming.

It’s a better story inside, because while there’s plenty of dark-grey plastic, silver trim breaks up the monotony. The chrome vent trim stretches across the dashboard, while the analogue clock and silver dash inserts add a bit of interest. Plus, the whole cabin has an air of quality that neither rival here can match.

Neat touches include a flock-lined glovebox and door bins, so loose items don’t rattle about when you’re on the move, while the piano-black trim on the steering wheel is a classy addition. SE Business models get sat-nav and Bluetooth as standard, and the touchscreen is easy to use.

The Passat has never been the most thrilling car in its class to drive, and even more so with the Estate. However, the eight-generation Passat is now based on the much-used MQB platform. It forms the basis of many VW Group cars – from the Golf hatchback and Skoda Octavia Estate through to the posh Audi A3 – and as such the new Passat Estate is a far better car to drive compared to the models that have come before.

VW’s engineers have managed to shed 85kg from the old Passat Estate which has helped the car’s handling and fuel consumption by quite some margin. Like the Saloon, the Estate has also been made more rigid so, along with the weight savings, the car is far more agile on the road. Behind the wheel, the Passat handles in a way that belies its size and doesn’t get flustered when you push on through corners – the whole driving experience is further improved with accurate steering that weights up when needed and a slick six-speed manual gearbox (if specified).

The Passat’s six-speed DSG twin-clutch transmission delivers quick shifts, although the software can get confused when switching between coasting and accelerating, which can result in hesitant downshifts.

Take it easy, and the Passat is supremely refined. There’s very little engine noise, and the suspension soaks up lumps and bumps in town well. Head for the motorway, and the soft suspension, minimal tyre and engine noise and user-friendly standard adaptive cruise control combine to make the car an excellent long-distance cruiser.

However models that ride on 18- and 19-inch alloys do lose some ride comfort - though this can be rectified if the optional Dynamic Chassis Control is ordered. It’s standard on GT cars but comes as an option on other models.

The Passat Estate can be fitted with a variety of diesel engines. While we haven’t tried the entry-level 1.6-litre unit yet, the predicted best-seller – the 2.0-litre with 148bhp – provides all the power you’d ever need. The unit is also matched with good fuel economy figures – a claimed 68.9mpg on the combined cycle – and CO2 emissions of 109g/km – the latter will certainly interest company car buyers and fleets, and its with fleets that Volkswagen reckons more than 80 per cent of Estates will be sold to.

The more powerful 187bhp is also a strong package and while the high-performance 237bhp Bi-TDI – which only comes with a dual-clutch DSG automatic gearbox and 4MOTION four-wheel drive – delivers great acceleration and the added reassurance of all-weather grip, its benefits are less clear cut that the 148bhp 2.0-litre TDI due to its higher fuel consumption figures – 52.3mpg – and higher CO2 emissions of 140g/km.

The German company is very proud of the fact that the Passat is its best-selling model, and undoubtedly one of the reasons for this is its strong reputation for durability. This point is also further improved on the new car thanks to the Passat Estate using the VW Group’s well-proven MQB platform that unpins an ever-increasing selection of VW-owned products.

This is good news as the eighth-generation is packed with new technology that adds some extra clout to the Passat’s arsenal when it comes to safety. Although crash experts at Euro NCAP haven’t tested it yet, it’s pretty certain the new Passat Estate will receive a five-star rating due to a strong body and some clever kit. This includes, on SE models and upwards, adaptive cruise control, PreCrash occupant protection, a driver alert system, and city stop emergency braking with pedestrian detection. This is just some of the kit available – there’s also side scan radar, High Beam Assist, Lane Assist and Trailer Assist (which, cleverly, helps you park a trailer or caravan).

But all models, however, feature a Post Collision Braking System, Driver Alert System, and knee, driver and rear side airbags.

The brand has a reputation for building reliable cars, and the MQB-based Passat should be relatively problem-free, but there have been a few reported cases of problems with the DSG box. Plus, owners lamented customer service at VW garages in our most recent Driver Power dealer survey, and the network came second last in the ranking as a result.

By their very nature, estate cars need to be roomy, but today they must offer more than just sheer space. Thankfully, the Passat has a host of versatile touches to go with its claimed 650-litre boot capacity.

The VW’s practical features start as soon as you open the tailgate, which is unlatched via the bootlid badge – an electric tailgate is a £365 optional extra, while hands-free power opening costs £595. The bottom part of the latch mechanism is covered by a flap to stop it scratching items during loading, while the load cover has a useful two-stage opening.

The boot floor is mounted on runners on either side of the load bay, and the floor can be positioned at two levels, with the upper setting leaving a flat floor with the back seats folded. The floor is also hinged, while flexible panels hold it in position.

Underneath, there’s a flock-lined well for the spare wheel and slots to store the load cover when you need to use the 1,780-litre maximum capacity. There are levers in the boot to fold the back seats, while the seatbelts sit clear of the mechanism when you put the seats back. Our only real niggle with the Passat is that the boot light is mounted in the roof, so at night you need to push the load cover back to light it up.

As well as a big boot, the Passat has plenty of rear space. The wide doors make access easy and there’s plenty of legroom for the outer occupants, but the middle seat is positioned high and the transmission tunnel gets in the way a bit. Add in deep door bins,
a big glovebox and decent centre console storage, and the Estate is a hugely versatile family car.

The latest Passat Estate has always been a top choice in the fleet market, and the new version is no exception. Volkswagen reckons that more than 80 per cent of sales will be to fleets so it’s no surprise to see that the firm has worked hard to make the latest generation as appealing as possible.

The all-diesel line-up is competitive with rivals’ offerings with the manual 1.6-litre TDI and both lower and higher output 2.0 TDI units falling into the 17 per cent company car tax band. With their CO2 emissions ranging from 107 to 109g/km of CO2, it means buyers will be spending just £20 in Vehicle Exercise Duty.

For the really frugal-minded company car drivers, their bills will get even less with the super-eco BlueMotion TDI and petrol-powered plug-in hybrid GTE coming next year. Like most cars, buyers should be aware that choosing the dual-clutch gearbox and larger alloys wheels bumps up CO2 emissions, and therefore tax prices, on most models.

Thanks to its premium positioning in the market, when it comes to part-exchange time, the Passat Estate should enjoy similar residual values as cars like the Audi A4 Avant.

New Honda Civic Type R

New Honda Civic Type R is a serious hot hatchback that’s usable every day, but its looks won’t please everyone.

The new Civic Type R is Honda’s latest salvo in the on-going hot hatchback war – and on first impression it certainly has what it takes to rival talented competitors such as the SEAT Leon Cupra and Renaultsport Megane.

Some major changes have been made for the new hot Civic, the biggest being a turbocharged engine for more accessible performance and a higher outright output. The 2.0-litre forced induction unit is the only engine available, and puts out 306bhp.

There are two different versions of the Type R and prices start from £29,995, meaning that although it’s more powerful, it’s more expensive than its rivals too. The sub £30k figure is for the entry-level variant, but there’s also a GT model on offer at £32,295.

Standard Honda Civic Type Rs come with a fair level of equipment, including 19-inch alloy wheels, keyless entry, climate and cruise control, a parking camera and LED headlights, but it’s the GT version that gets the full suite of tech.

On top of the standard spec, this car gets lots of improved safety kit, with forward collision warning, rear cross traffic alert to warn of passing cars when backing out of a space, traffic sign recognition and blind spot and lane departure warning all featuring. There’s also dual-zone climate control, automatic wipers and headlights, parking sensors all round and Honda’s latest CONNECT infotainment system with sat-nav.

We’ve been waiting for the 2015 Honda Civic Type R to emerge for a while now, and some might feel that the car is late to the party, but the Type R has arrived packing mega performance from that new engine and a tuned chassis.

The hot hatch arena is particularly competitive at the moment. Rival SEAT took the front-wheel drive Nurburgring lap record with its Leon Cupra in a time of 7 minutes 58.12 seconds. Renault then beat that by four seconds, but Honda claims the Type R is more than three seconds faster again, completing the lap in 7 minutes 50.63 seconds. To put that into perspective, that’s two seconds faster than a Lamborghini Gallardo supercar.

There’s no denying the Type R is a proper pumped-up hot hatchback, with a deep front bumper featuring lots of scoops and cooling ducts, flared wheel arches with huge 19-inch alloy wheels, eye-popping quad exhausts, a diffuser-style rear bumper and a huge rear wing.

Compared to the more subtle approach of the SEAT Leon Cupra, the Honda Civic Type R is aggressive and in your face – this design approach won’t be to everybody’s tastes, and some of the styling elements look a little ‘boy racer’, but there’s no denying the Honda’s creation grabs attention wherever it goes.

Gloss black plastic inserts on the front and rear bumpers look great no mater what colour the body is in, but the vibrant metallic blue, pearl white and bright red body colours all looks great and show off the Civic’s angular design to the full.

Just like Honda’s regular family hatch, the Type R features the Civic’s most recent updates and gets the latest headlight clusters and taillights. The overall shape is the same, but the sporty add-ons – including the slashes and vents in the front wheel arches – are bespoke to the Type R. It looks every inch the British Touring Car racer.

Inside, the racy theme continues. You have to lower yourself into the deep two-piece bucket seats, and there’s plenty of Alcantara, contrasting stitching and red touches for the dash, steering wheel and doors to change the tone.

While the exterior styling is attention-grabbing but divisive, like the standard Civic, the interior design is much more bland. The dashboard layout follows that of the Civic five-door, and it’s not that exciting – although the racier elements inside make the Civic feel a lot more focused. The plastics are still hard and unforgiving in places, and although it’s extremely roomy inside, it’s nowhere near as slick as the Volkswagen Golf R’s classy cabin.

Still, praise should go to Honda for being bold enough to design a car that looks like this.

Although the high-revving, naturally aspirated 2.0-litre four-cylinder engine has been replaced, it’s still a VTEC unit, so you get an extra punch of power as the revs rise. On top of this, the turbocharger means there’s lots of mid-range shove with 400Nm of torque on tap, this is the most flexible Civic Type R ever, which means it’s easier to use the Honda’s incredible performance.

On paper the Type R will sprint from 0-62mph in 5.7 seconds and hit 167mph flat-out – and it feels up to the claims, too.

Put your foot to the floor and it pulls hard with a great slug of torque, meaning you can leave it in gear. However, if you want to work the box, the six-speed manual is perfectly suited to the power unit, with a super short throw and a lovely, precise mechanical action.

Despite the VTEC system, you can’t actually feel the engine kick anymore (it now performs its magic as low as 1,200rpm for more immediate response), but there’s still a ferocious top end to play with and the engine will rev out to its 7,000rpm redline with real aggression.

Those who like to chase revs will appreciate that Honda has left the Type R character alone – up to a point – and with the added whooshes and whistles from the turbo, there’s a new element to the Honda’s engine note.
It’s not all positive, however – those four fat exhaust pipes emit a bassy rumble at idle, but on the move the engine emits more of a drone and the noise is quite intrusive if you’re on a long cruise.

The problem is easily solved by turning off the motorway and onto a twisty back road though. If you push the +R button the dash turns from white to glowing red, the already firm suspension dampers get 30 per cent stiffer, the throttle is more responsive and the steering weights up.

As a result R+ mode gives the Type R an extra hardcore, focused edge and feels even more lithe and agile. The big 350mm Brembo brakes have huge stopping power and nice feel, and the heftier steering is very precise. It’s not overflowing with feedback, but it’s so accurate you can guide the Civic through a corner adjusting your line with tiny movements of the steering and throttle. Floor the accelerator out of a bend and the traction from the limited-slip diff and super-sticky low profile tyres is immense.

It’s helped by a clever new suspension system at the front to give it this extra dynamic ability. By separating components with a new ‘dual axis’ strut design it means each can do their job better, reducing torque steer by as much as 50 per cent. It’s not completely gone, but the wheel wriggles less and doesn’t tug your hands quite so much under hard acceleration.

You can use all of the Civic’s power, too, as the chassis is so grippy and communicates what’s going on clearly. The adjustable dampers are noticeably stiffer in the +R mode, but the car still rides nicely (even if it is very hard) and doesn’t crash over bumps. Body control is excellent, too.

The Type R isn’t designed for cruising, but dial the chassis back to the normal mode and it’s surprisingly refined. The sporty bucket seats offer lots of support, but they’re comfortable, too, and mean you can find the perfect driving position.

Honda slipped five places in our 2015 Driver Power satisfaction survey to 18th overall. However, for reliability alone, it faired much better, taking fourth place behind Toyota, Dacia and Lexus.

Although much of the Civic’s running gear has changed for the Type R, the Honda’s electronics are mostly unchanged, so it should prove dependable here. The current Honda Civic was voted the 41st best car to live with out of our top 200 in this year’s Driver Power survey.

The last time the Honda Civic was crash tested was back in 2012. Euro NCAP awarded the Civic a full five-star rating, and as the facelifted car packs even more safety tech, the Type R should be just as robust in a crash, and have more features to try and avoid one.

One of the standard Honda Civic’s major strong points is its practicality, and although it’s a much more focused car, the Type R retains this trait. The Magic Seats from the standard Civic aren’t carried over here, so you can’t fold the rear seat bases up to add extra load space behind the front seats, but the standard split-folding rear bench folds down in one smooth, easy motion to give a fully flat load floor.

Given how much performance there is on offer, it’s amazingly practical with 498 litres of boot space on offer. Fold those rear seats down and this rises to 1,427 litres, while the opening and load bay are both a good shape.

Although there are plenty of sporty touches inside, they don’t affect practicality too much. The front seats are deeper, so there’s marginally less legroom for rear seat passengers, but it’s still very spacious.

Storage is good, too, with decent sized door bins, a coin tray behind the gear lever, a large central cubbyhole and a roomy glovebox.

One of the major benefits of the Civic Type R’s new turbocharged engine is improved efficiency alongside the staggering performance. On paper the Civic Type R returns 38.7mpg combined and 170g/km CO2, which means road tax of £205 per year.

Running costs are comparable to its turbocharged rivals, but Honda’s servicing costs are usually quite steep, so routine maintenance could be more costly than on the Honda’s closest competition, the Renault and the SEAT.

New BMW M135i 2015 facelift

The BMW M135i brings M car thrills to the hot hatch segment. Does it feel all the more desirable in 2015 facelift guise.

 

Due to the added kit and boost in power, the BMW M135i no longer falls below that magic £30k threshold. But even at just over £31,000, this three-door manual model still represents incredible value for money.  

Back in 2012, BMW’s newly created M Performance division launched the M135i. The first foray into the performance car market by the 1 Series, the high class hot hatch represented a kind of halfway house between mainstream models and BMW's halo M cars. However, with 316bhp, it wasn’t short on firepower.

The 2015 facelift of the BMW M135i gains all the changes made to lesser 1 Series models, plus a 6bhp boost in power and some added kit. That means the same headlights and LED taillights, updated interior and revised bumpers, as well as M135i-specific dual exhausts and 18-inch alloy wheels.

BMW doesn’t claim any specific chassis tweaks, and to all intents and purposes, the new M135i feels much the same to drive as its predecessor. That’s no bad thing though, with the free-revving straight-six engine all but eliminating turbo lag, feeling enormously eager in almost any gear, at almost any speed. 

Peak torque is delivered from just 1,300rpm, making it immensely fast in a straight line. The0-62mph sprint takes just 5.1 seconds – or 4.9 if you (like 80 per cent of 135i buyers) spec the excellent eight-speed ZF auto.

However, it’s the manual that makes most sense at this price point. Like all 1 Series models, the gearbox does feel slightly notchy, but at just over £31,000, the M135i remains one of BMW’s best kept secrets. It undercuts the near-£40k Audi RS3 and Mercedes A45 AMG by more than £6,000, and offers similar straight line speed to Porsche’s fabulous Cayman S. The VW Golf R will pose the biggest problem for BMW, though, offering four-wheel drive traction and similar power, for around £1,000 less.

It’s ever-so-slightly more economical, too. The Golf will average 39.8mpg, while the manual M135i can only return 35.3mpg. If you drive either of these cars as they’re intended, you shouldn’t expect to see more than 25 or 26mpg between fills, either.

That said, the kudos of rear-wheel drive will be enough to tempt many buyers. It’s got astounding levels of grip with all the traction and stability systems switched on, and more than enough power to light up the rear wheels when you flick everything off. 

Throw the car into a bend, and it feels extremely nimble, while it’s perfectly comfy on the motorway. It’s worth noting that our test car came with the £515 adaptive dampers, which we’d thoroughly recommend opting for across the range.

As we reported last week, all BMWs now feature sat-nav as standard. DAB radio, leather and Bluetooth are also included on the M135i, as is the emergency e-Call system, which BMW rolled out last year.

Key specs

• Price: £31,725
• Engine: 3.0-litre 6cyl turbo
• Power: 322bhp
• 0-62mph/top speed: 5.1s/155mph
• Economy/CO2: 35.3mpg/188g/km
• On sale: Now

Ford Mustang Convertible Ecoboost 2015

The Ford Mustang Convertible isn't brilliant in the bends, but it looks great and is decent value.

Britain has waited for more than 50 years for a Ford Mustang to be sold here and later this year it’ll finally arrive. Also available as a retro Coupe, the elegant Convertible aims to grab a slice of the drop-top market we Brits love so much.

While it goes up against premium convertibles like the BMW 4 Series and Audi A5, it’s offers better value-for-money like-for-like. The Mustang is also slightly larger than both of its German rivals which translates to car feeling wide on country lanes and in normal city driving.

As the new Mustang is a world car, it benefits from some key upgrades to suit European buyers’ tastes. So, along with a 5.0-litre V8, there’s also a more economical 2.3-litre four-cylinder EcoBoost engine in the range, Ford’s latest SYNC 2 infotainment system, six-speed manual and automatic transmissions and fully-independent rear suspension – the latter being a first for the Mustang.

As you’d expect, the Mustang has a large price advantage over its rivals which makes it attractive. Factor in great looks and that name which evokes so much heritage, the Mustang is a desirable buy – but it does feel unsophisticated compared to European convertibles.

Our choice: Mustang Convertible 5.0 V8 6-spd manual

The Mustang is an American icon but, for this worldwide ninth-generation car, Ford wanted the car’s styling to evolve to the next level.

Headed by Brit Moray Callum, the new Mustang is more sleek than its predecessors – but there’s still bucket loads of classic charm characteristic design cues. Hallmark cues include the shark-like front, gaping grille and three-bar light clusters at the rear join a lower, sleeker overall look and sharp creases along the flanks.

Inside the dashboard is typically muscle car-like with a squared-off look and a row of chromed toggle switches give some retro charm. It’s all contrasted with a large touchscreen with SYNC 2 and better quality plastics from the Mustangs of old – especially the squidgy soft-touch plastics on the top of the dash.

However, don’t expect BMW or Audi levels of quality – it’s a quite a way short of European rivals with disappointing scratchy plastics in prominent places.

Mustang Convertible comes in two flavours – wallet-pleasing four-cylinder or classic V8. So far we’ve only driven the 2.3-litre EcoBoost which leads the way for fuel economy, fuel consumption and CO2.

It’s a decent engine and delivers plenty of punch thanks to 316bhp allowing the car to get to 62mph in six seconds and a top speed of 145mph. There’s a muted four-cylinder engine noise from the tailpipes but clever software pumps a V6-like growl into the cabin; it falls some way short of offering the aural delights of a V8 but it’s better than a four-cylinder engine’s usual clatter. The six-speed manual is good too giving satisfying-feeling changes.

If you want a Mustang that can go around corners like a European car, go for the Coupe. While there’s fully independent front and rear suspension for the first time, chopping the roof off the Coupe has meant the Convertible is far softer and looser. Around town the body flexes over potholes; pick up speed on country roads and there’s more pronounced body wobble and shimmy. It’s a cruiser and not a convertible that can deliver a sporty driving experience – if you want both, the BMW 4 Series is a better choice.

However, while we’ve yet to drive it yet, stumping up the extra £4,000 for the 5.0-litre V8 seems like a no-brainer for us. While it pumps out 306g/km and returns 20.8mpg, the V8’s growly soundtrack go hand-in-hand with Mustang ownership – and it sounds better with the roof down.

With UK deliveries due later this year, it is difficult to say whether the Mustang ownership will be trouble-free. However, in its native US, the Mustang has long had a reliable reputation - and with the new car being adapted to European tastes too, we have no reason to expect anything different.

Safety is high on the Mustang’s priority list too – there are eight airbags including a passenger knee airbag located in the glove box lid, and traction control with switchable driving modes.

On quick inspection the Mustang Convertible may look like a comfortable four-seater drop-top but it’s better to think of its as a 2+2. The shapely rear seats are only really suitable for children or for adults on short journeys – your friends will quickly tire of the limited legroom and headroom when the roof is up.

Still, there’s an adequate boot that can swallow two golf bags, and the roof folds away between the rear seats and boot meaning it doesn’t encroach on luggage space. Up front there are two large cupholders that dominate the console between the driver and passenger and that’s about it for storage – a small glovebox and door pockets that extend right back into the door (meaning you’ll lose things) are not particularly practical.

If you want your convertible to offer similar running costs to a four-door saloon, a diesel-engined BMW or Audi will be a better bet. If you value a smooth petrol engine that delivers character rather than miles per gallon, the Mustang will be higher up your list – they’ll be no diesel engine on offer in the ‘Stang as that’s viewed as a step too far.

However, while the V8 naturally doesn’t return great running costs, the 2.3 EcoBoost doesn’t exactly impress either. You’ll be lucky to beat 30mpg in it but its 184g/km does mean it could sneak onto company car lists.

That said, the Mustang does make a strong case for itself when it comes to equipment. Both 2.3 and 5.0 offer great kit levels for their money – European metal can’t come close. 

Jaguar XE

Even as a prototype, the new Jaguar XE has the style, price, spec and driver appeal to be a real rival to the 3 Series and C-Class.

The long-awaited Jaguar XE has a tough job on its hands, competing against some of the most efficient, hi-tech and driver-focussed compact executive cars in the world. And it delivers. It might not be quite as sharp as a BMW 3 Series to drive, but it’s pretty close and we prefer the slightly more relaxed, comfortable GT-like approach Jaguar has taken.

The Jaguar XE looks much better in the flesh than in pictures, too, while the important price and efficiency stats for company car drivers and private buyers will tempt you into the dealers – who incidentally out-rank their rivals in our annual Driver Power survey.

Petrol and diesel models are offered in the Jaguar XE range with the 2.0-litre diesel models destined to be the most popular. Jaguar’s 2.0D 163 Ingenium diesel engine kicks off the line-up with a 161bhp power output while 2.0d 180 delivers 178bhp. On the petrol side, there’s a 2.0i turbo unit packing either 198bhp or 237bhp while the range-topper is a 3.0i supercharged V6 with 335bhp. Jaguar offers six-speed manual or eight-speed automatic gearbox options.

Trim levels for the Jaguar XE kick off with the entry-level SE, then there’s Prestige, R-Sport and Portfolio to consider. The more powerful of the 2.0i petrol engines is only offered in R-Sport or Portfolio trim and the range-topping XE V6 gets its own S trim level befitting its sporting pedigree.

New InControl Touch infotainment systems feature with Apple and Android smartphone connectivity. All Jaguar XE models get sat-nav, cruise control, 17" alloy wheels and DAB digital radio as standard.

Our choice: Jaguar XE 2.0 D 180PS R-Sport

The Jaguar XE may look conservative, but when you see it on the road it has real presence. Jaguar is developing a look that will extend through the range, from the XJ through XF and on to the F-Pace SUV, with wide, slim headlights, an upright grille and a low, sleek bonnet.

The J-Blade LEDS on the XE accentuate the width at the front, as do the F-Type-style rear lights. The low roof-line at the back gives the car a coupe-like stance adding to the drama, with big wheels pushed out to the far corners. The inside is simple yet stylish, with a wraparound fascia similar to that on the XJ, which makes the car feel welcoming inside.

Range topping S variants add beefier front and rear bumpers as well as larger alloy wheels. It's by far the most handsome XE in the lineup with the more aggressive styling amplifying its coupe like proportions.

Of the two diesels, the lower powered unit has impressive emissions of 99g/km, making it the company car user’s pick. The more powerful 178bhp engine, meanwhile, is smooth and punchy, yet still efficient.

Throttle response is good and refinement is excellent thanks to the new Ingenium diesel engines. It begins to make itself known above 4,000rpm but because most of the power is available before then you rarely have to extend the diesel engine beyond that.

Even our R-Sport model with its sportier settings and bigger wheels rode well – it’s firm, but forgiving and feels exactly how you’d want a small sporting Jaguar saloon to feel. The electric power steering is quick to react and offers plenty of feel when away from the slightly numb straight ahead position. The eight-speed auto gearbox shifts swiftly too.

The supercharged V6 3.0 XE S uses the same engine as the Jaguar F-Type and that makes for a swift saloon, but it never feels massively rapid. Torque Vectoring by the braking system makes for a sharp turn-in and reduces understeer, while there’s plenty of grip on the exit.

Jaguar has a fine reputation for reliability these days, coming an excellent second (and top of all premium makes) in the manufacturer rankings of our annual Driver Power survey. It even beat Lexus (fourth), while Mercedes was ninth, BMW 10th and Audi 12th.

In the unlikely event that anything should go wrong, Jaguar dealers out punch all their rivals, with the exception of Lexus. Jaguar dealers finished way ahead of Mercedes, BMW and Audi dealers in Driver Power 2014. Safety-wise, Jaguar is predicting a five-star rating for the XE, which gets all the expected safety kit as standard, with plenty of advanced safety options, too.

Sitting a six-foot tall passenger behind a six-foot tall driver won’t be a problem in the Jaguar XE – there’ll be an inch or so of legroom to spare, while the roof lining has been designed to offer decent headroom, too.

The doors open nice and wide at the front and back, making getting in and out easy. However, a wide transmission tunnel means the centre console in the front is quite wide, while anyone sitting in the middle seat in the back will have their knees apart and feet fighting for space with those of passengers sitting in the outer chairs.

The boot is marginally smaller than the 3 Series’, concentrating more on depth than width – it appears slightly narrow, but still offers okay space. You get 450 litres of capacity as standard and 455 litres in models without a spare wheel.

The Jaguar XE diesels match the BMW 3 Series for performance, but currently beat the BMW on CO2 and mpg – until a facelifted 3 Series arrives later in 2015, that is.

The lower-powered diesel gets below the 100g/km threshold that’s so important to company car drivers and should return mpg figures in the 60s, making for long periods between fill-ups. On the official combined cycle, the entry-level diesel acheives 75mpg with the manual gearbox or 72mpg with the auto. At the other end of the scale, it's 34.9mpg and 194g/km for the supercharged XE S model.

The XE doesn’t have the price advantage over rivals that some Jaguars have had, but all models tend to be slightly better equipped than rivals like-for-like. In such a hugely competitive sector, we’d expect maintenance costs for the Jaguar to be on par with rivals, too.

BMW 116d Efficient Dynamics

For most buyers, the standard 116d will offer everything they need. It emits 94g/km and returns 78.5mpg, and is ever-so-slightly faster to 62mph. The EfficientDynamics model costs £850 more, but for fleet customers, the money you’ll save on company car tax – and the added fuel economy gains – will be an attractive proposition.

The BMW 1 Series accounts for around 20 per cent of all BMW sales – second only to the bigger 3 Series. A facelifted 3 Series will be revealed this week, and with immaculate timing the facelifted 1 Series has arrived on British shores for our first UK drive.

A whopping 75 per cent of 1 Series models are bought on finance, with around a third of all sales going to company car drivers. With that in mind, this 116d EfficientDynamics Plus model is arguably the most important in the facelifted 1 Series range. The new 1.5-litre three-cylinder diesel engine from the MINI Cooper D, which joins an extensive line-up of new four-cylinder diesels, makes it the most efficient BMW diesel ever.

Like the MINI, the ED Plus gets 114bhp and 270Nm of torque. However, tweaks to the aerodynamics have made it even more economical – posting a phenomenol 83.1mpg and 89g/km of CO2. The new Volkswagen Golf BlueMotion remains the most economical family hatch (returning 88.3mpg) but the BMW isn’t far off the pace.

The sub-100g/km CO2 emissions mean it’s exempt from road tax, plus it falls one Benefit in Kind percentage point over the outgoing Business spec car, too, saving higher rate company car drivers a considerable £104 per year.

But don’t think all these eco changes make it any less fun to drive. All 1 Series models remain rear-wheel drive, and the ED gets exactly the same power and torque figures as the standard 116d.

In the right gear it feels pretty punchy, but the manual gearbox’s tall ratios mean you’ll need to work it quite hard if you want to make fast progress. It’s got quite a notchy action too, making the equivalent Audi A3 look silky smooth. High mileage drivers will be disappointed to hear that there’s no automatic option either, which is a shame because BMW’s eight-speed ZF is among the best in the business.

On the motorway, it’s only slightly less refined than its four-cylinder siblings. Our test car didn’t have the optional adaptive dampers, making it a little less cossetting on the move, but despite the firmer-compound eco tyres, it’s far from uncomfortable. The interior takes a slight step up in quality with some new trim materials scattered around and the supportive front seats make long distances a breeze. Standard kit is pretty impressive, too, and even those with a keen eye will be blissfully unaware you’ve opted for the penny-pinching diesel.

From September all BMW models will come with sat-nav as standard, putting it ahead of its rivals from the off. While the Mercedes A-Class doesn’t even get a DAB radio, the 1 Series boasts this plus 16-inch alloy wheels, Bluetooth connectivity and a multi-function leather steering wheel. Climate control, rear parking sensors and automatic lights and wipers are also included, as are the new LED rear lights and tweaked bumper designs.

Interior space remains unchanged, though, so while it’s no match for the VW Golf or SEAT Leon, the 360-litre boot – expanding to 1,200-litres with the rear seats down – should be enough for growing families. It’s a similar story with the back seats, which are adequate, but a bit cramped for taller passengers.

As well as the standard 116d and eco-orientated 116d ED Plus, buyers can choose a more powerful 118d or 120d, as well as a range-topping 221bhp 125d. The basic 116i has become the 118i to reflect significant performance gains since the moniker’s introduction in 2004, while the outgoing 118i transfers to the 120i nameplate. As before, performance fans get a choice of 125i and M135i petrols, with the latter getting a 10bhp boost to bring it in line with the 322bhp M235i. 

Key specs

• Price: £22,560
• Engine: 1.5-litre 3-cyl diesel
• Power/torque: 114bhp/270Nm
• Transmission: Six-speed manual, rear-wheel drive
• 0-62mph/top speed: 10.4s/124mph
• Economy/CO2: 83.1mpg/89g/km
• On sale: Now

Volkswagen Scirocco

The VW Scirocco still delivers a strong combo of coupe-like style, space and ability, but is starting to feel its age.

 

Scirocco is a name blasted from Volkswagen's past to give its sporty coupe a bit of more by way of identity. Back in the 1970's the Giugiaro designed Scirocco featured a wedgy profile and, like the new one, was based on the Golf hatchback of its day.

The revival began in 2008, when the rakish, muscular new Scirocco made an impact on the coupe scene. Based on the Mk5 Golf, it aimed to offer the same quality and composed chassis as the GTI, a higher level of practicality than most coupes, but still with dramatic styling.

It's still on sale and popular now after undergoing some minor revisions inside and out in 2014. This underlines just how right VW got this hatchback-based sports coupe from the start back in 2008.
Yet not all of the Scirocco is ageing gracefully. Its cabin now looks very dated compared to the latest Audi TT and VW Golf, as the Scirocco is based on the dashboard architecture of the old Eos coupe-cabrio, and despite the new steering wheel and infotainment system, it’s neither as sexy as the exterior nor as high-quality as the Golf Mk7. Some of the safety tech and gadgetry found in the latest models is absent or optional, too.

Beyond the fizzy petrol turbo engines, there’s also a fleet- and wallet-friendly Bluemotion diesel version, and a fiery 276bhp R version to give the Scirocco some true hot hatch pedigree. Yet all models impress with their usability – unlike most rivals, four usable seats and a decent boot are standard fare in all Sciroccos.

But in 2015, it simply can't offer the same level of overall dynamic finesse as the best coupes or three-door hatchbacks in the class, despite making the Audi TT look more than a little expensive. A GTS model is on the horizon, which could go some way to address this.

Our choice: Scirocco GT 2.0 TSI

The VW Scirocco was penned by the company’s current chief of design Walter de Silva, and for the facelift, the car has been left largely unchanged. That means you get a coupé which is more compact hatchback than sports car, although the wide grille, bulging rear wheelarches and windows that narrow towards the rear give it a distinctive look.

The updates centre around the lights and bumpers, with LED tail-lamps now standard across the range, while the headlights are new and the front bumper takes styling cues from the latest Golf GTI. Unless you’re a diehard VW fan, you’d be hard pressed to notice big differences, but they do enhance the car’s looks. And while it lacks the concept car bravado of the Peugeot RCZ and the classic proportions of the new BMW 2 Series, there’s no doubt it still turns heads.

The GT trim gets 18-inch wheels, front foglights and darkened privacy glass for the rear windows. Sportier R-line trim ups the kit-count with leather sports seats, 19-inch alloys, and a subtle bodykit. However, with a starting price of nearly £27,000 it's very expensive - the GT is much better value at £22,305 for a simpler spec. Sadly, whichever model you choose, the cabin fails to live up to the exterior’s stylish standards, because it’s here where the Scirocco really begins to show its age.

Build quality is solid, but the dashboard – inspired by the Eos coupe-cabrio’s – is old-fashioned compared to the latest in the Golf Mk7, for example. There’s lots of old-generation switchgear, too. Still, you get decent kit levels, with leather seats and two-zone climate control, while brushed aluminium inserts around the instruments set the higher-spec models apart from entry-level Sciroccos.

The facelift ushered in the Mk7 Golf's fresher steering wheel with new spoke controls, together with an updated infotainment touchscreen, but the Scirocco still feels like a fundamentally elderly car with some trinkets, which hurts it a bit in what is essentially a fashion-conscious market.

The VW is poised and vice free on a twisting road, but the latest Audi TT or BMW 2-Series feels far more alive and agile, while a SEAT Leon SC (Cupra or standard) edges ahead for overall composure. It was best-in-class in 2008, but things change at a huge pace nowadays.

The standard adaptive dampers ensure the ride isn’t overly firm if you stick to the comfort setting, but on the optional 19-inch wheels (standard on the R-line), the Scirocco can thump a bit too much over poor surfaces. The fact that the latest-generation Golf handles and rides with more polish also makes the coupe feel a bit dated.

Top-spec R badged models offer the greatest thrills, with a 276bhp turbocharged engine. However if you want something a bit easier to live with, pick the GT model. It offers the 207bhp 2.0-litre TSI from the old Golf GTI and delivers strong torque, if not the same linear delivery as newer engines. Alternatively, you can have the GT with the punchy 2.0 TDI diesel, featuring either 182bhp or 148bhp.

The firm;s Adaptive Chassis Control does pay dividends in the Scirocco, however. Selecting the ‘Sport’ setting stiffens the dampers, and sharpens throttle and steering responses. The extra weight added to the steering might become tiresome however, so there's a handy 'Individual' mode where you can mix and match your favourite settings, and save the configuration.

The Scirocco has only been mildly facelifted, so all of the well-proven mechanical components have been carried over and poor reliability shouldn’t be an issue. But owners have reported issues in our Driver Power 2015 survey, likely due to the car's age. It just slipped into the top 100 list for new cars.

The company’s network also finished 22nd out of 31 dealers in our 2015 survey, an improvement on last time. But it's still below companies like Citroen and SEAT.

The Scirocco earned a five-star Euro NCAP rating back in 2009, although the test is far tougher today, so the car would be likely to earn a lower score if it was retested. Standard safety kit includes six airbags, ABS with brake assist and tyre pressure monitors.

Unlike most coupes, the Scirocco isn't just a glorified two-seater. It lets you carry three adult passengers – although the low roofline and shallow windows make things a bit claustrophobic for those in the two sculpted rear seats. Tinted rear glass and dark interior materials don’t help either. You can't even spec tan leather in some versions to brighten the ambience.

At least the rear seats fold to increase the deep boot’s capacity to a healthy maximum of 1,006 litres. That’s impressive, although with the seats in place the 312-litre area is 78 litres down on a BMW 2 Series. Plus, while the Scirocco’s hatch tailgate is handy, the high load lip makes it tricky to lift in big items. It's a whope heap better than the neqw Audi TT for passengers or luggage, however.

Visibility isn’t great through the VW’s fixed rear headrests and letter box-shaped rear screen, so it’s a good job rear parking sensors are standard. Also included in the long list of equipment are an air-conditioned glovebox, Bluetooth hands-free and a multifunction steering wheel.

With a range of economical engines and the promise of strong residual values the Scirocco appeals to the head as well as the heart. The 2.0 TSI petrol manages a claimed 47.1mpg and emits 139g/km, while the top of the range 2.0 TDI promises 74.3mpg and 109g/km. The firm’s clever entry-level 1.4 TSI petrol is worth considering as the cheapest buy and still manages 52.3mpg with 125g/km. The hot-rod R is of course the most expensive 'Roc to run, offering just 35.3mpg and 187g/km.

Kit levels are largely strong, with all cars getting touchscreen sat-nav and Bluetooth as well as alloy wheels and DAB radio. The R now benefits from 19s as standard, as does the R-line trim. However, even top-spec models force you to pay extra for niceties like electric folding door mirrors and a colour screen between the clearly marked instrument dials.

Ford Kuga

The Ford Kuga is a well built and capable mid-sized SUV that challenges the Mazda CX-5 for class honours.

The Kuga is one of three SUVs offered from Ford. Occupying the space between the EcoSport and soon-to-be-introduced Edge, the Kuga is based on the same platform as the Focus hatchback and takes on the likes of the popular Nissan Qashqai, Honda CR-V and Mazda CX-5.

When the Kuga was mechanically updated at the back end of 2014, a whopping 95 per cent of customer sales in the UK were diesel models. The 2.0-litre four-cylinder engine on offer is available in two states of tune; 148bhp or 178bhp. Both versions are more powerful and more efficient than the engines they replaced prior to the mid-life facelift.

Despite diesel engines being the dominant powertrain, Ford also introduced a new 1.5-litre EcoBoost petrol, which replaced the old 1.6-litre engine. Front-wheel drive models were offered with 148bhp, while the more powerful all-wheel drive version gets 180bhp.

A lot of buyers were also opting for top-spec models which prompted Ford into introducing a new flagship trim called Titanium X Sport. Below that are Titanium X and Titanium spec cars but even entry-level Zetec Kugas get 17-inch alloy wheels, keyless go, cruise control and hill-hold assist.

Available with two or four-wheel drive, the Kuga offers buyers plenty of options. If you will ever be going off-road, or are concerned about icy winters then the all-wheel-drive models are a must. Alternatively, a front-wheel drive Kuga on winter tyres makes a pretty good alternative.

If the Kuga is too big for you then Ford does offer a small Fiesta-based EcoSport off-roader. In our experience, though, it's not particularly good. The quality isn't up to Ford's usual standards, nor is the handling or level of equipment.

Our choice: Kuga Zetec 2.0 TDCi 4x4

Before the new engines, the Ford Kuga received a visual update in 2013, and it's now bigger than the previous incarnation. What's more, it serves as two cars in one – on the European market it replaced the old model, and in the United States, it replaced a more utilitarian Ford 4x4.

Where the Ford Kuga has got bigger, its looks have been slightly compromised. The Ford family face remains but an upswept crease and windowline running along the side of the car means the latest Ford Kuga doesn't look quite as sporty as the older version.

The Ford Kuga's interior is modern and feels like good quality - but it does have too many buttons.
There are four specifications in the Ford Kuga range: Zetec, Titanium, Titanium X and Titanium X Sport. Even on the entry-level Ford Kuga Zetec models, 17-inch alloy wheels, sports seats, daytime running lights, cruise control and keyless go are standard.

Go for the Ford Kuga Titanium and you get a gloss-black grille surround, part-leather seats, automatic headlights, dual-zone climate control, the Ford SYNC phone voice-control system and a DAB radio.
The range-topping Ford Kuga Titanium X trim adds 18-inch alloys, LED tail-lights, bi-xenon adaptive headlamps, a panoramic roof and leather upholstery.

The newest trim level in the Ford Kuga range, the Titanium X Sport, features body coloured bumpers and wheel arches, a rear spoiler, a silver skid plate on the front and 19-inch alloy wheels. Plus, it adds tinted windows, sat-nav, a Sony DAB Radio, Active Park Assist, and a rear-view camera.

From the Titanium X level upwards, all Ford Kuga models get a neat ‘hands-free’ tailgate, which can be opened by waving a foot under the bumper - perfect for when you need to load heavy objects.

The previous generation Ford Kuga was excellent to drive - so much so, it felt more like a Ford Focus than a mid-sized SUV. The new model though, is less focused than its predecessor and it's beaten by the Mazda CX-5 for driving thrills.

Despite the body roll control system fitted as standard across the Ford Kuga range, there's still plenty of lean in the corners. This is primarily a result of suspension that has been tweaked for comfort rather than cornering ability.

The power steering system in the Ford Kuga is now fully electric and while it saves on running costs, it has sacrificed feedback and feels very light. The new shape also makes the Ford Kuga bigger and harder to drive through tight gaps than the previous model.

The 4x4 versions of the Ford Kuga have a clever off-loading system that gives it plenty of grip in most conditions.

The engines available include a 148bhp 1.5-litre EcoBoost petrol engine, which uses a six-speed manual gearbox or a dual-clutch PowerShift automatic - although the auto isn't worth going for as it's prone to selecting the wrong gear for the situation.

You can also get a 180bhp version of the same engine, but most should go for the 148bhp or 178bhp 2.0-litre diesel models as they offer the best combination of power and efficiency. Both versions are well isolated from the cabin and deliver decent in-gear pace. 

The Ford Kuga scored a maximum five-star Euro NCAP crash test result, making it one of the safest mid-sized SUVs on the market.

Every Ford Kuga gets driver, passenger, knee, side and curtain airbags fitted as standard, along with ABS, ESP, active city stop and a lane keeping aid. A blind spot monitoring system is also available as an option. Plus, the four-wheel-drive system should stop you getting into trouble in the first place.

The Ford Kuga's platform, engines and tech are all proven in other Ford models, and a large dealer network means keeping your Kuga on the road should be simple.

Ford finished 25th out of 32 manufacturers in our Driver Power 2015 satisfaction survey – exactly the same position it logged last year. It’s not a brilliant performance, and as it finished 24th in our poll for reliability, there’s certainly room for improvement.

The previous generation Ford Kuga was a bit tight on boot space but the 2013 model saw this increase by 82-litres. Boot space is now up to 442-litres and the Ford Kuga is more competitive in this respect.

The Ford Kuga has more boot space than a Volkswagen Tiguan, but less than a Honda CR-V. Furthermore, the spare wheel option decreases boot-space to 406 litres, giving it 97 litres less than a Mazda CX-5.

You can fold down the rear seats in the Ford Kuga to increase the space to 1,928 litres, which is actually 600 litres more than before. There's a low loading lip as well, so getting items in and out is easy. There's plenty of head and legroom inside, and all the seats can be reclined for extra comfort and space.

Ford offers a towbar as a £600 option on the Kuga, and there's also the option of an automatic tailgate, which can be opened by waving your foot under the rear bumper (as long as you have the key in your pocket).

If running costs are your priority, then go for the front-wheel-drive Ford Kuga with the 138bhp 2.0-litre TDCI diesel engine, as it returns 53.3mpg and emits 139g/km of CO2.

Even the more powerful 2.0-litre TDCI engine with 161bhp (available on Titanium models upwards) returns a respectable 47.9mpg, plus emissions of 154g/km of CO2 thanks to features such as a grille that closes at higher speeds.

The Ford Kuga with the 1.5-litre petrol EcoBoost engine comes with either 148bhp or 180bhp, both of which have with eco-friendly start-stop technology. The 148bhp variant does 45.6mpg and emits 143g/km of CO2, while the 176bhp engine returns 38.2mpg and CO2 levels of 171g/km.

Four-wheel-drive isn't available throughout the Ford Kuga range, and only cars with the 180bhp 1.5-litre EcoBoost petrol engine, and the 2.0-litre TDCi diesel units benefit from the extra traction.

Hyundai i20 Coupe

Three-door Hyundai i20 Coupe is good value and looks great.

Despite the obvious associations with the i20 five-door, Hyundai wants us to think of this new i20 Coupe as a totally separate model. It’s aimed at an altogether younger audience, and with prices starting from less than £13,000 it looks extremely good value.

Buyers get a choice of just two engines from launch – an 83bhp 1.2-litre petrol, or an 89bhp 1.4-litre diesel. Neither offers particularly scintillating performance, but a pair of 1.0-litre, three-cylinder turbos are due before the end of the year to address this issue. Both the 1.2 and 1.4 return decent fuel economy, and neither costs more than £30 per year to tax.

There are three specs to choose from, SE, Sport and Sport Nav, with all cars offering a decent level of kit. In fact, the spec sheet is so generous, the only options on the entry-level SE are metallic paint and fixed price servicing! That means all cars get LED daytime running lights, Bluetooth connectivity, 16-inch alloy wheels and cruise control. Top-of-the-range Sport Nav cars add sat-nav, DAB radio and a reversing camera.

If the sleek and stylish looks appeal, we’d suggest waiting for the new engines due later this year. However, if fuel economy and low insurance costs are your top priority, the i20 Coupe is a well rounded, fun, and desirable small car.

Our choice: Hyundai i20 Coupe SE 1.2 84PS 

The Hyundai i20 Coupe gets two less doors than the standard hatchback, but exactly the same wheelbase. From the front the two cars are identical, but from the side, the sloping roofline and blacked-out C-pillar gives it a sleeker, more stylish appearance. At the back there are a pair of slimmer taillights and some sharp creases in the bumper for a sportier finish.

It’s easy to see the appeal for younger drivers. It looks great, and much like the five-door, interior quality is up there with the best. The flashes of orange match the exterior hue, and the clear, clutter-free dials are simple and easy to read.

Buyers also get a dash-mounted phone cradle, and while the one we tried wasn’t iPhone compatible, it’s a handy feature and makes speccing the much pricier Nav model seem a bit pointless. That’ll cost you an extra £1,675 over the SE, or £675 on top of the mid-range Sport.

In terms of equipment, everything but fixed cost servicing and metallic paint is included in the price – so what you see is what you get. The SE is the sensible choice, with all cars getting 16-inch alloys, air-con, LED daytime running lights and even cruise control. Unfortunately, DAB radio is part of the Nav package, but you do get Bluetooth, parking sensors and steering wheel-mounted audio controls. The Tangerine Orange of our test car costs £495, and we think it’s well worth the outlay.

Available with an 83bhp 1.2-litre petrol or 89bhp 1.4-litre diesel, Hyundai bosses have slimmed down the i20 engine range for this three-door ‘coupe’, insisting its target audience isn’t concerned with speed or performance – choosing instead to focus on fuel economy and insurance costs.

But along with all the sensible stuff, it’s becoming increasingly important for these humble superminis to also be fun to drive. To all intents and purposes the i20 Coupe feels almost exactly the same as the five-door. That’s no bad thing, with the comfortable suspension setup feeling nicely damped around town and surprisingly composed on the motorway. There’s very little body roll and the steering feels direct. The engine is the car’s downfall, feeling a little lethargic unless you completely wring its neck.

The petrol i20 only gets five gears, but it’s quiet around town, and there’s enough sound insulation to cover longer distances if the need arises. The diesel gets an extra ratio, and should be better suited to longer motorway journeys.

It’s worth noting that a pair of 1.0-litre three-cylinder turbos will join both i20 ranges by the end of 2015, with a choice of 99bhp or 118bhp outputs. As we suggested in our review of the five-door – if performance is a priority, they’ll be well worth the wait.

Safety is a big concern for younger drivers and, of course, their parents. Six airbags, electronic stability control, hill-start assist and tyre pressure monitoring are all included, as is a space saver spare wheel.

Hyundai came a disappointing 21st out of 32 manufacturers in the 2015 Driver Power owner satisfaction survey – down three places from 2014. However, with poor scores for ease of driving and ride quality, the i20 should help bump the brand up next year.

Technically, the Hyundai i20 Coupe gets a bigger boot than the five-door hatchback. However, because all Coupes get a space-saver spare wheel as standard, the 336-litre boot drops to 311 litres – trailing the standard hatch’s by 15 litres. Fold the seats and the Coupe reveals 986 litres, compared to the five-door’s 1,042 load area.

However, in reality, if practicality is of major concern, you’ll be far better off with the five-door car. The extra doors make accessing the rear seats much easier, and the higher roofline means space in the back is more generous. That’s not to say it’s small in the Coupe – you’ll comfortably fit two average sized adults behind a similarly-sized driver.

Of the two engines available at launch, it’s the diesel that will attract higher-mileage buyers. It does 68.9mpg and thanks to emissions of 106g/km, will cost just £20 per year to tax. Unfortunately, the more economical 1.1-litre diesel isn’t available on the Coupe.

However, the 1.2 petrol only costs £30 to tax, and should return as much as 55.4mpg. A similarly powered Ford Fiesta Zetec sits in the next tax band up – costing an extra £80 per year – and is more expensive to buy.

Servicing should be reasonable, and spare parts aplenty. Not that you need to worry – as all Hyundai models come with a five-year, unlimited mileage warranty.