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Volkswagen Passat review

Andrew Charman
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Volkswagen Passat review

What is it?
All-new Volkswagen Passat is the latest version of a fleet favourite.

Key features
Lighter weight, new engines, innovative tech.

Our view
The new Volkswagen Passat is a major contender, but is notably more expensive than a Ford Mondeo.

Cars such as the Golf might make most of the headlines but the Passat is a very important model to Volkswagen.

This is a car regarded as a core part of the brand’s line-up for the past four decades, during which 22 million have been sold globally, 442,000 in the UK. And it is very much VW’s biggest fleet player, company buyers accounting for more than 80 per cent of sales.

Now there is a new, eighth-generation Volkswagen Passat, and while VW might suggest that the car’s quality of construction and bang up-to-date tech will attract buyers downsizing from premium contenders by the likes of BMW and Audi, its biggest challenge will come from a much-delayed new model launching just a few weeks after the Passat – the Ford Mondeo.

The new Passat is offered like its predecessors in both saloon and estate form, and takes full advantage of the VW Group’s latest MQB modular platform and lightweight body construction techniques seen in other recent new models. While it has a substantially longer wheelbase, extended by 79mm over its predecessor and thus translating to more interior space, it weighs in at up to 85kg lighter, with resultant efficiency and handling improvements.

Visually the car looks assured and purposeful, and the positive first impressions are enhanced on slipping behind the wheel. The interior feels very spacious, courtesy of that extra wheelbase length. Luggage space is increased too, 21 litres up in the saloon to 586 litres, and 47 in the estate, to 650 litres –1,780 when filled to the roof.

Quality of fit and finish is generally high, though on our test cars the finish of the surround to the navigation touchscreen did not match the upmarket feel of surfaces around it.

The instrumentation is very clear and easy to live with, and this aspect is soon to improve further, the Passat set to be offered with the digital dashboard Active Info Display that has already highly impressed in sister brand Audi’s TT. A head-up display will also be available in due course.

A notable aspect of the new Volkswagen Passat line-up is the lack of any petrol engines. In fairness sales of previous petrol models were minuscule, but VW’s decision to go diesel only does come at a time when we are seeing the first stirrings of a diesel backlash particularly in urban environments.

There will be a petrol option – but only in the plug-in hybrid model, combined with an electric motor to offer 215bhp and an official range of more than 620 miles. But we won’t see this until October.

There are four engine options at launch, all new with the entry model a 1.6-litre unit of 118bhp. The other three are all of two litres, with 148, 197 of 236bhp, the last a bi-turbo unit in a range-topping model also boasting 4Motion all-wheel-drive. According to VW all are improved over their predecessors with fuel efficiency gains of up to 14%.

The bi-turbo is matched as standard to the seven-speed variant of the DSG twin-clutch auto-manual gearbox, while all other models can be specified with either a six-speed manual or six-speed DSG box.

The Car Expert got to drive cars with all but the entry engine, and it will be of little surprise to learn that all three tested units are spirited in performance but equally smooth and quiet.

The 147bhp engine is more than adequate to keep this quite large car on the move, and the extra power of the larger engines could be regarded as much more of a performance bonus than a necessity.

However the 4Motion all-wheel-drive, for some a desirable extra with today’s increasingly unpredictable weather and resultant challenging driving conditions, is only available with the range-topping bi-turbo engine.

Ride comfort on the road is up to the standards one would expect, though choosing the sport chassis mode does stiffen matters up to a degree of choppiness. But overall one could imagine eating up many a motorway mile in this car.

Similarly, in corners the Passat is well composed – it’s no sports car, but then it’s not meant to be. It will traverse twisting roads with competence while not providing a particularly exciting driving experience.

Extra technology features heavily in the new Passat range, with the various innovations topped by a trio of driver aids. The first, dubbed Traffic Jam Assist, brakes, accelerates and even steers the car in queues, taking the pressure off the driver.

Emergency Assist will intervene if it detects the car drifting out of a motorway lane, guiding it back and if necessary braking the car to a full stop if the driver doesn’t respond.

Finally, Trailer Assist will cleverly reverse a car and trailer combination into a parking space, with the driver only accelerating and braking as needed.

There will be five trim levels, and ignoring the entry-level S trim is an advantage – moving up one grade to SE, a cost of £1095, adds a host of extra equipment including Front Assist, Adaptive Cruise Control, the Pre-Crash system, Driver Profile Selection, Ergo Comfort seats and front and rear parking sensors.

The first Passats are on UK roads in January, and the initial range will soon extend. A diesel BlueMotion model will join the range in June, with combined cycle fuel economy of around 78mpg, and the soft-roader type Alltrack Estate will arrive a month later, ahead of the plug-in hybrid in October.

Will it beat the Mondeo? Our test of the Ford later this month will offer big clues. Certainly the new Volkswagen Passat is a major contender – though at prices starting from £22,215, with a £1,530 premium for the Estate, buyers will need to find around £1,400 more than they will for a Mondeo.

Volkswagen Passat – key specifications*

Models tested: VW Passat 2.0 150PS, 190PS, 240PS 4Motion
On sale: First deliveries January 2015
Range price: £22,215-£35,505
Insurance group: 12E-28E
Engines: Diesel 1.6, 2.0 (3)
Power (bhp): 118, 148/187/236
Torque (lb/ft): 185, 251/295/369
0-62mph (sec): 10.8, 8.7/7.7/6.1
Top speed (mph): 128, 135/146/149
Fuel economy (combined, mpg)**: 70.6, 64.2/61.4/53.3
CO2 emissions (g/km)**: 105, 106/116/119/139
Key rivals: Ford Mondeo, Vauxhall Insignia
Test Date: January 2015
* all figures refer to saloon
** figures for cars with DSG gearbox

Ford Focus review (2014 – 2018)

Andrew Charman
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Ford Focus review (2014 – 2018)

What is it? Significantly updated version of mass-selling Ford Focus family hatch and estate.
Key features: Sharper exterior, new engines, more technology.
Our view: Does everything the previous model has done, but better

Facelifting the Ford Focus, to produce this latest version, is a task that is not undertaken lightly. This car is about to be named the world’s best-seller, for the third year in succession.

Globally it sells 1.5 million a year, while UK buyers love it, and it spends most months of the year firmly in second place in the new car top ten, only beaten by its smaller Fiesta sister.

So Ford would be forgiven for making only subtle changes. But in this update of the third-generation Focus the subtleties are confined to the exterior and combined with revisions to the interior and most significantly upgrades to the powertrains and a raft of new technology.

A series of tweaks, following the brand’s latest ‘One Ford’ global styling language already seen on the Fiesta and the soon to arrive in the UK Mondeo, have certainly improved the car’s visual presence. The chrome grille is more prominent, the narrower headlamps adding to the more purposeful stance. The rear is similarly treated for a cleaner, less cluttered look.

There are major changes inside, which according to Stephan Presser, engineering manager of the new car, have been aimed at creating more cockpit-like surroundings for the driver, as well as simplifying the instrumentation.

It all works very well indeed. Slipping into the driver’s seat the immediate impression is of quality, enhanced as much by the fit and finish as by the very attractive blue-lit instruments.

Dominating the instrumentation is the eight-inch touchscreen atop the centre console – larger than the previous screen it’s also easy and intuitive to use, to the degree that one expects in premium-segment cars. It has in turn vastly reduced the numbers of buttons on the dash, previously a Focus minus point.

Other interior changes, meanwhile, include more storage, notably between the front seats which is customisable to the owner’s preference.

Highlights of the new engine line-up are the arrival of new 1.5-litre Ecoboost petrol and TDCI diesel units. Both replace previous 1.6 versions and match them for power, while improving economy and emissions by up to nine per cent.

The 99bhp 1.0-litre Ecoboost engine, which won many plaudits when introduced a year ago, is further refined. With auto start-stop fitted it shaves its CO2 emissions from 109 to 105g/km, while next year a 123bhp version is set to be some 19 per cent more efficient than the 1.6 it in turn will replace.

On the UK launch event The Car Expert tried the 1.5-litre diesel of 118bhp, in the Ford Focus Estate, and the 1.0-litre Ecoboost in hatch form. If we had to choose between them then the diesel appeared to offer a little extra refinement, but both are very efficient powerplants.

The Focus has always been renowned for its roadholding, which other manufacturers have spent much time, and expense, trying to replicate. Such challenges have prompted Ford to again move the bar upwards in the latest model, a series of changes concentrating on reducing steering effort without sacrificing feedback, smoothing out any coarse areas, and a host of body mods to improve aerodynamics, stiffen the shell and cut out extraneous noises.

The result is an even more effective on-the-road performance, and there is no more pertinent indication of just how competent the Focus is than the fact that when driving the Estate, one could just as easily be at the wheel of the hatch.

Among the technology highlights are new adaptive headlamps, which offer some eight different modes automatically adjusting to suit the environment, from city streets to motorways at speed.

The Active City Stop, which will automatically brake the car if it senses a collision is likely, will now work at speeds up to 30mph, 10mph more than previously. At faster speeds a new ‘pre-collision assist’ system performs a similar function.

Focus drivers should never be troubled by tight parking spaces – perpendicular and parallel parking modes can now be specified to the park assist system, while also included is a feature that automatically steers out of a space, not just in, and another that warns of approaching vehicles when reversing out of a space.

The technology is certainly impressive but it does not obscure the one overriding fact regarding the new Ford Focus. In simple terms, it does everything the previous model has done, but better, which is likely the worst thing manufacturers of its rivals would want to hear…

Ford Focus – key specifications

Model tested: Ford Focus 1.5TDI, 1.0
On sale: November 2014
Range price: £13,995-£25.585
Insurance group: 7E-22E
Engines: Petrol 1.0 (2), 1.5 (2), 1.6 (3). Diesel 1.5 (2), 1.6 (2), 2.0.
Power (bhp): 99/123, 147/179, 84/103/123. 94/118, 94/113, 147.
Torque (lb/ft): 125/125, 170/170, 104/110/117. 119/119, 159/199, 258.
0-62mph (sec): 12.5/11.0, 8.9/8.6, 14.9/12.3/10.9. 12.0/9.2, 12.5/10.8, 8.7.
Top speed (mph): 116/121, 131/139, 106/113/119. 113/121, 113/121, 130.
Fuel economy (combined, mpg): 61.4/60.1, 51.4/51.4, 47.9/47.9/47.9. 74.3/74.3, 62.8/70.6, 70.6.
CO2 emissions (g/km): 105/108, 127/127, 136/136/136. 98/98, 117/109, 105.
Key rivals: Vauxhall Astra, Volkswagen Golf
Test Date: December 2014
* All figures relate to five-door hatch with manual gearbox and auto stop-start where fitted.

Audi A3 e-tron review

Andrew Charman
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Audi A3 e-tron review

What is it? The Audi A3 e-tron is a plug-in hybrid version of the familar A3 Sportback.

Key features: Electric powertrain, low running costs, strong performance.

Our view: The Audi A3 e-tron drives just like any other A3 model, cruising and cornering with a competence that inspires confidence.

It is generally accepted that the electric car is going to grow in both acceptance and popularity, as buyers become more familiar with the technology and used to seeing such cars on the road.

Leading the way in the electric market is the plug-in hybrid format, principally because it removes the major drawback, apart from price, that prevents many from switching to electric – range anxiety.

The Mitsubishi Outlander PHEV (plug-in hybrid electric vehicle) launched earlier in 2014, has already proven just how popular such technology can be, but it is this car, Audi’s first ‘e-tron’, and the forthcoming Golf GTE from sister brand Volkswagen that are expected to make the plug-in hybrid a mainstream model.

The first impression one gets on viewing the A3 e-tron is that it looks no different from the best-selling A3 Sportback model that it is based on. But for subtle badges, and on slipping behind the wheel a single extra switch on the centre console, this could be any of the range tested by The Car Expert in March 2013.

On the road, until one plays with the various electric modes, the car feels in most respects no different to driving any normal A3. So what makes it worthy of a price tag that even with the Government’s £5,000 plug-in car grant taken into account, is just over £5,700 more than an equivalent ‘normal’ A3 Sportback in Sport trim?

The answer is the hybrid powertrain. Matched to the 1.4-litre TFSI petrol engine of 147bhp is a 75kw electric motor, built in to a bespoke version of Audi’s six-speed S tronic auto/manual transmission and driving through the front wheels.

Power for the motor is supplied by a battery mounted with the fuel tank, under the floor and above the rear axle, which does impinge somewhat on boot space – the 280 litres (1,120 with rear seats folded down) is 100 litres less than a stock A3 Sportback and further compromised by the suitcase-sized pack that contains the standard-supplied charging lead and which lives in the boot.

The battery can be charged through the charging lead, which is connected via a panel behind the four-ring grille badge and takes two hours 15 minutes for a full charge. Or a normal domestic three-pin socket can be used, though this extends charging time to around four hours.

A neat touch is the ability to remotely monitor charging, pause it, and set such aspects as the climate control to have the car just how the driver likes it from the moment they get in, by either using a web portal or an app downloaded to a smartphone.

That’s the technology, and the resultant performance and economy figures make for impressive reading. The combined petrol/electric powerplant gives the A3 e-tron more than 50 extra horsepower, plus 7.5lbft more torque. This translates to a 0-62mph time of 7.6 seconds, seven tenths quicker than the petrol car, along with a terminal speed increased by 3mph to 138mph.

Along with this, the A3 e-tron returns CO2 emissions figures slashed by 79g/km to a positively miniscule 37g/km, and official combined cycle fuel economy of 176.6mpg – more than 100 miles further on a gallon than the stock car.

Now while there is no doubt that the e-tron will be a great deal more frugal in fuel use than the standard car, no-one truly expects to achieve even close to the official mpg figures in the real world. But such figures are used to set the various charges one faces for driving a car, and this is where the e-tron will really score – particularly if one is a fleet user.

Instead of VED band C, the A3 e-tron sits in band A, so there is no road tax to pay – no congestion charge either. In terms of Benefit-in-Kind tax, the rating plummets from 19 per cent to a bottom-drawer five per cent – with the resultant tax savings potentially running into thousands of pounds a year.

Starting the A3 e-tron is a silent process. The car has four modes, selected by that switch on the centre console, and the default is pure EV, hence the lack of engine noise.

One can drive the e-tron in EV mode out on the open road, for up to 31 miles with a full battery charge. The maximum speed drops to 80mph, but that is still above the UK motorway speed limit. It is also eerily quiet, with none of the radio-control model-like whine one is used to with EVs.

The most usual setting will likely be hybrid auto mode, which combines the engine and motor, engaging the latter as often as is practical and thus cutting fuel consumption and emissions.

In either of these modes if one suddenly finds a need for extra pace, kicking down the throttle like on a typical auto car will bring the petrol engine into action, with just the slightest of gaps before the car powers forward with enthusiasm.

There is also hybrid-hold mode, which calls upon the engine solely to provide the propulsion, preserving the battery charge for later use such as in an emissions-restricted city centre, and hybrid-charge mode, which uses the engine both for propulsion and as a generator to boost the battery charge. You feel the braking effect from the car’s coasting in this mode, but only in this mode.

Switching through the various modes is a simple one-click process, and a multi-colour dagrammatic display between the speedometer and rev counter keeps the driver fully updated as to what power they have available.

On the road, as already stated, the e-tron drives just like any other Audi A3 – the extra weight over the rear axle makes no appreciable difference, and the car cruises and corners with a competence that quickly inspires confidence.

Audi has set up 34 of its dealers as ‘e-tron centres’ with staff specially trained to sell the car. The brand admits that it doesn’t expect to see big numbers, at least initially – currently the UK electric market extends to only 40,000 vehicles with plug-ins only accounting for 5,500 of those. But as Audi’s Jon Zammett told media at the e-tron’s launch, this is a first move by the brand. The segment is doubling in size year on year, the upwards curve steadily steepening. We can likely expect more e-tron models from Audi…

Audi A3 e-tron – key specifications

Model Tested: Audi A3 e-tron Sportback
On Sale: January 2015
Range price: £29,950*
Insurance group: 23A
Engines: 1.4 petrol
Power (bhp): 147 (201 with electric)
Torque (lb/ft): 184 (258 with electric)
0-62mph (sec): 7.6**
Top speed (mph): 138**
Fuel economy (combined, mpg): 176.6
CO2 emissions (g/km): 37
Key rivals: BMW i3, Volvo V60 hybrid
Test Date: November 2014
* = With £5,000 Government Plug-in car grant included
** = in hybrid mode

Fiat 500X review (2014 – 2017)

Andrew Charman
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Fiat 500X review (2014 – 2017)

What is it? The Fiat 500X is an all-new compact crossover variant of the popular 500 line.
Key features: On and off-road versions, nine-speed auto gearbox, drive selector.
Our view: A very capable addition to the 500 family

Fiat 500X crossover (The Car Expert)

The Fiat 500 was the first car to seriously challenge the Mini for ‘lifestyle’ appeal, and in the years since first launching the car Fiat has proven it can diversify its 500 range every bit as much as BMW has done with its baby – we’ve had cabriolet 500s, less-than-convincing MPV 500s, and now we have possibly the most important 500 since the first of the current line.

The Fiat 500X is a compact crossover that brings the Italian company into a sector dominated by the Nissan Juke and gives Fiat a contender in a category that has mushroomed in importance in the last decade – from just 5% to 20% of the European market.

However the 500X is not, like its siblings, a reworked version of the 500 supermini. While it shares most of the family identifiers, notably the ‘moustache and eyes’ front-end look and clamshell bonnet, this is a new car designed from the outset for its market.

In fact it is rather more closely related to its American cousin, the Jeep Renegade, also due in the UK in 2015. The two share much of their mechanical components including the platform.

The Fiat 500X will appeal to different buyers than the Renegade, however. The international launch of the car, at the Fiat Group’s proving ground near the Italian city of Turin, provided a direct comparison between the 500X and various versions of the Renegade under test at the time, and the Fiat clearly boasts a far more slippery, stylish look.

This holds true whichever of the two versions one chooses. The car is being marketed in two distinct directions – the ‘urban’ 500X with front-wheel drive and Pop, Popstar and Lounge trims, and a more off-road style version dubbed 500X Cross in front-wheel drive and 500X Cross Plus with on-demand all-wheel drive.

Visually the main difference between the two types are the chunky bumpers and skid plates on the 4WD variants, along with an increase in ride height from 162mm to 179mm. This improves the approach, breakover and departure angles to add to the off-road credentials.

The 500 has long been praised for its cabin ambience and the 500X maintains the theme. The retro feel remains in a nonetheless highly practical dash, which is much less fussy than the MINI’s. The driving position is good too, slightly higher than the norm as you expect in an SUV-type vehicle, but not overly so.

This is also a compact crossover with space, in front, back and boot – Fiat quotes 350 litres of luggage space, which with the rear seats folded extends up to between 950 and 1,000 litres, depending on what type of spare wheel you choose.

Three of the eventual six engine options will be available in the ‘Opening Edition’ launch models. These are the 140hp 1.4-litre turbo MultiAir II petrol unit and diesels in 120hp 1.6 and 140hp 2.0-litre MultiJet II varieties.

The first two will be supplied in FWD form with six-speed manual gearboxes, the second as an AWD model with a market-first nine-speed auto, more of which shortly.

Later the engine line-up will expand to include a 110hp 1.6-litre petrol unit with a five-speed manual gearbox and FWD, and an AWD version with the nine-speed auto box and 170hp. An entry-level FWD 1.3-litre diesel model of 95hp will be added too.

On the launch, The Car Expert got to try the 1.6- and 2.0-litre diesel engines. The former is expected to be the best seller among UK buyers and it certainly impresses, with its eager progress to 62mph in 10.5 seconds and refined cruising thereafter. It’s torquey yet smooth and the six-speed manual gearbox slick and confident in its action.

The 2.0-litre is a world apart, mainly due to its automatic gearbox, allied to the all-wheel-drive. Nine speeds are a first in this segment, and they suit the car very well indeed, the changes so frequent that the engine rev note never becomes noticeable, let alone intrusive.

The system also includes a manual function, through steering-wheel-mounted paddles, and this can be a bit of a culture shock, learning to make nine shifts in the same range where previously six have been the norm, and in all honesty, it is best to leave the box in auto and let it sort itself.

The on-the-road performance of the Fiat 500X is particularly noticeable, but only for its lack of drama. Fiat is keen to point out the 70 per cent of high-strength steels employed in the body structure, and the resultant stiffness helps to promote an accomplished ride and precise cornering.

All bar entry-level Pop models of the 500X include an interestingly-named ‘Drive mode’ selector, which on FWD cars can alternate between ‘Auto’, ‘Sport’ and ‘All-weather’ settings and alters engine performance, power steering settings and ESC calibration accordingly, along with the shift patterns of auto gearbox versions.

The Cross and Cross Plus get a modified unit with All-weather making way for ‘Traction’. On FWD versions this activates Fiat’s clever Traction Plus electronic front differential, while on the AWD variants it speeds up the transmission of torque to the rear axle when needed.

All of which gives the two Cross versions a more-than-adequate degree of ability when the tarmac runs out, as Fiat proved with a suitable course on the launch event. While this was more green lane than proper off-road, it proved that this crossover will go a lot further than the vast majority of owners will ever want to take it.

The other technology included on all bar the entry cars is topped by the Uconnect infotainment system. Operated through a five-inch touchscreen this includes Bluetooth phone and music streaming aux-in and USB ports and the ability to read incoming text messages on compatible mobile phones.

On top models, the screen grows to six inches and satellite navigation is standard (it’s an optional upgrade on the smaller version, as is DAB digital radio).

Dealers start taking orders for the Opening Edition models – which will include several normally optional items as standard – in December, with the first cars on UK roads in April.

Fiat won’t state how many 500X models it expects to sell, arguing that this is an all-new market for the brand. But it is clear that there are very high hopes for the car. As there should be – this is a very capable addition to the 500 family and should be checked out by any buyer who before now might not have looked far beyond a Juke.

Fiat 500X – key specifications

Model tested: Fiat 500X 1.6 Multijet manual diesel, 2.0 Mulitjet 140HP 9-spd auto
On Sale: Order December 2014, deliveries April 2015
Price (full range): £14,595-£25,845
Insurance group: TBC
Engines (at launch): 1.4 petrol. 1.6, 2.0 diesel
Power (bhp): 140. 120, 140
Torque (lb/ft): 170. 236, 258
0-62mph (sec): 9.8. 10.5, 9.8
Top speed (mph): 114. 112, 114
Fuel economy (combined, mpg): 47, 69, 51
CO2 emissions (g/km): 139. 109, 144
Key rivals: Nissan Juke, Renault Captur, Mini Countryman
Test Date: November 2015

Suzuki Swift Dualjet review

Andrew Charman
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Suzuki Swift Dualjet review

What is it?
New frugal Dualjet petrol engine option for the Suzuki Swift supermini.

Key features
Economy and emissions improvements, zero road tax.

Our view
Same performance but better fuel economy and lower emissions.

The latest Suzuki Swift has been on sale for four years now and was updated in 2013.

Where the Swift has lost out to more recent supermini rivals, however, is in its engine, in that it hasn’t been able to offer a petrol unit below the tax-removing 100g/km CO2 emissions barrier. That changes in January 2015 with the arrival of the Dualjet.

The Dualjet is a significantly modified version of the 1.2 petrol engine. As its name suggests, it uses twin fuel injectors per cylinder, which allows them to be placed closer to the inlet manifolds, which Suzuki says produces a finer air/fuel mixture which therefore more efficiently transfers into the cylinder.

There are other engine modifications to suit the new format (along with auto stop-start), and while power drops by four horses to 89bhp, torque increases slightly, from 118 to 120lbft. Together with longer ratios in the gearbox, the result is signficantly improved economy and emissions. The former jumps from an official combined cycle figure of 56.5 to 65.7mpg, and the latter is cut from 116 to 99g/km.

All this comes at the expense, performance-wise, of nothing at all. Top speed is cut by half a mile per hour, but at 102.5mph it’s irrelevant anyway. The 0-62mph time of 12.3sec is identical.

On the road, the major improvements come around town, the Swift’s natural environment, where the car feels distinctly more nippy and eager when compared to the outgoing version. In start-stop traffic in particular it’s an agreeable companion.

Once out on the open road, the Swift Dualjet bowls along with confidence and refinement, and its audio signature only becomes noticeable at high motorway speeds.

As for the rest of the car, nothing has changed since we last checked out the Swift. The cabin is still well laid out and fitted together. Space is adequate, though better in front than back, while the on-the-road performance is equally adequate, the ride comfort a plus, the lack of life in the steering less so.

Suzuki says that the new Dualjet engine will, initially at least, be offered on SZ4 two-wheel drive five-door models and will cost an additional £500. This makes it £15,139, which is pricey for a supermini, though the SZ4 trim has recently had DAB radio and satellite navigation added to a specification that already included automatic air conditioning, electric rear windows, rear privacy glass, push button keyless start, automatic headlamps, cruise control and mirrors with integrated turn indicators.

Whether Suzuki plans to extend the Dualjet to SZ3 models remains to be seen – the resultant price of under £13,500 would boost the Swift from a supermini worth considering to a definite contender.

Suzuki Swift Dualjet – key specifications

Model tested: Suzuki Swift 1.2 Dualjet SZ4 5dr
On Sale: January 2015
Range price: £15,139
Insurance group: TBC
Engine: 1.2 petrol
Power (bhp): 89
Torque (lb/ft): 89
0-62mph (sec): 12.3
Top speed (mph): 102
Fuel economy (combined, mpg): 65.7
CO2 emissions (g/km): 99
Key rivals: Ford Fiesta, VW Polo
Test Date: October 2014

What is a deposit contribution?

Stuart Masson
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What is a deposit contribution?

Many car manufacturers advertise a deposit contribution as part of a finance offer on a new car – and sometimes on a used car. But what is the difference between (for example) a £2,000 discount and a £2,000 deposit contribution? After all, it’s £2,000 that the customer doesn’t have to pay, right?

With a normal discount, a seller offers any buyer a reduction in the price of the vehicle, regardless of how the customer is paying for the vehicle. Simple. The problem with that plan is that the discount comes directly out of the seller’s profit margin. So a £2,000 discount on a £20,000 car means that the customer saves £2,000 but it costs the seller £2,000.

A deposit contribution means that the manufacturer and/or dealer and/or finance company is giving you an amount towards the car, but with strings attached. And the key string is that you have to take the manufacturer’s finance to get the deposit contribution (and sometimes, it has to be a specific finance plan like a PCP, rather than any other finance plan they may offer).

So a £2,000 deposit contribution means that the seller is still taking a £2,000 hit up-front, but they get to make at least some of it back (or possibly even more than it originally cost them) in finance profit over the following years.

How does a deposit contribution affect me?

Well, that depends on how you are financing your car. In some cases, it makes virtually no difference to the customer at all whether you are getting a discount or a deposit contribution. If you are financing the car through the dealership anyway, then a dealer giving you £2,000 off the car’s price is the same thing as them giving you £2,000 towards the car’s price – it’s £2,000 you don’t have to spend.

However, if you are not planning to take the manufacturer’s finance offer then you won’t be eligible for the deposit contribution, meaning you have to pay the extra £2,000.  This means you need to work out whether or not it’s cheaper for you to still pay by your planned method, or take the manufacturer’s finance and claim the deposit contribution.

Even if you have got a lower interest rate from another finance company or bank, it might still cost you more than using the dealer’s finance and getting the cash from the manufacturer. So get your calculator out and crunch your numbers carefully.

Can I get a deposit contribution without taking their finance offer?

Officially, no. To be eligible for the deposit contribution, you will almost certainly have to sign up for the dealer’s finance plan. However, there is usually a loophole in the contract which you can take advantage of…

How to claim the deposit contribution without taking the finance

Any PCP or HP car finance offer sold at a car dealership in the UK is a regulated agreement subject to certain legal provisions. One such provision is that you can cancel your finance agreement within 14 days of it being activated, with no penalties or charges and no affect on your credit score.

So if your plan is to pay cash for your new car, you can:

  1. Sign up for the manufacturer’s finance offer. which allows you to take advantage of the deposit contribution
  2. Take delivery of your car
  3. Immediately cancel the finance

This will result in the finance company immediately invoicing you for the amount borrowed, which you pay them with the cash you were going to use anyway.

Isn’t there some kind of catch?

Not usually. The only possible catch would be if the dealer wrote on the vehicle contract that the deposit contribution would be negated if the finance was cancelled, and that you would have to pay it back. However, that almost never happens, and it is fairly problematic for the dealer and manufacturer to enforce anyway. Simply, once the customer has driven off in their new car, any chance of getting more money out of them is going to be slim.

The manufacturers also know that the vast majority of customers will not cancel their agreements, so they are content to keep offering deposit contributions instead of discounts. If it becomes a much bigger issue then they may start to look for other alternatives.

The key thing to remember is that you have 14 days from the contract being activated to cancel the finance agreement. You need to do this in writing and you need to be very clear with the finance company.

If you don’t properly communicate your cancellation to the finance company (or if you forget…) and you go over the 14-day cancellation period, you will be subject to fees and charges when you try to cancel the agreement.

It’s also important to remember that cancelling your finance agreement doesn’t mean you can give the car back. It just means that you have to pay cash to cover the amount you borrowed to buy the car. So don’t think that this is a way to get out of your obligations after you have taken delivery of your vehicle. For more information on that, have a look at this article.

What if I’m financing elsewhere?

I know of a few customers who have juggled two finance deals to try and beat the system – signing up to the manufacturer finance offer to get the deposit contribution, then cancelling it and signing up to another lower-rate finance offer elsewhere to pay the manufacturer finance company back.

This is risky, because if there are any delays in getting your second finance plan set up and paid out, you will miss out on paying back the manufacturer finance company on time. Not really recommended unless you are very confident in what you are doing…

Mini 5-door hatch review

Andrew Charman
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0
Mini 5-door hatch review

What is it?
The Mini 5-door hatch is the practical sibling to the familiar 3-door version.

Key features:
Two extra doors, longer wheelbase, full engine range.

Our view:
The Mini 5-door will sell in huge numbers to those who love the lifestyle image it projects.

The biggest criticism levelled at the Mini has always been its lack of rear seat space. In the latest hatch the designers claim to have addressed this, but the launch of a ‘proper’ five-door variant – appearing six months after the latest three-door – certainly makes accessing what rear seat space there is rather easier.

There are more basic reasons for this latest member of the seemingly ever-expanding Mini line-up. The supermini market in which this car competes is split 70/30 in favour of five-door cars over their three-door counterparts, and all of the Mini’s prime rivals – the Audi A1, Ford Fiesta, Peugeot 208 and VW Polo, sell far more five-door models than three-door.

There is, of course, already a Mini 5-door model available; the Countryman. But it appeals to a specialist, outdoor audience, and the new car is expected to have a much wider clientele – and a different one to the existing three-door. That car is seen as appealing mostly to single people or young couples, the new five-door to young families who need the extra practicality. It also gives Mini far more opportunities in the fleet sector – many company car buyers are forbidden from choosing three-door vehicles.

The car is not simply the existing shell with two extra apertures. The Mini 5-door measures up at 161mm longer than its sibling – at 3,982mm it’s actually longer than most of its mainstream rivals, so not that mini after all. It’s also 11mm taller than a regular three-door Mini, though of the same width.

Possibly the most crucial measurement, however is the wheelbase, which gains 72mm, freeing up vital interior space. And front and rear headroom are more than 50mm better than the Fiesta or Polo, with only the A1 coming close at 5mm less than the Mini’s 942mm.

The Mini 5-door is not quite so generous on bootspace. While the 278 litres is some 67 better than the three door’s it falls two litres short of the Polo,12 shy of the Fiesta.

Slipping inside the car it’s clear that rear space has improved, making this variant rather more practical than the three-door, but it’s still cosy in the back compared to more traditional superminis.

Of course neither this or the ‘stylishly fussy’ dash layout, which objective critics would describe as concerned more with form than function, will matter to the likely market for this car, as it will be bought simply because it is a Mini.

The five-door body is being made available right across the Mini range, so there is a six-strong choice of trims – One, Cooper and Cooper S, all in both petrol and diesel varieties – with power outputs ranging from 94 to 187bhp and both the One D and Cooper D models below the important 100g/k CO2 emissions barrier. All but the One variants are on sale from launch, the entry models following a couple of months later.

All the engines are three-cylinder units with the exception of the four-cylinder S variants, and all are familiar from the three-door Mini range. Our brief test drive singled out the Cooper D model, and it is unsurprisingly impressive, its quiet, smooth powerplant sending it through 62mph in 9.4 seconds while returning close to 80mpg official combined cycle fuel economy figures and emissions well into free road tax territory.

This is combined with a chassis long renowned for its precise, fun handling (wrongly dubbed ‘go-kart like’ by many). Adding the extra wheelbase length has not affected these qualities at all, and possibly one of the biggest plusses of this new MINi is that it is still very much a highly enjoyable car to drive enthusiastically – even before one starts delving into the driving aids available for the car.

In terms of price, every Mini 5-door is £600 more than its three-door equivalent, prices starting at £13,830 for the Mini One. The Cooper D we tried costs from £17,050, which might seem expensive for a supermini – and this is before one starts dipping into the extensive options list of BMW-derived technology and lifestyle-pitched personalisation.

As stated, however, the price won’t matter, because the Mini 5-door will sell in huge numbers, mainly to those who love the car and the lifestyle image it projects. Those that have driven three-door versions and have had to very reluctantly give them up when the children arrived, or those who have desired a Mini but simply not been able to consider a three-door with a cramped rear, will be queueing for this model.

Mini 5-door – key specifications

Model Tested: Mini 5-door Cooper
On Sale: October 2014
Range price: £13,830-£19,530
Insurance group: TBC
Engines: 1.2, 1.5, 2.0 petrol. 1.5 x2, 2.0 diesel
Power (bhp): 101, 135, 189 . 94/115, 167
Torque (lb/ft): 133, 162, 207. 162/199, 266
0-62mph (sec): TBC, 8.2, 6.9. TBC/9.4, 7.4
Top speed (mph): TBC, 129, 144 . TBC/126, 140
Fuel economy (combined, mpg): TBC, 60.1, 47.9. TBC/78.5, 68.9
CO2 emissions (g/km): TBC, 109, 139. TBC/95, 109
Key rivals: Audi A1, Ford Fiesta, Volkswagen Polo
Test Date: October 2014

Audi TT coupé review

Andrew Charman
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0
Audi TT coupé review

What is it? The Audi TT coupé Mk3 is the latest generation of Audi’s distinctive sports car
Key features: Lightweight build, new chassis, digital ‘virtual cockpit’
Our view: On the evidence of our first drive, the new Audi TT coupé will maintain its predecessors’ astonishing success

To many observers the TT coupé is the car that initiated Audi’s meteoric rise to the leading premium brand it is today.

When the first Audi TT coupé was unveiled as a concept in 1995, its Bauhaus-inspired styling won instant admirers. And those admirers became customers when the concept reached production with virtually no changes, very much not the norm at the time.

In those days Audi was a brand in the shadow of rivals BMW and Mercedes, with a range of 17 models planning its first Le Mans 24 Hours campaign. Since then there have been 13 Le Mans wins, Audi has become the top premium brand in the UK, and the third-generation TT joins a model line-up of some 47 cars.

These include an even more performance-orientated model in the R8, and the styling of the new TT relates to its more potent sibling by means of a mimicking style to the grille and front bumper. And the motorsports success is also marked, the signature daytime running lights including a vertical stroke replicating the headlamps of the latest Le Mans winner.

Overall the TT’s exterior visuals are an evolution of its predecessors, applied to a shell that takes full advantage of the latest Audi Space Frame technology hybrid construction – 27 per cent of it formed from aluminium. So while the new TT is virtually the same size as the outgoing version, it weighs up to 50 kilos lighter.

One dimension has changed significantly – the wheelbase is 37mm longer, which gives the car much more of a wheel on each corner stance and frees up some extra interior space, including extending the boot capacity by 13 litres to 305 litres (712 with the rear seats folded down). But this is still very much a 2+2 machine, with very limited rear seat space.

Stepping inside the Audi TT coupé reveals one of the biggest headlines – a radically redesigned cabin. Audi’s ‘virtual cockpit’ debuts in the car with the touchscreen relocated from the centre console to the dash.

Said screen is a 12.3-inch LCD display that stretches right across the instrument binnacle and incorporates the rev counter and speedometer dials. By the touch of a button on the steering wheel the two either dominate the screen or are reduced in size to reveal more of the sat nav map – or courtesy of the options list Google Earth satellite images.

In conjunction with the MMI dial between the seats, this screen controls all the usual functions – from navigation to vehicle settings, phone to audio, leaving the heating and ventilation controls on the centre console. Except that these are not in their traditional positions, but neatly incorporated into the core of each air vent. Overall it’s a minimalist cabin and highly attractive.

The new Audi TT coupé launches with a simple, two-way engine choice – both of 2 litres, petrol or diesel. Both are matched to a six-speed manual gearbox and front-wheel-drive transmission, while the petrol unit can also be specified with the S-tronic auto ‘box and quattro all-wheel-drive. The diesel earns Audi’s ‘ultra’ badge for its most efficient models, thanks to best CO2 emissions figures of 110g/km and combined cycle fuel economy of 67.3mpg.

On the launch event, The Car Expert tested both engines, and they are both very effective. While the petrol unit is at least a second quicker to 62mph than the diesel – 6.0sec versus 7.1sec – the latter does not feel at all sluggish, accelerating crisply and smoothly.

Combining the petrol unit with quattro all-wheel drive and the S-tronic twin-clutch gearbox significantly cuts sprint times further. A full seven tenths faster to 62mph, it is also very assured. During the launch its advantages were very evident in the tricky conditions of rain-lashed twisty Scottish roads, the rapid transmission adding a very satisfactory blip sound to each change.

More options will arrive soon, in the shape of the 305bhp engine of the Audi TTS, still of 2.0 litres and expected on the roads in March 2015. And as in previous TT generations, there will be a Roadster variant.

The chassis has benefited from the latest tech, principally Audi’s drive select active driving system, standard on all TTs. Comfort, Dynamic, Efficiency, Individual or Auto modes can be selected through the MMI, each adjusting engine settings, steering and transmission. In Efficiency mode it even alters the air conditioning and the start-stop system, while on all-wheel drive versions shutting down the quattro when only front-wheel propulsion is required.

Drive select tops the complex chassis setup, but the TT remains only a very good car to drive, not an excellent one. It doesn’t quite have the precise, direct feel of a purist sports car, but as an overall package it is still impressive.

Prices for the new Audi TT start at £29,860 – some £4,000 more expensive than its predecessor but reflecting the major advances in the technology evident in this car.

It’s available in Sport and S line trim, the latter adding LED head and tail lamps, 19-inch wheels and extra body styling, plus as a no-cost option bespoke sports suspension that reduces the ride height by 10mm.

The UK is the biggest market for the Audi TT – even beating Germany – and the first generation car sold 50,000, the second 60,000. Can the Mk3 TT maintain such success? On the evidence of our first drive, most certainly. The car is packed with totally up-to-date technology in basically the same distinctive shell – it will certainly sell.

Audi TT coupé – key specifications

Model Tested: Audi TT 2.0TDI Ultra Sport, 2.0 TFSI quattro S line
On Sale: First deliveries January 2015
Range price: £29,860-£35,335
Insurance group: TBC
Engines: 2.0-litre petrol, 2.0-litre diesel
Power (bhp): 226, 181
Torque (lb/ft): 273, 280
0-62mph (sec): 6.0 (5.3*), 7.1
Top speed (mph): 155, 150
Fuel economy (combined, mpg): 47.9 (44.1*), 67.3
CO2 emissions (g/km): 137 (149*), 110
Key rivals: BMW Z4, Mercedes-Benz SLK, Porsche Cayman
Test Date: October 2014
* = with quattro all-wheel-drive, s-tronic gearbox

Vauxhall Corsa review

Andrew Charman
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0
Vauxhall Corsa review

What is it?
All-new generation of Vauxhall Corsa, the nation’s second-biggest selling supermini.

Key features:
New look, better quality, more equipment.

Our view:
Ticks all the boxes – many thousands of buyers are likely to be perfectly satisifed

Few cars matter as much to a manufacturer as does the Corsa to Vauxhall. In the UK’s entire new car market this car is only consistently beaten by its rival from Ford, the Fiesta.

The Corsa accounts for a third of Vauxhall’s volume and outsells the entire UK ranges of the likes of Renault, SEAT and Mazda. In 2013 more than 84,000 Corsa’s found UK buyers and this year the total is running at 70,000 despite the imminent arrival of an all-new model.

So replacing the Corsa with a fourth-generation version has massive implications for Vauxhall – this is one car that the brand cannot afford to get wrong…

Perhaps that’s part of the reason why Vauxhall/Opel’s chief designer, Andrew Dyson, is keen to describe the new Corsa as “an evolution”. Yet on first glance it is clear much has changed about the car, notably the more distinctive exterior resulting from the incorporation of the ‘sculptural design’ language introduced to the brand’s cars by Dyson’s predecessor Mark Adam.

The car boasts bolder visuals, distinct creases and the signature ‘floating blade’ motif stamped into the doors, following the styling seen on other recent Vauxhall product.

The Corsa also has distinct three-door and five-door bodyshells, which emphasise the fact that the car tends to serve two distinct audiences – the three-door model, often a second car in the household, is bought by younger motorists who consider it more sporty than the five-door, a car purchased by those wanting something smaller than they have been used to before.

Every body panel on the Corsa is new, we are told, and so is the interior – and it shows. The
cabin is a definite improvement on previous Corsa’s – it offers an impression of quality construction, much helped by the high-gloss finishes and soft-touch surfaces used in proliferation, while it can also feature a great deal of technology, the like of which has not been seen in superminis until very recently.

Vauxhall’s IntelliLink is a case in point, an infotainment system with a touchscreen that dominates the centre console, and which integrates completely with Apple and Android smartphones, with many of their apps usable through the car.

Other advances serve to make living in the Corsa that bit easier – the heated windscreen, standard on all models, being a case in point. A rear parking camera, bi-xenon headlamps, and a safety suite that can include the likes of blind spot and lane departure warning aids, all show how this Corsa is a distinctly more advanced car than its predecessor.

Space wise there are no great advances over the previous model, but it compares well with supermini rivals and neat touches such as the easy-fold seats aid rear access in the three-door model.

The Corsa comes to market with a seven-strong engine line-up, five petrol and two diesel, reflecting the fact that most supermini buyers shun diesel power. As is normal with any new car launch in these times, all see economy and emissions improvements compared to predecessors.

The Car Expert tried the two headline makers amongst the petrol range, firstly a new version of the 99bhp 1.4-litre turbo engine. While adequate the unit failed to excite, feeling somewhat coarse and struggling for acceleration despite its 148lbft torque figure.

However Vauxhall is pinning its future on a new family of small direct injection engines, and the first of these, a three-cylinder 114bhp 1-litre unit, gives cause for optimism. While compared to the 1.4 it matches more power to less torque of 122lbft, it makes far better use of it, accelerating strongly yet smoothly – in summary a highly refined powerplant that certainly suits its supermini environment.

Vauxhall is keen to point out that the Corsa chassis was specifically tuned to cope with the worst that British roads could throw at it; “If it can cope with UK roads, it can cope with anything,” we are told… Achieving this included suitably camouflaged prototypes coming to Britain a year ahead of launch to cover thousands of miles testing on UK roads.

Chassis changes include a 5mm lower ride height, stiffer subframes and revised suspension geometry, all of which combine to produce a very competent on-the-road performance, smooth and comfortable in a straight line, precise and easy to place in corners with well-weighted steering. It is, of course, going up against the Fiesta, and while Ford’s chassis prowess is renowned, this Vauxhall certainly offers a challenge to it.

Where the Corsa also scores is in its price – the cheapest is the three-door 1.2-litre 69bhp variant in Sting trim – first of nine trim levels, reduced by one from the previous car but with the number of individual models slashed by half. The Sting costs from £8,995, almost £1,000 less than an entry-level Fiesta and indicative of price cuts across the Corsa range up to £3,000 lower than previous equivalents. For the record the cheapest of the 114bhp three-cylinder engines is found in the Sting R at £10,995.

Vauxhall expects to sell broadly similar levels of new Corsas as it did the old one, and it is easy to see why. The new model ticks all the boxes – with careful engine choice many thousands of buyers are likely to be perfectly satisifed with their new Vauxhall.

Vauxhall Corsa – key specifications

Model tested: Vauxhall Corsa 1.4 T, 1.0
On sale: October 2014
Range price: £8,995-£15,990
Insurance group: 2E-8E
Engines: 1.0 x 2, 1.2, 1.4 x 2 petrol. 1.3 x 2 diesel
Power (bhp): 89/114, 69, 89/99. 74/94
Torque (lb/ft): 122/122, 84, 95/148. 140/140
0-62mph (sec): 11.9/10.3, 16.0, 13.2/11.0. 14.8/11.9
Top speed (mph): 112/121, 101, 109/115. 102/113
Fuel economy (combined, mpg): 65.7/56.5, 53.3, 55.4/55.4. 76.3/88.3*
CO2 emissions (g/km): 100/114, 124, 119/119. 99/85*
Key rivals: Ford Fiesta, Peugeot 208, Renault Clio
Test Date: October 2014
* = best figure, dependent on spec. Manual gearbox

Nissan Pulsar review

Andrew Charman
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0
Nissan Pulsar review

What is it?
The Nissan Pulsar is a C-segment family hatch, the first from Nissan in seven years

Key features:
Longest wheelbase in class, cabin space, frugal engines

Our view: A serious bid to restake a claim in a sector Nissan has been out of for some time.

The C segment, the family hatch market, is one of the most important in the UK’s automotive sector, accounting for a quarter of all cars sold, and including such household names as the Ford Focus and Vauxhall Astra. Yet it is a market that Nissan has not been a part of since dropping the Almera in 2006.

Since then the Japanese brand has, very successfully, persuaded many C-segment buyers to instead invest in one of the new breed of crossovers, and particularly its own Qashqai – a car that when launched in 2007 virtually created the crossover sector and has led it ever since against mushrooming numbers of rivals.

C-segment buyers are among some of the most loyal, however, and many do not want a large, high-slung car such as the Qashqai. So now Nissan is targeting them with the Pulsar.

According to its creators, the Pulsar is intended to be a smaller, cheaper sister to the Qashqai, replicating the successful elements of the crossover in a family hatch. The family resemblances are obvious on first viewing – in particular, the long bonnet with its distinct creases running forward to meet a strongly vee-shaped grille.

The major plus point of the car is revealed on slipping inside it. The Pulsar sits on a 2.7m wheelbase, which Nissan claims as the longest in the class. As a result interior space is extremely generous, particularly for rear-seat passengers who have more knee room than in many cars from the larger D segment. Boot space is also plentiful, at 385 litres, extendable to 1,395 litres with the rear seats folded down.

Fit and finish of the interior is generally of a higher quality than previously, though some of the surfaces are a little too obviously hard plastic. The instrumentation is traditional white-on-black and easy to read as a result.

The Nissan Pulsar launches with just two engine choices – a 1.2-litre petrol unit of 115hp and a 1.5-litre diesel with 110hp. This situation will not last – a significantly more powerful 1.6-litre petrol with 190hp will arrive in Spring 2015, while Nissan is also widely predicted to put the GTI-like NISMO concept, shown at the Paris Motor Show, into production before long.

Petrol and diesel sales are likely to be split almost equally, and in a fleet-dominated sector – 60% of Pulsars expected to be fleet cars – the diesel that The Car Expert tried is likely to be popular, with its sub-100g/km CO2 emissions and officially-quoted fuel economy of close to 80mpg.

The engine is quiet on start-up and refined in use, only really becoming noticeable when pushed hard. However, the gearing of the Pulsar – six-speed manual in this case, though petrol versions are also offered with a CVT auto – does mean that the unit does need to be worked, for effective overtaking or maintaining momentum up sharp gradients.

On the road the Pulsar is competent but un-involving – it transports in comfort, smothering bumps effectively, but feels divorced from the driver when cornering. This is a car for which practicality considerations clearly rated a lot higher than trying to come close to the admired chassis performance of the likes of Ford’s Focus.

Yet while Nissan hopes to gain some sales from Focus buyers, it sees as the main rivals to the Pulsar similar solid performers such as Toyota’s Auris, and “price-conscious” cars such as the Kia cee’d and Hyundai i30. And against such rivals it will be worthy of consideration.

Pulsar prices start from £15,995, £17,595 for the diesel, a price point deliberately pitched around 10% lower than its Qashqai sister.

Four trim levels are on offer, and Nissan expects the mid-range Acenta and n-tec trims to take almost three quarters of sales. However, even entry-level Visia versions are generously equipped, including air conditioning, a five-inch ‘Advanced Drive-Assist’ centre-console display, alloy wheels, electric windows, a tyre-pressure monitoring system, six airbags and a Stop & Start system.

Going up through the range the equipment and options lists are dominated by technology, highlights including the Safety Shield suite of driver aids such as lane departure warning and notably the Around View Monitor with its overhead camera effect, and the NissanConnect infotainment system, that offers full satellite navigation and smartphone integration.

Nissan Pulsar sales are predicted to be around 10,000 a year – the car is not expected to wrest the brand’s best-seller position from the Qashqai. This new hatch is certainly a serious bid by Nissan to restake a claim in a sector it has been out of for some time. But whether the Pulsar will hold its own in one of the most competitive arenas of the UK market remains to be seen.

Nissan Pulsar – key specifications

Model tested: Nissan Pulsar N-Tec 1.5 dCi
On sale: October 2014
Range price: £15,995-£21,945
Insurance group: TBC
Engines: 1.2 petrol, 1.5 diesel
Power (bhp): 115, 110
Torque (lb/ft): 140, 192
0-62mph (sec): 10.7, 11.5
Top speed (mph): 118, 118
Fuel economy (combined, mpg): 56.5, 78.5
CO2 emissions (g/km): 117, 94
Key rivals: Hyundai i30, Kia c’eed, Toyota Auris
Test Date: October 2014
* all performance figures with manual gearbox

  • Nissan Pulsar 02
  • Nissan Pulsar 03

BMW 2 Series Active Tourer review

Andrew Charman
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0
BMW 2 Series Active Tourer review

What is it? The BMW 2 Series Active Tourer is the Bavarian company’s first MPV
Key features: Front-wheel-drive, large space for compact size
Our view: The Active Tourer marks a sea change in philosophy for BMW

In today’s competitive market many long-held definitions are being broken, and in no car is this more true than in the BMW 2 Series Active Tourer.

Traditionally, BMW has been regarded as a maker of premium cars, always of rear-wheel-drive and generally sporty. Even the X range of SUVs have been performance pitched.

The launch of the BMW 2 Series Active Tourer, however, not only marks the company’s first foray into the MPV market, but also a sea change in powertrains, being a front-wheel-drive car.

This third member of the 2 Series range owes its existence to sister brand MINI, which in its mass success has provided BMW with plenty of front-wheel-drive provenance. And the Active Tourer is built on the same platform as the latest MINI, but a longer version with the emphasis on passenger space.

And the space is certainly impressive. The Active Tourer measures up at 4,342mm in length, which is only 15mm longer than the 1 Series – the nearest thing the brand has to a supermini. Yet the rear legroom is close to that of the 7 Series, BMW’s largest saloon.

Practicality extends to the boot. At 468 litres it is large, but drop the back seats and it becomes 1,510 litres – matching the distinctly larger and estate-bodied 3 Series Touring.

The rear of the car is flexible too – the rear bench seat slides and reclines, and offers 40:20:40 split reclining for a combination of people and luggage, while there is more hidden storage under the boot floor. The tailgate opens and closes automatically or you can have it open by waving a foot under it.

The typical bulky visual profile of an MPV is not something that sits happily in the BMW line-up. And the stylists have tried hard to ensure the Active Tourer looks more BMW than people-carrier. A bonnet sloping sharply down to a narrow front, and distinctly creased side panels, give the car a purposeful look, more muscled-up coupe than slab-like MPV.

Inside the car the recipe is typical BMW fare – but very good BMW fare. Panel fit is tight, the switchgear and surfaces of very high quality. The driving position is high, some 110mm above that of a 1 Series, which gives one plenty of visibility – in short it’s an engaging environment.

Two engines are on offer from launch – both new and comprising a three-cylinder 1.5-litre petrol with 134bhp in the 218i and a four cylinder 2-litre diesel of 148bhp in the 218d. They won’t be the only ones for long – from November two more powerful petrol and smaller and larger diesels will join the range, the 220d and 225i also offering all-wheel-drive.

Of the current pairing BMW expects the diesel to attract most customers, mainly due to official fuel economy close to 70mpg and emissions of 109g/km putting it in band B road tax territory of a mere £20 per year.

The diesel is certainly tempting not just in terms of economy but also pace – it’s enthusiastic and hustles the car along in the efficient manner one expects of a BMW. But it is not as refined as its petrol sibling, which is a very smooth unit.

This is not that surprising, as while this may be BMW’s first three-cylinder, it is an engine familiar to many thousands of MINI Cooper owners. With its price more than £2,000 under the diesel for a loss of only 11mpg and £10 a year in road tax, it becomes the more attractive proposition of the two.

On the road the Active Tourer belies its accommodation capacity. It rides in great comfort, corners confidently with no excessive body roll and only at motorway limit speeds does the wind noise become noticeable.

The BMW 2 Series Active Tourer is certainly a major new contender in its market. Some rivals, such as Mercedes’ B-Class, might offer more space, but they also look much more like people carriers. This car rides like a BMW, performs like a BMW and can be specified with all the technology familiar to BMW owners, right up to such niceties as a head-up display. It is just a BMW with rather a lot of practicality.

BMW 2 Series Active Tourer – key specifications

Model Tested: BMW 2 Series Active Tourer
On Sale: September 2014
Range price (at launch): £22,125-,£27,205
Insurance group: TBC
Engines: 1.5 petrol, 2.0 diesel
Power (bhp): 134, 148
Torque (lb/ft): 162, 243
0-62mph (sec): 9.3, 8.9
Top speed (mph): 124, 127
Fuel economy (combined, mpg): 57.6, 68.9
CO2 emissions (g/km): 115, 109
Key rivals: Mercedes-Benz B-Class, Ford C-Max
Test Date: October 2014

Fiat Panda Cross review

Andrew Charman
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0
Fiat Panda Cross review

What is it? The Fiat Panda Cross is a more extreme version of the familiar Panda 4×4 supermini
Key features: Higher ride height, terrain mode, hill descent control
Our view: Does a lot of what a Land Rover can do, but in a smaller, lighter and more economical package.

Superminis with off-road ability are rare, but now Fiat can offer three in its Panda range, dependent on how far away from the tarmac the driver wishes to travel.

The Fiat Panda Trekking remains front-wheel-drive but includes the clever push-button Traction+ system, that brakes the wheels when they lose grip, helping greatly when the going gets slippery.

The Fiat Panda 4×4, as its name suggests, boasts on-demand all-wheel drive. And now there is the Fiat Panda Cross – based on the 4×4, with the same two engines uprated by six horsepower each, and with significantly more ability.

This fact is surprising, because when The Car Expert tested the 4×4 in January 2013, we discovered it had a level of off-road prowess that put many more familiar SUVs to shame. Yet Fiat believes there are some who will want to push the car further into extreme territory, and it is them that the Cross is aimed at.

To create a Fiat Panda Cross, the Panda 4×4 undergoes significant visual and mechanical changes. There are wheel-arch extensions over 15-inch alloy wheels shod with all-year-round mud and snow tyres, thick protective side mouldings, a steel protective skid plate, and chunky new bumpers front and rear, the front one characterised by a number of air intakes in what Fiat dubs its bespoke ‘squircle’ design – this theme is repeated in the cabin.

The bumpers are not just for show, as they improve the car’s ‘attack angles’ – how steep a slope or sheer a drop it can tackle – close to those of pure off-roaders. It boasts an approach angle of 24 degrees, a departure angle of 34 degrees and a breakover angle (what it can negotiate without grounding) of 21 degrees. The Panda Cross will also happily tackle a maximum gradient of 70 per cent.

It has significant wading ability too. The engine’s air intake has been raised to 711mm high in the petrol version, 739mm in the diesel, to ensure that even a river is a viable route to travel – a flooded road dispatched without a second thought.

The extended ride height, up to 158mm on the diesel, 3mm more on the petrol, helps with this ability, matched to bespoke springs and dampers to suit the car’s intended environment.

Of course all this would be of no use without the propulsive ability to match and the Panda Cross has it. The two engines of the 4×4 are retained – the much-admired TwinAir petrol unit of just 900cc, and the 1.3 MultiJet diesel. Both have their power boosted, to 79bhp on the diesel, 89bhp on the petrol, but the critical factor is of course the torque.

The diesel has significantly more at 140lbft, (107 on the petrol) and it is also matched to a six-speed manual gearbox, unlike the petrol’s five-speed. However the little engine makes up for this with a shortened ‘crawler’ first gear that allows the car to move under idle – useful for negotiating tough off-road obstacles.

The Terrain Control driver aid is a big extra in this respect. It will mostly be used in Auto, on the road, the car bowling along in front-wheel-drive unless conditions demand that all four automatically kick in.

In Off-Road mode all four wheels are permanently powered up to speeds of 30mph, the locking differential and ESC are engaged and anti-slip disengaged – all elements designed to ensure progress when the tarmac runs out.

The third mode is Hill-Descent Control – a pure off-road feature that you do not expect to find on a supermini. With this engaged you can descend a very steep slope in neutral, merely steering, and remain in complete control. It’s unnerving but effective.

There is no low-range transfer ‘box such as on ‘proper’ off-roaders, but the Panda Cross doesn’t need one. The launch route included two very different but also very challenging off-road sections, visible on the video accompanying this report, and which by the time we tackled them had been turned into a quagmire by days of heavy rain. The cars negotiated them with ease, and it was telling that the off-road specialists running the courses admitted that they were using the Panda Cross cars to get around as their Land Rovers were bogging down…

The Fiat Panda Cross will mostly be used on the road, however, and it is surprisingly assured. It will lean significantly in corners, but only if you drive it like a lowdown performance car, which is most certainly not. The petrol engine is less flexible than the diesel, needing lots of fuel-sapping revs to give its best, but generally the car is easy to drive considering its abilities.

What might make some potential customers baulk is the price. £16,000 is a lot to pay for a supermini, but this is a supermini that can do so much more than any other. Fiat says it has no direct rivals and this is probably true, the nearest equivalent likely Nissan’s Juke – really a ‘proper’ crossover from the next class up.

So the Panda Cross will be a niche model – Fiat expects to only sell 400 a year in the UK – but it will find its supporters. Out on the Welsh hills around the writer’s home, for example, one could easily imagine it being used by farmers feeding their flocks of roaming sheep, vets on call, emergency services of all types. This is a car that does a whole lot of what a Land Rover can do, but in a smaller, lighter and therefore more economical package.

Fiat Panda Cross – key specifications

Model Tested: Fiat Panda Cross 0.9, 1.3
On Sale: October 2014
Price: £15,945, £16,945
Insurance group: 9U-10U
Engines: 0.9 petrol, 1.3 diesel,
Power (bhp): 89, 79
Torque (lb/ft): 107, 140
0-62mph (sec): 12.0, 14.3
Top speed (mph): 104, 99
Fuel economy (combined, mpg): 57.6, 60.1
CO2 emissions (g/km): 114, 125
Key rivals: Nissan Juke
Test Date: October 2014

Driving a tank – a crushing experience!

Stuart Masson
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0
Driving a tank – a crushing experience!

If you like cars, then chances are you probably like tanks.  And if you like tanks, chances are you’d probably like to spend a Saturday afternoon driving some tanks around a muddy field and then using a tank to drive over a car…

The good people at MoneySupermarket.com are running a campaign to “crush car insurance quotes”, and to celebrate they are wantonly crushing actual cars. Matt from Speedmonkey used a monster truck to flatten a pair of vehicles, Adam from Carwitter and Yours Truly from The Car Expert crushed some worn-out French hatchbacks with tanks, and – if you’re quick – you can get in on the action by crushing a car with a giant robot hand. More on that in a bit, but I’ve tried it and it’s hilarious.

And so it was that I journeyed up to Northamptonshire to charge around some muddy paddocks in a selection of incredible military material, culminating in the crushing a sad little Citroën with a mighty Chieftan battle tank.

FV432 armoured personnel carrier, being driven by The Car Expert
Woo hoo!
FV432 armoured personnel carrier
Charge!
The Car Expert, posing heroically in from of an FV432 armoured personnel carrier
The Car Expert crushes a car with a tank thanks to MoneySupermarket.com
The Car Expert crushes a car with a tank
Anyone seen a Citroen around here?
A Citroen ZX, under a Chieftan tank.
Uh-oh…
The Car Expert drove a Chieftan tank over an innocent Citroen
I did that!
What was left of the car after The Car Expert mowed it down with a Chieftain tank
Most of that will buff right out…

The beginner tank

To start things off, I am dropped into the cramped cockpit of a 432 armoured personnel carrier. The first and most obvious point is that there’s no steering wheel – you steer by pulling on two levers to control the speed of the tracks on either side of the tank. Pull back on the left lever and the left tracks slow down, pivoting the tank to the left. Pull back on the right lever, you get the idea. You don’t use the brake pedal unless it’s a proper emergency or you’d like a head injury (they’re not soft and squishy cabins).

Instructions over, we start bashing about the paddock. Naturally this was not a racing situation and in no way were there any lap time comparisons between myself and Adam from Carwitter. If there were, he would probably have been about 11 seconds slower than me over a 5-minute lap. Possibly. Who knows?

If you think that your Land Rover Defender or Toyota Land Cruiser is the epitome of off-road capability, you are sadly mistaken. A tank is about the most driving fun you can have in a muddy field. Although to be fair, it would not be that useful for dropping off Tarquin and Penelope at prep school, so Land Rover can breathe a sigh of relief.

But the 432 is simply the entry-level tank on this epic adventure. Adam gets to have a crack in a Russian TS2 Gvozdika tank, which can swim and launch itself up gradients that you couldn’t possibly walk up. Its huge gun can also hit a target the size of a tennis court from a range of 17 miles, but we weren’t allowed to test that capability for some reason.

Incidentally, these ex-Soviet tanks are the same as the ones currently being used by Islamic State forces in the Middle East, so British Army attack helicopters undertake regular target practice on this very farm against these very vehicles. Er, hopefully not today…

The fast tank

Meanwhile, my next weapon is the British CET (Combat Engineer Tractor). These were designed to take on the Russians if they invaded West Germany during that whole Cold War thing. The CET is formidable, even by tank standards. Capable of withstanding a nuclear attack, it can travel at up to 55mph in pretty much any terrain you like, and cost £30 million when new. The model I was driving had been purchased by the boys at Tanks-a-Lot with merely 20 (non-combat) hours on the clock, and they paid a grand total of £7,000. So in only 20 hours of peacetime driving, the tank had depreciated by £29,993,000. That’s your taxes at work, people of Britain!

The CET is a real monster, but is surprisingly easy to handle. It has a tiller to steer (because it’s amphibious as well), and you simply put your right foot to the floor and go.  Flat out, everywhere. Until it overheats and breaks down in the middle of a ditch, but I swear that wasn’t my fault. At least that’s one thing they have in common with a Land Rover.

The big tank

Finally, we come to the culmination of a hard day’s work – the car crushing. Adam goes first, launching his Russian Gvozdika over a puny Renault in an explosion of crunching and screeching metal. He looks very pleased with himself; the Renault looks less content with proceedings. And now I get to meet the monster that I will be driving over a hapless Citroën. It’s a 55-tonne Chieftain, the main battle tank of the British Army for over 30 years. It’s a behemoth, towering over all of the other 100+ military vehicles scattered around the premises. And I’m going to crush a car with it.

You would think that driving over the top of a car would be terrifying, but in a Chieftain tank it’s kind of like driving over a speed hump. Although speed humps don’t usually sound like a drawn-out car crash, and they’re not laugh-out-loud hilarious like driving a tank over a car is. You really should give it a go.

Stuart crushed a car with a tank courtesy of MoneySupermarket.com

Volkswagen Polo review

Andrew Charman
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0
Volkswagen Polo review

What is it?
The new Volkswagen Polo is the fifth generation of the solid-selling supermini

Key features
New engines, new tech, refreshed looks

Our view
Compares favourably with rivals and build quality adds to residual values. A strong contender in the supermini sector.

The Volkswagen Polo has always been one of the brand’s most reliable lines – the second-biggest seller in the VW line-up, it appeals to a significant number of buyers who want the build quality that Volkswagen is renowned for, but don’t need a car the size of the Golf.

Now the Polo has reached Mk5, though the fifth generation is not an all-new car, but a refresh – a significant one, to maintain the challenge to rival manufacturers introducing completely new versions of their cars, such as Vauxhall with the Corsa. And of course, the biggest rival is the Ford Fiesta, the UK’s best-selling car.

The latest Polo has been given new engines, new technology and some slight visual changes – the last making it appear ever more like a Golf, just smaller.

Available in three or five-door form, it looks practical and is – mostly. Boot capacity, in particular, falls shy of many rivals, the 280 litres of space five less than in a Corsa, 10 under the Fiesta. It’s also only 29 more than in the Up city car and with the rear seats folded, the Up actually offers more space at 959 litres compared to the Polo’s 952. The height-adjustable floor, standard on SE models and above, is a useful touch.

The driver’s surroundings are a plus point. The instruments and controls are large, easy to use and sparing in their number, a quality touchscreen assisting in removing several buttons. VW’s Modular Infotainment system is standard on all Polos and includes Bluetooth and USB connectivity, while with the optional MirrorLink system the screen can be used to access apps on a connected smartphone.

The driver is offered plenty of adjustability to the seat, and the view is good. Space for front seat occupants is plentiful though not so much for those in the rear. But the general build quality makes the Polo a pleasant environment in which to travel.

The seven-strong engine range is completely new, running across five petrol and two diesel units – all are Euro 6 emissions compliant and according to VW have seen efficiency improvements of up to 23 per cent.

Expected to be the biggest seller is the base 59bhp petrol unit, as fitted to the up!. It’s not at all swift, but does offer fuel economy stretching close to diesel territory.

The latest diesels, however, move the goalposts again – they are two new three-cylinder units, of 1.4 litres and with either 74 or 89bhp. Official fuel economy goes above 80mpg, emissions down to 88g/km, whichever power option you choose.

For The Car Expert, it was the lower-powered version and it proved smooth and refined in general use, though the characteristics of the three-cylinder unit take a little getting used to especially at low revs. Only at very high revs does the engine note become noticeable.

The Volkswagen Polo is an assured performer on the road, though not quite the best. It offers comfortable progress and only the harshest surfaces transmit their way into the cabin. Body lean is a little noticeable in corners, but for the urban environment in which most of these cars find themselves, it is more than capable.

There are four Polo trim levels and all cars include such niceties as Bluetooth, the five-inch colour touchscreen, DAB digital radio and a Hill Hold function.

Highlights of the extras on our SE model, second of the four trims, include alloy wheels, an upgraded media system with larger screen with smartphone connectors, remote locking, air conditioning and electric heated door mirrors.

Price-wise, the Volkswagen Polo compares favourably with rivals and its long-appreciated build quality adds to residual values. The changes made by VW do not make any radical difference to the Polo’s appeal, but they do enhance what is already a consistently strong contender in the supermini sector.

Volkswagen Polo – key specifications

Model Tested: VW Polo SE 1.4 TDI 75PS
On Sale: July 2014
Range price: £11,100-£19,715
Insurance group: 4E-13E
Engines: Petrol 1.0 x 2, 1.2 x 2, 1.4. Diesel 1.4 x 2
Power (bhp): 59/74, 89/109, 148. 74/89
Torque (lb/ft): 70/70, 118/129, 184. 155/169
0-62mph (sec): 15.5/14.3, 10.8/9.3, 7.8. 12.9/10.9
Top speed (mph): 100/108, 114/122, 137. 108/114
Fuel economy (combined, mpg)*: 60.1/58.9, 60.1/57.6, tbc. 83.1/83.1
CO2 emissions (g/km)*: 106/108, 107/110, 109. 88/88
Key rivals: Ford Fiesta, Renault Clio, Vauxhall Corsa
Test Date: August 2014
* All figures with manual gearbox

Jeep Cherokee review

Andrew Charman
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0
Jeep Cherokee review

What is it? All-new version of tough compact SUV.
Key features: New look and tech including nine-speed auto transmission.
Our view: The most impressive version of the Jeep Cherokee for several years.

The launch of the fifth-generation Jeep Cherokee marks the return of a model not seen in the UK for some years, a victim of parent company Chrysler’s fight to survive. Now that Chrysler is safe in the hands of Fiat, the Cherokee is back in an all-new form heavily influenced by Italian input.

There are nods to the Cherokee line, most notably the bold, seven slot grille and the signature trapezoidal shape of the wheel arches, but overall in looks this Cherokee is an antidote to somewhat bland predecessors.

The styling is pitched to place the Cherokee firmly in the modern crossover market – it’s certainly not as rugged as previous versions and the visual treatment divides opinions.

Perhaps more controversial is the mechanical package, which also appears to be less rugged. For many, the Jeep is the original off-roader with capabilities only matched by the Land Rover, but the new Cherokee is built on a platform also the basis of the Alfa Romeo Guilietta, and uses Fiat diesel engines.

Never before has a Cherokee engine been mounted transversely and serious off-roaders will also be put off by the front-wheel-drive version that indicates the brand’s targeting of the growing crossover market.

However – in all-wheel-drive form with the ‘Active Drive 1’ driver aid the Cherokee is pretty capable once the tarmac ends, certainly to a degree that will satisfy the vast majority of off-road enthusiasts. For the extreme minority there is a more sophisticated Active Ride 2, but at the time of our test this had not reached the UK.

Yet while Active Drive 1 lacks certain features, such as a low-ratio transfer mode, it copes with most challenges. This was demonstrated impressively on the launch event by placing each vehicle on a frame which simulated water or ice by putting rollers under three of the four wheels. As they spun madly, torque was immediately transferred to the one wheel with grip, that hauled the car off the frame…

Current engine choice stretches across two versions of the 2-litre Multijet diesel. In future months there will be a 3.2-litre V6 petrol engine option, but only on a Trailhawk version of the Jeep Cherokee available on special order – and the company does not expect many orders…

The 140hp diesel comes with a six-speed manual gearbox and front or four-wheel drive transmission – the former offering plus 50mpg fuel economy and emissions under 140g/km. The 170hp version is all-wheel-drive only and matched to either the manual or a nine-speed auto gearbox which Jeep says is the first in the mid-size SUV segment – though Land Rover might disagree and point in the direction of its Evoque.

This gearbox is highly refined and suits the generally more assured characteristics of the larger engine. And other features, such as the seamless disconnection of the rear axle when the 4×4 transmission is not required, help make the new Cherokee the best riding of the entire line, perfect for today’s crossover market in which it will mostly sell. It smothers bumps and changes direction easily while staying upright, though it is still closer to its old-style 4×4 roots than the road manners of certain rivals.

The complete redesign has extended to the interior – it is all new, with much higher quality of fit and finish, and with such technology as a driver information screen dubbed a Thin-Film Transistor. This shows such details as speed, fuel consumption or navigation instructions – in mono or colour depending on model.

Even the centre console touchscreens vary according to trim level – five inches on the entry-level Longitude models but on the Longitude+ and Limited extended to 8.4 inches, according to Jeep the largest in the mid-size SUV category.

All are part of a ‘Uconnect’ system that allows the driver to control the audio, climate controls, heated and ventilated seats and much more through large buttons. Bluetooth connectivity, navigation, music and audio streaming are all included.

Overall this is the most impressive version of the Jeep Cherokee for several years. While it has clearly tilted much more in the direction of road-only users, it retains enough capability for all but the most extreme off-roaders. In the road market, however, it is now up against some very serious competition…

Jeep Cherokee – key specifications

Model tested: Jeep Cherokee.
On sale: June 2014
Range price: £25,495 – £35,695
Insurance group: 26E-28E
Engines: 2.0 diesel x 2
Power (hp): 140, 170
Torque (lb/ft): 258, 258
0-62mph (sec): 10.9 (12.0), 10.3
Top speed (mph): 116 (117), 119
Fuel economy (combined, mpg): 53.3 (50.4), 48.7
CO2 emissions (g/km): 139 (147), 154
Key rivals: Ford Kuga, Hyundai Santa Fe, Honda CR-V
Test Date: June 2014
(Figures in brackets 140hp engine with 4WD Active Drive)

Why don’t I get a discount for cash?

Stuart Masson
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Why don’t I get a discount for cash?

In the good old days, your best way of negotiating a discount when buying a car was to roll up to the dealership with your cash in hand, ready to do a deal on the spot. These days, most dealers won’t even touch your money, let alone give you a better deal for paying cash rather than financing. What has changed?

Matthew from London asks: “Trying to buy a new VW Golf for the wife, and none of the dealers will give me a sensible discount for cash. They keep pushing me to take their finance instead. Don’t they want my money?”

Matthew’s question is one that many people ask about buying a car. The reality is that there are no special deals for cash at large dealerships, and even the smaller dealerships are becoming less interested in “doing a deal for cash”. So why is this the case?

Cash is no longer king in car sales, whether it’s the actual folding paper kind or the electronic equivalent. In the 21st century it’s all about finance, for a few reasons.

Cash is a security issue

Handling large quantities of cash is not considered safe by car dealers – or their insurers. Not only is there a risk of burglary and theft, but there is also the growing problem of money laundering and counterfeiting. As a result, very few dealers will accept more than about £1000 in cash these days and some won’t even let you pay anything for a car in actual paper money.

Cash is a no longer an easy tax dodge

Back in the day, it was easy to take a lot more cash than you ever declared to HMRC. In the 21st century this is much harder, plus HMRC tends to watch cash businesses like a hawk. If you are a small trader selling low-value cars, then you may be able to fudge a bit here and there, but if you are large franchised dealer then you have virtually no chance of getting away with tax evasion from undeclared cash payments.

What about electronic transfer?

Transferring your money via BACS or CHAPS (or any other method of sending it from your account to the dealer’s) is how you generally buy a car with cash these days. But it still doesn’t guarantee you a cracking deal to have your money ready to send at the click of a button. That’s because it’s much better for the dealer if you finance the car through their ‘preferred’ finance option.

Why is finance better for a car dealer?

1) First and foremost, car dealers sell finance because they make a profit on it. This is something that most customers tend to forget. Negotiating a deal on a car isn’t all about the sticker price – the dealer may well be making more from selling you finance than selling you the actual car. Everything you can buy in a dealership has a profit margin, whether it’s a car, a service, a baseball cap or a finance or insurance product. If it didn’t make them any money, they wouldn’t be selling it.

2) Car dealers are incentivised by the manufacturers and finance companies to sell a certain amount of finance, just as they are with selling cars. If the dealer sells a lot of finance, they get a kickback. If they don’t sell enough to meet their obligations to the manufacturer, there can be significant financial ramifications.

3) It allows people to buy more expensive cars. If you have £10,000 in cash to spend on a car, you can buy a reasonable second-hand car or a very basic new car. Or you could pay up to £10,000 up-front, and then £300 per month for the next three years. and have yourself a much more expensive car. This lures thousands of buyers into more expensive vehicles, which is good news for dealers as more of their customers can afford to buy more of their stock.

4) Most car finance offers are based on a PCP or PCH (lease) agreement, which encourage (PCP) or force (PCH) you to change your car in a few years, rather than keeping it indefinitely. This means that there is a good chance you will be back in the dealership in about 3 years’ time looking for another car. So the dealership is setting themselves up to sell you three or four cars over a period of time, not just the one you’re looking at now.

5) Most PCP or PCH finance agreements require you to service the car with an approved dealership as part of the car’s hand-back value. If you are buying the car with cash, they can’t force you to do that. Therefore, they are guaranteeing work for their own service network for finance customers.

6)  The manufacturer and/or finance company often kick in money to provide additional discount or “deposit contribution” on the vehicle. Not every dealer passes this money onto the customer, especially if the customer is not aware that it’s on offer…

So as you can see, there are some very significant reasons why a dealer would much rather sell you a car on finance than simply take your available cash. As such, they will almost certainly be more interested in negotiating a better deal if you are taking finance.

What does this mean for me?

As with any negotiation, knowledge is power. And as with any car purchase, it’s important that you recognise your own limits of affordability and don’t overspend. But there are opportunities to get a better deal by taking advantage of car finance offers, even if you don’t really want to finance the car.

Firstly, any finance agreement has a 14-day cooling-off period. So if there is an additional discount on the table for financing the car, you can take out the finance, pick up your car and then promptly cancel the finance. The finance company will immediately invoice you for the amount financed but there will be no fees or charges or interest. So you save on the purchase price and don’t pay any interest.

Secondly, there are plenty of low-rate finance offers around, even some that are 0% APR (which is genuinely free from both interest and fees). It may be that the total overall cost of purchasing the car on finance is not that much more than paying for it all upfront.

The point of this article is not to try and convince you to finance your next car, as The Car Expert is neither for nor against car finance – it all depends on your circumstances. However, you should always consider all of your options to ensure you are making the best decision. At the end of the day, you want to get the best possible car for the best possible price, so do your sums carefully before committing yourself to anything.

Toyota Yaris review (2014)

Andrew Charman
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0
Toyota Yaris review (2014)

What is it?
Heavily revised version of Toyota’s best-selling supermini.

Key features:
Bolder exterior style, uprated interior, powertrain and ride improvements.

Our view:
A major improvement, with much more style than its predecessor.

An update for the Toyota Yaris is well overdue – the car is the biggest-selling model in the Toyota range and renowned for its combination of reliability and practicality, but in recent times increasing numbers of buyers have turned to newer, more visually appeaing versions of its major rivals such as the Ford Fiesta and Peugeot 208.

So Toyota has invested a great deal of resource, not in producing a new Yaris, but heavily revising the existing one. The changes retain its core qualities while addressing the criticisms, with the differences immediately noticeable in the exterior styling.

It’s a treatment already seen when the Yaris Hybrid was last revised – now that car falls into line with its siblings, all now sharing the same exterior with its more expressive grille and fog lights.

The look is much bolder than the previous car, with its signature the strong X motif on the front end that Toyota has already applied to other models such as the Aygo city car. And the brand hopes that this distinctive presence will widen the appeal of the Yaris, attracting a younger clientele.

Inside the car, which still comes in both three and five-door varieties, the revamp has been just as extensive, focusing on increaisng quality. The fussy dash layout has made way for a much cleaner design, dominated by the screen of Toyota’s Touch infotainment system. Materials have been upgraded, though some cheap-looking plastics remain. What hasn’t changed is the space – always a major Yaris plus point.

There are four engine options – a 1.0-litre petrol unit which is also employed in the Aygo, the exisiting 1.3-litre petrol which has been improved, a 1.4 diesel and the hybrid, of 1.5 litres.

The diesel will appeal to those looking for the efficiency combined with the most power, but it is not as refined as its petrol sisters or some rivals. Of the two petrol units the larger one is preferable for any mileage outside urban environments, as the smaller unit runs out of pace at higher speeds.

Toyota expects a major increase in sales for the hybrid– one of the few that under new London congestion charge rules is still exempt from payment. It is by far the most frugal and clean and can travel short distances on electric power alone, but at higher speeds its CVT transmission makes for noisy progress.

The Yaris has also previously attracted previous criticism for its ride and handling. Toyota’s answer is a rework to the suspension that sees a softer front end and a stiffer rear, and some improvements to body rigidity.

These measures improve matters, and the car is more assured in its ride quality, but particularly at speed it still cannot match rivals such as the Fiesta. However in its more natural urban environment of slow speed and tight manoeuvres it comes into its own.

The new Yaris is a major improvement on its predecessor and will continue to sell in large numbers for Toyota, particularly on its long-renowned reliability. It certainly offers more style, but whether this matches the appeal of its rivals and will attract the extra and younger buyers that Toyota desires remains open to question.

Toyota Yaris – key specifications

Model Tested: Toyota Yaris
On Sale: August 2014
Range price: £10,995-£17,695
Insurance group: 4E-11E
Engines: 1.0, 1.3 petrol. 1.4 diesel, 1.5 hybrid
Power (bhp): 69, 101, 90, 77
Torque (lb/ft): 69, 92, 149, 82
0-62mph (sec): 15.3, 11.7, 10.8, 11.8
Top speed (mph): 96, 109, 109, 103
Fuel economy (combined, mpg): 65.7, 57.6, 72.4, 85.6
CO2 emissions (g/km): 99, 114, 99, 75
Key rivals: Ford Fiesta, Vauxhall Corsa, Peugeot 208
Test Date: July 2014

Citroën C1 Airscape review

Andrew Charman
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0
Citroën C1 Airscape review

What is it? Mk2 version of French brand’s joint programme city car.
Key features: Bolder visuals, more efficient engines, open-top version.
Our view: The Citroën C1 is likely to appeal across a wide and particularly young audience.

This review of the new Citroën C1 could equally well be a review of Peugeot’s 108 or the Toyota Aygo – the three have always been built together in the Czech Republic, as part of a joint programme between the three brands that has proved successful enough to warrant continuing into all-new Mk2 variants.

Citroën has sold more than 780,000 C1s across the globe since launching the first version in 2005, establishing a firm place in the highly competitive city car sector, but the car has always been criticised for a degree of blandness that does not sit well in a sector turning increasingly towards lifestyle-generated personalisation.

Therefore the new C1 offers a much bolder body look, especially at the front that now boasts a two-part headlamp design and built-in daytime running lights to create a smiling effect.

The car retains its compact dimensions, being 3.46m long, 1.62m wide and 1.46m high, and can carry four adults with their luggage in a 196-litre boot.

Three and five-door variants are on offer, along with for the first time an ‘Airscape’ model. This features a full-length fabric sunroof, which electrically folds back to sit on the rear shelf and thus does not compromise boot space. It can be operated on the move at speeds up to the UK limit.

The fabric roof is offered in three finishes to create a strong two-tone look with the new palette of eight bold exterior colours available for the C1, including four metallic shades.

There are two petrol engine options, both of 1-litre capacity and with either 68 or 82bhp. Toyota’s Aygo offers only the lower-powered unit, which is a mistake as time in the Citroen soon shows that it needs the extra power of the larger engine to be truly flexible.

The smaller car slows notably at any significant gradient and needs to be worked right across its rev range, whereas the 82bhp unit tackles such challenges in a much more refined manner.

In terms of handling the C1 is very much at home in a traffic-heavy urban environment, changing direction easily, while parking even in tight spaces is easy and becomes effortless if one selects the optional rear-new camera.

Yet out on the motorway at higher speeds the C1 is not fazed – Citroën has worked on the ride and handling and the results are a distinct improvement over the earlier car. However on Airscape models folding back the roof sets up an uncomfortable buffeting unless the fold-up air deflector is employed.

1409_Citroen_C1_c

The C1 is available in three trim levels, named Touch, Feel and Flair, with the Airscape doing without the entry-level Touch trim. Notable with the launch of the model is the entry into the city car sector of options previously reserved for much larger cars such as keyless entry and start, and Hill Start Assist, the latter standard on all versions.

Topping the options is Mirror Screen, the C1 the first Citroën to be offered with this technology which permits the operation of smartphones using apps on the centre-console mounted seven-inch touchscreen.

Citroën has undertaken a general programme of improvements without going too radical, and the new C1 is likely to continue to appeal across a wide and particularly young audience.

Citroën C1 Airscape – key specifications

Model Tested: Citroën C1 Airscape
On Sale: July 2014
Range price: £8,245-£11,935
Insurance group: 6E-11E
Engines: 1.0-litre petrol x 2
Power (bhp): 68, 82
Torque (lb/ft): 70, 86
0-62mph (sec): 14.3, 11.0
Top speed (mph): 98, 106
Fuel economy (combined, mpg): 65.7-74.3
CO2 emissions (g/km): 88- 99
Key rivals: Peugeot 108, Toyota Aygo, Volkswagen up!
Test Date: July 2014

Land Rover Discovery Sport to succeed Freelander

Andrew Charman
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0
Land Rover Discovery Sport to succeed Freelander

Land Rover will launch its Discovery Sport early next year, replacing the current Freelander with the first of what will become a new Discovery family.

To be built like the existing Discovery at the Halewood pant in Merseyside, the new compact SUV is effectively the Range Rover Evoque in a different shell.

It will offer a 5+2 seating layout, despite being of similar overall dimensions to five-seat rivals, and achieved through a new multi-link rear axle which also improves the Sport’s road prowess.

Importantly it will also maintain Land Rover’s long-established off-road reputation, including the Terrain Response electronics familiar from other models from the brand, and a 600mm wading depth.

However the Sport will also follow the example of recent crossover rivals in offering a front-wheel-drive version. On sale some months after the 2.2-litre 187bhp 4WD model, it will be powered by one of the new diesels set to be produced by Jaguar Land Rover’s new engine plant in Wolverhampton.

The two-wheel-drive version will cost from ”under £30,000” while the 4WD model will start from £32,395.

Paying cash for a car – What are your options?

Stuart Masson
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8
Paying cash for a car – What are your options?

Here at The Car Expert, we spend a lot of time talking about car finance, which is how most people buy a car these days. But what if you actually have enough money to buy a car without financing it?

Paying cash for a car from a dealership is not necessarily as easy as it sounds.

Cash is king, right?

Back in the day, it was all quite simple. You went to the bank and either withdrew the required cash or got a bankers draft (known as a bank cheque in some countries), then went to the dealership and paid for your car. Drive off into the sunset, live happily ever after and so on. Nowadays, it doesn’t really work that way.

Firstly, pretty much every significant dealership in the country will try and convince you to take their car finance offer rather than paying cash. Why? Simple – they make a profit from the finance, and often more profit from selling finance than from selling the actual car.

Secondly, the world is full of schemers and crooks – and I’m not talking about the car dealers. Unfortunately, the car industry is a giant target for money laundering and other criminal behaviour. Cars are very expensive and highly mobile, so they are very attractive targets for criminal enterprise.

Laundered or counterfeit money is a real problem for the car industry, as are forged cheques and the like. Unfortunately, professional criminals are much better at making fake pound notes than you or I are at spotting them. Same goes for cheques – would you really be able to spot a fake bankers draft if you were presented with one?

Inevitably, cars were purchased using illegal or invalid funds and insurance claims started mounting up. Once that started happening, it was equally inevitable that dealers would stop taking payments by cash or cheque. Today, some dealers refuse to take any cash at all, while others have very strict limits on how much they will accept (usually less than £1,000) and very strict handling procedures for any cash they do take. HMRC also supervises dealers very closely for any money laundering activities.

So how do I pay a dealer for my new car?

Well, once you get past the pressure to take their finance, you generally have two payment options for paying cash at most dealerships:

Electronic transfer

This is usually the preferred option. The dealer provides you with their bank details and you transfer them them money. Once the funds are safely in their account, you can collect your car.

If you have a great big bag of cash that you keep under your bed, you take it to the bank where their properly-trained staff can check to make sure the money is legitimate and then electronically transfer the funds to the dealer.

Debit or credit card

Most dealers will take debit card payment on the day you collect your car, while others may insist that it’s done in advance (particularly if you are picking the car up on a weekend). Some will allow you to pay with a credit card, but they will almost certainly insist that you pay the merchant fees, which can be hundreds of pounds.

You will need to check with your bank that your account actually allows you to transfer the required amount, as most accounts will have a card limit.

Cheque payment

Some dealers will still take cheques, but regardless whether it’s a bankers draft or personal cheque, you will have to wait for the cheque to clear before taking your car. This can be up to ten business days, which is usually undesirable to both buyer and seller, so it’s generally better to use one of the other two payment methods.

A dealer will usually look at you with great suspicion if you insist on paying by cheque instead of getting the money transferred electronically.

What about paying cash for a car privately?

We have spoken previously about the dangers of taking cash when selling a car, but the same protective steps apply to you as a buyer. Are you really comfortable turning up to a complete stranger’s house with a bag of cash? If you’re buying a banger for a few hundred quid then maybe, but if you’re paying thousands then you should really have a rethink.

The best way for paying cash in a private sale is to go to the bank with the seller and withdraw the funds or draw a bankers draft. Or if you already have the cash, meet the seller at their bank so they can deposit your funds into their account. It’s public and there are loads of CCTV cameras everywhere, so you are both more secure than paying cash to a stranger at what may or may not be their house. Once the seller has your funds, they hand over the keys and papers (while you are still at the bank) and you each go your separate ways. If at all possible, take a friend with you so you are not on your own.

Summary

Very few legitimate businesses handle large amounts of cash anymore, and car dealers are no different. However, if your money is legal and legitimate, you should have no qualms about taking it to a bank and having it sent electronically to the dealership.  You are still paying cash, but in a more secure and 21st century way.

You should also read: The perils of cash and private car sales

Part exchange or sell, which should I choose?

The Car Expert staff
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2
Part exchange or sell, which should I choose?

Choosing how to sell your car is a decision we all face at some point in our lives.  But which road should you go down – do you part exchange or do you sell elsewhere? It’s important to weigh the pros and cons of both options and see which one best suits you, and to help you make that decision we’ve looked at the advantages and disadvantages of both.

Do you part-exchange?

Probably the simpler and less time-consuming option of the two, with part exchange the dealer you decide to buy your next car from will take your car off you for a set price, and that amount will be deducted from the value of the car you intend to purchase. All you need to do is bring your car to the dealership, sign a few pieces of paper, hand over the keys and drive away in your new car. It couldn’t be simpler.

With part exchange you remove the hassles associated with selling your car, however there are some downsides. The chances are you’re likely to receive less than you would from selling your car, you have to buy a car from that dealer and there’s usually not much movement in their part exchange offer.

The part exchange route is one to consider if you’re after a quick turn round time, minimal hassle, and have decided on a car with a particular dealership.

Should you sell?

If you decide to sell your car there are two options available. You can either sell your car privately or sell your car to trade.

If you choose to sell your car privately, do not expect an overnight sale. Selling privately can take time and effort, so you’ll need to put in the work to make your car sell. There’s quite a few ways to sell your car privately online that incur a minimal cost, so you have quite a few channels to choose from. Be mindful that when it comes to selling privately, you will come across a few window shoppers doing no more than enquiring. You’ll also need to be flexible with your car viewing times and expect a few price hagglers, especially at time of viewing.  Also, you’ll have to consider whether you’re comfortable taking large amounts of cash from a complete stranger.

However the benefit from all this could be that you receive more money for your car, especially if your car has clocked up quite a few miles.

The other option available for when it comes to selling your car is to sell it to trade. Over the years companies that offer this type of service have boomed, all offering to buy your car off you same day with cash paid. There has previously been a bit of bad press around the more mainstream avenues we see advertised regularly, but there are other options. You can look to sell your car to a franchised dealer group, who offer to buy your car from you and may offer a collection service. Plus you get the security of knowing you’re dealing with a reputable company and not just an online car buying service.

Each method comes with its pros and cons, and very much depends on your situation. If you want to sell your car quickly, then selling your car to trade or part exchange is your best option. If you want the maximum possible return then consider selling your car privately.

Caring for your alloy wheels

The Car Expert staff
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1
Caring for your alloy wheels

Alloy wheels are a significant investment for your vehicle, so it’s very important to take good care of them.  

First Aid Wheels has provided us with this handy infographic highlighting the benefits of alloy wheels to your car. It also describes the type of damage they can sustain in everyday driving, such as cracking and kerbing, and how alloy wheels are repaired.

An alloy wheel is generally much stronger and lighter than a steel one, but it is less malleable. This means that it won’t deform like a steel wheel, but it is more likely to crack or buckle completely in a significant impact (such as bouncing off a kerb or pothole).

This is a particular issue for large wheels and low-profile tyres, where the tyre is not able to absorb the impact. As automotive fashion dictates ever-larger rims and ever-lower tyre profiles, this is becoming a growing problem.

Brake dust is also extremely corrosive, and can eat away at the surface of your alloys. This can be difficult and expensive to fix properly, so it is important to keep your wheels clean.

Caring for your alloys wheels and why it's important (The Car Expert)

More about alloy wheels

SEAT Leon Cupra review

Andrew Charman
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0
SEAT Leon Cupra review

What is it?
The Leon Cupra is the performance version of SEAT’s latest family hatch

Key features
Three and five-door bodies, two outputs including SEAT’s most powerful yet.

Our view
Ticks all the boxes and can only enhance an already envied reputation

Performance car enthusiasts will immediately recognise the name Cupra, even if some do not realise it actually stands for ‘Cup Racer.’

And the name is appropriate, applied to the Spanish brand’s most powerful models for some years and these days regarded as an icon in itself.

SEAT stokes this status at every opportunity, and it was noticeable that the launch event for the Cupra version of the latest Leon family hatch included significant time pitching the car against a race circuit and boasted the presence of a real-life Cup Racer from SEAT’s European motorsport series.

The new Leon Cupra is likely to only boost that reputation. Starting point is the Leon itself, which has greatly impressed with its style and performance. And SEAT ensures that buyers do not have to sacrifice a passion for pace in favour of practicality concerns by offering the Cupra in both three-door SC and five-door variants – in fact the most powerful engine is only available with the five-door.

Visuals are particularly important in this market and the Cupra fills the brief with a bespoke front-end treatment including large air intakes with honeycomb-effect grilles, LED headlamps, a revised rear bumper with a diffuser effect, twin oval exhaust pipes and exclusive alloy wheels, behind which can be seen red-finished brake calipers.

Buyers of the range-topping Leon Cupra 280 gain some extras, including alloy wheels extended from 18 to 19 inches and finished in titanium paint, and a roof-mounted spoiler.

Inside the visual impression is continued, from the sports seats in dark grey Alcantara leather (or black if preferred) with white stitching, to a bespoke sports steering wheel, all incorporated into a dash layout that impressed us with its practicality when we tested the first of the new Leon line.

The two engines are variations on a 2-litre turbo petrol unit, offering either 261 or 281bhp, and incidentally the same 258lbft of torque. The larger engine is SEAT’s most powerful yet in a production car, and equipped with it a Leon Cupra became the first front-wheel-drive production car to lap the 14-mile Nurburgring circuit in Germany – regarded as the ultimate test of any performance car – in under eight minutes, setting a 7m 58.44sec time.

The engines are matched to either a six-speed manual or six-speed DSG auto gearbox, and the Cupra is a practical performance car. The sub six-second 0-62mph is rapid enough for most, but is combined with plus-42mpg official fuel economy and emissions that with the DSG gearbox can dip under 150g/km. Standard-fit start-stop and energy recovery systems aid these figures.

It is not just about pace of course, handling of equal importance to this line and experiencing the Leon Cupra at the limit, on the short, tight and tricky Mallory Park race circuit in Leicestershire, shows that this is one impressive package.

Achieving this are the basics of low weight (55 kilos less than its predecessor) and a stiff shell, added to which are a host of electronic aids. The Dynamic Chassis Control is modified over that fitted to the Leon SC, its sensitivity increased to constantly adapt the chassis settings to road conditions.

The front differential lock effectively ensures the drive is weighted to which of the front wheels most needs it, while the progressive steering allows tiny movements and the most effective control at speed, while also ensuring this car is so very easy to park.

Of course the Electronic Stability Control can be deactivated for the significant number of Cupra owners who will want to use their car on a track – in fact it has two modes, partial and full deactivation, depending on the driver’s confidence.

Finally the there is the Cupra version of SEAT’s Drive Profile, again standard and which sets up various parameters of the car in either Comfort, Sport or in this car, Cupra mode. Choose this setting and the throttle response is at its most rapid and sensitive, the DSG gearbox shifts more rapidly, the DCC, steering and diff lock adopt their sportiest settings and a sound actuator even makes the most of the engine note.

On the road the Cupra is extremely well behaved. It rides in comfort, smothers bumps, and could easily be an effective daily driver giving no hint of the searing pace or handling prowess within – until one finds the open road, or better still a track. Then the car shows its full abilities – plentiful instant power with no unnerving torque steer, and inch-perfect handling even at the limit of grip.

Cupra prices start at £25,695 for the three-door SC with the 265 engine and manual gearbox, and range up to the 280 DSG, in five-door form, at £28,530. Cupra 280 models include satellite navigation as standard and overall these prices are impressive, particularly when the equipment levels are compared to the Golf of sister company Volkswagen.

The new Leon Cupra ticks all the boxes and can only enhance what is already an envied reputation for the brand’s performance models.

SEAT Leon Cupra – key specifications

Model Tested: SEAT Leon Cupra 2.0 TSI 265 PS, 280 PS
On Sale: June 2014
Price: £25,695-£28,530
Engine: 2.0 TSI petrol
Power (bhp): 261, 281
Torque (lb/ft): 258, 258
0-62mph (sec): 5.9, 5.8 (5.7*)
Top speed (mph): 155, 155
Fuel economy (combined, mpg): 42.8, 42.8
CO2 emissions (g/km): 154, 154 (149*)
Key rivals: Ford Focus ST3, Renault Megane Renaultsport, Vauxhall Astra VXR
Test date: June 2014
* SC with DSG gearbox

Abarth launches new line-up with the supercars

Andrew Charman
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0
Abarth launches new line-up with the supercars

Abarth has announced new versions of its range of performance Fiat 500s, following publicity generated by the brand taking part in the Gumball 3000 supercar event. The endurance event for some of the world’s most upmarket supercars included Edinburgh and London on its itinerary, with four Abarths among them.

They included the new-to-the-UK 190hp biposto which has a top speed of 143mph and accelerates a 5.9-second 0-62mph time. It is finished in a bespoke ‘Grey Performance’ paint colour, and fitted with front, rear and roof spoilers and a Brembo braking system. Options include a ‘Dog Ring’ gearbox, lightweight aluminium bonnet, carbon fibre detailing and four-point racing seatbelts.

The 595 Turismo and 595 Competitizione models both use the 160hp 1.4-litre turbocharged T-Jet engine. The Turismo spec includes leather sports seats, and 17-inch 10-spoke diamond cut alloy wheels while the 595 Competitizione gains a dual mode ‘Record Monza’ exhaust system, perforated front and rear disc brakes and aluminium pedal kit and footrest.

The limited edition Abarth 595 50th Anniversario (Anniversary Edition) will stretch to 299 examples. It uses a 180hp, 1.4-litre turbocharged T-Jet engine, with an Abarth Competizione gearbox, 305mm floating disc brakes from Brembo, the ‘Record Monza’ exhaust and 17-inch alloy wheels.

Abarth owners can now choose from 17 body colours are now available across the new range in solid, metallic, tri-coat and bi-colour finishes. New options include Cordolo Red tri-coat metallic, Circuit Grey/ Legends Blue bi-colour, Rally Beige, and Trofeo Grey.

Inside there is a new instrument panel with seven-inch digital display and TFT (Thin Film Transistor) technology. The backlit, multi-purpose display has two modes: ‘normal’ for information such as fuel consumption and headlight alignment, and ‘sport’ which shows performance data such as longitudinal/lateral acceleration.

Prices start from £14,560 for the 1.4 T-Jet 135hp (manual), rising to £32,990 for the 695 biposto 1.4 T-Jet 190hp.

Renault buys Caterham out of joint sports car project

Andrew Charman
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0

Renault has ended its joint venture with Caterham and bought out the stake the UK maker held in the Alpine sports car project.

Both manufacturers say that they still intend to launch new sports cars, and Renault says its Alpine is 90% complete and will appear in 2016.

Renault and Caterham Group signed an agreement in November 2012, the plan being to develop and manufacture sports cars through a joint venture, Société des Automobiles Alpine Caterham, owned 50/50 by the two partners.

That firm is now changing its name to Société des Automobiles Alpine, but Renault says that it could still cooperate with Caterham Group on future projects.

The two had each intended to launch their own badged car on a shared platform, Renault’s version reviving the iconic Alpine brand. The cars were to be built in a factory in Dieppe, France, which Renault retains following the latest developments.

Industry rumours suggest that design changes following mixed reactions to a concept prototype contributed to the delays on the new cars and also resulted in tensions between the UK and French design teams.

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