Ford Galaxy AWD

Four-wheel drive gives seven-seat Ford Galaxy extra grip for winter weather. As with the S-MAX AWD, the Ford Galaxy AWD is difficult to justify in the UK market due to its higher running costs and purchase price. It’s still good to drive, practical and has plenty of equipment on board, so don’t be put off the seven-seater as a whole. We’d just save some money and go for the front-wheel-drive version instead.

Ford’s all-wheel-drive range continues to expand, with this new Galaxy AWD being added to the line-up just in time for the cold snap to hit most of the UK.

When we drove the S-MAX AWD, we decided it wasn’t worth the extra money over a regular front-wheel-drive model unless you expect to be spending a lot of time in challenging conditions. And unsurprisingly, it’s the same story with the new four-wheel-drive Galaxy, which costs around £1,500 more than the otherwise identical 2WD car.

The extra 58kg added by the AWD system means efficiency takes a hit: the car claims 52.3mpg fuel economy compared to 56.5mpg and 139g/km emissions instead of 129g/km, so it will be more expensive to run. It’s slower, too, getting from 0-62mph in 12.2 seconds compared to 10.9 seconds for the equivalent front-driven version.

Around Ford’s proving ground in Lommel, Belgium, the four-wheel-drive Galaxy served up plenty of grip, even over the slippery cobblestone section. There’s quite a bit of body roll in corners, but that’s to be expected from a large MPV like this – and it’s partially the result of a more comfort-biased suspension set-up. The steering is well weighted, too, and while wind noise at motorway speeds is noticeable, it’s not overly intrusive.

All of this is true of the standard front-wheel-drive car as well, though. The boot capacity is unchanged at 300 litres with all seven seats in place and 1,301 litres with the third row of seats folded flat, which is good news. However, you really don’t get much for your £1,500 extra if most of your driving takes place on normal British roads.

Very few cars in this class have four-wheel drive, so the Galaxy fills a niche where Ford clearly sees potential customers – but for most people we’d recommend the standard front-wheel-drive model, and we’d push those who do want to head off-road in the direction of a Land Rover Discovery Sport.

Key specs

• Model: Ford Galaxy AWD
• Price: £31,945
• Engine: 2.0-litre 4cyl diesel
• Power: 148bhp
• Transmission: Six-speed manual, four-wheel drive 
• 0-62mph: 12.2 seconds
• Top speed: 122mph
• Economy/CO2: 52.3mpg/139g/km

Ford C-MAX

The Ford C-MAX is a stylish five-seat MPV offering a great drive, practical interior and decent build quality. Ford has a strong history when it comes to producing MPV's which offer value for money along with a rewarding drive, and the C-Max continues that trend.

It may not be as stylish as the Citroen C4 Picasso or as spacious but it is one of the best MPV's to drive on today's market. That might not be important to some, but being able to transport a family of five and still have some fun behind the wheel is a real bonus.

Elsewhere, the C-MAX is affordable to run and offers enough space inside for any growing family. And if you need something bigger, you can always turn to the Grand C-MAX 7-seater.

The Ford C-MAX has been one of the best all round small MPVs since going on sale in 2003. The second-generation car arrived in 2011, and a mid-life facelift in early 2015 brought updated styling, new tech and revised engines.

Available with five or seven seats, the C-MAX and Grand C-MAX sit above the innovative B-MAX, but below the S-MAX and Galaxy in Ford’s extensive MPV range. There are loads of practical features, and all models feel built to last. There’s a long list of standard equipment, and as with all Fords, safety is number one priority.

Based on the same platform as the popular Ford Focus, it’s no surprise that the C-MAX is good fun to drive. Sharp steering, sporty suspension and punchy engines ensure this is no ordinary MPV. Whether you’re driving alone or with the family, the C-MAX feels solid on the motorway, but involving on a twisting B-road. It shames rivals like the Renault Scenic and Citroen C4 Picasso, as well as trumping the sensible Golf SV, too.

In terms of engines, there's plenty to choose from. Kicking off the range is a 1.6-litre petrol unit with 123bhp. The highlights, though, are Ford’s award-winning 1.0-litre turbocharged EcoBoost engines, available with either 99bhp or 123bhp. There’s also a choice of 1.5-litre and 2.0-litre TDCi diesels, with the lower-powered 118bhp 1.5 expected to be the big seller. Buyers get a six-speed manual gearbox as standard, with Ford’s Powershift auto as an option.

If you’re looking for a family car that handles as well as most sporty models from other manufacturers, then the Ford C-MAX could be the car for you.

The accurate steering is light enough around town, yet it’s sharp and precise at higher speeds, whether you’re cruising on the motorway or tackling winding country roads. The suspension blends the perfect compromise: it's pliant enough to soften big potholes, but delivers surprisingly engaging handling.

The grippy front-wheel-drive system and intelligent torque vectoring technology – which sends power to the wheel with most grip – provide tonnes of confidence on the road. The only downside is the firm ride – it’s firmer than a Renault Scenic but it’s not unreasonably harsh over bumps.

The two 1.0 EcoBoost models provide plenty of shove, but if you regularly carry a full set of passengers, then the more powerful diesel might be a better option for you.

Our pick of the range is the entry-level 118bhp 1.5 TDCi diesel, offering a decent amount of power but with the prospect of more than 67mpg. If speed is key, though, the more powerful 2.0-litre version offers a decent slug of torque, and feels much more capable with five people on board. The six-speed manual gearbox is fast and precise, while a twin-clutch Powershift automatic gearbox is also available.

If you're only going to be making shorter journeys the small 1.0-litre EcoBoost petrol engine will be ideal. It packs a decent punch for such a small capacity engine and best of all it will return over 50mpg as long as you don't have a heavy foot.

We'd recommend avoiding the aging 1.6-litre petrol engine. It's slow, noisy and because it isn't turbocharged it has to be worked a lot harder to make any progress. As a result, fuel economy won't be great.

With its range of efficient engines, running a C-MAX should prove fairly painless. The most efficient C-MAX in the range is the 118bhp 1.5 TDCi diesel as it has an official fuel consumption figure of 67mpg and CO2 emissions of 110g/km, making it free to tax for the first year of ownership, and £20 every year thereafter. It's worth noting though that the similarly powered Citroen C4 Picasso improves on this with lower emissions qualifying it for free road tax.

If you need a bit more shove, the more powerful 2.0-litre diesel doesn't trail too far behind in terms of efficiency, with Ford claiming 64.2mpg and CO2 emissions of 114g/km meaning £30 a year in road tax.

The tiny 1.0 EcoBoost model returns 55.4mpg and emits 117g/km of CO2, no matter which power output you go for, while the basic 1.6 petrol (only available on the Zetec trim) will do 44mpg and emit 149g/km.

Standard equipment levels are good, so it’s worth steering clear of the options list. It’s long and packed full of desirable kit, but opting for some of it will quickly push the price of your C-MAX sky high. Every C-MAX comes with a three-year, 60,000-mile warranty.

The most expensive C-MAX in the range costs from £26,145, which means you do get quite a lot of car for your money. Across the C-MAX lineup, after three years of ownership and 36,000 miles, the car should retain around 40 per cent of its value.

That figure is around the same as the Citroen C4 Picasso but higher than the Renault Scenic which will only retain around 35 per cent of its value over the same time period.

The C-MAX disguises its MPV proportions well, with a design taking inspiration from the Iosis MAX concept from the 2009 Geneva Motor Show. A 2015 facelift helped smooth lines and bring the people carrier up to date, adding a lightly revised front end and new rear lights.

Following tweaks to the Focus in 2014, the C-MAX has inherited its sibling’s more modern interior, with the same piano-black centre console, smart dials and high-quality materials. Titanium models and above now get the handy SYNC2 touchscreen – though it’s worth noting that sat-nav will cost you extra.

Entry-level Zetec cars come with 16-inch alloy wheels, front fog lights, heated door mirrors, air-con and a DAB radio. Titanium cars get 17-inch alloys, automatic lights and wipers, climate control, a start button and cruise control, while range-topping Titanium X cars add luxuries like xenon headlights, a panoramic sunroof, part-leather seats, heated front seats and a new design of 17-inch alloy wheels.

Options include a Driver Assistance Pack with active city stop, lane departure warning and traffic sign recognition, as well as auto headlights and wipers. There’s also a Convenience Pack with parking aids and powerfold mirrors – but both will set you back more than £500 each.

Despite its relatively compact dimensions, the C-MAX is a very practical car. It has 471 litres of boot space – slightly more than the Renault Scenic’s 437 litres, but way down on the Citroen C4 Picasso's 537 litres. With the seats down, load space increases to 1,851 litres.

The C-MAX can also be ordered with a clever rear bench that splits 40/20/40, which allows you to fold the centre seat and slide the outer seats backwards and inwards to create a more spacious 2+2 layout.

The downsides are that, in three-seat mode, shoulder room is tight in the middle, and although the seats tumble easily, they’re very heavy when you need to remove them. It’s also worth noting that as of 2015, every new C-MAX comes with a space saver spare wheel.

Other notable options are the manufacturer’s Active Park Assist, which automatically parallel parks the car, and a Family Pack, which comes with a powered tailgate and rear sunblinds. The elevated driving position means visibility is excellent, while reach and rake steering makes getting comfy behind the wheel very easy.

At 4,380mm long and 1,828mm wide, the C-MAX is smaller than the Citroen C4 Picasso, which also has a larger boot.

The larger Grand C-MAX measures in at 4,520mm long and 1,828mm wide, around the same size as its main rival, the Renault Grand Scenic (4,573mm long and 1,845mm wide).

Thanks to the high roofline and generous amounts of knee room, the C-MAX offers comfortable family transport. It can be a bit of a squeeze with three adults in the rear but the two outer rear seats slide backwards independently to create more shoulder room.

When it was tested in 2010, the C-MAX received a full five-star Euro NCAP crash rating. Thanks to safety systems such as traction control, electronic stability protection, brake assist and torque vectoring, the C-MAX scored 71 per cent in the safety assist category. It also scored an impressive 92 per cent in the adult occupant protection category.

Every C-MAX also gets driver, front passenger, side and curtain airbags, as well as Isofix child seat fixings. It ranked at an average 62nd place in this year's Driver Power survey, while Ford came a disappointing 25th out 33 in the manufacturer ratings.

The C-MAX comes with a standard three-year/60,000 mile warranty like the majority of new cars on sale today. However, during the first year mileage is unlimited and only once the second year of ownership commences does the 60,000 mile limit come into effect.

The C-MAX will be no more expensive to service than any of its closest rivals. For peace of mind Ford offers all buyers the option to purchase a three-year servicing plan for the car's first three services for £570.

New Ford Edge 2016 ride

The Ford Edge has made a strong first impression, as it looks like it could have 
the interior quality and refinement of its premium rivals, but without the price tag 
to match. Crucially, it’s likely to be more practical, too, with a big boot, plenty of legroom and impressive tech inside.

This year will be an important one for Ford, with the brand planning a wider range of upmarket Vignale models as well as finally launching the Ford Edge SUV in the UK. As the largest SUV in Ford's line-up, it's placed as a rival to the Audi Q5 and BMW X3, but without the premium price tag.

It's part of a plan to expand the brand's SUV range; Ford says it expects to sell 200 per cent more models in this part of the line-up by 2016 than it did two years ago. Sales of all-wheel-drive cars are rising as well, and Ford now offers half of its cars and commercial vehicles with a 4x4 system.

We got the chance to climb aboard an EU-spec Edge at Ford's Lommel proving ground in Belgium. The passenger ride was our first experience with the car; we're told this has had quite a few changes over the US version, which has been on sale for two years. Keen to show off the Edge's intelligent all-wheel-drive system, Ford took us for a ride on a muddy track, dubbed the 'soft-road' course.

Rather than dazzling us with off-road prowess, the car impressed with the quality of the ride - even over rougher terrain it felt smooth and composed, with the suspension absorbing large bumps and dips. Later, after a rain shower, the track became far more slippery, but the AWD system tackled the muddy tracks without any problems.

One section of the route featured a short but steep incline and a slick surface, which highlighted that these AWD SUVs aren't all show when you leave the tarmac.

There will be two engine options on offer for the Edge when it launches in the UK next summer - a 188bhp 2.0-litre diesel paired with a six-speed manual gearbox, and a higher-powered 207bhp version with a six-speed automatic. We rode in the more powerful model, and with 450Nm of torque, it took on steep inclines with ease.

It was quiet too, with only a hint of diesel rumble making its way into the cabin. The active noise cancellation tech is carried over from the Ford Mondeo Vignale, which adds ambient sound through the speakers to 'cancel out' engine and wind noise. We'll have to wait until we drive it to find out if it remains quiet inside when at speed, as our first ride was a rather gentle affair.

The upmarket interior did impress, with lots of soft-touch materials around the dash and gloss trim around the gear selector and centre console.

It does an impressive job of bringing the Edge into the realm of the BMW X3, and the large, comfortable leather seats are a particular highlight for all occupants.

There's plenty of room inside, too, including the back seats, where leg and headroom are a strong point, even for passengers over six feet tall. The boot's big, and although there are no official figures as yet, it certainly looks competitive compared to rivals like the Volvo XC60.

Safety kit will be key for the Edge when it's launched later this year, and the current list is impressive - it includes inflatable rear seatbelts, blind spot monitoring, cross traffic alert and a 180-degree front camera to help when pulling out of junctions. The Edge will also benefit from city braking assist, lane keep assist, and adaptive cruise control.

Ford S-Max AWD

Adding all-wheel drive does little to dent the appeal of Ford’s excellent S-MAX. It’s still good to drive, practical and stylish, and the adaptive AWD system will be useful in the typically adverse British winter. In everyday driving, however, most owners won’t notice the difference between this and the standard car – and with a £1,500 price premium, higher running costs and extra weight to lug around, we would opt for the standard car.

With the British winter already making its presence known, many car buyers will be contemplating investing in something with four-wheel drive. Something like this new Ford S-MAX AWD.

Around 12 per cent of cars sold in the UK have four-wheel drive, and Ford wants to cash in on that by offering family models like the Mondeo, Galaxy and S-MAX with its intelligent all-wheel-drive system.

On the S-MAX, you can specify AWD on the 148bhp 2.0-litre diesel Titanium paired with a six-speed manual gearbox, or the more powerful and pricier 178bhp six-speed automatic Titanium Sport.

The 4x4 version weighs around 60kg more than the standard S-MAX, so our 148bhp version is a bit slower – getting from 0-62mph in 12.1 seconds compared to the front-wheel-drive car’s 10.8 seconds. The engine feels torquey, though, and in-gear response is strong enough that you don’t find yourself changing gear too often.

That means the S-MAX AWD is just as good as a motorway cruiser, with only a bit of road and wind noise at speed. It’s still comfortable to drive on more rutted roads, too, with well judged suspension that has a good balance between comfort and handling. Being a tall MPV, there is some body roll, but it doesn’t feel unstable through faster corners.

Ford’s all-wheel-drive system is adaptive – meaning it sends more power to the front or rear wheels, depending on which requires more traction. It makes the car feel sure-footed, even on the slippery cobblestone section of Ford’s test track – and in the UK, while having the AWD system is not a necessity, it certainly gives you that extra reassurance when dealing with our famously unpredictable weather.

The main trade-off is when you look at the costs, however. The four-wheel drive adds £1,500, and the cheapest S-MAX AWD you can get your hands on is our £29,195 Titanium-spec test car.

Fuel economy takes a slight hit, too, with the AWD model claiming 52.3mpg – that’s 4.2mpg down on the standard model’s 56.5mpg. CO2 emissions also jump from 129 to 139g/km, so you’ll pay an extra £20 per year in road tax.

Nevertheless, opting for an AWD model over the standard front-wheel-drive S-MAX doesn’t change anything inside. You still get the upmarket interior and mid-spec Titanium models come with sat-nav, Bluetooth, cruise control, DAB radio and automatic lights and wipers as standard.

Like the rest of the S-MAX range, the AWD model has plenty of space inside. There’s loads of head and legroom and a decent 285-litre boot with all seven seats in place. Fold the third row of seats and you free up 965 litres; drop the middle row, too, and there’s up to 2,020 litres. That’s a bit bigger than the Citroen Grand C4 Picasso – and you can’t get that with all-wheel drive.

Key specs

• Model: Ford S-MAX Titanium 2.0 TDCi Intelligent AWD
• Price: £29,195
• Engine: 2.0-litre 4cyl diesel
• Power: 148bhp
• Transmission: Six-speed manual, four-wheel drive
• 0-62mph: 12.1 seconds
• Top speed: 122mph
• Economy/CO2: 46.3mpg/139g/km

Ford Mustang V8

The Ford Mustang is one of the most famous cars of all-time; it’s arguably up there with the Volkswagen Beetle, Citroen 2CV and Porsche 911. However, Ford’s best known sports car has never been officially sold in the UK, and even grey imports that made it here have all been left-hand drive.

But the brand is making amends with the all-new 2016 model, and Auto Express has got its hands on one of the first UK-spec cars. However, there’s a lot more to the latest Mustang than simply engineering it as a right-hooker, as it’s the first of its kind to get fully independent suspension front and rear, while Ford’s engineers have worked hard to ensure that the car delivers the kind of handling and performance that European customers and roads demand.

From the outside, the newcomer certainly looks like it means business. There are retro touches to the design of the nose and tail, plus a bulging bonnet and muscular wheelarches. And while the Mustang is a big car, it’s well proportioned and makes its presence felt on the road.

Inside, the dash has a mixture of retro design touches and modern displays. The rotary audio controls and bank of toggle switches to change driving modes are positively old school, while Ford’s latest eight-inch SYNC2 infotainment touchscreen and large central trip display are easy to use.

Overall, build quality is good, but there are some hard plastics and cheap-feeling buttons dotted around, plus the silver plastic and chrome trim on the centre console are a bit on the tacky side.

The long body means the Mustang is pretty practical for a coupe. There’s plenty of room up front, while the back seats are usable, too. In fact, the equally large (and more expensive) Nissan GT-R has far less room for back seat passengers.

Practicality is one thing, but what really matters is how the new Mustang drives. Fire up the 5.0-litre V8, and you get a traditional burble from the exhausts. Blip the throttle, and the whole car shakes, while selecting Track mode from the Driving Modes screen adds a bit more volume. It’s not as loud as a Jaguar F-Type, but it’s still a pleasing sound.

The six-speed manual gearbox has a short and crisp shift, which is helped by a user-friendly clutch. In reality, the six gears are there to help boost efficiency, because when you press on, fourth gear is all you really need to make fast progress.

Indeed, if you want to get anywhere near the claimed 20.9mpg economy figure, then you’ll find that the big, torquey V8 is happy to turn at 750rpm in sixth at 30mph if you’re cruising around town.

It’s in corners where the Mustang really needs to impress, though, and it does exactly that. The steering is light yet responsive and there are three levels of assistance – with Sport mode adding decent weight to the wheel. The traction control system has four settings; Track mode reduces the amount of electronic intervention to allow you to play with the throttle on the exit of bends, or there is the option to turn it off completely.

The 5.0 GT model comes with a limited-slip diff as standard, and the combination of fast steering and quick throttle response means the Mustang will tail slide all day if you’re so inclined. But there’s more to the Ford than just power oversteer, as the chassis also delivers decent handling. The suspension isn’t overly stiff, but body roll is well controlled and the car has an agility that defies its large dimensions.

This GT version also benefits from Brembo brakes, and while the pedal is quite sharp under foot, there’s plenty of strong and consistent bite from the six-piston calipers. The Mustang also features an Electronic Line Lock function, which is a party trick Ford has taken from drag racing.

The system fully applies the front brakes, which then allows you to spin up the rear tyres with the throttle. It’s designed to get the rears warm for standing starts at the track (Ford states that the system is for track use only), but it’s a bit of a novelty in truth. Use it frequently, and you’ll soon be on first-name terms with your local tyre fitter, as you eat your way through endless sets.

So, the Mustang is impressive in corners, yet it’s equally accomplished when you want to take it easy. The ride is comfortable at motorway speeds and only really becomes unsettled over big bumps, while tyre and road noise are well suppressed considering the big rubber tucked away at each corner.

There’s a minor issue with forward visibility due to the large hump of the bonnet ahead of you. But overall the Mustang is easy to manoeuvre, plus you get a reversing camera as standard.

We’ve established that the Ford is an accomplished drive, it looks good and benefits from useful electronic tech, but perhaps the most astonishing thing about the car is its price. In the US, the Mustang has a reputation for delivering affordable performance, and that’s something it maintains in the UK.

A price tag of £33,995 is excellent value when you consider the performance on offer, while standard kit includes sat-nav, climate control, keyless entry and go, auto xenon lights and all of the mechanical bits already mentioned – which is more than enough to overlook some of the cheaper cabin materials on show.

If you want a car with similar performance, then the BMW M235i is equally fast and is arguably better built, yet it doesn’t have the character or charm that the Mustang simply oozes from every pore.

Key specs

• Model: Ford Mustang 5.0 V8 GT
• Price: £33,995
• Engine: 5.0-litre V8 petrol
• Power/torque: 412bhp/524Nm
• Transmission: Six-speed manual, rear-wheel drive
• 0-62mph: 4.8 seconds
• Top speed: 155mph
• Economy/CO2: 20.9mpg/299g/km

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.

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

New Ford Galaxy 2015

 

For most people the S-MAX’s more appealing styling and nearly-as-big interior will sway them over the new Galaxy, but if it’s maximum space, low running costs and mind-boggling flexibility you’re after then the Galaxy definitely delivers. The fact that this new model adds improved looks, premium levels of refinement and an impressive sheen of quality into the mix is a bonus.

 

If the MPV is being killed off by the rise in popularity of SUVs, then nobody’s told Ford. Following closely behind facelifted versions of the C-MAX and Grand C-MAX, plus the all-new S-MAX, this is the new third generation Galaxy – the daddy of Ford’s MPV quartet.

In UK showrooms it’s the new S-MAX that’s expected to easily outstrip the new Galaxy, selling 8,000 versus 3,000 Galaxys, but there are distinct customers for both. Whereas the S-MAX is infused with a little sportiness and sacrifices some space to improve the handling and styling, the Galaxy is all about maximising interior room and functionality. As a result it’s a favourite with mini cab firms, and predicted sales are skewed 65/35 in favour of fleet over private buyers.

As a result, CO2 emissions are key and Ford has kept them impressively low across the board – ranging from 129g/km in the 118bhp 2.0 TDCI model to 180g/km in the 237bhp 2.0T EcoBoost. We drove the 178bhp 2.0 TDCI model that, in our opinion, strikes the best balance between load-hauling performance and fuel economy, returning 52.3mpg and 139g/km when fitted with the excellent dual-clutch PowerShift auto ‘box.

That improves to 56.5mpg and 129g/km (a difference of £34.36 a month in BIK to a higher-rate tax payer) if you stick with the manual gearbox, but we reckon it’s worth the £1,550 outlay for the extra layer of sophistication it brings.

Whatever your speed it’s a superb engine, pulling cleanly and smoothly through the gears with a surprising amount of punch when you floor the throttle. It’s the refinement that really shines through, though, so even long motorway journeys are whisper quiet.   

Huge strides have been taken in improving the interior quality, with an uncluttered centre console built around an eight-inch touchscreen. There’s plenty of plastic around but it all feels rock solid, while your eye is drawn to the chunky brushed aluminium trim around the dials and gear lever. We’d recommend the full-length panoramic roof, which makes the interior feel half as big again, and leather seats that give the interior a properly premium feel.

The cabin is awash with technology, too including a digital display that fills the dials in the instrument cluster, a steering wheel covered in buttons and an impressive selection of safety systems including lane keep assist, traffic sign recognition and an auto parking function for parallel and perpendicular-shaped spaces.

The Galaxy’s real party piece though is the flexibility of its seating arrangement. Not only is the third row big enough for adults, the seats can we lowered flat into the floor and raised again electrically via a button in the boot. The second row is equally as clever, with the outer seats folding and tilting forward to allow easy access to the third row, all three seats sliding back and forth individually, and all three flopping forward automatically.

Actual boot space is as gargantuan as you’d expect – 300-litres with all seven seats in place, 1,301-litres with the third row down and 2,339-litres with just the front two seats in place – that’s compared to 285/965/2,020 respectively in the S-MAX.

Neat storage solutions are everywhere with an especially deep bin in the front armrest, picnic tables for the second row and handy cupholders for those at the very back. Two USB plugs, three 12V sockets and a three-pin plug should take care of a modern family’s power requirements, too. 

The Galaxy’s silhouette is unavoidably boxy of course, but the new family face, complete with swept back headlights and skinny, horizontal fog lights looks smarter than any of its predecessors. Unlike the S-MAX there are no roof spoilers and body kits available, but our top-spec Titanium X test car benefitted from optional 19-inch wheels.

In corners there’s no hiding that the Galaxy is a big old bus and you can feel the high centre of gravity – especially with the panoramic roof fitted – tipping the body from side to side. However, drive it briskly rather than flat out and it does a good impression of the S-MAX with meaty steering that you can sense weighting up as a corner unfolds, while the suspension is supple enough to deal with potholes, but doesn’t feel too bouncy over lower frequency undulations.

Key specs

• Model: Ford Galaxy 2.0 TDCI Titanium X
• Price: £35,395
• Engine: 2.0-litre 4cyl turbodiesel
• Transmission: Six-speed dual-clutch auto, front-wheel drive
• Power/torque: 178bhp/400Nm
• 0-62mph/top speed: 9.6 secs/129mph
• Economy/CO2: 52.3mpg/139g/km
• On sale: Now

 
 

Ford Mondeo Vignale

Top-spec Ford Mondeo Vignale offers luxury materials and loads of extras - but at a high price.

 

You have to give credit to Ford for wading into territory other cars makers wouldn’t even dream about. At this price point, Ford is looking at some seriously accomplished opposition - and extra kit simply won’t cut it. The Vignale feels too aligned with the standard model in the way it looks, drives and feels. When moving something so much further upmarket and asking so much more for it, we expected greater returns.

We may only be five months into 2015, but it’s already shaping up to be one of the most memorable years in recent memory for the car industry. Aston Martin confirmed it will build an SUV, while BMW launched a car with seven seats and front-wheel drive. However, Ford is looking to be odds on favourite for taking home the award of 2015’s biggest automotive shock thanks to this, the £31,295 Ford Mondeo Vignale.

If the influx of crossovers from the likes of Nissan and Mazda hadn’t already killed off the notion of ‘Mondeo man’ as we know it, then the very company who gave birth to the concept looks to have sealed its fate. But one thing needs to be made clear: this is not your run of the mill Mondeo.

It’s the first model to emerge from Ford’s new luxury brand Vignale, which promises an all-options-included kit list, handcrafted detailing and a bespoke dealer service. It’s part of a plan that will see Ford attempt to muscle in on the premium sector currently dominagted by the Germans.

Prices start from £29,045 for the 185bhp hybrid model, with the new 207bhp 2.0-litre bi-turbo diesel fitted to our test car taking that price north of £31,000. And like the rest of the Mondeo range, you can have the Vignale as a saloon, an estate for a further £1,250 and with the option of all-wheel drive costing an additional £1,500.

As crazy as the idea of a £31,295 Mondeo may sound, dig a little deeper and the notion isn’t as wild as it would first appear. A huge proportion of Ford’s larger models – think Kuga, S-MAX and Mondeo – are purchased in their range-topping trim. The Blue Oval even introduced a new flagship Titanium X Sport trim on the Kuga because of customer demand, so evidently there are buyers out there who have a taste for something more premium with a Ford badge on the nose.

The aim of Vignale models is to take refinement and comfort up a level, which is why Ford is marketing Vignale as more of a luxury sub-brand than a new trim level. Climbing inside the well-appointed cabin shows Ford hasn’t cut any corners when it comes to execution. From the laser-cut leather trimmed seats to the soft-touch instrument panel, there’s a greater sense of attention to detail than you’ll find in a standard Mondeo.

It’s all pieced together by hand by six dedicated Vignale craftspeople, but from behind the wheel it doesn’t feel particularly special. The contoured and massaging leather seats are a great addition but the near £5,000 premium you’ll pay over a Mondeo Titanium means wanting a greater sense of occasion is probably justified.

When we first drove the fifth-generation saloon, it was apparent the verve and handling finesse from the previous model had made way for a more forgiving and mature Mondeo. It was immediately noticeable, but the softer nature of the new version serves as a great accompaniment for the plush setting of the Vignale.

  

There are no mechanical changes over the standard model, but the Vignale is the first Mondeo to be offered with the new 207bhp 2.0-litre bi-turbo first seen in the new S-MAX. The lesser-powered 178bhp 2.0-litre diesel will be the bigger seller, attracting over 75 per cent of the sales, but we’re getting to grips with the new arrival here.

The first thing that you notice is just how smooth and effortless the bi-turbo diesel is on the move. There’s a vast wave of torque in reserve which helps usher you from 0-62mph in a fraction over eight seconds (est) while provoking only a mere grumble from the engine. At cruising speeds the engine dies away and becomes almost inaudible. Part of this comes down to Ford’s new obsession with refinement. Acoustic glass helps reduce wind noise, while Ford has also fitted a new Active Noise Cancellation system inside that monitors engine noise and counters the gruff diesel drone by pumping sound waves through the car’s speakers. It’s difficult to pinpoint each specific feature but the combination of both certainly moves the Vignale closer to BMW levels of refinement at speed.

The steering is light, and devoid of the directness Mondeos of old have enjoyed, while the softer setup and crisp damping give it the sensation of gliding over potentially troubling surfaces.

Pricing the Vignale right in the midst of the BMW 3 Series and Jaguar XE not only means it should have the composure of these rivals - but also the same sense of excitement, which the Vignale just simply lacks. Worryingly for Ford, an equally powerful BMW 325d in SE spec costs £25 less than the Vignale.

If you’re wondering where your hefty price premium has been put to use, note the exterior changes, but don't expect anything too radical. A new hexagonal grille, unique 18-inch alloy wheels and chrome detailing on the bumpers and door mirrors have been added to give the Vignale some extra showroom appeal without making it too in-your-face.

It’s a real tech fest inside, with Ford kitting out the Vignale with its latest SYNC 2 infotainment system, Active Park Assist – which can help with bay as well as parallel parking – while Active City Stop and Traffic Sign Recognition also features. As standard the Vignale also comes with a reversing camera, LED headlamps and sat-nav.

But the Vignale treatment is not all about kit as Ford would like you to think of it as an experience too. You can only buy Vignale models from the brand’s new FordStores - 54 of these will be opened in the UK by the end of the year. Expect VIP treatment and exclusive Vignale relation mangers to cater to your needs, with a 24-hour customer support thrown in as part of the package.

Key specs

• Price: £31,295
• Engine: 2.0-litre bi-turbo diesel
• Transmission: Six-speed automatic, front-wheel drive
• Power: 207bhp
• 0-62mph: 8.0 seconds (est)
• Top speed: 135mph (est)
• Economy/CO2: 51.4mpg(est)/130g/km
• On sale: Now

Ford S-Max

The Ford S-MAX is a seven-seat MPV that’s great to drive and comes with loads of standard kit.

 

When the S-MAX first went on sale in 2006, Ford proved you needn’t sacrifice family practicality for driver enjoyment – marrying the two to create one of the finest-handling MPVs on the market.
The all-new model goes on sale in 2015, and we’re pleased to report it’s as good as ever. It may not have the sliding doors of the SEAT Alhambra, or the rear seat practicality of its bigger brother, the Ford Galaxy, but it’s still an impressively rounded family car – and a welcome alternative to the recent raft of seven-seat SUVs.

There’s just as much room inside as there was before, meaning three individual seats in the middle row, and a pair of smaller ones in the back. There are loads of cubbies and storage bins dotted around the cabin, and those in the rearmost seats even get a pair of cupholders to make longer journeys less painful for small kids. Bootspace is decent, though with all seven seats in place you’ll be restricted to a few squashy bags rather than a plethora of hard-backed suitcases.

Buyers get a choice of three trims – from the familiar Zetec, through Titanium and Titanium Sport specifications. All cars get Ford’s new SYNC 2 infotainment system and 17-inch alloy wheels, as well as parking sensors, keyless go and a DAB radio. Titanium cars add the all-important sat-nav and USB connectivity, while top-spec Titanium Sport models boast bigger wheels, a sporty bodykit, sports suspension and heated front seats. For around £2,000, customers can add the Titanium X pack, with LED headlights and electrically operated leather seats.

There is a wide choice of engines, too: four diesels and two petrols, as well as manual and automatic gearboxes, and two or four-wheel drive. Ford expects the mid-range 148bhp 2.0-litre TDCi diesel to be the biggest seller, though the more powerful 178bhp version adds more torque and costs just £750 more. The top-spec, 237bhp petrol should be avoided though, as it doesn’t feel as flexible as the diesel and will cost a fortune to run.

Our choice: S-MAX 2.0 TDCi 150 Titanium

At first glance, you’d be forgiven for thinking this new S-MAX was in fact an old S-MAX. Ford insists it’s an all-new car, but in terms of styling, it’s still immediately recognisable as the popular seven-seat MPV.

It gets the same rakish yet practical profile, low stance and wide rear end. Changes include the refreshed Aston Martin-style grille, as well as new head and taillights, repositioned foglights and revised bumpers. While it may not look strikingly different on the outside, the biggest changes have been made to the interior.

All models get Ford’s innovative SYNC2 infotainment system – which does a good job of cleaning up the previously cluttered dash – as well as a one-touch handbrake in place of the old airline-style joystick. Quality is up, too, with a much plusher feel and swathes of upmarket materials and solid-feeling controls. Yes, the usual scratchy plastics are evident if you peer into the footwells, but it’s a big improvement over the old model.

Standard kit includes 17-inch alloys, while mid-spec Titanium cars add privacy glass, LED daytime running lights and more body coloured trim. As the name suggests, Titanium Sport models are the most athletic-looking, with 18-inch wheels, a full body kit and subtle rear spoiler.

From behind the wheel, you’d be forgiven for thinking you were driving a much smaller car such as the brand’s own Fiesta or Focus. It feels nimble, belying its bulk in a way few MPVs can, with the lower centre of gravity meaning it’s more fun than many SUVs too.

However, all this handling prowess doesn’t mean it’s uncomfortable on motorway journeys. The compliant suspension does a great job of keeping the car in check, yet soaks up the lumps and bumps on pitted country roads. It’s remarkably composed, and will transport big families long distances from A to B without breaking a sweat.

Ford offers buyers a choice of two petrol and four diesel engines, with the mid-range 148bhp 2.0-litre TDCI expected to be the big seller. It offers a decent blend of performance (0-62mph in 10.8 seconds) versus running costs, and feels suitably nippy on the move. There’s a smaller 118bhp version (0-62mph in 13.4 seconds), but if you regularly carry seven people, it’s likely to feel a little lethargic.

The petrol models are quieter, but you’ll have to trade some of that refinement at the pumps. We’ve not tried the 1.5-litre turbocharged EcoBoost, but the range-topping 237bhp 2.0-litre didn’t feel nearly as fast as the figures suggest. Ford says it’ll do 0-62mph in 8.4 seconds, but the inferior torque figures mean the diesels feel more eager. We’d avoid it and go for one of the faster diesels instead.

The Powershift automatic gearbox is smooth – although it isn’t as fast as the equivalent VW Group DSG. We’d stick with the six-speed manual unless you desperately need a self-shifter.

The Ford S-MAX first went on sale in 2006, so its no surprise to see the old model slipping down the Auto Express Driver Power rankings. The old MPV finished 116th overall in 2014, falling even further in the most recent survey – ending up in 132nd place.

However, as with many new cars, we expect to see the revised S-MAX jump up the list next year, remedying the old model’s poor reliability and lacklustre build quality. If the new Focus and Mondeo are anything to go by, the S-MAX should be built to last.

The new S-MAX hasn’t been tested for safety yet, but expect it to gain the full five stars from Euro NCAP thanks when it is reviewed later this year. All cars get a host of airbags and tyre pressure monitoring, as well as ISOFIX points on all three middle row seats. Other tech includes automatic braking, variable lock steering and a system that recognises road signs and adjusts the car’s speed accordingly.

Just like the previous model, the new Ford S-MAX is a very practical car. As before, you get 285 litres of bootspace with all seven seats in place, and while that might not sound like much – it’s more than your average supermini. It’s more generous than most of its rivals, too, and should be enough for a few small bags.

However, fold the rearmost seats flat and this expands to 965 litres, increasing to a van-like 2,020 litres with the middle row folded. That final figure means the sporty S-MAX is 169 litres bigger than the Citroen Grand C4 Picasso, despite the slightly sloped roofline.

The rearmost seats are only really suitable for children, but the middle row slides back and forth for more legroom. All the seats fold flat individually, while buyers can spec buttons in the boot to lower them electronically – but in our opinion, this is an unnecessary option.

The interior is packed with useful cubbies, including places to stash odds and ends and all the associated family clobber. The huge airline-style handbrake has been removed in favour of a simple electronic switch, freeing up space on the new minimalist dashboard. As you’d expect, the combination of a high seating position and slim A-pillars means you get a commanding view of the road, while the seats and steering wheel benefit from a wide range of adjustment, meaning its easy to get comfortable.

The Ford S-MAX has never been the most economical MPV, and that hasn’t changed with this latest iteration. While the diesels won’t break the bank – rivals like the Citroen Grand C4 Picasso cost significantly less to fuel and tax, so if running costs are of the utmost importance, you might want to look elsewhere.

The most frugal diesel is the 118bhp 2.0-litre TDCi diesel. It’ll do 56.5mpg and emit 129g/km of CO2, putting it in tax band D for annual VED of £110. Incidentally, those are identical figures to the more expensive 148bhp and 178bhp versions, but less than the more powerful 207bhp unit (52.3mpg and 139g/km). Adding four-wheel drive and an automatic gearbox does no favours for fuel consumption either – with the 178bhp 4x4 auto getting 48.7mpg on the combined cycle.

As for other running costs, the S-MAX is a large car and existing owners have reported heavy tyre wear, particularly on the front wheels. Service intervals are 12,500 miles for every model, while the 650-strong dealer network means there’ll be a Ford workshop near you to fix any problems. Of course, as with any Ford model, pre paid servicing is available.