Your essential guide to Motability in South Wales

FREEDOM
rst EditioN fi

CoMPliMentarY CoPY

NEW!

YOU DONT HAVE TO DRIVE

YoU Can noMinate UP to 2 driVerS!

AM I ENTITLED TO MOTABILTY?
See inSide for detailS
VAUXHALL

MorE tHAN 4,000 NEW cArs to cHoo sE fr oM

NISSAN ToYoTA

Ford

FREEDOM

CONTENTS
CONTENTS & DEALERSHIPS
Freedom
3 4 5 20-21 Wessex Nissan Introduction Motability Eligibility Frequently-Asked Questions Sinclair VW

eaSt WaleS
22-23 24-25 26-27 28-29 30-31 32-33

South WaleS
6-7

Border CountieS
8-9 Five Acres Nissan

Evans Halshaw Vauxhall Lookers Citroen Lookers Peugeot Newtown Motors Vauxhall Newtown Motors Chevrolet Wessex Newport Kia Aberdare Ford Arrow Ford Grifn Mill Peugeot Grifn Mill Kia Grifn Mill Fiat Grifn Mill Skoda Thomas & Davies Citroen

BridGend
10-11 12-13

ValleyS
34-35 36-37 38-39 40-41 42-43 44-45 46-47

Bassetts Honda Lee & Turner Fordthorne Ford Fordthorne Volvo Wessex Hyundai

CardiFF
14-15 16-17 18-19

Back Page Newport Mazda

FREEDOM

INTRODUCTION
Publisher Motors Manager Pam Appleby Advertising David Demille Debbie Bowen Jeff Day Ian Moss Laurence Winmill Neil Ivins Shirley Stark Editorial Mike Parker Design Darren James
For far more information about the Motability scheme, please go to www.motability.co.uk

otability provides a simple way for disabled people to enjoy the freedom and independence of a new car, scooter or powered wheelchair by simply transferring all or part of their government-funded mobility allowance. More than half a million people currently benet from Motabilitys worry-free motoring, but there are still more than one million eligible disabled people who could take advantage. A new DVD has been released to help explain the benets of Motability. Through the stories of real customers, the DVD explains how the scheme works and shows just how easy it is to enjoy a car, powered wheelchair or scooter without the worry of owning and running one. It will be useful for health professionals, advisory groups, social services and other charities and organisations, as well as eligible disabled people and their families, advising them about the help that is available through the Motability Scheme. One of the stars of the new DVD, Allen Parton, 51, was only too pleased to help raise awareness of the Motability Scheme. He says Im ex-Royal Navy, and was injured in the Gulf War. I suffered a traumatic head injury which left me in hospital for ve years. When I woke up I couldnt recall being married, the birth of my children or even read, write, walk or talk. Its been a long recovery to where I am today. Allen continues My life changed when I met an assistance dog called Endal. I went from being a recluse to an active person again and slowly every day he brought me

first EditioN
back to my family. My life had completely turned around and I wanted to live life to the full and thats where Motability came into our lives. We got our rst car 16 years ago and its like joining an exclusive club - a Motability family. Every three years we renew our car and it just gets easier and easier, if thats at all possible. Motability are there to help you and knowing that youve got backup and youre not on your own if a problem arises gives you real peace of mind. You can order your free copy of the DVD by completing an information pack request and ticking the option: Motability DVD. Alternatively you can call 0800 093 1000 and ask for your free copy. The DVD includes options for viewing with British Sign Language and with English and Welsh subtitles.

Thank You


To advertise in the next edition please telephone 01633 777158

FREEDOM NEWS

Are you eligible for a Motability car?

To lease a car from Motability, you must be receiving either: Higher Rate Mobility Component (HRMC) of the Disability Living Allowance (DLA) - currently 51.40 per week - or War Pensioners Mobility Supplement (WPMS) - currently 57.40 per week. If you choose to lease a car through Motabilitys Contract Hire scheme you must have at least 12 months award length remaining. Checking your eligibility If you would like assistance checking whether you are eligible for either the Disability Living Allowance or the War Pensioners Mobility Supplement, you should contact one of the following agencies: For enquiries about the Disability Living Allowance (DLA), please contact Pensions, Disability & Carers Service on 08457 123456 or visit the Directgov website. For enquiries about the War Pensioners Mobility Supplement (WPMS), please contact Service Personnel & Veterans Agency on 0800 169 2277 or visit the Veterans UK website. Do you need to have a driving licence? If you opt for our lease agreement you do not need to drive. You can nominate up to two drivers who may be friends or relatives, and parents or carers can apply on behalf of a child aged three years and upwards. However, proposed drivers must not have any serious driving convictions, disqualications, or endorsements within the last ve years. There are also some restrictions on: Drivers under 25 Only one named driver can be under the age of 21, and drivers under the age of 25 can only drive cars in the lower insurance groups of one to 18. To nd out which group your car is in, visit our Car Search and look at the ABI group information on the detailed specications page, contact RSAM on 0500 37 37 37 or go to thatcham.org/abigrouprating. Those with provisional licences Provisional licence holders must be aged 21 or over

Over 4,000 brand new cars to choose from

MOTABILITY EVEN BETTER VALUE IN 2011
MOTABILITY, the car scheme for disabled people, has introduced details of its latest price list. Featuring a range of cars that are new to the scheme from a variety of leading manufacturers, the price list also sees a reduction in advance payment on a large selection of vehicles. As of January 1, 2011 disabled customers and their families have an even wider choice of cars at no Advance Payment. That means buyers can drive away in a number of vehicles without any up-front costs. Vehicles now available with no Advance Payment include the Toyota Yaris 1.33 TR, Nissan Note 1.6 N-TEC and the Volkswagen Polo 1.2TDI 75 SE. There are further price reduction highlights too, including: No Advance Payment - Ford Focus 1.6 100 Zetec with rear parking sensors 99 Advance Payment - Nissan Qashqai 1.6 Acenta 199 Advance Payment - Vauxhall Zara 1.7CDTi Exclusiv with front and rear parking sensors 395 Advance Payment - Ford C-MAX 1.6 105 Zetec with rear parking sensors 249 Advance Payment - Volkswagen Golf 1.2 TSI 105 S 399 Advance Payment - Vauxhall Insignia 2.0CDTi Exclusiv 495 Advance Payment - Renault Grand Scenic 1.5dCi 110 Expression EDC Those with a keen eye on running costs and environmental responsibility have a greater choice too, with a number of models with low C02 emissions now available with no Advance Payment, such as the low emission Renault Megane 1.5dCi 110 Expression (109g/km), Citroen DS3 1.6 HDi Dstyle, (99g/km) and the SEAT Leon 1.6TDI 105 S Emocion (109g/km) Mike Betts, chief executive, Motability Operations explains: Keeping a close eye on spending has never been more important and offering great prices that allow customers to enjoy a car thats right for them is a key aim for Motability. The new price list features an impressive range of stylish cars and green options including a large selection that require no up-front payment.

FREEDOM FAQ

Frequently asked questions

Q. Is it true that people over 6 are not eligible for the Scheme? A. No. Eligibility for the Motability Scheme is based on people being in receipt of either the Higher Rate Mobility Component of Disability Living Allowance (HRMC of DLA) or the War Pensioners Mobility Supplement. People who do not already receive the HRMC of DLA are not able to apply for it after the age of 65, but anyone who already has it can join the Scheme regardless of their age. Q. What are the benets of leasing a car, powered wheelchair or scooter through the Motability Scheme as opposed to buying one privately? A. The Motability Scheme provides an all-inclusive package designed to give affordable and worry-free mobility. With a new car, powered wheelchair or scooter every three years, the lease also includes insurance, servicing and repairs, breakdown cover and tyres. The only thing not included is fuel. Q. Is it possible to have a car and a powered wheelchair or scooter on the Scheme at the same time? A. Unfortunately no. The mobility allowance is used to cover the cost of the car, powered wheelchair or scooter and in the case of a car it usually takes the whole allowance so there simply isnt enough left over to cover the cost of a powered wheelchair or scooter as well. Q. Adaptations may make driving easier for my client, how do they go about getting them? A. Adaptation installers and the Forum of Mobility Centres both offer advice on which adaptations may suit their needs. Once suitable adaptations have been found they can be ordered at the same time as their new car through their Motability dealer. Some of the most popular adaptations are available at no extra cost. Adaptations added during a lease will be at the customers own cost and must be tted by an accredited installer, after notifying us. Q. Is getting a Wheelchair Accessible Vehicle on the Scheme any different to a standard car? A. The main difference is the length of the agreement, which is ve years for Wheelchair Accessible Vehicles (WAVs) instead of three. The mileage allowance is 100,000 over the ve years. Q. What is an advance payment? A. The advance payment is the difference between the overall cost of the contract hire package and the customers allowance over the three year agreement. Its a non-returnable payment made in one lump sum to the dealer at the start of a lease. Advance payments can range from nil up to several thousand pounds depending on the type of car chosen. Scooters and powered wheelchairs rarely have advance payments - in fact many dont even use the full allowance. Q. My client cant afford the advance payment on the car they need, is there anything you can do to help? A. We may be able to offer nancial help towards the cost of a suitable car, adaptations, driving lessons or a Wheelchair Accessible Vehicle, depending on the applicants individual circumstances. To nd out more please contact our Customer Services team on 0845 456 4566. Q. Who can be insured to drive a Motability car? A. Customers can nominate two drivers. If the disabled person intends to drive, they count as one of the permitted drivers. Nominated drivers can be changed during the lease and a third driver can also be added by paying a little extra. Young drivers can be one of the nominated drivers but there are restrictions on the vehicles that drivers under 25 can be insured on and a higher insurance excess will also apply. Q. Does the recipient of the mobility allowance always have to travel in the car? A. The car is provided for the benet of the disabled person. But, they do not always need to be in the car, for example having someone else using the car to do the shopping or run errands is still of great benet. Q. My client lives in a care home where a number of the residents all receive the mobility allowance. Is it possible for them to pool their allowances to get a bigger vehicle? A. Unfortunately no, at the moment joint agreements are not available on the Scheme. Q. Does Motability pay for driving lessons for disabled people? A. Yes, young people, aged between 16 and 24 and in receipt of the Higher Rate Mobility Component, may be eligible for help towards the cost of driving lessons.

SOUTH WALES

VOLKSWAGEN POLO

HE PAST few years have seen low CO2 motoring come of age. Stripped out, low rent cars offering tax-dodging levels of CO2 are, thankfully, a thing of the past. What consumers, rightly, want now are all the performance benets associated with a regular motoring experience plus the fuel-sipping qualities of those early cars. With its Bluemotion sub-brand, Volkswagen has plenty of experience at the frugal end of the market. Its early efforts were pretty impressive, but you often felt like you were having to compromise in the usual areas of renement and equipment levels. The German car makers latest Polo has evolved into a nice little supermini. Actually, scratch that, as the car is now the same size as Volkswagens original Golf. Granted, everythings got bigger in the last decade, and this current Polo is one of a number of outsize small cars that should appeal to downsizers seeking a smaller car but also keen to hold on to big car levels of renement, comfort and generous kit levels. How does 80.7mpg sound? Equally, with a 91g/km CO2 rating Volkswagens Polo Bluemotion allows you to legitimately side-step paying road tax. And all this is without any expensive or bulky hybrid trickery, just a modest capacity diesel motor and tastefully subtle exterior aero kit to help further streamline the regular Polo shape. Volkswagen is no stranger to diesel engines, and the Polo Bluemotion 1.2-litre, three-cylinder unit is a little 75 horsepower gem. Turbocharged and boasting the now expected combination of engine stop-start and brake energy regeneration features, the compact oil burner is surprisingly rened

for something boasting three, not the usual four cylinders. Its also an impressively willing and exible unit. Sure, the cars long gearing means economy is the priority, but the engines abundant torque allows you to easily potter around in a high gear and experience a big-car sized dollop of acceleration when the mood takes you. In fact, the Polo Bluemotions ability to easily maintain a relaxed motorway cruising pace puts it head and shoulders above most rivals. Easily capable of accommodating four adults in relative comfort, the Polo is as practical as it is rened. Theres even the choice between three and ve doors. Its also a well-equipped car; Volkswagen hasnt skimped on the kit, with air-con, a leathercovered steering wheel, cruise control, four airbags and ESP all standard features. Visually Volkswagens Polo Bluemotion is a modest-looking car, however in the real world its performance is anything but. With its makers familiar attention to detail, every inch of this rened and supremely competent supermini has been tuned to deliver genuine fuel and nancial savings. Whats most impressive, though, is the way this particular Polo goes about its business. Without any hint of a compromise you get hybrid-like economy plus a more exible cross-country ability than your average petrol-electric alternative. If you want a frugal car capable of taking you across town one day and cross-country the next, Volkswagens Polo Bluemotion is hard to beat.

FACTS
Model: Volkswagen Polo Bluemotion 1.2 TDI 5dr Polo range from 9,495 Engine: 1.2-litre diesel unit developing 75bhp. Transmission: 5-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 107mph, 0-62mph 13.9 seconds. Economy: 80.7mpg. CO2 Rating: 91g/km.

www.sinclair.volkswagen.co.uk


BORDER COUNTIES

NISSAN QASHQAI

HETHER or not you consider the Nissan Qashqai to truly be the original crossover vehicle - history appears to have unfairly brushed the glorious partfamily estate, part-SUV, part-MPV Matra Rancho to one side - its impossible to deny the inuence that the cleverly packaged model has had on the car market. In fact, it has been so inuential that it seems as though the hugely popular model was with us considerably earlier than 2007. Rival manufacturers are only now beginning to catch up with similar products and that is something Nissan is keen to use to its advantage - moving the game on just as competitive vehicles such as the Hyundai ix35 begin their assault on the market. Nissans problem, however, is what to change. Under normal circumstances car builders can build on criticism and negative feedback in order to produce a better vehicle - Nissan claims the overwhelmingly positive response to the Qashqai has left it with a shortage of areas to improve. Its the exterior that comes in for the most notable changes. Realising that amidst its broad spectrum of buyers the Qashqai had developed quite a following with young families, Nissan has given the revised model a more sophisticated and grown-up look, allowing the car to grow in maturity with its owners. Of course, the smaller, more youth-orientated Juke model is also likely to have played a role in the Qashqai receiving a more mature look, but the restyle has certainly paid off. Its the front end that bares the most notable changes with a new style front bumper and grille, revised wings and headlamps. At the rear, LED lighting adds an upmarket feel and subtle changes to the shape of the light units aid aerodynamics. One area where Nissan has been able to act on feedback is with the trim level line-up. Introduced as

a special edition model in 2008, the n-tec variant has been enough of a success to warrant a permanent place in the line-up, complete with distinctive 18-inch alloy wheels and colour-coded exterior. Top of the tree remains the Tekna model, positively bursting with equipment, high grade materials and smart features such as the excellent full length glass roof. The choice of two petrol and two diesel engines remains across the four trim levels of Visia, Acenta, n-tec and Tekna, although a Pure Drive variant is new to the line-up with 129g/km CO2 emissions. Available in Visia trim it uses the same 1.5-litre diesel unit as available with the other trim levels, but features a lighter, more aerodynamic body, low rolling resistance tyres and a longer nal-drive for improved fuel consumption of 57.6 mpg combined. With lower interior noise levels and revised suspension offering a mildly smoother ride, the two-litre petrol is a silky and quiet performer that retains the agile, car-like driving experience that has helped make the Qashqai such a hit. It suffers in terms of performance compared with the impressive diesel units however, with a lack of punch meaning it need to be revved hard when overtaking despite better acceleration on paper. On the plus side, it can be specied with a CVT transmission, offering economy advantages over the six-speed manual transmission in two-wheel drive form. Intelligent and lockable four-wheel drive remains an option on both the high capacity engines. In many ways its more of the same for the revised Qashqai, but that is by no means a bad thing. Having kick-started and shaped the sector, Nissan has moved the game on again - adding to the established models appeal and paving the way for its little sibling. Even the Matra Rancho cant claim to have done that.

FACTS
Model: Nissan Qashqai Tekna 2.0 Manual. Qashqui range from 16,495 Engine: 2.0 litre petrol unit developing 138bhp and 144lb/ft of torque. Transmission: 6-speed manual transmission, driving the front wheels. Performance: Maximum speed 121mph, 0-62mph 10.1 seconds. CO2 emissions: 184g/km. Economy: 36.2mpg.

www.fiveacresgarage.co.uk


BRIDGEND

HONDA jAZZ

F YOU want a good example of a company that listens to its customers you have to look at Honda. Although the Japanese rm is well known for innovation, its also keen to ensure it promotes a culture of happy drivers. And theres no better example of this than the rms Jazz. More than just a sleeper hit, the compact Jazz has proven to be a UK best seller. By choosing to develop something that was more than just another supermini, Honda struck a chord with buyers seeking something with a small footprint but with the exibility and practicality of something much bigger. This revised second generation car builds on the original models success. Presenting a chunkier face to the world, Hondas engineers have added a few aerodynamic tweaks to boost cabin renement and overall efciency. The latter is important, as this element plus selective engines improvements have resulted in economy and emissions gains. Its also revised the cars ride and handling performance to boost driver appeal and cabin comfort. Talking of green issues, this Jazz has the honour of being the rst small production hybrid. Keen to broaden the appeal of such technology beyond its Insight model, the Jazz hybrid follows on from the Japanese rms sporting CRZ petrol-electric model. As a result, Honda listened, took on board the feedback and now offers a CVT that should please buyers seeking a smoother experience akin to than of a conventional auto, but without the fuel economy penalties. Existing Jazz owners will be familiar with the cars 1.2 and 1.4-litre petrol engines, which now boast CO2 levels of 123 and 126g/km respectively in manual gearbox trim and return a combined fuel economy reading in the low 50s mpg.

The hybrid borrows much from Hondas existing Insight model, right down to the CVT gearbox. It manages 62.8mpg and boasts a lower 104g/km CO2 rating, the latter Honda claims is the lowest for an auto gearbox car in the Jazzs market sector. On the road the petrol cars are as you would expect - willing, capable and rened. In 1.4-litre trim plus the new CVT gearbox, the Jazz is easy to drive and the box offers a welcome extra layer of renement over its predecessor. Furthermore, the traditional enemies of CVT-equipped cars - inclines and fast moving motorway trafc - are no barriers to progress. Theres plenty of power available to get you moving and maintaining a steady speed. This is also the case for the hybrid Jazz. Even in Eco mode theres enough thrust available for out of town excursions, while urban motoring is dispatched with predictable ease. The easy to read instrument displays keep you informed regarding fuel consumption and the current combination of engine and electric power, which do a clever job of nudging you in the direction of more considered and smoother driving behaviour. Good though it is on the road, theres more to the Jazz than the driving experience. Its versatile nature is another major attraction for buyers, and the cars folding rear seats offer a greater level of versatility than the little Hondas more conventional rivals. With its well built and versatile cabin, a good level of standard kit plus the various improvements to the driving and ownership experience, Hondas Jazz remains a tough act to beat. The hybrid model will please those wanting to pay less for their motoring, too.

FACTS
Model: Honda Jazz 1.4 EX CVT. Range from 11,295 otr Engine: 1.4-litre petrol unit developing 99bhp. Transmission: CVT transmission, driving the front wheels. Performance: Maximum speed 109mph, 0-62mph 13.1 seconds. Economy: 51.4mpg. CO2 Rating: 128g/km.

www.bassetts-honda.co.uk


BRIDGEND

PEUGEOT 3008

ITH A raft of awards under its belt and the best reception for a crossover model since the Nissan Qashqai kick-started the new sector into life in 2007, you might expect Peugeot to sit back and bathe in the warm glow of the 3008s success. Not so. Instead, the French manufacturer has been keen to exploit the family cars popularity by updating the shiny new range even further, with an even more powerful diesel automatic version. In Exclusive trim level, the new variant is essentially the new 3008 range-topper and its six-speed automatic gearbox bets the most luxurious variant in the range. With greater performance and comfort on offer, its not difcult to see why Peugeot opted to introduce the new transmission combination, along with the Dynamic Roll Control rear damper system, which improves both the ride and handling still further. The 163bhp engine is a revised version of Peugeots 136bhp 2.0-litre diesel. A comprehensive overhaul has seen power increase but, crucially, the peak torque output comes in from just 2000rpm, helping the model to maintain a more than respectable fuel economy gure despite additional power. That said, if it is speed you are after, the 150bhp 2.0-litre diesel is marginally quicker to 62mph, albeit with a fractionally lower top speed. It also boasts better fuel consumption and lower emissions. But the key factor for many drivers will prove to be the 163bhp models automatic transmission, one that cant be specied with the manual only 150bhp model. With its SUV pretensions, the automatic gearbox suits the 3008 particularly well. Combining with the lofty driving position and the contoured, upmarket cockpit design, it makes the 3008 feel like a natural and accomplished long distance cruiser. A stylish button

and control layout may come as a surprise to drivers who arent familiar with the brand, and material quality is above average. Of course, one of the key features of a crossover model is hatchback-like handling characteristics, and the latest 3008 does not disappoint. Built on the same platform as the 308 model it naturally boasts a composed character despite the bulkier and taller body, but the addition of the aforementioned Dynamic Roll Control improves things even further. Body roll well contained putting cornering ability on a par with a hatchback model, while the ride quality retains a welcome air of SUV. A sequential manual mode for the automatic gearbox adds a further dimension, although the gearboxs ability to adjust to driving style means that drivers likely to want to make the most of the feature will nd they dont need to. Although not as sharp as the twin clutch offerings available from some manufacturers, the torque converter automatic unit proves more than capable of responding quickly to gearing requirements. Working with the low-down pulling power of the 2.0-litre diesel unit this leads to a rened and relaxing feel at the wheel. Easily judged proportions are aided by the short bonnet prole and hatchback, making the 3008 easier to manoeuvre than a traditional SUV. Thick C-pillars do obscure rear three-quarter vision, however. Head-up display, tyre pressure sensor, dual zone climate control and cruise control with a speed limiter are welcome features, but Peugeot has not forgotten the 3008s family role. A full length glass sunroof benets rear seat passengers as do built in sun shades for the side windows and masses of interior storage.

FACTS
Model: Peugeot 3008 2.0 HDi 163 Exclusive. 3008 range from 15,495 on the road. Engine: 2.0-litre diesel unit developing 163bhp and 250lb/ft of torque. Transmission: 6-speed automatic transmission, driving the front wheels. Performance: Maximum speed 127mph, 0-62mph 10.2 seconds. CO2 emissions: 172g/km. Economy: 42.8 mpg.

www.leeandturner.co.uk


CARDIFF

FORD FOCUS

HE FAMILY hatchback market might be more competitive than ever but, on the evidence of buyer trends, its the same familiar brands that feature at the top of the sales charts. One name, Ford, has dominated the market for longer than most rivals care to remember. In the case of its mid-size Focus it would appear that Ford can do no wrong. From the groundbreaking rst generation car to the present day, this mass market commodity has tempted countless buyers into signing on the dotted line. This latest third generation car is no different. Although the overall shape remains familiar, the current Focus has evolved into a more streamlined and premium-looking vehicle. The same is true of the cars character, which leans more towards comfort and renement than its predecessor. Its a deliberate move by Ford to capture the premium ambience of some of its rivals. With so many car rms moving their products further up market, even regular family hatchbacks now boats the look and feel of something more expensive. The cabin is noticeably driver-centric, with the cars major controls close to hand. Theres also no shortage of information available to the driver, what with a pair of superbly clear electronic displays - one for the audio unit and one between the main dials. Fans of the old car will feel right at home thanks to a familiar feel to the various types of switchgear. Newcomers will be faced by a more upbeat and engaging experience than whats available in some rivals, as the overall cabin ambience is lighter and brighter than the traditional German opposition. For all the creature comforts, and there are many, the harsh reality of motoring in the 21st century

cannot be avoided - it can be a costly experience. Like many, Ford isnt unaware of the pressures on consumers nances, and among the Focus engine line up is a frugal 1.6-litre diesel offering wallet-friendly performance and economy without a hint of any compromise. Producing 115 horsepower, the rened engine emits only 109g/km CO2. Factor in the now familiar trick ways of achieving the latter - active aerodynamic aids, engine stop-start - and the cars 67.3mpg ofcial economy gure looks perfectly believable. And just so you dont think this Focus variant is a special hair shirt edition, the cars trademark premiumfeel cabin remains intact, you can specify a whole host of tempting options and the driving experience isnt diminished by the engines desire to sip as little fuel as possible. In short, this Focus behaves like every other Focus. The engine stop-start function works as advertised, is unobtrusive in use and quick to respond when you want to pull away from standstill. For company car users this Focus makes a lot of sense. Aside from the obvious fuel economy and emissions gures, the complete absence of any related compromise - reduced performance - makes it a suitable all-rounder for tackling everything from the daily commute through town to racking up hundreds of motorway miles in one day. That it can do that and prove entertaining when you want to have some fun is the attribute thats so often separates the Focus from its many rivals. Factor in safety and comfort equipment that only a few years ago would have been the preserve of luxury cars costing tow or three times as much and its easy to see why this latest Focus is such a big deal.

FACTS
Model: Ford Focus Zetec 1.6 TDCi (Start-Stop) 5dr Focus range from 13,995 Engine: 1.6-litre diesel unit developing 115bhp. Transmission: 6-speed manual gearbox, driving the front wheels. Performance: Maximum speed 120mph, 0-62mph 10.9 seconds. Economy: 67.3mpg. CO2 Rating: 109g/km.

www.fordthorne.co.uk


CARDIFF

VOLVO S40

OMPACT saloons are not a particularly common sight in the UK. While our European cousins are partial to booted variants of many of the hatchbacks that we know and love in our home market, UK car buyers continue to vote with their feet in opting for ve-doors when it comes to smaller family cars. Of course, in the larger vehicle segments, the saloon is much more popular. The three-box body shape gains instant recognition as a more stylish, executive choice, whereas the ve-door shape has a more down-to-earth appeal. This makes Volvos S40 something of an anomaly in the UK market. A difcult car to place, it has the exterior dimensions of a C-segment family hatchback but the sharp, executive styling of a D-segment saloon. The result is that if you compare it to a model like the Ford Mondeo or Vauxhall Insignia it feels a little small, but if you compare it to a model like the Ford Focus or Vauxhall Astra it appears less practical. The rst triumph hardly comes as a surprise given Volvos reputation for building sturdy and robust vehicles. From the very rst impression its clear that the model benets from the solid build quality of a larger, premium saloon model. The R-Design trim level comes into its own in leaving the occupants with a sense of quality. Stylish, brushed aluminium additions to the exterior make the interior feel very upmarket. Combined with the neat, two-tone leather, the S40 R-Design has all the makings of a pint-size luxury saloon, aided by the exemplary quality of the t and nish. Present across the Volvo range, the oating centre stack system is one of the most ergonomically pleasing arrangements available. Although some of the buttons are a little small, theyre stylishly incorporated into an extremely simple to use design. Cruise control

and sound system controls are located on the chunky R-Design steering wheel and even the dials have a functional air. Outside its no different, with large alloy, a boot spoiler, beefed up bumpers and brushed aluminium details giving the model lots of kerb appeal. Engine choices run the gambit from 1.6-litre to 2.5litre, so both economy and performance are available. Somewhere inbetween sits the tractable 2.0-litre diesel unit. Although the quoted fuel consumption gures arent so easy to achieve in real world driving, it still post in a highly respectable return on fuel and packs enough punch to make it brisk and comfortable on the open road, while remaining a breeze to drive around town. Combined with Volvos Powershift twin-clutch transmission, the 2.0-litre diesel S40 makes for a very capable cruiser. Gear changes are smooth even at high rpm, with the automated box taking care of gear selection for you. Its easy to override using the selector, but the system works well enough for intervention to be unnecessary. Although offering a more compact alternative to the regular premium saloon, the S40 cant match the outright practicality of a ve-door hatchback. However, for drivers who rarely fold the rear seats at but still opt for a ve-door as a compact saloon variant simply looks to out of place on UK roads, the S40 makes sense. The boot is still a good size and proves accessible, while the front of the cabin feels roomy and accommodating. Premium saloon attributes squeezed into a family hatchback footprint looks like a great combination on paper and proves to be in the esh, too. For drivers feeling stymied by the limitations of the UK market, the S40 could be a very welcome alternative.

FACTS
Model: Volvo S40 2.0D RDesign SE Sport Powershift. Volvo S40 range from 17,995 OTR Engine: 2.0-litre diesel unit developing 134bhp and 236lb/ft. Transmission: 6-speed automatic transmission, driving the front wheels. Performance: Maximum speed 127mph, 0-62mph 9.6 seconds. Economy: 47.1mpg. CO2 Rating: 159g/km.

www.volvocarscardiff.co.uk


CARDIFF

HYUNDAI I10

OR ALL the doom and gloom of 2010, one car brand shone extra bright: Hyundai. Although its happy to acknowledge that the Governments scrappage scheme played its part, it does help if you have the right product in the rst place. Post-scrappage the company is still doing great business, and nowhere is this more obvious than with the little i10. It feels like an age away since buyers were prepared to wait months for the diminutive hatchback, but they all knew what they were doing. Cosmetically the i10 benets from Hyundais new family nose. This design theme is already present on the larger ix35, and is set to be the norm on future models. On the mechanical front the cars 1.2-litre petrol motor is now cleaner, more efcient and more powerful. Also, replacing the 1.1-litre unit is a new three-cylinder, 68bhp 1.0-litre engine. This forms the basis of Hyundais eco-centric i10 Blue variant. This high-tech three-cylinder engine achieves an impressive 67.3mpg on the combined cycle and boasts a congestion charge and VED-friendly 99g/km CO2 rating. Even if you dont live in or plan on making regular trips to London to offset the Blue variants slightly higher price, the 85bhp 1.2 unit delivers 61.4mpg and an equally impressive 108g/km CO2 rating. Engine stop-start technology is thrown in for good measure. The i10 is something of a refreshing surprise in what is an incredibly competitive market. Small cars are everywhere, and small, cheap cars arent exactly a scarce commodity. What makes the i10 special is Hyundais decision to treat its mini model as something bigger. You only have to look around the cars cabin to realise that you can leave your hair shirt at home. You want air conditioning? No problem. Electric front windows? Absolutely. Somewhere to plug in your MP3 player? You bet. Seriously, this is what the i10 is

really like - anything but a budget runabout - and its one of the reasons why buyers ocked to the outgoing model in their droves. It might appear no larger than most other cars on the market but appearances are deceptive. Five doors are the norm here, yet the i10 is easily able to accommodate four adults. The i10 is also more capable on the road than you might think. Small, inexpensive cars arent supposed to be up to much - at least thats how it usually works. The little Hyundai is not your usual small car, though. With its direct and accurate steering, supple ride and rened cabin, it would appear that compromise has been ripped out of Hyundais corporate dictionary. With its eager hum and rened character, the 1.2-litre i10 is more than capable of keeping up with the rush hour trafc and never feels out of place on the motorway. Sure, you have to plan ahead on faster roads, but the units eager nature makes light work of the point-and-squirt urban environment. Theres no question that the engines added oomph and the slick ve-speed manual gearbox helps. A four-speed auto is also available for the 1.2 variant. The i10 Blue isnt far behind, either. Sure, it gets by with less power, but the three-pot motors willingness easily outweighs any on paper deciencies. Its surprisingly rened, too. Predictably the i10 Blue is more of a city car than its more powerful fourcylinder cousin, however it never feels out of puff away from the city limits and easily holds its own on the motorway. Theres no question that the i10 is a good car - it drives well, feels solid and is exceptionally practical for its size. That it comes equipped more like an entrylevel family hatch is a bonus, and one that potential customers are now starting to appreciate. Factor in high levels of reliability plus Hyundais famed ve-year warranty and its clear that this i10 is no lightweight.

FACTS
Model: Hyundai i10 1.0 Blue. i10 Range from 8,345 OTR Engine: 1.0-litre petrol unit developing 68bhp. Transmission: 5-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 93mph, 0-62mph 14.8 seconds. Economy: 67.3mpg. CO2 Rating: 99g/km.

www.wessexgarages.com


CARDIFF

NISSAN QASHQAI

FFICIENT DIESEL engines have always been essential to the family car and MPV sector, but recent advances in economy and fuel efciency have been quite startling. For a seven-seat model capable of well in excess of 100mph and boasting a 0-62mph time that wont leave drivers stranded at the lights to achieve 54.3mpg on the combined cycle and 138g/km CO2 emissions is a remarkable achievement. The Qashqai+2 is not alone in its ability to combine the safety and equipment expectations of a modern car with seven-seats and budget-friendly fuel consumption. Offering for Peugeot and Citroen are similarly frugal and accommodating. Few have managed to carry it off with the novelty and popular appeal of the Qashqai however. A large part of that appeal comes courtesy of the SUV inspired crossover styling. The original intention was to offer presence, ride height and driving position familiar to an SUV in a compact footprint with car-like driving characteristics. Of course, the extension of the platform in Qashqai+2 form gave the seven-seat model even more of an SUV resemblance, so theres a certain irony in the 1.5-litre dCi model only being available in front-wheel drive format. In this frugal specication the onus is on budgetary, rather than off-roading, concerns. Front wheel drive limits transmission losses and reduces the vehicles overall weight, allowing the 1.5-litre diesel engine to offer maximum economy. Despite the industry wide downsizing trend, 1.5litres in a car of the Qashqai+2s stature still initially appears and odd combination. The on-paper gures make for positive reading, however. 102bhp, 177lb/ft of torque, a top speed of 108mph and 62mph in 13 seconds will happily sufce in a fuel efcient sevenseater.

The gures translate into real-world driving well, too. Although hardly shattering performance, the 1.5 dCi equipped Qashqai+2 picks up speed in a smooth and lag-free manner. The Qashqai ranges recent refresh stretched as far as the suspension and chassis settings, too. Already a comfortable and responsive drive, the updated model is improved, particularly in terms of the former. Ride quality is very impressive and the model proves adept at long distance cruising. Crucially, none of the models joie-de-vivre at the wheel has been lost. For a large and lofty vehicle, the responsiveness of controls and feeling of stability at the wheel continues to impress. The addition of ESP as standard is also reassuring in a family vehicle. Of course, the fold-out rear seats remain suitable for use only by smaller occupants or for occasional use. Adults will nd them too compact for all but short journeys, although they are equipped with full seatbelts. Access is good via the rear doors, with the second row folding forward with ease. Folding the third row out is also a pleasantly simple affair. In sensible, grown-up 1.5 dCi specication the Qashqai+2s more mature styling makes even more sense. Revised light units at the front and rear and new bumpers have given the model a more sophisticated look that arguably suits the larger model in particular. The interior has been given a mild restyling, too. Sharper dials and displays greet the driver. The view from the drivers seat remains excellent, even if rear visibility is a little restricted by the small rear side windows. The Qashqais intriguing mix of qualities is made even more enticing by the efcient 1.5-litre dCi unit. What it lacks in pulling power, it makes up for in family-friendly practicality and frugality.

FACTS
Model: Nissan Qashqai+2 Acenta 2WD 1.5 dCi. Qashqui Range from 17,895 on the road. Engine: 1.5-litre diesel unit developing 102bhp and 177lb/ ft of torque. Transmission: Six-speed transmission driving the front wheels. Max speed 108mph, 0-60mph 13.20 seconds. CO2 emissions: 138g/km. Economy: 53.3mpg.

www.wessexgarages.com
2

EAST WALES

VAUxHALL ASTRA

couple of miles down the road I was tempted to get out, walk around the back and double-check that I was driving a Vauxhall Astra. Ive driven quite a few generations of the Grifnbadged hatch and each one has fallen frustratingly short of the class standard. Frustratingly because Astras have always had stonking engines which, of course, have illuminated the chassis shortcomings... Not here. This Astra SRi feels sweet, riding with great suppleness, steering with precision and cornering with innate poise. The only thing it doesnt have is much go, though thats because this is the base SRi with just 138bhp from a turbocharged 1.4-litre petrol in-line four. The 178bhp 1.6 turbo (more on which in a minute) makes a much better partner for what looks and feels like a big car for its class. If the SRi badges werent tted, you wouldnt guess it was a sporty version. The 17in alloys wear plump 215/50 Bridgestone Turanzas and theres nothing edgy in the cars stance. The way it moves down the road isnt sporty in the traditional Vauxhall fast hatch way either, i.e. the ride isnt rocky. Instead theres ne body control, decent steering feel and weight, and wonderfully accurate and effortless responses. Its these attributes that encourage you to press on, and when you do the balance and poise of the SRi, and the depth of its control, are impressive. The new rear axle design has transformed the cars dynamics. The turbocharged 1.4-litre feels almost normally aspirated, the exertions of its light-pressure turbo - helping deliver 147lb ft of torque between 1850 and 4900rpm - largely smothered by the mass of the biggest-ever Astra. The gearing beyond rst and second is quite

long (mental maths puts the theoretical top speed in 6th at 200mph) so its not a fast hatch in the traditional sense. The claims are 9sec dead to 60mph and a top end of 128mph, with a combined mpg of 47.9. We also tried the 178bhp 1.6 model, but tted with optional FlexRide suspension. The engine lifts the performance rmly into warm hatch territory (where it should be with the SRi badge), with decent low- and mid-range urge and a top end worth using. The new Astras interior is very like that of the recently launched Insignia, and very smart it is too. At night there are pockets of subtle red lighting and glints of chrome, and it appears just as classy in daylight; of high quality and solidly made (in Britain, incidentally). Renement is very good, the driving position is spot on and the optional ergonomic sports seats (450) are excellent too. As we said earlier, the new Astra looks and feels like an XL-size hatch in this sector and its not as distinctive as the previous-generation model or particularly original. No matter, we love the way the new Astra drives, even with the modest 1.4 turbo engine. Dynamically, its right up there with the very best in the class. The stock SRi chassis with the 178bhp 1.6 should be a sweet combination, and you wonder just how good a properly quick VXR version will be. Very, would be our guess.

FACTS
Vauxhall Astra SRi 2 Astra prices from 12,995 Engine: In-line 4-cyl, 1364cc, turbo Max power: 138bhp @ 4900rpm Max torque:147lb ft @ 1850-4900rpm Top speed 128mph (claimed) 0-60mph 9.0sec (claimed)

www.evanshalshaw.com
2

EAST WALES

CITROEN C3

T MIGHT have taken a little time but with each successive model, Citroen is proving that it hasnt lost the knack of making attractive-looking and enjoyable to drive cars. The purists can smile again, and so can the rest of us. The French rms second generation C3 compact hatchback joins the recently launched C3 Picasso mini people carrier and C5 family hatch - all of which proudly display Citroens bold chevron-inspired nose and bold curves. And while this C3 retains its predecessors 2CV-like prole, everything else is different. The lights - fore and aft - are glossy and expensive-looking just like the C3 Picassos. Theres also a general feeling of improved quality everywhere you look; from the exte-rior panel gaps and aforementioned lights to the completely redesigned interior, this is no bargain basement supermini. Oh, and it can be had with a big windscreen - a really big windscreen. Its a cost option but this Zenith windscreen nishes behind your head, giving you an incredible view both forward and overhead. Theres a sturdy sunblind to ensure you dont get burnt, and the extra light adds to the already airy cabin ambience. Okay, so it wont be a deal breaker for many buyers, but the screens existence is proof that Citroen once again feels condent enough to think outside the (tin) box. This newfound emboldened attitude is evident everywhere in the C3s cabin. The overall level of quality has been greatly improved, with the end result an experience more akin to that of something from the class above. Gone are the ddly controls and hard plastics of old, replaced by smooth contours, classy switchgear and a welcome feeling of solidity. The cars chunky main controls and easy to read instruments are a delight to use, and there are no complaints regarding the comfortable and supportive seats.

Staying on the comfort theme, the car might not have grown in size like many of its rivals but Citroens engineers have found more cabin space - rear legroom is better and everyone should feel more comfortable on long journeys. The same is true at the back, with the cars boot a useful size and the split/ fold function no doubt a welcome feature for an active and growing family. The C3s engine range has also matured. It now offers a useful choice of petrol and die-sel units - including the now essential 99g/km CO2 diesel motor. Five-speed manual gearboxes are standard issue on all bar the agship diesel (it gains an extra cog), and the performance from the two sampled engines (1.6 VTi petrol, 1.6 HDi diesel) is worthy of some serious praise. Never previously regarded as a car that delighted enthusiastic drivers, this C3 is now a much sharper, more willing and easily a better handling and riding car. Nowhere is this more obvious than at speed; while not a superminis usual habitat, motorways can be tackled with condence while twisty backroads are should raise a smile or two. If youre interested in making economy savings, Citroen is promoting one trim level in particular: Airdream. Partnered with a special version of the rms 99g/km CO2 1.6-litre diesel, this car boasts a few added aerodynamic tweaks plus other eco-friendly changes to achieve its impressive low emissions gure. Citroen might be keen to focus your attention on the C3s mammoth windscreen but theres so much more to this thoroughly enjoyable supermini. Displaying a vastly improved ability to impress on the road and an aura of quality not seen in its makers small cars for some time. the C3 is a great all- round package. Whether youre upgrading from something smaller or downsizing and want to retain all your creature comforts, theres something for everyone.

FACTS
Model: Citroen C3 1.6 HDi 90 Exclusive, from 15,200. Range from 10,800. Engine: 1.6-litre petrol unit developing 90bhp.no Transmission: 5-speed manual transmission delivering power to the front wheels. Performance: Maximum speed 112mph, 0-62mph 11.0 seconds. Economy: 65.7mpg. CO2 Rating: 110g/km.

www.lookers.co.uk
2

EAST WALES

PEUGEOT 3008 HYBRID4

EUGEOTS 3008 has stolen a march on the competition by being tted with the rst dieselelectric hybrid powertrain to hit showrooms in Europe, marrying the twin benets of short-term electric-only power with diesel torque and efciency. The system works in roughly the same way as the long-established Toyota version seen in several of its models like the Lexus RX450h and Toyota Prius. The 3008 Hybrid4, or HY4 for short, has a complete and fully-integrated hybrid system that never needs plugging in, and has no issues with potential range. Where this system differs from the existing full hybrid systems is that the electric motor is much smaller - it puts out just 27 kilowatts compared to the Prius 60-kilowatt system, and the motor drives the rear wheels leaving the fronts to the engine. Peugeot wanted to give the 3008 maximum efciency and a smaller motor means less friction, which in turn means lower CO2 and big tax benets across Europe. The base model puts out 99g/km of CO2, making it road tax and congestion charge exempt in Britain. The mid-range and limited edition range-topping version both emit 104g/km, which puts them in the lowest chargeable road tax band in this country, but signicantly for Peugeot thats a crucial marker for tax benets in its home French market. Either way, its a remarkable gure considering the cars relative size and weight - 140kg heavier than the diesel-only 3008. Fuel economy is equally impressive. On the combined cycle the mid-range model ofcially returns 70.6mpg (slightly less than the base model), but its in town where it really shines. During the launch in the northern French town of Dinard we had a chance to drive it on a low-speed urban route around short, narrow streets and it returned 71mpg in all the default driving settings. Astonishing, really. Cars like this have been tuned to be driven a certain way. In a way the 3008 HY4 is just like the road racer Porsche 911 GT3 RS - designed more or less for one thing only, but supremely good at it. The 3008 just needs

constant gentle use of the controls to excel. One of the key benets that the HY4 system offers is the ability to choose one of four driving modes, making it more versatile than youd expect. The ZEV - Zero Emissions Vehicle - mode biases the car towards using the electric motor, which is great for in-town driving but not so good for inclines. Sport mode biases the system the other way, using the diesel engine almost all the time and giving the full 200bhp, 332lb.ft thrust. In this mode the 3008 HY4 is actually pretty good to drive, and although it shows quite a lot of body roll it suits the character of the car and allows it to ride very well. Its a surprisingly comfortable car all round. The other two modes are 4x4 and Auto. While 4x4 hardly turns the 3008 into a Land Rover Defender, it does give valuable extra traction in sticky situations, like if you need to drive the car uphill out of soft, wet sand. That exact situation was set up on the launch and the system worked, albeit less impressively than that of a proper 4x4. The only thing Auto doesnt do is switch automatically to Sport mode. Even pushing the accelerator into the carpet doesnt, which means you have to select Sport manually if you want to overtake quickly. Its a bit clumsy, but its a relatively small area of compromise. One question on potential buyers lips might be whether the system is rened or not. It is, and very much so as long as you work the pedals gently. The engine and motor cut in and out with no clues whatsoever beyond the helpful active diagram on the central screen. Get more insistent with the accelerator and the system becomes a little jerkier as it does its thing. All in all, the 3008 HY4 is an excellent car, and good value compared to its diesel-only counterparts. It offers more performance, more prestige and much better fuel economy, especially in urban environments. Its a very convincing package that deserves to do well.

FACTS
Model: Peugeot 3008 Hybrid4, 26,995 on the road. Engine: Diesel-electric hybrid; 2.0-litre 163bhp diesel engine with 37bhp electric motor, creating a total of 200bhp and 332lb.ft of torque. Transmission: Electronicallyoperated manual gearbox attached to the engine and driving front wheels; electric motor driving rear wheels. Performance: Top speed 118mph (limited), 0-62mph in 8.5 seconds. Fuel economy: 74.4mpg. CO2 rating: 99g/km.

www.lookers.co.uk
2

EAST WALES

VAUxHALL INSIGNIA

IBERATING is not a word often used when talking about D-segment volume sellers, but it can be applied to Vauxhalls Insignia. This isnt one of those lectures about the private car being the key to personal freedom. Instead, what the Insignia offered us is the liberating experience of being allowed to like it. There can be little doubting the popularity of the Insignias Vectra predecessor, it remained the Ford Mondeos key rival in the rep car stakes throughout its lifetime, but to stand in front of your friends and say that you loved it would have been social suicide. Suffering from a reputation for blandness despite all of its impressive qualities, familiarity bred indifference. Not so the Insignia. Each time one passes by the gut reaction is that the driver has made a smart choice, and its hard to envision that wearing off any time soon. If the driver was sat in the 2.0-litre diesel variant they would almost undoubtedly be thinking theyd made a smart choice, too, because its not just that sleeker, more executive exterior that boosts appeal. The interior is an altogether plusher experience. Outside, its details like that swooshes in the forward doors, designed to make the gap between them and the front wheels look greater and imitate the styling of rear-wheel drive premium models, that raise the game. Inside, its the contoured, wraparound effect of the cabin and the metallic inserts on the switchgear. Finishing touches are one thing. Much harder to achieve is the level of renement that the 2.0-litre diesel model is able to offer. Complete with sixspeed automatic transmission, its able to compete with considerably more expensive vehicles in this department. Well suppressed wind and road noise are among the vehicles key attributes, but the impressive extent to which the two-litre diesel has also been subdued still comes as a surprise. As a result, its an isolating

experience in the cabin, one thats made even more enjoyable by the level of nishing quality. Of course, ll a car with equipment - the SE model is halfway up the trim ladder but has no shortage of toys or safety kit - plus a lot of weighty sound deadening material, and the performance will be blunted. Vauxhall attempts to overcome this by offering two versions of the 2.0-litre diesel unit. With 158bhp, 30bhp more than the standard unit, the more powerful engine manages a respectable nine second 60mph dash. Perhaps more relevant is the additional overtaking surge from the extra torque that makes the car adept at getting out of middle lane motorway strife. The diesel engine doesnt cause the ride to suffer, either. Its well suited to the motorway, although a degree of rmness means its far from squashy on a B-road, and entirely predictable cornering coupled to well-assisted but not overly sharp steering helps make covering ground at speed a breeze. Inside, the Insignia feels as roomy as both its traditional and new-found competitors despite the cosseting effect of the wrap-around cabin in the front. Impressive legroom in the rear also adds to the feeling of spaciousness, but theres a notable lack of headroom in the rear, thanks to the styling of the rakish roof. On the plus side, the large rear hatch allows access to the decent size boot. A pronounced lip makes it less practical than the Sport Tourer, but in terms of volume its a good effort. Vauxhall will be hoping it can say the same thing about sales volumes as the Insignia becomes more established. With quality edging towards premium and engines like the 2.0CDTi that maximise the models attributes, it shouldnt have much to worry about.

FACTS
Model: Vauxhall Insignia 2.0 CDTi 160 SE 5dr Auto. Insignia Range from 19,815 OTR Engine: 2.0-litre diesel unit developing 158bhp and 258lb/ ft of torque. Transmission: 6-speed automatic transmission, driving the front wheels. Performance: Maximum speed 134mph, 0-62mph 9.0 seconds. CO2 emissions: 179g/km. Economy: 41.5mpg.

www.newtown-motors.co.uk
2

EAST WALES

CHEVROLET ORLANDO

OR many, the humble people carrier isnt viewed as a fashion item. More of a necessity for anyone with children, belongings and anything else associated with family life, big box MPVs used to rule the sales charts. Its dominance was eventually challenged by all manner of alternatives - crossovers, SUVs and smaller but more versatile people carriers. However, if you need the space but struggle to justify all-wheel drive or a gimmicky seating arrangement that sacrices load space, theres not a lot to choose from. Chevrolets Orlando is a big box MPV although youd never guess thanks to its streamlined prole. The cars designers have done a good job of disguising its size. As a genuine seven-seater the Orlando is a rare beast. Discounting lumbering 4x4s and those cars with ve seats and two extra hidden in the boot oor for children, its hard to nd something these days that doesnt cost arm and leg money but delivers in the seat department. This is true of the Orlando, with prices starting at the same level as a well-equipped family hatchback. Factor in a choice of petrol and diesel plus manual and auto gearboxes and, for cost-conscious families, this big Chevrolet starts to make sense. A key element of the Orlando is accessibility. Apart from the asking price, this also includes getting into the cars third row of seats. Lets face it, if you cant do that - even as an adult - then the car has failed in its role as people carrier. Thankfully the Orlando delivers, with even adult passengers able to tolerate more than just a quick trip to the pub. The same is true for occupants of the two regular rows of seats - middle occupants will struggle to nd fault, while those up front are blessed with plenty of head and elbow room. The lofty driving position is also welcome, as it makes spotting that distant supermarket car park space much easier. Aside from the abundance of cabin storage options - always a good thing in an MPV - the Orlandos cabin

ambience is pleasingly upmarket, as is the quality of the cars trim and seat fabrics. Engine choice is split between 1.8-litre petrol in 141bhp trim and 2.0-litre diesel in a choice of 130 and 163 horsepower. Realistically the latter makes the most sense. If money is tight, the lower running costs of the diesel motor are hard to ignore. CO2 emissions for the low power diesel are a reasonable 159g/km and 186g/km for the high power model. Fuel consumption is 47.1mpg and 40.4mpg respectively. Diesel renement is also hard to ignore, mainly because its so good. The engines are quiet yet responsive, and only make themselves heard when you accelerate hard. Saying all that, dont be too hasty to write off the petrol alternative. Fine for low mileage motoring, renement is also good and its rare that youll feel wanting more performance during everyday driving duties. Factor in the option of a six-speed auto gearbox to replace the six-speed manual for both fuel types and the Orlando proves itself to be competent all-rounder on the road. Chevrolets big people carrier also proves to be a good value proposition, thanks in part to the levels of standard kit. From the generous amount of safety equipment to the wide range of thoughtfully chosen convenience items such as the audio unit, the Orlandos long list of toys irrespective of trim level will put many rival offerings to shame. Having started out as a brand offering cut price cars for those on a budget, Chevrolets cars and the companys strategy has steadily evolved into a business model that should have the more established makers worried. Value for money remains a core selling point, but time has seen Chevrolets various products mature into genuine contenders. The Orlando is just the latest to benet from this strategy, and it shows in the way it drives and the way its built.n

FACTS
Model: Chevrolet Orlando 2.0 VCDi 130 LT. Orlando Range from 15,495 Engine: 2.0-litre diesel unit developing 130bhp. Transmission: 6-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 121mph, 0-62mph 9.9 seconds. Economy: 47.1mpg. CO2 Rating: 159g/km.

www.chevorletcwmbran.co.uk


EAST WALES

KIA RIO

HESE days, no small car is just another small car. With B-segment cars like the Renault Clio and Ford Fiesta making up a quarter of all new car sales in the UK, if youre stepping into this particular fray, theres a lot at stake. Kia has released its new Rio to try and gain ground - and sales - against cars that have been bestsellers for generations. Fortunately, comparing it to the outgoing model is like comparing fancy new running shoes to tired old plimsolls. The new Rio is genuinely stylish. Kias family grille has been adapted, squeezing between devil horn headlights, and the rest of the car is just as provocative. A dull runabout for people wearing slippers, this isnt. A poke around any model of new Rio will turn up a number of well thought-out storage spaces including a surprisingly deep glove box, and a good sized boot thats also very deep. Its deceptively spacious, and with a bit of stacking and shufing you can squeeze a lot into it. There are four engines and four trim levels to choose from. There are 1.25- and 1.4-litre petrol units, along with a super-economical 1.1 diesel and a less frugal but gutsier 1.4-litre diesel. The spec levels are called 1, 1 Air, 2 and 3. The 1 Air was a bit of an afterthought in the range, but it does give buyers the option of specifying air conditioning without having to fork out for full 2 spec. The mid-range 2 is likely to be the best seller, and 75% of B-segment cars are sold with petrol engines, making this 1.4 petrol 2 test car a good yardstick. On the outside there are standard 16-inch alloy wheels that sit comfortably in the arches, helping the Rio to avoid looking particularly under-wheeled. Inside, air conditioning joins a four-speaker stereo system, electric windows all round, electric folding door mirrors, two 12v power sockets, a USB input for MP3 players and steering wheel-mounted audio controls. Its a nice place to be, and above all, its as stylish as the

exterior, neither looking nor feeling budget. The smooth 1.4-litre engine is quiet and relaxed in town, with enough zest on a light throttle to keep up with trafc. Unfortunately, this model doesnt get Kias EcoDynamics treatment, which includes Intelligent Stop & Go to cut the engine in trafc and save fuel, and low rolling resistance tyres. Most of the diesel versions do though, and the lightweight Rio 1 with EcoDynamics will return 88.3mpg on the combined cycle while emitting just 85g/km of CO2. That makes it the lowestCO2 non-electric car engine in the world. The brakes are fantastic, having plenty of power without being too grabby. The electric power steering offers variable resistance, adding weight as speeds pick up, and taking it away for car park trundling. Slotting the Rio into a space is physically very easy, but visibility at the front and back is restricted by a high dashboard, a small rear windscreen and thick pillars all round. A three-door arrives next year, but that wont really help. If youre a low-mileage driver one of the petrol versions makes the most sense, because even the huge fuel economy of the basic diesel engine cant overcome the difference in initial purchase price. If youd prefer to pay over the odds for a diesel, each will do at least 70mpg on the combined cycle to keep running costs low, and are tax-friendly, costing 20 or escaping excise charges altogether under the current rules. Although the jump from the Rio 1 to the Rio 2 is 1,900, the increase from 2 to 3 is only 700-800, and for that you get heated front seats, climate control and genuinely beautiful 17-inch alloy wheels, with more besides. The range-topping 1.4 CRDi diesel Rio 3 is 14,895, which isnt cheap, but with Kias 7-year warranty behind it, its a car that you could buy and keep with peace of mind. Its a new kid on the block, but the new Rio has arrived in style.

FACTS
Model: Kia Rio 2 1.4 5dr, from 13,095 on the road. Rio range from 9,995 Engine: 1.4-litre petrol unit developing 107bhp. Transmission: 6-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 114mph, 0-60mph 11.1 seconds. Economy: 51.4mpg. CO2 Rating: 128g/km.

www.wessexgarages.co.uk


VALLEYS

FORD FOCUS 1.6 TDCI ZETEC

EOPLE carriers and SUVs might have overtaken the humble hatchback in the desirability stakes for consumers, but the demands set out by company car drivers revolve around a much simpler solution: space. If you need to transport products, supplies or tools of the trade, theres still a lot to be said for the estate car format. Thats especially true if you need your workhorse to look presentable in a clients car park and double as the family runabout at the weekend. In this context a van simply wont do, making an estate car the only sensible option. Furthermore, making the decision between medium or large isnt reserved for trips to McDonalds. The large estate car, once typied by a boxy Volvo or Mercedes, can be a ne tool but also an unwieldy device at the weekend in the supermarket car park. Downsizing, we are told, is all the rage, and has helped boost the fortunes of cars like Fords Focus when the larger Mondeo was sometimes judged to be a box too big by some. Its ironic, then, thats Fords third generation has grown slightly over its predecessor, although the increase is in the right areas. Theres now more room for rear seat occupants, and in estate form the added cabin space also boosts overall carrying capacity. With its at load bay and ability to fold the rear seats with a simple movement, expanding the cars carrying capacity beyond the default setting couldnt be easier. The numbers are pretty impressive, too, with 476 litres available with the seats up and 1,502 litres with the rear seats folded. Driving performance and enjoyment have been attributes that can be traced back to the rst generation car, and while the emphasis now has swung more in favour of increased renement and comfort the basic qualities are still present. The cabin is noticeably driver-centric, with the cars major controls close to hand. Theres also no shortage of information available to the driver, what

with a pair of superbly clear electronic displays - one for the audio unit and one between the main dials. Fans of the old car will feel right at home thanks to a familiar feel to the various types of switchgear. Newcomers will be faced by a more upbeat and engaging experience than whats available in some rivals, as the overall cabin ambience is lighter and brighter than the traditional German opposition. Being thats likely to appeal more at company drivers than private buyers, its no surprise to learn that Ford is heavily promoting its diesel engines as the favoured option. One in particular, a 1.6-litre 115 horsepower variant, ticks all the relevant boxes regarding economy, emissions and tax-related costs. Producing 115 horsepower, the rened engine emits only 109g/km CO2. Factor in the now familiar trick ways of achieving the latter - active aerodynamic aids, engine stop-start - and the cars 67.3mpg ofcial economy gure looks perfectly believable. In real world conditions the car proves willing and capable of keeping up with the, brisk pace of motorway trafc, and is exible enough to trickle around town in a high gear to help save fuel and the environment. The engine stop-start function works well,, is unobtrusive in use and quick to restart when you want to pull away from a standstill. Aside from the obvious fuel economy and emissions gures, the complete absence of any related compromise - reduced performance or renement - makes it a suitable all-rounder for tackling everything from the urban grind to the ofce to hauling tools or samples halfway across the country in one hit. As a rounded package the Focus estate is hard to beat despite the increase in choice and competition in the time since the rst generation car hit the showrooms all those years ago. For some their company car is little more than another tool to get the job done, like a stapler or pen. To view the Focus in this way does it a huge disservice - its much more than that.

FACTS
Model: Ford Focus Zetec 1.6 TDCi (Start-Stop) 5dr. Ford Focus Range from 13,995 Engine: 1.6-litre diesel unit developing 115bhp. Transmission: 6-speed manual gearbox, driving the front wheels. Performance: Maximum speed 120mph, 0-62mph 11.1 seconds. Economy: 67.3mpg. CO2 Rating: 109g/km.

www.aberdareford.co.uk


VALLEYS

FORD FOCUS

VEN if you dont claim to be a car enthusiast, it would be hard to ignore that the Focus has been a huge hit for Ford. Its been an almost permanent xture at the top of the sales charts since its original launch, and been the benchmark others have been judged by ever since. So whats new? In a nutshell, everything. Now positioned as a world car within Ford, this Focus will be sold around the world. That brings economies of scale, and is one reason why the car can be had with a range of good value optional equipment packages such as an impressive safety kit bundle. Theres also a greater emphasis on economy and emissions, with the range kicking off with a 109g/km diesel and the promise of more to more to come in the future. Engine stop-start technology plus the use of Fords new EcoBoost petrol engines and fuel-sipping DSG Powershift gearboxes add to Fords frugal approach to motoring. The cabin is noticeably driver-centric, with the cars major controls close to hand. Theres also no shortage of information available to the driver, what with a pair of su-perbly clear electronic displays - one for the audio unit and one between the main dials. Fans of the old car will feel right at home thanks to a familiar feel to the various types of switchgear. Newcomers will be faced by a more upbeat and engaging experience than whats available in some rivals, as the overall cabin ambience is lighter and brighter than the traditional German opposition. It takes more than a cursory glance around the cabin to fully appreciate the lengths Ford has gone to in order to, hopefully, maintain its class-leading status. The same is true out on the road as, initially, the experience appears to have shifted considerably more to-wards comfort. What has Ford done with the cars sporty and engaging character? In truth it never left, only this time its been cleverly contained in a more rened and composed wrapper. Push a little harder in a corner and youll soon experience some of the old Focus magic.

Everything is so darn polished now - Volkswagen and the like should be worried. Considerable praise should also be directed towards the engine department. Ford is offering 1.6 and 2.0-litre engines in both petrol and diesel form, in a range of power out-puts. In petrol guise theres a choice of 105, 125 and 150 horsepower, while diesels run from 115 to 140 and 163 horsepower. Predictably, the highest output diesel motor scores well if you plan on racking up the miles. Its exible nature makes light work of long distances, and its six-speed manual gearbox can be swapped for a DSGstyle auto if you wish. Fords petrol motors have improved beyond all recognition in recent years. As a willing, free-revving alternative to the more frugal diesel units, such engines prove ideal for shorter, stop-start journeys and boast less weight, which further enhances the cars agil-ity. As the old saying goes, power is nothing without control, and the Focus isnt short of systems to keep you and the car in check. Packaged as a bundle of features, you get a blind spot warning, lane departure alert, city speed auto braking function and a speed limit sign reader that displays the relevant information in the electronic fascia readout. It was only a few short years ago that such technology was the preserve of expensive luxury cars, and makes the inclusion in a regular family hatch a big deal. Make no mistake; this Focus is a supremely competent and attractive car. It might take a few minutes - and a few miles behind the wheel - to fully appreciate the progress made by Fords engineers, but when you do youll be pleasantly surprised by whats been achieved. The combination of big-car renement and equipment levels, a rounded and polished driving experience and an engine range offering real world savings are just a few of the many highlights. Even in uncertain times, if its performance is anything to go by this Focus is destined to be another chart topper.

FACTS
Model: Ford Focus range from 13,995. Engine: 2.0-litre diesel unit developing 163bhp. Transmission: 6-speed manual gearbox, driving the front wheels. Performance: Maximum speed 135mph, 0-62mph 8.6 seconds. Economy: 56.5mpg. CO2 Rating: 129g/km.

www.arrowmotors.com


VALLEYS

PEUGEOT 3008

T WAS NOT that long ago that a family car was, quite simply, a car that you could t your family in. Peugeot certainly didnt struggle in this arena, with models like its 505 estate proving a sure-re solution for over-productive loins across Europe. These days, it takes more than an extra pair of seats to appeal to demanding family car buyers. With the blurring of lines between traditional segments leaving drivers with no shortage of choice, a family car needs to do more than physically envelop a family, it needs to emotionally envelop them as well. Crossover models like Peugeots 3008 aim to be all things to all men, offering something to engage every member of the family. Parents, kids, even the dog need to feel catered for if its going to be a success. Dogs are reasonably easy to please. With the adjustable three-tier boot oor at its lowest setting the boot space is no less accommodating than in the 308 SW estate model. The 3008s taller body means theres a slightly higher jump to be made in to the rear, but a clever split rear tailgate offers an extended platform and pooch can be prevented from prematurely disembarking by opening the top portion only. Once in, theres enough room for Benji to chase the rear wiper ad nauseam. Yet in the family sphere of inuence, the dogs opinion is generally out-weighed by that of the parents. With this in mind, the 3008 has been designed to straddle the varying requirements of life as an adult. Versatility is key - the 3008 operates admirably on the motorway, in town and in the country. True to its crossover branding, the 3008 ts its spacious, chunky body and SUV derived features atop a reasonably compact chassis. Little overhang and a large glass house makes it simple enough to manoeuvre around town, never feeling as cumbersome as the styling suggests it might. On the motorway the ride quality of the 2.0-litre diesel equipped model is the equal of larger models

in the French manufacturers range. Combined with the slightly elevated driving position the 3008 proves adept at cruising. In 150bhp form the 2.0-litre diesel unit uses a six-speed manual gearbox with sensibly spaced ratios that keep the revs down but still leave potential for some useful in-gear acceleration. Although less than exhilarating, its a worthy choice in a line-up full of worthy choices. Emissions and fuel economy gures are kept surprisingly low across the range. More surprising is the way the 3008 rides and handles away from the motorway. The SUV stylings are, for the most part, exactly that, but the increased height of the model ought to make it less stable on the road than a 308 hatchback. More technology is available in the shape of the Grip Control system that means the two-wheel drive 3008 can handle soft-roader tasks such as towing and mildly inhospitable terrain. The lack of a four-wheel drive system means no bulging transmission tunnel in the rear; earning a favourable vote from rear occupants and children. Head and legroom are good, with masses of storage availability making the 3008 interior particularly childfriendly. In the range-topping Exclusive model, the full length glass roof will prove another big draw for the youth vote. Although traditional in its basic interior layout, the 3008 features enough quirks give it some character of its own. The heads-up display, beaming speed information in to the drivers line-of sight is an obvious example. A distinctive, metal embossed design for the switchgear in the upper centre console also adds an upmarket element. One of the neatest models to come out of the crossover revolution yet, Peugeots 3008 manages to fuse an enormous number of ingredients in just the right measures. A hatchback, estate, MPV and compact SUV combined its bursting with family appeal.

FACTS
Model: Peugeot 3008 2.0 HDi 150 Exclusive. 3008 Range from 15,495 OTR Engine: 2.0-litre diesel unit developing 150bhp and 250lb/ ft of torque. Transmission: 6-speed manual transmission, driving the front wheels. Performance: Maximum speed 121mph, 0-62mph 9.7 seconds. CO2 emissions: 146g/km. Economy: 50.4mpg

www.griffinmill.co.uk


VALLEYS

KIA SOUL

PTING for a name like Soul requires a good deal of faith in the product. Clearly, in the case of Kias distinctive mini-MPV theres a clever pun to be found - suggesting not only that driving the model will indicate youre an individual with hidden depths, but is also a nod towards South Koreas capital Seoul, where the manufacturer has its root. Theres considerably more to the Soul than its selection of distinctive exteriors, though. On paper, the models credentials look fairly average. The ve-door, front-wheel drive platform and dimensions are typical of those of a family hatchback. However, the Souls boxy shape means its a very spacious vehicle. In the esh, it seems like a bulky car. The high rise body, oversize light units and, on the Shaker model in particular, the large alloy wheels give it a compact SUV-like presence. Behind the wheel it feels smaller and more precise, however. The square body shape makes it easy to position and a lofty driving position makes visibility out of the large glass areas particularly impressive, although the steering column would benet from being reach, as well as tilt, adjustable. Headroom is among the Souls key attractions, but rear legroom is also in good supply and the rear will seat three children with ease, or three adults in a greater degree of comfort than a regular hatchback. The light, airy and colourful cabin is well suited to family life, with excellent storage in the front adding to the appeal.

Of course, the large, boxy bodyshape lends itself to a large boot. A wide and square boot door opens to reveal what at rst appears to be restricted boot space, but closer inspection uncovers hidden storage beneath the oor. Fold the rear seats at and theres van-like potential. If pulling unusually heavy loads is common practice then the 1.6-litre diesel unit may make more sense, but for regular family use the 1.6litre petrol copes well and offers excellent value. Using a ve-speed manual gearbox, the petrol engine is smooth and rened, though with the majority of the power very high in the rev range it needs to be revved hard to nd the performance. Its a more sedate experience around town where the light steering and controls, slick gear change and closer ratios make for relaxed driving. On A and B roads, the Souls impressive chassis works well with the 1.6 petrol. Understeer is tamed and the steering offers a highly respectable degree of feedback meaning the Soul can be as much fun to drive as its charismatic looks suggest. Delivering a well-metered combination of style, practicality and driving appeal, Kias Soul is a model with a great character. It appears Kias faith in the model is well placed.

FACTS
Model: Kia Soul. Kia Soul Range from 11,995 OTR Engine: 1.6-litre petrol unit producing 126bhp Transmission: 6-speed manual gearbox driving the front wheels. Performance: 0-62mph in 11.3 seconds. Top speed 110mph. CO2 emissions: 155g/km. Economy: 47.9mpg

www.griffinmill.co.uk
4

VALLEYS

FIAT 500 TWINAIR

ITH car makers keen to reduce emissions and save fuel these days, one obvious place to start is weight reduction. And what better way to cut unnecessary weight than to streamline a cars engine - downsizing is the new black. Fiat has long held a reputation for engine development, and its now gone and halved the cylinder count for its popular 500. Dubbed Twinair the 500s 0.9-litre, twin-cylinder petrol unit offers signicant savings over a larger four-pot motor in terms of economy, emissions and, unsurprisingly, weight. Fiat is clear that that this engine will be the rst of many, and the aim is to reduce emissions levels to new lows well in advance of any country-specic legislation. The upshot for the consumer is a 500 with more character. When it rst appeared some observers were disappointed by its lack of a technological highlight. Sure, the car was a faithful, if larger, reproduction of a popular classic. It didnt boast anything groundbreaking, though. Thats changed with the arrival of Fiats Twinair engine, and its difcult to think of a more appropriate home for this remarkable little motor. Theres no question that the technology underpinning the Twinair engine is impressive. Borrowing Fiats recent Multiair development - where airow into the engine is managed electronically cylinder by cylinder through the units inlet valves, not the throttle - this twocylinder engine is the product of a clean-sheet design, a new type of turbocharger and a few hundred million Euros. In reality Fiats achievement is worthy of signicant praise. In 85 horsepower trim - 105bhp turbo and 65bhp non turbo variants are scheduled to follow - you get the power, accelerative punch and cruising ability of a traditional small capacity four-cylinder petrol car but with the economy and, crucially, emissions of something much smaller. How does 68.9mpg and 95g/km CO2 sound? Granted, the 500 is hardly a big car, but thats a 15 percent CO2 reduction over a regular 1.2-litre petrol

500. If you opt for Fiats Dualogic semi-auto gearbox, the numbers are better still, at 70.6mpg and 92g/km respectively. With all that data in mind, it only takes a minute to realise how much this particular 500 could save you in fuel and tax over the course of a few years. Thats only part of the ownership experience, however. Turn the key and you enter a new world of two-cylinder fun. Fiats engineers have done an excellent job of isolating the traditional characteristics of such an engine - noise, vibration and harshness, and as a result it proves a charming companion to live with. You immediately warm to its slightly offbeat angry bumble bee engine note. Such a signature tune is perfectly in keeping with the 500s visual charm and will have you grinning like a child with a whole chocolate bar to itself. Unlike when the confectionary has been consumed, the novelty of a 500 with half a proper engine is unlikely to wear thin. Accelerate briskly and you can hear what sounds like a distant 2CV attempting to chase you down, which is guaranteed to keep you smiling even on the commute to work. This focus on the intangible elements of the 500 Twinair might appear tedious to anyone without the faintest interest in cars, but given the cute and cheerful nature of the 500, this added layer of enjoyment is the icing on an already mouthwatering the cake. Since its launch the 500 has sold well, but was in need of something special to lift it above its numerous rivals. With its clever Twinair engine, Fiat has injected a welcome shot of added interest and set a new benchmark for engine technology. With equipment levels mirroring that of the regular four-cylinder model line-up and positioned price-wise a step above the entry-level 500, the Twinair variant is not about sacricing creature comforts when in the pursuit of saving fuel end money. That the Twinair can also be had in 500C convertible guise is proof that Fiat rmly believes two-cylinder motoring should be fun. And its right: this particular 500 is a genuine mini marvel for the masses.

FACTS
Model: Fiat 500 Twinair Sport. Fiat 500 Range from 9,900 OTR Engine: 0.9-litre turbo petrol unit developing 85bhp. Transmission: 5-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 108mph, 0-62mph 11.0 seconds. Economy: 68.9mpg. CO2 Rating: 95g/km.

www.griffinmill.co.uk
4

VALLEYS

SKODA ROOMSTER

OES ANYONE lead a normal life anymore? Sane, predictable and methodical, or are we all out wakeboarding and base jumping at the weekend in order to rid ourselves of the weekday blues? It may seem like a frivolous question, but the notion of (excuse the marketing speak) active lifestyles is something that car manufacturers are keen to satisfy. Even the sensible, worthy Skoda have now got in on the act, except that theyve done it...well, sensibly. The Roomster is the realisation of a very simple idea: people want a car that drives like a car, but carries like an MPV. Other manufactures have had a go, but not in the same way. At the front of the Roomster is the Driving Room, and at the back is the Living Room. At rst glance, its hard not to think it looks a bit mad. Cover either end with one hand and its easy to see where it should go, but like a black and white French lm it doesnt go where you expect. Advantage to you the buyer however, because once you start to use the Roomster the wacky looks make sense, and its visual appeal grows. Climb into the drivers seat and there is much to like. You get a better view out than in most ordinary hatchbacks thanks to the position of the windscreen, and theres plenty of light entering the cabin. The dashboard is textbook Skoda, with a clear, uncluttered design and sturdy materials. The driving position is also car-like, but it feels more special than that, especially if you look over your shoulder. In the back is where the clever stuff happens. The rear doors are far taller than those at the front - unusual, certainly, but effective when it comes to getting in and out. The rear seats are

higher than those in the front, so once installed the view out is excellent, which might help keep little ones quiet for longer. Those rear seats can perform a number of tricks too. The middle seat can be folded forward to create a table, drinks holder or just somewhere to hide things, and be removed altogether. The outer two can slide sideways to ll this space, as well as move forwards by 15cm and recline and be taken out too, which gives the Roomster anything from 450 litres to a massive 1,780 litres of storage space. Theres plenty of storage elsewhere too It can hold its own on the road too. It certainly doesnt feel like a large, oppy MPV on the move, instead it responds more like a decent hatchback. With the pokiest 1.6 TDI unit up front the Roomster can haul plenty of cargo and make good progress too. Renement is easily on a par with the competition, and it is secure and stable through the bends. Skoda can point to recent success based on producing cars that are practical, useful, well built and excellent value, but the introduction of the Roomster shows that theres more to come. It packs a lot of space and smart thinking into a small package, and going on the number of awards collected by Skoda recently, it should be a great car to own.

FACTS
Model: Skoda Roomster from 11,775. Engine: 1.6 diesel unit developing 104PSi. Transmission: 5-speed manual transmission as standard, driving the front wheels. Performance: Maximum speed 112mph, 0-62mph 11.5 seconds.

www.griffinmill.co.uk
4

VALLEYS

CITROEN C4

ITH the arrival of the C3 and DS3 is was only a matter of time before Citroen brought its bigger C4 into line with the companys new design philosophy. And here it is; the second generation C4 hatchback promises improved quality inside and out plus a greater focus on renement and economy. Its clear even from the outset that this C4 is a higher-quality item. The cars rounded curves and glossy exterior trim accents do much to help create a premium ambience. And although this C4 is just as distinctive as its predecessor, its also good to see a family connection with the smaller C3. The French rms designers have worked hard to make the cabin experience a pleasant one, and the combination of ergonomic and intuitive controls go a long way to conrming this. As weve come to expect from Citroen, the French rm has departed from the norm in a few subtle ways in a bid to generate some extra interest. The cars electronic handbrake sits close to hand in the centre console, and its also possible to change the illumination of the main dials - theres a handful of colour options to choose from. You can also change the sound of the indicator repeater, proving that Citroen remains keen to show off its quirky personality occasionally. Back to more serious issues, however. The second generation C4 has grown slightly over its predecessor in all the key dimensions, and nowhere is this more obvious than at the rear. Boasting 408 litres, the cars boot is the biggest in its class, making the C4 a genuinely practical and versatile family hatchback. Its also a car thats keen to save you money.

With low emissions and fuel consumption the main talking point for anyone buying a mainstream car these days, Citroens engine line-up promises much. The focus is very much on efciency, and its encouraging to see low capacity engines boasting above average power outputs. The 1.6litre range comprises turbo petrol motors shared with BMW and frugal diesels. Alongside the main options is Citroens new e-HDi diesel motor. Offering engine stop-start and energy regeneration, this 1.6-litre, 110 horsepower unit is initially rated at 109g/km CO2 and will later drop to an even more appealing 99g/km. Either way, the unit is willing, smooth, rened and offers more than enough performance for everyday driving tasks. That it comes with Citroens clutchless automated manual gearbox - that action is automated and youre presented with columnmounted paddle shifters - is another quirk of the brand. Citroen claims the EGS unit offers savings over a manual gearbox, which is part of the rms every little saving helps ethos and sits alongside the C4s weight loss programme. Whats clear from driving the new C4 is that Citroen is keen on delivering an experience thats much closer to that of a premium model than ever before. With the rms emerging DS sub brand tasked with offering a sportier edge, the C4 should suit buyers seeking renement in a practical, well-equipped and familiar package. Theres a noticeable improvement in quality inside and out with this C4, while the driving experience delivers a supple yet engaging ride that Citroen fans will instantly warm to. Factor in the welcome increased focus on economy plus an impressive engine line-up and its easy to see the cars appeal.

FACTS
Model: Citroen C4 1.6 e-HDi. C4 range from 15,750 OTR. Engine: 1.6-litre turbo diesel developing 110bhp. Transmission: 6-speed EGS semi auto gearbox with column-mounted shifters, driving the front wheels. Performance: Maximum speed 118mph, 0-62mph 11.2 seconds. Economy: 67.2mpg. CO2 Rating: 109g/km.

www.thomasanddaviescitroen.co.uk
4