Suzuki SX4
Unfortunately, with all the plans made for the launch of its new five-door hatchback, including an off-road section through the woods at the back of Beaulieu, the new model with four-wheel drive was delayed and not available on the day. So the road route concentrated on the two-wheel drive model and the off-road section was tackled in the old model, which perhaps emphasised that not a great deal has changed.

The front of the car has been restyled and the main difference is that the 1.6-litre engine is substantially updated, with electric throttle control, varying valve timing and a revised intake system to give better economy (45.6 mpg is now claimed).

CO2 output is reduced to 143 g/km, which puts it in Band F for car tax at £125. The DDiS diesel engine (which is supplied by Peugeot) gives 90 PS and the CO2 figure is 129 g/km.

To complicate matters the SX4 is now renamed SZ, and there are two versions starting with SZ3 with petrol and 5-speed gearbox at £11,640, the better equipped SZ4 with hardly enough additions to justify its extra price, and a SZ4 with automatic transmission for £13,280. Then comes the four-wheel drive version, only with petrol engine for which prices are not yet available.

The new petrol engine is lively, quiet and smooth. On the road the Suzuki was judged a fairly average contender with the advantage of high roof line and good space, but a drawback is the considerable blind spot on the offside front quarter which is not helped much by the small fixed quarter window.

Where the Suzuki scores is availability of the 4x4 version which will serve very well for modest off-road work. Normal drive is to the front wheels. A three-way switch in mid position adds drive to the back wheels when slip occurs while in the third position it gives locked-up four-wheel drive for extreme conditions.

It’s a pity that we don’t have prices for this version yet, but if it is not too expensive our prime choice from the five models of this new hatchback, described as a Sport cross-over for all seasons, would be the 1.6 petrol SZ5 with 5-speed manual gearbox and 4x4.

SEAT Mania
No, that isn’t the name of a new model - it’s the term applied to a recent test day to bring us up to date on what they call ‘an avalanche’ of new models introduced by SEAT in 2009. There was a huge range of 30 new cars for assessment - far more than one could cope with in a single day; even a week would have kept us busy.

Most significant of the year’s new SEATs is the Exeo which marks the firm’s adventure into a new segment of the market, an elegant saloon with a huge boot and the distinction that all models have turbocharged engines.

Three of these are 2-litre diesels in three stages of power output, plus a 2-litre direct injection petrol engine giving a beefy 200 PS output and with Sport trim. Selected for a brief trial run was the 2-litre TDI in its most powerful form giving 170 PS. All Exeos have six-speed gearboxes as standard.

At once the Exeo impresses as a comfortable, well-equipped car, with an extremely quiet diesel engine giving really vigorous performance. Its claimed economy is around 48 mpg, but on the brief test route on indifferent roads including a short section of motorway it gave six miles per gallon less. The console is well laid out and the instruments are clear, but it’s a pity that they are not back-lit because they are deeply recessed and become virtually unreadable in shadow. An indicator shows what gear is engaged - perhaps superfluous information with a manual transmission - and doesn’t suggest the need to change up or down.

Priced at £21,455, this roomy saloon has great appeal and brings important new competition in the area of the market dominated by the Ford Mondeo and Peugeot 407.

Best-selling of the SEAT range is the Ibiza, which has now come in for a wide-ranging up-date with the car now based on the Volkswagen platform and bringing improvements in weight and fuel economy, with all models now giving less than 160 g/km of CO2. Particularly interesting is the new Ecomotive package which is available on Ibiza, Leon and the big seven-seater Alhambra. Wide ranging changes on the Ibiza Ecomotive include better aerodynamics, improved engine efficiency and higher (or ‘longer’) gear ratios for third, fourth and fifth.

It’s a little sluggish at low revs, so the driver needs to change down quite a lot to keep the engine on song, and it is then very responsive as tried with three-cylinder 1,422 cc engine giving 80 PS. Its CO2 emissions are low enough for it to qualify for Band A of annual car tax, with nothing to pay. It was priced at £12,755, and gave over 61 mpg without any attempt at economy driving and should readily achieve 70 mpg.

With time running out, and so many cars to examine, there was opportunity for a quick dash in the Ibiza Cupra Bocanegra.

Top of the performance range of Ibiza models and powered by the 1.4-litre TSI engine with turbocharger and supercharger to give 180 PS. The performance from such a small engine is staggering with a 0-60 mph time of 7.2 seconds and top speed of 140 mph.

It has the seven-speed automatic DSG transmission as standard in the price of £16,695.  A rather bullish-looking black grille and lamps surround gives the Bocanegra its Spanish name.

With a formidable range of standard equipment the Cupra Bocanegra stands out as exceptional value for money for anyone looking for a small, fast, three-door car with great individuality. It comes only with top SC trim.

One couldn’t pick a Prime Choice from such a varied range, but of them all it was perhaps this last one which made the greatest impression; the SEAT Ibiza Cupra Bocanegra 1.4 TSI, turbo and supercharged, 7-speed DSG at £16,695.

Skoda Fabia
Having recently driven Skoda's latest Fabia we must say how impressed we were; certainly, if you want the space and versatility of a larger car in the framework of a compact one then you can't go far wrong with this smallish Czech supermini in either hatchback or estate guise.

Taller and more practical than the previous generation, the Fabia offers room for five with enough space left over for luggage. Attractively styled and sporting the familiar Skoda grille, the bodywork is nicely proportioned to give a stylish, contemporary look. Inside it is solidly put together with decent materials, it's comfortable, airy, has good passanger accommodation (among the best in its class) and incorporates lots of storage areas; this is all enhanced with a nice driving position, clear instrumentation and easy-to-use robust controls to give a refined overall package.

Refinement is also a strong point when on the move. The ride is surprisingly comfortable soaking up potholes and bad road surfaces with ease, and yet the car remains remarkably agile through its nicely weighted steering, even when pushed hard on twisty roads and through corners, an asset which is rarely the case with such a forgiving suspension.

The engine choice is wide enough to suit most tastes ranging in size from 60 bhp 1.2 to 1.6 petrol units producing some 105 bhp. Four diesels are available from a 1.4-litre 70 bhp motor through to a 105 bhp 1.9 TDi. A five-speed manual gearbox is standard, or a six-speed Tiptronic (a function that permits all six ratios to be manually selection, if desired) automatic transmission can be specified on the 1.6-litre petrol version. Central locking and electric front windows are fitted on all models and a choice of six different trim levels, air conditioning, heated seats and such like, can be ordered.

High on value for money, prices start from under £9,000 including two years unlimited mileage warranty, a third year until 60,000 miles has been completed, plus other valuable benefits. Fabia is proof (if proof is needed) that Skoda has completed one of the most remarkable transformations in the car industry of recent years.

Audi goes stop-start
Will it work when the engine is still cold? we wondered and on stopping and putting the gear lever in neutral, nothing happened; sensibly, the stop/start system newly introduced on a number of Audi models does not operate until normal engine temperature has been reached.  There are some other safeguards, such as that it will not operate after reversing, or if a minimum speed of about 3 mph has not been exceeded. At normal times, though, it works extremely well and it’s rather pleasing to be stationary at the traffic lights in complete silence. The moment the clutch pedal is touched, the engine restarts, ready for a quick getaway.

This new stop/start technology was assessed on the A3 Sportback with 1.4-litre TFSI petrol engine. This 1,390 cc engine is turbocharged with direct fuel injection and develops 125 PS, which is 10 PS better than the 1.6-litre atmo engine it replaces. With the stop/start package comes also regenerative braking, which puts some of the energy of slowing the car back into the battery to compensate for the extra current used by stop/start and reduce the load on the alternator.

Despite the economy features, the A3 1.4 TFSI returned only 35.8 mpg on the test route, although combined mpg is claimed to be just short of 50 mpg., so there’s still a strong case for the diesel. Apart from these aspects this new A3 Sportback is a very pleasing car, with lively performance and pleasant handling and controls. Price of the test car was £18,490, but there’s another £755 to pay if you want leather upholstery and don’t forget that Audi always adds upwards of £740 for on the road costs.

A magnificent line-up of Audi machinery was available for testing at the recent range review, providing the opportunity to catch up with some of the new models which keep emerging from the industrious Audi machine, in particular the A4 allroad and the new Q5. These are very similar cars to meet the demand for vehicles with good road behaviour as well as the ability to tackle quite demanding off-road conditions. Both proved excellent on the road - no off-road trials were possible - and choosing between them would not be easy, but our preference is for the Q5 over the A4 allroad. With 3-litre TDI engine its OTR price is £34,650, against £34,565 for the similarly powered A4 allroad, both having 7-speed S tronic transmission. Perhaps the deciding factor might be can you get it into your garage? The Q5 at 1880 mm excluding mirrors is 40 mm (1½ in.) wider than the new A4 allroad.

No Prime Choice is possible from such an extensive range, except to say that any Audi purchase will be expensive but not regretted. It’s good to see this strongly performance-orientated company putting real effort and technology into the drive for better economy.

Infiniti
Not often do we have a completely new marque to write about in Gear Wheels, but the exception comes with the October 2009 arrival of Infiniti, the new luxury product range from Nissan. Made in Japan, Infiniti is well established in 32 overseas markets, but now comes to Britain. On sitting in the cars one can’t help feeling that they are designed and aimed mainly for the wide roads of the American market, yet although they are all big cars they are impressively manageable on our roads.

These are extravagantly furnished and equipped luxury cars, with seven-speed automatic transmission incorporating ‘paddle’ up-down change switches below the steering wheel and in most versions a 3.7-litre V6 petrol engine developing 320 PS is the standard power unit. Common to most of the range is four-wheel drive and many models also feature four-wheel steering for improved cornering and handling. A disappointing aspect is the high level of wheel thump on bumps, made noticeably better on switching the damper setting from automatic to Sport, although one would have thought that the latter would have been harder. The engines are superbly smooth and quiet.

Prices begin at £30,300 for the standard four-door saloon, G37, and the range of body styles includes Coupé, convertible, and the FX defined as a ‘cross-over’ between estate car and large hatchback.

The convertible certainly looks stunningly elegant, but its drawback is that when the rigid folding top is lowered, not much room is left in the boot for luggage.

Infiniti’s argument is that their kind of buyers don’t travel far with the car open, but like to swan around in a fully open car after arrival, when the luggage has been safely moved into the hotel. Alternatively, perhaps the luggage might be sent on separately with the butler!

Right at the top of the range at £53,800 is the FX50S cross-over, which is the only one not powered by the 3.7-litre V6 engine. Instead, it has a 5-litre V8 giving 390PS, which certainly gives it formidable acceleration (5.8 seconds from rest to 60 mph, and 80 only a few seconds later). Infiniti is not for the economy-minded motorist: the claimed thirst for the FX50S is 21.6 mpg, and on a brief and rather demanding test run it showed 19.7 mpg. The 3.7-litre version is rated at 23.4 mpg, but actually returned 28.2 mpg when driven moderately in slow traffic. A diesel version is to be added.

At present there is only one dealership, on the A33 just south of Reading, but centres at Birmingham and Glasgow will follow soon, with eight more to open later.

Making a Prime Choice from this wide-ranging line-up is pretty well impossible, but we were taken with the Infiniti G37 3.7-litre GT Premium Convertible at £41,900.

Volkswagen Polo
It is now the best part of 35 years since the original Polo was launched in the UK. In the intervening decades over 10 million sales worldwide has been notched up - a very respectable achievement - and this is set to continue with the latest fifth generation model launched at the Geneva Motor Show in March 2009; it became available in the UK from mid-October.

With each new generation this supermini has become noticeably larger (although slightly lower in height for the new car). It is also more technically advanced, but displays similar timeless looks to its predecessor. The influence of its larger stablemates is apparent.

The horizontal grille and neat headlamp arrangement is instantly recognisable from the Golf, while the sculptured wings blend neatly into the package along with other styling cues from the VW range. Nicely proportioned all round, the new supermini has been assembled (as to be expected) to the usual high standard of the marque; we can, therefore, predict, it will prove to be as reliable as earlier generations and hold it's value equally well.

The Polo is also stuffed with the latest safety features resulting in a five star rating in the Euro NCAP crash tests; in consequence, the new car has been awarded a low insurance ratings - important for us budget conscious motorists.

Although we drove a four-door Polo, three-door models are expected to be available shortly and cost about £1k less across the range. Engine line-up (in petrol form) includes a naturally aspirated 1.2-litre unit developing either 59 bhp or 69 bhp, the more powerful 84 bhp 1.4-litre engine and a 1.2-litre turbocharged motor giving 104 bhp. Diesel variants are restricted to 1.6-litre TDI (common-rail power unit from the Golf) in either 74 or 89 bhp guise. A five-speed manual gearbox is specified for all but the 1.2 turbo which gets a six-speed transmission, while the 1.4 petrol sports a seven-speed Direct Shift Gearbox to neatly combine the comfort of an auto box with the responsiveness of manual change.

On the road all cars driven behaved impeccably with precise and sure-footed handling over a variety of roads and surfaces. Ride is comfortable, as is the seating, and the controls/instruments are all nicely laid out. The cabin oozes the quality (as well as features, such as DAB digital radio) expected in more upmarket cars.

Expect in excess of 50 mpg overall (careful drivers should comfortably exceed this figure) for most petrol variants with probably another 15 mpg or so from the diesel engined cars. The best selling model is predicted to be the SE 1.2-litre 60 PS with five-speed manual gearbox at £11.385 on-the-road which we feel is a good overall package and our Prime Choice.

Kia cee’d
After only two years in production, Kia’s strangely named cee’d model came in for an autumn 2009 clean-up bringing styling changes most noticeable at the front and in the interior where the console has a silvery finish and a more attractive steering wheel design. Instrumentation is excellent, with a large speedometer in the central position of the three units, clearly marked in white on black with red pointers and as soon as the engine is switched on they become back-lit, easy to read in all conditions.

This five-door hatchback is very easy to drive, lively and handles well, though the ride is a bit harsh. Seat shape is also not ideal, tending to slump one forward a little and we feel more central back support is needed. Nothing is seen of the car from the driving seat ahead of the windscreen and this includes the wipers which park neatly out of sight. As before, the three-door version is called Pro_cee’d and the estate car is cee’d SW.

Significant changes are improvements in engine efficiency, with introduction of automatic engine stop at traffic halts. This is nothing new, of course, having been available on Citroëns, Volkswagens and now Audis for some time, but Kia arranged a particularly horrid test route through the centre of Liverpool taking in every possible traffic light junction, to demonstrate how stop-and-go works. As soon as the car comes to rest and the gear is in neutral, the engine stops, starting again the moment the clutch pedal is pressed. It was surprising to find that in a 7.6-mile route through the centre of Liverpool, taking 40 minutes, the engine was off for a total of 11 minutes. Obviously this brings real benefits for those doing a lot of driving in heavy traffic, but initially the EcoDynamics programme is available only for the CRDi version with the less powerful of two 1.6-litre diesel engines, costing £14,195.

Diesel engines come with a six-speed gearbox, petrol ones only with five-speed and tend to be a little more fussy when cruising, though we found both engines to be extremely quiet and smooth.

There is little difference in acceleration times between the petrol-powered cee’d and the more powerful of the two diesels.

Kia is anxious to stress one important thing about its cars which has not changed and this is the exceptional seven-year 100,000-mile warranty.

There are three trim levels (simply labelled 1, 2 and 3), with prices starting at £11,595 for the three-door pro_cee’d with Trim 1 and 1.4-litre petrol engine, but an interesting choice is offered at £14,195. This is the price for cee’d with 1.6 petrol engine and automatic transmission, or the 1.6-litre CRDi (high power) engine giving 113 bhp, or the less powerful (89 bhp) engine with the EcoDynamics features, offering 67.3 mpg. The middle one of these was the one we enjoyed driving best and is still rated at 62.8 mpg, so our Prime Choice would be the Kia cee’d 1.6-litre CRDi 113 bhp diesel engine and trim level 2 at £14,195.

Chevrolet Cruze
In the turmoil of uncertainty about the future of General Motors, in July 2009, GM launched a new mid-range saloon imported from its American base. It has distinctive styling with an imposing frontal shape and comes with choice of 1.6-litre or 1.8 petrol engines, or a 2-litre diesel.

Good features are the quietness of the engines, especially the diesel version and the suspension gives a comfortable ride. Not surprisingly, the car is rather too big for a 1.6-litre engine, which can prove a bit lifeless on gradients, but the 1.8 performed reasonably well. Best choice is undoubtedly the 2-litre diesel, which is offered in two stages of power output: 125 PS and 150 PS.

The Americans can’t spell very well, so we must forgive the name Cruze and they are not much good at diesel engines, but they overcome this problem by using very good Korean built units, for which fuel consumption is claimed to be around 50 mpg. All versions have five-speed manual gearboxes, but a six-speed automatic is available for the petrol models at £1,100 extra.

The attraction of Cruze will diminish for many buyers on finding that it is available only as a four-door saloon; but there’s a good boot with concealed external release and under the floor is a full size spare wheel but with steel rim.

An impressive list of standard equipment is included, with quite a good sat-nav system available at £545 extra, with its map screen mounted sensibly high up. However, this option seems to be limited to the LT model which, with 150 PS 2-litre diesel engine, runs out at £15,195. The Cruze sounds good value at its start price of just under £12,000, but it jumps £1,600 to £13,595 for the 1.8-litre. At £100 less than this, the 2-litre diesel in its less powerful 125 PS form stands out as the best value, so our Prime Choice would be the
Chevrolet Cruze 2.0 VCDi with standard S trim and five-speed manual gearbox at £13,495.

Audi A5 Sportback
‘Will it fit your garage?’is the question often asked about any new car and it takes increasing relevance when you see that the new A5 Sportback from Audi is longer, lower and wider than an A4 saloon and has a longer wheelbase. For many people, width is the worrying factor and at 1854 mm., excluding the mirrors, the new Sportback is probably too wide for many private garages.

Never mind, leave it outside, let passers by enjoy the lovely view of this elegant new model and relax in the knowledge that it has one of the most secure anti-theft systems available nowadays.

At the rear, the Sportback has a huge tailgate which opens easily, and joins up with an abbreviated and removable shelf to the rear of the back seat, hiding the contents from view. It provides a very wide opening and the luggage space is said to be almost as great as that in the A4 Avant estate car. It is claimed to combine Coupé style with saloon practicality and almost estate car carrying capacity; a slight drawback compared with the Avant estate is the lack of a rear window wiper. For a tall occupant, rear seat headroom is borderline, although there are recesses in the headlining at the back to give a little more space.

A disappointing feature is the poor instrumentation. The speedometer and rev counter are deeply recessed and become difficult to see in some shade conditions not dark enough to trigger the automatic lighting; the speedometer is, in our opinion, poorly calibrated with 120 mph at the top of the scale resulting in confusing congestion of the lower readings. However, a digital speed read-out can be selected in addition.

Taking a more vigorous look at fuel economy, Audi now includes automatic engine stop at halts with both the 2-litre petrol and diesel models, as soon as neutral is selected; the engine restarts on pressing the clutch. Energy is recovered during braking, to offset the extra battery drain of frequent starter operation.

On a test drive in Britain and France, with full use of the performace, the 2.0 TDI with six-speed manual gearbox recorded an impressive 45.5 mpg.

In addition to the 2-litre petrol and diesel units, the new Sportback is offered with 3.2-litre petrol, and 2.7 or 3.0-litre diesels. There was no 2.7-litre for assessment, but the 3-litre TDI with S-tronic automatic transmission proved an absolute joy to drive, with its effortless response, quietness and economy still on the right side of 31 mpg. But there is a high price penalty to jump from the 2-litre TDI at £27,140 with SE trim, to £32,600 for the 3-litre TDI, partly explained because the 3-litre includes quattro four-wheel drive.

Despite the large increase, our Prime Choice of the A5 Sportback would be the 3.0 TDI quattro 6-speed manual with SE trim at £32,600; but understandably the Audi prediction is that the main seller will be the 2.0 TDI front drive 6-speed manual with SE trim at £27,140. Quattro four-wheel drive is available for the 2-litre diesel at £1,500 extra.

Among three new models launched at the 2009 Frankfurt Show is the S5 Sportback with 3-litre V6 petrol engine boosted by a supercharger to give 333PS. It will go on sale in Spring 2010.

Mazda3
Even with the previous model parked alongside there is not a great deal of difference to be seen in the outward appearance of the new Mazda3. Mainly it has gone like the Peugeots with lamp units much more stylishly and aerodynamically swept back into the body; but there’s a lot more changed inside. as well as mechanically, starting with the engines. All are more efficient, giving better economy and reduced CO2, beginning with a 1.6-litre petrol unit and there are three new turbo diesels all with particulate filters, offered with choice of five or six-speed manual transmission, or five-speed automatic.

A 2-litre petrol engine is available with direct fuel injection giving 151 PS and this unit comes with automatic engine stop at halts, featuring an ingenious Mazda system whereby at traffic halts the engine stops always with the pistons in the appropriate position to restart the engine as soon as fuel is injected and ignited. Mazda claim that restart occurs in only 0.35 seconds, with hardly any assistance from the starter motor as soon as the clutch pedal is depressed. Engine stop is automatic when the car comes to rest with the ignition key still in the normal ‘on’ position and the gear lever in neutral. A second auxiliary battery is fitted to cover against lack of charge in town driving with a lot of stop-start work.

On test in Scotland, we found these new versions of Mazda3 very pleasant to drive, with neat handling and steering, plus excellent brakes by discs all round, all giving great confidence enhanced by the standard fitting of dynamic stability control and electronic brake force distribution. The only slight disappointment was the high level of tyre roar on some coarse surfaces encountered.

Particularly attractive features are the neat console layout which features a clear display of average mph and mpg, the clear instrument display, back-lit on some models and the roomy load space with the hatchback released by a simple push button.

Most of the Mazda3 range are five-door hatchs, but there are four saloon versions and the usual permutation of trim options: S, TS, TS2 and Sport. Prices start at £13,500 for the 1.6S petrol, extending to £19,900 for the 2.2-litre diesel in saloon or hatch.

Later this year a 15th model will join the range, called MPS with 2.3-litre petrol engine giving 260 PS at £21,500.

Time was running out for the return flight from Scotland and we had to press on very hard to get to the airport in time, so we were delighted to find how fast and responsive, as well as quiet, was the 1.6-litre diesel we were driving. It is rated at only 109 PS so it was very impressive to find that it performed so well, while returning 49.6 mpg. We have no hesitation in recommending as Prime Choice the Mazda3 1.6D TS with five-speed manual gearbox and CO2 emissions of 119 g/km, at £15,760.

Peugeot 308CC
When Gear Wheels writers attend Press launches of new cars, they often have to travel considerable distances to the venue. For example, the impending introduction of a new Mazda takes place just a few miles away from John O’Groats, the northernmost town in Scotland!

We don’t object (travel broadens the mind, they say), but it was a pleasant surprise to find the starting point for the introduction of the new Peugeot 308CC was on our doorstep at Christchurch, where we learned that our journey would include a sea trip – from Sandbanks to Studland, across the entrance to Poole Harbour!

Never mind - your contributor stayed with the open-topped car, spending the few minutes of ‘the voyage’ in having a good look round this latest Peugeot, trying the back seat for legroom (very little when a tall driver has moved his seat as far back as it will go) and admiring its high standard of equipment and finish. Later – at the Lulworth Castle stop-over to swop front seats with my driving companion and have a cup of tea – I tried the back seat again, this time with the car in closed coupe form. Sitting normally, my head was in contact with the rear window!

So – it’s not a car for carrying six-footers in front and rear at the same time, which makes it similar to many other moderate-sized sporty four-seaters, but for those who are prepared to live with this sort of compromise, Peugeot’s 308CC is an attractive proposition..

For an open-top car, the body is impressively rigid, with good handling, ample performance, decent economy and a high level of refinement. On a pleasant, sunny spring day and with the roof retracted into the boot, it wasn’t necessary to muffle up with hats and scarves. As well as the conventional heater system, the 308CC blows warm air round the backs of the necks of front seat occupants in a pleasant and quite unobtrusive manner!

You don’t need to stop to open or close the roof, but you do need to slow down to about 8 mph and the roof movement takes some 20 seconds. If there was nowhere to stop, I would put on the car’s hazard flashers while the roof was going up (e.g., with the onset of rain) or down.

The 308CC goes on sale in June at prices starting from £19,495 and rising to £24,295, with three 1.6-litre petrol engines (120 and 150 bhp for manual gearbox models and 140 bhp with automatic transmission) and diesels with 110 bhp (manual only) or 140 bhp (manual and auto). There are trim and equipment levels called Sport, SE, GT and GT100, together with a wide range of styling, in-car entertainment, safety and security, comfort and convenience options.

Audi R8 V10 and A5 Cabriolet
Quite the most exciting motoring of 2009 so far came with the launch in May of Audi’s latest additions to its fast-expanding and ever-improving range.

The new R8 5.2 has a ten-cylinder engine mounted midships in a car that is much the same as the previous race-bred R8, offering more power but also better efficiency.

It has direct fuel injection, develops 525 bhp and lifts the maximum speed to a staggering 196 mph. Perhaps if you took the mirrors off it would make it to 200 mph, or beyond!!

But more impressive still, we thought, was that the car is so manageable and tractable, trickling quietly through villages on the test route wisely chosen on the Continent, but also responding with wonderful zest to go soaring up to and beyond 140 mph in very short distances. Its time for acceleration through the gears from rest to 80 mph was only 6.4 seconds, with 100 mph reached only 2.6 sec later (total only 9 seconds).

Slightly disappointing is the very functional-looking but not very attractive interior, but this is a car to impress with its race-going style, and Audi cleverly arranges for the magnificent V10 engine to be always on display beneath a lift-up transparent cover behind the seats. It features quattro four-wheel drive, and gives the buyer a little bit of change out of £100,000 for the six-speed manual version - provided no extras are chosen - or £104,665 for the automatic version called R Tronic. This R8 5.2-litre is a formidable new rival for footballers and bankers who might have been thinking of a Porsche or Aston Martin.

A much more attractive-looking interior comes with the beautifully styled A5 Cabriolet. When the A5 was launched as a Coupé, it was felt that it would make the basis for a lovely convertible, and that is what is now on offer at prices from £29,795.

It proved delightful to drive with the top down, and the great joy is that by slowing down to under 30 mph the top can be put down or up entirely ‘on the button’ without need to stop. Outstanding features of this new convertible are the quietness, especially with the top in place, and the rigidity of the body.

There is total lack of the shake and tremor which tend to mar some convertibles on poor roads. It is also unique in being the only convertible available with quattro four-wheel drive.

It’s offered with six-speed manual gearbox or two types of automatic: multitronic with the 2-litre or 3.2-litre petrol models, or S tronic with self-changing seven-speed gearbox and double clutch for the quattro versions (2-litre, 3.2, and 3.0 TDI diesel on which it is standard). Although the excellent V6 3-litre TDI diesel engine is most tempting at £37,935, We were so impressed by the smoothness, quietness and eager response of the 2-litre direct injection petrol model that we would make our Prime Choice the Audi A5 Cabriolet 2.0 TFSI 211 PS quattro S tronic with SE trim at £34,555.

Ford Kuga 2WD and 2.5 4WD
Many drivers want the space and convenience of an SUV like the Kuga, but are not worried about four-wheel drive; they don’t go off road, and if it’s snowing they stay at home. So it’s quite a good move for Ford to add a front-drive version of Kuga with the 2-litre Duratorq TDCi diesel engine, bringing three advantages. The first is a 2 mpg improvement in mpg, up from 44.1 to 46.3, the second is an important 10 g/km reduction in CO2 output, and the third is a useful £2,000 price reduction.

With Zetec trim the 2-litre front drive model costs £19,790, and the CO2 saving brings it into the under 165 g/km tax bracket, costing £150 this year, and £155 next year. Business customers will be able to claim a 20 per cent annual write-down allowance, instead of only 10 per cent for the 4x4. The £2,000 saving could be spent on the more lavish Titanium trim, whose 2WD price is £21,790.

Also added to the Kuga range is the five-cylinder 2.5-litre Duratec petrol engine as used in the Focus ST, Mondeo and S-MAX. This unit gives 200 bhp and makes the Kuga a much more lively SUV with top speed of 129 mph and 0-60 mph in 8.1 sec, with a six-speed gearbox. There is also a five-speed automatic transmission option for this engine only.

The Kuga 2.5 comes only with 4x4 and Titanium trim costing £25,090 (auto £26,290), but the combined fuel consumption figure tumbles to 28.5 mpg, and the CO2 emissions figure soars to a hefty 234 g/km. So for these penny-scrimping times, a realistic Prime Choice is the Kuga 2-litre TDCi 136 PS front drive at £19,790

Ford Focus RS
Just when we might have been thinking that Ford had run out of money and was heading steadily on to the rocks, along come two interesting launches. The first is an electrifyingly fast version of the Focus, continuing the long-established RS designation which first appeared with a hot version of the Escort in 1970.

The previous Focus RS went out of production in 2003. Its new successor is powered by a five-cylinder 2.5-litre engine with 20 valves and Borg Warner K16 turbocharger, giving a formidable power peak of 305 PS at 6,500 rpm. Maximum torque is 440 Nm, and all this fearsome output goes through a six-speed gearbox to the front wheels. Ford claims to have quelled any tendency to torque steer effect by an ingenious Ford RevoKnuckle system, but we can only say that in hard acceleration there was still quite a lot of tug on the steering. Not living up to the claims was the fuel consumption; the combined figure is supposedly 30.5 mpg, but despite a rather slow test route, and few occasions to give it a blast, our Focus RS gave only 22.3 mpg. Hard suspension gives a rather bone-shaking ride.

Is the middle of a recession, with shocking falls in car sales, a good time to launch a car like the Focus RS? Essentially it’s mainly for competition, and Ford is reckoning to sell only 4,000 examples in the next two years, with orders already taken for 2,000. So evidently the launch of Focus RS is timely, with deliveries starting later this year. For their £24,740 (the starting price for the RS), buyers will certainly get plenty of performance, with the top speed at 163 mph, and acceleration from rest to 60 mph in only 5.9 seconds.

Honda Insight
With its previous adventure into hybrid technology some ten years ago, also called the Insight, Honda’s styling was a bit of a monstrosity, and the car was only a two-seater which greatly limited its appeal. Now comes a more realistic and practical successor with the same basic principles of IMA (Integrated Motor Assist) and five-seater capacity.

The system is ingenious, using an electric dynamotor (combining the functions of charging and powering) fitted in line with the petrol engine. When the driver calls for power to accelerate away or climb a hill, the petrol engine and the electric motor work in concert. But throttle back to descend a hill or slow down, and the electric motor becomes a battery charger. In this state, the fuel supply to the petrol engine is cut off but the engine keeps turning, being in constant link with the electric motor. What is surprising is that in this state the valves of the engine continue to operate. One would have thought that pumping losses would have to be overcome, but as Honda engineers explain, the power required to push the pistons up against compression is regained as they go down.

The petrol engine has capacity of 1,339 cc and develops 88 PS; the electric motor adds only 14 PS, but produces a lot of torque, especially at low revs. The Insight is being offered only with a CVT automatic transmission but it operates very smoothly and has paddle shift control levers below the steering wheel as one of the advantages of the dearer ES version. Engine stop occurs automatically on coming to rest, though not cutting in as promptly as on some cars with this feature, and restarts automatically on pressing the accelerator.

Advantages claimed for this hybrid system are that it is efficient and particularly good on emissions, with a CO2 figure of only 101 g/km, so it qualifies for car tax at only £15 a year, and is exempt from the London Congestion Charge. All sorts of ingenious instrumentation is provided, from a digital speedometer whose background colour changes according to driving style, to read-outs of power use, battery state, and the number of green leaves on the trees to reflect how economically you have been driving.

However, one cannot help feeling that it is all a lot of politically correct inspiration not really backed up by the sort of economy one might have hoped to achieve. Honda’s claim is that the most economical version (SE) gives 64.2 mpg on the combined EC cycle. Driven swiftly but not unduly hard on a varied test route, it returned only 51.3 mpg, and a supreme effort at unrealistically low speeds gave only 69.3 mpg. The inescapable conclusion is that a small diesel-powered car would have done better, but would not have achieved the same low particulate emissions and low Nox output.

Not much extra is provided by the ES version which costs £1,300 more (at £16,790), so if you want to go green the Honda way, our
Prime Choice has to be the Honda Insight SE at £15,490.

Suzuki Alto
Interest in small economy hatchbacks is increasing all the time, so Suzuki’s launch of a new Alto range is timely. This is the seventh generation to use the Alto name since it first appeared 30 years ago, and the emphasis is on a smooth body shape for low drag with an efficient three-cylinder 12-valve engine giving a claimed combined mpg figure of 64.2. The engine gives a healthy growl when working hard, but settles down to give relaxed cruising where the main noise source is from the tyres. The suspension is rather firm and unforgiving on poor roads, but adequately comfortable, helped by well-shaped seats with good wrap-round for lateral location.

With sights set on sales of 7,200 a year, Suzuki has sensibly simplified the model range so that all have the same 50 bhp engine and five-door body, with prices starting at an attractively low £6,795 for the SZ2 trim.

There is not a great deal of difference between this base model and the next up, SZ3, which is priced at £7,245, an increase of £450. The main gain is the fitting of air conditioning. Moving up to the top trim level, SZ4, adds a further £715 to take the total to £7,960, but the list of improvements to the specification is more substantial and includes a small rev counter in a pod to the right of the speedometer, ratchet seat height adjustment for the driver, alloy wheels, fog lamps and some minor additions.

There is also the possibility to pay an extra £600 for the SZ4 and have it with a four-speed automatic transmission. There was only one example of this at the recent launch and we were glad to lay claim to it for the first test drive and found changes very smooth and the system lively and responsive. For anyone seeking a small car with an automatic transmission which is easy to use, the Alto SZ4 would be a good choice, though at £8,560 it is not as attractively priced as the base model. It is also, of course, less economical with an average consumption of 54.3 mpg, and the emissions figure rises from 103 g/km to 122.

Interior accommodation is fair, with a large unlidded stowage box in front of the passenger, and reasonably roomy door pockets. An internal release catch has to be used to open the tailgate, revealing a deep but not very long load space, with space-saver spare wheel nestling under the floor. A further advantage of the SZ4 specification is that the folding rear seat is centrally divided instead of being in one piece as on the two cheaper models. Thick screen pillars and a substantial ‘dead’ corner where the door mirror is mounted make a wide blind spot, so drivers need to move the head around at junctions to check that nothing is hidden behind them.

Unless one is particularly anxious to have air con at £450 extra, or the automatic version, there seems no doubt that the Prime Choice is the Suzuki Alto 1.0 SZ2 five-speed manual at £6,795.

At the same time as the revised Alto was launched, Suzuki offered a more powerful and quieter four-cylinder petrol engine for the Grand Vitara off-roader, now with capacity of 2.4-litre instead of 2.0. As before it has permanent four-wheel drive with diff lock and low range selectable by a simple rotary switch control. A number of minor improvements have been made, and the larger engine is claimed to be a match for the 2-litre on economy and emissions. Prices start at £13,800 for the 3-door SZ3, and top of the range is the 5-door SZ5 with automatic transmission for £18,250.

Volkswagen Golf
Half of the road was surfaced in a very low friction coating almost like ice, with a sprinkler playing on it, while the right-hand half was normal tarmac; and the test was to arrive with the speedo at least on 28 mph (45 km/h), then hit the brakes and swerve to the right to avoid the cones blocking the lane. This was one of the tests carried out when we visited the Volkswagen works at Wolfsburg and tried the new Golf for the first time, and it was certainly very impressive the way its anti-skid system responded and kept the car under control.

This is just one of the new features on the latest model, as part of a major drive to make the sixth generation of the Golf an even safer car. It has seven airbags including a knee protection one for the driver, a whiplash-limiting headrest system, and rear seat belt monitoring. The electronic stability programme which made the car so controllable on simulated ice conditions also includes an electronic differential lock and traction control.

At the launch of the new Golf in Britain in January 2009, the press office produced a pictorial display showing all the significant changes, which is useful since the new one, the sixth generation since the original was launched 34 years ago, looks very much the same as before. External identity features include the new radiator grille with VW roundal recessed into the front of the bonnet.

We drove first the 1.4 TSI model at £15,962, which uses turbocharging and petrol direct injection to give 122 PS output. It proved very lively and has a six-speed gearbox, but economy was a little disappointing, showing only 29.2 mpg on the trip computer. There is also a version of this engine with both turbocharging and supercharging to produce 160 PS, and claimed economy is 44.8 mpg.

Tried next was the 2-litre diesel which is an excellent engine, and although a bit more noisy than the 1.4 TSI, it was much better on economy, showing 49.5 mpg on the test route. Third example driven was the more powerful 2-litre TDI diesel giving 140 PS, in conjunction with the very impressive five-speed DSG (direct shift gearbox) which gives all the advantages of a fully automatic system, plus the ability to have full manual control if preferred.

On all the new Golfs we liked the seating and the control layout which now includes much clearer instruments. A small irritation is that the passenger’s wiper arm goes too far over to the driver’s side, leaving a streak across the driver’s sight-line. In other respects, though, the new Golf is undoubtedly a very pleasing and much improved car. Our favourite was the TDI 140 with DSG, but its price is a bit formidable at £20,537, so as Prime Choice we would recommend the Volkswagen Golf SE 2.0-litre TDI 110 PS with five-speed manual gearbox at £16,911.

Mini Clubman
If you like the idea of a MINI as your next car, but are a little concerned about its interior space, then the extra practicality of the Clubman (over the standard model) may just fit the bill. It should certainly be at the top of your list before looking at any other make.

Practical, versatile and comfortable are words that spring readily to mind to describe this model; and that is discounting its sure-footed handling, all-round performance, affordability and, of course, superb build quality with styling that incorporates a few neat retro touches. 

Although longer and taller than the standard MINI, it’s at the back where the main differences of the Clubman are immediately apparent. Gone is the single hatch door and in its place are two double doors - as on the original model of some four decades ago - operated by a couple of chrome handles with each door having its own wiper and, additionally, on the inside incorporating a practical cubby area for extra storage. From the side view, the long glass run is immediately noticeable, as is the distinctive rear edge pillars stretching from the roof to the bumper; the colour of the latter matches that of the roof to give an attractive two-tone paint finish. 

A unique single side rear-hinged door (similar, but not identical, to that employed on the Mazda RX8) on the right hand side allows a wider opening for back seat passengers, but you can still gain access via the opposite front door without too much effort. Although generally opening out into the traffic in the UK, the extra engineering efforts of placing this door on the nearside (our kerb side) would probably have been too costly for the restrictive worldwide market for vehicles that drive on the opposite side to us!

Most other interior features of this model are much on par with its stable mates. Obviously, the boot area is larger, plus an additional under floor area, as is the seating in the rear which gives extra legroom and more height.

Overall, we think the new Clubman is a worthy successor to the original car, especially as it is larger, more sporty and more refined in so many areas. Prices start at around £14k. 

Audi Q5
Almost too big for British roads, Audi’s Q7 is a luxury rival for the Range Rover market, but now comes a more practical alternative for those seeking a car of more reasonable size combining off-road ability with performance and driving pleasure: the Q5.

Tested on a demanding mountain route in Spain, it proved extremely comfortable to travel in, and very reassuring to drive.

There’s none of the suspension harshness and top-heavy feeling that tend to spoil some off-roaders, and it’s clear that providing a car with good response and sporty handling has been high on the list of priorities in designing Q5.

But it is also a highly practical vehicle with long-travel suspension, generous ground clearance, and easy access to the load space through a top-hinged and strongly spring-loaded tailgate, which can be opened by remote control. A quick-release pull on either side allows the wide or the narrow section of the rear seat backrest to fold down on to the one-piece cushion. A huge panoramic sunroof with the front section opening and sliding back above the fixed rear section is optional.

All versions of Q5 have quattro four-wheel drive permanently engaged, and there’s a hill descent control system. A clever feature is provision of a sensor to detect if the roof rack is in use, in which case it brings the electronic stability programme into action earlier.

At launch, there are just three engines: 2-litre petrol with FSI direct fuel injection, and two diesels: 2-litreTDI and 3-litre TDI. Of these, Audi expects the 2-litre TDI to be the best-seller of the new range, and it is certainly priced attractively at £27,070 (prices have been updated since the VAT reduction) with manual six-speed gearbox. Most versions are listed with S-tronic 7-speed automatic transmission. Especially attractive is the 3.0 TDI with SE trim and S-tronic transmission, but lots of money is needed to pay for extras, and the all-in price of the lavishly equipped test car was not far short of £47,000.

Again we have to criticise Audi’s speedometer, which has 120 mph at the top, so that all the important digits are crowded into the left side of the instrument, and even those who take their Q5 to Germany will not often see the speedometer needle in the right-hand half of the dial. Other than this silly mistake, the interior furnishing is delightfully neat and functionally arranged, and for ultimate luxury there is even a cup-holder which can be set to keep drinks either hot or cold. They certainly think of everything.

SE versions seem worth the £2,260 extra above the standard model, so our prime choice would be the Audi Q5 2.0 TDI SE quattro with six-speed manual gearbox at £29,320..

Mazda6 gets improved diesel
Starting in January 2009, the Mazda6 range increases with arrival of an enlarged diesel engine whose capacity goes up to 2,184 cc, and it is offered in three power versions:125 PS, 163, or 185. To make the choice even more extensive, there are three body styles: saloon, hatchback and estate car, and buyers can choose from five equipment levels.

There are also three petrol engines, though the diesel is so quiet and refined as well as offering more power and economy that it would be difficult to recommend any but one of the diesel models.

It is difficult to make a positive Prime Choice from the range until the prices are announced, and even then the recent launch over a severely testing route gave chance to drive only the 163 and 185 diesels. Of the two, we liked best the 163 PS, but this could be influenced by the fact that the 163 was in the slightly smaller hatchback body, while the 185 was an estate car. Fuel consumption is much the same for all models, with the quoted combined figure either side of 50 mpg, which is very good for a car of this size. The 163 PS version just creeps under the critical 150 g/km emissions limit, which is important for taxation even with the promised deferment of Chancellor Darling’s swingeing increases.

At the same time, Mazda introduces a rear vehicle monitoring system which shows a warning light on the interior side of the windscreen pillar, and if the driver uses the indicator to show intention to change lane when a vehicle is in the danger zone it sounds an additional warning. This is a good move to eliminate the need to turn the head to check that there is nothing in the blind spot before changing lane.

All versions have six-speed gearboxes as standard, and there will not be an automatic transmission for the diesel until 2010. Very convenient is the way in which the rear seat backrest drops down on to the cushion simply by pulling the release knob in the load space area. Not so good is the considerable blind spot caused by very thick windscreen pillars. The driver needs to remember to move the head around at junctions and roundabouts to make sure that no pedestrian or vehicle is masked by it.

Pending prices to confirm the recommendation, we would name as prime choice the Mazda6 TS Hatchback or Estate with 2.2-litre 163 PS turbo diesel engine.

Volvo C30
Every now and again a car stops you in your tracks. This was the case recently when we saw the Volvo C30 which, we believe, is one of the smartest looking new cars around.

Offering great value for money, it is a real head turner compared with most of today’s anonymous-looking hatchbacks. OK, from the front it’s very much S40 inspired (which is no bad thing) but further back its stunning Scandinavian design very much echoes the lines of the iconic Volvo 1800ES of the 1970s, particularly the swept flanks and distinctive all-glass tailgate, but we will leave you to judge for yourself.

Inside everything has a solid, stylish and quality feel. An attractive and clear dashboard is enhanced by a neat central console, extremely comfortable and supportive seats, and plenty of stowage areas. For a three-door car, rear space is surprisingly large with the superb individual seats allowing adults ample head, shoulder and leg room; the main drawback, if any, is probably the boot/load area which can best be described as 'just about adequate', although the seats do fold easily to make space for the occasional larger item to increase the cars load area and overall practicality.

On the move, this small executive hatchback did everything asked of it without undue fuss. Sharing many mechanical and chassis parts with Ford’s Focus we, however, preferred the Swedish set-up which, in our opinion, is probably engineered more towards everyday comfort rather than the raw performance and agility the Ford hatch is capable of. That said, we found the all-round dynamics of this compact Volvo excellent and could not fault it under normal road driving conditions.

At under £15,000 list price for the petrol 1.6 model, topping out at some £21k for the diesel T5 R-Design SE Sport, we feel the C30 range offers very good value for money, especially with a potential residual value of some 50% over three years. Be prepared, however, for those who cannot resist admiring its striking good looks, whichever model you choose!

Audi Field Day
Just how extensive the Audi range has now become, with 27 different models compared with only 12 ten years ago was amply demonstrated when the company recently held a Range Review near Wellesbourne, Warwickshire.

There was a bewildering choice of cars to be driven, and we decided to start off gently with the A3 Cabriolet in 1.8-litre FSI (direct petrol injection) form, and loved the smooth, quiet response of its engine, scarcely audible at all at tickover. We had driven the A3 Cabriolet at the launch in France, but we were glad to try it again on British roads and was just as impressed as before, especially when wafting along with the top down. Putting the hood up or down is entirely electric on the button, with no need to release any catches, and Audi retains the concept of a flexible soft top instead of the later trend to folding hardtops, with the advantage that generous 260-litre luggage space is available with the top up or down. Raising or lowering the top can be done on the move, up to 20 mph, so you can do it as you move away from your parking position.

With a six-speed gearbox, the A3 Cabriolet in this form was priced at £28,845 including options, but the range starts with 1.6-litre engine at under £20,000.

Following the A3 Cabriolet came the TT Coupé in its new guise with 2.0 TDI diesel engine and quattro four-wheel drive. It also featured magnetic suspension control - a system which varies the firmness of the dampers on demand, but we couldn’t really feel that the extra £1,650 cost of this refinement was justified. On the other hand we were tremendously impressed by the TT and reckoned it was the sportiest and most responsive diesel we have yet driven. It gives a lovely purposeful snarl of power when accelerating and soars rapidly up to its 4,500 rpm limit in the gears. It’s a bit difficult to get into the car, but once there you feel very snug and in control. We noticed at this test day that it is nothing for these cars to be stacked up with more than £10,000 worth of extras, and this TT listed at £25,850, totalled £36,050 in the form as tried.

Next came the big thrill: Audi’s R8, the amazing Coupé with 4.2-litre V8 engine, producing shattering performance. One felt in complete control of the car, although not too happy about the amount of feed-back through the steering, tending to pull slightly one way or the other, and the automatic transmission called R-Tronic created quite a surge between ratio changes, almost as if the brakes came on for an instant. It was made much smoother by easing the accelerator back for gear changes. We didn’t look at the price list until we had the R8 safely back in the compound, when it was found that the standard £83,245 was boosted to £98,975 by the extras. Its acceleration rockets the car from rest to 80 mph in only 6.9 seconds, and all things considered the fuel consumption at 19.9 mpg was not too bad although the test route didn’t allow much in the way of high speeds.

Another very fast car available for gentle proving round the Warwickshire lanes was the RS6 Avant which has a V10 5-litre engine developing 580 bhp, which must make it the fastest load carrier on the market. It was very comfortable and effortless to drive, and when opened up it proved as fast as the R8, going from rest to 80 mph in exactly the same time of 6.9 seconds. The RS6 has its top speed restricted to 155 mph, unlike the R8 which - with the important proviso always given, ‘where the law permits’ - is able to reach 187 mph. The RS6 was listed at £76,700, and a modest outlay on extras totalled it out to £80,510. Both of these, of course, have quattro four-wheel drive.

Also in quattro form was the last car for which there was time for a long drive, the A4 Avant 3.0TDI, which we were particularly keen to try to compare with my own Avant 2.5 TDI quattro which is now nine years old. We fell for this new Avant in a big way with its lovely refinement, effortless performance and very high levels of comfort, but there were some things we didn’t like. The test car had the S-line specification which means that those rather unsightly day running lights, like a string of shiny beads beneath the headlamps, are on all the time the engine is running; and the interior is rather sombre with black leather trim and black headlining.

A bad mistake, in our view, is the calibration of the speedometer, which has 120 mph at the top of the dial, and as much space devoted to the figures from 120 onwards as for those from 0 to 120, which are very crowded together. However, you can switch the computer information display to show speed digitally. Many other engines are available for the A4 Avant, but if you want a diesel with quattro four-wheel drive, which will be appreciate by caravanners, then the 2-litre TDI is attractively priced at £27,450. The 3-litre, costs £31,350 in SE specification, plus £1,400 extra for Tiptronic automatic transmission.

A fascinating day’s driving left us just time to go out again briefly in the R8 with manual transmission, reminding ourselves what a superb car this is for those to whom money is no problem.
Choosing a Prime Choice from this impressive array of Audi engineering is pretty impossible if any concern is given to price and running costs, otherwise one would like them all. However, the two which impressed particularly strongly are the A3 Cabriolet 2.0 TDI standard at £22,760, and the A4 Avant 3.0 TDI quattro SE for £31,350.

Universal screwdriver
Do you ever find you haven’t the correct screwdriver for the job and have to rummage about in the toolkit to find what you need? The JML universal screwdriver could be handy on such occasions, because it has a choice of 12 bits, any of which can be chosen and loaded in much the same way as a revolver. Just twist the barrel until the required bit is in the window, then push back and the required bit is in the jaw ready for use. The revolver barrel holds six bits, and the barrel with the other six stows away in the handle. It takes only a few seconds to unscrew the holder and swap barrels, and the driver head is magnetic so there is no danger of having the bit fall out and getting lost.

JML’s barrel-loading screwdriver costs £5.99 from John Mills Ltd, Regis Road, London NW5 3EG. Telephone 0800 781 7831 or you can order it on-line from www.JMLdirect.com

Volkswagen Scirocco GT 2.0 TSI
It’s quite amazing to reflect that 34 years have passed since the first Scirocco was launched, marking a major departure for Volkswagen from rear-engined air-cooled engines, to water-cooled front-drive models, to be followed by the Golf. Now comes the new one which is every bit as exciting as the original in terms of progress and driving pleasure.

Initially it is launched with a 2-litre 16-valve TSI engine, but next year a 2-litre TDI diesel will be offered. There will also be a 1.4-litre TSI engine which will be offered with six-speed manual or seven-speed DSG automatic. The current 2-litre TSI unit is a turbo-charged petrol engine with direct fuel injection and power output of 197 bhp, as well as very high torque (280 Nm).

We drove the Scirocco with the optional DSG automatic transmission and was thrilled by it. DSG stands for direct shift gearbox, and means effectively that the car has a six-speed gearbox with no torque converter, and drive is through twin clutches giving smoothly progressive power, and almost instantaneous gear changes, as well as providing the driver with complete control of up and down gear shifting if required, by means of the gear selector or paddle switches beneath the steering column. In fully automatic mode the Scirocco soars smoothly and swiftly through its gears to reach 80 mph from rest in only 10.7 seconds, and goes on to a top speed of 145 mph.

On first settling into the snugly shaped driving seat the impression is of sitting rather low with slightly restricted visibility, especially to the rear, where fixed head-rest hoops for the rear passengers rather spoil the view to the back. But soon after setting off the needle-sharp handling of the Scirocco and its sparkling performance make it a most desirable Coupé, absolutely a joy to drive.

It will take four people, just, but rear passenger space is a little limited, and the rear hatch opens by means of a switch on the driver’s door or the key fob, to reveal quite generous luggage capacity..

The rear seats are centrally divided to tip forward giving an extra load platform, and beneath the rear floor is a space-saver spare wheel.

The instruments are clear but slightly recessed and rather dark unless the lights are on. The body is fully galvanised and has a 12-year anti-corrosion warranty. The interior of the car tried was in a rather sombre black, but a panoramic glass sunroof with electric tilt action is available at £230.

There are no trim options, and only the one engine at present, for a price of £20,940, to which the DSG transmission adds £1,330. It works so well, and enhances the sporty appeal of the Scirocco, that we feel justified in suggesting that the prime choice for a delightful high performance Coupé should be the Scirocco GT 2.0 TSI with six-speed DSG automatic at £22,270.

Dodge Journey
It’s claimed to be a ‘family friendly’ car, and the Journey does indeed justify the claim because a lot of thought has gone into the interior. Seating is provided for seven, and there are many clever features such as the way in which the centre seats move forward and tip to give easy access to the rear two, and stowage space is provided in a bin each side under the floor behind the front seats, and there’s another compartment under the front passenger seat.

On getting into the Journey you notice what a high vehicle it is from the way in which you climb up into it, and then enjoy a commanding view from the high vantage point. Also appreciated straight away are the neatness and clarity of the instrumentation which is all illuminated from a panel which is black until the key is turned. It was surprising to find that the speedometer is almost exactly accurate, demolishing an initial impression that the car was going nowhere near as fast as was being indicated. It turned out that it was, indeed, moving along very rapidly. At speed it gives a feeling of confidence and reassurance. The ride is also quiet and comfortable on main roads, but when taking poorly surfaced secondary roads there is rather a lot of suspension movement. The seats are comfortable, and the driver has electric adjustment but this is for the cushion part of the seat only, and features only on the dearer SXT version. Backrest angle is adjusted by lever release.

Although it may look like an off-roader, Journey is not intended as such. It has big ground clearance and sizeable wheels, but drive is to the front wheels only.The range starts with a 2.4-litre petrol model at £16,995. This has SE trim, which is also available with a diesel. Unlike the Jeep Cherokee from the same family, which uses an Italian VM diesel engine, the Dodge Journey has the Volkswagen 2-litre TDI engine which is very efficient and manages an official consumption figure of 43.5 mpg - creditable for a seven-seater. However, the installation and noise suppression of this diesel are not as good as Volkswagen manages to achieve, and one hears the growl of the diesel quite prominently all the time.

Automatic six-speed transmission is available for the SXT trim level, which is itself £2,000 dearer than the SE. Automatic adds a further £1,200, taking it to £21,195.

With its bullish and distinctive appearance as well as its generous carrying capacity, there is a lot of attraction in the new Dodge Journey; but on examining the equipment specifications we can’t really see £2,000 of extra value when you upgrade from SE to SXT. So prime choice of this attractive new model would be the Dodge Journey 2.0 CRD SE manual six-speed at £17,995.

Road,Track and Jaguar - Stuart Bladon's impressions
What an exciting prospect! Go to Germany and drive the new Jaguar XF on the road, and then try the XK on the circuit at the Nürburgring; it was too good an opportunity for Gear Wheels to miss, and it proved every bit as thrilling as expected. On arrival at Köln/Bonn airport my colleagues and I were confronted by a magnificent line-up of XF models, from which I chose first the 2.7-litre V6 diesel with automatic transmission and the advantage of ‘paddle’ levers beneath the steering wheel for prompting up and down changes.

At once the smoothness and quietness of this Peugeot-origin diesel engine impressed, and in hilly terrain on our test route it gave superb response. The only slight drawback is that the paddle switch controls go round with the steering, so when taking tricky tight bends it’s difficult to remember exactly where they are. Keep hands in the same position on the wheel? No, you can’t do that because on some of the bends you would finish up with arms crossed and colliding with each other!

This XF seemed absolutely magnificent, and is the model I would chose if selecting one to buy, because the diesel penalties are negligible, and the comfort of the ride and general quietness and ambience are wonderful.

At the end of our fairly short drive to the halfway changeover point it had scored 29.4 mpg, which was not bad for hard driving over a fairly demanding route. My only complaint is that the instruments are poor, and when it was necessary to have the lights on in wet weather, the figures become back-lit and even more difficult to read. Such a high-speed car merits a larger and clearer speedometer and rev counter.

For the second leg of the drive to the Nürburgring a 4.2-litre supercharged XF took the place of the diesel, showing staggering acceleration, as expected, though traffic conditions gave little opportunity to put the full power on to the road. This version of the XF would be most satisfying where the speed potential could be exploited, but even with a lot of dreary slow-speed running and few opportunities to overtake, it returned a horrifying fuel consumption. The cars were in left-hand drive form, with Continental instrumentation, and what looked like a frightening 19.7 litres/100 km was even more terrifying when converted to give 14.3 mpg.

All too soon we were at the Nürburgring race circuit, and the journey, initially in heavy rain, had been nothing like enough to explore and exploit the potential of the fabulous XF, but served as a welcome appetiser. After a quick comfort stop at the circuit it was then out to a formidable line-up of Jaguar XK sports cars, and at first some skid-testing was arranged. On a very low-friction wet road surface, the passage of the front wheels triggers a sideways jolt as the rear wheels pass over it, and it was quite an eye-opener to find how difficult it was to control the car in these conditions of simulated wet ice. Car after car went into a graceful pirouette in spite of full opposite lock steering correction. More impressive was the lane change test at 65 km/h (40 mph) when the XK showed its ability to respond to the steering and switch from one lane to the adjacent one through cones, in response to a sudden jerk of the steering.

Then it was into the crash helmets, and the exciting bit of the day’s testing on the Formula 1 circuit. We drove in pairs, following the line of a racing driver leading the way in another XK, which was a very instructive way to learn the capabilities of the XK. Highest speed reached on the all-too short straight was 195 km/h (121 mph), which seemed quite fast enough for me, though it was reassuring to be following the expert, and shown exactly where to start braking and what line to take through the corner.

After this came two laps as passenger with a racing driver - in my case, Tom Schwister, who showed the full potential of the XK. He kept asking: "Tummy OK?", meaning was I beginning to feel ill, as some passengers do on a racing circuit, but he needn't have worried - I was feeling great and really enjoying it.

Jaguar have a tremendous presence at the Nürburgring, with a hospitality suite, and staff on hand to demonstrate that the XK is a formidable high performance sports car, and it was good to have a brief acquaintance of both XF and XK. It’s a pity that all the cars were in plain black, but perhaps Jaguar wants to show that it’s what’s inside that’s important.

Jeep Cherokee
A storming off-roader is an apt description of the new Jeep Cherokee gained after a really convincing demonstration of this vehicle’s most impressive off-road abilities; at one stage even plunging down a bank and into a rock-strewn river for nearly half a mile of deep fording.

Successfully out at the other end and to another off-road facility, where the Cherokee really showed what it can do, clambering up deeply rutted climbs, and then slithering down equally steep and alarming ones, under complete control.

This new Cherokee with the optional five-speed automatic transmission has a hill descent control, operated simply by pressing a button and choosing in advance which gear to select. The higher the gear, the higher the speed it allows the Cherokee to attain up to a maximum of 12 km/h (8 mph), using the anti-lock brake system. It’s quite exciting just to sit back, see the bonnet disappear over a frighteningly steep drop, and then have the car descend under complete control. A three-position switch near the console gives choice of two-wheel drive, automatic four-wheel drive coming into action as needed for the terrain, and four-wheel drive low ratio. Starts on a steep hill are achieved without running back, thanks to the hill start assist system, and the hill descent control works equally effectively to prevent the car from getting out of control backwards when reversing down a steep and slippery slope.

Behaviour on the road is also good though perhaps less outstanding, with the new suspension system giving a comfortable ride with not too much in the way of bump thump or tyre roar, and a feeling of confidence is given by the handling and steering. A beefy Italian VM four-cylinder 2.8-litre diesel engine gives the Cherokee good hill climbing and lively performance, reaching 80 mph from rest in 19 seconds. The fuel consumption indicator at first seemed disappointing, with a reading of 26.5 mpg, but this is in US gallons, the equivalent metric figure being a more reasonable 31.8 mpg.

There are no petrol versions, and although a six-speed manual gearbox is the standard ware, it is expected that most buyers will opt for the automatic which suits it very well and seems worth the extra £1,000 cost. The selector is knocked to the left to change down sequentially, and to the right to change back up, becoming fully automatic again in D.

With a towing capacity of 2,800 kg, the Cherokee should prove a capable tow-vehicle, and at the test facility it was demonstrated towing a lightweight caravan through muddy water up to a foot deep.
Special feature of the new Cherokee is the optional canvas top roof which has electric action and gives a huge opening to the sky, making the car almost like a convertible. Costing £950 extra, the sliding roof can be opened at front or rear, or taken right back, and stopped at any position. Also available is an entertainment package including improved audio and a very easy to use and effective navigation system.

Leather trimmed seats are standard, and there is only one trim level, called Limited, to consider, so the prime choice would be the Jeep Cherokee 2.8 CRD Limited automatic at £25,595.

SEAT Ibiza
In July 2008 SEAT launched its fourth generation Ibiza model, built on a new base platform which will also be used by Volkswagen for the forthcoming new Polo. It has longer wheelbase and wider track, yet the new car is lighter than before. A body swage line runs back from the top of the lamp units across all four doors, and a new feature on some models is that the fog lamps serve also as side illumination lamps when turning. For a modest £35 charge, a mounting unit for the owner’s satellite navigation unit can be provided on the top of the facia, but the gently sloping windscreen is a long way away, and we found the Tomtom screen too small to see clearly from such a distance.

The Ibiza comes as a five-door, but three-door versions will be available from October. Oncoming options will include a direct-shift 7-speed auto gearbox before end of 2008, and a panoramic fixed glass sunroof.

Initially there are just three engines - 1.2, 1.4 and 1.6 - all 16-valve petrol units, to be joined by diesel engines in 2009.

At the launch in the north-west of England, we drove first the 1.2 and was pleased to find how quiet this small engine is, becoming hardly audible at all at tickover, but inevitably it’s a little lacking on power, and those planning to use the Ibiza as a family car would probably do better to opt for the 1.4 or 1.6.

A poor feature of the car is that the instruments are deeply recessed and difficult to see. We found it necessary to have the sidelamps on all the time to obtain the necessary back lighting which should be on automatically. Otherwise, the calibration of the instruments is good, with the speedometer pleasantly devoid of the km/h equivalents which always make speedometers look untidy. Instead, as provided by Mercedes-Benz, the display between the speedometer and rev counter shows speed in km/h, and when the car stops this changes automatically to give the car’s total mileometer reading. There is no temperature gauge, and the fuel gauge is just a column of red blobs.

The return drive over the same test route in the 1.6-litre was much more rewarding, with lively performance available, but fuel consumption at only 37.9 mpg was a little disappointing. Its CO2 figure is 157 g/km against 139 for the 1.2 model, and claimed fuel consumption is 42.8 mpg. The Ibiza has only a five-speed gearbox with fairly low gearing giving only 21.4 mph per 1,000 rpm in fifth. The ride is a bit knobbly and bumpy but the handling and steering give a sporty feel to the 1.6, tried with Sport trim.

A useful option for S, SE and Sport models is a hill-hold feature: select first gear on a hill, then release the brake and the car will not roll back during the two-second delay while you engage forward drive. It comes as part of a package which includes electronic stability and emergency brake assist, all at £280 extra.

At £11,095, the 1.6 Sport is £1,775 dearer than the 1.2 with basic S trim and the addition of air conditioning, and seems worth the difference; our prime choice would be Ibiza 1.6 Sport at £11,095.

Honda Accord
Cars keep on getting larger, and the new Honda Accord is a typical example. When I settled into the driving seat of the new model my first impression was of sitting in a big car and being too low in relation to the base of the windscreen. I tried to activate the rachet lever beside the driving seat to give more height, only to find that it was already in the highest position. The Accord is also rather black and sombre inside, with a formidable array of controls and switches on the console; but these are all clearly labelled, and on switching on, the instruments light up as a model of clarity. Sensibly placed right at the top of the console area is the navigation screen under a large lip to avoid reflections and provide a clear map display in all conditions. The navigation system can be voice activated.

Tremendous work has gone into the engines to reduce emissions to well below the limits demanded by the upcoming Euro 5 standard in September 2009. The engine we tried first was the 2.2-litre diesel (i-DTEC) in six-speed manual gearbox form, and as with all Honda diesels, it is exceptionally quiet and smooth, wind and tyre noise being the dominant sound sources on the road. Contrary to the claims for this new 149 bhp unit, low speed response seemed a little lacking, and there was need to use the gearbox freely to keep the revs up, when the engine then seemed much more lively.

Acceleration times for the 2.2-litre diesel are almost the same as for the 2-litre petrol model, and it reached 80 mph from rest in 16.7 seconds, with a top speed of 131 mph. Driven briskly, the 2.2 diesel recorded 39.6 mpg, but would no doubt give a better figure given a less demanding test run providing more chance for cruising in sixth gear. The official claim for this model is 49.6 mpg overall. Impressive aspects are the comfort of the ride and the seating, and positive feel to the handling.

Next we graduated to the 2.4-litre petrol Accord with five-speed automatic transmission. Power output is 198 bhp, and in conjunction with this very smooth and responsive automatic it made the Accord an extremely pleasant car to drive, with the advantage of paddle switches below the steering wheel to give over-riding control of gear changes. In fact the transmission responds so well that there is little need to use these. This automatic will become available for diesel versions next year. Inevitably the 2.4 petrol model used more fuel, indicated at 26.5 mpg on the very informative computer display, but the claimed figure is 32.8 mpg. CO2 emissions are 204 g/km putting it in Band F for car tax at £210 this year, £300 next year. Price of the 2.4-litre automatic is £24,560, compared with £24,060 for the 2.2 diesel with equivalent EX trim and manual gearbox.

Tremendous efforts have been taken to make the new Accord a very safe car, with all kinds of optional equipment such as cruise control linked to the speed and proximity of the vehicle ahead, adaptive brake assistance, and a driver alert system to warn of wandering out of lane. Saloon and Tourer (estate car) versions are available, the Tourer costing £1,300 extra. We enjoyed the Honda Accord 2.4 EX automatic at £24,560 so much that we would name this as our Prime Choice; but for the economy conscious it would have to be the Honda Accord 2.2 ES diesel six-speed manual at £21,060.

Mazda RX-8 – R3 version
Going on sale from late August in “R3” form, the iconic Mazda RX-8 four-door sports coupe with its unique design of twin-rotor engine, which does without conventional valves while going through the motions of a conventional four-stroke working cycle, has been extensively up-dated and is more powerful, more refined and better equipped than ever; it is priced at £24,995 “on the road”.

With a claimed maximum output of 231 bhp (from what Mazda refer to as a 1.3-litre capacity - but has been suggested should really be regarded as 2.6-litres!) the twin-rotor unit remains incredibly smooth and mostly quiet until the driver uses full power, when the motor emits a sound perhaps best-described as a “shriek”.

It continues to be a most enjoyable driving machine, yet truly practical with its four-door access to very comfortable leather-upholstered seating (with the qualification that there must be compromises with tight legroom if all four occupants are tall).

For a car as rapid as this, the ride is firm without being harsh and the handling is excellent and very predictable, which it needs to be with a claimed top speed of 146 mph and 0-62 mph acceleration in only 6.4 seconds. It remains recognisably the same shape, but with mildly revised frontal styling of the strengthened body, large diameter wheels (19 inch) with very low-profile (40 section) tyres – although the ride isn’t harsh.

The six-speed gearbox has a short, smooth and precise movement which will be a joy to enthusiastic drivers who will probably be unimpressed by the fact that there is genuinely good flexibility from around 2,000 of the 8,200 rpm at which maximum power is developed!

As well as its unusual concept of sports coupe styling with four-door access, the RX-8 has many refinements, like dusk-sensing automatic lights, Xenon headlamps with auto levelling and washer jets, rain-sensing wipers, remote central locking with deadlocks. All four occupants have cup holders (!) and other luxuries include a premium Bose MP3-compatible audio system with no fewer than nine speakers and an integrated six-CD changer together with steering-wheel mounted audio controls.

Our early taste of RX-8 – R3 delights was in West Sussex, where the weather treated us to a variety of streaming wet roads as well as dry ones on a day of thunder storms, making the RX-8’s splendid handling a joy as well as a practical benefit.

The RX-8’s rotary engine is known to be a thirsty unit (the “combined” figure of this new R3 version is 24.6 mpg and owners of existing models will tell you that they would be happy to achieve that but seldom do so!) but although it may be an anti-social and anti-environmental attitude, not many potential buyers will worry too much about high fuel bills. This is truly a fun car but also a real four-seater. It doesn’t have many rivals in its price sector.

Ford Kuga
No one could say cars are not fashionable, and the big fashion these days is for what is called the Crossover, which is a polite way of saying ‘4x4 with environmental apologies’! Latest new offering in this category is Ford’s German-built Kuga, and a very pleasing car it is indeed. There’s none of the harsh ride characteristics of some 4x4s, designed for pounding over bad roads at ridiculous speeds - instead the Kuga is extremely comfortable, and it’s powered by a refined and exceptionally quiet four-cylinder 2-litre diesel engine with six-speed manual gearbox. There are no plans for a petrol version or for one with only two-wheel drive. The four-wheel drive transmission uses a Haldex coupling giving progressive torque transfer on demand as the rear wheels begin to loose grip on a soft surface.

The test route gave little opportunity to try Kuga at speed, and with few occasions to do more than about 40 mph it was perhaps not surprising that very good economy of 47 mpg was returned, but the official economy claim is also impressive at 44.1 mpg, with the all-important CO2 figure at 169 g/km which puts it in Band E with tax for 2008-09 at £170 (£175 in 2009-10).

To start the engine, the key can be kept in pocket or handbag and the Power button is pressed twice with the clutch pedal down. Good features of Kuga are the clear instruments and information display between the back-lit rev counter and speedometer, good visibility from a high seating position with large, clear door mirrors, and the two-stage tailgate which is spring loaded to lift of its own accord after an initial upward pull. Either the whole tailgate or just the upper part incorporating the back window can be opened.

Quiet, comfortable and easy to drive, Kuga looks set to win many friends for Ford, and it should prove reasonably inexpensive to run, helped by good insurance grouping (10E). The Kuga has plastic front wings, saving weight and reducing minor accident damage.

Only two models are offered, Zetec at £20,500, and Titanium for an extra £2,000, but a wide range of options is available including a 230-volt power socket in the rear offering up to 150 watts, to power such items as a laptop or to recharge a camera. However, unless one wants to go to the luxury of partial leather upholstery and some other items there didn’t seem to be enough extra to justify the added cost of Titanium trim, so our Prime Choice would be the Kuga Zetec five-door 136 PS 4x4 at £20,500.

Fiat ECO Bravo
In a big drive to encourage buyers, Fiat is offering 48-hour test drives, and the Bravo range which was launched in revised form last year, has come in for major engine developments. At the same time, the warranty has been extended to cover five years with unlimited mileage.

No measured fuel economy tests were possible at the recent driving opportunity based on Henley-on-Thames, but the indications of the fuel consumption indicator were most encouraging with readings of 51.1 mpg, and 50.8 from the new 1.6-litre Multijet diesel. The CO2 emissions figure for this engine is 119 g/km, which puts it in Band B for annual car tax at £35. Power output is a modest 105 bhp, but a more powerful version giving 120 bhp is available, as well as a 1.9-litre diesel offering 150 bhp. In addition there is a wide range of petrol engines starting at £10,995 for the 1.4-litre with base trim, the total range being 17 versions, including choice of five trim levels, all with five doors.

The new ECO engine proved a little lacking in response at low revs, so fairly frequent use of the six-speed gear change is necessary to keep the revs up, since nothing much happens once the revs have dropped below 1,500 rpm. There are many special features to the Bravo, including the hill-hold facility, which allows the car to restart on an uphill gradient, or reverse back up a downhill one, without need for clever handbrake coordination, and the steering has Fiat’s two-stage control giving choice of reduced effort for low-speed work, and increased sensitivity at speed. Most models also feature provision for the lights to stay on for a preset interval, lighting the way to your front door.

Particularly impressive on the test drive was the comfort of the ride - a feature too often neglected these days in the interests of optimum handling, yet the cornering and stability of the Bravo are very reassuring. Less pleasing is the way in which the instruments are rather buried away and hard to read unless the lights are on. Also, a driver taking advantage of the seat height adjustment to raise the driving position finds the critical left part of the speedometer masked by the steering wheel rim.

This latest Bravo brings many improvements and a comprehensive range of equipment is offered as standard, especially in the Dynamic trim as tried, and can be enhanced from the extensive options list offering such features as rear parking sensors, electric sunroof, and dual zone climate control. On the launch drive it was not possible to try any of the petrol models, and for a low-mileage family car the 1.4-litre 90 bhp FIRE engine might prove tempting with basic trim and the start price figure of £10,995 in spite of its high 158 g/km CO2 figure (annual tax £145), but we consider Prime Choice to be the Fiat Bravo 1.6 Multijet 105 diesel Active Sport six-speed at £14,655.

Audi A3 Cabriolet
Why Audi chooses to call its convertible a cabriolet is not quite clear, but what is certain is that this new small open car is absolutely delightful. There are none of the flexing and tremor of the body which are noticeable with many open cars, and the handling is excellent, with immaculate steering precision, plus roadholding which makes the car seem able to take corners at almost any speed - within limits, of course!

Unlike the modern trend to folding rigid hardtops for open cars, Audi retains the concept of folding fabric, and this system brings the advantage that there is no loss of luggage space in the boot, whether the top is up or not, and rear seat legroom is not compromised since it was not necessary to move the rear bulkhead forward. Also, the Cabriolet retains the split folding rear seat feature enabling boot space to be extended into the car, or for long items to be carried.

With the Sport and S-Line models, hood folding is entirely hands free apart from holding the switch to operate it. Lowering the roof takes nine seconds, and putting the top back up was timed at 12 seconds. The forward part of the hood has a rigid backing which serves as the tonneau cover when the top is down. The slight drawback compared with folding rigid top convertibles is that the hood is at risk of vandalism, and not as secure against thieves with a knife. With the standard model, nearly £2,000 cheaper, hood action is described as ‘semi-automatic, electrically operated’, so some releasing and fastening of catches is necessary.

Some may say the rear appearance of the A3 Cabriolet with the top down is slightly spoilt by the fixed roll-over safety hoops. The hood features a heated glass rear window.

Unusually in these days when emphasis is on diesels more than petrol cars, the models available for assessment at the launch were all powered by the FSI petrol engines in 1.8-litre and 2.0-litre form, both with turbocharging. Particularly impressive was the 2.0 FSI with superbly smooth and responsive S-tronic six-speed transmission which adds £1,400 to the already rather hefty £25,510 price for the 2.0 FSI, and if the budget will run to that, this would be our recommended Prime Choice. For a lower budget, and with the 1.9-litre TDI diesel engine and five-speed manual gearbox, you can still have lovely fun motoring at £20,750.

But of course, the temptation, if you can afford it, to spend a lot more on such refinements as leather seats (£1,200), satellite navigation (£1,650), and special alloy wheels (£300), can easily add together to push the price up another £8,000 or more. Being sensible, though, our Prime Choice would be the A3 Cabriolet 2.0 TFSI Sport with S-tronic automatic transmission, for £26,910 or, keeping the budget down and reducing the all-important CO2 factor from 181 to 134, the A3 Cabriolet 1.9 TDI standard five-speed manual at £20,750.

New Mazda6
Mazda6 is more than just a new model from the Japanese company – which is part of the Ford family. It’s a whole new range! Cars tend to get larger and usually that means heavier. Not this one – although it’s bigger and stronger, it’s actually lighter and more efficient.

And the choice is impressive: three body styles (saloon, hatchback and estate car) and four engines - 1.8-litre, 120 horsepower petrol; 2-litre, 147 bhp petrol and 2.5-litre, 170 bhp petrol; plus an extremely refined and flexible 2-litre, 140 bhp diesel.

There are no fewer than 25 individual models ranging in price from a 1.8-litre petrol-burning five-door hatchback in “S” trim and equipment for £15,100, through “S”, “TS”, “TS2” and “Sport” to a five-door estate car with the highest (“SL” – meaning “sport luxury”) level of trim and the diesel engine for a shade over £22k.

Versions with 1.8-litre engines come with five-speed manual gearboxes, diesels have six-speed manuals and five-speed automatic transmissions are offered on more up-market 2-litre versions for an extra £1,050.

Our Mazda6 experience began from Manchester Airport in a five-door hatchback with the highest level trim and equipment available with this body (Sport) and the most powerful engine (2.5 petrol) at £19,630 and also the highest (12E) insurance rating. Heading off to the north-western corner of Wales, with its splendid scenery (mountains topped with late spring snow), over good roads with only light traffic, progress was rapid and effortless. It was interesting to find out just how far lengthy inclines could be tackled without changing down from the tall sixth gear!

Progress was halted when we came across colleagues stuck at the roadside, having clipped a large rock in the road which burst a front tyre (luckily, we just missed it!). Plans to assist them in changing the wheel came to nought when we discovered that there was no spare wheel – just a cylinder of “gunge” which supposedly inflates a punctured tyre and seals the hole - but won’t work when the tyre has a big split in it! You cannot beat a proper spare wheel!

Despite having the lowest profile (225/45) tyres and the stiffest suspension in the range, the Sport provided a smooth ride and confident handling to go with the strong performance.

The next day the diesel estate car was chosen with the greatest carrying capacity of the three body styles, although only by 49 litres compared with the hatchback (rear seat folded in both), while the luggage space of all three with all seats in use, but loaded only to side window level, is almost identical at a bit over 500 litres. Fold the back seats in the hatch or estate and you get a massive 1,700 litres when loading to the roof.

Unsurprisingly, the 2.5 petrol model felt the best to drive, with its greater power, but the diesel’s outstanding mid-range “grunt” (nearly 50 per cent more torque than for the largest petrol unit) provided outstanding flexibility and, in “real world” use, could well be considered more desirable, even at an extra £710 premium.

The best buy? Probably the diesel-powered hatchback in “S” trim and equipment level at £15,620 (only £510 more than the cheapest Mazda6) and with the next to lowest insurance group (8E), lowest emissions level and road tax groups, while still having high levels of trim and equipment.

Suzuki Splash
It’s an unusual but at least distinctive name for Suzuki’s new small car, and the company clearly hopes that its new small five-door five-seater mini-MPV will make a big impact in the low-cost end of the market. It is built in Hungary and will be followed later by a Vauxhall Agila version. There is choice of 1.2 petrol or 1.3 diesel engine and five-speed gearbox, plus an automatic option to come later for the petrol version.

The shape is unusual and practical, with high build and deep windows, while a very short tail overhang behind the rear wheels helps for stability as well as making the car very compact to take advantage of small parking spaces.

Splash is pleasant to drive or travel in, and there is quite generous luggage space behind the folding rear seats. Under the rear load floor is a lift-out tray which would be a handy receptacle for wet items such as boots or coats, but although a space-saver spare wheel was fitted in the examples tried in the south of France, it is understood that the British versions will have just a repair kit and air pump.

Equipment levels are good, with ESP (electronic stability programme) and six airbags including two full length curtain air bags fitted as standard on all models. In fact, the equipment packaging is fairly straightforward, with just two levels (GLS or GLS+) for the 1.2 petrol, and DDiS for the 1.3-litre diesel.

Interior layout is well-finished, with a comprehensive console and a large speedometer seen through the top of the steering wheel. A separate rev counter is mounted in a pod. Not so good is the very dark trip mileometer and computer read-out in the bottom of the speedometer, with a small column of blobs to the right, also difficult to see, indicating fuel level.

As often the way in these day when roll-over safety dictates the fitting of enormously thick screen pillars, the driver needs to move the head around a bit at tight corners or junctions.

An on-board computer shows fuel consumption, and on the left-hand drive model tested the read-out was in litres per 100km for the petrol version, and unusually in km/litre for the diesel. Figures noted worked out at 40.4 mpg for the petrol version and 49.2 for the diesel - not very high but these were in very demanding conditions. Claimed consumption is much more encouraging at 51.4 mpg for the petrol model and 62.8 for the diesel.

Not a lot is added to the already comprehensive equipment specification to justify the extra cost of £500 to go for the GLS+ trim instead of standard GLS, and although we thought the 1.3-litre diesel engine to be outstandingly smooth and quiet, our recommendation for prime choice of this new model is the
Suzuki Splash 1.2-litre petrol five-speed manual at £8,999.

Mazda2
One of my colleagues gained a favourable impression when he drove the Mazda2 during its launch, but this is the first opportunity we have had to try the supermini out over a more extended period, and mightily impressive it proved to be.

Producing a respectable 86 bhp, the lively and refined 1.3-litre petrol engine in the TS2 model used is allied to a beautifully smooth five-speed manual gearbox and a well balanced chassis, resulting in sharp all-round performer making the car great fun to drive whether on a long journey or merely pottering down to the shops; some may think the ride a tad on the firm side, but that's a minor trade off for its solid feel, sure-fire grip, agility and general handling. The overall fuel economy from our 2 was approaching 40 mpg, which is respectable for a petrol and more-or-less on par with what you would expect from a more expensive diesel unit.

Appearance wise, it's somewhat athletic stance ensures the new 2's design continues the dynamic image that the Japanese manufacturer has cultivated over recent years - its sharp, sporty, looks certainly puts it in a different league altogether from its rather boxy predecessor!

Inside the good news continues. The short overhang of the 'wheel-at-each-corner' concept means an impressive wheelbase resulting in a good deal of usable cabin space - rear leg room and boot space is particularly good for a car of this size - with extra interior room freed up by the high-mounted gear change lever and the neat centre console. Small touches like the well thought out glove box with map/magazine compartment add to the general ambience of this sub-£!0k otr motorcar.

From the drivers seat we like the uncomplicated dashboard, clear instrumentation and the neat rounded appearance of the controls and vents. Front seat adjustment was fine for my 6 foot, plus, frame, with good support and no signs of aching niggles from the lumbar region after a longish journey. Air conditioning, side and curtain airbags, 60/40 split rear seats, heated mirrors, and numerous other desirables, come as standard.

Our follow up drive of this small Mazda confirms the favourable impression gained at its launch in Scotland last year (we have reinserted our original launch impressions at the end of Milestones). All in all then, we feel the Mazda2 to be well designed and superbly engineered with excellent build quality throughout; in the long term, we would expect it to wear well and retain a strong residue value.

Audi A4
Cars go on getting bigger, in spite of the constraints for fuel consumption and CO2 emissions to be reduced, and so it is with the latest Audi A4. This third generation of the model is longer, wider and lower, and when driving it the impression is that it’s quite a big car now, offering a lot of space inside but needing more room on the road and in the garage. But by clever engineering the makers have managed to position the differential between the engine and the clutch, and thereby to move the front axle forward by 154 mm, and to position the steering rack below the front axle.

These changes have made the car better balanced, becoming delightfully responsive and precise to handle, while a longer wheelbase has allowed the new A4 to have more legroom in the rear, and for the boot capacity to be increased. Also, by improving the aerodynamic factor, Audi has managed to claim a 15 per cent improvement in fuel economy and emissions.

Remarkably, at the launch, all the models available for driving were diesel-powered, the choice being a four-cylinder 2-litre with six-speed gearbox giving 141 bhp, a 2.7-litre V6 available initially only with Multitronic eight-stage automatic, and a 3-litre V6.

The petrol versions available are a four-cylinder 1.8 and a V6 3.2-litre with quattro four-wheel drive, and both have FSI direct fuel injection. The 1.8 petrol is £1,350 cheaper than the 2.0 diesel, and has a six-speed gearbox. The V6 diesel 3-litre also has quattro.

There were not many things to disappoint in these highly impressive new Audis, but we didn’t like the lack of any footrest for the left foot, and thought the calibration of the speedometer very bad indeed. It has 120 mph at the top of the circular scale and then goes on round the dial to 180 mph. It means that the increments on the side which most drivers in UK will be using are very close together, and the all-important 30 mph figure is not marked at all. You just have to guess that it’s at the mark between 20 and 40, though it was not too clear which mark corresponded to 20 mph. However, it is conceded that the very comprehensive and easy to read computer display between speedometer and rev counter can be switched to show a large digital speed read-out.

All sorts of refinements are available such as a hill hold system which will be valued by caravanners, adaptive cruise control to maintain a fixed distance from the vehicle in front and air conditioning feeding through the seats to keep them cool in very hot weather. But prices need to be watched, as the extras on the 2.7 TDI, for example, took the price from £28,440 as listed to a formidable total of £40,545. Two trim levels are available - SE and S line - the latter being identified by its row of little LED lights on all the time when driving by day or night.

We enjoyed driving these new A4 models enormously, and agreed that most buyers will probably be very happy with the quiet, responsive and very fast 2.0 TDI, expected to be the top seller. But for £4,500 extra the 2.7 V6 with 188 bhp and auto transmission seemed very tempting indeed, so our recommendation for Prime Choice would be the Audi A4 2.0 TDI 6-speed at £23,940, or if the budget will run to it the A4 2.7 TDI V6 Multitronic CVT automatic for £28,440.

SsangYong
Back, better and cheaper, is the concise summary of the revised SsangYong range in a line-up described as ‘completely refreshed,’ and now being marketed by a new company called Koelliker UK Ltd., which took over the franchise last year. For a limited period - and they don’t reveal how long it will be - SsangYong is offering free servicing for three years and up to 30,000 miles, plus free satellite navigation upgrades on certain models.

There are three models - Kyron, Rexton and Rodius. Much better value than before when it cost £17,995, the revised Kyron is now on sale at £3,000 less (£14,995), and has a 2-litre five-cylinder diesel engine, but note, front-drive only. For another £2,000 it gets four-wheel drive, and a further £1,500 adds Mercedes-Benz five-speed T-Tronic automatic transmission. What is not made too clear is that in basic form the Kyron has beam axle rear suspension, and the ride was uncomfortable. Far better, but also a lot more expensive, was the Kyron 2.7 SPR, which has a 2.7-litre diesel engine, permanent four-wheel drive and independent rear suspension with Mercedes-Benz T-Tronic automatic. The price for this one is £22,495.

The Rexton models all get four-wheel drive and 2.7-litre diesel engine, the Rexton S starting the range at £19,995.

Under the Rodius name come seven-seater SsangYongs, all with the same 2.7-litre diesel engine, and beginning with the 270S at £14,995 in front-wheel drive form. Four-wheel drive comes in with the top model, Rodius 270 EX which also has auto transmission and costs £19,995. We particularly liked the ingenious centre armrest and storage unit which takes out and converts into a baggage trolley with wheels.

The substantial price cuts compared with what the SsangYongs cost before make this new range sound attractive, but one needs to check prices and specifications carefully. Following a brief test day acquaintance our recommendation for Prime Choice would be the SsangYong Kyron 2.7 SPR auto with four-wheel drive at £22,995, and the SsangYong Rodius 270 ES seven-seater two-wheel drive at £16,995.

Renault Twingo
It always seemed an odd decision of Renault UK back in 1992 not to import the previous model of the Twingo, which looked so attractive when seen in France. They were anxious not to conflict with Clio sales, but no such reticence applies now, and the Twingo was launched here with right-hand-drive in September 2007, and what a very appealing little hatchback it is too.

It was pouring with rain when we drove the 75 bhp version, but that is often the best weather in which to try a car and discover any shortcomings. With Twingo there were none, and instead we appreciated the good ventilation keeping the windows clear of condensation, and the clever pantograph action of the left windscreen wiper, which enables the two wipers to sweep nearly the whole of the windscreen area.

The front corners present a fairly large triangular block to corner vision, but this has become almost a universal problem with modern vehicles due to the requirement for roll-over structural strength. Twingo is offered with just two engines at present.

Both of these are16-valve four-cylinder petrol units with 1,149 cc capacity, developing an impressive 75 bhp in standard form, which gives the car lively performance reaching 60 mph in just under 12 seconds, and a top speed of 106 mph; and the other is a 100 bhp turbocharged unit for the sporty GT model. Claimed fuel economy for the 75 bhp version is 49.5 mpg, and a still very creditable 47.8 mpg for the GT.

Ride comfort is good, and there’s generous load space with two individual folding rear seats, adjustable to and fro to give priority to load or legroom as required. The standard model, called Dynamique, is well equipped including foglamps, remote locking, and a neat rev counter mounted separately above the steering column. To the left are a digital speedometer and a fuel gauge comprising a diminishing column of blocks with trip and total mileometers beneath. The digital instruments are large and bright enough to be clearly legible in all light conditions.

Price of the Dynamique is £8,375, or £8,900 with air conditioning, though some extras on the test example took the price up slightly. A wide range of options is available, so we would select as Prime Choice the Renault Twingo 1.2 Dynamique 75 at £8,375, plus £525 if the optional air conditioning is required.

Mazda5
‘Zoom-zoom’ is the well-known brand call of Mazda, whose range goes on expanding and improving at a great rate, and January brought wide-ranging changes to the Mazda5 multi-seater. In a car of sporting style, the manufacturer offers seating for seven with the second row of three seats arranged to slide or fold, and there are two folding seats at the rear. Inevitably there’s not a lot of luggage space when all seats are up and in use, but roof rack runners are available if necessary to put some luggage on the roof.

Mazda5 offers the convenience of sliding doors which are very easy to open or close, so it hardly seems necessary to provide electric action for them; but this is one of the new features, as part of a £1,750 luxury pack which also includes xenon headlamps and black leather trim, and is available for Sport and Sport Nav models only.

The range starts with a 1.8-litre petrol engine at £14,760, but there are also 2-litre petrol and diesel engines. As suggested by the name, the Sport Nav model includes a very good touch-screen navigation system, which also switches automatically to give a rear view picture when reversing. This comes with the 2-litre petrol engine at £19,080, or £20,545 with the more powerful of two 2-litre diesels.

Auto transmission is available but only with the 2-litre petrol engine. All 2-litre models have six-speed gearboxes (five-speed on the 1.8).

Revised frontal appearance and a better interior layout add to the appeal of the new Mazda5, and we were pleased to see good instrumentation. All too often these days, speedometers are too dark to be seen in many light conditions, but on the Mazda5 the instruments are illuminated all the time, and clear to read at a glance. Best value of the new range seemed to be the 2-litre diesel (110 PS version) with TS trim at £16,265, but also attractive is the 1.8 TS petrol, so our prime choice is the Mazda5 1.8TS 115 PS (182gm/km) at £14,760, or for the high mileage driver anxious to keep tax and fuel cost down to a minimum the Mazda5 2.0 Sport 143 PS (162 gm/km) at £18,895.

Ford Focus
After ten years of production in which it was consistently top seller, the Ford Focus came in for a major package of revisions in February 2008, and the new model is identified by its restyled frontal shape with upper and lower radiator grilles and swept-back lamp units.

Focus offers the buyer a huge choice, having three- and five-door hatchback bodies, a four-door saloon, and five-door estate, while the engine option comprises five petrol and three diesel engines, as well as further choice of power outputs.

There are also six trim packages, and the range extends from the 1.4 Studio three-door at £11,945 to the 2.5-litre ST-3, topping out above £20,000.

Improvements are wide-ranging, but particularly noticed at once are the very tidy and responsive handling and steering, much better ride comfort and road noise suppression, and a vastly better and more efficiently laid out interior. The extensive options list will even include adjustable pedal positions which some drivers of abnormal stature or build might appreciate.

At the launch it was only possible to try 1.8- and 2-litre diesel versions, both with the impressively comprehensive Titanium trim, but it was easy to be carried away and admire the inclusion of luxury features such as the electric seat adjustment without realising until later that this is an extra at £250, or that this option includes the very comfortable four-way adjustable (but not electric) passenger seat.

The stylists have been ‘at it’ and added unnecessary extensions to the needles of the temperature and fuel gauges, but the instrumentation generally is commendably clear, with large circular rev counter and speedometer. The navigation screen is not as high as it should be, and two versions were tried, one with separate controls and the other with touch-screen facility, but this one - with six-pack CD autochanger as well - runs out at £1,950 and is for the Titanium model only.

With such a wide choice available and no opportunity to do more than sample a couple of them so far, it is difficult to make any recommendations, but we were taken with the eager performance and outstanding quietness of the 1.8-litre diesel, so our initial advice for prime choice would be the Ford Focus 1.8 TDCi Duratorq 115PS with Zetec trim and five-speed manual at £16,795.

Renault Laguna
Just before Christmas 2007 Renault launched in Britain the new versions of the Laguna which were unveiled at the Frankfurt Show in September. It’s available in two body styles - Hatch, and the estate car version called Sport Tourer, and for each there is a choice of four trim levels, starting with Expression and moving up through Dynamique, Dynamique S, and Initiale. One can’t give Renault many marks for originality of the names used for their cars, but certainly the new Laguna is a most impressive vehicle offering great comfort, spaciousness, and a host of clever features.

There are also five engines from which to choose - three diesels and a 2-litre petrol unit with or without turbocharging. In total it makes a bewildering range from which everyone should be able to find the ideal mix for their needs, but in the short time available at the launch it was only possible to try two versions. We started with a touch of luxury in the Sport Tourer with 2-litre 150 bhp diesel engine and automatic transmission. It is a very relaxing and comfortable car to drive and feels very manageable on the road in spite of its considerable size, while the ride comfort is exceptionally good. The auto transmission is smooth and responsive and has six speeds with availability of Tiptronic control for the more sporty driver who believes in changing down for corners or in anticipation of overtaking.

Under a deep cover there’s a good map display for the navigation system, but this is part of the huge range of options on Laguna which need careful study by the buyer to decide what to add and what is not needed. The Sport Tourer Dynamique which we drove first was listed as £20,850 on the road, but options increased the cost of the test car to £25,695.

This estate car is very cleverly planned and will prove extremely convenient as a family car. For example, just work a switch either side to tumble down the back seats to extend the load platform without any need to fight off the headrests, and to roll away the luggage cover it is again only necessary to press it down at the back end. Also, the roller blind for covering luggage can be lifted out and folds neatly away into the floor at the extreme rear of the load platform when not needed - though the side locker lid must be removed for a moment to give the extra width necessary for it to slide into place. Remember that if the spaciousness and versatility of the estate car version are not needed, the rather crudely named Hatch models are also very roomy and appealing.

Economy with this model was a little disappointing, showing only 25.6 mpg on the computer - the being latter a standard feature of all models - but the weather was bad, the test route rather demanding with few opportunities for easy cruising, and the test car had covered only 250 miles from new. We would expect an improvement on this figure under normal circumstances.

The next example tried gave a much more typical 41.3 mpg, and this was the Sport Tourer with the cheapest trim level, Expression, powered by the 1.5 dCi diesel engine, and with OTR price of £17,300, swollen to £20,495 with the options on the test car. An engine of only 1.5-litre capacity didn’t seem much for a car of this size, and we were quite astonished to find how well it performed. It is just a little slow to respond at the lower revs, but then it really gets going as its full 110 bhp output comes to play. It is also very smooth running and extremely quiet when cruising. So we have no hesitation as nominating as our Prime Choice the Sport Tourer dCi 110 with five-speed manual gearbox at £17,300, but if more luxury can be afforded then go for the Laguna Sport Tourer dCi 150 automatic at £20,850.

Kia Picanto
Non-essentials such as electric mirrors are not to be found in the Kia Picanto, except on the most expensive of the new extended range, but most owners will be happy to use the easily-reached interior adjuster knobs and will be more concerned about the good value offered in a small car. which is pleasantly easy to drive, adequately roomy, and potentially very cheap to run.

Refreshed for 2008, Picanto is available in a four-model line-up, with the addition of the Ice version as well as Picanto 2 and Picanto 3, again with choice of two engines - a 1-litre 61 bhp unit which starts the range at £5,995, and in the three other models a 1.1-litre giving 64 bhp. Why call the new mid-range model the Ice? It has a heater, and a very good one, too.

Top of the range is Picanto 3 offering extra equipment - yes, electrically adjustable mirrors on this one - and a rather high price of £7,995. Warranty is for three years with unlimited mileage.Two of the range offer automatic transmission at £600 extra.

Important feature of the base 1-litre Picanto is that its exhaust emissions at 117 gm/km put it in Band B with car tax of only £40 to pay per year. In the new 2008 form, the 1-litre is a four-seater.

All other Picantos have five seats, and the whole range is a five-door hatchback with quite good luggage space, but this is achieved by eliminating the spare wheel; instead, there’s a repair kit and inflator.At the launch only the new 1.1 Ice version was available, with the advantages of seat height adjustment and air conditioning.

This Picanto went on sale at the beginning of November, with others going on the market early in 2008. Inevitably the little engine struggles a little on steep hills, but is well able to keep up with the pack on the level. The suspension is a little bouncy on poor roads, and doesn’t take kindly to speed humps. There’s a fair amount of whine and noise from tyres and transmission, though the engine remains impressively quiet even when working hard.

Claimed fuel consumption for the 1.1-litre is 53.3 mpg - only 4 mpg below that of the 1-litre, and its better equipment and more powerful engine justify the extra cost which is exactly £1,000 more than the £5,995 of the 1-litre base model. Therefore we would recommend as prime choice the Picanto 1.1 Ice with five-speed manual gearbox, priced at £6,995

Kia Sportage
At the launch of the new Kia Picanto we were able to drive the latest version of the same company’s very successful Sportage model on quite a demanding off-road route, which it took with contemptuous ease. But how many owners really want to go mud-plugging, or do they really just value the big space, high seating position and impressive presence that comes with a car like the Sportage? So this thinking has led Kia to introduce for the first time front-drive additions to the range, and also there’s availability of the diesel engine with automatic transmission.

This has enabled them to start the range at a very competitive £13,995 for the 2-litre petrol engine version giving 140 bhp with drive only to the front wheels. At the same time, detailed changes have been made to the external styling throughout the range.

The new diesel automatic giving 138 bhp - almost the same as the petrol model - is £2,000 dearer, at £15,995. Note that with the 2-litre petrol model you have only a five-speed gearbox; all other versions with manual transmission have six-speed gearboxes.

An important gain for Sportage buyers is that the new model benefits from the same impressive warranty terms as introduced for the smaller Cee’d model: it covers up to seven years and 100,000 miles. This is an important consideration for buyers toying between Sportage and one of the many competitors.

The thought of being caught out with this kind of vehicle in snow or a muddy car park and having only two-wheel drive is a bit daunting, and in the same way I feel that the extra cost of the very smooth and beefy diesel engine is worth the extra. We’re talking £2,200 more than the petrol 2x4, but there would be significant fuel economy benefits to come. At the top of the range, for those not too concerned about first cost, you can have the Sportage with 2.7-litre V6 petrol engine and auto transmission as well as luxury Titan trim.

But coming back to reality our prime choice would seem to be the Kia Sportage 2-litre petrol 2WD at £13,995 if you’re not too worried about traction, otherwise the better buy seems to be the Sportage 2-litre diesel 4WD at £16,195.

Mazda CX-7
The CX-7, although a large and rugged five-door is not your typical “gas-guzzler”. Currently, there is just one version, powered by a lusty, turbo-charged 2.3-litre, 16-valve, direct injection four-cylinder petrol engine, developing up to 260 bhp smoothly and quietly with excellent flexibility, aided by an easy-acting six-speed manual gearbox transmitting the ample power through all four wheels.

However, Mazda make no special claims for off-road abilities on this model. Rather they are following the Audi philosophy that four-wheel-drive promotes safety and performance. In particular, new Bridgestone tyres, specially designed for the CX-7, have a very “normal” tread pattern owing nothing to “mud-plugging” requirements.

On some demanding (but relatively minor) Highland roads with steep inclines and many sharp bends, as well as on the new and well-engineered smooth and flowing main roads which are now typical of that region, the CX-7 proved to be a very roomy, rapid, comfortable, quiet and well-equipped five-door estate car rather than a burly SUV.

The character of the CX-7 varies according to how you drive it. If you’re in a relaxed mood, the “comfortable estate car” side of its nature prevails. If you’re feeling busy, it becomes a purposeful and rapid five-seater sports car

With good handling, the manufacturer claims a top speed of 130 mph and 0-60 mph acceleration of under eight seconds. Mazda give a 27.7 miles per gallon figure for the “combined cycle” fuel consumption figure.

The sophisticated transmission features what is claimed to be a unique “Active Torque-Split” system, ensuring its torque (“pulling power” of up to 280 lb.ft.) is applied to maximum effect by monitoring the steering angle, yaw rate, wheel speed, lateral G-force and throttle valve position to optimise road holding. It does this by distributing the power from extremes of 100/0 per cent to 50/50 per cent between the front and rear axles.

Bearing in mind its good build-quality, spaciousness, performance and high level of standard equipment (the only quoted “extra” is £875 for leather upholstery) it looks to be competitively priced at £23,960.

At the moment, the CX-7 is available only with the 2.3-litre turbo petrol engine. At the car’s Press launch, it was suggested that a diesel motor might well be offered in the not-too-distant future. The Ford family (of which Mazda is part) has some very good diesels, not least the French-designed and Dagenham-built 2.7-litre V6 as used in the Jaguar S-type, which produces 205 horsepower and an amazing 302 lb/ft of torque. Now there’s an interesting thought!

Nissan X-Trail
It didn’t take long in the new Nissan X-Trail to be tremendously impressed by this vehicle and to feel that we would be very happy to live with one of these. The new range has much in common with the oddly-named Qashqai, with the result that it’s a bit larger and longer by 175 mm than its predecessor.

It’s a most pleasing car to drive, without any of the slightly lumbering nature that tends to make many off-roaders seem rather cumbersome and bulky, and it shows that you can have a car which treats road humps with contempt, provides very comfortable travel over our neglected roads, yet also gives precise and reassuring handling through fast corners.

The new X-Trail comes with a choice of four engines, three of which are new to the model. We drove first the 2-litre diesel in 149 bhp form which provided very lively, quiet and responsive performance combined with noise levels impressively low for a diesel.

It’s claimed to give nearly 40 mpg, with an emissions figure of 190 gm/km (Band F, tax £205 per annum). Later we tried the 171 bhp version of the same engine, fitted with an intercooler to give added power, but surprisingly it’s not quite so economical and the emissions figure is a little higher. It also proved slightly more noisy.

At the launch in Shropshire, Nissan provided quite a demanding off-road course all to be tackled in the dark - something we have never done before. It proved quite exciting, and we are pleased to report that we didn’t hit any trees, and it was all made considerably easier by tackling it in a version fitted with automatic transmission. It took all the rough stuff and extremely steep climbs without the slightest problems, and when it came to very steep descents it was only necessary to press a button to introduce the hill-descent feature which allows one to go creeping down under complete control with foot off the brake pedal, giving great confidence.

The less powerful (149 bhp) diesel and 2.5 petrol engines get a CVT automatic transmission, but this diesel can also be specified with a conventional six-speed automatic. Normal drive is to the front wheels, but a switch is turned to bring in four-wheel drive when needed, or for very tricky terrain four-wheel drive with locked differential can be selected by a further turn of the control switch.

X-trail buyers will need to settle down with the price list and brochures to decide which model to go for, since there is a bewildering choice of models with unlikely names such as the Sport eXpedition, and the Aventura eXplorer eXtreme to be considered, as well as the selection from four engines - 2-litre petrol, two 2-litre diesels, and a 2.5-litre petrol - all having four cylinders and (except for automatics) six-speed manual gearboxes.

We did like the huge panoramic glass sunroof which also opens, and we think this feature plus the many additions justifies the extra cost, so as Prime Choice we would nominate the X-trail 2.0dCi Sport Expedition with 149 bhp diesel engine at £23,195.

Hyundai i30
It’s perhaps not the most inspiring of car names, but this is how the Hyundai range will be identified in future: the small letter ‘i’ followed by the number ranging from 10 to 50, so the new mid-range model is launched as the i30.

In a strategic move for the Korean manufacturer, the newcomer was designed and developed in Europe, specifically for the European market, so we find ESP (electronic stability programme) as standard on all models, and the indicators stalk, normally always on the right in Korean cars, is on the left as is familiar for British cars. Hyundai pitches the i30 into what is known as the C-Segment of the market, where it is claimed to compete with cars such as the Ford Focus and Peugeot 307.

At the launch in Hertfordshire we drove first the 1.4-litre which starts the range attractively priced at £10,995, and impressed very well with the quietness and smoothness of its petrol engine; but it is a little lacking in punch and calls for quite a lot of gear changing and the use of fairly high revs. The diesel version tried later is a whole lot more responsive, but it’s also considerably more money because the i30 1.4 has no direct equivalent in the diesel line-up. Instead, it has a 1.6-litre engine, and the added cost is £2,000. Is it worth the extra? Certainly yes for the high mileage driver who will benefit from the better economy (the i30 petrol 1.4 gave 42.2 mpg on the test drive, which improved to 52.3 with the diesel 1.6), but not if the i30 is to serve as a second car and not be exposed to long, fast journeys.

The i30 has a roomy five-door body and well planned features such as the lidded compartments at top and bottom of the console, and a computer giving read-outs of mpg, mph and fuel range. Alloy wheels are standard, there’s a full-size spare wheel under the boot floor.

The car features air conditioning and repeater controls for the audio unit on the steering wheel. A disappointing feature is the darkness of the instruments making them difficult to read in many light conditions; they would be much better back lit. There is ratchet height adjustment for the driving seat.

Behaviour on the road is reassuring, with precise steering and tidy handling. The suspension gives a comfortable ride with good suppression of tyre roar and wheel thump. The ventilation and air conditioning work well.

Three trim levels are available, starting with Comfort, but not a lot is added by the next stage up, called Style. The top trim is Premium which brings leather seats with heating, and such features as rain-sensing wipers, and at the top of the range there is a 2-litre diesel engine. An estate car will join the range soon. The special attraction, as with all of the Hyundai range, is the standard provision of an unlimited mileage five-year warranty.

The importers expect roughly a 50/50 split between petrol and diesel sales. Inevitably as one moves up through the range, the competitive price edge diminishes, with the 2-litre CRDi diesel with Premium trim running out at £16,595, and the best value seems to be at the bottom of the range. So we would nominate two models as Prime Choices, namely the Hyundai i30 1.4 Comfort for £10,995 and for £2k more the Hyundai i30 1.6 CRDi Comfort.

Chrysler PT Cruiser Cabrio
Regular readers of this magazine will know that we have always raved about the PT Cruiser; now the retro-looking hatchback has been joined by a head-turning soft-top derivative.

Whatever you think of the basic PT Cruiser design, the new variant certainly drew a lot of attention - especially with the roof folded down. Available in two-door guise only, access to the rear seating (often a problem with a cabriolet) is eased by using extra-long front doors than those of its hatch sibling. In most other aspects, however, apart from sitting slightly lower on its suspension and, of course, its stylish convertible design features, the cabrio shares much of its shape and dimensions with its hatchback stable mate.

A genuine four-seater, it is arguably one of the quietest soft-tops around with a body shell that feels unusually solid for a car of this type. Stability, ride and handling are all good, combining to make it a refined and very comfortable motor.

The folding roof can be raised and lowered in a trice from a switch conveniently positioned on the cabin's central stack. The soft-top fit is excellent, with minimal noise level in either the up or down position at normal road speeds; a tonneau cover is supplied as standard. The interior is more-or-less identical to the latest PT Cruiser hatch and is nicely rounded off with a circular clock in true retro 1950s style.

In the UK, the convertible is powered by a 2.4-litre petrol engine producing some 141 bhp. It is available as a Touring model, with a five-speed manual gearbox, or with four-speed auto transmission in the Limited version. Prices start at £16,680 for the manual gearbox cabrio and £17,575 for the automatic.

Renault Megane Diesel
It’s usually the way that when the same model is offered in two versions, one more sporty and beefed up than the other, the more basic one often proves to be the more sensible choice, especially when account is taken of pricing and value.

That said, on this occasion we preferred the special and more sporty version of the new Renault Megane dCi 175, given the unusual name Cup. We enjoyed the Megane with the new diesel engine, which surely raises the benchmark for four-cylinder diesel excellence. It’s a 2-litre with 16 valves, meeting Euro 4 emissions, and produces an exceptionally high power output of 175 bhp, and impressed not only with its high torque response and performance, but also with the superb smoothness and quietness. Only the rev counter with its usual diesel limitation to under 5,000 rpm reminds one that it is a diesel. But then we graduated to the Cup version, and liked it even better.

Power and performance are the same for both engines, the differences arising from stiffer springs and dampers, and the fitting of Recaro high-back seats. It was also tried as a three-door, whereas standard Renaultsport dCi 175 had five-doors.

Adjusting the backrest with the Recaro seats involves opening the door to get access to the handwheel adjuster, but once set they are very snug and hold one firmly when exploiting the very lively handling and acceleration of this new Renault oil burner. Acceleration from rest to 80 mph takes only 14.6 seconds, and exhaust emissions are 172 g/km. Only 36.2 mpg was recorded on the test route, but this was in very demanding mountainous terrain, and the official claimed figure is 43.5 mpg which is more realistic

Two things which we didn’t like about this new sporty diesel Megane are the pronounced blind spot on corners caused by the very thick windscreen pillars, and the shiny aluminium pedals with studs. But all else combines to make this one of the most satisfying 2-litre diesels we have driven. As the Cup version is not yet available and has not been priced, we reckon the extras added by the Lux trim for an additional £1,400 are sufficient to justify the extra cost, so Prime Choice is the Megane Renaultsport dCi 175 Lux at £20,350

Renault Clio F1
Renault’s launch programme for the new sport models included four laps of the Baga circuit in the new Clio F1 Team R27 which is just becoming available in a limited edition of only 500 cars, mainly for competition work at £17,250.

With its 2-litre atmo (non-turbo) engine revving to 7,250 rpm and producing a fabulous 197 bhp it proved most exciting to drive, yet also very controllable on the circuit, bounding up to 108 mph on the quite short straight. Lots of fun but not for the realistic buyer!

Toyota Auris
It can be said that the introduction of the Auris to replace the ever-popular and widely selling Corolla was a gamble by Toyota. However, after driving a diesel engined variant of this new European-designed hatchback, and covering in excess of 250 miles over some demanding road surfaces, we feel that any risk by the manufacturer has paid off handsomely in favour of the sleek newcomer.

Boasting greater interior space and fresher exterior styling than its illustrious predecessor, yet retaining Toyota's traditional quality, the all-new car displayed excellent driving dynamics and handled superbly in all conditions encountered; perhaps another recipe for global success to mirror its legendary forebearer!

Our car's 2.0-litre diesel engine, allied to a slick six-speed gearbox, proved to be an effective all-round performer; other diesels are of 1.4 and 2.2-litre capacity. For petrol devotees, 1.4 and 1.6-litre units are available.

An optional automatic/sequential transmission is also specified, as is a five-speed manual gearbox on the petrol engined cars and the 1.4 D-4D. Fuel consumption was excellent returning in excess of 50 mpg overall. A comprehensive range of up-to-the-minute safety features are incorporated, as is air conditioning and many other modern day goodies.

Auris's practicality and solid build quality should deliver traditional Toyota reliability and high residues, assets to be appreciated when pitched against the likes of the Ford Focus, Honda's Civic and VW Golf. Maybe it has one or two minor niggles - we aren't too keen on keyless devises for entry and starting the engine - but this is entirely personal and do not distract from the attractive overall package.

With a five-star Euro NCAP safety rating for adult occupant protection, prices start at just over £12k on-the-road. We wish it luck in continuing the massive worldwide sales of its predecessor.

Chevrolet Kalos
It’s not often we have the opportunity to try a Chevy, so we didn't quite know what to expect when the Kalos arrived; however, we soon became acquainted with this neatly styled hatchback and over the next hundred miles or so became quite attached to it.

Value for money is the hallmark of this US brand and, true to form, the marque didn't let us down with the five-door 1.2S Kalos; but it is pitched against strong competitors in the supermini sector.

The spacious and well-built package, complete with a comprehensive equipment list, is available for substantially less than £8k. An even more cost effective deal is available with the 3-door 1.2S at just under £7,300 on-the-road.

Sporting a practical, hard wearing and neat interior, everything is well screwed together with all controls within easy reach. We did find the manual gear change a little notchy at times on our test car - it would be interesting to try the automatic transmission option available on the 1.4-litre models.

With a straightforward dash layout, standard equipment on our 1.2S included electric front windows, air con, Blaupunkt CD system, central locking, ISOFIX child seat mountings, tinted glass and body-coloured bumpers.

On the road the soft(ish), yet comfortable, ride absorbs bumps well; the downside being that some body roll is experienced when cornering. That said, the handling is perfectly satisfactory with no feeling of queasiness felt by passangers after a long run taking in mainly poorly surfaced roads.

Generally, a nice all-round car with an engine that performed well at all times under some trying road conditions and is economical with a claimed fuel figure approaching 55 mpg on the extra-urban-cycle, a figure we have no reason to doubt.

Nissan Qashqai
Well, there have certainly been some unusual names for new cars over the years, but Qashqai really takes the biscuit. Never mind about the name, though - just call it Cash-key - and the important thing is that it’s a completely new and very original design, to appeal to a wide cross-section of buyers. Nissan calls it a cross between a hatchback and a Sports Utility Vehicle (SUV), but I thought it more of the latter and could never regard it as an ordinary hatchback - it’s too big for that. Driving the Qashqai in the dense traffic in Barcelona it seemed quite bulky, and it’s spacious inside with generous room for five and a lot of luggage. Instruments are clear, except for the fuel and temperature gauges which are rather lost in the dark gap between the speedo and rev counter.

The special attractions of Qashqai are its comfort and quietness, and the wide range of models and options, taking prices over a £10,000 span, all the way from the start model at £13,499 to £23,249. There are two petrol and two diesel engines (1.6 and 2-litre for the petrol versions, and the diesels are 1.5 and 2-litre). The interesting thing is that four-wheel drive is available at £1,600 extra for both the 2-litre models, petrol and diesel, turning this bullish-looking vehicle into the sort of off-roader 4x4 so popular with the mums for the school run! But the engines are efficient with CO2 emissions around the 200 mark keeping them out of the critical Group G tax bracket, and the 1.5-litre diesel is claimed to give a creditable 52.3 mpg. Six-speed gearbox is standard for all but the 1.6 petrol model; and automatic is available.

Unlike some of the clever features offered by rivals, such as removable seats and folding tables for children, there are no such refinements to be found in Qashqai though, of course, the rear seats can be folded down for extra luggage space.

Very attractive is the panoramic glass sunroof which makes for a very cheerful and bright interior. It’s not available for the cheapest trim package called Visia costing £13,499, but is a £700 option for the next trim level (Acenta at a shade under £15k, and standard on the top version, Tekna costing £16,499.

There are lots of goodies that can be added, and I was most impressed at the way the sat. nav. system operated, taking us through Barcelona’s complex road system with never a fault, and costing £1,350 to include a rear view closed circuit TV which comes on when reversing. The extra cost of £1,100 to have the 1.5-litre diesel instead of 1.6 petrol didn’t seem worth it, so I would recommend the slightly dearer £1,400 on-cost which turns the 1.6 into a 2-litre, both in petrol form, and the best trim package seems to be the middle one, but 4WD and 2-litre diesel upgrades are available for those who want them. Otherwise, the prime choice seems to be the Qashqai Acenta 2WD 2-litre petrol at £16,399.

Following the launch in Spain, Nissan provided an opportunity to drive Qashqai in England with the smaller 1.5 diesel and 1.6 petrol engines, and although the promised 52.3 mpg did not materialize, I was highly impressed at how well the small diesel propelled this large and roomy car. In tough give and take driving in the hands of a number of test drivers, the figure shown on the consumption meter was just over 40 mpg. In comparison, the 1.6 petrol version also performed well, and the engine is quiet and smooth but gets a little more fussy than the diesel at speed, because it is lower geared, having only a five-speed gearbox.

The 1.5 diesel gets a six-speed as standard. Of special importance is the fact that its emissions CO2 figure is a modest 145 g/km, putting it in Band C for annual car tax, at £115  following the Budget. The drawback of the smaller diesel is that it is not available - and will not be - with four-wheel drive, but if one wants Qashqai for its spaciousness, bullishness and practical features, and will be doing sufficient annual mileage to be able to value the improved economy, but is not intending to do any cross country work, the extra cost of £1,100 does seem worth it after all. So I recommend as prime choice of the less expensive model the Qashqai Acenta 1.5 dCi diesel at £16,099.

Audi TT Roadster
On a chill but sunny and dry day, driving the Audi TT Roadster provided the first great motoring memory of this year. It really is a delightful car to drive, with its responsive and very high torque engine and a wonderfully taut feel to the car as a whole. There’s not a trace of the tremor and scuttle shake that beset so many open cars, partly because the TT is so small and compact - it’s strictly a two-seater with not even space for a child in the back. It’s also built on a very strong steel and aluminium structure. The example provided for driving at the launch was the 3.2-litre V6 quattro which adds a lot of features to the specification including quattro four-wheel drive which is still not available for the 2-litre model, and Nappa leather upholstery. This big V6 engine is smooth and quiet and pulls well from low speeds so there is not a lot of need for gear changing, but after a run in the six-speed manual we tried the S tronic version. This is effectively a six-speed manual gearbox with two clutches, no clutch pedal, and fully automatic control enhanced by small ‘paddle’ switches beneath the steering wheel each side which allow sequential over-riding gear changes to be made just at a touch.

The action of the hood is very ingenious and takes little more than 10 seconds to put up or down including the time taken for the side windows to be activated. The hood is of padded soft material but with a glass rear window and steel and aluminium framework, and when it is folded the rigid front section comes down on top of the folded material, eliminating the need for a tonneau cover. A standard fitting is an electrically-operated mesh rear deflector. Just press the button and up it comes, greatly reducing the back draught when the car is being driven open. When putting the hood back up, it is not necessary to lower the mesh panel - you can still see through it for rear vision and it is not contacted by the hood.

The only thing that seemed to spoil the TT’s shapely appearance is the pair of roll-over hoops behind the seats. We imagine they are considered necessary for safety reasons.

That said, we feel it would take some pretty wild driving to put one of these fine handling cars upside down.

An ingenious feature of the new TT is the use of magnetism induced by electric current to alter the damping and make the ride firmer under command of the driver. A switch near the handbrake gives choice of Normal or Sport, but the setting is also varied automatically in response to road conditions and driving behaviour.

Unless one really has no desire for an open car, this Roadster version of the TT must be the one to go for; and as with the fixed head version, the attractions of the V6 engine with quattro drive make the extra £4,620 well worthwhile. We would also recommend the S tronic six-speed automatic transmission. Alas, nothing good in life is cheap is it? So Prime Choice is: Audi TT Roadster 3.2 quattro with six-speed S tronic gearbox for £32,935

Audi TT
Seven years have passed since the launch of the Audi TT, and the replacement offers more space, many advanced features, and the same appeal of superb performance and handling. But at launch the range was limited to just two models with the same Coupé (closed two-seater) body. A convertible will follow soon. The dilemma facing the buyer is whether to choose the 2.0T FSI with 2-litre16-valve turbocharged engine and direct fuel injection at £24,625, or pay an extra £4,660 for the 3.2-litre V6 version. The immediate question is ‘what extra do you get?’

In brief, not a lot, the main difference being that the V6 comes with quattro four-wheel drive which is not available (at present) for the 2.0T. It also brings special wheels, heated front seats, more lavish upholstery and an enhanced braking system. You can tell a V6 from the 2.0T by the fact that the former has separate exhaust tail pipes one each side. With the 2.0T, the tail pipes are paired on the left.

All the important matters of fuel consumption and exhaust emissions point to choice of the 2.0T which, on my test drive in France, gave 29.5 mpg, against only 21.2 with the V6. It was also surprising to find that the turbocharged 2-litre model was almost as quick on acceleration as the V6, reaching 80 mph from rest in 9.6 seconds against 9.5 with the V6 - a negligible difference.

In the equally important matter of driver enjoyment, however, I preferred the handling, response, engine sound and smoothness of the V6. This would be my illogical but preferred choice.

Whichever the buyer goes for, the TT will delight and thrill, and the excellent direct-shifting six-speed automatic gearbox is an absolute joy, well worth its £1,400 extra cost. Another extra to consider is magnetic suspension at £1,150 extra.

Magnetic? Yes, it uses the magnetic influence of an electric current to alter the firmness of the suspension dampers, and it certainly works very well indeed, giving a more comfortable and resilient ride, taut but without any harshness.

Some aspects of the TT are a little disappointing. I wouldn’t like to have to use the remote key fob or a switch hidden away in the driver’s door to release the tailgate every time, and the space in the load area is limited. The rear seats are mainly for children, and even then require the front seats to be set forward to provide legroom.

When driving the automatic model, the ‘paddle’ control levers beneath the steering wheel are very convenient for changing up or down instead of leaving the control unit to its own devices, but in mountain-storming where the TT provides delightful motoring it is a nuisance that these levers go round with the steering. Often you lose track of where they are and have to use the floor-mounted control instead.

But these are small penalties for a car that demonstrates that motoring can still be fun. So I name as my ‘prime choice’ Audi TT 3.2 quattro at £29,285, plus £1,400, for S tronic auto transmission.

Vauxhall Astra
The sweeping wedge-shape silhouette of the latest generation Astra has become a familiar sight on our roads. We feel it is particularly stylish in three-door hatch guise where such features as the nicely sculptured tailgate sits neatly between 'teardrop' shaped rear lights to blend almost perfectly with the door-free rear flanks.

That said, the five-door model we drove is also pleasing to the eye. Astra's clean lines are influenced by the contours of its wheel arches and flared door sills, resulting in a somewhat athletic - some would say aggressive - stance; all good for sales when pitted against rivals such as the Ford Focus and Citroen's C4.

With probably the longest wheelbase in its class combined with comparatively wide tracking, capable road handling is assured and this was certainly the case with our car. A nicely balanced feel to the steering came via an electro-hydraulic unit.

Inside we found the fit and feel of the trim, seats, switches and such like to be first class with instrumentation and dials neat and easy to read. Personally, I found the driving position a little cramped for my large 6 foot 3 inch frame, but rear seat passengers had stacks of legroom. Boot space is plentiful at 350 litres (1265 litres seats folded), although access for wide articles may be a little restricted due to the shape of the rear hatch door.

The photograph above shows a Sport Hatch model, but standard features on the 5-door 1.6 VVT Design derivative we drove included air conditioning, 16 inch alloys, stereo radio/CD player with MP3 capability and such safety features as curtain air bags, rain sensitive wipers, front fog lights and automatic light control; the latter being priced at around £15,400 on-the-road.

Vauxhall's Astra has enjoyed a dominant presence since the launch of the first cars in the UK in 1980. Now, some 27 years later, the fifth generation line-up continues to feature high in its segment offering more than half-a-dozen different model names and at least as many engine options again, plus a comprehensive trim choice. On-the-road prices start at £13,930 for the 1.4 Sport Hatch.

Peugeot 207 GT
Into Peugeot’s popular little 207 three-door model goes a new petrol engine jointly developed by PSA (Peugeot-Citroën group) and BMW, and it’s a delightful new power unit. Capacity is only 1,598 cc, yet it has high pressure turbocharging and gives superb response, making it a most rewarding car to drive. Direct fuel injection into the cylinders is coupled with a twin-scroll turbocharger and a compression ratio of 10.5-to-1, which is exceptionally high for a turbo engine. The result of all this is that response is pretty well immediate with vigorous low-speed torque. There’s no great need to keep changing down and using high revs, but when you do, this little Peugeot really flies along. It will just make 80 mph in third, and the acceleration time from rest to 80 through the gears is an impressive 13.9 seconds. Changing up a little earlier helped to make this even quicker, at 13.5 seconds.

Snug seats in a mixture of leather and cloth have pronounced side bolsters to hold occupants firmly in place when the crisp handling of the GT is being exploited. One usually expects the ride in a GT car to be pretty harsh and unforgiving, but in the 207 GT it is surprisingly comfortable, the only let-down being the high level of tyre roar on most surfaces.

A neatly laid-out console presents the map for the navigation aid sensibly high up, and the instruments are clear, being calibrated in black on a white background, but they are not so good when the lights are turned on, when the digits change to red.

At present, the 207 GT with 16-valve turbo engine comes only with the three-door body and has only a five-speed manual gearbox, but the equipment level is generous in relation to the £14,345 price tag.

Included in the above price is a large fixed glass roof, automatic action for the wipers and lights, and electric mirrors with foldaway action. A further £2,070 on the test cars had been expended on a package which includes the navigation system, a five-disc CD autochanger and a fragrance diffuser. Not for me, I think, nor would I run to the £250 extra for a rear parking aid in such a small car.

But would the GT be worth the extra when, by sacrificing 40 bhp (110 instead of the GT’s 150), one could have the 207 with SE trim and five-door body at £13,495? Yes, I think so, especially as the 207 GT with this delightful engine is claimed to give 40.3 mpg. My choice would be the Peugeot 207 GT at £14,345 with five-speed manual gearbox and no options.

Corsa Supermini
Wider, longer and more muscular looking than previous Corsas, many will feel Vauxhall's new supermini is better looking than its rivals, especially in three-door guise where its sleek, sporty appearance and coupe-style roofline combined with tapered rear window are most pronounced. The more practical five-door model retains a similar harmonious profile yet is dramatically different by being more family orientated with a far steeper angled rear window to give maximum interior and luggage space.

Although we recently tested a CDTi Club, build quality on other variants we have seen appear first class with similar excellent all-round performance and sure-footed handling (over a variety of road surfaces) expected as on our test car. Stowage is good with all the usual cubbyholes, plenty of head, leg and shoulder room, and the seats adjust well to suit most people; a decent audio system, MP3 compatible on our car, with CD player eases those long journeys. Safety is paramount and the new Corse boasting stacks of airbags, ABS, halogen 'swivel' lighting and a five-star Euro NCAP crash test rating, etc.

Power units available across the range include 1.0, 1.2 and 1.4-litre petrol engines, and 1.3 and 1.7-litre turbodiesel units with the former diesel being available in either 74 bhp or 89 bhp state of tune. The 1.3 common-rail oil burner fitted to our car in 74 bhp configuration performed well and very economical at just under 70 mpg overall.

Available in five trim levels - Expression, Life, Club, SXi and Design, prices start at £7,495 for the entry level 1.0-litre 3-door Expression, rising to £13,795 for the flagship 5-door Design 1.7 CDTi. We feel the new Vauxhall supermini will shake up the small car sector with its stylish looks and well equipped interior, and price wise should put many of its competitors to shame.

Honda Legend
It's not often that one can say a car is near-perfect! Well, we can, in respect of Honda's Legend which, we feel, is one of the best executive cars around, as well as being one of the safest in its class with its host of innovative safety features to protect occupants and pedestrians alike.

Apart from the many airbags, ABS, etc., we feel the most important new feature (to help prevent the common phenomenon of unintentional lane drift) is the Lane Keeping Assist System designed to correct the steering should the car begin to wander from one lane to another. There is also a Collision Mitigation Braking System that can predict a collision and apply the brakes to lessen the impact; adaptive cruise control; an active front lighting system and other innovative features..

With comfort, quality, trim and specifications to rival the strongest competitors in the E-sector - pitted against the likes of the Lexus GS300 - the Legend immediately displays a strong personality with sleek, yet distinctive, styling; particularly attractive (in our eyes) is the steeply-sloping bonnet, with its bold raised section, leading down to the front bumper.

Inside the car epitomises its position in the prestigious luxury market with a sumptuous interior and host of advanced technical features. Immediately noticeable and stretching across the wrap-round style dashboard is a wood-effect section, while in the centre sits the console housing the controls for the BOSE 10-speaker audio system, air conditioning and the satellite navigation switches. The eight-way adjustable seats are covered in soft leather and both front ones incorporate heating.

On the road, the car more than holds its own in terms of performance, ride and handling, ably assisted by Honda's active torque system which distributes power between front and rear, and left and right rear wheels, to give optimum grip

It is also surprisingly economical for such a large-engined car pushing out some 295 bhp via its lightweight all-aluminium 24-valve VTEC power unit. Prices start at around £36k for the 3.5i V6 EX.

Mazda2
Only one example with the1.4-litre diesel engine was available for driving at the launch of the new Mazda2 in Scotland, and we were keen to make sure of trying this although it won’t become available here until later. The initial engine palette for the Mazda2 is a 1.3-litre petrol in two forms of power output (74 and 85 bhp), and a 1.5-litre 102 bhp petrol engine with Sport trim for the body.

The diesel impressed with its quite remarkable quietness, to such extent that one could hardly tell it was still running when the car stopped at a traffic halt. It’s also a vigorous performer, and could well be worth waiting for if one is buying the Mazda2 for high mileage motoring. The car was on German registration, and featured very ingenious and convenient automatic locking: simply pocket the key, and walk away, but regrettably this feature will not be available for UK buyers.

Next to try was the 1.3-litre available only in the more powerful format, with an easily remembered price: £10,000 all bar £1 change. This again has a very smooth engine emitting little noise with most sound coming from quite considerable tyre roar. The less powerful 1.3 I comes in at around £8,500.

All models have a five-speed gearbox with rather firm movement, but the lever is positioned high up in an extension of the console, within easy reach of the steering wheel.

The Mazda2 does everything well - ride comfort is good, steering and brakes excellent, and handling through fast corners very reassuring. Performance is also reasonably lively, with acceleration from rest to 80 mph taking 24.8 seconds.

There is no trip computer on the 1.3 versions so it was not possible to get a fuel consumption indication, the fuel gauge being only a diminishing row of black squares, but the claimed economy for both versions of the 1.3 is an impressive 52.3 mpg. The CO2 figure for both power versions of the 1.3 is also the same at 129 g/km, putting the model in Band C for annual tax at £115.

A rather bland interior is brightened by silvery strips across the console and on the doors, and there are four circular outlets with twin overlapping flap valves for cool air. A thoughtful feature is the two-stage compartment on the passenger side which provides an open slot for maps and other oddments, but also pulls forward to reveal a deeper cavity behind to take larger items such as magazines. Load space in this five-door hatchback is generous, helped by having a space-saver spare wheel.

For an extra £1,800 one can graduate to the Mazda2 Sport with 1.5-litre engine and gaining extra equipment including Dynamic Stability Control and Traction Control, but these are available for the 1.3 versions at £395 extra. It also gets air conditioning, and self-switching lights and wipers.

The trip computer, standard on the 1.5, gave a disappointing reading of 36.5 mpg after a fast main road run, a lot heavier than the claimed 47.9 mpg. It also has a lower final drive ratio which tended to make it more fussy and made second gear too low, while the lower profile tyres make the ride a little harsher. So our prime choice would be:
Mazda2 TS2 1.3-litre 85 bhp (86 PS) with five-speed manual gearbox at £9,999.

 

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