Kia Rio

The Rio offers space, value, quality and Kia's trademark seven year warranty, but isn't quite the class leader.

 

The latest-generation Rio, launched in 2011 and facelifted for 2015, marked the point Kia began their push away from bargain-basement value small cars, to challenge the class lead. Since then the supermini class has got even tougher, but the Rio can still hold its head high amongst cars such as the Hyundai i20 and new Vauxhall Corsa.

Thanks to its smart looks, spacious and high-quality cabin and prices that start from £10,145, the Rio is a practical and affordable compact hatchback – if you’re after driving thrills at this level, then the Fiesta and Mazda 2 are better bet, but if usability and fuel economy are top of your list then the Rio fits the bill.

Kia’s stop-start equipped 1.1-litre turbodiesel emits just 86g/km CO2, making it one of Britain’s most efficient cars. Road tax is free, and this version of the Rio will return up to 85.6mpg according to Kia.

Alongside this there’s another 1.1 diesel, as well as a 1.4-litre unit with both receiving stop-start. If you’re preference is for a petrol engine Kia offers a 1.25- and a 1.4-litre unit. As of 2015 the 1.4 can be hards with stop/start, but there are no smaller capacity turbocharged petrols, similar to those offered on the Rio’s competitors, until the end of 2015.

There are six different trim levels to choose from, starting with the entry-level Rio 1. There are a few stand-out versions in the range, including the SR7, 1 Air and high-spec 4 models, while all engines are available in three- and five-door guise – although the latter brings with it more practicality thanks to the rear doors, it also adds an extra £600 to the price. However, given the rear doors make the most of the Kia’s roomy interior, we’d recommend spending the extra.

Basic versions don’t get much equipment as standard, but all Rios do come with Kia’s impressive seven-year warranty.

Our choice: Rio 1.1 CRDi SR7

The Kia Rio is characterised by a high-quality interior, with an easy-to-fathom layout, solid plastics all-round and, on the 2015 facelift, some more upmarket touches such as gloss black trim and a new touchscreen infotainment system.

The Rio gets a three-dial instrument cluster, and toggle switches on the centre console, which are neat touches. The three-door Kia Rio is sportier than the five-door, but both versions get sculpted flanks, a swooping roofline and are designed with the European market in mind. The facelift is very modest, but the Rio is still an attractive car that didn't require an overhaul.

Both the three-door and five-door models are available in a wide variety of paint finishes, including Blaze Red, Bright Silver, Electric Blue, Midnight Black, Graphite, and Clear White.

Entry-level cars have to do without alloy wheels, so if you want the extra style these rims bring you’ll have to upgrade to the sportier Rio SR7. However, all models still get electric front windows, a trip computer, steering wheel-mounted controls and Bluetooth connectivity. 1 Air, as the name suggests, introduces air-conditioning and is only available as a five-door, costing £11,345.

Next up is 2 specification, which gets 16-inch alloys, front fog lights, a DAB radio (as of 2015), heated door mirrors and electric windows all-round, with prices starting from £11,245 for the three-door model.

Meanwhile, the high-spec £13,445 Kia Rio 3 boasts LED daytime running lights, automatic headlights with cornering function, parking sensors, a seven-inch touschreen inoftainment and nav system, climate control, cruise control and 17-inch alloy wheels. The top of the range Rio 4 adds an electric sunroof, leather trim, a heated steering wheel as well as keyless go and costs £14,545.

On the road, the Kia Rio is a worthy alternative to many superminis, but it still can't match the Ford Fiesta for driving fun. With a new crop of rivals now hitting the market – including the Vauxhall Corsa and Mazda 2 – it struggles to tick many boxes for the enthusiastic driver. One of the Kia’s major problems is its steering – it can be a bit vague at times and doesn't fill you with the same confidence that the class best do.

The pay-off for a lack of fun is decent ride quality. Larger wheels on the pre-facelift car can make it a bit stiff and thumpy, but smaller wheels are fine and the 2015 updates made it a reasonably comfortable long-distance cruiser.

 The entry-level 1.25-litre petrol delivers 83bhp and 122Nm of torque, as well as this, it's hooked up to a five-speed manual gearbox, helping it reach 0-60mph in 12.9 seconds. The 107bhp 1.4-litre petrol, meanwhile, is the only Kia Rio to get an automatic gearbox – it’s a four-speed transmission and we’d recommend sticking with the six-speed manual alternative.

The 1.4-litre is the current pick of the petrols, with strong performance once you rev it out. But it still doesn't feel as muscular as the torquey turbocharged petrols in the Corsa, Polo and Fiesta, for example, while fuel economy is only average.

Diesel options include a 74bhp 1.1-litre three-cylinder and an 89bhp 1.4-litre, four-cylinder CRDi. Both offer great efficiency but neither is especially punchy. The Kia Rio is really good on the motorway, though; road and wind noise are kept to a minimum.

The Kia Rio was awarded a full five-star rating in Euro NCAP’s crash tests, scoring an impressive 92 per cent for adult occupant protection and 86 per cent in the safety assist category. ESP is fitted as standard and there's an Emergency Stop Signalling system, too. All Kia Rios come with driver, passenger, side and curtain airbags.

In the Auto Express Driver Power 2015 satisfaction survey, the Rio finished in a reasonable 39th place. But that's down from a superb 5th last year, mainly due to the lack of a touchscreen until this year and a slight drop in reliability, and it should bounce back in 2016.

The Kia Rio comes with the industry-leading seven-year warranty, too. The only negative thing we can say about the car in this department is that the door handles are a bit flimsy, but other than that, it's one of the best-built Kias yet. 

Despite its compact dimensions, the Kia Rio is surprisingly roomy inside, and there's plenty of space for two adults in the rear. Kia claims the Rio offers best-in-class head and legroom for those upfront, while the steering wheel features two-way height adjustment on all but the entry-level diesel model.

With 288 litres of luggage space the Rio’s boot is on par with rivals like the Ford Fiesta – however, newer rivals like the Renault Clio and Hyundai i20 offer more space.

All trim levels come with split folding rear seats that increases the boot space to 923 litres. At the front of the cabin, a useful storage area sits below the heating control panel, which is ideal for mobile phones, wallets and keys. The door bins are shallow but can easily hold a large water bottle. Parking the Kia Rio is easy thanks to its compact dimensions and tight turning circle.

As mentioned earlier, the engine range on offer has been tuned with running costs in mind. The 1.1-litre CRDi 1 model, which features EcoDynamics and stop-start, delivers a claimed fuel consumption figure of 85.6mpg and emits a cost-effective 86g/km of CO2.  It's probably the pick of the limited engine range because of this.

The 1.4 CRDi is amazingly cheap to run, too, offering 74.3mpg combined and emitting 98g/km of CO2, so it’s also road rax free. The 1.25- and 1.4-litre petrol models are competitive with other petrol-powered superminis, and the 1.25 still returns low emissions at 114g/km of CO2. Kia Rio insurance group ratings range from two to seven, and the fantastic seven-year/100,000-mile warranty should provide peace of mind.

With stop/start now available, the petrols now both offer claimed economy in the mid-fifties. But a turbocharged petrol, due towards the end of the year, should see this figure move towards the class leaders.

Audi R8

The Audi R8 has breathtaking pace and looks but it’s been on sale since 2007 and the interior is starting to age.

The mid-engined Audi R8 is the pinnacle of the Audi range. With its head-turning looks and supercar performance, it's a formidable rival to the Porsche 911, Nissan GT-R, Aston Martin V8 Vantage.

The V8-powered Audi R8 coupe has been part of the Audi model line-up since 2007 but over the years it’s been joined by V10 models as well as a Spyder convertible. A facelift at the end of 2012 saw the introduction of LED running lights, a twin-clutch gearbox and a new high performance model, the Audi R8 V10 plus.

The R8 V10 plus has 542bhp - 25 more than the standard V10, which also powered the Lamborghini Gallardo. It also features ceramic brakes, sports suspension and additional carbon trim.

The standard Audi R8 V8 is powered by the same 424bhp 4.2-litre engine that’s under the hood of the Audi RS4. Every Audi R8 comes with the legendary Audi quattro four-wheel-drive system as standard and there’s a choice of manual or S tronic automatic gearboxes.

Despite the high power outputs from the Audi R8 V8 and V10, both are as straightforward to drive as their smaller brother, the Audi TT. In fact, the Audi R8 could well be the true 'every day supercar’.
The Audi R8, however, is starting to look a little dated. This is especially reflected by the interior, which looks positively last decade when compared to the crisp new Audi A3.

There will be a new R8 on sale as of 2015, but Audi hasn't quite given up on the existing model yet. In May 2014, Audi gave it a last hurrah by launching the high-specification R8 LMX - the first ever road car to feature laser headlights.

Our choice: R8 V10

Unlike other models in the Audi line-up, which arguably seem to follow a standard design philosophy, the R8 well and truly stands out.

When the R8 was facelifted in 2012, Audi left the bodywork alone, but added LED lights to the front and rear. The LEDs in the engine bay are also a pretty cool touch and at night - these illuminate the cam covers under the glass engine cover to add a proper sense of theatre - that's what a supercar should be about though, right? The rear LED indicators are also a smart touch, as they strobe in the direction the car is turning.

The Audi R8 is a smart looking car, there's no denying it, but the R8 V10 plus really turns heads thanks to unique alloy wheels and additional carbon fibre trim on the R8's side intakes and exhaust tips.

Step inside the Audi R8, and the hand-finished cabin is pretty much unchanged from when it was launched in 2007. While it can't be faulted for build quality, it's starting to look dated, especially when compared to the sharply designed new A3. Audi fits the R8 with sat-nav as standard but its blocky display is a step behind some of the systems found in rivals.

Despite the ageing cabin design and dated sat-nav graphics, the Audi R8 is a comfortable place to be thanks to its logical layout and good driving position. This also allows you to take full advantage of all the power from the V8 or V10 powerplant. 

Despite its ease of driving, the Audi R8 doesn't disappoint when it comes to delivering supercar thrills. Irrespective of whether you choose the V8 or V10, it comes alive as soon as you fire it up.

Both the V8 and V10 in the Audi R8 bark into life with urgency and settle into a distinctive rumble. Switch the R8 to Sport mode, and the exhaust takes on a throaty sound that develops into a scream as the revs rise.

Irrespective of engine size, the Audi R8 will offer a mega driving experience - the 424bhp version with the six-speed manual gearbox will go from 0-62mph in 4.6 seconds, and this puts it firmly in Porsche 911 Carrera S territory. Spec it with the seven-speed automatic Audi S tronic gearbox, and it'll shave 0.3s off the time.

With the six-speed manual gearbox, the 518bhp V10 manages 0-62mph in 3.9s, while with the S tronic system, this is again reduced to an eye-watering 3.6s.

Plant the Audi R8 into a corner, and the stiff suspension delivers minimal body roll. The steering has good feedback and it changes direction with immediacy, but don't expect it to feel as light and nimble as a Porsche 911. The wide tyres also offer huge grip, but do tend to hunt for cambers.

Visibility out of the Audi R8 is excellent, and the Audi quattro four-wheel-drive system inspires huge confidence in all conditions. It's worth nothing that the quattro system has a rear-bias, so the majority of the power goes through the rear wheels during normal road driving.

Overall, the Audi R8 is easy to manoeuvre, but the optional front and rear parking sensors are well worth going for. It's also worth noting that there is some transmission shunt, but it isn't as bad as that in the Nissan GT-R.

While the Audi R8 didn't feature in our 2014 Driver Power customer satisfaction survey, Audi ranked 12th out of 33 manufacturers.

The R8 is also a hand-built supercar, so it will be built to a higher standard than your average hatchback. Factor in Audi's strong reputation for reliability, and it should run like clockwork.

Keeping the car regularly maintained will also help but that certainly won't be easy on the wallet. However, if you're thinking about buying an R8, it's doubtful that costs are at the top of your priority list.

Audi fits the R8 with plenty of kit to keep you safe - an advanced traction and stability control system is standard, while a rear spoiler deploys at over 60mph for extra stability. There are also four airbags and tyre pressure monitors, while eight-piston calipers grip the standard-fit ceramic brake discs.

As a result of its mid-engine layout, the Audi R8 is strictly a two-seater and this means it trails rivals such as the Nissan GT-R and Porsche 911 for practicality.

Look around the cabin of the Audi R8 and there's plenty of space, plus a wide range of seat and wheel adjustment options mean it's easy to get comfortable. Audi has also ensured that the usual supercar bugbear of limited rear vision has been avoided, thanks to generous sized wing mirrors.

The glovebox of the Audi R8 is reasonably sized, and the shelf behind the seats as well as the 100-litre space in the nose is useful, but 15 litres down on that found in the Porsche 911.

The biggest problem the Audi R8 faces is its thirst. Neither V8 or V10 models feature stop-start technology, so it's constantly taking in fuel. However, there is a gear-shift indicator which encourages you to change up to a higher gear as soon as possible.

Audi fits all R8 models with satellite navigation, 19-inch alloy wheels, Audi Music interface with integrated Bluetooth, heated seats and LED lights front and rear.

As with any supercar, depreciation will hit the Audi R8 hard, but expect its exclusivity to help it hold its residuals better than some of its rivals.

Kia Venga

   

The Kia Venga has made a big impact in mini MPV sector, with great space and strong value.

 

The Kia Venga proves that you don’t need to spend a lot of money to get a truly practical family car. This supermini MPV combines practicality and value for money to great effect, and as a result has made a big impact on this class of the market.

The car has recently received a mid-life refresh in a similar way to the latest Picanto city car with tweaked exterior styling including new alloy wheels designs, a larger front grille, deeper air inlets and daytime running lights.

Another big part of the appeal is the industry-leading seven-year warranty Kia offers – this shows the manufacturer’s confidence that the car won’t suffer any problems, and provides buyers with real peace of mind. The only potential fly in the ointment is the firm suspension, which can make for a rather uncomfortable ride over rough road surfaces.

Plus, as spacious and practical as the interior is, it trails rivals like the Honda Jazz and Ford B-MAX by a long way in terms of quality – the Venga hasn’t caught up with the level of fit and finish found in newer cars from Kia.

Most buyers will be able to put up with this when they look at the price, though: the basic 1 model represents brilliant value for money, while even the more expensive, gadget-packed flagship 3 looks tempting.

Our Choice: Venga 2 EcoDynamics 1.4 CRDi

As with the recently-revised Kia Picanto, it’s a game of spot the difference to tell this Venga apart from the previous model. But Kia has given its supermini-MPV a revised front-end design, with a larger version of its trademark ‘tiger nose’ grille as well as a larger lower air inlet that incorporates the Venga’s foglamps and daytime running lights.

There are a few other styling tweaks, including some new alloy wheel designs across the range, but the visual differences really are minimal – and in our test car’s £490 optional Silver Storm metallic paint, the Venga’s soft, rounded shape appears a little drab.

though it might not be the most stylish five-door on sale, the extra height works wonders for practicality, adding extra room inside. Kia might not have focused too much on changing the exterior design, as the basic look worked and the family resemblance was already present, but the interior has come in for more attention – there are now some smarter trim details that brighten up the functional layout. And although you don’t get that many gadgets on the lower-spec models, a tyre pressure monitor is now fitted as standard across the range.

Also included are core features like air-conditioning, Bluetooth and rear parking sensors, while a digital radio is the only real option on mid-spec '2' versions. As on many Kias, this is a £250 dealer-fit extra.
As a result of all this, it’s not the most sparkling cabin, but it does feel hard-wearing and build quality is good. In this sector, where practicality rules, it’s these qualities that can make the difference, and the Kia scores well here, even if it is a little short on flair.

There’s a wide choice of engines in the Kia Venga. Entry-level 1 models come with 1.4-litre petrol or diesel engines, both with 89bhp and a manual gearbox only, while if you go for 2 spec, you also get the option of a 123bhp 1.6-litre petrol engine with an automatic box.

Buyers choosing the top-spec Venga 3 and Venga 4 models can pick from the 123bhp 1.6-litre petrol engine with manual or automatic transmissions, or a 114bhp 1.6-litre CRDi diesel manual – and the latter is the cleanest and most economical model in the range.

In fact, diesel will be the best bet for most buyers, as the 1.4 and 1.6 CRDi engines combine stronger efficiency with decent mid-range performance, and their six-speed manual boxes serve up greater long distance refinement. With quick, if lifeless, steering and reasonable grip, the Venga is surprisingly agile on twisting back roads.

Longer-travel suspension means there’s a noticeable amount of body roll if you’re a little too energetic with your corner entry speed, and the squidgy steering doesn’t give much feedback – but the Venga is more about relaxed cruising in urban areas than blasting down a country road.

Here it makes more sense, with a soft chassis set-up that soaks up cracked roads and rutted tarmac well. On the motorway, the Venga is refined and offers smooth cruising ability, while even on B-roads it’s comfortable, floating nicely over bumps. It never feels engaging, though, and it’s a shame that the engine lacks any real shove, even if the light five-speed manual gearbox is pleasant to use.

Compared to some of its rivals, the new updated Venga should also be reassuring to run, as Kia finished our Driver Power 2015 satisfaction survey in 19th position. This isn’t the best performance, but its reliability scores were more impressive.

The brand’s dealer network fared much better, however, coming in 10th place in our last survey. We’ve not heard of any major problems with the Venga, but it only just made our Driver Power top 200 best cars to live with – owners ranked it 197th.

Euro NCAP crash tested the previous Venga in 2010, and although it performed well, scoring a full five-star rating, the assessment has changed since then. Still, we’d expect the new car to fare as well now, with six airbags and ESP as standard. There’s a hill start assist function, too, and the car will flash the hazard lights under hard braking to warn drivers behind.

Things get brighter for the Kia when it comes to practicality: in its regular five-seat configuration, the 440-litre boot is the biggest here, helped by the rear seat bench which can slide back and forward by up to 130mm, giving a good amount of rear legroom.

With the back seats down, luggage capacity rises to 1,253 litres, which isn’t as big as in the Ford B-MAX or Nissan Note, but still plenty. It’s more impressive that the load bay is so spacious in five-seat configuration.

There’s also a false boot floor for secure storage, and inside there are plenty of large compartments dotted around the high seating position. This means an excellent view of the road, too, while there’s a handy armrest for extra comfort on long journeys.

The Kia Venga represents strong value for money, undercutting less well equipped mainstream rivals on price. However, it doesn’t hold on to that price especially well – poor predicted residual values undermine the otherwise excellent financial case for this car. If low running costs are a priority, the diesel versions make the most sense.

The top-spec 1.6-litre CRDi EcoDynamics diesel is equipped with stop-start technology – Kia calls this Intelligent Stop and Go, or ISG – and promises fuel consumption of only 64.2mpg, while 117g/km CO2 emissions mean low road tax bills. ISG also cuts fuel and road tax bills on EcoDynamics versions of the 1.4 and 1.6-litre petrol cars.

But you don’t have to buy a high-spec Venga to get low fuel consumption and emissions: the 1.4-litre diesel delivers 62.8mpg and 119g/km even in the entry-level 1. The 1.4 CRDi also benefits from longer, 20,000-mile service intervals; most other versions of the Venga will need attention from your local dealer every 12,500 miles.

Air-conditioning and electric windows feature on all versions, while 2 trim and above gets a leather steering wheel and an iPod connection cable. If you can stretch to a Venga 3, you benefit from automatic air-con, cruise control, heated front seats and a cooling glovebox as standard. And the line-up ranges from insurance group seven to 15, depending on the spec you choose.

Suzuki Vitara

The new Suzuki Vitara offers good value, loads of kit and a decent drive, but falls short in some areas.

The new Suzuki Vitara is finally here, and it's hoping to abandon memories of the dated previous car with Range Rover Evoque inspired styling and much more advanced equipment. There's also more dynamic ability on offer, but it's not quite up with the class best.

The new Vitara hares its platform with the SX4 S-Cross, the other mid-sized crossover in Suzuki’s range. Thanks to a raised ride height and more rugged angular styling, the Vitara is the more overtly off-road looking model, but a 100mm shorter wheelbase and a smaller boot mean it’s more of a Nissan Juke rival, while the S-Cross takes on the Nissan Qashqai.

Suzuki has a long history of building hard-wearing, affordable small 4x4s, so its no surprise that the Vitara is offered in both front and four-wheel drive configurations. There’s a choice of a 1.6-litre petrol or 1.6-litre diesel engines, both of which feel sportier than you'd expect, as well as manual and automatic gearboxes.

A wide choice of exterior paint, a contrasting roof and a variety of interior trim colours add a high level of personalisation, while safety equipment includes an auto braking function, adaptive cruise control and seven airbags as standard. 

Our choice: Suzuki Vitara 1.6 VVT petrol ALLGRIP 

Park the Vitara side by side with the SX4 S-Cross and they look virtually the same size, but the stat sheet reveals the Vitara is actually 125mm shorter overall with a 100mm shorter wheelbase.

It’s still 40mm longer, 10mm wider and 45mm taller than the Nissan Juke though so it has a sizeable presence on the road. The chunky styling is fairly modern and fresh and we particularly like the chrome grille that lines up perfectly with the headlights, the squared off rear wheel arch and the interchangeable front and rear bumpers.

You can select Urban or Rugged styling packs, which feature attractive additions such as extra chrome trim, a tailgate spoiler or tougher skid plates. Metallic paint is £430, while a contrasting roof colour can be specced for a further £370. However, none of these customisation options manages to disguise some of the Vitara’s heavy-handed details and rather awkward proportions.

Inside, the interior design is lifted by a large central clock and a smart, seven-inch touchscreen that’s standard on mid-grade trims and above. The instrument cluster is simple and easy to rear, while a strip of plastic that stretches across the dash can be ordered in a variety of colours and textures.

The only issue (a major one for some) is the interior trim quality. It feels relatively hard wearing in most places and there's plenty of toys, but the plastics are hard and scratchy and the lower parts of the centre console feel very flimsy. It's fine in the cheaper models, but as top-spec cars nudge £19k we'd be looking for more upmarket materials.

If you want to emphasise the feeling of space, a panoramic roof with a large 560mm opening is offered as an option, although on our test car it suffered an irritating rattle (early test cars sometimes have this issue).

Suzuki says its aim with the Vitara was to make it drive like the Swift supermini, and it’s not as far off as you might think. The extra weight and higher centre of gravity means it doesn’t change direction quite as quickly and rolls a little more, but it still clings on to the road eagerly when you up the pace.

The diesel model sounds a bit agricultural on anything more than half throttle, but provides plenty of punch and a broad spread of torque, while the petrol engine sounds sporty and loves to be revved. Curiously, the diesel model has a slightly softer suspension setup than the petrol so it’s the one to go for if comfort is top of your list of priorities, but both models ride well and deliver decent refinement at motorway speeds.

The raised driving position and light steering make it well-suited to driving around town, but if you do order the optional ALLGRIP four-wheel drive system and fancy some light off-roading, it’s more than happy to oblige.

Four transmission settings - Auto, Sport, Snow and Lock – change where the power is sent, ranging from a two-wheel drive fuel-saving mode when you’re cruising in Auto, to permanent four-wheel drive modes like Snow and Lock that help extricate you from sticky spots. Sport sends power to the rear tyres when needed, according to throttle inputs.

Suzuki has traditionally boasted a strong reputation for building durable cars, but a 31st-place finish in our Driver Power 2015 satisfaction survey suggests that the brand has hit trouble.

Still, the Vitara uses many parts from other models in the line-up, while its 1.6-litre diesel has been developed in cooperation with Italian giant Fiat. And in the event there are any problems, buyers will be reassured that the brand’s dealers finished a respectable 16th in our 2014 poll.

There’s even better news when it comes to safety, because the Vitara was awarded a five-star rating in Euro NCAP’s tougher 2015 tests. All versions get seven airbags, stability control and tyre-pressure monitoring, while adaptive cruise control and autonomous braking are standard on SZ5 cars – although it’s not even optional on other models.

Because it’s 125mm shorter overall, and with a 100mm shorter wheelbase than the SX4 S-Cross, the Vitara doesn’t have the same amount of interior space, but is still a spacious family car.

The high-sided design means there’s lots of rear headroom and legroom is generous enough for all but the tallest adults. The boot space of 375 litres (increasing to 1,120 litres with the rear seats folded) is 55 litres less than the S-Cross, but 21 litres more than its main rival, the Nissan Juke.

It’s a well-thought-out shape - square with a wide opening and a moveable boot floor creating a loading area that’s level with the boot lip, plus a covered storage space underneath. Up front, there’s large storage bins in the doors, although the glove box is a bit on the small side.

As an all-seasons car, the four-wheel drive version is a practical choice – it might not climb a mountain or cross a river like the Land Rover Defender, but it’s perfectly capable of crossing a muddy field or finding traction when two-wheel drive cars will be scrabbling for grip on icy roads.

Because it weighs relatively little (1,160kg in four-wheel drive petrol guise, and 65kg less for the two-wheel drive version), the Vitara’s running costs should be among the lowest in the class. It can’t quite dip under the 100g/km barrier for CO2 emissions, but it’s close – the most efficient 1.6 DDiS diesel returns CO2 emissions of 106g/km with the six-speed manual transmission, or 111g/km if you order it with ALLGRIP four-wheel drive.

The two-wheel drive petrol model returns 53.3mpg with the five-speed manual transmission (51.3mpg with the six-speed automatic), while the four-wheel drive petrol model returns 50.4mpg and 134g/km with the manual ‘box and 49.5mpg and 138g/km with the auto.

Suzuki offers a range of fixed-cost servicing packages, and by fitting even the entry-level models with air-conditioning, Bluetooth, DAB radio and alloys it’s working hard on improving residual values. 

New VW Sharan 2015 facelift

The Volkswagen Sharan seven-seater has had a mid-life refresh to keep pace with new MPV rivals. Have the changes done the trick?

 

In purely cosmetic terms, the latest Sharan refresh is as subtle as they come, but then style isn’t a top priority for MPV buyers. Extra equipment, efficiency improvements and slight interior upgrades are welcome, and it’s good to see VW hasn’t messed with the Sharan’s most appealing feature – space. The glaring problem though is its high price tag – especially given that it has a genuine premium (and similarly priced) rival now in the shape of the BMW 2 Series Gran Tourer. 

The seven-seater MPV market isn’t what is was when Volkswagen first launched its Sharan 20 years ago, but it’s still alive and kicking. Ford is poised to launch new version of the Galaxy and S-MAX, plus BMW is muscling in with the 2 Series Gran Tourer. To keep its old girl competitive, VW has treated the Sharan to a light refresh.
 

‘Light’ is definitely the word for the exterior facelift – the rear light clusters are now LEDs and have a new design, and that’s it on the outside. In the cabin there’s a new steering wheel and upholstery, and to keep the Sharan in step with the latest Volkswagens in the range it gets VW’s latest second-generation touchscreen infotainment system as standard – for an extra £100 you can add Apple CarPlay, Google Android Auto and MirrorLink functions, too.

Although originally launched back in 2010, the Sharan still has one of most versatile and sturdy interiors in its class. The dashboard design is practical rather than stylish but there are plenty of cubbies, two large storage places in the roof and lots of space for the driver and front seat passenger to get comfortable.

The middle row of seats can slide forwards and backwards independently, and there’s the option of the outermost ones becoming child booster seats for £400. One tug of a handle tilts the outer seats forwards, too, allowing easy access to the third row. Six-footers will struggle with headroom in the third row, but there’s decent head and knee room for smaller adults and children can stretch out.

With the rear seats in place, boot space is still a respectable 300 litres; drop all five seats there’s a van-like 2,297 litres on offer. There’s also a large list of options available including electric sliding doors for £620 and an electric tailgate for £495 as well as roof racks, cool boxes and dog guards.

All engines are now Euro-6 emissions compliant, and the line up includes a 148bhp 1.4-litre turbocharged petrol along with two 2.0-litre diesels with 148bhp or 182bhp. There are also two transmission options – six-speed manual or six-speed DSG. We got behind the wheel of the lower-powered diesel with the manual ‘box and it’s easily the best combination.

The 2.0-litre diesel offers plenty of punch thanks to 340Nm of torque, but returns economy and CO2 emissions of 56.5mpg and 130g/km respectively – that translates to £110 road tax a year and is someway off the BMW 118d Gran Tourer’s 64.2mpg and 115g/km.

Unsurprisingly, the BMW is also more involving to drive, but the Sharan offers a nice blend of supple suspension, good body control and accurate steering – it’s probably the best all-rounder in the class considering the target audience. At cruising speeds, it’s a hushed place to be too being nicely insulated from wind and road noise. 

However, with prices ranging from £26,300 to £36,280 it’s at the upper end of the segment and on par with the BMW 2 Series Gran Tourer. So while there’s no doubting how accomplished the Sharan is, it’s an expensive way to transport seven people. Which is why we’d point you towards the SEAT Alhambra – also recently refreshed – as it offers a near identical package for less cash. 

MINI Hatchback

The all-new MINI is more grown-up, and more like a baby BMW, than ever before – especially as a 5-door with surprising practicality.

 

The new MINI has been running down the production line at BMW’s Plant Oxford since 2001. But, although its looks haven’t changed wildly since then, even with a new, second-generation model in 2006, there’s much more to this new, third generation MINI than meets the eye.

MINI is taking no chances with its eagerly anticipated newcomer. Not only is the car bigger and more refined than before, it features an all-new turbocharged engine line-up and even more upmarket interior. And for the first time ever, there’s a MINI 5-door model, too, with an extra 72mm in the wheelbase, which translates directly into the same amount of extra rear legroom – it’s a properly practical MINI.

The rival to the Fiat 500 and Citroen DS3 is built on a new UKL front-wheel drive platform, which is also used for the BMW 2 Series Active Tourer. The MINI also features a range of new predominantly three-cylinder petrol and diesel engines that have been designed and engineered solely by BMW for the first time.

The MINI also benefits from even higher levels of technology than before, making it safer, better equipped and posher than it have ever been before. Yet with prices rises by 2.6 per cent, or around £400, the new MINI is also one of the most competitively priced that BMW has ever sold.

There are also five models in the MINI models range in both MINI hatch and MINI 5-door forms – Mini One, MINI Cooper, MINI Cooper S, diesel powered MINI Cooper D and the hot MINI John Cooper Works, which develops 228bhp making it the most powerful production MINI ever made.

Our choice: MINI Cooper

Given the huge sales success of the first two generations of MINI, it’s no surprise that designers have played it safe with the latest car. In fact, at a glance it looks identical. But dedicated fans of the brand will notice the slightly more bulbous proportions, and the larger front and rear lights. The 5-door model gets side doors with frames, rather than the hatch's frameless doors, an extra 72mm between the front and rear wheels, plus an extra 89mm at the very back to boost the boot. It’s not as pretty as the MINI hatch, but still registers strongly on the cute scale. While Cooper S and Cooper SD models get a protruding lower front bumper with squared-off intakes, the Cooper, Cooper D, One and One D get a softer front-end treatment. A Sport Package lets you get the look from more powerful models fitted to more wallet friendly models lower in the range.

As with every MINI, there’s huge scope for personalisation. The One comes with 15-inch wheels as standard but you can upgrade to 18-inch alloys if you like. There’s also the popular Pepper and Chili equipment packs which most buyers fit to their cars, and are a must for optimizing resale values. Also a contrasting black roof is a no-cost option, and for an added cost, you can get bonnet stripes and black 17-inch alloys in place of the standard 16-inch rims. There are also optional LED headlamps, with distinctive circular daytime running lights.

MINI has been bolder with the new car’s interior, although the eye-catching design still features plenty of retro touches. Dominating the dash is a large, circular display for the infotainment and optional sat-nav. This is surrounded by a ring of illumination that flashes green when the stop-start system operates and can be programmed to mimic the sweep of the rev counter needle.

The Cooper S stands out from lesser models with a twin central exhaust, a chrome-plated honeycomb grille and subtle S badges. You also get the trademark bonnet scoop, although this time it’s purely cosmetic and doesn’t feed air to the engine. The stylish approach continues inside, where the new MINI retains the retro touches you’d expect.

However, the interior has been substantially reworked. A lot of the switchgear has been relocated – the familiar line-up of toggle switches is still on the centre console, but the window buttons are now on the doors, while a BMW-style iDrive controller sits between the front seats, replacing the old car’s joystick.

The large central rev counter is gone, too, replaced by a circular display for the infotainment and optional sat-nav. It’s surrounded by a ring of illumination that changes colour as you switch between the optional drive modes, or can even be programmed to mimic the sweep of a rev counter.

Standard kit includes air-conditioning, Bluetooth and a DAB radio, while the optional Chili Pack adds desirable equipment such as climate control, a multifunction steering wheel, front sports seats and ambient lighting.

The new car upholds MINI’s reputation for driving thrills. BMW is keen to play-up the new MINI’s go-kart handling credentials, and has given the car completely revised suspension. As a result, the handling is very good, with a sharp, responsive turn-in from the steering and very good body control.

Acrobatic agility, rock-steady composure and strong grip let you relish every back road, while all the major controls deliver plenty of useful feedback.

However, the suspension is on the firm side. That said the ride is noticeably better than on previous models and on the 15-inch wheels it’s only badly broken surfaces which send shudders through the car. But as you increase the wheel size you increase the discomfort and on 17 and 18-inch alloys the ride will be too harsh for many people. It gets worse with the optional sports suspension. The optional adaptive dampers, however, do help as they let you toggle between a comfort and sports setting. 

The new MINI is built on a new platform, which will be used by BMW. This has made the MINI feel more like a junior BMW than ever before, too. So while the old MINI was more playful and moved around a lot more at the limit, this new car is very tied-down, stable and planted. It’s bad news for anyone that like sliding around, but means a much safer feeling, grown-up drive for everyone else.

Factor in the lack of wind and road noise, the comfortable driving position and effortless mid-range acceleration, and it’s a surprisingly relaxing long-distance cruiser. The diesels are especially impressive as the are frugal, punchy and surprisingly quiet for oil burners.

The longer 5-door model feels barely any different to the MINI hatch to drive, the extra space between front and rear wheels not having a discernable effect on handling, but if anything making the ride slightly more comfortable. Performance and economy are ever-so-slightly worse, but not that you’d notice too much.
 

There are three petrol and three diesel engines to choose from. The entry-level MINI One gets a 100bhp 1.2-litre three-cylinder turbo, while the Cooper gets a 134bhp 1.5-litre three-cylinder. The Cooper S upsizes from a 1.6 to a 2.0-litre four-cylinder engine with 189bhp. The diesels are both 1.5-litres and develop 94bhp in the One D and 115bhp in the Cooper D while the SD has a 2.0-litre with 168bhp.

One criticism is that the engine in the Cooper S lacks a little in character. Happily, the new John Cooper Works ensures you won't be short on thrills. It uses the same basic 2.0-litre engine as the Cooper S but has 20Nm more torque and an additional 39bhp. Throttle response is razor sharp and bespoke sports exhaust adds the drama that's missing from the Cooper S.    

If you want to spice up the Cooper S then there's always the Challenge 210 Edition. Limited to 210 examples for the UK market, it benefits from a dealer fit engine upgrade from 189bhp to 207bhp and a hilarious sports exhausts, controlled via a purpose-built Bluetooth controller. Click it twice and flaps open up in the exhaust unleashing a rip-snorting soundtrack and explosions on the overun. The extra power is noticeable throughout the rev-range, too.

The smooth 1.5-litre diesel can be jerky at low speeds, but once the revs pass 1,500rpm it responds crisply and cleanly to the throttle. It’s also a very quiet engine. In fact, only from the outside can you recognize the familiar diesel clatter, and even then it’s one of the most hushed small diesels in the business.

The MINI now comes with a choice of new six-speed manual or six-speed automatic gearboxes. The manual is more precise than the old one, but lacks its slick shift, while the auto is more efficient but still never quite seems to know the right gear to be in.

Euro NCAP hasn’t tested the MINI, but BMW claims it has been engineered to achieve an impressive score in all global crash tests.

To do this, the new model features more high-strength steel in the body and impact absorbers and a pop-up bonnet to help improve a pedestrian’s chance of survival should you have the misfortune to hit one. A full suite of airbags and ISOFIX mounts is also included. New tech for the MINI includes the option of a rear-view camera, to help with reversing, and a head-up display, to help keep your eyes on the road.

A camera-based adaptive cruise control system is also on the options list. The MINI is build using a lot of all-new tech, mixed with some tried and tested technologies. But as this will also be used in a host of BMW models, this should have been engineered to last.

Owners tell us MINI has its work cut out in the satisfaction stakes, with the previous hatch finishing a lowly 141st in our Driver Power 2013 survey. However, the new car features plenty of BMW input, which bodes well for reliability, while fit and finish is second to none.

MINI by name, not quite so MINI by nature – the new hatch is 3,821mm long, 1,727mm wide and 1,414mm tall. This makes it 98mm longer, 44mm wider and 7mm taller than its predecessor.

Go for the MINI five-door and the length runs to 4,005mm, while height rises to 1,425mm – proper supermini sizes.

So the new MINI is longer and wider than before, but in three-door hatch form, it’s barely any bigger inside. Although there is now more rear legroom, the rear seats are still a squeeze.  At least the front chairs tilt and slide forward to aid access, and up front there is plenty of space, with impressive headroom and improved shoulder room.

The 5-door car gets a healthy 72mm of extra rear space, which makes the back surprisingly practical and comfortable, for two at least - a third rear passenger is a poor relation. Those small rear doors open nice and wide to make getting in easier, but the door opening is narrow at the bottom so you’ll have to angle your feet to get them in and tuck them under the seat in front.

The driving position is good, and there are new seats which are much more supportive than before. Visibility is pretty good, too, despite the MINI’s letter box windscreen. There are two gloveboxes and the seat backs and front passenger footwell have spaces to store bottles and maps.

The MINI still comes with a central armrest that never fails to be in the way of your elbow, whether you have it up or down. The boot space is better now, too, up 30 per cent to 211 litres – the five-door is better still with 278 litres and easy to fold split rear seats. However, the boot’s still too small.

The MINI has always been pretty fuel efficient, but the new range of engines helps improve this considerably. MINI claims that the entry level 1.2 petrol is around 25 per cent more fuel efficient, and can return fuel economy of 61.4mpg and CO2 emissions of 108g/km.

Next up in the petrol range, the new 1.5 three-cylinder features the same TwinPower twin-scroll turbocharging and direct injection as BMW’s larger engines. So despite the fact that it is more powerful than the 1.2, it returns 62.7mpg and 105g/km of CO2. The Cooper S is also impressive – its fuel economy is over 5mpg better than the outgoing model, at 49.6mpg, and CO2 falls to 133g/km from 149g/km.

The diesels are the real economy stars. The lower-power 1.5 found in the One D will return over 80mpg and emits 89g/km of CO2, while the Cooper D’s more powerful version returns 80.7mpg and 92g/km of CO2. The manual gearbox is the cleaner choice, but the new auto has a coasting function and stop-start, helping to improve fuel economy.

Having a bigger, heavier 5-door does dent fuel economy slightly, but only by one or two mpg, with CO2 figures increasing by a similar amount.

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.

VW Golf BlueMotion

The VW Golf BlueMotion is Volkswagen's most economical family hatch yet.

 

The Volkswagen Golf BlueMotion takes the low-emissions formula of the original Polo BlueMotion and moves it up a class. The latest model gets a choice of 1.6 TDI diesel and 1.0-litre TSI petrol engines.

For the first time, both are available with a six-speed manual box instead of the five-speed seen in the MkVI. In fact, the new TSI petrol is also available with VW’s slick seven-speed DSG dual-clutch auto, making it ideal for long-distance company car drivers.

The BlueMotion comes in three or five-door guises, and is based on the popular Match specification.

Our choice: Golf BlueMotion TSI

The Golf's upright styling has evolved over time, and while it’s rather plain next to the rival Mercedes A-Class, there’s no faulting the build quality. Tight shut lines are VW’s forte, and the Golf has a look of precision as a result.

The BlueMotion model is based on the popular Match specification, and as a result looks like most other Golfs on the road. To help with aerodynamics, all cars are lower to the ground, while diesel models get 15-inch alloy wheels as standard. Petrol cars upgrade to 16-inch versions, but what they lack in size they more than make up for in terms of cruising comfort.

Elsewhere, there are deeper bumpers and side sills, while the grille has a gloss black panel that smooths airflow over the nose. Extra trim on either side of the rear window does the same job. Overall, the Golf’s fuss-free and simple lines suit the no-nonsense nature of the BlueMotion, but we would recommend going for a bright silver or pale blue, because darker colours really do it no favours.

Inside, you get the same high-quality layout that you’ll find in any other Golf. It does have a bit less equipment, but build quality is solid, and subtle touches such as the flock-lined door bins add to the classy feel. The BlueMotion features VW’s touch-sensitive control screen, which works well and is intuitive to navigate around.

When Volkswagen came to develop the BlueMotion version of the MkVII Golf, it started with an all-new 1.6 TDI diesel. It’s not the same 1.6 TDI as you’ll find in the standard Golf, and is all the better for this. It’s far less rattly at idle and revs smoothly.

That feeling of smoothness continues when you set off. The 109bhp engine has a low weight to haul around thanks to the Golf’s 1,280kg kerbweight, and as a result it feels quicker than some rival cars. It was also helped by the slick-shifting six-speed gearbox. Not only does this provide accurate shifts, but it also eliminates the feeling of long-legged gearing that was a blight of the last-generation BlueMotions with their five-speed boxes.

In 2015, VW added a three-cylinder 1.0-litre TSI to the BlueMotion range – boasting 113bhp and a six-speed manual gearbox. It’s incredibly smooth and amazingly quiet, yet drives like any other petrol-engined Golf. Try one, and it’ll make you think twice as to whether or not you need that fuel-sipping diesel. At no time does either BlueMotion feel like an eco-special. They ride smoothly despite the lowered suspension, and both have lots of overtaking power should you need to pass slower moving vehicles.

That can be put down in part to the standard-fit XDS electronic differential. This limits wheelspin in tight corners, and gives the Golf a grippy front end that the Mercedes can’t come close to matching. The clever kit also makes the BlueMotion genuinely fun to hustle through a series of bends.

The latest Golf uses VW’s MQB platform, and because this will form the basis of a raft of new models, the manufacturer has invested heavily to make sure it’s reliable and will stand the test of time.

The 1.6 TDI in the BlueMotion diesel was an all-new engine at the time of conception, using special low-friction fluids to further improve fuel economy. That said, it’s all technology that’s been proven in past BlueMotions, so this shouldn’t affect reliability.

Petrol models use the 1.0-litre engine from the Volkswagen up!, with a turbocharger added for better performance and long-distance usability. Again, this has been tried and tested, so should prove reliable.
The Golf gets seven airbags, and achieved a five-star rating in its Euro NCAP test.

Choosing the Golf BlueMotion over standard models doesn’t mean you have to compromise on practicality. The Golf BlueMotion has good boot space, while the absence of a spare wheel not only reduces weight (to help improve economy), but also allows for extra storage space under the boot floor.

The cabin is roomy, too, and another advantage is the Golf’s cabin storage. The iPod connection is in a cubby in front of the gearlever, so you can keep your device out of sight, and there’s lots of space for passenger and driver, and a wide range of seat adjustment, while large door storage, a big glovebox and deep bins behind the gearlever and by the driver’s right knee add practicality.

Claimed emissions of 85g/km (for the BlueMotion TDI) are among the best of any hatchback on sale, but they don’t give the Golf any benefit over other sub-100g/km cars in terms of road tax or company car rates.
Claimed economy of 88.3mpg is pretty impressive, too, and a large fuel tank means you can go further between fills than the Mercedes A180 CDI ECO.

The petrol TSI offers a decent blend of performance versus running costs, too. It’ll return 65.7mpg, and emit a tax-busting 99g/km of CO2, meaning it too is free from annual VED. Unless you cover more than 15,000 miles, we’d suggest trying the petrol before forking out extra for a BlueMotion TDI.

Both BlueMotions eco roots are exposed when you look at the options list. Fuel-sapping kit such as sat-nav and climate control isn’t standard, although you can add larger alloy wheels, which will have a negative effect on fuel economy. Extras like cruise control, park assist, auto lights and heated seats are offered, though you’ll need to pay extra if you want them on your car. Residuals for both of these cars are a touch under 50 per cent, meaning you’ll get a decent chunk back when the time comes to sell.