Isuzu D-Max Fury

The Isuzu D-Max Fury looks good, with its red colouring and black highlights, but it's too agricultural to appeal as a road car. We'd choose the new Nissan Navara, which feels much more like a modern SUV - and it's better to drive, too.

The Isuzu D-Max has been around for a while now - the current model was launched in 2012. With the all-new Mitsubishi L200 and Nissan Navara being launched this year, Isuzu has added this new Fury special edition to add a bit of spice to its line-up.

With its bright Magma Red paint, black highlights and matching leather seats the Fury certainly looks hot, but most of its upgrades are cosmetic - the brand says this special edition is for younger customers who want the pumped-up looks of the top-spec D-Max but without the high price.

As a pick-up, the D-Max is a decent buy. There's a huge 1,552mm x 1,530mm load bay, a 3,500kg towing capacity and a maximum payload of 1,072kg - all competitive numbers for those using the truck as a workhorse. It's good to drive too, with well-weighted steering and a strong 2.5-litre diesel under the bonnet.

All D-Max models get a five-year or 125,000-mile warranty, which is excellent even in the pick-up market. There are plenty of options to choose from as well - it's part of the appeal of the Fury, according to Isuzu. Buyers can add roll bars, spotlights, a tow bar and cargo rails - all very practical.

The rear seats are fairly spacious, with room for four adults - but the high floor means taller passengers in the back might find themselves staring at their own knees. The optional red and black leather seats on the Fury we tested felt tough, and the driving position is comfortable - but the interior is far behind the new Nissan Navara and Mitsubishi L200.

It's telling that some Land Rover dealers are starting to offer the D-Max now that the Defender has been discontinued, however. Like the Defender, the D-Max has charm, but it's also noisy and feels pretty old-fashioned.

Key specs

• Price: £19,999
• Engine: 2.5-litre 4cyl diesel
• Power/torque: 161bhp/400Nm
• Transmission: 6-speed manual, four-wheel drive
• Top speed: 112mph
• Economy/CO2: 38.7mpg/192g/km

Infiniti Q30 2015

The Infiniti Q30 offers an alternative to the traditional premium compact hatchbacks. However, it doesn’t have the same level of quality you might expect from the German brands. This brings the price into question, as the Q30 is close to the likes of Audi’s A3 and the BMW 1 Series.

It’s a good long distance cruiser with high levels of comfort but show it a corner and things are less impressive. A slightly higher driving position than most hatchbacks will appeal to some but practicality is hindered by an oddly-shaped boot.

Infiniti is a subsidiary of Nissan, created with the aim of making premium cars that will sell with a premium pricetag attached. Because of its relationship with Nissan you can expect to see shared parts from the Japanese manufacturer’s other models but also from Nissan’s Alliance partner Renault and Mercedes, which shares its A-Class platform with the Q30.

So far Infinitis have mainly been aimed at the American market with UK sale largely restricted to the fleet sector. However, the Q30 is trying to change all that. It’s an important car for the UK because it’s built in Sunderland and it’s also more attractive to private buyers on the European market because of its smaller dimensions.

The Q30 is a fresh start in some respects but it hasn’t completely shied away from the existing Infiniti guidelines. The stylistic bowed grille and sweeping headlights - inspired by a human eye - have remained.

There are two bodystyles to choose from, the standard Q30 or the pumped-up Sport version. The later sits 15mm lower, has a more sporty interior and larger bumpers. Those who want a taller, SUV-inspired version will soon be able to order the QX30 - a crossover version of the car.

Infiniti believes the Q30 sits between the compact hatchback and crossover segments, so in theory it stands against no rivals in it’s sector. However, it is very similar to the Mercedes A-Class which is shares numerous parts and engines with.

The Q30 is available with four engine choices, 1.5 and 2.2-litre diesels and 1.6 and 2.0-litre petrol units. The 1.6 and 1.5-litre engines are both available with a 6-speed manual or a 7-speed automatic, while the two larger engines are only available with the automatic gearbox but they can be purchased in two- or four-wheel-drive guises.

The Q30 isn’t fun to drive, but it does make life simple. The 1.5-litre turbodiesel is expected to be the most popular as it is the most efficient and offers the best economy.

The Q30’s redeeming feature when it comes to the driving experience is its smooth ride and balanced steering, which makes it feel effortless on the road. If you’re going to be doing a lot of miles, they’ll fly by in this car. City driving isn’t the best and neither is the Q30 loads of fun on a winding road. It doesn’t make a meal of any of these situations but the class standards set by the Audi A3 and BMW 1 Series are a tough act to follow.

The manual gearbox is a little bit disappointing. The Q30 is claiming to be a premium car but its self-shifter doesn’t offer a sophisticated experience and the automatic DCT gearbox is smoother.

The most popular engine for the Q30 is expected to be the 1.5-litre turbodiesel. Although it might seem like a very boring choice, for most buyers it will be more than enough.

It has 108bhp, 260Nm of torque and will hit 62mph in 12 seconds. Around town it can feel quite underpowered, however, once it’s up to speed it has no problem making a swift overtake or joining a motorway.

The 1.6-litre turbo petrol offers similar credentials, although maximum torque is lower, it is available for longer and power is also higher at 155bhp. For a more performance driven experience, choose the 2.0-litre turbo petrol. This is only available with the Sport specification. The engine produces 208bhp, 350Nm of torque and it can do 0 to 62mph in 7.2 seconds. The Sport also gets uprated suspension, brakes and steering to make the experience more driver focussed.

The 1.5 was quite noisy, but more powerful engines are available with noise cancelling through the speakers to cut out some of the road roar.

The Infiniti Q30 won’t be the cheapest to run but it won’t break the bank. However, compared to the Mercedes A-Class that it shares most of it’s engines with, the running costs are higher.

None of the engines will be tax-exempt as the lowest amount of CO2 emitted is 108g/km from the 1.5-litre diesel. This engine also achieves 68.9mpg on a combined cycle, which isn’t that impressive compared to the A-Class or BMW 1 Series, both producing over 80mpg from higher powered engines.

Going up the range, the 1.6-litre turbo petrol engine will achieve 47.1mpg on a combined cycle and emits a higher 138g/km CO2. The difference in performance is so marginal that it’s not worth the extra running costs to step up to this unit from the base diesel.

As you would expect, the sports model isn’t too worried about efficiency. The 2.0-litre petrol engine, with four-wheel-drive, emits 156g/km of CO2 and has a combined economy figure of 42.2mpg, making it the least economical and putting it in the £180 tax band.

Sitting in the middle of all this is the 2.2-litre diesel, which offers a reasonable but not brilliant mix of efficiency and performance. Infiniti claims it will achieve 57.7mpg from its 166bhp engine and emits 134g/km of CO2.

The Q30 is clearly part of the Infiniti family and shares the curves of its relatives - but in a much more accentuated way. The curved grille and sweeping lights are also familiar. There are some questionable bits of trim around the boot opening but on the whole it appears to be very well built.

There is also the option of the Sports trim. This makes the car is 15mm lower and the bulkier bumpers add to the overall sportier look. The Sports model also sits on 19-inch wheels rather than the standard 18s.

On the inside the Infiniti is well-appointed but doesn’t do enough to stand out. There is nothing overtly luxurious or premium about it but the underlying quality seems good. Comfort is the key word here. You get the sense that Infiniti has built this car as a mile muncher, someone spending a lot of time in the driver’s seat would appreciate the Q30. For example, the seats have been designed with the aim of supporting your upper and lower back to relieve pressure by not straining one particular part.

On the technology front the higher specification cars come with the option of sound cancelling speakers, to cut out some of the road noise. When it comes to clever tech there isn’t anything particularly special on the Q30. The majority of electrical features you can see appear to be pinched from Mercedes, which does at least give a hint of a premium feel.

The Q30 is only available with five doors and five seats, but space inside is reasonable. While in the back, there’s more than enough room for adults up to six-foot, there’s also good head height in the front. However, there is quite a lip along the top of the doors, which taller people may find themselves having to stoop under.

The rear seats aren’t sculpted in any way so won’t be as comfortable for long journeys as the front seats, but there is enough legroom and headroom. Passengers using the middle seat will be in for more of a squeeze and there is the annoyance of the transmission tunnel on the floor.

Cabin storage isn’t brilliant. The glovebox is large enough for a 500ml water bottle, as are the door pockets but there’s not a lot more space other than that. There is the option of adding storage in the armrest to help ease the problem.

Boot space is 368-litres and whether you could actually use its full capacity is debatable. The shape of the boot is quite awkward because of the curves of the hatch.

Visibility out of the front isn’t outstanding because of the chunky A-pillars but it doesn’t cause any massive problems. The back window is large but because the rear window line is high it’s tough to get a clear view out.

Overall the Q30 is almost 4.5m long (4,425mm) and 1.8m wide. This makes it longer that a Nissan Qashqai but shorter and narrower. It’s also larger than a Mercedes A-Class, Volkswagen Golf or Audi A3, although the A3 is wider. It has 210mm ground clearance. 

Because the front seats in the Q30 are raised off the ground slightly, you get enough extra room to tuck your feet under. However with the driver’s seat placed for someone six-foot tall, this would make legroom pretty tight for anyone sat behind.

The Q30 also gets electric adjustable seats with three memory settings and buttons mimicking the sections of the seat. This is useful if you share the car with someone who favours a very different driving position to your own.

Access to the rear seats is good as the doors open to almost 90 degrees, although the narrowing at the bottom of the door does make stepping in a little awkward. Once you’re in, there are Isofix points on the two outer seats.

The boot is 368-litres with the rear seats in place. There are tie down points to secure your luggage and you should be able to fit a large suitcase, but the shape of the boot means you’ll struggle to fit more.

When we tested the car we managed to easily fit two medium-sized suitcases and some smaller bags without a problem. If you needed to carry more you can fold the rear seats with a 60:40 split, however they don’t go completely flat. The hatch opening is tall and wide though, this means there’s no need to bend down to lift things out although there is a pronounced boot lip.

The Q30 is available with Infiniti’s 3-year or 60,000-mile warranty, which even covers any imperfections in the paint.

Safety features include Blind Spot Warning, that warns of other vehicles in neighbouring lanes hidden in the driver’s blind spots. Forward Collision Warning with Forward Emergency Braking, alerts the driver to hazards in the road ahead – and ultimately takes automatic action, applying the brakes to help avoid or mitigate the effects of a collision.

Auto High Beam Assist, a highly-intuitive technology improves safety during night-time driving by automatically dipping headlamps to avoid ‘blinding’ cars driving in the opposite direction. Meanwhile, intelligent Cruise Control can maintain a safe distance from the car in front for a safe and relaxing drive

Porsche Macan

Porsche claims the Macan is “the sports car of the SUV segment”, and while it might be a stretch to think of a big off-roader as a sporty, dynamic car, the Macan is the best-driving 4x4 on sale today.

Four-wheel drive means there’s lots of grip on offer, so it’s a strong performer no matter what the conditions, while the standard-fit seven-speed PDK dual-clutch automatic gearbox means it’s a beautifully relaxed car to drive.

It’s expensive to buy, but that badge brings lots of engineering integrity, and although it’s not cheap, the Macan is good value compared to its competitors.

Like the larger Cayenne, the Macan shares technology from sister brand Audi, so this Porsche off-roader is based on the same platform as the Audi Q5. However, it’s not as simple as changing the badges, as the brand’s engineers have thoroughly re-engineered the car so it delivers the performance you’d expect from a Porsche.

You might want to add a few more toys though, as beyond this, the standard equipment spec is best described as fair. And here the Macan gets even more expensive. Air suspension is available, but its pricey. However, with big wheels available on all models, it does improve the ride quality.

There are also extra performance goodies on offer, including adaptive suspension dampers and Porsche Torque Vectoring that helps improve the Macan’s agility even further.

Options play a big part on SUVs like the Macan, so with Porsche Exclusive personalisation programme, buyers can create a unique car, with paint and interior colours highly customisable.

There are five models to choose from, including the base-spec Macan, Macan S and Macan S Diesels, the driver-focused GTS and the top-spec Turbo. Both S models cost roughly the same, with only a small difference in the price – which is the Macan’s first downside.

Any concerns that the Audi Q5-based platform which underpins the Porsche Macan would limit Porsche’s ability to work its magic are dispelled the moment you get behind the wheel. Not only does the car have the same wide tyres at the rear as on Porsche sports cars, the suspension, body and steering are all bespoke – and it shows.

The car feels stunningly well engineered and is a delight to drive. Diesel models come with conventional springs and dampers as standard, with the option of upgrading to PASM adaptive dampers. Alternatively, you can specify air-suspension with the PASM system. It sits 15mm lower than cars on steel springs and drops another 10mm when you press the Sport button. It’ll also rise by 40mm when select the off-road mode, so although it might be pricey, this feature broadens the Macan’s ability.

With the Macan having received Porsche’s driver-focused GTS treatment, this is the model for keen drivers. It sits 15mm lower than the Macan S, while the Sport setting for the adaptive dampers has been further tuned for even sharper handling.

And it’s the Macan’s talent of the Porsche Macan on the road that really blows you away. The beautifully weighted and accurate steering needs the smallest of inputs for an SUV before the car instantly turns in with the sort of precision and poise you just don’t expect in a jacked-up car this size.

Taking everything in its stride, the Macan flows through fast corners with incredible composure – it’s not quite a sports car, but it’s as close to one as any SUV has ever been, thanks to its unrivalled agility at low speeds. It’s simply the most enjoyable, athletic and composed 4x4 we’ve ever driven.

However, the large, optional 21-inch wheels can crash into potholes. And unless you’re taking the Macan off-road, the optional PASM dampers are as effective at filtering out bumps as the pricier air springs.

The 3.0-litre diesel is a real highlight, too, as it’s hushed at idle and silky through the revs. In fact, it’s so smooth you could be fooled into thinking it’s a six-cylinder petrol. The Macan also blasts from 0-60mph in just 5.8 seconds and is actually faster than its Cayman sibling.

The S and GTS use the same 3.0-litre twin-turbo V6 petrol engine, and put out 335bhp and 355bhp respectively. If you want real sprots car rivalling pace though, the 3.6-litre Turbo – with 395bhp on tap and launch control, it’ll sprint off the line and on to 62mph in 4.8 seconds.

Clearly, the most fuel-efficient model in the line-up will be the Porsche Macan Diesel S, which claims economy of up to 46.3mpg. It'll be the cheapest to tax as well, setting you back £180 per year because of its 159g/km emissions figure.

Next up is the Porsche Macan S, which is capable of 32.5mpg, with the Turbo not too far behind on 31.7mpg – the GTS sits in between, returning a claimed best of 32.1mpg. If you do decide to opt for larger alloy wheels (up to 21 inches) then bear in mind that these will push emissions up, as well as road tax, and cut fuel economy.

Each model is performance-oriented and each will cost well over £40,000 so you're destined to be paying a small fortune out on insurance as well as fuel and road tax. Still, you have to compare like-for-like, and when you look at cars with similar performance and ability to the Macan, it doesn't seem quite so bad.

As with all Porsches, the Macan comes as standard with a three-year 60,000-mile warranty.

With a clear family resemblance, the Macan is unmistakably a Porsche. It’s arguably the most attractive non-sports car in the line-up, and looks compact and neatly proportioned in a way the bigger Cayenne doesn’t.

The clamshell bonnet, lights inspired by the Porsche Cayman and horizontal blades under the indicators give the nose a sporty look, while the rear is set off by neatly executed, deep-set wraparound tail-lights that have a contoured, 3D effect.

Overall, the Macan has the sporty appearance you’d demand from a Porsche. Inside it’s stunning, with a bank of chrome-trimmed switches running down the transmission tunnel. You also get the same driver-focused cockpit as Porsche’s other models, while all the plastics, leathers and trim materials are first class.

Just like the 911 and Cayman, the Macan feels more like a sports car once you climb inside. The high dashboard and low seat mean the steering wheel juts right out, while Porsche’s familiar five-dial set-up and high centre console surround you. Although it never feels cramped, the layout puts the focus firmly on the driver. This off-roader is practical, but it’s one that begs to be driven as well.

As you’d expect from Porsche, there’s a huge range of options on offer, but with the recently added GTS, it debuts Porsche’s latest multimedia system carried over from the new 911. Sat-nav and real-time traffic info is now standard, while the screen recognises swipe gestures so you can flick from menu to menu easily.

It’s a much slicker system, however, you’ll still have to pay extra for cruise control and full-leather seats. Standard kit includes eight-way adjustable electric seats, automatic air-conditioning, parking sensors and a DAB radio.

The Porsche Macan Turbo is marked out by a slightly more aggressive design and sits on a set of 19-inch wheels as standard, both the S models get 18-inch wheels, though wheels up to 21-inch diameter are available. Turbo models are also fitted with LED fog lights and daytime running lights, while the S cars get halogen units as standard.

GTS cars get 20-inch alloys and bespoke styling, while LED headlights are standard, helping to improve vision at night and therefore safety.

You can up the luxury even further through the addition of things like the optional Light Comfort package, which features ambient LED lighting throughout the cabin for a really classy, night-time glow.

The Macan's boot is large enough to hold 500 litres of luggage while you've got the rear seats up, but you can fold them down to free up 1,500 litres of space. That means that despite its relatively sporty shape, the Macan is a genuinely spacious car, with room for a family and a large suitcase each.

Boosting its credentials is the fact that each and every Macan comes as standard with an electronically opening tailgate as well as front and rear parking sensors to help avoid any nasty scrapes.

Clearly there's not as much headroom as some of the more traditionally styled SUVs that the Macan is competing with but you'll have no trouble fitting five adults in to the cabin. There's a fair amount of knee room, too. Since you've got four-wheel drive as standard, you'll be well-equipped if there's a sudden cold snap or if you need to do a bit of light off-roading.

The Macan's boot is large enough to hold 500 litres of luggage while you've got the rear seats up, but you can fold them down to free up 1,500 litres of space. That means that despite its relatively sporty shape, the Macan is a genuinely spacious car, with room for a family and a large suitcase each.

Boosting its credentials is the fact that each and every Macan comes as standard with an electronically opening tailgate as well as front and rear parking sensors to help avoid any nasty scrapes.

Clearly there's not as much headroom as some of the more traditionally styled SUVs that the Macan is competing with but you'll have no trouble fitting five adults in to the cabin. There's a fair amount of knee room, too. Since you've got four-wheel drive as standard, you'll be well-equipped if there's a sudden cold snap or if you need to do a bit of light off-roading.

We tackled some slippery inclines and descents in the Macan, helped by pressing the 'off-road' button. This prepares the throttle response and relevant torque splits to help with off-road driving.

Those cars fitted with optional air suspension rise by 40mm for off-road work, taking maximum ground clearance to 230mm. There's a separate button for hill descent control, too, which will take charge of the brakes for you on a slippery descent, keeping the speed between 3 and 18mph and you in control of the car.

If you're planning on towing, then a reversing camera is fitted, which has functions to help hitch up the trailer, while the torquey engines offer lots of pulling power.

Porsche always fares well in our Driver Power satisfaction surveys, and this year it finished sixth. The Macan is loosely based on the Audi Q5, which is a relatively reliable 4x4. The Audi finished 92nd in our Top 200 cars to live with, so with Porsche’s solid dependability, the Macan shouldn’t give you many ownership headaches. If it does, the brand’s dealer network was voted the eighth best in the UK last year, so you should get good service.

The Macan performs well when it comes to safety. It’s the only Porsche on the market to have been crash tested by Euro NCAP, too, and was given a full five-star rating. The car is equipped with ESP and front collision warning sensors as standard. There’s also a rear side airbag option to further improve safety.

Dacia Sandero Stepway

The Dacia Sandero Stepway is designed as a rugged version of the regular Sandero hatchback. Although it has a raised ride height, it’s a great-value alternative to crossovers like the Nissan Juke and Fiat Panda Trekking.

Dacia is all about low costs, and the Stepway is extremely well priced, undercutting most of its main rivals by quite a margin. It’s also very spacious, while the diesel engine is cheap to run and has a decent amount of mid-range pulling power.

If you’ve driven a Renault in the last decade, the Sandero Stepway is likely to feel familiar from behind the wheel, as the car uses older Renault components and switchgear. As a result, it isn’t the most premium package, but this is one of the main areas where the brand has been able to save on costs, which it’s passed on to its customers.

Dacia launched in the UK as a no-frills, budget brand offering cut-price cars that are cheap and cheerful. The regular Sandero hatchback grabbed headlines as Britain’s cheapest car, but this wasn’t just a one-hit wonder for the company; Dacia has gone from strength to strength, adding other models to its line-up.

The Sandero Stepway is based on the Sandero hatchback, but it has a raised ride height, roof rails and black plastic cladding around the wheelarches and bumpers, which give it the look of an SUV. It sits below the Logan MCV estate and Duster SUV in the Dacia range.

As the Sandero Stepway is front-wheel drive, it isn’t really a serious off-roader – don’t expect it to rival a Land Rover over rugged terrain – but those few features make it a little more rugged and capable of tackling bumpy surfaces than your average hatchback.

Value is what Dacia is all about, and the entry-level Sandero Stepway Ambiance is extremely cheap to buy. Yet it isn’t badly kitted out considering the bargain price tag. There’s only one other trim level, the top-spec Laureate, and while it’s a bit more costly, it brings more equipment so it’s still incredibly good value.

Just as there are two spec choices, there are two engine choices: a 0.9-litre three-cylinder turbocharged petrol, badged TCe, and a 1.5-litre dCi diesel. Both deliver 89bhp and are hooked up to a five-speed manual gearbox – this is the only transmission option. The engines are sourced from parent company Renault, and have been proven in the Clio supermini and Captur crossover.

It’s difficult to compare the Stepway to rivals because of its low price and because it sits halfway between a hatchback and a small SUV. However, it arguably occupies a similar market position to affordable, spacious cars such as the Suzuki SX4 S-Cross, the Hyundai ix20, Kia Venga and Honda Jazz, as well small crossovers such as the Nissan Juke and Peugeot 2008. Although it isn’t full 4x4, it could also be considered against the likes of the Suzuki Swift 4x4 and Fiat Panda Cross.  

The Dacia Sandero Stepway shares its underpinnings with the standard Sandero hatchback. This car, in turn, is based on the previous-generation Renault Clio and, as you would expect, it feels a bit dated on the move.

However, it's far from outclassed as the jacked-up suspension soaks up bumps very well, so the ride is comfortable. There’s a reasonable amount of grip, but the body rolls through corners. Plus, the steering is heavy at low speeds and provides the driver with little in the way of feedback. It’s hard to complain at this price, but you don’t have to look far to find another small, cheap car that’s more fun to drive.

What's more, despite its tough looks, the Sandero Stepway doesn’t offer much in the way of off-road ability. The all-season tyres give a little extra grip in tricky conditions and the raised suspension delivers additional ground clearance, but that’s it. Power is still fed to the front wheels – there isn’t a four-wheel-drive system – and the car doesn’t come with any off-road driving aids.

On the plus side, the raised ride height provides an improved view of the road, and Dacia has positioned the pedals well. The five-speed manual gearbox – the only transmission option in the Sandero Stepway – is easy to use, too.

There are two engines available – one petrol, one diesel – and both have 89bhp. The petrol is a 0.9-litre turbocharged three-cylinder, which is well suited to low-speed driving. It isn’t great outside of town, though, as it needs to be revved hard to get anywhere and struggles at A-road and motorway speeds.

The 1.5-litre dCi diesel is much better for high-speed cruising, and although this version of the Sandero Stepway is no performance car (it takes 12.1 seconds to cover 0-62mph, compared to 11.1 seconds in the petrol model), it is more flexible than the TCe. It also has a reasonable amount of mid-range pull when you bear in mind that it isn’t a big, powerful engine. 

The standard Dacia Sandero supermini is a relatively rugged looking, unfussy car – and that translates well to the SUV-inspired Stepway. In fact, the transformation has been a success.

Dacia has bulked up the Sandero Stepway with plastic wheelarch extensions and sills, as well as chrome roof bars, while the ride height has been increased by 100mm over the standard Sandero. All of these changes help it stand out from the basic five-door compact hatchback, and overall, it has a more upmarket feel due to the sprinkling of SUV style.

Unlike the regular Sandero, the Stepway is not available in entry-level Access trim – the basic hatch has unpainted bumpers, steel wheels and less equipment, but an even lower starting price. Instead, buyers of the Sandero Stepway can only choose from Ambiance and Laureate specifications, and both come with body-coloured door mirrors and bumpers, as well as stylish plastic wheel covers that can easily be mistaken for a set of alloys.

Despite the exterior differences, the Stepway is pretty much the same as the Sandero hatchback inside. It has the same logical dashboard layout, lots of hard plastics and plenty of switches that are familiar from Renault models. It’s basic, but everything feels robust and the driving position is also very comfortable.

The Sandero Stepway should prove reliable, even though it only arrived on the UK market in 2012. It finished in 54^th place in the Auto Express Driver Power 2015 satisfaction survey, which is just outside the top quarter of the 200 cars in the chart.

The 900cc petrol and 1.5-litre diesel engines are shared with models in the latest Renault range, as is the five-speed manual box, and the rest of the tech is lifted from the previous-generation Clio supermini. These components have been around for a while, so any problems should hopefully have been ironed out by now, plus the Dacia’s simplicity means there’s less to go wrong in the first place.

Despite its budget roots, the Sandero Stepway comes with a respectable haul of safety kit, too: all versions get four airbags, ABS, stability control and Isofix child seat mountings.

However, Euro NCAP awarded the standard Sandero a four-star crash test score, which isn't the best when the maximum five-star score is the general standard for most modern superminis. The Sandero Stepway hasn't been put through the test separately, but you can expect a similar level of protection in the event of a crash.

Ford Ka

The Ka feels dated from behind the wheel and can’t match more modern city car rivals such as the Skoda Citigo, SEAT Mii, Volkswagen up! and Hyundai i10 for refinement, low running costs or sharp handling.

To be fair, Ford has given the Ka’s suspension a thorough overhaul, meaning it features sharper handling and a more controlled ride than the Fiat 500 with which it was co-developed. It’s also a fraction more refined.

But the car also has to give best to rivals for practicality. Not only is it hobbled by a smaller interior and boot, the Ford is only available in three-door guise.

The latest Ka may have lost the grown-up driving dynamics and fun-filled character of the original model, but it still looks smart. And the comprehensive line-up means there’s a version for every taste and budget, too.

The original Ford Ka was one of the pioneers of the fashionable city car class when it made its debut in 1996. Boldly styled, great to drive and cheap to run, it proved a massive sales hit in showrooms – even though it started life with a breathless 1.3-litre OHV engine.

An all-new three-door-only model was launched in 2008, but under its fashionable skin the latest Ka shares many of its underpinnings with the Fiat 500 and previous-generation Fiat Panda. It’s even built at the same Tychy production facility in Poland.

There used to be a diesel option, but now the only engine available is a 68bhp 1.2-litre four-cylinder petrol, developed by the Italian brand. This is hooked up to a five-speed manual gearbox; there’s no automatic option, either.

The eye-catching StreetKa convertible was not carried forward from the previous generation, much to the disappointment of fans of pop star Kylie Minogue, who starred in a TV commercial promoting the car.

Seven years on from its launch, buyers can choose from Studio, Studio Connect, Edge, Zetec, Titanium, Metal and Grand Prix III trim levels.

All versions get stability control, stop/start and body colour bumpers, while the best-selling Zetec adds big car kit such as air-conditioning, electric windows, a heated windscreen and a leather-trimmed steering wheel. A Bluetooth phone connection, USB port and multifunction steering wheel have to be specified as no-cost options on all models except the fairly basic Studio Connect.

As with many of its rivals, the Ka is also available with a variety of personalisation options. For instance, there are a number of bold bodywork decals, a range of larger alloy wheels and even a lowering kit for the suspension.

An all-new five-door model was revealed at the end of 2013 and slated to arrive on UK soil in late 2014, but a European debut for the car – designed and developed in South America – has been postponed for now.

Ford seemed to overlook the incredibly positive impact of the sweet-handling original Ka when engineering the current generation. By opting to share mechanical bits and platform architecture with the Fiat 500 range for the Mk2 version, its options were limited from the outset.

To be fair, Ford’s technical team gave the Fiat chassis a thorough overhaul, with a new anti-roll bar allowing softer damping, but the Ka still falls a little short of class standards.

Happily, the tweaks to the suspension and steering have at least helped make the Ka sharper to drive than its Italian cousin. The steering is precise, body movement is well checked and there’s decent grip. While many drivers will appreciate its qualities, it’s likely those hoping for a bit more zest will feel the Ka is nowhere near as much fun as its bigger brother the Ford Fiesta, or indeed as its trend-setting nineties predecessor.

So it may not be a especially thrilling to drive, but in its favour the Ford feels remarkably stable and relaxed, and is capable of tackling long journeys without breaking a sweat. Only the occasionally fidgety ride at lower speed on bumpy surfaces gives any real cause for concern, and on longer journeys the wind and tyre noise may become intrusive – more modern rivals offer better refinement these days.

The Ford Ka is available with only one engine: an elderly Fiat-sourced 1.2-litre petrol, rebadged as a Ford Duratec, which makes 68bhp. It can sound strained at motorway speeds, which can become tiring, but it’s coupled with a five-speed manual gearbox that’s slick and easy to live with.

Otherwise, the engine is a smooth and reasonably spirited performer and feels happy to be worked hard. Even so, Ford claims a leisurely time of 13.4 seconds for the 0-62mph sprint, meaning the Ka will struggle to keep up with the standard-setting VW Group city car trio – the Skoda Citigo, SEAT Mii and Volkswagen up! – all of which use a smaller 1.0-litre engine. The Ford claims a 99mph top speed.

The domed roofline gives the Ford Ka a hint of its Fiat 500 sister car, but that’s about as far as the family resemblance goes.

In the main, the exterior is dominated by Ford’s latest styling cues, which give the car a sharp, modern look like a shrunken Ford Fiesta. It’s a different design approach to that of the intensely retro 500, and a sharp contrast to the original Ka with its distinctive curves, but it works well enough.

Studio and Edge versions of the latest Ka don’t get alloy wheels as standard, but Ford fits the latter with manual air-conditioning, electric front windows and remote central locking.

Whatever way you look at it, though, the Ford Ka is still expensive for a city car. Zetec models and above get front foglamps, heated wing mirrors and 50:50 split rear seats for that extra bit of practicality.

The interior is simple and stylish, with a higher-quality feel than you might expect to find in a city car. Unfortunately, newer rivals such as the brilliant Volkswagen up!, Skoda Citigo and SEAT Mii won’t be losing any sleep, and it's a bit of a shame that the radio controls and some of the cheaper materials from the Fiat 500 have made their way into the Ka’s cabin.

The latest Ford Ka didn't feature in the Auto Express Driver Power 2015 satisfaction survey, but the closely related Fiat 500 finished in 87th position. That was an impressive 27-place improvement on its ranking in the 2014 poll.

Ka owners haven’t reported any major reliability problems, and as it’s a relatively simple machine, any glitches should be fairly straightforward to rectify.

You’ll never be far from a Ford garage, either, although that may not necessarily be a good thing – the network ranked only 26th out of 31 in the Driver Power 2015 dealer survey.

The Ford Ka only comes with two airbags as standard, and so it’s no surprise it achieved a disappointing four-star score in the Euro NCAP crash tests. As the test was carried out in 2008 when the Ka was fresh in showrooms, it might conceivably do worse under the independent body’s current crash test regime, which has become more stringent over the years.

At least stability control and tyre pressure monitoring are standard across the Ka range, while curtain airbags can be added for £250. However, there’s no option to specify more advanced safety equipment such as autonomous emergency braking.

This is quite a contrast to the latest city cars – the Hyundai i10 earned five stars under the more rigorous Euro NCAP test regime, and side airbags are included on every model, while the same goes for the VW Group’s trio of city cars.

Porsche 911 Cabriolet 2015

Like the new Carrera coupe, this 991.2-generation Porsche 911 Cabriolet is faster and more efficient than ever. It’s more usable, too, thanks to that new turbocharged engine, an improved chassis and some extra tech inside – but it’s not without its flaws.

Driving a convertible sports car should be an event. It’s about the theatre of stepping behind the wheel, lowering the roof to savour the atmosphere and firing up the engine to experience the noise. But what if that engine is now turbocharged?

That’s exactly what’s happened with the new 911. Like the coupe we tested, this facelifted 991 Cabriolet now uses a 3.0-litre flat-six turbocharged engine, rather than the larger naturally aspirated unit in the old car. But does that mean the days are numbered for the 911’s traditional bassy exhaust rasp? We jumped behind the wheel of the new entry-level £87,641 Carrera model with Porsche’s seven-speed PDK dual-clutch gearbox to find out.

The answer is mixed, as even with the optional £1,773 central-exit Sports exhaust, with the roof down the 911 doesn’t quite bark like you’d expect when you press the accelerator.

Driving a convertible sports car should be an event. It’s about the theatre of stepping behind the wheel, lowering the roof to savour the atmosphere and firing up the engine to experience the noise. But what if that engine is now turbocharged?

That’s exactly what’s happened with the new 911. Like the coupe we tested, this facelifted 991 Cabriolet now uses a 3.0-litre flat-six turbocharged engine, rather than the larger naturally aspirated unit in the old car. But does that mean the days are numbered for the 911’s traditional bassy exhaust rasp? We jumped behind the wheel of the new entry-level £87,641 Carrera model with Porsche’s seven-speed PDK dual-clutch gearbox to find out.

The answer is mixed, as even with the optional £1,773 central-exit Sports exhaust, with the roof down the 911 doesn’t quite bark like you’d expect when you press the accelerator.

What it does do is leap down the road at an incredible rate. That’s thanks to the new engine’s extra performance. There’s 365bhp on offer, and a massive 450Nm – that’s 20bhp and 60Nm more than its predecessor, and it really shows.

The extra torque is also available lower, from 1,700rpm to 5,000rpm, so the 0-62mph sprint is down to 4.4 seconds on this Sport Chrono equipped PDK car. The big benefit is you can now leave the 911 in gear and let it pull out of bends, whereas before you’d have to be wringing the engine’s neck to maximise performance.

Rev it to the lower 7,500rpm rev limiter and there’s still lots of fun to be had. However, the extra spine-tingling rasp from the old car, revving out that bit further, has gone. And with the breeze sucking the noise backwards away from the cabin on the move, it’s hard to hear the engine – the most noticeable sound is the sucking and whooshing of the turbos. It’s actually noisier with the roof up, as you hear the engine howling from the inside, punctuated by rapid-fire shifts on the swift and smooth PDK gearbox and a nice crackle when you lift off the accelerator.

Like the coupe, Porsche’s PASM adaptive dampers now come as standard, so while the ride height is 10mm lower than before, with Normal and Sport modes giving a wider breadth of capability, this 911 Cabriolet is even more comfortable and a better performer on the right road.

While it works in the coupe, chopping the roof off here means the 911 feels fidgety on bad roads. It’s a good cruiser, but the chassis wobbles when you push it harder in corners – as the grip and g forces build, you can feel the structure flex. It’s not the most reassuring feeling, and in Sport mode it’s even worse. The ride only settles down on smooth roads. At least with the wind deflector up there’s not much buffeting in the cabin, even at motorway speeds. In fact, put the roof up and it’s almost as refined as the hard top, with not much wind whistle from around the door seals either.

The basic cabin layout is very similar to before, but Porsche has added a new infotainment system with a new seven-inch touchscreen. It’s smarter, too, and works like a smartphone, recognising swipe gestures, for example.

It works in conjunction with Apple CarPlay and Porsche’s new Car Connect app that gives users the ability to check functions on their cars remotely, like remaining range. On top of this, real-time traffic info and online navigation is now standard on the 911.

Continuing the Porsche’s extra usability, the engine is now even more efficient, thanks to those turbos. If you’re in the market for a near £90,000 convertible, fuel economy might not be at the top of your wish list, but returning 37.7mpg and 172g/km CO2, it boasts respectable running costs.

Like the fixed-roof 911, then, the Cabriolet is faster, more efficient and more usable with a 145-litre boot underneath the low nose. But also like the coupe, this 911 Cabriolet has lost a little of its top-end thrill, replaced by explosive mid-range performance.
 
However, out-and-out driving matters less here. It’s about the experience in a soft top, and while the looks are still there – improved by some styling tweaks all over – the noise has been dampened down a few decibels, which might put a few traditional 911 Cabriolet buyers off.

Key specs

• Price: £87,641
• Engine: 3.0-litre flat-six
• Power: 365bhp
• Torque: 450Nm
• Transmission: Seven-speed PDK dual-clutch auto, rear-wheel drive
• 0-62mph: 4.4 secs
• Top speed: 180mph
• Economy: 37.3mpg
• CO2: 172g/km

New Toyota Prius 2015

If you can get over its styling and relatively high price, the new Prius is well worth a look for those after a spacious family car with impressive economy and tax-busting emissions. A diesel car may work out more efficient on longer motorway journeys, but if you do lots of town driving, the comfy, nippy and quiet Prius is a good companion and no longer a compromise.

When the Toyota Prius first went on sale in Japan in 1997, it was a technological marvel – a car that caused jaws to drop and environmentalists to open their chequebooks.
 
Fast-forward 18 years, and Toyota is again creating a stir with the hydrogen fuel-cell-powered Mirai, but we shouldn’t forget the Prius. The brand has just launched an all-new fourth-generation model, and we were granted early access to it in Japan.

Those who think the current car is a little too edgy probably aren’t going to like the newcomer’s design. It follows on from the Mirai and is an origami mishmash of crazy lines and angles. Yet they’re not all for show.

Creases in the body combined with the long tail make the car more aerodynamic, quieter at speed and also help boost efficiency. A raft of new soundproofing over the previous Prius adds to its hushed persona – there’s virtually no tyre roar and only the faintest wind noise on the move.

The Mk4 model is built on Toyota’s new front-wheel-drive platform, which will go on to underpin many cars in its range. It’s 60 per cent stiffer than that of the old Prius, plus it’s longer, wider and lower. Heavy items such as the drivetrain, batteries and the passengers are positioned closer to the ground to improve the centre of gravity.

These improvements are designed to make the newcomer more fun to drive, and it’s definitely much better than before. This Prius steers sharper, corners flatter, responds quicker and rides better than its predecessor. The engine is new, as are the electric motor and the CVT auto box. Toyota says these combine to make the car 18 per cent more efficient, so economy can reach up to 94mpg and 70g/km CO2 emissions.

With a 97bhp 1.8-litre petrol engine and 71bhp electric motor, the Prius feels nippy off the mark and will get from 0-60mph in 10.6 seconds. But as is the way with hybrids, acceleration fades off after 50mph.

The new powertrain provides noticeably smoother progress and will drive on electric power alone for longer and at slightly higher speeds. When the petrol engine finally kicks in to drive the front wheels, the transition is smoother than in the Mk3. Also, under hard acceleration, the engine doesn’t rev quite so high – so there’s less drone as the CVT box holds the engine at the optimum rpm.

We drove both the new and old Prius over some makeshift bumps on the otherwise super-smooth Fuji Speedway, and the newcomer was far better at neutralising the obstacles. It’s clear that a traditional hatch like a Ford Focus is still more enjoyable to drive, yet this probably isn’t something that will trouble most Prius buyers.

In some markets, the Toyota will get lithium-ion technology; but in the UK, the car uses the cheaper nickel-metal hydride cells – just like in the original 1997 Prius. Now smaller and 10 per cent more efficient, they’re located under the rear passenger seat – freeing up an extra 56 litres of boot space. The trade off is that rear headroom is quite tight for taller adults, which is a shame considering the impressive legroom.
As well as lowering the centre of gravity, Toyota’s new platform has reduced the height of the bonnet, so you get a better view out of the front. Overall visibility is good; the only issue is that the split back screen continues to hamper rear vision.

Interior quality has improved, and on all but the entry-level model, there’s now soft-touch plastic on the dash and on top of the doors – like European cars have long had. However, the design is more adventurously futuristic than any hatch on sale, while the graphics of the centrally mounted driver’s display are bright, colourful and clear.

There are a few oddities, though. For instance, there’s a bizarre, shallow storage area between the front seats, which seems of little use, plus the controls for the heated seats are hidden away behind the centre console as if they’re some kind of secret.

Toyota claims all the changes make the new hybrid more fun, and although we wouldn’t go that far, they do ensure it’s a lot more pleasant to drive. So while it may not be the groundbreaking machine it once was, the perennial Prius is a much more compelling package than it’s ever been.

Key specs

• Price: £23,395
• Engine: 1.8-litre petrol engine, 97bhp, plus electric motor, 71bhp
• 0-62mph: 10.6 seconds
• Top speed: 112mph
• Economy/CO2: 94mpg/70g/km
• On sale: Now

New Ford EcoSport 2015

Ford’s changes to the previously sub-standard EcoSport couldn’t have come soon enough. It’s more stylish, more comfortable and better to drive, but ultimately still falls short of contemporary rivals like the Mazda CX-3 and Renault Captur. It lacks the character of its Fiesta sibling and misses out on the interior updates benefitted by the new Mondeo. Better? Yes. Best? Not quite.

To say the Ford EcoSport took a bit of a hammering from the motoring press when it launched last year would be an understatement. It was poorly built, awkwardly designed, and not much fun to drive. It suffered from a lacklustre engine range and below-par running costs, too. Ford’s dreams of taking on the Nissan Juke had fallen at the first hurdle.

But credit where credit’s due, Ford quickly realised its mistakes and set to work on a revised model. We drove the new car on UK roads for the first time this week to see whether upgraded springs, dampers and steering, as well as stiffer anti-roll bars, lower suspension and improved sound deadening could right the old car’s wrongs.

Gone is the awkward boot-mounted spare wheel – in its place is a more conventional rear end with the number plate moved up from the bumper to the boot. It gets the same Fiesta-esque front end and angular headlamps, but more has been done inside to spruce up the interior.

Our top-spec Titanium model now gets half-leather seats, while all cars now come with soft-touch headlining, additional chrome trim and some glossy accents on the dash. Unfortunately, Ford has made no attempt to rectify the EcoSport’s dated 90s mobile phone-inspired infotainment system. The introduction of the flagship Titanium S trim next summer will bring the Sony DAB radio from the Fiesta, but even that setup feels dated alongside contemporary rivals like the Peugeot 2008.

That said, you can spec your EcoSport with a couple of new options. The tinted glass (£200) seems quite trivial, but adding the Winter Pack – especially at this time of year – is a smart move from Ford. For just £230, the latter is a no-brainer, adding two-stage heated seats, heated door mirrors and the brand’s pioneering Quickclear windscreen.

It’s on the road, though, where Ford needed to make the most extensive changes, and on paper it appears to have ticked a lot of boxes. The new springs and dampers give a more composed ride, but it still jitters over broken roads. It’s harder to see any improvement in the steering, but the lower suspension does make it marginally sharper on turn in.

But this isn’t a car designed for the racetrack. As a supermini-SUV it needs to be easy to manoeuvre around town and comfortable on the occasional longer journey. The removal of the spare wheel simplifies parking, but the boot is still side-hinged and as is still frustratingly tricky to operate in tight car parks.

Space in the back is unchanged, with enough headroom for taller adults. Kneeroom is a little tight, and you’ll struggle to get three across the back on a regular basis. The Renault Captur is more accommodating, but you can recline the Ford’s seat backs slightly for increased comfort.

It’s quieter, too. There’s still no sixth gear, which could grate on lengthy motorway trips, but Ford has put a load more insulation into the dash, doors, headlining, and under the floor to ensure the updated car is more hushed. It doesn’t feel as grown up as a Mazda CX-3, but providing you spec the EcoBoost petrol instead of the underpowered diesel, you’ll avoid all but the worst engine and road noise.

Key specs

• Price: £16,445
• Engine: 1.0-litre 3cyl turbo
• Power: 123bhp
• Torque: 170Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph: 12.7 seconds
• Top speed: 112mph
• Fuel economy: 53.3mpg
• CO2: 125g/km
• On sale: Now

Mercedes-AMG C 63 S Coupe

While the Estate is our favourite version of the C 63 family, the Mercedes-AMG C 63 Coupe is a fitting range topper. It’s more than just a two-door version of the saloon - it offers a more hardcore driving experience. A fabulous engine and chassis are neatly served up under a body that shouts brute force. A UK test against the BMW M4 is needed, but on this first taste we’d say it has the measure of the BMW.

We were blown away by the Mercedes-AMG C 63 saloon earlier this year, and the estate version tested soon after added a welcome dose of practicality into the mix. With such a good basis to begin with, surely the more desirable and svelte two-door C 63 Coupe cannot fail to impress?

Well let’s get to the answer straight away – it doesn’t. But there’s far more to it than that. While the C 63 Saloon and Estate impress with their impressive blend of stonking performance and space for five people, the Coupe has to offer a little more blood and guts; it has to give us something more raucous.

It’s for this very reason that Mercedes hasn’t just grafted on a pretty new face - the Coupe gets its own unique setup underneath. The track has been widened by 73mm at the front and 46mm at the rear, while there’s also tweaked dampers and an entirely new multi-link rear axle.

The body is suitably pumped up too, reflecting the Coupe’s position at the top of the C 63 family tree. The standard Mercedes C-Class Coupe only donates its doors, roof and boot lid – the rest of the AMG car is totally bespoke. So there’s an aerodynamic front bumper, bulging arches and aggressive back bumper with four squared-off exhausts.

The Coupe comes in two flavours: standard C 63 and a harder C 63 S. It’s the latter we got behind the wheel of, which sees power from the 4.0-litre twin-turbo V8 swell from 469bhp to 503bhp, while torque is increased to a thumping 700Nm. It’s not only more powerful than the 425bhp BMW M4 and the 470bhp Lexus RC F but more amazingly it trumps the Mercedes-AMG GT S for torque. The two-door supercar is a noticeable 50Nm down on the C 63 S.

This, naturally, translates to blistering performance. The twin-turbo V8 revs all the way to 7,000rpm and the power delivery is remarkably linear with barely any lag from low revs. From a standing start, 0-62mph is over in a scant 3.9 seconds and continues on to a limited 155mph. The V8 booms through the cabin and a sports exhaust comes as standard, which delivers delicious crackles and burbles from the exhaust as you come on and off the accelerator. The seven-speed gearbox fires up and down the ratios with ease, although turn the Dynamic Select knob on the centre consol to Sport+ or Race and the shifts become fierce.

The old C 63 Coupe’s fantastic naturally-aspirated 6.2-litre V8 may have gone, but the frenzied twin-turbo 4.0 V8 is a worthy replacement. What’s another welcome change is the way the new C 63 Coupe handles as it now feels like a more nimble and athletic sports car. While our rain-soaked test drive in southern Spain wasn’t the ideal conditions to put 503bhp onto the road, the Coupe did shine.

Corner hard and it feels fluid and balanced, but turn the Dynamic Select to Sport+ and the tail will squirm as you apply the power. Yet it’s easy to know what’s going on thanks to the electromagnetic steering: it's full of feel. Compared to the slightly snappy BMW M4, the C63 Coupe feels far easier to get along with, but still provides intoxicating performance.

Dial the car down to Comfort mode and it almost becomes relaxing. The seats are firm but comfortable and while there’s still a hard edge to the suspension and tyre roar is quite noticeable on the motorway, inside is surprisingly refined.

Acres of carbon-fibre trim, quality leathers and racy Alcantara only add an extra level of pleasure to the standard C-Class Coupe’s interior. Whether the blingy AMG’s cabin is a nicer place to sit than the M4’s more sober affair will come down to personal taste, but for the record, we prefer the Merc.

Key specs

• Price: £68,070
• Engine: 4.0-litre V8 twin-turbo
• Power/torque: 503bhp/700Nm
• Transmission: Seven-speed auto, rear-wheel drive
• 0-62mph: 3.9 seconds
• Top speed: 155mph (limited)
• Economy/CO2: 38.2mpg/200g/km
• On sale: Now

Kia Niro 2016

Test driving an early prototype can often be short on feedback, but the Niro gave us a good insight into the car that’s around 12 months from launch. While not especially daring in design, there’s no denying it looks quietly expensive in the metal and under the camo. The hybrid powertrain works well and the car feels good to drive. Kia could well have cracked the compact SUV hybrid segment and produced an interesting alternative to the Toyota Prius.

Kia is putting the final touches to a radical rival for Toyota’s all-conquering Prius. Due to launch late next year, the hybrid crossover has been designed to create a brand new market segment – and Auto Express has driven it.

In a surprising move, Kia has decided to call the hybrid crossover ‘Niro’. Up until now, Niro has been the name assigned to Kia’s 2013 Frankfurt Motor Show concept car, and widely thought would be used on the production car that’ll do battle with the Nissan Juke and replace Kia’s aging Venga compact MPV in 2018. However, bosses have deemed the name to be more suitable for its first ever hybrid crossover.

In fact, the Niro will be the first small SUV crossover that uses a hybrid powertrain on the market for now. At 4,355mm long it fits between the Soul and new Sportage in the size. And while it looks wider than the new Sportage, the Niro is actually 55mm narrower – a look that’s helped by the squatter roofline – and it sits 100mm lower, too.

Our pictures help to give an idea of the proportions of the car, but sadly don’t reveal the stylistic details. Auto Express was treated to a walk-around of an un-camouflaged car at Kia’s top-secret R&D facility in Namyang, South Korea, and it was clear to see it looks different from any other Kia on sale – it’s quite plain. Kia’s trademark ‘Tiger Nose’ is present but it’s thinner and wider on the Niro – it’s similar to the grille used on the recently facelifted Cee’d but has a thick black outer lip surrounding a chrome strip. Underneath there’s a secondary grille with horizontal LED day-running lights incorporated and to the outer edges of the bumper there are vertical vents. The headlights, however, are familiar and similar in design to the new Sportage.

It’s at the side where the plain styling is most obvious with only a thick bump strip covering the lower edge of the doors, and body cladding around the wheelarches being the stylistic highlights. Our car’s 16-inch wheels looked a little lost in the arches but 18-inch alloys will also be available. Our pictures hide the gently arching roofline that’s topped off with a spoiler and frame the boxy rear-end; the light clusters with integrated LED brake lights are neat as is the rear-view camera that’s incorporated into the wiper.

The simple design continues on the inside, too. An uncluttered dashboard features a large touchscreen and rows of vertical buttons but it’s packed with the latest technology like wireless phone charging, Android Auto smartphone compatibility (Kia is working on adding Apple CarPlay, too) and luxury features such as heated and cooling seats and a heated steering wheel. Futuristic dials in the instrument cluster look neat, and there’s a long list of safety kit too including automatic emergency braking, adaptive cruise control, blind sport monitoring and seven airbags.

The big news is that the Niro uses a brand new platform that was designed specifically for a hybrid powertrain. For now the platform is solely for the new crossover but in time it should underpin a number of new products including a Niro plug-in hybrid version. The Niro is powered by a 1.6-litre petrol engine pushing out 104bhp and 147Nm of torque, a 1.56 kWh lithium-polymer and a 32kW electric motor – all through a six-speed double clutch auto box. It’s easily one of the smoothest hybrids on sale and quietly slips between electric and petrol power modes around town – it’s only when accelerating hard when joining a motorway, for example, does the petrol engine make itself heard.

Our test drive included a few twisting roads and the Niro impressed with flat handling, decent body control, and direct and well-weighted steering. The ride seemed unnecessarily firm and it was difficult to brake smoothly with the pedal not giving enough ‘feel’, but the car was an early prototype and not tuned for UK roads. That said, there was plenty of driver adjustment in the wheel and seat, and there was plenty of rear leg and headroom. The boot was adequate too thanks to the battery being mounted under the rear seat.

The Niro is just one of a raft of models Kia is bringing to market over the next five years. When it’s launched in around 12 months time, it’ll be joined by the new Optima, Optima Plug-in Hybrid and new Sportage. The year after will see the next Rio supermini and the Niro Plug-in Hybrid while 2018 is earmarked for a brand new Cee’d hatchback and a Nissan Juke-sized crossover. Towards the end of the decade, Kia will also a launch a fuel-cell car allowing the Korean firm to compete against the new Toyota Mirai, Honda FCV Clarity and its sister firm’s Hyundai ix35 Fuel Cell.

 

Key specs

• Price: £25,000 (est)
• Engine: 1.6-litre 4-cyl petrol and electric motor
• Power: 104bhp (combined)
• Torque: 217Nm (combined)
• Transmission: Six-speed auto
• 0-62mph: n/a
• Top speed: n/a
• Economy: 60mpg (est)
• CO2: Less than 90g/km