Mitsubishi Outlander PHEV

 

Game-changing Mitsubishi Outlander PHEV plug-in hybrid SUV can deliver 148mpg and CO2 emissions of just 44g/km.

 

If you want space, rugged SUV styling and low company car tax bills, then the Outlander PHEV makes a certain amount of sense. However the cabin feels low-rent and the driving experience isn't up to the standards of the best 4x4s, plus the petrol engine can be thirsty. 

The Mitsubishi Outlander PHEV became the world’s first plug-in hybrid SUV when it went on sale early in 2014. With a high-tech powertrain and headline economy figures of 148mpg and 44g/km of CO2, it’s made a big impact on the UK car market, particularly among company car drivers. 

Thanks to the £5,000 Government plug-in car grant, the Outlander PHEV prices range from just over £28,000 for an Outlander GX3h to £40,000 for the top-spec GX5hs. With the GX4h and GX4hs in the middle of the line-up, overall prices for the PHEV are largely the same as for the equivalent diesel Outlanders, giving buyers an interesting decision.

Further efficiency and economy benefits from owning an Outlander PHEV include exemption from road tax and the London Congestion Charge. Although, electric cars have previously enjoyed a zero per cent Benefit in Kind (BIK) company car tax rate, as of April 2015 rates are going up. Owners of cars such as the Outlander PHEV will still only be liable for the five per cent tax bracket.

On the road, it’s no surprise that the Mitsubishi Outlander PHEV is much quieter than the regular diesel Outlander, no matter which mode the car is operating in. Be it petrol engine and electric motors working in sync, or as a pure EV, the PHEV is extremely hushed.

The impressive refinement of this Mitsubishi hybrid is due to enhanced sound deadening throughout the car, but also thanks to the hybrid powertrain, which favours running in all-electric mode. The petrol engine is noticeable when you start the car up, but it’s never overly loud or intrusive.

In terms of performance, the Outlander PHEV puts out a combined 204bhp from two electric motors – one on each axle for four-wheel drive– as well as a 2.0-litre petrol engine. Normally, the PHEV runs in pure electric mode with 161bhp.

When the battery charge drops below a certain level, the petrol engine kicks in to generate electricity. Mitsubishi calls this Series mode, which will work up to 70mph. At higher speeds, a clutch engages to connect the engine directly to the front wheels, providing drive while recharging the battery at the same time, hence the 43bhp boost in maximum power.

Power delivery is smooth and the Outlander will go on to reach a top speed of 108mph, but it never feels that brisk. There’s also a mode that fires up the engine to charge the battery for later use, while shift paddles on the steering wheel increase the force of the regenerative braking, charging the battery faster.

With a full battery and fuel tank, the Outlander PHEV can manage a claimed 560 miles without stopping. Charging takes about five hours from a domestic socket, or an 80 per cent charge can be achieved in 30 minutes from a fast charger. Of course, the fuel tank can be topped up for instant mobility, too.

While the Outlander provides an all-electric range that most traditional hybrids can’t match, it’s also theoretically a better-handling car. Mitsubishi has fitted a torque-vectoring system – dubbed Super All Wheel Control (S-AWC) – that shuffles power to the wheels that require it the most.

The ride height has been dropped by 30mm to the regular Outlander, and the batteries are positioned between the wheels, so the PHEV has a lower centre of gravity. This means it changes direction well enough, but it’s still no sports car and the ride can be jarring. This is especially noticeable through the corners where the suspension can lose composure over mid-corner bumps. The steering is light and direct, but it has noticeable kickback.

Inside, the Outlander is a practical choice and is packed with kit. It has good visibility, light controls and plenty of room for five passengers, plus a decent-sized 436-litre boot, but the infotainment system can be difficult to get your head around and quality isn’t as impressive as other cars at this price. The interior is funcitonal, but a little basic. The combination of gloss black trim and silver inserts help lift the dash, but some materials feel low-rent. 

Key specs

• Price: From £28,000 (incl. £5,000 Govt grant)
• Engine: 2.0-litre 4cyl petrol plus electric motors
• Power: 204bhp
• Transmission: Single-speed, four-wheel drive
• 0-62mph: 11.0 seconds
• Top speed: 106mph
• Economy: 148mpg
• CO2: 44g/km

Volvo XC70

 

The Volvo XC70 offers plenty of practicality, comfort and can tackle the rough stuff, too.

 

The Volvo XC70 is a four-wheel-drive version of the V70 estate, with a raised ride height to give it some off-road capability. It's a direct rival to the Audi A6 allroad and similar in concept to the Vauxhall Insignia Country Tourer and VW Passat Alltrack. Like the standard V70, the XC70 has a big boot and high-quality interior, but it should be able to go further in snowy, icy or muddy conditions. Depending on where in the UK you live, that ability could be vital at certain times of the year. Setting the XC70 apart from the regular estate are plastic body cladding and metal sump guards. It also has longer-travel suspension, which means it rides better – although this inevitably results in more body roll when driving through corners. Overall, the XC70 should prove to be tough, dependable and practical family transport, especially for those who don't like driving crossovers or SUVs such as Volvo's XC60 and XC90.

Volvo has not made the XC70 look hugely different to the V70 on which it's based. It's simply jacked up the suspension, added some plastic body cladding and fitted metal scuff plates under the front and rear bumpers. The end result does add poise and presence to the car, although it's not exactly attractive. Things are better inside, where Volvo's trademark floating centre console is the stand-out feature. The driver's controls are all user friendly and logically laid-out – particularly the intuitive buttons for the ventilation system. 

With soft, long-travel suspension for better off-road performance, the XC70 rides very comfortably on rough or potholed roads. It's a smooth motorway cruiser, too, however once you hit a twisty back road, you'll find it suffers from a good deal more body roll than the standard V70 through corners. When you do tackle the rough stuff, the XC70 doesn't disappoint. It has an impressive four-wheel-drive system and a full 210mm of ground clearance to avoid large rocks and ruts. Two diesels and one petrol engine are available. The latter is a 300bhp T6 that delivers rapid acceleration but will be quite heavy on fuel. The diesels are a better compromise: the 161bhp D4 is more than sufficient while the 212bhp D5 has a nice bit of extra shove. 

All of Volvo's engines and transmissions are well proven and have an excellent reliability record. XC70 owners are more likely to encounter electronic problems - specifically affecting the central locking system and engine immobiliser. Elsewhere, Volvo's longstanding commitment to best-in-class safety is reflected in the V70's maximum five-star Euro NCAP crash-test score, and there is a long list of passive and active safety systems available for the XC70.  

Volvo estates have always majored on practicality, and the XC70 continues that trend. Rear-seat passengers enjoy plenty of head and legroom, while a low loading lip and flat-folding rear seats mean it's easy to make the most of the 575-litre boot (which expands 1,600 litres with the seats lowered). Clever storage spaces can be found throughout the cabin: there's a rubbish bin in the back and an umbrella holder built into the tailgate. 

Avoid the XC70 T6 petrol model if you want to keep costs down. The 300bhp engine is undoubtedly fast, but consumes fuel at an alarming rate – and residual values suffer as a result. The 161bhp D4 diesel with a manual gearbox is the most efficient drivetrain for the XC70, returning 51.4mpg and emitting only 144g/km of CO2. Even with those impressive figures, the car still goes from 0-60mph in 9.6 seconds. Volvo servicing can be quite expensive, and the XC70 won't match the residual values of an Audi or BMW. 

Toyota GT 86

The Toyota GT 86 combines great fun and excellent value in a good-looking package.

The Toyota GT 86 is a back-to-basics, rear-drive sports car with a bargain list price and plenty of driver appeal. It's identical to its sister car, the Subaru BRZ, in all but its badge, sharing the same 2.0-litre 197bhp boxer engine and six-speed manual gearbox. A six-speed auto is also available as an option, but we'd avoid this as it doesn't do justice to the car's sporty nature.

While the GT 86 isn't the most powerful car in its class, the naturally aspirated engine begs to be revved and offers plenty of performance for keen drivers. The lightweight body and rear-wheel drive layout make it one of the best handling sports cars on sale.

It's been on sale since 2012, and is now available in a choice of specifications. There's the basic GT 86 Primo, which does without keyless entry, climate control and automatic headlights, as well as a pair of high-end special editions called the GT 86 Giallo and the GT 86 Aero. The latter adds a sporty bodykit and huge rear wing, but retains the same 2.0-litre engine.

The Audi TT is also an alternative to the Toyota GT 86 and the Subaru BRZ but the low price of the both of the ’Toyobaru’ cars means they're better value. The Subaru BRZ is now cheaper than a manual Toyota GT 86 thanks to a £2,500 discount and has more exclusivity. Toyota, however, has a wider dealership network should anything go wrong.

Both Toyota and Subaru scored very well in the 2014 Driver Power manufacturer survey and ranked 17th and 16th respectively.

Toyota also makes a tuned Toyota Racing Development (TRD) version of the GT 86, which adds some tuning parts and has a more aggressive looks. However, it's very pricey.

Our choice: GT 86 2.0 2dr Manual.

The Toyota GT 86 is a traditional looking sports car with aggressive styling, which includes a long bonnet and a short tail, plus a large front grille and rear splitter with twin exhausts. The Subaru BRZ is virtually indistinguishable aside from the badges.

The Audi TT has a more premium feel and appearance, especially on the inside, but the way the Toyota GT 86 looks reflects its personality - it's fun.

The interior of the Toyota GT 86 is full of cheap looking plastics, but the layout (flick switches, for example) and the mock-carbon fibre trim make it feel like a road-going racer. The frameless rear-view mirror and optional built-in sat-nav give it the edge over Subaru's BRZ, but hot hatch rivals like the Ford Focus ST are cheaper and nicer inside.

The Toyota GT 86 TRD gets an even more aggressive body kit, which has a different front spoiler, side skirts and special 18-inch alloy wheels, while special edition Aero models add a huge rear wing – without any tweaks to the engine. The GT 86 Giallo gets a vibrant yellow paint job, but only 86 will be made available to UK buyers, so if you want one you'll have to act fast.

Then there's the GT 86 Aero to give a bit of extra visual impact. There's a new bodykit, deeper front bumper and side skirts and a carbon fibre-effect rear diffuser. The most noticeable addition is a huge rear wing which looks a little bit like an awkward aftermarket add-on.

With its low price and impressive handling, there isn't much that comes close to beating the Toyota GT 86 for driving enjoyment at such a low cost.

The rear-wheel drive chassis on the Toyota GT 86 is perfectly balanced, and the low weight of the car means it excels in corners. There's loads of feedback from the steering, and the GT 86's brakes are strong without biting, meaning the driver gets loads of confidence when driving quickly.

Even weight distribution means the car feels well balanced, though, while responsive steering allows you to catch tail slides with relative ease. On track, you can easily turn a slide into a drift by keeping the power on, although circuit use also demonstrates that the GT86 could easily cope with an extra 50bhp, which would make it all the more entertaining.

The interior can get a bit noisy at speed and the firm suspension is a bit bouncy on the motorway. The 2.0-litre flat-four boxer engine generates 197bhp and to keep the power flowing, the Toyota GT 86's gearbox needs to be worked quite hard - but keen drivers won't mind too much.

The Nissan 370Z offers much more torque than the GT 86, and some may prefer its muscular 324bhp V6 engine to the free-revving unit in the Toyota.

However, if you’re prepared to push for performance, then the GT 86 can offer an extremely rewarding drive.

Toyota has a reputation for producing bulletproof cars, although the GT86 is actually built by Subaru. However, there’s plenty of similar technology used by both manufacturers, and a GT86 should be stress-free to own. It’s helped by the fact you get a five-year/100,000-mile warranty, while Toyota dealers have a good reputation for customer service, too.

The GT86 features seven airbags, while the electronic stability control has a Sport setting designed to allow you to maximise track fun without disabling all of the safety systems.

As for safety, the Toyota GT 86 gets seven airbags, stability control and a limited-slip differential (for better grip in corners) as standard. It has yet to be tested by Euro NCAP.

You don’t buy a GT86 for practical reasons, but it does come with a 243-litre boot, which is easily big enough to take the weekly shop or use on a weekend away. The back seats fold in a 50:50 split, although the car’s designers claim it’s big enough for a set of tyres – ideal for use on track days.

Legroom in the back seats is limited for even the smallest occupants, so the rear is only really useful as extra storage space.

Up front, there’s plenty of seat and wheel adjustment, although the low-slung driving position hampers your view out, so it isn’t as good as you get in either rival here. That big rear wing means rear visibility is slightly compromised, especially over the shoulder, while rear parking sensors are only available as a dealer-fit option.

Despite its small 2.0-litre engine, the Toyota GT 86 is quite expensive to run. The six-speed manual version returns just 36.2mpg and emits 181g/km of CO2. Add the sporty bumpers and huge rear wing of the Aero model, and combined fuel economy drops to 34.9mpg.

To put it into perspective, a similarly specced Audi TT with the 1.8-litre TFSI petrol engine returns 44.1mpg. The Audi is also more efficient thanks to emissions of 149g/km.

The Toyota GT 86 with the automatic gearbox has slightly better figures. It manages 39.8mpg and emits 164g/km. But that model is best avoided as the manual is faster and far more fun. If you're looking at buying a GT 86, a few mpg shouldn't put you off.

Servicing and maintenance costs should be reasonable for the Toyota GT 86 and all models come with Toyota's five-year warranty.

Toyota Verso 1.6D-4D

 

Can BMW diesel power transform family-focused compact seven-seater Toyota Verso?

 

The more frugal and refined 1.6 diesel injects some much needed verve into the compact Toyota Verso. It may lack a bit of punch, but it’s the most efficient engine available in the range. You can carry seven people in the Toyota at a push – yet for similar money you can get your hands on a more practical, faster and efficient MPV from the likes of Renault and Citroen.

The compact seven-seat Toyota Verso is the first model from the brand to feature a BMW-sourced 1.6-litre diesel. It’s essentially the same engine that was used in the previous-generation MINI Cooper D – but how does it fare in the family-focused Verso on UK roads?

The unit has less power and torque than the 2.0 diesel it replaces: it delivers 110bhp and 270Nm, which represent drops of 12bhp and 40Nm respectively. But you wouldn’t know it, as it pulls strongly and the Verso picks up nicely from low down in the rev range.

Toyota has also tweaked the engine mounts to help deliver that power more smoothly, with things remaining hushed at low speeds. But press on past 3,000rpm and it begins to sound gruff and quickly runs out of steam.

Numb handling and limited braking feel also undo some of Toyota’s good work, but new springs give a cushioned ride. Shortcomings in performance are made up for by reduced running costs as the smaller engine is cleaner and more efficient, returning a claimed 62.8mpg and emitting 119g/km of CO2. The old 2.0-litre engine could do 57.6mpg.

Although an improvement, the Verso still can’t match its main European rivals from Renault or Citroen. It falls short on practicality, too. The Toyota’s one of the smallest seven-seat MPVs in its class, which makes it easy to park or drive in congested city streets, but significantly eats into space in the cabin.

The 440-litre boot is way off the Citroen Grand C4 Picasso’s 632-litre load area, and the third row of seats is a little too cramped. On the plus side, the flat floor means you can seat three adults in the middle row, while the simple tumble-and-fold seating mechanism leaves a perfectly flat loading bay.

Our top-spec Excel was well kitted out with Touch 2 infotainment, a rear-view camera, DAB radio and dual-zone climate control as standard. Unfortunately, the interior lacks any sort of sparkle, dulled by the flimsy materials and bare dash.

Key specs

• Price: £22,295
• Engine: 1.6-litre 4cyl diesel
• Power: 110bhp
• Torque: 270Nm
• Transmission: Six-speed manual, front-wheel drive
• 0-62mph: 12.7 seconds
• Top speed: 115mph
• Economy: 62.8mpg
• CO2: 119g/km

Chevrolet Cruze

 

The Chevrolet Cruze is cheap to buy and run, but basic cabin and noisy diesels dent its appeal.

 

The Chevrolet Cruze is based on the same platform as the Vauxhall Astra and so is a rival for small family cars such as the SEAT Leon and the Volkswagen Golf.

Value for money is one of the main selling points of the Chevrolet Cruze - with base models having a starting price of under £15,000. Prepaid servicing deals and a five-year warranty also offer peace of mind. It is a practical car, too, with decent boot space despite its compact dimensions.

The Cruze is robustly engineered and well built, but the interior lacks the quality and polish of more mainstream rivals like the Skoda Octavia.

There are three specification levels on offer - LS, LT and LTZ - and buyers can choose either from 1.6 or 1.8-litre petrol engines or a 1.7-litre diesel. The petrol engines come with either five-speed manual or a CVT automatic gearbox, while the diesel has a six-speed manual.

Buyers can also opt for the four-door Cruze saloon or the SW estate, but the hatchback makes most sense.

The Chevrolet Cruze is unlikely to win a prize in a beauty pagent. While there are shades of the smart Citroen C4 in its appearance, on close inspection, the car's detailing lacks the appeal of its mainstream rivals, while the hatchback rear looks awkward when compared to the better proportioned saloon. It can’t match the sleek Kia Cee'd for kerb appeal thanks to its gaping front grille and bulbous rear end. If you like the look of alloy wheels, you can get 16-inch on LT cars and 17-inch wheels on top-spec LTZ cars.

The designers have been more ambitious inside. The sweeping dashboard looks more distinctive than some, while the ice blue instrument lighting and leather-trimmed three-spoke steering wheel aim to give an upmarket air. The fabric-covered dash panels though won't be to everyone's tastes, however.

And any premium feel is undermined by the use of some low-rent materials and the patchy fit and finish, though. And while standard kit includes air-con, electric windows, cruise control and parking sensors, there’s no USB music input and Bluetooth is only available on top spec models.

There are three engines to choose from in the the UK Cruze line-up, two petrol and one diesel. The ancient 1.6-litre naturally-aspirated unit is best avoided, while the quicker 1.8 still feels slower and more asthmatic than the pokey diesel. Both petrol engines are quite boomy, thanks in part to them having just a five-speed and not six-speed gearbox.z

The 1.7-litre VCDi diesel is much better, with plenty of mid-range torque and relatively low CO2 emissions as well.

However apart from the strong diesel engine, the Cruze has few positive dynamic qualities. While the clutch and gearshift are light and easy to use, the steering feels completely numb. The car can tend to understeer in faster corners and the ride is jarring and much too firm. Overall it's simply not as fun to drive as the Ford Focus or Mazda 3.

To make it worse, road and wind noise is very high at motorway speeds and the tinny cabin makes any long journey a wearing experience.

The Chevrolet's modern underpinnings mean that the Cruze is a strong car. It was awarded a five-star score by Euro NCAP in its stringent crash tests, and all cars get six airbags and traction control as standard.

The Cruze has proved reliable and while the current model didn't feature in our 2013 Driver Power satisfaction survey, the Vauxhall Astra on which it is based placed a pretty poor 103rd. The interior is cheaply finished and touch points like catches on cubbies and the glovebox are particularly flimsy.

At 413 litres, boot space in the Chevrolet Cruze is pretty decent - about on a par with the Citroen C4, but access is easier in the Chevrolet. Fold the rear seats down and you'll get 883 litres, which is generous but not class-leading, and the seats don't fold flat into the floor, either - you are left with an annoying lip. The saloon has a 450-litre boot, which is 60 litres smaller than the boot in a Volkswagen Jetta.

There is plenty of space in the rear – even for taller passengers and if you don't use the middle seat, there's an arm rest that folds down which also has a couple of cup holders. Storeage in the cabin is reasonable, with a practical glovebox, decent door pockets and more than 10 cubbies and storage areas.

The 1.7-litre diesel engine offers the best fuel consumption and lowest emissions, at 62.7mpg and 117g/km respectively. We would definitely recommend it over the noisy and apallingly slow 1.6-litre petrol which has a combined fuel economy of 42.8mpg and high CO2 emissions of 153g/km which will mean a comparatively high tax bill.

Like for like, the Chevrolet Cruze is about £2000 cheaper than the equivalent Vauxhall Astra, so low list prices and generous deals mean the Cruze is cheap to buy, while the excellent five-year warranty and pre-paid servicing deals means it's cheap to run, too. Leasing deals can be tempting as well, so keep an eye out on the Chevrolet website for the latest manufacturer deals.

What is a concern, though is the Chevrolet's poor residual values, but that can be off-set by haggling for a big discount - or buying a used model, where the first owner has taken the initial hit in value.

Audi A1 1.0 TFSI 2015

The entry-point to Audi ownership, the new Audi A1 TFSI won't leave anyone feeling short-changed.

 

If you’re in the market for a supermini and a three-cylinder turbo is available, it has long been the preferred option. Peppy performance, strong refinement and good fuel economy make these engines ideal for any urban commuter. And for the first time, Audi has pounced upon this growing trend by introducing a new 1.0-litre three-cylinder turbo as part of the updates for its A1. 

It’s a notable addition for a number of reasons. Firstly, because it becomes the first ever three-cylinder Audi; and secondly, as it brings the price of the A1 to under £15,000. The engine may be new, but its development isn’t. Plucked from the VW Group’s parts bin, the 1.0-litre turbo is shared with the VW Polo and produces the same 94bhp and 160Nm of torque. More impressively, it claims 67.3mpg economy and 97g/km CO2 emissions – figures that will give any prospective A1 diesel buyer something to think about. 

If the £1,115 you’ll bank from plumping for the 1.0-litre over the 1.6 diesel doesn’t tempt you, then the far more civilised manner in which it zips you around surely will. In such a small premium package, hearing the offbeat thrum of the three-cylinder up front feels un-Audi-like, but its polished power delivery and punchy character make it a great fit. 

There’s some hesitation from the engine pulling away from a standstill, but once you get beyond 1,500rpm, it spins cleanly and quietly. It packs a punch, too, sprinting from 0-62mph in 10.9 seconds. 

Unfortunately, as the A1 shares much of its DNA with the Polo, it’s more sensible than it is exciting. The smaller 15-inch wheels and softer suspension make our entry-level SE car more comfortable to live with than the Sport model. We just wish the new electric steering provided more feedback.

The long ratios of the five-speed gearbox make it an admirable motorway cruiser, keeping the engine hushed while also returning decent economy. The only downside is the long throw and the fact it’s also rather clunky.
  
Practicality remains a slight issue on the three-door model, as access to the two-seat rear is tight. However, if you fork out an extra £620 for the five-door Sportback model, you’ll have no such problem as it features a small third back seat.

 

Key specs

• Price: £14,315
• Engine: 1.0-litre 3cyl turbo
• Power/torque: 94bhp/160Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph/Top speed: 10.9s/116mph
• Economy/CO2: 67.3mpg/97g/km

Toyota Avensis

 

A facelift late in 2015 means the Toyota Avensis is more efficient and better to drive than before.

 

The current generation Toyota Avensis has been on sale since 2009. Available in saloon and estate bodystyles, it rivals cars like the Ford Mondeo, Volkswagen Passat and Vauxhall Insignia – though at more than six years old, it’s starting to show its age against more modern competitors.

That’s not to say it’s a bad car. The saloon is spacious, reliable and relatively efficient – especially with the 2.0-litre diesel engine and six-speed manual gearbox. A facelift in 2011 and another in 2015 injected some life into the otherwise dreary family car, but the nondescript looks and undesirable badge mean it can’t compete with an Audi A4 in the style stakes. It’s similarly inoffensive inside, too, where simplicity and functionality outweigh any kind of class or polish.

Things don’t improve much on the move either. The diesel engines feel powerful and motorway refinement is good, but a sports car this is not. Lifeless steering and soft suspension mean it pitches and wallows in the corners, feeling more like a boat than a car. If you value driving fun, your money would be better spent on a new Mazda 6.

However, thanks to its competitive price, low running costs, comfort, efficiency and reliability, the Avensis remains a favourite of company car owners and taxi drivers alike. It’s certainly an accomplished machine, but it’s one you buy with your head rather than your heart.

Our choice: Avensis 2.0 D Business Edition Plus.

Despite a 2015 facelift, the Toyota Avensis remains a fairly dull – if inoffensive – family saloon. Entry-level Active gets a Pre-Crash Safety system with Autonomous Emergency Braking, cruise control, air conditioning, six-speaker CD/radio audio, Bluetooth, auto-dimming rear-view mirror, LED rear and daytime running lights and power windows, but no alloys.

Business Edition adds Toyota Touch 2 with Go touchscreen multimedia and navigation system, digital/DAB audio package with eight-inch display, reversing camera, front fog lights, rain-sensing wipers, dusk-sensing headlights, automatic air conditioning, 17-inch alloy wheels and part-Alcantara seat upholstery. There''s also Automatic High Beam, Lane Departure Warning and Road Sign Assist.

Business Edition Plus adds leather and Alcantara upholstery, front fog lights with a cornering function, LED headlamps, smart entry and rear privacy glass, while Excel gets Toyota Touch 2 with Go Plus, a 10-speaker audio system, full leather seat upholstery, electrically adjustable front seats with heaters and adaptive headlights.

Toyota’s 2015 facelift didn’t just tweak the car’s aesthetics – the Japanese car maker also made changes to the noise isolation and suspension. While it did improve the way the Avensis handles, it’s still someway off the class leaders for driver enjoyment. Lifeless steering means it’s beaten by both the Mazda 6 and new Volkswagen Passat in the corners, and even the now more grown-up Ford Mondeo is more fun to drive.
That said, the Avensis is comfortable and quiet on the motorway, making it a solid choice if you spend a lot of time trawling up and down the country. The soft suspension makes light work of lumps and bumps, with only the biggest potholes tending to send jolts through the cabin.

The best all-round engine is the 2.0-litre diesel engine with 141bhp, which allows the Avensis to accelerate from 0-62mph in 9.5 seconds. There's also a new 1.6-litre D-4D diesel – 110bhp and 0-62mph taking 11.8 seconds – and a 145bhp 1.8-litre petrol that gets to 62mph 9.4 seonds.

The six-speend manual is the best gearbox too, so unless you really need a self-shifter, we wouldn’t bother with the CVT Multidrive S box.

Toyota has an excellent reputation for reliability and the Avensis boasts a strong track record in this department. It comes with a five-year warranty, too, which should help to alleviate any doubts that may have been created by the high profile recalls that have hit Toyota’s brand in recent years.

Disappointingly though, the Avensis only managed 111th in our 2015 Driver Power Top 100. This is probably due to the fact the car is now more than six years old and in need of a thorough overhaul. Toyota also finished a good eigth out of 31 manufacturers.

The car hasn’t been crash-tested since 2009 – and the tests have become more demanding since then – but Euro NCAP gave it a five star safety rating, with a 90 per cent mark in the adult occupants category, 86 per cent for child occupants, 53 per cent for pedestrian protection, and 86 per cent in the safety assist category.

In comparison to other cars in this class the Avensis boasts a pretty spacious load area. In the boot there is 509 litres of space and dedicated one touch controls allow the rear seats to fold down for a maximum of 1,320 litres.

The cabin is large enough to comfortably seat four tall adults as well. Soft-touch material on the dashboard and a redesigned centre console make everything a little easier to use than before, too.

Getting CO2 emissions to under 120g/km has big implications for company car drivers so Toyota has worked hard to get the 2.0-litre diesel engine down from 139g/km to 119g/km. However, a few years on, the 62.8mpg combined fuel economy is some way behind the class best. The new 1.6 D-4D emits 108g/km and returns 67.3mpg. The 1.8 petrol engine emits 139g/km but returns only 47.1mpg. 

Aston Martin V8 Vantage

 

The Aston Martin V8 Vantage is one of the best-looking cars on the road, and it's a treat to drive as well.

 

Instantly recognisable and still one of the most beautiful cars on the road, the Aston Martin V8 Vantage is an industry pin-up.

Aside from the Cygnet city car, the Aston Martin V8 Vantage is the entry point to Aston's luxury sports car range. It's been on sale since 2006, but it still looks great, and constant revisions and updates mean the V8 Vantage is still able to compete against rivals such as the Jaguar F-Type Coupe and Porsche 911.

The latest model has a 4.7-litre V8 that makes 420bhp, and it's offered with a six-speed manual or Sportshift automatic, although the latter takes the edge off the driving experience. If you want a luxury GT for two that makes you feel a million dollars every time you drive it, then the British-built V8 Vantage is an excellent choice.

Keeping the nine-year-old Vantage on the radar of buyers has been no easy task for Aston Martin, but a succession of special-edition ‘N’ models has helped. The latest N430 takes the tried and tested approach of adding more power and a few exclusive extras to give the Vantage added allure. The N430 commands a premium over the standard V8 Vantage, but offers the same 430bhp output as the more expensive Vantage S – making it something of a bargain in Aston terms.

Our choice: Aston Martin V8 Vantage.

It’s hard to believe that nearly a decade has passed since the Vantage burst on to the scenes. It’s testament to the original Henrik Fisker design that it still turns heads wherever it goes.

Key to the Vantage’s timeless appeal has been its simplicity. The profile is constructed with clean, precise lines that perfectly intersect where they cause the least visual clutter. The proportions are millimetre perfect, whichever angle you view the car from, while details such as the distinctive tailgate spoiler and front wing air vents are effortlessly integrated into the design.

The passage of time, however, has not been as kind to the interior. Where the rival Jaguar F-Type excites with its bespoke switchgear and attention to detail, the Vantage looks and feels like a car from another generation.

Aston quite rightly emphasises the fact that every Vantage is hand-made – and it’s a tribute to the assembly team that it all works as it should. But look beyond mere functionality, and this car starts to lose its appeal. Such has been the advance in cabin quality over the past five years that the Aston’s hand-me-down switchgear and controls are starting to look fairly ancient.

The V8 Vantage is powered by a thunderous 4.7-litre V8. Although relatively old when compared to newer engines now offered by the likes of Porsche, Mercedes and Audi, it still has a healthy slug of power and loves to be put to be work. The Aston really wants you to push it to get your entertainment’s worth: peak power is locked away at the top of the rev range, and it's a similar story with the maximum torque figure.

While driving purists rightly celebrate the fact that you can still buy a supercar with a manual transmission in 2014, the box feels increasingly cumbersome in an era of near-perfect semi-automatics. Unless you crave the ultimate control of a three-pedal set-up, you’ll find the heavy shift and ponderous clutch a real burden – especially when driving in traffic.

The downside is a slightly firm ride, but despite this the Aston is a car that inspires confidence and delivers plenty of feedback through the controls.

Having been around for nearly 10 years, the Vantage is a very well sorted car. Any early problems and niggles have long since been resolved and it enjoys a healthy reliability record. Like the rest of the car, the engine is an established design and isn’t particularly stressed in day-to-day motoring.

As with all hand-built cars, there’s always a margin for human error, but the staff at Aston Martin’s state-of-the-art Gaydon factory in Warwickshire certainly know how to put a car together, with problems few and far between.

Simply opening the door is an experience to savour – it swings out and up on gas struts, revealing expensive materials, gorgeous lighting and an excellent seating position.

The clunky flyaway handbrake by the driver’s door feels like an anachronism in the current era of electric parking brakes, while the steering column could do with more adjustability.

There's a DBS-style centre console, and the last set of revisions got rid of most of the Ford switchgear, although what's left doesn't detract from the air of sophistication. The Vantage is a strict two-seater, but the hatchback rear end ensures it’s almost as practical as more mainstream models.

No surprises here: keeping an Aston Martin on the road is not a cheap business. Thanks to around 20mpg economy and a £500-a-year road tax bill, you’ll need deep pockets to keep the wheels of your V8 Vantage turning. Add in group 50 insurance and thumping tax liabilities for business users, and you can begin to understand why cars like this are fairly exclusive.

Nevertheless, Aston Martin has made great strides over recent years to make aftercare as affordable as possible, and has introduced a fixed-price servicing scheme as part of this. However, owners will pay £651 for the first 10,000-mile check-up, and £680 for the second, 20,000-mile service.

Mazda 2

 

Mazda 2 aims to take on the supermini elite with good looks, a fun drive and plush interior.

 

The fourth-generation Mazda 2 has a tough job on its hands; not only does it have to compete against the UK’s best-selling car, the Ford Fiesta, is goes up against the Vauxhall Corsa, VW Polo, Peugeot 208 and even the Audi A1 and MINI 5dr.

Taking cues from the CX-5, Mazda 6 and Mazda 3, it features a chiseled exterior and a plush interior with more space and a bigger boot than before – thanks to an 80mm increase in wheelbase. It’s great fun to drive, too, thanks to its low kerbweight, agile chassis and a range of brand-new SKYACTIV engines and transmissions.

A punchy yet efficient new 1.5 SKYACTIV-G petrol is available in three power outputs and with new six-speed manual or automatic gearboxes, while the new 1.5 SKYACTIV-D is only available with 104bhp and a manual gearbox, but returns incredible fuel economy and CO2 emissions of 83.1mpg and 89g/km – putting it among the cleanest cars in its class.

The Mazda 2 is packed with technology, too, including a head-up display, a seven-inch central touchscreen with excellent smartphone connectivity and safety kit including an auto brake function and lane departure warning.

Our choice: Mazda 2 1.5 SKYACTIV-G SE-L 90.

Mazda has applied its Kodo design language to the new 2, and as a result it looks very much like a scaled-down version of the 3 family hatchback. There’s the familiar trapezoidal grille treatment that features the brand’s chrome-finished ‘wing design’ insert first seen on the facelifted 6 saloon.

Elsewhere you’ll spot the bold creases and curves along the car’s flanks, the swooping roofline and the steeply rising waist. It looks a bit heavy-handed and bulbous at the rear, but overall the 2 is a smart and distinctive small car.

All models get body-coloured door mirror housings and a subtle tailgate spoiler, while SE-L models can be identified by 15-inch alloys and front foglights. Flagship Sport versions pack the most kerb appeal courtesy of their larger 16-inch wheels, LED daytime running lights and colour-coded grille insert.

The eye-catching design continues inside, where Mazda has attempted to push the 2 upmarket. For instance, the neatly styled dashboard gets a trio of eyeball air vents (the fourth is cleverly hidden in the facia below the infotainment touchscreen) that feature controls with an Audi-style, metal-effect knurled finish. Another highlight is the large speedometer flanked by digital readouts for the rev counter and trip computer.

Yet while the cabin looks smart and is robustly constructed, it can’t match the Volkswagen Polo for premium appeal. There are few soft-touch materials, while the plastics covering the top of the dash and door trims look and feel a little low rent. Also, the rear doors shut with a tinny clang.

On the plus side, soft leather covers the steering wheel and gearlever, while the switchgear feels sturdy in its operation.

Two all-new engines have been developed for the Mazda 2. The 1.5 SKYACTIV-G - available with 74bhp, 89bhp or 113bhp, and with a new six-speed manual or six-speed auto – does without a trendy turbo but has a compression ratio of 14:1 (the highest of any naturally aspirated petrol engine), a strategy that Mazda insists delivers better real-world economy. The figures certainly back that up.

The 1.5 SKYACTIV-D is only available with 104bhp and a manual ‘box – as with all supermini diesels, it’s difficult to justify the extra cost, but it offers decent performance and refinement.

The petrol engines really encourage you to drive hard, and you’ll be rewarded with near-hot hatch levels of performance in even the 89bhp version. The engine revs freely and has good response, but when you push it hard it sounds a bit uncultured and old-school. It’s perfectly civilised when cruising at lower speeds, though. The entry-level 74bhp petrol is adequate enough but it needs to be worked hard. However, like the 89bhp, once up to speed the entry-level petrol cruises well.

The diesel has an incredibly linear power delivery for a turbocharged engine and stays refined even when you ask it to rev.

The steering could do with some more feel and weight in corners but its direct and fast enough to let you string a series of corners together smoothly and with plenty of confidence. The manual gearshift, as with all Mazdas, is reminiscent of the MX-5's with a short, sporty throw and a satisfying click as you select each gear.

Hit a pothole in the version equipped with 16-inch wheels and you’ll know about it – as you’d expect with a car with this level of pizzazz, the ride is best described as sporty. But otherwise the driving experience is refined and comfortable enough to make the 2 an excellent long-distance car, not just an urban runaround. The 2 is also impressively quiet and composed on the motorway, with little wind or road noise.

Mazda has forged a strong reputation for building durable cars, and that’s backed up by the manufacturer’s excellent ninth-place finish in our Driver Power 2015 owner satisfaction survey. In addition, while the 2 is a new model, many of its mechanical and electrical components have been proven in other cars in Mazda’s line-up. The marque’s garages finished a less impressive 14th in our most recent dealer survey.

Despite being a new design, the 2 was awarded a four-star Euro NCAP crash test score. The testers marked it down for not having autonomous emergency braking as standard – although this is included on the flagship Sport. All models get six airbags, while the SE-L and above add lane departure warning and a speed limiter function. Blind spot monitoring, cross traffic alert and a head-up display are part of the £400 Safety Pack, but this is available only on the range-topping 113bhp Sport Nav.

By stretching the wheelbase by 80mm, Mazda has managed to boost interior space in every direction. There’s more room in the back than a Ford Fiesta, and while two six-footers will probably struggle to sit one in front of the other, you could just about fit five adults at a squeeze. The new Hyundai i20 just has it beaten on interior space, though. There’s a large glove box in the front, along with door pockets shaped to hold large bottles.

The deep boot means you have to lower objects down into it, but the trade-off is much more space than before. There’s 280-litres with the rear seats in place, or 960-litres with the folded down (10 and 14-litres less than the Fiesta respectively, but 30 and 173-litres more than its predecessor). However, there’s a nasty step up in the boot floor when you fold the rear seats.

Ergonomics are spot-on, too; the range of adjustment for the front seats and steering wheel is superb, while the pedals are nicely positioned without any offset. As it’s only-offered as a five-door model, getting in and out of the rear seats is simple.

Mazda likes to think of itself as an honest car company, more interested in giving customers real-world fuel savings than focusing on spectacular results in the official EU economy cycle. That’s why its strategy is based around high-compression naturally-aspirated petrol engines rather than following the turbocharged, downsizing trend.

As a result its engines aren’t the cleanest in the class, but they are pretty close. The entry-level 74bhp version of the 1.5 SKYACTIV-G returns economy and CO2 emissions of 60.1mpg and 110g/km. Our pick and likely to be the most popular model is the 89bhp version, which returns 62.7mpg and 105g/km with the five-speed manual gearbox or 58.8mpg and 112g/km with the six-speed auto.

The range-topping 114bhp petrol is only available with a six-speed manual gearbox and returns 57.6mpg and 115g/km. The cleanest model in the range, and by quite some distance, is the 104bhp 1.5 SKYACTIV-D, capable of 83.1mpg and 89g/km – identical to the 104bhp VW Polo 1.4 TDI.

Jaguar XK Dynamic R

 

Final version of Jag's coupe, the Jaguar XK Dynamic R, is arguably the best yet.

 

It's hard to say goodbye to a car we love as much as the Jaguar XK, which ended its nine-year production run last month, but Jaguar has softened the blow with the release of the XK Dynamic R.

Effectively a run-out special that replaces the XKR, it comes packed with equipment and costs £10,000 less than a similarly-specced car would have just a few months ago, and £27,515 less than the range-topping XKR-S. You'll have to be quick to get hold of one, though - once the current dealer stock is gone, you won't be able to buy one.

The 503bhp supercharged V8 engine and six-speed automatic gearbox have been carried over, but you now get the Black Dynamic Pack and Speed Pack as standard. That means stiffer suspension knuckles, springs and dampers from the XKR-S and a 10mm reduction in ride height, as well as a top speed raised from 155mph to 174mph, a larger front splitter, spoiler and side skirts, plus a performance exhaust.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Climb inside and while the switchgear, smaller central screen and last-generation infotainment system seem dated next to the F-Type, there’s nothing old-school about the way it goes. Select Dynamic mode to sharpen up throttle response and open up the pipes and straight-line acceleration is huge, accompanied by an intoxicating gargle from the quad exhausts. A performance exhaust is fitted as standard and emits a delicious V8 gargle, especially when the XK is in Dynamic mode.

The transmission feels a little lazier in its responses than the F-Type’s eight-speed ’box, but then the XK’s demeanour is altogether more relaxed.

Turn the traction control into ‘Trac’ mode or off and the 1.7-tonne XK is happy to chew up its rear tyres and slide around anything resembling a corner, but it doesn’t have anywhere near the precision or agility of an F-Type. Far better, then, to use it as a sumptuous cruiser – even with these firmer suspension settings – capable of a stunning turn of pace where the roads allow.

Interior fit and finish is still first rate with lashings of chrome and piano black trim, while a rising gear selector adds a dash of drama. The Dynamic R has 20-inch Vortex diamond-turned alloys with red calipers as standard, and gloss black Vulcan rims are optional.

We’ll miss the XK’s curvy styling, bellowing V8 and huge performance, so it’s fitting that Jaguar saved our favourite version of the XK for last.

Key specs

• Price: £69,950
• Engine: 5.0-litre V8 supercharged
• Power/torque: 503bhp/625Nm
• Transmission: Six-speed auto, rear-wheel drive 
• 0-62mph: 4.6 seconds
• Top speed: 174mph
• Economy/CO2: 23mpg/292g/km