Honda Accord

 

The Honda Accord is a premium alternative to mainstream saloons. It's not the largest car in its class, but it's luxurious and well equipped.

Way back when, the Honda Accord was a serious alternative to compact executive saloons like the BMW 3 Series and Mercedes C-Class, thanks to its superb build, high-end interior and sleek styling. However, as its rivals have moved on, the Honda Accord has stood still somewhat and it's suffered in terms of efficiency and driver appeal.

As it's star has waned, the Honda Accord now sits somewhere between more mainstream saloons such as the Ford Mondeo, Vauxhall Insignia and Volkswagen Passat. The Honda Accord is available as either a Tourer saloon or estate, but there's no hatchback alternative unfortunately. Practicality isn't a strong point for the Honda Accord, either, with boot size and rear legroom failing to match that of its competitors.

The Honda Accord is available in four different trim levels - entry-level ES, ES GT, EX and top-of-the-range Type S. The Honda Accord isn't necessarily a high-achiever but it's definitely a decent all-rounder with tonnes of safety features and equipment. It offers lots of accessories and a strong driving experience too.

Our choice: Accord 2.2 i-DTEC ES 4dr.

The Honda Accord is starting to feel a bit long in the tooth when compared to some of its rivals. The design even comes off second best in comparison to other cars in the Honda range such as the latest Civic. Inside, though, the Honda Accord boasts superb build quality with lots of soft-touch plastics and solid-feeling switchgear.

The Honda Accord's interior is definitely more upmarket than that found in the Ford Mondeo or Vauxhall Insignia, so it's a shame the Accord lacks the badge appeal of a BMW, Audi or Mercedes.

The Honda Accord comes well specced irrespective of trim level, and it gets alloy wheels and cruise control as standard. However, if you want larger wheels and features such as Active Cornering Lights and a leather interior, you'll have to opt for top-spec Type S models, which are considerably more expensive than the entry level Honda Accord ES. On the plus side, though, the Honda Accord ES does get smart touches such as a leather steering wheel and gear knob, plus USB connectivity and cruise control.

The Honda Accord gets two petrol engines and one diesel unit in its range, and they all have pretty decent performance. The entry-level 2.0-litre i-VTEC petrol comes with 154bhp and is generally quite smooth, while 198bhp 2.4-litre i-VTEC is the quickest in the line-up thanks to a 0-62mph of 8.1 seconds.
The sole diesel unit, a 2.2-litre diesel, has 148bhp and it manages to reach 62mph in 9.4 seconds.

Overall, despite its 'cockpit' inspired cabin and snug driving position, the Honda Accord isn't as exciting to drive as the Ford Mondeo, but it does offer precise steering and minimal body roll.

In terms of safety, the Honda Accord is one of the safest cars in its class thanks to a top score of five-stars in the Euro NCAP crash safety tests. All models in the Honda Accord range get lots of safety equipment, including electronic stability control (ESP), six airbags and anti-whiplash front headrests all as standard. Meanwhile, optional extras include lane keep assist and adaptive cruise control.

The Honda Accord finished 31st in our 2014 Driver Power survey, which is impressive for a car that's definitely starting to feel a little outdated. Overall, owners praised the Honda Accord for its in-car tech, build quality and reliability.

The Honda Accord may look big, but step inside, and its size is deceptive. The saloon model gets a narrow boot and only has 497-litres of total boot space. Once again, this leaves the Honda Accord trailing most of its rivals. Those seeking more practicality might do well to consider the Honda Accord Tourer estate, which offers a maximum boot space of 1,183 litres.

All Honda Accord models come with 60:40 split/fold rear seats as standard, but passengers won't find as much rear legroom as you would in a Skoda Superb. One thing also lacking in the Honda Accord range is a hatchback alternative.

The Honda Accord seems off the pace in terms of economy and emissions when compared to the Ford Mondeo and Volkswagen Passat, which get ECOnetic and BlueMotion technology respectively as a way of reducing running costs.

Across the Honda Accord range, stop/start technology isn't available on any model, and both petrol versions offer poor fuel consumption at 40.9 mpg and 38.7mpg on their respective combined cycles. Their emissions are also high with 159/km for the 2.0-litre engine (this increases to 168g/km when it comes with the five-speed automatic gearbox), and 199g/km for the 2.4-litre. In automatic guise, the 2.4-litre model’s emissions drop slightly to 195g/km.

The 148bhp 2.2-litre i-DTEC diesel engine is our pick of the Honda Accord range. It's impressively refined, smooth and manages 53.3mpg (46.3mpg for the automatic) on its combined cycle, plus 138g/km of CO2 (159g/km for the auto).

In short, Honda definitely has a lot of catching up to do in this department, with most rivals offering stop-start or turbo petrol engine technology to boost their efficiency numbers.

Nissan X-Trail

The Nissan X-Trail has morphed from rugged 4x4 to car-like crossover, and will appeal to a much wider audience as a result.

There has been a radical overhaul of the Nissan X-Trail: gone is the upright styling and off-road bias of the old model, replaced by a curvy body and crossover-style performance and handling inspired by the slightly smaller Qashqai. As a result, it looks much more sophisticated and has a far higher-quality cabin that can be crammed with technology, while the large body means it delivers decent space, too. 

The new X-Trail is likely to appeal to a broader selection of buyers, and it continues Nissan’s fine run of recent form in building family-friendly crossovers. It looks well capable of challenging rivals such as the Ford Kuga and Honda CR-V, while the seven-seat option means it’s a viable alternative to the Hyundai Santa Fe.

There’s only one engine available: a 1.6-litre turbodiesel with 128bhp and 320Nm. Front-wheel drive comes as standard, but 4WD can be added on any of the four trim grades (Visa, Acenta, n-tec or Tekna) for £1,700. A 1.6-litre turbocharged petrol X-Trail will arrive later this year.

Our choice: X-Trail 1.6 dCi 2WD manual

Take a passing glance at the Nissan X-Trail and you might initially mistake it for its little brother, the Qashqai. However, the X-Trail is a full 100mm longer, as well as being wider and taller, and while the corporate nose is largely the same as the Qashqai’s the rounded rear is significantly different.

The ‘Qashqai XL’ styling creates a clear link between the two, and is clearly aimed at pulling in buyers easily won over by a sharper new suit. Nissan’s given the car its own LED running light ‘signature’ at the front, while the bold wheelarches are supposed to hint at Nissan’s rugged 4x4 heritage.

Entry-level X-Trail Visia models come on small 17-inch alloys, and the car looks much more purposeful and well proportioned in higher-spec n-tec or Tekna guises. These more generously equipped versions wear 19-inch rims, as well as a wealth of toys inside.

Owners of the old X-Trail won’t recognise the new one from the inside, but Qashqai owners will feel right at home. The layout is identical to the Qashqai’s, exhibiting quality soft-touch materials and excellent fit and finish. On X-Trail Teknas, the dashboard is dominated by a seven-inch touchscreen interface, called ‘NissanConnect’.

As well as controlling all the usual navigation and entertainment commands, it allows occupants to access their social media accounts on the move, and makes parking a doddle with the ‘Around View Monitor’ camera system. This uses cameras in the nose, tailgate and both door mirrors to create a birds-eye view of the X-Trail. The display is a little fuzzy, but it’s a handy back-up feature for urban driving.

The X-Trail is no entertainer, but it’s easy to drive for such a bulky machine, thanks to light steering, an unobtrusive six-peed manual gearbox (the Xtronic CVT auto is a £1,350 option) and a raft of safety tech.

Nissan wants to offer a commercially viable, fully autonomous car by 2020, and the X-Trail benefits from some of that burgeoning technology. ‘Active Trace Control’ constantly monitors your speed and steering input, trimming your line through a corner if the car senses you’re going to run wide, rather than cutting in with juddering traction control once the car has lost grip.

Active Ride Control appears too, using subtle engine braking to reduce oscillations over particularly bumpy roads, or over urban speed humps. However, it’s not enough to disguise a fidgety ride on the 19-inch alloys fitted to n-tec and Tekna X-Trails.

The 1.6 dCi engine develops 320Nm of torque – exactly the same as the old X-Trail’s 2.0-litre diesel. As a result, it’s just as punchy, but thanks to the smaller capacity, stop-start and a 90kg weight saving, the new X-Trial is 20% more efficient.

On the road, the X-Trail gathers adequate pace, but given this car hints at tough-terrain ability and can be offered as a seven-seater, we’d sacrifice a little of that fuel-sipping attitude for some more load-lugging grunt. Key rivals offer larger 2.2-litre diesel engine options, which would be a welcome addition to the X-Trail range. Nissan says it'll add a turbocharged 1.6-litre petrol engine to the line up later in 2015, but it's unlikely to fix the in-gear pace problem, due to having only 240Nm, along with an admittedly healthier 187bhp.

This X-Trail is an all-new car, right down to its chassis, so there’s limited reliability data for the time being. Impressively, it’s ageing predecessor still managed a 56th place finish in our 2014 Driver Power Survey, and the top areas owners criticised it for - quality, handling, and running costs – have all been vastly improved for this new X-Trail. Nissan itself finished 22nd in our best manufacturers tally, out of 34 total entrants.

The new X-Trail has plenty of safety tech in its arsenal, including liberal usage of high-strength steel in the bodyshell, plus the Nissan ‘Safety Shield’, which incorporates emergency city braking and lane-departure warning systems. All of this meant a strong five-star Euro NCAP rating for safety in 2014.

On first impressions, the X-Trail makes a great case for itself as a family car. Thanks to an all-new platform co-developed with Renault, and a 76mm wheelbase stretch versus the outgoing version, the X-Trail has the most legroom in its class, and the rear doors open outward by more than 80 degrees.

The rows of seating are arranged in a tiered theatre-style system, where every row sits a little higher than the one in front, for better visibility. This doesn’t come at the expensive of headroom, though, as there’s plenty of space in the back seats.

Nissan has consolidated its crossover line-up with the introduction of the X-Trail. It will no longer offer a seven-seat Qashqai+1, and if you want a third bench, then the X-Trail has them as an option. It’s a £700 upgrade, even on the most expensive model, which seems a little stingy - we’d prefer it if the flat-folding chairs were included as standard.

Paying £1,700 for four-wheel drive adds an adaptive 4x4 system. This can be switched between fuel-saving front-wheel drive, an automatic 4x4 system, which only sends drive to the rear wheels under hard acceleration or in slippery conditions, or a 4x4 lock mode, which is ideal for the worst weather and off-road situations. Nissan expects all-wheel-drive to be a small percentage of X-Trail sales and that should tell you all you need to know about this car’s move towards a road-biased, crossover metamorphosis.

Downsizing from 2.0-litre to 1.6-litre power pays dividends at the pumps for the X-Trail, which can return a claimed 57.6mpg in its most efficient two-wheel drive manual form. That only drops to 53.3mpg for the all-wheel drive model, although this is expected to be the minority seller as far as UK X-Trails are concerned.

CO2 emissions from 129g/km-139g/km mean the new X-Trail is four tax bands cheaper than the version it replaces. It’s dropped 10 insurance groups too, which all adds up to cheaper running costs, while there’s also an estimated nine per cent increase in residual values versus the old X-Trail.
That could be a killer blow against the X-Trail’s rivals from Kia and Hyundai, which traditionally depreciate more rapidly due to their perceived inferior badge credentials.

New BMW X1 2016

Latest version of BMW's smallest SUV is back and it's bigger and better than the old car.

The new X1 improves on the outgoing car in near enough every area. It’s taller and wider, so has a more rugged appearance, but is also more practical inside – giving it a leg-up into the ever-popular compact crossover market. It’s good to drive and cheap to run – and with the optional adaptive dampers, comfortable too. It’s not quite as spacious as a Mazda CX-5, but the BMW’s badge appeal is not to be underestimated. All-in-all it’s a much more rounded and appealing package than before.

The X1 is an incredibly important car for BMW. Since 2009, more than 730,000 of the estate/SUV crossovers have left the factory, and during its peak year as many as one in every 10 BMWs sold globally was an X1.

But the game has moved on - SUVs are the flavour of the month. Higher-riding cars like the Mazda CX-5, Audi Q3 and Honda CR-V have quickly made the X1’s lower, sportier-styling look a little dated, and at odds with its more rugged X3 and X5 siblings.

Despite being 15mm shorter, the all-new second-generation X1 is 53mm higher and 23mm wider than its predecessor. It’s immediately more imposing and SUV-like to look at, with loads of sharp creases, flared arches and more aggressive styling.

It’s more spacious inside, too, with loads of headroom, generous shoulder space and 37mm more legroom behind the driver and front seat passenger. What’s more, you can extend this to 66mm if you spec the sliding rear bench as a £195 option.

Up front it’s a big improvement over the outgoing car, although it’ll feel very familiar to anyone who has sat in a 2 Series Active Tourer, with plush materials, a logical layout and the usual thick-rimmed steering wheel.

All cars get a six-inch screen – operated via the usual iDrive controller – as well as clear dials, an electronic parking brake and loads of adjustment in the seat.

The boot is 85 litres bigger than on the old car (now 505 litres) and a whole two litres larger than you’ll find on a Mazda CX-5. Fold the rear seats flat, though, and you’ll reveal a 1,550-litre load area.

That’s 200 litres more than before, and while it’s smaller than the Mazda, it’s 135 litres up on its arch rival, the Audi Q3. You can even option your X1 with a fold-flat front passenger seat (£145) for all your IKEA-carrying needs.

The old X1 sat on a modified version of last-generation 3 Series Touring platform, but the new car shares its underpinnings with the MINI hatch. That means the entry-level sDrive 18d is in fact front, not rear-wheel drive, though the rest of the range comes with xDrive four-wheel drive as standard.

There are four engines to choose from, including one petrol and three diesels. All are 2.0-litre units, with even the basic 18d getting 148bhp. The more powerful 20d and 25d get 187bhp and 228bhp respectively, while the sole petrol – the 20i – uses a 189bhp four-cylinder turbo.

If running costs are key, you’ll want to opt for one of the efficient diesels. The entry-level 18d does 68.9mpg (114g/km) with the six-speed manual gearbox, while the four-wheel drive only 20d and 25d will do 57.6mpg and 56.5mpg respectively.

Go for the slick-shifting eight-speed auto and economy drops slightly, but not enough to make a feasible difference day-to-day. Unfortunately, there are no plans to bring the super-frugal three-cylinder sDrive 16d to the UK for now.

We were given an opportunity to drive the most-powerful xDrive 25d from BMW’s Munich HQ, down the autobahn and into Austria before twisting around the Alpine roads south of Salzburg.

Like the 2 Series Active Tourer, it’s surprisingly capable on a winding country road. The xDrive models send their power to the front wheels most of the time, but are able to switch up to 100 per cent of torque to the rear when it senses slip. The steering is direct, and body control is good, allowing you to push on with confidence when the roads allow.

The 25d diesel engine is punchy and refined, though it never feels lightning fast and is rather noisy when extended into the upper rev limits. The eight-speed auto fitted to our test car works as well in the X1 as it does in any 2 or 3 Series, swapping cogs automatically, or via clicks of the steering wheel-mounted paddles.

Our car was also fitted with optional £390 electronic dampers, and as a result rode really nicely over bumps and imperfections in the road. Unlike on the new 3 Series there’s no Sport+ mode, but even Sport sharpens the car’s responses with stiffer suspension and livelier throttle, gearbox and steering inputs.

Owners of the pre-facelift first-generation X1 will be pleased to know the Servotronic steering finds its way onto the new car. Early models were plagued by overly heavy steering that made the car a chore to drive around town – but the next X1 is easy to manoeuvre with lighter controls and decent visibility all round.

Prices start from £28,330 for the two-wheel drive 18d, but a mid-spec xLine 20d with four-wheel drive will set you back £33,680. For comparison, that’s about £1,500 more than an Audi Q3 S line, but the BMW is faster, cheaper to run, and bigger inside. 

Standard kit is good on the BMW, too, with even the entry-level SE boasting 17-inch wheels, sat-nav and a power tailgate. Sport models get bigger wheels and some racier details, while xLine cars add leather, LED headlights and classier aluminium trim. As before, the M Sport sits at the top of the range, with a more aerodynamic body, sports seats and stiffer suspension.

We’d think twice about plumping for this top-spec model, though. We’ve not driven the xDrive 20d yet, but on paper that’s the one to go for. The 25d’s £2,380 premium does seem steep, and it’s only a second faster to 62mph.

With a healthy 400Nm of torque we expect the 20d to feel plenty quick enough for most people. Plus its one Benefit in Kind tax bracket (21 per cent vs 22 per cent) lower, so it’ll be cheaper to tax for company car drivers.

Key specs

• Model: BMW X1 xDrive25d xLine
• Price: £36,060
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 228bhp/450Nm 
• Transmission: Eight-speed auto, four-wheel drive
• 0-62mph/top speed: 6.6 secs/146mph
• Economy/CO2: 61.4mpg/132g/km
• On sale: Now

Audi RS3

The new Audi RS3 is a real brute of a hot hatch, with an incredible 362bhp 2.5-litre engine on board.

When it comes to brute force, the Audi RS3 is the hot hatch of choice. Now in its second generation, it combines a sonorous 2.5-litre turbocharged five-cylinder engine with quattro four-wheel drive for a supercar-esque 0-62mph time of 4.3 seconds.

Rivals include the 355bhp Mercedes A45 AMG and new 320bhp four-wheel drive Focus RS. What’s phenomenal is that you get all that power wrapped up in a practical five-door hatchback package, so it really is a car designed to be used everyday. Like most fast Audis the RS3 prioritises immense grip and secure handling above any flamboyant fun at the limit, but as a means of getting from A to B extremely quickly it will shame most cars twice its price.

Although this five-cylinder engine has been around for a while Audi has worked hard to extract all the efficiency it can, so economy and CO2 emissions of 34.9mpg and 189g/km are more than acceptable, given the enormous performance on offer.

Our choice: Audi RS3 Sportback.

Audi’s RS models are usually designed to fly under the radar compared to more showy machinery like the Focus RS, and the new RS3 sticks to the brief. On top of the obvious badging, the single frame grille is filled with a gloss black honeycomb mesh with bigger air intakes either side. LED headlights with LED daytime running lights are standard, too.

RS3-specific 19-inch alloys are crammed into the flared wheel arches, while matt aluminium wing mirrors, a roof spoiler and two gaping oval exhausts finish off the subtly pumped-up look. Customers can choose from eight different colours, including two new shades introduced on this car – Nardo Grey and Catalunya Red. The standard A3 Sportback’s interior is a great place to start, and the RS3 turns things up a notch with a pair of gorgeous wingback sport seats, finished in quilted leather.

A flat-bottomed steering wheel trimmed in Alcantara feels fantastic in your palms, while the instrument cluster is upgraded with a digital boost meter for the turbo. Standard kit includes the retractable screen for displaying the sat-nav, rear parking camera and infotainment functions.

A launch control function lets you feel the full force of the RS3’s acceleration. Activate it and the way all four tyres dig in and slingshot you up the road quite literally takes your breath away.

With 362bhp and 465Nm at your disposal, and maximum torque arriving at just 1,650rpm, there’s massive performance on tap whenever you need it. It also means the RS3 is quite happy letting the super-smooth seven-speed twin-clutch gearbox (unfortunately there’s no manual option) swaps cogs seamlessly, and trickling around town in a higher gear is relaxing as any other A3 in the range.

Refinement is excellent on smooth surfaces, although the standard RS sports suspension can feel a little harsh when the surface breaks up – we’d recommend forking out for the optional adaptive dampers. But being civilized isn’t what the RS3 is about.

Selecting Dynamic mode via the drive select button opens up flaps in the optional sports exhaust (£1,495) and all hell breaks loose with explosions on the overrun, burps on upshifts and an offbeat snarling soundtrack when you’re on the throttle.

The variable ratio steering system is fast and direct, and body control impeccable when you keep things smooth and simple. Start chucking it around though and like its predecessor it has a tendency to understeer as you approach the limit.

For accomplished drivers the BMW M135i will be more fun, but for everyone else the RS3 is far quicker point to point.   

Audi is famed for the quality of its components, and the RS3 should be no different. We used the launch control several times back to back and the gearbox felt like it was happy to do it all day. Because the RS3 is based on the VW Group’s modular MQB platform (which saves 55kg compared to its predecessor), it uses a large number of common components already proven throughout the VW, Audi, Skoda and SEAT ranges.

If you plan to use your RS3 on track (which we wouldn’t particularly recommend), or to drive it particularly hard, often, then it might be worth ordering the optional carbon-ceramic brakes for their longer lifespan and fade-free stopping power. Also note that tyres will need replacing more often.

The Audi A3 scored a full five-star rating in the Euro NCAP crash tests, and there's a whole raft of safety systems to help prevent accidents. These include a lane departure warning system, and a 'Pre-Sense' program that tightens up the seat belts and closes the windows if the car enters a skid.

Not many cars of the RS3’s performance caliber can offer such a practical layout with five seats, five doors and a big boot. Compared to the three-door A3, Audi has added an extra 35mm to the wheelbase which frees up some welcome legroom in the rear – even six-footers will be comfortable back there. The long wheelbase also boosts bootspace by 50-litres compared to the three-door, for a total of 380 litres.

Drop the rear seats and the usable loading area jumps to 1,220 litres. Deep door bins and lots of cubby holes and cupholders make the most of the interior space. The firmer suspension makes the RS3 that little bit more tiresome on long journey and over poor surfaces, but with its surfeit of power and quiet cabin when cruising the RS3 is well suited to long trips. Just beware that you’ll be stopping to top up with fuel fairly often.

By sticking with the more characterful 2.5-litre turbocharged five-cylinder enfine, Audi has made some sacrifices in terms of fuel economy.

Even so, the RS3 is 12 per cent cleaner than its predecessor, with claimed economy and emissions of 34.9mpg and 189g/km. By comparison, the 296bhp four-wheel drive VW Golf R with a DSG gearbox returns 40.9mpg and 159g/km.

In addition to relatively good fuel economy, the RS3 has the strongest residual value compared to all its main competitors, retaining 54 per cent of its value after three years, compared to 47 per cent for the Mercedes A45 AMG and BMW M135i.

Peugeot 208 GTi

The Peugeot 208 GTi is well built, good to drive and fast. Has Peugeot finally managed to recapture the spirit of the 205 GTi?

 

Back in the 1980s, the Peugeot 205 GTi took the hot hatch market by storm. It was fast, fun and cheap to buy, while offering all the practicality of the standard car. However, following a disappointing Peugeot 206 GTi and 207 GTi, is the 208 GTi the car to recapture the magic of the 80s?

The 208 GTi marks something of a new era for Peugeot. While GTi versions of the 206 and 207 couldn’t live up to the reputation of the classic 205, this latest hot hatch delivers great performance in a surprisingly grown-up package.

Powered by a turbocharged 197bhp 1.6-litre engine, the Peugeot 208 GTi arrived in 2013, aimed squarely at the Renault Clio RS and Ford Fiesta ST. It's good to drive and relatively cheap to run, with room for four and all their luggage.

While it certainly lives up to its hot hatch tagline, the Peugeot 208 GTi has always lacked the sharp edge of Ford's ST, feeling more comfortable and refined, but less playful as a result. In December 2014, Peugeot launched the 208 GTi 30th Anniversary Edition, adding more power, bigger brakes and lower suspension. We reckon it's the car Peugeot should've made from the start. Despite it's £3,000 premium, it's the pick of the GTi range but only 100 models are destined to the UK. Yet, because it has been so well received, Peugeot has introduced a new GTi by Peugeot Sport trim level, which adds all of the mechanical magic of the GTi 30th.

Like the Fiesta, the Peugeot 208 GTi is only available as a three-door. To set it apart from the standard 208, Peugeot fits the 208 with a unique 3D chequerboard grille, beefier bodywork, and sports seats.

Our choice: 208 GTi 30th Anniversary Edition.

The standard 208 is a familiar shape in the supermini class, but the GTi version has been given enough of a makeover to stand out. GTi badges are added to the chrome trim on the C-pillars in a nod to the oval badges seen on the original 205 GTi.

Elsewhere, you get a chequered pattern for the grille, plus a racy red strip on the lip spoiler, chrome wing mirror caps, a sporty bodykit and 17-inch alloys with red brake calipers. The Prestige model in our pictures adds black paint to the wheels, panoramic glass and cornering lights. Overall, the 208 GTi is neatly proportioned, while the styling tweaks mean it has a more distinctive look than lower-spec models.

Inside, build quality isn’t quite as good as rivals, but there are some sporty upgrades to be found. The part-leather sports seats feature a single red pinstripe, but the 208’s awkward driving position remains. Some of our testers needed to move the small steering wheel down to their lap to be able to see the dials, which feels a little unnatural.

At least the dashboard looks attractive, particularly the glowing red LED surrounds for the speedo and rev counter. The 208’s touchscreen multimedia system is fiddly to use on the move, although the steering wheel-mounted audio controls do help that.

The 1.6-litre engine under the bonnet of the Peugeot 208 GTi is a feisty unit. Churning out 197bhp, it pulls hard from low down in the rev range and in general, feels happy to be worked hard - extracting its full potential is good fun. If that's not enough, you can go for the more powerful 30th Anniversary model, with 8bhp more and a welcome 25Nm boost in torque.

Peugeot has increased the front and rear track of the GTi over the standard car, and there’s plenty of grip
in corners as a result. The steering feels meaty in your hands, although the small wheel does see you taking an awkward, elbows-in driving position to gain proper control. While it has quick responses, feedback is a little vague.

Where the Peugeot really stands out is with its stability. Mid-corner bumps are shaken off without fuss, although if you do breach the limits of grip, the stability control cuts in quite abruptly. Switch off the electronic safety net, and you’ll need quick responses, because while the 208 is rewarding to drive at the limit, it will break away suddenly if you are over enthusiastic with your inputs.

The brakes on the 208 GTi are good and the six-speed manual gearshift is slick, but the steering, despite tweaks from Peugeot making it heavier than in the standard 208, could do with heftier weighting and greater feedback. Still, it’s accurate and quick to respond, plus in combination with the light clutch it makes the 208 GTi easy to drive in town. Opt for the 30th Anniversary model and you'll benefit from a set of brilliant Brembo brakes and a trick Torsen differential.

The suspension on the standard GTi makes it an easy hot hatch to live with, because the 208 deals with bumps much better than most of its hot hatch rivals. The 30th is firmer, but shouldn't pose too many problems if you want to use it every day. Overall both cars are tons of fun on the right roads, but docile enough to be driven every day.

In the past, Peugeot had a reputation for being flaky both in terms of reliability and build. To suggest they'd be able to match the German manufacturers for both would get you laughed at.

There have been electrical niggles in the past with the 208, although with production running for over two years, you would expect these gremlins to be ironed out over time. The 208 did well to finish 49th in our 2014 Driver Power survey, although it only had an average score for reliability.

The GTi should be no different, you can expect it to stand up to the rough and tumble of family life, or whatever else you might fancy throwing at it. In fact, the mix of upmarket materials and solid construction found in the 208 GTi makes the interior of rivals such as the Renaultsport Clio feel low rent.

Despite being a performance model, there’s no reason why the 208 GTi should be any more prone to problems than the rest of the 208 range.

As it's only available as a three-door, the Peugeot 208 GTi is a little less practical than the standard car, which can be chosen as a five-door. It does, though, look very good as the three-door body gives it a sporty profile.

Despite having slightly smaller external dimensions than the Clio, the 208 is almost exactly the same size inside as the Renault, with just enough room for four adults.

The boot is 285 litres - roughly the same as the Ford Fiesta - and folding the split/fold rear seat increases the amount of room to 1,076-litres.

One criticism is that Peugeot has made the steering wheel in the 208 small so the instrument cluster is clearly visible over the top of the rim. However, like the standard car, the top of the chunky wheel in the Peugeot 208 GTi obscures the speedometer and rev counter, which quickly becomes frustrating.

Some people may also find the bolsters on the base of the sports seats a little bit uncomfortable, which is a shame because otherwise they are very comfy to sit in. What's more, like many French cars, the fusebox is mounted in the glovebox, meaning there's precious little space for anything else.

Despite churning out almost 200bhp, the Peugeot 208 GTi is pretty wallet-friendly. Its 1.6-litre turbocharged engine, low kerb weight and polished aerodynamics all contribute to a combined cycle fuel economy of 47.9mpg, with 139g/km of CO2 emissions. From 2015, tweaks to the engine will boost economy to 52.3mpg, while emissions will drop to 125g/km.

Like any quick car, though, drive the 208 GTi hard or mainly around town, though, and expect to see fuel economy tumble to less than 30mpg.

Peugeot doesn't offer a fixed price servicing package for the 208 GTi, so maintenance won't be cheap. However, it's not all bad news because our experts predict that the 208 GTi will hold onto nearly 50 percent of its new value after three years motoring.

Peugeot 2008

Peugeot's 2008 small crossover is a competitive, efficient and stylish Nissan Juke alternative, if not the most fun to drive.

The 2008 is Peugeot's entrant into the fiercely competitive and popular compact crossover market. They combine the compactness and agility of a supermini, with the high driving position and fashionable rugged style of an SUV.

The 2008 uses an extended platform borrowed from the 208 supermini. It's very similar in style and execution to Renault's Captur, and its clear that both were designed with each other in mind. Its chunky and tall, yet curvier and more stylish than most of the opposition, if not as distinctive as the Nissan Juke or Citroen C4 Cactus.

But just because it looks like a shrunken SUV, don't expect to be ploughing through fields - the 2008 is only offered with front-wheel drive, a decision taken to keep weight and costs down. However, Peugeot switchable traction control system and all-season tyres mean it's better equipped to deal with a slippery country lane than the 208 hatchback.

It's more comfortable to drive than the 208, too, with slightly more supple suspension, while inside the boxy lines mean it has decent space inside for its size. There's plenty of room for four adults and the 360-litre boot is bigger than the Nissan Juke's.

There's a wide choice of diesel and petrol engines, but the smooth, punchy and more economical diesels are the clear choice for us. The most efficient 1.4-litre HDi model emits less than 100g/km of CO2, although it's the 1.6 e-HDi that delivers the strongest compromise between performance and economy.

Our choice: 2008 1.6 e-HDi 92 Allure.

A boxy shape and chunky detailing give the Peugeot 2008 a distinctive shrunken 4x4 look that helps it to stand out from the crowd. 

The nose is inspired by the 308 hatchback’s, while the stepped roofline, more traditional silver roof rails and additional chrome trim above the back windows add a bit of interest to the 2008’s shape. The large tailgate is more upright than the Citroen’s, while the lower load lip and level boot floor make loading easy.

Inside, the 2008 feels upmarket, but this quality is matched by the C4 Cactus. There are soft-touch plastics on the dash, a smart centre console touchscreen and blue-rimmed dials. 

However, unlike the Citroen, you need to drop the small steering wheel into your lap to see the dials, rather than peer through the wheel. The seats are comfortable, but as in the Cactus, the driving position isn’t the most natural, although it’s something you soon get used to.

You get a touchscreen infotainment system that’s similar to the Citroen’s set-up, although the scrolling sub-menus take some getting used to. Like the Cactus’ system, the animation takes its time, so navigating through the screens isn't as slick as the system in a Skoda Yeti.

The quality of the switchgear is good, although the Citroen feels better built and has a higher-grade feel. In the back, the seats are comfortable and there’s a decent amount of headroom available, although as with the Citroen, legroom isn’t brilliant.

The Peugeot 2008 works best with the smooth 1.6 e-HDi diesel engine. It can be a little noisy when you work it particularly hard, but it’s not intrusive, and it gives the 2008 a decent turn of speed.

The six-speed gearbox is a little notchy, although it never baulks, and you really feel the benefit of the extra ratio on the road, as you’re not constantly fishing for the right gear The 2008’s raised ride height means there’s longer travel suspension, which you can really feel the benefit of on city streets. 

Allure models come with 16-inch alloys, although the ride is still comfortable on the optional 17-inch wheels fitted to the car in our pictures. Add in sharp steering and a tight turning circle, and the 2008 is a surprisingly capable urban runabout.

Head for the open road, and while the Peugeot has a fair amount of body roll it never feels unstable. At motorway speeds, it’s relaxing to drive, helped by the long sixth gear, which allows the engine to turn at 1,900rpm, although the C4 Cactus was quieter and even more refined at speed.

Allure models come with 16-inch alloys, meaning the 2008 is fairly comfortable. Add in sharp steering and a tight turning circle, and the 2008 is also a surprisingly capable urban runabout.

Head for the open road, and the Peugeot never feels unstable. At motorway speeds, it’s relaxing to drive and is helped by the long sixth gear, which allows the engine to turn at 1,900rpm.

The steering is quick but a little lifeless, meaning the 2008 manages to corner well but lacks a bit of the fun factor.

The 208's running gear and technology have been carried over from the 208 supermini. That car has had its fair share of electrical niggles, especially with the touchscreen infotainment system. We’ve had first-hand experience of these problems in a 208, and at one point the car on our fleet had its whole infotainment system replaced under warranty.

However, 2008 owners praised the general reliability of their cars in our Driver Power 2015 satisfaction survey, so it looks like these glitches have been ironed out. High places for running costs and comfort show it's an efficient and easy car to live with.

Elsewhere, the car’s mechanicals are tried and tested, and used in other models in the line-up, so durability shouldn’t be a problem. The 2008 earned a five-star Euro NCAP crash test rating, and has a similar set of safety features to the Kia, although the Captur achieved slightly better percentage scores across the board.

The addition of grip Control tailors the front-wheel-drive transmission to suit different road types and weather conditions.

The back seats in the Peugeot 2008 fold in a 60:40 split and leave a completely flat load area. There’s also space under the boot floor around the spare wheel, which has extra, hidden storage.

The 2008’s cabin feels bright and airy, but back seat space is pretty tight and there isn’t as much storage, either. 

You get a small bin behind the gearlever, while the glovebox is restricted in size due to the location of the fusebox behind it. Up front, however, it’s roomy and the raised ride height is a definite bonus.

 

The 1.6-litre e-HDi diesel is the most efficient engine in the range, with CO2 emissions of 98g/km and fuel economy of 74.3mpg when combined with the automatic EGC gearbox.

Going for the manual pushes fuel economy down to 70.6mpg, no matter whether you pick the 115bhp or 92bhp version. The entry-level 1.4 HDi diesel performs just as well, with an official fuel economy of 70.6mpg.

The petrols aren't quite as good, with the 120bhp 1.6 VTi managing 47.9mpg and the 82bhp 1.2 VTi claiming 57.6mpg. Expect the three-cylinder turbo engine, arriving in early 2014 to better both of these figures, while boasting as much as 130bhp.

New Hyundai Tucson 2015

We get behind the wheel as Hyundai Tucson name returns on classy new Qashqai rival, starting at £18,695.

Our test drive was short and confined to a top-specification four-wheel-drive model that definitely won’t be the best-seller. But despite this, the Tucson’s key strengths are clear to see. It’s a very stylish, well made addition to a sector that’s already fit to bursting. Our top-drawer model was a bit pricey, but the starting price is competitive and we'll find the sweet-spot in the range in further drives.

New SUVs are arriving thick and fast in 2015, and the stream of high-riding cars shows no signs of letting up any time soon. Hot on the heels of last month’s new Renault Kadjar is the Hyundai Tucson – and Auto Express has had an exclusive first drive.

If you think the name sounds familiar, so it should – the Tucson joined Hyundai’s range in 2004 and was replaced five years later by the ix35. Now it’s back, and while the original Tucson was known for offering value for money, the new one aims to be the latest chapter in a string of modern-day success stories for Hyundai, continuing in the same vein as the i10, i20 and i30.

On paper it’s a direct replacement for the ix35, and it carries the weight of elevating Hyundai’s annual UK sales to the magic 100,000 over the next few years. The i10 city car, i20 supermini, i30 hatch and new Tucson will have to shift 20,000 units each per year, with the rest of the range accounting for the other 20,000. Hyundai sold 16,900 ix35s in 2014 – so all eyes are on the Tucson.

It’s fair to say the newcomer takes the eye. We last saw the Tucson at the Geneva Motor Show, and in the metal and free from glaring stand lights, it’s even better looking. Hyundai’s European design team’s worked hard on fixing the ix35’s faults – namely, its slightly dumpy appearance. The brand’s also following the trend of giving its next generation of cars a more premium look, with Hyundai Design Center Europe’s chief Thomas Burkle telling us his top priority was a more athletic, daring and upmarket stance.

So, gone are the ix35’s bulbous curves and in come tauter lines and creases. The front end is dominated by a gaping chrome grille, with squared-off wheelarches at the sides. A ‘z-shape’ shoulder crease and a rounded rear complete what is one of the class’s better-looking cars, matching Nissan’s Qashqai and Renault’s Kadjar for style.

Inside, the ix35’s haphazard dash design has made way for a more organised, neater arrangement – but there’s now an air of blandness. What’s more important, though, is the build quality and level of tech on offer. Our test car was a late pre-production model, so while it’s close to what buyers will be trying out in showrooms this September, it’s not quite the finished article. Despite this, the overall fit and finish have taken a welcome step up in quality over the ix35.

Our top-spec model will be badged Premium SE in the UK.  The entry-level 'S' spec starts at a competitive £18,695, but our top-spec model nudged a hefty £32,345. Standard kit on entry-level T should includes DAB radio, Bluetooth, alloys and air-con, yet our car was packed with luxury goodies such as full leather trim, heated and cooled front seats, heated rear seats, two-tone 19-inch alloys, blind-spot detection and swivelling auto headlights. Putting the £48k Genesis saloon aside, it’s the most luxurious Hyundai we’ve driven.

On the move, the cosseting cabin is matched by impressive refinement. Our car’s 182bhp 2.0-litre diesel teamed with 4WD was smooth and delivered a muted hum.

It was only let down by a slow-shifting six-speed auto. Other engines will include a front-wheel drive 133bhp 1.6 petrol, and113bhp 1.7 and 134bhp 2.0 diesels. A 174bhp 1.6 petrol turbo can be had also, but is four-wheel drive only. Six-speed manual and autos are on offer (manual only on the entry-level 1.6), while there’s also a new dual-clutch auto on the 1.6 petrol turbo. We suspect the 1.7-litre diesel manual would be the best all-round package.

In fast bends, the steering is lifeless dead-ahead and gives no sense of feel under lock. It’s accurate, though, and is quick to weight up, and our car’s Drive Mode Select function added a good amount of weight in Sport mode. The Tucson is spacious, with plenty of rear space. Boot room is competitive as well; with the back seats in place, there’s 513 litres on offer. This swells to 1,503 litres (the auto 4WD has 488/1,478 litres), which is comfortably larger than the Kadjar’s 472 and 1,478 litres. Rear visibility isn’t the best, however, due to the Tucson’s sloping roof.

On the basis of our brief test drive, the new Hyundai could have the potential to steal crucial sales from the current class leaders. In the coming weeks we’ll be driving more versions – and there’s the possibility for it to really shine.

Key specs

• Price: £32,345
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 182bhp/400Nm
• Transmission: Six-speed automatic, four-wheel drive
• 0-62mph: 9.5 seconds
• Top speed: 125mph
• Economy/CO2: 43.4mpg/170g/km (est)
• On sale: September 2015

New Mercedes GLC 2015

 

UK-bound 2015 Mercedes GLC is good enough on road and off to worry Audi Q5 and BMW X3.

 

With no premium small SUV in its range, Mercedes has had to watch as rivals BMW and Audi won the hearts of UK buyers with their X3 and Q5 models. Yet, at long last, the new Mercedes GLC has arrived on the scene. Based on the C-Class, the GLC is more car-like to drive than its rivals, very refined with a well made interior and plenty of luggage space. It’s looks aren’t just for show, either, as the optional off-road package makes the GLC a talented 4x4, too. Watch out, X3 and Q5.  

This is the year that Mercedes will leave no stone unturned when it comes to its new range of SUVs. In a bid to regain lost ground to main rivals BMW and Audi in the premium SUV markets, Mercedes is going all guns blazing with a raft of new 4x4s and a new naming structure to make digesting its range a little easier.

We’ve had the chance to ride in the front seat of a pre-production Mercedes GLC recently, but now we’ve been behind the wheel of the car that hits showrooms this month.

The GLC is Mercedes’ answer to the BMW X3 and Audi Q5, and replaces a car that was never offered here – the GLK. The GLK’s boxy body, however, has changed to something far more curvy and aerodynamic.

As is the trend in so many markets these days, the GLC is also larger than the car it supersedes – it’s 12mm longer and 4mm wider, but, interestingly, it’s shorter, broader and lower than the X3.

Plus, the wheelbase has been stretched by nearly 120mm, which all adds up to a more roomy interior. There’s now extra shoulder room – especially up front – plus 550 litres of boot space with the 40:20:40-split rear bench up, and 1,600 litres with the seats down. That’s almost identical to its two nearest rivals’ capacities.

Yet despite the increase in dimensions over the GLK, the GLC weighs an average of 80kg less than its predecessor due to more extensive use of ultra-high-strength steels and aluminium in its structure. Along with tweaked engines and a new nine-speed automatic gearbox, there are efficiency improvements of up to 19 per cent, too.

The GLC uses the same platform as the C-Class (hence the ‘C’ in its name) but in order to make it competent off-road, it has been given short overhangs that allow the approach, departure and ramp angles to be only slightly lower than those of the old GLK.

Adaptive dampers and steel springs come as standard, with Air Body Control air-suspension available as a £1,495 option. Select Sport on the standard Dynamic Select system with this extra fitted, and the GLC drops by 15mm, while the dampers stiffen for more focused driving. And to make it easier to load items into the boot, the tailgate lip can lower by 40mm, too.

We already know the GLC is a competent off-roader from the passenger seat, but behind the wheel, what’s immediately noticeable is how incredibly car-like it is to drive. That’s no bad thing being derived from the C-Class family, with limousine-esque comfort, good cabin soundproofing and, thanks to the different driving modes, the ability to rein in excessive body lean.

The engine responds with strong stamina just above 1,500rpm, where all 500Nm of torque is deployed and the new nine-speed auto makes best use of the performance and economy available from the four-cylinder 201bhp 2.1-litre diesel engine.

It’s refined on the move, and Sport mode allows the GLC to take corners with very little body roll. All GLCs have permanent four-wheel drive, but the newcomer gets a more rear-biased set-up over its predecessor, with 67 per cent of torque sent to the back wheels.

The engine range, for the moment, comprises two 2.1-litre diesels: a 220d with 168bhp and 250d with 201bhp; and from December, a GLC 350e plug-in hybrid model will be available. Our 250d test car offers the best blend of performance and running costs – 0-62mph takes 7.1 seconds, it returns 56.5mpg and CO2 emissions of 129g/km mean annual road tax is £110.

Our entry-level SE-spec car came with 17-inch alloys, a reversing camera, man-made leather upholstery, electric front seats, an electric rear tailgate and automatic climate control. Naturally, there’s a long list of options, which can send the top-spec 250d AMG Line’s £40,095 price higher still.

Key specs

• Price: £36,105
• Engine: 2.1-litre 4cyl turbodiesel
• Power/torque: 201bhp/500Nm
• Transmission: Nine-speed automatic, four-wheel drive 
• 0-62mph: 7.6 seconds
• Top speed: 139mph
• Economy/CO2: 56.5mpg/129g/km
• On sale: Now

Nissan Note

The latest Nissan Note is just as practical as ever, but it's now more stylish and better to drive, too.

The Nissan Note has always gone its own way. With its supermini dimensions and MPV styling cues, the British-built machine aims to combine unrivalled practicality with low running costs.

The Nissan Note is a supermini roughly the same size as the Ford Fiesta or Volkswagen Polo but it has a huge focus on offering loads of space for passengers and a seriously impressive boot, too. Add to that a comfortable ride, plenty of technology and some low running costs and the Note is a worthy rival to the best in class.

The Note doesn't quite have the funky appeal of the Fiesta or the Renault Clio but it's definitely a lot more stylish than the old model. As well as the new look, Nissan has introduced some punchy new engines, including a 1.2-litre supercharged engine, with impressively low CO2 emissions of 99g/km. There's a diesel version, too, which boasts 90g/km.

The chassis has been tweaked for European roads so it's better to drive as well and Nissan does off a Ride and Handling pack on certain models, but even with it fitted the Note can't match the Fiesta for fun. There's lots of new safety equipment, including a surround view camera system, lane departure warning and blind spot monitoring.

There are four good-value trim levels to choose from: Visia, Acenta, Acenta Premium and Tekna. We'd go for the diesel version as it gets great economy and is punchy on the road, but go for the petrol 1.2 if you're not going to be covering very many miles per year.

Our choice: Note 1.5 dCi Acenta Premium

You’d struggle to call the Note distinctive, but its MPV-inspired ‘one box’ design means it still manages to stand out from the supermini crowd. With its soft curves and rounded edges the Nissan looks softer and less aggressive than its hatchback rivals, while its boxy proportions and upright tailgate hint at the roomy interior.

Entry-level models make do with black door handles and mirror housings, but other versions get body-coloured items. The range-topping Tekna benefits from 16-inch alloys, splashes of chrome trim and rear privacy glass.

Climb inside the Nissan and you’ll realise the cabin isn’t quite as interesting as the exterior design. The materials have the lowest-quality feel of the trio, while the piano-black plastic insert around the heating controls looks cheap. The Note does get two silver plastic spars either side of this centre console to brighten things up, but it’s a token effort in an otherwise drab, black and plasticky environment.

Although the Nissan costs more than rivals like the Kia Venga, one of the redeeming features is that you get a lot of gadgets for your money. High-spec n-tec trim level comes with a reversing camera, sat-nav, DAB and app-based Internet radio, plus cruise and climate control, a tyre pressure monitor and lots of safety kit.

The Nissan Note is easy to drive around town, thanks to its compact size and light controls, while the £400 Safety Shield option includes a surround view camera system that helps get the car into the tightest spaces.

Nissan’s also fine-tuned the Note on European roads, so it's much better to drive here than it was before - but it still can't match cars like the Ford Fiesta for driver engagement. However the steering is well weighted body control is good too - it's better than a Honda Jazz, for example - but the ride is a little firm over less than pristine surfaces.

A characterful three-cylinder engine is available in the Note, which is strong enough despite the 1.2-litre capacity and 79bhp output. Buyers wanting more performance can pay £1,000 extra for the supercharged DIG-S, which delivers 98bhp and 147Nm of torque.

The 1.5-litre diesel feels a lot quicker than any of them and it provides some seriously impressive fuel economy figures, too. The only problem with it is that it can get a little bit noisy under acceleration.

The Note’s chassis has a firm edge to it that transmits vibrations through to the cabin over rutted roads, but Nissan has tuned the car’s handling for Europe so it does mean it’s a little more involving to drive.
It can’t match the B-MAX’s agility or grip, but good body control and nicely weighted steering mean the Note feels at home and secure on back roads as well as motorways.

Japanese brands like Nissan have traditionally always had a strong reputation for reliability. However, in this year’s Driver Power survey it finished way down the order in 28th out of 32, while its dealers didn’t perform much better, coming 25th in our most recent survey.

The Note was voted the 143rd best car to live with, which is nothing to write home about, either. Just like most rivals, you get a three-year/60,000-mile warranty, but there's three years’ roadside assistance thrown in, too.

When it comes to safety, the Note is the most comprehensively equipped of the three, with blind spot and lane departure warning, moving object detection, ESP and six airbags. This helped the car to earn a full five-star Euro NCAP rating.

The cleverly packaged Note is a very practical choice. The large, wide-opening doors make entry easy, while the big windows help create an airy ambience. And although there’s no height adjustment for the steering, the high-set driving position is comfortable.

However, the Note’s party trick is its sliding rear bench, which allows you to choose between executive car-rivalling rear legroom or a generously sized 411-litre load bay – in this latter configuration there’s very little space for occupants in the back, though. Fold the rear bench and you’ll find its boxy shape pays dividends because there’s a gigantic maximum capacity of 1,495 litres.

The boot also benefits from the brand’s Flexiboard system, which can be used as either a load divider to stop shopping rolling around, or to raise the height of the boot floor to create a flat load area with the seats folded down. Lift the floor and you’ll find a usefully deep, tough plastic-lined cubby. There are also a couple of shopping bag hooks and a 12V power supply.

Elsewhere in the cabin you’ll find a number of practical touches, including a spacious double-decker glovebox and a number of cup-holders, including a pair hidden in the rear seat’s centre armrest. The only real black mark is reserved for the door pockets, which are narrow and tricky to access on the move.

The new Nissan Note is very economical, with all engines equipped with stop-start technology. The 1.2-litre DIG-S petrol and 1.5-litre dCi diesel models emit less than 100g/km of CO2, which means road tax is free. Go for the standard 1.2 and it'll only cost £20 a year, though.

The 1.5-litre diesel engine returns 78.5mpg, the 1.2-litre DIG-S petrol returns 65.7mpg and the smallest 1.2-litre petrol returns 60.1mpg. There's even an eco mode that encourages you to drive smoothly to improve your economy figures.

Nissan also offers a £199 pre-paid servicing pack, giving three years/36,000 miles of routine maintenance. It’s not all good news, though, because our experts predict the new car will hold on to only 39.8 per cent of its value over three years.