Audi A1

 

Classy Audi A1 supermini packs good looks, a great-quality finish and top-notch refinement into a compact body.

 

Critics have accused the Audi A1 of being little more than a Volkswagen Polo in a posh party frock, but an engaging chassis and classy interior help to lift this small car above that.

It can become very expensive once you start adding optional extras, and the A1 can’t match its arch rival, the MINI, for fun behind the wheel. But the Audi is a lot easier on the eye than the baby Brit, and those classy, understated looks are likely to clinch the deal for many potential buyers.

Plus, the smallest petrol and diesel engines provide almost as much driving engagement overall as the range-topping, high-performance S1 quattro model.

The Audi A1 is the brand’s answer to the sporty MINI, and is based on the same platform and engines as the Volkswagen Polo, SEAT Ibiza and Skoda Yeti. So like the larger Audi A3, it does suffer a bit in direct comparison to its in-house rivals – the other cars may not be as posh, but they can do most of the same jobs just as well, and often for a lower price.

What helps to lift the A1 slightly above its VW Group cousins are sharp styling and a truly impressive interior. And the high-performance S1 brings some excitement to the range, taking the fight to the likes of the MINI John Cooper Works with its 228bhp 2.0-litre turbocharged engine and quattro four-wheel drive.

The styling is typical Audi, with a big, imposing grille, narrow, piercing headlights and an attractively creased and curved body. While the A1 is perhaps not as striking as a MINI or a DS 3, it’s certainly a very handsome and beautifully understated car.

There’s a choice of three-door and five-door Sportback bodystyles, and the latter is probably the more convincing choice visually – especially if you add contrasting silver roof lines and darker alloy wheels.

However, there are some more striking colour options available. Fluorescent yellow is offered, for example, if you’re feeling especially brave, while some buyers have chosen a colour scheme for their A1 that replicates the look of classic eighties Audi Quattro and Sport Quattro rally cars. It’s all a matter of taste – and, of course, budget.

While rivals such as the five-door MINI now provide a challenge in terms of cabin space, the Audi A1 remains the most practical choice on the premium small car market, with a decent-sized boot and reasonable space in the back seats. It is a bit limited by its styling, though – there’s no distinctive difference between the three and five-door versions, as there is with a MINI.

Plus, Audi doesn’t currently provide a drop-top option to match the MINI Convertible, which comes with a full soft-top, or the peel-back fabric roof designs offered by the DS 3 Cabrio or Fiat 500C. This seems like an opportunity missed.

The best of the A1’s engines is definitely the 1.0-litre TFSI petrol unit with 94bhp. It’s not exactly a powerhouse – 0-62mph takes 11.0 seconds – but it sounds good and loves to rev, so it’s fun to drive. And as this A1 weighs only 1,060kg, it doesn’t have to struggle.

The 1.6 TDI diesel engine claims some remarkable fuel economy figures, but it’s at least £1,000 more expensive to buy than the 1.0-litre petrol, so you need to do the sums to ensure you’ll cover the mileage to justify this. Audi also offers a more powerful 1.4 TFSI petrol engine, with 123bhp or 148bhp, but for most buyers, the little 1.0-litre will do the job nicely.

Unless you’ve tried the S1 quattro, that is. It features a 2.0-litre four-cylinder turbo delivering 228bhp, which is a lot of power in a car the size and weight of this. Add four-wheel-drive traction, and you have a recipe for bags of grip to go with the thrilling performance.

As it shares mechanicals with the Volkswagen Polo, the Audi A1 unsurprisingly errs on the side of sensible rather than exciting with its driving experience. Sport and S line models get lowered and stiffened suspension (although buyers can revert to the standard set-up before they take delivery at no extra cost), plus the steering is precise and well weighted, and there’s a decent amount of grip. But the A1 can’t match the engaging MINI or DS 3 for ultimate driving fun.

The ride is quite firm in any form, so if you decide to go for an S line model then it becomes quite uncomfortable. Unless you live somewhere with exceptionally smooth roads, we'd stick to the softer-riding SE versions – or select the standard suspension on range-topping models. Visibility is good in the Audi A1, and it's pretty easy to park, so it ticks the urban runabout boxes well.

Thanks to the low weight of its engine, the 1.0 TFSI petrol model has the best steering in the line-up, and ultimately delivers the best handling of any A1.

Having said that, both 1.4-litre models offer decent economy and a lower price than the diesel cars. The 148bhp TFSI won't upset the MINI Cooper S – it's quite quick, yet lacks involvement. The S1 is faster, but comes at quite a price premium.

All engines are smooth and refined, and most are hooked up to the slick six-speed manual gearbox. However, as of the 2015 facelift, all engines – including the 1.6-litre TDI – are available with the seven-speed dual-clutch S tronic auto.

Just like the petrol engines, the 1.6-litre diesel is quiet and smooth on the move, but it works best with the manual gearbox rather than the seven-speed auto as the manual adds a dose of much-needed fun.

Even though this is the smallest car in the range, the A1 upholds Audi’s reputation for producing classy interiors. In fact, it’s the style and the quality of the finish inside that lifts this model above the mechanically similar Volkswagen Polo. There’s no getting away from the fact that the Audi has the classier cabin.

Even so, it’s a slightly uncomfortable fact for Audi – and worth thinking about for potential buyers – that the Polo and its Skoda Fabia and SEAT Ibiza sister cars are more closely matched to the A1 in real quality terms than you might think.

Also, approach the options list with caution. Not only are some extras expensive, it’s easy to start specifying some features (like body-coloured air vent surrounds, for example) that can detract from the classy look of the cabin, and make it appear it a little gaudy.

Tech options include Audi Drive Select (which allows you to choose between Dynamic, Comfort and Efficiency driving modes), as well as keyless entry and ignition. There are also sundry driver aids such as parking, rain and light sensors. So although the A1 is a small car, there’s every opportunity to spec it up like a proper Audi.

By class standards, the Audi A1 has a pretty cutting-edge infotainment system. It can be specified with Audi Connect, which brings a Wi-Fi hotspot and can call up useful information such as the cheapest petrol stations nearby – although the set-up comes at a high price.

Buyers can also upgrade to a thumping Bose surround sound system, which is a considerable step up from the standard audio set-up. One slightly odd thing is that the central display screen in the A1 doesn’t slide electrically away as it does in the larger A3; instead you have to flip it up and down with your fingers. This seems a bit old-tech for such a hi-tech car.

The A1 is up there with the safest cars in the premium supermini class, as it comes with a long list of safety equipment as standard and has been awarded a five-star rating in Euro NCAP crash safety tests.

Yet despite Audi's upmarket image and strong reputation for quality, the A1 finished well down the rankings in the Auto Express Driver Power 2015 satisfaction survey. The car came 152nd overall, and was rated only 146th in the reliability category – both represent significant drops from its position in 2014.

Owners also criticised the A1’s uncomfortable ride, practicality issues and running costs, although they praised its ease of driving.

The interior feels sturdy and durable, though, and the engines have all been tried and tested in the rest of the VW Group’s range of cars – so we’d be surprised if you encounter any major mechanical difficulties.

A three-year warranty is supplied with the Audi A1 as standard. This covers unlimited mileage in the first two years, but only up to 60,000 miles in year three. For £235, you can extend the warranty to four years and 75,000 miles, or for £500 you can stretch it to five years and 95,000 miles, and the extended guarantees can be transferred between owners.

Audi offers a choice of servicing schedules to suit how you drive your A1. If you’re mostly in town and doing short journeys, it recommends you bring your car in to your local dealer workshop every 9,000 miles or once a year for an oil change, or every 19,000 miles or two years for an inspection and service.

Drivers racking up higher mileages should have an oil change, inspection and service carried out on their A1 every 19,000 miles or two years.

Toyota Aygo

The Toyota Aygo isn’t all that mechanically different from its predecessor, but its looks are refreshingly contemporary with a youthful slant.

There’s not much power or dynamic capability, and while improvements to the sound-deadening make the interior more refined at speed, it’s still some way short of the city car class leaders for motorway driving. Practicality also suffers thanks to the Aygo’s super-compact dimensions.

Yet the latest Aygo maintains the same sense of fun as before, and there are small but worthwhile technical improvements under the skin, including some significant advances in vehicle safety. Plus it’s super frugal, easy to personalise, and well-connected with the latest x-touch multimedia system. So it may only earn three stars from us, but if you like it - you’ll love it!

The original Aygo was a big hit for Toyota, with its compact dimensions, minuscule running costs and cheeky looks earning it strong sales across the UK. So the Japanese brand hasn’t messed too much with that winning formula, instead investing in striking looks and new tech.

There are three and five-door versions available and, as with the first Aygo, Toyota's second generation city car is a joint development project with Peugeot and Citroen. The French companies’ 108 and C1 models share the same lightweight platform and mechanicals, but whereas the Aygo is only available with one three-cylinder petrol engine, the others get a choice of two power units. All three city car siblings are built at the imaginatively-named TPCA (Toyota Peugeot Citroën Automobile) factory in the Czech Republic.

There’s little of the radical or innovative fuel saving tech that some rivals employ underneath the Aygo’s skin. There’s not even a stop-start system available in the UK.

The conventional front-wheel-drive platform features MacPherson strut front suspension with a torsion beam rear set-up. While you get ventilated discs brakes at the front, the back end is braked by drums. Steering is by electric-assist rack and pinion.

So the three models in the Aygo range are mechanically identical, starting with the entry-level x which features 14ins wheels, projector headlamps, LED DRLS, 2-speaker audio with USB connectivity and hill-start assist.

The mid-range x-play model highlights include piano black finish for that big ‘X’ styling graphic emblazoned over the front of the car, a 4-speaker audio system with Bluetooth, steering wheel controls for audio and phone, air-con, a rev-counter, height adjustable driver’s seat and 50:50 split rear seat.

The range-topping x-pression adds 15ins alloys, more piano black exterior trim parts, fog lights, part-leather sports seats, the x-touch multimedia system with DAB and a rear view camera.

There is a plethora of ‘personalisation’ options to choose from too, so it’s not surprising that Toyota has put together a trio of themed special editions to help encourage customers to make their minds up in the showroom. x-cite, x-pure and x-clusive editions all offer exterior colour, style and kit packages that reflect their respective labels.

Aside from the various styling and equipment packages, the only significant options are the choice of three or five door body, a full-length ‘x-wave’ fabric roof, and the ‘x-shift’ automated manual gearbox.

Owners of the previous-generation Aygo will feel at home behind the wheel of the new model. For starters, the 1.0-litre three-cylinder engine is carried over from the old car with small but significant tweaks. Overall refinement is improved, but the engine has the same thrummy soundtrack and eager nature.

You can hear it so clearly because Toyota has done a better job at dampening wind and road noise. It's better at motorway speeds, but still falls some way behind cars such as the Hyundai i10 and VW Up! for long-distance refinement and comfort. The Aygo x-wave also loses out a little bit in terms of wind noise thanks to the cloth roof, but it's better than you'd expect.

Steering that’s 14 per cent sharper makes the Aygo ideal for darting around town, although at higher speeds there’s significant body roll. The pay-off for that is a supple ride over bumpy roads.

The steering is light and accurate, the Aygo turns into corners keenly and there’s decent grip. Body movement is better controlled in some rivals, but the Aygo fared well during our braking tests. Letting the side down is the notchy and reluctant manual gearbox shift action, which oddly isn't as pleasant as the previous-gen Aygo's, even though it’s supposed to have been upgraded.

There may be only one petrol engine available to Aygo buyers, but luckily the 1.0-litre VVT-i unit is an enthusiastic performer that’s happy to rev, filling the cabin with a characterful three-cylinder noise. While some may find it intrusive, others will like the rorty tone. Indeed, Toyota engineers say positive customer feedback focused their minds on reducing road and wind noise, specifically so the engine – without getting any louder - could be heard better.

The pleasing tone is fortunate, as particularly long first and second gear ratios mean you need to rev the engine hard to produce power. But there’s plenty of performance for nipping around town and the revision in ratios means the engine does feel less strained at a sustained fast cruise, compared to its predecessor. The Aygo’s 69bhp is developed at 6,000rpm, and 95Nm of peak torque is delivered at 4,300rpm.

The x-shift automated manual has slightly shorter gear ratios, so feels as though it picks up speed quicker around town – it blips the throttle on downshifts, too. The official performance figures are pegged neck-and-neck for both transmissions though, as each version takes the Aygo from 0-62mph in 14.2secs. Maximum speed for both is 99mph.

Technical upgrades over previous versions of the 1.0 engine are focused on better combustion efficiency, reduced internal friction and exhaust gas flow optimisation. That means you get a new cylinder head with slightly higher compression, plus an exhaust gas recirculation system and freer-flowing catalytic converter among other detail changes.

Although the 1.0 VVT-i is fundamentally the same unit as used by the Toyota Aygo’s predecessor, it’s been re-engineered for the new model. A higher compression ratio of 11.5:1, a new low-friction timing chain and a cylinder head with built-in exhaust manifold to save weight have all helped to improve fuel efficiency and cut emissions.

The mods allow Toyota to boast of raising the engine’s thermal efficiency (the amount of the fuel’s energy it converts to power) to a class-leading 37 percent. That’s impressive, but it’s a cautionary thought that even in an economy-minded city car like this you’re losing 63 percent of the energy in your petrol tank to (mainly) waste heat and friction. And that’s in those rare moments when the engine is running at peak efficiency.

Still, the numbers look good. Fuel economy and CO2 emissions have improved by 3.3mpg to 69mpg and 4g/km to 95g/km of CO2 in the five-speed manual model, while the x-shift auto returns 67.3mpg and 97g/km.

Everything qualifies for free ‘road tax’ thanks to emissions that put the Aygo in VED band A. You can also take advantage of Toyota’s attractive finance plans that will get you behind the wheel for less than £100 a month.

Toyota has taken a bold approach with the Aygo, ditching the old car’s soft curves and rounded details in favour of sharp edges and eye-catching angles. Highlights include the swept-back headlamps, rising window line and tall tail-lights. The double-bubble roof panel is particularly eye-catching.

The car certainly looks more distinctive than the Skoda Citigo, SEAT Mii and VW up! but the Citroen C1 and Peugeot 108 are similar and their clean-cut lines will be more attractive to some.

The same youthful approach continues inside, where there’s a gloss black dash finish and a large touchscreen infotainment system, plus a circular steering column-mounted pod that houses the speedo plus digital fuel and rev readouts. Yet while it appears modern and is solidly screwed together, the hard plastics on the dash and doors look and feel fairly cheap. Those details are mainly noticeable because the cabin as a whole is so much more sophisticated than the old car's - the penny-pinching trim predictably stands out.

The big draw compared to rivals like the VW up! and Hyundai i10 is the funky design inside and out, and level of personalisation available on the Aygo. The Japanese hatch is emblazoned with a distinctive ‘X’ running from the A-pillars to the front grille – just one of a number of parts that can be swapped around in a variety of colours.

There’s the allure of that 'x-wave' retractable cloth roof for £850, and Toyota’s new x-touch smartphone-optimised infotainment system brings it bang up to date. Buyers can change the colour of the ‘X’, wheels and rear bumper, as well as a selection of snap-in interior parts. It’s a tactic designed to attract young, fashionable customers to the brand, and proves Toyota is trying to put an era of bland designs behind it.

A string of recalls has taken its toll on Toyota’s reputation for quality and durability. Yet while it slipped down to 17th place in our Driver Power 2014 satisfaction survey, owners rated its cars eighth for reliability in the 2015 poll.

On top of that, the Aygo feels robustly constructed, while the engine is based on the tried and tested unit used in the old car.

There was good news in the NCAP test results too, when the latest generation Aygo moved up – along with its Citroen C1 and Peugeot 108 siblings – to a four star rating from its previous three stars. Adult and child occupant safety were both rated at 80 percent in their relevant tests. The four star rating puts the Toyota in the top rank in the city car class – a class where financial restraints mean fewer active and electronic safety aids are typically deployed, limiting the scope for 5-star awards.

That said, all versions of the Aygo get four airbags, Isofix child seat mountings, stability control and tyre pressure monitoring, while you can spec-up on options like the range-topping x-clusiv special edition’s reversing camera and automatic lights.

Citroen C3

In essence, the Citroen C3 is designed to do most of what you'd want a modern supermini to do. It looks decent enough, has a varied and economical engine range, and offers plenty of space. But it's getting on in years now and feels it, lagging behind the class best in terms of handling, tech and cabin quality. It isn't particularly cheap either, which would have gone some way to making up for the shortcomings.

Those needing more space and practical features should look at the Citroen C3 Picasso, while the upmarket DS 3 supermini and DS 3 Cabrio convertible should satisfy buyers looking for more individuality, performance and a better drive.

Citroen's historic reputation has been based on its ability to do something a little bit different from the class norm. The C3 doesn’t take that off-beat approach, and instead aims to be a more conservative and competent rival to the Ford Fiesta, Vauxhall Corsa and Hyundai i20.

The Citroen C3 is also only available with a practical five door body. That’s because Citroen has developed the three-door DS 3 range separately to attract buyers looking for a more premium feel, extra character - and a more dynamic drive. The DS 3 shares the C3’s platform and certain components such as headlamps and bonnet.

The first C3 was introduced in 2002 when you could also get a convertible version called the Pluriel, but that option disappeared when the second generation C3 appeared in 2009. One of the new car’s key features is the wide and tall windscreen with its large quarter-lights and heavily curved profile.

The current model was given a light facelift in 2013 and is available with varied choice of engines. Three-cylinder 1.0-litre and 1.2-litre petrol units give a moderate turn of pace, and are supplemented by a pair of 1.6-litre BlueHDi diesels, giving great torque and economy but pushing the price up.

There are four trim levels to choose from in the latest C3 range.  Electric front windows, remote locking and a CD player are pretty much all you get in the basic VT specification, while the VTR+ (our choice) adds air-con, cruise control and a 'Zenith' windscreen, which extends even further back over the driver. Alloy wheels are included on most VTR+ models too. The range-topping Exclusive trim stands out with a full-length panoramic windscreen, climate control and Bluetooth.

If you’re looking for even more practicality than the C3 hatchback provides, it’s worth taking a look at the C3 Picasso model, which is a mini-MPV designed to take on the Vauxhall Meriva and Nissan Note.

High speeds and motorway driving are handled pretty easily in the C3. It’s a refined long-distance cruiser, with one of the most comfortable rides in the sector. It’s softly set-up approach also pays dividends around potholed urban roads. The firm knows this is a priority for its customers, and we commend them for not following the 'sportier' trend of superminis.

But the trade-off is evident when you start to push the C3 even moderately hard, as the handling leaves a lot to be desired. The compliant suspension setup means the C3 rolls around in corners and the steering is quite vague, meaning it's pretty far away from the Ford Fiesta in terms of driver appeal. Indeed, it’s fair to say that many more up-to-the-minute rivals nail the balance between ride and handling much better.

The C3's latest three-cylinder PureTech petrol engines use direct injection technology and are designed to reduce weight along with running costs.

The C3 gets an entry-level 1.0-litre, 67bhp unit which is willing but a little sluggish for a larger supermini like this.  It’s called the PureTech 68 and comes with a five-speed manual gearbox. 0-62mph takes 14.2 seconds and it’s flat out at 101mph.

Next up is the larger 1.2-litre PureTech 82 that boosts power to 81bhp and which also – in manual guise - offers 0-62mph in 14.2 seconds, but with a 108mph top speed. Its torque is higher than the 998cc unit though, so it has a little more grunt through the gears. The PureTech engine is also available with Stop & Start and an automated gearbox, but this makes little difference to the performance figures.

The most powerful petrol engine is the 109bhp PureTech 110 S&S, which only comes with five-speed manual gears and delivers 0-62mph in 10.6 seconds and a 118mph top speed.

The C3's diesel engines are impressively economical on fuel and give decent performance, but they’re considerably more expensive and we’d only recommended them for high mileage drivers. They're at least reasonably quiet units, however.

Both diesels are versions of the same turbocharged 1.6 litre engine, starting with the 74bhp BlueHDi 75, which does 0-62mph in 11.3 seconds and 106mph. The 98bhp BlueHDi 100 S&S has more grunt – 10.8 seconds and 117mph being its headline figures.

The C3 was never an unattractive car to begin with, but the 2013 facelift addition of LED daytime running lights, a body-coloured splitter in the lower air intake and a bold double chevron grille freshened up the car’s stylish design.

Updated reflectors and taillights have also been fitted to the car’s rear end and the C3 is available in several striking body colours including the bold Ink Blue. It all helps to keep the car looking modern, but it's difficult to escape the feeling that Citroen's supermini is nearing the end of its life.

Inside, it looks adequately up-to-date with deep-set dials and colourful dash trim, while a large windscreen and bright dashboard make it feel light and airy. The range-topping Exclusive grade offers the panoramic Zenith windscreen, which extends back over your head for more light and an even airier feel.

While top-spec models offer plenty of glossy material to make them appear upmarket, if you poke and prod at a lot of the touch points they feel a little flimsy. The plastics below the normal line-of-sight levels look quite cheap, too.

It’s possible to order a black leather interior on the Exclusive model, as well as luxuries like automatic lights and wipers and an auto-dimming mirror, but even without such goodies, equipment levels feel generally decent as long as you opt for more than the entry-level VT spec. It means the C3 tends not to feel like a bargain basement car – but the price reflects this, too.

The C3 finished a disappointing 163rd place in our 2015 Driver Power survey. Part of that is due to its advancing years, but handling and build quality were particularly marked out by owners as being less than adequate.

On reliability the C3 didn’t fare too badly, with a score that ranked it 98th out of 200 cars – so just sneaking into the top 50%. Other than some trim quality issues and electrical quirks, the C3 seems to have remained relatively trouble-free mechanically. However there have been a number of recalls over its life, with issues such as fault brake servos, handbrakes and battery earthing among the most serious.

Citroen did climb 6 places as a manufacturer to 20th in 2015, but this is more likely to be because of improvements across the board in models newer than the C3. In spite of those improvements, reliability remains one of the areas that drags the manufacturer’s overall score down so there’s still work to do.
The C3’s safety rating isn’t all it might be either, having received only a four-star crash test rating from Euro NCAP when it was tested back in 2009, scoring just 40% in the safety assist category.

This is because ESP isn’t standard in the Citroen C3 range and is only an optional extra in the VTR+ and Exclusive models. The pedestrian safety score was only 33 per cent too. Driver, passenger and side airbags are included in all versions though, so at least the basics are covered, and the C3 scored quite highly for adult occupant safety at 83%. Child occupant safety was a less impressive 74%.

Vauxhall Adam

MINI, Audi and DS have all had great success in the supermini market in recent years, introducing premium-feeling, fun-to-drive models that have all majored heavily on style. Vauxhall entered this market with the Adam back in 2013, and so far the car has proven a big hit – it has clocked up more than 22,000 sales in the UK.

This small Vauxhall offers classy, distinctive looks backed up by a large range of customisation options, which allows owners to personalise their cars to their tastes – according to the company, there are more than 30,000 different combinations on offer.

However, while the compact proportions look good on the outside and bring obvious benefits when it comes to town driving, they make themselves known inside the Adam, too. There’s plenty of room up front, but passengers will find sitting in the back a very tight squeeze.

There’s less space in the Adam than there is in the MINI, for instance, and the rather cramped rear is matched to a tiny boot. When the back seats are in place, the car has a load capacity of just 170 litres, so prospective buyers shouldn’t expect to fit a lot of shopping in.

Another big contrast to the MINI is the driving experience. Sadly, the appealing looks do not add up to much involvement from behind the wheel, with the Adam suffering from light steering and a hard ride. Vauxhall has attempted to address this with the introduction of an Adam S – the range-topping ‘warm’ model has a great chassis, but as it’s fitted with 18-inch alloy wheels as standard, it still suffers from a firm ride.

So while the Adam has more flair than the other small cars in the company’s range, the Vauxhall Viva and Vauxhall Corsa, there are rivals in this class that offer a better ownership experience.

Due to its style, but also its compact size, the Vauxhall Adam can count as rivals everything from the retro Fiat 500 to the modern-looking Volkswagen up! and premium cars like the MINI, DS 3 and Audi A1.
Vauxhall offers some fun-sounding trim levels: Jam, Glam and Slam. The range grew in late 2014 with the arrival of the Adam Rocks and Adam Rocks Air – these are pumped-up SUV-style models, and the latter features a full-length fabric sunroof. Then, in early 2015, came the Adam Grand Slam: a performance version packing a 148bhp 1.4-litre turbocharged petrol engine.

However, Vauxhall has performed a U-turn on the naming policy for the top-spec Adam. In Europe, the Opel version was badged S, and while Vauxhall stuck with Grand Slam at launch (to fit in with the other trim names), S logos could still be seen on the car’s bodywork and in the interior. Accordingly, the fastest and most powerful Vauxhall Adam is now also known as the S. It’s also the most expensive model: while the Grand Slam started at £16,995, the Adam S is priced from around £250 more.

For the regular Adam range, there are three engine choices: a new and punchy 1.0-litre three-cylinder turbo, introduced first in the Adam Rocks and Adam Rocks Air, and two older 1.2 and 1.4-litre normally aspirated units. There are no diesel engines in the Adam line-up.

The 1.4i comes with a choice of 86bhp and 99bhp power outputs, while stop/start is an option on all engines bar the 86bhp 1.4i (where it isn’t available at all). The 1.0i comes with the fuel-saving feature as standard. The 1.4-litre turbo engine is only available in the Adam S.

All Adams are three-door hatchbacks, and all are also front-wheel drive. Despite their rough and ready appearance, the Adam Rocks and Adam Rocks Air are not available with four-wheel drive.

Transmission choices comprise a standard five-speed manual on the 1.2 and 1.4-litre normally aspirated engines, and a six-speed manual on the 1.0i and 1.4i turbos. There’s also a five-speed automated manual called Easytronic, although this is only an option on the 86bhp 1.4-litre engine.

The Adam is one of a trio of small cars from Vauxhall, alongside the big-selling Corsa supermini and the more recently introduced Viva city car. The focus is more on style with the Adam than in the other two models, although as a result it’s arguably less practical – both the Viva and Corsa are available in five-door format.

As with the latest Vauxhall Corsa, quick steering ensures the Adam feels keen and alert on winding roads. Turn-in is sharp and there’s lots of grip, plus the stiffer suspension in the top-specification Adam S helps reduce body roll. However, push harder and the car starts to lose its composure.

The combination of harsher sports suspension and large 17-inch alloys on the Adam Slam also has a negative impact on ride comfort, because the car thumps into potholes and fidgets over small bumps. With their softer springs and smaller 16-inch rims, the Adam Jam and Glam are much better suited to the UK’s poorly maintained roads. Yet the Adam Rocks and Adam Rocks Air deliver the best ride in the range, with their 15mm increase in ride height meaning longer-travel suspension.

Whichever model you go for, a City steering mode makes the wheel light around town for parking and then disengages at 30mph-plus to deliver a more natural feel. Combined with the Adam’s small dimensions, it ensures the car is a natural in the urban jungle. Even so, the blend of small rear windows and thick C-pillars means the optional parking sensors are worthwhile.

If fun behind the wheel is your priority, then the performance-biased Adam S will appeal to you most. It uses a 148bhp 1.4-litre turbo engine, sits on a VXR-tuned chassis and borrows the larger brakes from the Corsa VXR. It’s quick for a car of its size and engaging to drive, but the firmer set-up and 18-inch alloys can make it a little rough at slower speeds.

The Adam arrived with a choice of dated engines already seen in the previous-generation Corsa supermini, and these did little to help its appeal. Although they’re largely well proven in terms of reliability, on the performance front they don’t offer enough power and torque to make the most of the Adam’s light chassis.

First up is a 1.2-litre 16-valve four-cylinder engine that is normally aspirated. It delivers a paltry 69bhp at 5,600rpm and 115Nm of torque at 4,000rpm – resulting in a rather sluggish 14.9-second 0-62mph time and a top speed just the right side of 100mph.

Following on is the 1.4-litre normally aspirated four-cylinder, which has a choice of 86bhp or 99bhp outputs. Both develop peak power at 6,000rpm and deliver 130Nm of torque at 4,000rpm.

Neither model is quick, but the 99bhp Adam does 0-62mph in 11.5 seconds and goes on to 115mph, ahead of the 86bhp car’s 12.5 seconds and 109mph. Equip the 86bhp engine with the Easytronic auto, and the sprint time slumps to 13.9 seconds, although the box’s longer gearing improves the top speed marginally, to 111mph.

To get the best from any Adam, the engine under the bonnet needs to be turbocharged – and the real star is the 1.0-litre three-cylinder. With 113bhp and 170Nm of torque, it takes the car from 0-62mph in 9.9 seconds and on to a 121mph top speed. But this data doesn’t tell you how sweet, smooth and free-revving this unit really is. It’s one of the best of its type and something for Vauxhall to be really proud of.

The 1.4-litre turbo powers the hot Adam S, and delivers 148bhp from 4,900-5,500rpm, along with 220Nm of torque from 1,800-4,500rpm. It’s an impressive engine, and gives warm hatch performance: 0-62mph takes 8.5 seconds and the top speed is 130mph.

Engine choices are much more limited in the Adam Rocks and Adam Rocks Air. Buyers’ only options are the 1.2 or 1.4-litre engines without ecoFLEX technology, or the 1.0-litre three-cylinder. The latter is the obvious choice.

Just as the Vauxhall Adam trails the class leaders on performance and driving fun, it can’t quite match its rivals on efficiency and running costs. Most of the alternatives on sale offer tax-friendly, sub-100g/km models in their line-ups, but the best the Adam can manage on the CO2 emissions front is 112g/km.

If you’re considering the 69bhp 1.2-litre or 99bhp 1.4-litre models, it’s worth opting for the ecoFLEX versions, as they come with stop/start and other fuel-saving measures for a premium of only around £300. These tweaks cut emissions from 125g/km to 115g/km on the 1.2 and 118g/km on the 1.4, and bring the cars down into a lower road tax band – so you’ll save £80 a year on VED from year two onwards.

The Adam S comes with stop/start, but doesn’t benefit from a full suite of ecoFLEX technology, so its CO2 emissions are relatively high, at 139g/km. That means it’s the only Adam to incur a ‘showroom tax’ of VED in the first 12 months.

At the other end of the range, the greenest Adam is the 1.0i three-cylinder. It uses ecoFLEX tech to match the claimed fuel economy figure of the 1.2i ecoFLEX model, at 57.6mpg, but it has lower CO2 emissions of 112g/km. That’s not enough to improve its VED rating, so buyers will face the same annual road tax bill as those who choose the 1.2, but perhaps their conscience will be clearer.

All Adams claim official fuel economy in excess of 50mpg, with the exception of the Adam S (which returns 47.9mpg). Consumption figures range from 52.3mpg for the non-ecoFLEX, normally aspirated 1.4-litre model to 57.6mpg for the 1.2i ecoFLEX and 1.0i.

Fitting 17 or 18-inch alloys to models with smaller standard wheels can have a very minor detrimental impact on economy and emissions. Yet strangely, the Adam Rocks, which is 25kg heavier than a standard model with an equivalent engine and has at least 17-inch alloys, brings no penalty in terms of mpg or CO2.

Business users will be interested to hear that the non-ecoFLEX 1.2 and 1.4-litre models sit in the 20 per cent Benefit in Kind (BIK) company car tax bracket. The Adam S incurs BIK at 22 per cent, and 1.0i models on 16-inch wheels are taxed at 17 per cent. Every other Adam sits in the 18 per cent BIK bracket.

There seem to be two ways for the modern city car to go on the styling front: they either try to look modern or retro. In the modern camp, we have the likes of the Hyundai i10, as well as the near-identical Volkswagen up!, Skoda Citigo and SEAT Mii trio, while on the retro side there’s the Fiat 500.

The Adam takes the modern approach, featuring the latest Vauxhall front-end design language with a prominent Griffin badge. Having said that, the curves of the roofline and elsewhere on the bodywork do give the Adam something of the cute profile that marks out the Fiat 500.

As you’d expect, there’s huge scope to customise the car, with graphics, different wheels and various paint finishes. It’s easy to get carried away, though, and some additions can make the Adam look a little garish.

Climb aboard and it’s clear that Vauxhall has worked hard to create a classy atmosphere. From the slick dashboard to the high-quality materials, the Adam feels a cut above rivals like the DS 3. Highlights include the body-colour trim set into the dash, the chrome-ringed dials and the chunky leather steering wheel.

As with the exterior, the sky’s the limit when it comes to personalisation. There are 18 seat finishes to pick from, plus more than 20 trim insert colours and five options for the rooflining, including a ‘starlight’ version that uses 64 LEDs to create a sense of the sky at night.

Specs comprise Jam, Glam (for around £1,400 on top of the Jam) and Slam (which adds about £750 to the price of the Glam). The Adam Rocks is around £500 more than a Slam and has a broadly similar spec to that car, although climate control – standard from the Glam upwards – is an option. The Rocks comes as standard with manual air-conditioning, like the Jam.

As well as air-con, Jam models have a CD stereo with USB and aux-in connectivity, and controls mounted on the leather steering wheel, plus Bluetooth. They also get cruise control and a trip computer, plus ESP, ABS, a tyre pressure monitoring system, six airbags, 16-inch alloys and daytime running lights.

Glam trim builds on this with climate control, a fixed panoramic sunroof and DAB. Body-coloured door handles also set it apart, as does some chrome trim outside and on the door sills, while the daytime running lights and tail-lamps are upgraded to LED units.

Slam spec is mainly marked out by styling tweaks, with 17-inch alloys, sports suspension, a black roof and door mirrors, plus tinted rear windows. It also benefits from the Vauxhall OnStar connectivity package – this is featured on the Adam Rocks and Adam Rocks Air, too.

The higher-riding, crossover-style versions of the Adam get Morrocana seats and earthy interior trims, to hint at their rugged visual appeal on the outside. And the Adam Rocks Air is set apart from the Adam Rocks by its full-length fabric sunroof. The Air carries a premium of around £1,000 over the standard Rocks when specified with the 1.0 and 1.2-litre engines, but it isn’t quite so much extra with the 1.4-litre engine.

At the top of the range, the Adam S costs around £1,500 more than a 1.0i Adam Slam and has 18-inch wheels, a bodykit at the front, sides and rear, switchable ESP-plus and the brakes from a Corsa VXR. Buyers of this model can also specify figure-hugging Recaro sports seats.

You’ll have to pay extra for the IntelliLink seven-inch touchscreen infotainment system on all models. It’s not the most intuitive set-up, but it lets you upload various music and sat-nav apps, with the sort of swipe functionality you’d find on a smartphone.

Every Adam features a CD stereo with USB connectivity and an aux-in socket, but Glam models upwards get a six-speaker surround sound system with DAB radio. For the best in-car sound, an optional Infinity premium speaker set-up can be added to all versions.

Vauxhall hasn’t performed very well in the annual Auto Express Driver Power satisfaction survey in recent years. While it ranked an impressive 13^th in the manufacturers’ chart in 2012, it’s since slid down the rankings. The brand was 26th in 2013, 29th in 2014 and 30^th in 2015.

The Adam seemed to have gone against this trend initially, as it clearly impressed owners, ranking in an excellent 23rd place when it made its Driver Power debut in 2014. But it’s also endured a bit of a decline – in 2015, it finished in 90^th place out of 200 cars.

Even so, the car achieved decent individual category scores for build quality (68^th), handling (84^th), ride (58^th) and ease of driving (63^rd), plus a superb 13^th for in-car technology. What let it down was owners’ criticism of performance (167^th) and practicality (179^th).

The stylish Vauxhall shares most of its platform with the tried-and-tested Corsa, so buyers shouldn’t have to worry about durability.

A four-star Euro NCAP crash test rating will disappoint Vauxhall, but it was achieved during the much tougher 2013 tests, and the Adam beat the likes of the DS 3 with its individual percentage scores. All versions get six airbags, stability control and a speed limiter, although there’s no option to add safety technology such as autonomous emergency braking.

New Audi R8 V10 Plus

The new Audi R8 represents a big improvement in most areas over a car that was already very good indeed. It’s lighter, faster, stiffer and more powerful than ever before. Yet at the same time it’s also more efficient and more economical, featuring one of the best cabins of any sports car, at any price. Shame it isn’t a touch more analogue in its responses, especially in the way it steers with the new Dynamic steering system fitted.

Lighter, stiffer, more powerful and faster than ever before, the new Audi R8 would appear – on paper at least – to be a much improved version of an already very good sports car.

There are two models that will hit UK roads at the end of this month, both featuring V10 engines – one with 532bhp, the other with 602bhp. The entry level version, known simply as the V10, costs £119,500, while the top notch V10 Plus model starts at £134,500.

Since its launch in 2007, the R8 has redefined what's possible in terms of dynamics and driver enjoyment while at the wheel of an Audi. Before the R8, fast Audis were always lacking somewhat in terms of emotion. In the eight years that have followed, however, Audis have got more exciting to drive across the board – the RS versions especially so. And this all-new R8 takes the game another big step in the right direction.

The headline advancements are many. The core chassis is stiffer and stronger thanks to its amalgam of carbon and aluminium. The four-wheel drive system is smarter and even more efficient, the engines produce more energy yet burn less fuel – despite the 5.2-litre block being fundamentally unchanged internally.

And then there's the new interior, complete with redesigned (and very excellent) digital dashboard featuring a new 12.3in TFT display. There’s a set of all-new seats, and an all-new Drive Select system, too.

Even the headlight mechanisms have been reengineered to incorporate Audi's optional laser light technology, meaning you will no longer be the brightest spark on the road if you specify the R8's standard LED lights (which happen to work quite brilliantly anyway).

There is no V8 model this time round, Audi instead choosing to distinguish between the top and mid level versions by giving the V10 Plus more kit as standard inside, more power and torque, and more flexibility on the move thanks to its new Performance Mode.

So, not only is there Dynamic Drive on both models, in which you can switch between Comfort, Auto, Dynamic and Individual, but in the Plus model the driver can also select between Wet, Dry and Snow settings to tailor the mapping of the engine, transmission and stability control depending on how confident they are feeling, or what the conditions are like underfoot.

There’s even a button that opens up the exhaust system which, when in sport mode, produces the requisite crackles and bangs on the overrun. To begin with, this seems like another fantastic new R8 feature, but once you realise that it emits the exact same burst of crackles, every time you back away from the throttle, it does feel a touch digitised.
 
The steering is electro-hydraulic on both models, but you can also opt for a new variable ratio Dynamic rack for an additional £1,200, which quickens the response as more lock is applied. The car we drove had this equipped, and to be honest we wished we’d been able to try a new R8 with regular steering. Actually, the steering was just about the only aspect of the car that didn't quite hit the bullseye.

There is accuracy and precision by the bucketload to the R8’s new Dynamic steering, but little in the way of feel. So you trust that the front tyres are going to go where you aim them purely by using your eyes. Your hands and fingertips, on the other hand, receive far less information, and for a car as fast and focused as this, that has to go down as a minor disappointment.

Elsewhere, the new R8 is hard – if not impossible – to fault, even if it does lack the last tenth of raw excitement that other cars in this class now offer, most specifically the McLaren 570S. The engine is an absolute peach, a classic atmospheric V10 that revs all the way to 8,250rpm. It sounds delicious while doing so, and has an immediacy of response to its throttle that no turbocharged engine could ever replicate.

The seven-speed dual clutch gearbox also works quite brilliantly in conjunction with the V10 engine, delivering up or downshifts faster than you could ever manage manually, and with an increasing level of gusto depending on which drive mode you’ve selected.

And as for the handling, body control, grip and traction – the new R8 displays so much composure everywhere, wet or dry. In fact, it feels a lot like it’s on rails most of the time. On the road, its limits are way beyond what any sane driver would ever expect to reach. Which is either a very good thing if that’s what turns you on, or a touch beige if you want a bit more edge and excitement.

Key specs

• Price: £119,500 (V10); £134,500. (V10 Plus)
• Engine: 5.2-litre V10
• Transmission: Seven-speed S tronic auto, four-wheel drive
• Power/torque: 602bhp/560Nm
• 0-62mph: 3.2 seconds
• Top speed: 205mph
• Economy/CO2: 23.0mpg/287g/km

Mazda 3

The Mazda 3 has continued the rich vein of form Mazda is in right now, producing a range of cars that are good-looking, great fun to drive and well-priced. The 3 hatchback is one of the best of the bunch; it’s more fun to drive than a Ford Focus or a Volkswagen Golf and more than a match for other family favourites such as the Vauxhall Astra and Kia Cee'd.

There’s even a four-door saloon version called the Fastback, which offers a cheaper alternative to the VW Jetta and the Audi A3 Saloon along with more boot space than the hatchback. Mazda’s latest range of engines, known as ‘SkyActiv’, is cheap to run and delivers strong performance in all but the most basic version’s case and the 2.2-litre diesel engine is superb. 

A rival to mainstream family hatchbacks such as the Ford Focus, the Volkswagen Golf and the Vauxhall Astra, the Mazda 3 inhabits one of the most competitive sectors of the market. The classy interior and sharp handling mean it may also steal a few buyers from more upmarket hatchbacks such as the BMW 1 Series and the Audi A3, though it’s just about affordable enough to muscle in on cheaper rivals such as the Kia Cee’d or Hyundai i30 as well. The 3 sits above the 2 supermini and the 6 saloon in Mazda’s range and is now in its second generation, having come on leaps and bounds from the old model.

Though previous versions of the Mazda 3 were sold as hatchbacks only in the UK, the current version is also available as a four-door saloon known as the Fastback, which puts it in the same territory as fellow small saloons such as the Volkswagen Jetta, the SEAT Toledo and the Audi A3 Saloon. There is no price premium for the Fastback and it adds more space and is, also slightly faster with better economy than the equivalent hatchback versions.

Three are three main trim levels in the Mazda 3 range: kicking off at SE, then SE-L and the top-spec is Sport, while adding sat-nav to your car upgrades it to a ‘Nav’ variant, i.e. an SE-L with sat-nav becomes SE-L Nav. Four engines are available: a 99bhp 1.5-litre petrol, a 148bhp 2.2-litre diesel, and a 2.0-litre petrol offering either 119bhp or 163bhp.

There’s no hot hatch version at present (the previous Mazda 3 had a high performance variant called the MPS) nor is there an eco special similar to Volkswagen’s Bluemotion range. There’s a straightforward choice of two gearboxes: a six-speed manual or a six-speed automatic.

Underpinning the 3 and all of Mazda’s recent models is its ‘SkyActiv’ engine technology, which focuses on low weight to improve efficiency and handling. The 3 is a great example of this, as it’s lighter, more frugal and better to drive than the old model. Quality is up too, though the rakish shape does mean the 3 isn’t as roomy in the back, and the rear window’s narrow shape inhibits visibility.

Mazda has been known for producing cars that are good fun to drive for a long time. Much of this comes from its incredibly successful MX-5 roadster, which is the world’s best-selling sports car and widely renowned as one of the best cars to drive at any price.

Even better is that a lot of the components and characteristics that make the MX-5 sports car so much fun tend to find their way into more conventional models and the Mazda 3 is no exception. Thanks to its involving handling, well-weighted controls and lively performance, the 3 sets the standard for driving fun in this sector.

A twisty back road is where the Mazda 3’s nimble handling, strong grip and easy to control nature really come to the fore. The steering is also well balanced, direct and positive, plus the brake pedal is nice and progressive – it doesn’t bite too low or too high.

Another welcome hangover from the MX-5 is the precise short-throw six-speed gearbox. It has a slightly heavier action than a lot of other family hatchbacks but if you enjoy driving then it’s an absolute pleasure to use.

A six-speed automatic gearbox is available as option, though only consider it if you really are averse to changing gear yourself, as the manual is a delight. That said, the six-speed automatic affair is a good transmission. It’s not quite as quick to change gear when you’re driving fast as, say, Volkswagen’s DSG automatic gearbox but Mazda’s offering is actually smoother when you’re making relaxed progress.

The ride smooths out most bumps but there is a bit of a trade-off in exchange for the 3’s sporty handling, as potholes can send a shudder through the cabin. It isn’t bad enough to really mark the car down but don’t expect the same levels of comfort as you would find with the likes of the Audi A3 or a Volkswagen Golf, both of which excel in this area.

The Mazda 3 is also fast, especially the 2.2-litre diesel, which packs 148bhp and has a 0-62mph time of 8.0 seconds in the Fastback saloon and 8.1 seconds in the hatchback. The diesel engine also has a lot of mid range pulling power and it’s really responsive, so you can make the most of the engine simply by leaving it in gear – great for overtaking or on the motorway. It’s also extremely smooth, so much so that you wouldn’t really know it’s a diesel either on the move or when the engine is just ticking over.

The 2.0-litre 118bhp petrol engine is expected to be the biggest seller in the Mazda 3. It lacks the mid-range punch of the diesel but it isn’t far behind it in terms of acceleration – you’re looking at 0-62mph in 8.9 seconds for the hatchback and 8.8 seconds from the Fastback. You have to drive it a bit harder than the diesel to get the most out of it, but as petrols go it’s smooth and brisk enough for a family car.

There’s also the option of a more powerful 163bhp version of the 2.0-litre petrol engine, which is almost as sprightly as the diesel with 0-62mph in 8.2 seconds, though it’s only available with the hatchback.
It may be the cheapest to buy but the 99bhp 1.5-litre petrol engine is the one to avoid. There’s nothing wrong with it per se but it’s quite lethargic compared to the other engines, especially the truly impressive diesel. Its only real selling point is the low list price.

All the engines use Mazda’s SkyActiv technology, which aims to make the cars more efficient through saving weight. Those savings translate into both stronger performance and better fuel economy: the current 3 is much lighter on its feet and far more economical than its predecessor – and even that didn’t handle badly.
Surprisingly, Mazda hasn’t sacrificed refinement for performance and handling, as is often the case with sportier cars. The 2.2-litre diesel is extremely quiet for such an engine and the 2.0-litre petrol is similarly hushed and smooth. Wind noise is also very low but there is a bit of racket from the road beneath. As impressive as the Mazda 3 is in this area, it’s got a way to go to have the Volkswagen Golf and the Audi A3 licked on refinement.

It isn’t hard to find rival family hatchbacks that do better than the Mazda 3 in terms of fuel economy and emissions, but when you consider the size of the diesel engine (it’s a 2.2-litre) and how fast it is, the 3 does extremely well for itself. The most economical version is the Fastback saloon with the 2.2-litre diesel, which returns a combined economy of 72.4mpg and emits 104g/km of CO2.

Go for the same engine in the 3 hatchback and the figures drop slightly to 68.9mpg and 107g/km (the Fastback has a more aerodynamic shape and therefore better economy). Neither sets of figures are record breaking by today’s standards but the diesel-engined Mazda 3 is still a very economical car and you’ll struggle to find rivals that can match the blend of economy and performance.

One thing to bear in mind is that the automatic gearbox really takes the edge off efficiency. The 2.2-litre diesel hatchback with an automatic transmission drops to 58.9mpg with CO2 levels rising to 129g/km and there are similar reductions for the petrol engines.

The 99bhp 1.5-litre petrol manages a combined economy of 55.4mpg and 119g/km of CO2, but it feels a little sluggish. If a petrol engine better suits your needs – for example, if you cover a lower than average mileage –we'd opt for the 2.0-litre with 118bhp, an identical 55.4mpg and emissions of 129g/km CO2. There is also a 162bhp version of the 2.0-litre petrol engine, but the combined cycle drops to 48.7mpg with CO2 emissions of 129g/km.

Over the years, Mazda has forged itself a strong name for building good-looking, affordable cars and the latest Mazda 3 is no exception. Influenced by the sleek 6 saloon, the 3 has the much more understated Volkswagen Golf beaten in the styling department. This is especially true when you factor in that low roof and steeply rising waistline. Thankfully, the design transfers nicely over to the Fastback saloon model, which looks like a shrunken Mazda 6 – and that's a good thing. Mazda’s signature metallic red paint is easy on the eye, too.

From the entry level SE model upwards, all versions get alloy wheels, colour-coded door handles and mirrors as standard, while the SE-L gets bi-Xenon headlamps and LED running lights thrown into the deal. Top-spec Sport models also benefit from all of this kit, plus 18-inch alloy wheels.

The racy theme continues inside with a very driver-focused design. For starters, the comfortable driving position is quite low down, while the view ahead of the driver is dominated by a neat instrument cluster that features a large, central rev counter flanked by smaller digital dials. Sport Nav models also benefit from a head-up display that shows speed and sat-nav directions on the windscreen in front of the driver.

Other highlights include the seven-inch, tablet-style, touc-operated screen on top of the dashboard, and the metal finish used for the ventilation and infotainment controls. While the Mazda can't quite match Volkswagen, BMW or Audi for upmarket appeal inside, the cabin still features plenty of soft-touch materials and it feels robust – more so than the old Mazda 3 and a lot of other Japanese cars, which have been known for slightly cheap feeling interiors.

The Mazda 3 has a decent standard kit list, which includes Bluetooth, USB and aux inputs and a seven-inch colour touch screen display on the top of the dashboard. There is also a pair apps called Aha and Stitcher that allow you to sync up internet radio and social media accounts through a smartphone.

It’s not as generously specified as a SEAT Leon or Peugeot 308 though, which means you’ll have to trade up to the pricier SE-L or Sport models if you want desirable additions such as cruise control, parking sensors and auto lights and wipers.

The price you pay for the Mazda’s sleek exterior is a cabin that can’t match the space in the Peugeot 308 or that of the new Nissan Pulsar. Rear passengers don’t get quite as much leg or headroom, while the small side windows add to the slightly claustrophobic feel and the shape of the hatchback’s rear window means visibility isn’t great. Both the hatchback and the Fastback saloon are five-seaters but it’s worth noting that the saloon has a much bigger boot.

On the plus side, there’s lots of storage elsewhere in the Mazda, including deep door bins, a lidded cubby between the front seats and a large, air-conditioned glovebox.

The price you pay for the Mazda’s sleek exterior is a cabin that can’t match the space in the Peugeot 308 or that of the new Nissan Pulsar. Rear passengers don’t get quite as much leg or headroom, while the small side windows add to the slightly claustrophobic feel and the shape of the hatchback’s rear window means visibility isn’t great. Both the hatchback and the Fastback saloon are five-seaters but it’s worth noting that the saloon has a much bigger boot.

On the plus side, there’s lots of storage elsewhere in the Mazda, including deep door bins, a lidded cubby between the front seats and a large, air-conditioned glovebox.

Though both leg and headroom have been improved over the old Mazda 3 by mounting the seats lower, neither are best in class and it’s quite easy to find rival family hatchbacks with more spacious interiors, such as the Peugeot 308 or the Nissan Pulsar.

The Mazda 3’s 364-litre boot is OK but it’s by no means the best in the class. It’s 106 litres behind the Peugeot 308’s boot and also lags behind the Volkswagen Golf’s 380-litres and the Vauxhall Astra's 370 litres. The Mazda does have more room in its boot than the Ford Focus though, which musters a mere 316 litres. However, the 3 doesn’t have any useful shopping bag hooks or even a 12-volt power supply. There’s a total of 1,263 litres available when the rear seats are folded flat.
The saving grace is the Fastback saloon, which has much more spacious 419-litre boot and there's a wide opening to make loading big items easy.

Mazda has always had a strong reputation for building durable and dependable cars, and this is backed up by the brand’s ninth-place finish in our Driver Power 2015 survey. The 3 itself was ranked a respectable 39th out of 200 cars in the same poll, with owners reserving particular praise for the model’s reliability. And while some earlier examples suffered a few quality issues, with loose trim and switchgear, our new test car felt solidly screwed together. It’s worth mentioning that Mazda’s build quality and interiors have improved over time, particularly with the current generation of cars. The cabins are a cut above many Japanese competitors, some which have been know to have fairly cheap feeling interiors.

There are unlikely to be any safety concerns either, as the 3 was awarded a maximum five-star rating by Euro NCAP. All versions get six airbags, stability control and Smart City Safe support, which applies the brakes if it senses the possibility of a low-speed collision. Sport Nav models can also be ordered with the £700 Safety Pack, which includes lane departure warning and blind spot monitoring.

Range Rover SV-Autobiography LWB

With so many customers demanding the biggest and best Range Rover on sale, company bosses have pulled out the stops for this no-holds-barred luxury SUV. You can’t argue with its extravagant opulence, and very little this side of a Rolls Royce can offer quite so much undisputed luxury. If money is no object, this new Range Rover SV-Autobiography is – for now – the most luxurious SUV on sale.

Range Rover customers aren’t strangers to personalisation. Their cars come with inventories longer than the car itself, and six-figure list prices are more common than toast and butter for breakfast.

The people at Land Rover are wise to this, and as a result have tasked their Special Vehicle Operations (SVO) department with creating the biggest and best Range Rover to date.

Quite the car it is, too. Depending on the engine, this SV-A costs around £50,000 more than the existing Autobiography. It’s an every-option-ticked leather and luxury tech fest with emphasis on the passenger, rather than the driver. Available in standard and long-wheelbase variants, it’s the latter we tried here.

From the outside, you’ll need a keen eye to separate this from the standard Autobiography. There’s some Graphite lettering and a special SV-Autobiography badge at the back, but aside from the £9,000 duo tone paint (one of just three factory-fit options), it’s pretty much as you’d expect.

It’s inside where the magic happens. You’ll find high-quality knurled metal throughout – on the buttons, switchgear and pedals, while the same effect is found on the key fob, rear coat hooks and gear selector, too. Four-zone climate control is standard, as is the configurable interior mood lighting and luxury carpet mats with contrast stitching.

All the touchpoints up front are engineered with the usual Range Rover precision, with the laser heads-up display fitted on all models. The dashboard is covered in high-quality leather, while glossy wood veneers give it further upmarket feel.

But most SV-Autobiography customers will buy this car not to drive, but to be driven in. The long-wheelbase version offers impressive legroom in the rear, with electrically operated aeroplane-style seats complete with calf rest on the passenger side. Push the front seat all the way forward and there’s enough room to recline, or you can sit up and turn the car into a mobile office.

The bulky but exquisitely-finished centre console sits in place of the middle seat and features everything from lap tables to a Champagne chiller and Autobiography-branded glasses.

Behind the rear seats, the LWB car gets the same 550-litre boot as its lesser siblings, albeit decked with a unique sliding floor. It’s covered in more beautifully crafted wood veneer and is actually remarkably functional – pulling out to allow easy removal of items at the back of the boot.

But that’s not all. The SV-A’s most absurd feature is the ‘Event-Style Seats’, which fold out from the luggage compartment and sit on the lower tailgate. They cost £5,500, and are perfect for watching the rowers at Henley Regatta, apparently.

Like most Range Rovers, this SV-A has been engineered first and foremost for comfort. Even on the huge 21-inch alloy wheels (22s are a no-cost option), the ride was cosseting and uninterrupted. If you plan to spend more time driving, the standard-wheelbase car is firmer and more fun.

Under the bonnet of our test car sat the tried and tested 4.4-litre TDV8 diesel. It’s the cheapest long-wheelbase SV-Autobiography you can buy, and sits beneath both the Hybrid and the Supercharged V8. The latter costs an additional £8,600 but comes with the uprated 542bhp engine from the Range Rover Sport SVR. It’s not as brash in the SV-A, but it’ll still do 0-62mph in 5.5 seconds.

Yet while many who’re after the ultimate Range Rover will also want the ultimate engine the smooth diesel is more than up to the job. It’s torquey yet refined, and will still sprint to 62mph in an adequate 7.2 seconds. It’ll build speed quickly and efficiently, and has enough in reserve for overtaking too.

Key specs

• Price: £156,000
• Engine: 4.4-litre V8 diesel
• Power/torque: 334bhp/740Nm
• Transmission: Eight-speed auto, four-wheel drive
• 0-62mph: 7.2 seconds
• Top speed: 135mph
• Economy/CO2: 33.6mpg/219g/km

BMW X6

The BMW X6 is a bit of a Marmite car. Some love it and others hate it. But one thing you can’t argue is the unprecedented success it has been for the German car maker since its introduction in 2008.
That car continued production until 2012, when it was replaced by a bigger, better second-generation car arrived with all the running gear from the updated X5. Still recognisable as an X6, it’s squarer and even more brash.

Inside, even entry-level cars get a super-luxurious interior, while on the outside, improved aerodynamics and other efficiency tweaks have cut fuel consumption by up to 22 per cent.

Despite its plunging roofline, there’s enough head and legroom in the back for three adults, while boot space has grown compared to the previous model. It’s great to drive, too, and belies its size in a way no SUV has the right to.

A 4.4-litre V8 petrol engine is available in the xDrive50i model, uprated to spectacular effect in the X6 M, but it’s the diesels that are the big sellers, specifically the 30d which is expected to make up as much as 80 per cent of total sales in the UK.

The X6’s (and to a lesser extent the X5’s) defining characteristic has always been the physics-defying way it drives. Despite tipping the scales at a portly 2,185kg, the X6 manages to weave its way through corners with precious little body roll and masses of grip – especially in the incredible (and frankly bonkers) X6 M.

The steering could do with a little more feel, but there’s nothing wrong with the speed in which front-end reacts to your inputs. Four driving modes are available – Eco Pro, Comfort, Sport and Sport+ - that sharpen up the powertrain and chassis, while also firming up the dampers if you option Adaptive M suspension. It’s standard on M Sport models, the M50d and the X6 M.

If you do opt for the optional dampers, the ride can get a bit unsettled over bumps in Sport and Sport+ modes, but diving into the menus and keeping the suspension in its softest setting cures that, while still retaining superb body control.

There’s a choice of two petrol and two diesel engines – including a 568bhp 4.4-litre twin-turbo V8 in the X6 M and a 376bhp 3.0-litre tri-turbo in the X6 M50d – but by far the biggest seller will be the 254bhp 3.0-litre diesel in the xDrive30d.

The X6 M has incredible performance for such a large car – 0-62mph in 4.2 seconds – with handling to match, making it supercar fast on the road and surprisingly capable given its size and weight on a track. The trade off is a slight loss in comfort – even in the softest suspension mode. Unfortunately, that’s the trade off for the immense straight line speed.

Running a large premium SUV like this is never going to be cheap, but fuel consumption is impressive given the performance on offer. The most efficient model it the xDrive30d, which claims to return fuel economy and CO2 emissions of 47.1mpg and 157g/km (or 159g/km if you order the M Sport package that comes with bigger 20-inch wheels).

The M50d is a full 1.5 seconds faster from 0-62mph, dispatching the sprint in 5.2 seconds, yet still returns 42.8mpg and 174g/km of CO2. The xDrive50i is 0.4 quicker still, but you’ll pay for it at the fuel pumps - the V8 petrol engine returns 29.1mpg and 225g/km.

As you’d expect the X6 M is thirstier still claiming an average of 25.4mpg with CO2 emissions of 258g/km – if you take it easy. The brutal acceleration is addictive, too, so realistic fuel consumption could well be even higher.

Standard equipment is generous with electric front seats, sat-nav and ambient LED interior lighting all thrown in, while options include a reversing camera, a panoramic glass sunroof and a Harmon Kardon stereo upgrade – replaced by the option of a Bang and Olufsen system with fancy pop-up centre speaker in the X6 M.

Image is a big part of the upmarket off-roader sector, and cars like the BMW X6 cater perfectly for buyers looking for a dash of extra style. It’s less practical than the larger X5 it’s based on, but that’s not to say it’s difficult to live with.

To accentuate the X6’s width, BMW has flattened and widened its trademark kidney grilles with a pair of narrower headlight clusters that flow round on to the front wings, contributing towards the relatively aerodynamic looking front end for a large 4x4. The headlamps also feature distinctive LED running lights that add to the X6’s jutting, aggressive nose.

On M Sport models, a chunky bodykit and extra detailing is present. There's a deeper front bumper with lots of grilles and slashes to add a sportier look.

At the side, the sloping roofline tapers towards the rear, with a few sharp creases down the flanks to add detail. One runs from the front wheelarches through the door handles and down to the rear, while another follows the line of the wheelarch to give the X6 a purposeful, sporty stance.

Behind the X6’s front wheelarches, BMW has added a clever design detail called ‘Air Curtain’, which consists of vents that let air out of the front wheel wells to reduce drag and improve efficiency.

At the rear, the X6 looks much less sporty than it does at the front. The raised ride height means the sloping roof doesn’t meet the rear bumper like a conventional coupé, leaving a large slab of metal on the rear hatch. It’s still heavily sculpted at the back, with the twin tailpipes housed in a gloss bumper insert.

BMW has taken a similar approach to the X6’s interior as it has the exterior styling, tidying things up in this second-generation model. Unlike some of the brand’s sports cars, it’s not quite as driver-focused – instead, the emphasis is on comfort for all occupants.

It’s extremely well equipped, too, with leather, sat-nav, heated seats, cruise control and many other top-spec features coming fitted as standard.

At the top of the range sits the X6 M, which gets a beefy body kit, 20-inch alloys and a subtle spoiler at the back – about the only part of that car that could be described in any way as discreet!

If practicality is top of your list of priorities, then the X5 is a better bet than the X6, but next to it’s sportier brother it looks rather bulky and ungainly. If you like the X6’s unique style then there’s still enough space and functionality for most tasks.

Whereas the original X6 featured a three-seats as an option and two individual seats as standard, all cars now feature the more practical bench setup. Surprisingly given the coupé-like roofline, there’s enough head and legroom to fit in three adults back there, too.

An automatic tailgate opens to reveal a big 580-litre boot, but fold the 40:20:40 split rear seats and that expands to 1,525-litres – 345 litres less than the X5, but 75 litres more than the old X6. We’ve managed to fit a full-size road bike in there without issue, so don’t write it off if you’re worried about versatility.

Although few X6 owners are likely to take their cars off-road, the four-wheel drive system does boost grip in tricky weather conditions and means the X6 wouldn’t have any problems crossing a muddy field.

Optional technology includes a head-up display, automatic parking, active lane keep assist, a night vision function and an autonomous system to brake and accelerate automatically in a stop-start traffic.

BMW has an impeccable reliability record and the X6 should be no exception to the rule. The huge majority of its components are shared with the X5, which has had no major mechanical recalls since its launch in 2013.

There’s a huge amount of computing power on board the new X6, which helps handle all the latest safety technology. Standout features include 360 degree cameras, a night vision function, automatic parking and a head-up display.

You can buy the optional BMW Service Inclusive package that lasts for five years or 50,000 – all for a fixed initial payment. That covers all your servicing and a guaranteed MOT pass. BMW Service Inclusive Plus not only covers servicing, but maintenance items such as brake discs and windscreen wipers.

Prices vary, but the range-topping diesel X6 M50d costs £1,000 for Service Inclusive and £2,740 for Service Inclusive Plus.