Freedom Issue No 1 Oct 2011

8/3/2019 Freedom Issue No 1 Oct 2011

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FREEDOM

AM I ENTITLED

TO MOTABILTY?See inSide for detailS

CoMPliMentarY CoPY

NEW!firstEditioN

YOU DONT HAVE TO DRIVEYoU Can noMinate UP to 2 driVerS!

MorEtHAN4,000NEW

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CONTENTS

FREEDOM

CONTENTS & DEALERSHIPS

4 Motability Eligibility

5 Frequently-Asked Questions

SouthWaleS6-7 Sinclair VW

Border CountieS8-9 Five Acres Nissan

BridGend10-11 Bassetts Honda

12-13 Lee & Turner

CardiFF14-15 Fordthorne Ford16-17 Fordthorne Volvo

18-19 Wessex Hyundai

eaStWaleS22-23 Evans Halshaw Vauxhall

24-25 Lookers Citroen

26-27 Lookers Peugeot

28-29 Newtown Motors Vauxhall

30-31 Newtown Motors Chevrolet32-33 Wessex Newport Kia

ValleyS34-35 Aberdare Ford

36-37 Arrow Ford

38-39 Griffin Mill Peugeot

40-41 Griffin Mill Kia

42-43 Griffin Mill Fiat

44-45 Griffin Mill Skoda46-47 Thomas & Davies Citroen

Back Page Newport Mazda


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FREEDOM

INTRODUCTION

Motability provides a simple way for disabled

people to enjoy the freedom and independence

of a new car, scooter or powered wheelchair

by simply transferring all or part of their

government-funded mobility allowance. More than half a

million people currently benefit from Motabilitys worry-free

motoring, but there are still more than one million eligible

disabled people who could take advantage.

A new DVD has been released to help explain the

benefits of Motability. Through the stories of real customers,

the DVD explains how the scheme works and showsjust how easy it is to enjoy a car, powered wheelchair or

scooter without the worry of owning and running one.

It will be useful for health professionals, advisory groups,

social services and other charities and organisations, as

well as eligible disabled people and their families, advising

them about the help that is available through the Motability

Scheme.

One of the stars of the new DVD, Allen Parton, 51, was

only too pleased to help raise awareness of the Motability

Scheme. He says Im ex-Royal Navy, and was injured in the

Gulf War. I suffered a traumatic head injury which left me

in hospital for five years. When I woke up I couldnt recall

being married, the birth of my children or even read, write,

walk or talk. Its been a long recovery to where I am today.

Allen continues My life changed when I met anassistance dog called Endal. I went from being a recluse to

an active person again and slowly every day he brought me

back to my family. My life had completely turned around and

I wanted to live life to the full and thats where Motability

came into our lives. We got our first car 16 years ago and

its like joining an exclusive club - a Motability family. Every

three years we renew our car and it just gets easier and

easier, if thats at all possible.

Motability are there to help you and knowing that youve

got backup and youre not on your own if a problem arises

gives you real peace of

mind.

You can order yourfree copy of the DVD by

completing an information

pack request and ticking

the option: Motability DVD.

Alternatively you can call

0800 093 1000 and ask for

your free copy.

The DVD includes

options for viewing with

British Sign Language and

with English and Welsh

subtitles.

Thank You

Publisher

Motors Manager

Pam Appleby

Advertising

David Demille

Debbie BowenJeff Day

Ian Moss

Laurence Winmill

Neil Ivins

Shirley Stark

Editorial

Mike Parker

Design

Darren James

To advertise in the next edition please telephone 01633 777158

first

EditioNFor far more information about the Motabilityscheme, please go to www.motability.co.uk


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Q. Is it true that people over 6 are not eligible for the Scheme?

A. No. Eligibility for the Motability Scheme is based on people being

in receipt of either the Higher Rate Mobility Component of Disability

Living Allowance (HRMC of DLA) or the War Pensioners Mobility

Supplement. People who do not already receive the HRMC of DLA are

not able to apply for it after the age of 65, but anyone who already has

it can join the Scheme regardless of their age.

Q. What are the benefits of leasing a car, powered wheelchair or

scooter through the Motability Scheme as opposed to buying one

privately?

A. The Motability Scheme provides an all-inclusive package designedto give affordable and worry-free mobility. With a new car, powered

wheelchair or scooter every three years, the lease also includes

insurance, servicing and repairs, breakdown cover and tyres. The only

thing not included is fuel.

Q. Is it possible to have a car and a powered wheelchair or scooter

on the Scheme at the same time?

A. Unfortunately no. The mobility allowance is used to cover the cost of

the car, powered wheelchair or scooter and in the case of a car it usually

takes the whole allowance so there simply isnt enough left over to

cover the cost of a powered wheelchair or scooter as well.

Q. Adaptations may make driving easier for my client, how do they

go about getting them?

A. Adaptation installers and the Forum of Mobility Centres both

offer advice on which adaptations may suit their needs. Once suitable

adaptations have been found they can be ordered at the same time as

their new car through their Motability dealer. Some of the most popular

adaptations are available at no extra cost. Adaptations added during

a lease will be at the customers own cost and must be fitted by an

accredited installer, after notifying us.

Q. Is getting a Wheelchair Accessible Vehicle on the Scheme any

different to a standard car?

A. The main difference is the length of the agreement, which is fiveyears for Wheelchair Accessible Vehicles (WAVs) instead of three. The

mileage allowance is 100,000 over the five years.

Q. What is an advance payment?

A. The advance payment is the difference between the overall cost of

the contract hire package and the customers allowance over the three

year agreement. Its a non-returnable payment made in one lump sum

to the dealer at the start of a lease. Advance payments can range from

nil up to several thousand pounds depending on the type of car chosen.

Scooters and powered wheelchairs rarely have advance payments - in

fact many dont even use the full allowance.

Q. My client cant afford the advance payment on the car they need,is there anything you can do to help?

A. We may be able to offer financial help towards the cost of a suitable

car, adaptations, driving lessons or a Wheelchair Accessible Vehicle,

depending on the applicants individual circumstances. To find out more

please contact our Customer Services team on 0845 456 4566.

Q. Who can be insured to drive a Motability car?

A. Customers can nominate two drivers. If the disabled person intends

to drive, they count as one of the permitted drivers. Nominated drivers

can be changed during the lease and a third driver can also be added by

paying a little extra. Young drivers can be one of the nominated drivers

but there are restrictions on the vehicles that drivers under 25 can be

insured on and a higher insurance excess will also apply.

Q. Does the recipient of the mobility allowance always have to travel

in the car?

A. The car is provided for the benefit of the disabled person. But, they

do not always need to be in the car, for example having someone elseusing the car to do the shopping or run errands is still of great benefit.

Q. My client lives in a care home where a number of the residents all

receive the mobility allowance. Is it possible for them to pool their

allowances to get a bigger vehicle?

A. Unfortunately no, at the moment joint agreements are not available

on the Scheme.

Q. Does Motability pay for driving lessons for disabled people?

A. Yes, young people, aged between 16 and 24 and in receipt of the

Higher Rate Mobility Component, may be eligible for help towards the

cost of driving lessons.

Frequently asked questions

FREEDOM FAQ


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SOUTH WALES

THE PAST few years have seen low CO2

motoring come of age. Stripped out, lowrent cars offering tax-dodging levels of

CO2 are, thankfully, a thing of the past.

What consumers, rightly, want now are all the

performance benefits associated with a regular

motoring experience plus the fuel-sipping qualities of

those early cars.

With its Bluemotion sub-brand, Volkswagen has

plenty of experience at the frugal end of the market.

Its early efforts were pretty impressive, but you

often felt like you were having to compromise in the

usual areas of refinement and equipment levels.

The German car makers latest Polo has evolved

into a nice little supermini. Actually, scratch that,

as the car is now the same size as Volkswagens

original Golf. Granted, everythings got bigger in

the last decade, and this current Polo is one of anumber of outsize small cars that should appeal to

downsizers seeking a smaller car but also keen to

hold on to big car levels of refinement, comfort and

generous kit levels.

How does 80.7mpg sound? Equally, with a

91g/km CO2 rating Volkswagens Polo Bluemotion

allows you to legitimately side-step paying road tax.

And all this is without any expensive or bulky hybrid

trickery, just a modest capacity diesel motor and

tastefully subtle exterior aero kit to help further

streamline the regular Polo shape.

Volkswagen is no stranger to diesel engines, and

the Polo Bluemotion 1.2-litre, three-cylinder unit

is a little 75 horsepower gem. Turbocharged and

boasting the now expected combination of enginestop-start and brake energy regeneration features,

the compact oil burner is surprisingly refined

for something boasting three, not the usual four

cylinders.Its also an impressively willing and flexible

unit. Sure, the cars long gearing means economy

is the priority, but the engines abundant torque

allows you to easily potter around in a high gear

and experience a big-car sized dollop of accelera-

tion when the mood takes you. In fact, the Polo

Bluemotions ability to easily maintain a relaxed

motorway cruising pace puts it head and shoulders

above most rivals.

Easily capable of accommodating four adults

in relative comfort, the Polo is as practical as it is

refined. Theres even the choice between three and

five doors. Its also a well-equipped car; Volkswagen

hasnt skimped on the kit, with air-con, a leather-

covered steering wheel, cruise control, four airbags

and ESP all standard features.Visually Volkswagens Polo Bluemotion is a

modest-looking car, however in the real world

its performance is anything but. With its makers

familiar attention to detail, every inch of this refined

and supremely competent supermini has been tuned

to deliver genuine fuel and financial savings.

Whats most impressive, though, is the way this

particular Polo goes about its business. Without any

hint of a compromise you get hybrid-like economy

plus a more flexible cross-country ability than your

average petrol-electric alternative. If you want a

frugal car capable of taking you across town one

day and cross-country the next, Volkswagens Polo

Bluemotion is hard to beat.

FACTSModel: Volkswagen PoloBluemotion 1.2 TDI 5dr

Polo range from 9,495

Engine: 1.2-litre diesel unit

developing 75bhp.

Transmission: 5-speed manual

transmission as standard, driving

the front wheels.

Performance: Maximum speed107mph, 0-62mph 13.9 seconds.

Economy: 80.7mpg.

CO2 Rating: 91g/km.

www.sinclair.volkswagen.co.uk

VOLKSWAGENPOLO


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9/48

WHETHER or not you consider theNissan Qashqai to truly be the original

crossover vehicle - history appears tohave unfairly brushed the glorious part-

family estate, part-SUV, part-MPV Matra Rancho toone side - its impossible to deny the influence that thecleverly packaged model has had on the car market.

In fact, it has been so influential thatit seemsas though the hugely popular model was with usconsiderably earlier than 2007. Rival manufacturers areonly now beginning to catch up with similar productsand thatis something Nissan is keen to use to itsadvantage - moving the game on just as competitivevehicles such as the Hyundai ix35 begin their assault onthe market.

Nissans problem, however, is what to change.Under normal circumstances car builders can build oncriticism and negative feedback in order to producea better vehicle - Nissan claims the overwhelminglypositive response to the Qashqai has left it with ashortage of areas to improve.

Its the exterior that comes in for the most notablechanges. Realising that amidst its broad spectrum ofbuyers the Qashqai had developed quite a followingwith young families, Nissan has given the revised modela more sophisticated and grown-up look, allowing thecar to grow in maturity with its owners.

Of course, the smaller, more youth-orientated Jukemodel is also likely to have played a role in the Qashqaireceiving a more mature look, butthe restyle hascertainly paid off.

Its the front end that bares the most notablechanges with a new style front bumper and grille,revised wings and headlamps. At the rear, LED lightingadds an upmarket feel and subtle changes to the shape

of the light units aid aerodynamics.One area where Nissan has been able to act on

feedback is with the trim level line-up. Introducedas

a special edition model in 2008, the n-tec variant hasbeen enough of a success to warrant a permanent place

in the line-up, complete with distinctive 18-inch alloywheels and colour-coded exterior.

Top of the tree remains the Tekna model, positivelybursting with equipment, high grade materials andsmart features such as the excellentfull length glassroof.

The choice of two petrol and two diesel enginesremains across the four trim levels of Visia, Acenta,n-tec and Tekna, although a Pure Drive variant is newto the line-up with 129g/km CO2 emissions. Availablein Visia trim it uses the same 1.5-litre diesel unit asavailable with the other trim levels, butfeatures alighter, more aerodynamic body, low rolling resistancetyres and a longer final-drive for improved fuelconsumption of 57.6 mpg combined.

With lower interior noise levels and revisedsuspension offering a mildly smoother ride, the two-litrepetrol is a silky and quiet performer that retains theagile, car-like driving experience that has helped makethe Qashqai such a hit.

It suffers in terms of performance comparedwith the impressive diesel units however, with a lackofpunch meaning it need to be revved hard whenovertaking despite better acceleration on paper. On theplus side, it can be specified with a CVT transmission,offering economy advantages over the six-speed manualtransmission in two-wheel drive form. Intelligent andlockable four-wheel drive remains an option on boththe high capacity engines.

In many ways its more of the same for the revisedQashqai, but thatis by no means a bad thing. Havingkick-started and shaped the sector, Nissan has movedthe game on again - adding to the established models

appeal and paving the way for its little sibling.Even the MatraRancho cantclaim to have done

that.

FACTSModel: Nissan QashqaiTekna 2.0 Manual.

Qashqui range from

16,495

Engine: 2.0 litre petrol unit

developing 138bhp and

144lb/ft of torque.

Transmission: 6-speed

manual transmission, drivingthe front wheels.

Performance: Maximum

speed 121mph, 0-62mph

10.1 seconds.

CO2 emissions: 184g/km.

Economy: 36.2mpg.

NISSANQASHQAI

BORDER COUNTIES

www.veacresgarage.co.uk


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BRIDGEND

IF YOU want a good example of a company that

listens to its customers you have to look at Honda.

Although the Japanese firm is well known forinnovation, its also keen to ensure it promotes a

culture of happy drivers.

And theres no better example of this than the

firms Jazz. More than just a sleeper hit, the compact

Jazz has proven to be a UK best seller. By choosing to

develop something that was more than just another

supermini, Honda struck a chord with buyers seeking

something with a small footprint but with the flexibility

and practicality of something much bigger.

This revised second generation car builds on

the original models success. Presenting a chunkier

face to the world, Hondas engineers have added a

few aerodynamic tweaks to boost cabin refinement

and overall efficiency. The latter is important, as this

element plus selective engines improvements have

resulted in economy and emissions gains. Its also

revised the cars ride and handling performance to

boost driver appeal and cabin comfort.

Talking of green issues, this Jazz has the honour

of being the first small production hybrid. Keen to

broaden the appeal of such technology beyond its

Insight model, the Jazz hybrid follows on from the

Japanese firms sporting CRZ petrol-electric model.

As a result, Honda listened, took on board the

feedback and now offers a CVT that should please

buyers seeking a smoother experience akin to than

of a conventional auto, but without the fuel economy

penalties.

Existing Jazz owners will be familiar with the cars

1.2 and 1.4-litre petrol engines, which now boast CO2

levels of 123 and 126g/km respectively in manualgearbox trim and return a combined fuel economy

reading in the low 50s mpg.

The hybrid borrows much from Hondas existing

Insight model, right down to the CVT gearbox. It

manages 62.8mpg and boasts a lower 104g/km CO2rating, the latter Honda claims is the lowest for an auto

gearbox car in the Jazzs market sector.

On the road the petrol cars are as you would

expect - willing, capable and refined. In 1.4-litre

trim plus the new CVT gearbox, the Jazz is easy to

drive and the box offers a welcome extra layer of

refinement over its predecessor. Furthermore, the

traditional enemies of CVT-equipped cars - inclines

and fast moving motorway traffic - are no barriers to

progress. Theres plenty of power available to get you

moving and maintaining a steady speed.

This is also the case for the hybrid Jazz. Even in

Eco mode theres enough thrust available for out of

town excursions, while urban motoring is dispatched

with predictable ease. The easy to read instrument

displays keep you informed regarding fuel consumption

and the current combination of engine and electric

power, which do a clever job of nudging you in the

direction of more considered and smoother driving

behaviour.

Good though it is on the road, theres more to the

Jazz than the driving experience. Its versatile nature

is another major attraction for buyers, and the cars

folding rear seats offer a greater level of versatility than

the little Hondas more conventional rivals.

With its well built and versatile cabin, a good level

of standard kit plus the various improvements to

the driving and ownership experience, Hondas Jazz

remains a tough act to beat. The hybrid model will

please those wanting to pay less for their motoring,

too.

FACTSModel: Honda Jazz 1.4 EXCVT.

Range from 11,295 otr

Engine: 1.4-litre petrol unit

developing 99bhp.

Transmission: CVT

transmission, driving the

front wheels.

Performance: Maximumspeed 109mph, 0-62mph

13.1 seconds.

Economy: 51.4mpg.

CO2 Rating: 128g/km.

www.bassetts-honda.co.uk

HONDAjAZZ


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BRIDGEND

WITH A raft of awards under its belt

and the best reception for a crossover

model since the Nissan Qashqaikick-started the new sector into life in

2007, you might expect Peugeot to sit back and bathe

in the warm glow of the 3008s success.

Not so. Instead, the French manufacturer has been

keen to exploit the family cars popularity by updating

the shiny new range even further, with an even more

powerful diesel automatic version.

In Exclusive trim level, the new variant is essentially

the new 3008 range-topper and its six-speed automatic

gearbox befits the most luxurious variant in the range.

With greater performance and comfort on offer,

its not difficult to see why Peugeot opted to introduce

the new transmission combination, along with the

Dynamic Roll Control rear damper system, which

improves both the ride and handling still further.

The 163bhp engine is a revised version of

Peugeots 136bhp 2.0-litre diesel. A comprehensive

overhaul has seen power increase but, crucially, the

peak torque output comes in from just 2000rpm,

helping the model to maintain a more than respectable

fuel economy figure despite additional power.

That said, if it is speed you are after, the 150bhp

2.0-litre diesel is marginally quicker to 62mph, albeit

with a fractionally lower top speed. It also boasts better

fuel consumption and lower emissions.

But the key factor for many drivers will prove to be

the 163bhp models automatic transmission, one that

cant be specified with the manual only 150bhp model.

With its SUV pretensions, the automatic gearbox

suits the 3008 particularly well. Combining with the

lofty driving position and the contoured, upmarketcockpit design, it makes the 3008 feel like a natural and

accomplished long distance cruiser. A stylish button

and control layout may come as a surprise to drivers

who arent familiar with the brand, and material quality

is above average.Of course, one of the key features of a crossover

model is hatchback-like handling characteristics, and

the latest 3008 does not disappoint. Built on the

same platform as the 308 model it naturally boasts

a composed character despite the bulkier and taller

body, but the addition of the aforementioned Dynamic

Roll Control improves things even further.

Body roll well contained putting cornering ability

on a par with a hatchback model, while the ride quality

retains a welcome air of SUV.

A sequential manual mode for the automatic

gearbox adds a further dimension, although the

gearboxs ability to adjust to driving style means

that drivers likely to want to make the most of the

feature will find they dont need to. Although not as

sharp as the twin clutch offerings available from some

manufacturers, the torque converter automatic unit

proves more than capable of responding quickly to

gearing requirements.

Working with the low-down pulling power of the

2.0-litre diesel unit this leads to a refined and relaxing

feel at the wheel. Easily judged proportions are aided

by the short bonnet profile and hatchback, making

the 3008 easier to manoeuvre than a traditional SUV.

Thick C-pillars do obscure rear three-quarter vision,

however.

Head-up display, tyre pressure sensor, dual zone

climate control and cruise control with a speed limiter

are welcome features, but Peugeot has not forgotten

the 3008s family role. A full length glass sunroof

benefits rear seat passengers as do built in sun shadesfor the side windows and masses of interior storage.

FACTSModel: Peugeot 3008 2.0HDi 163 Exclusive.

3008 range from 15,495

on the road.



250lb/ft of torque.


automatic transmission,driving the front wheels.



10.2 seconds.


Economy: 42.8 mpg.

www.leeandturner.co.uk

PEUGEOT 3008


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CARDIFF

THE FAMILY hatchback market might be more

competitive than ever but, on the evidence

of buyer trends, its the same familiar brandsthat feature at the top of the sales charts.

One name, Ford, has dominated the market for

longer than most rivals care to remember. In the case

of its mid-size Focus it would appear that Ford can do

no wrong. From the groundbreaking first generation

car to the present day, this mass market commodity

has tempted countless buyers into signing on the

dotted line.

This latest third generation car is no different.

Although the overall shape remains familiar, the

current Focus has evolved into a more streamlined

and premium-looking vehicle. The same is true of the

cars character, which leans more towards comfort and

refinement than its predecessor.

Its a deliberate move by Ford to capture the

premium ambience of some of its rivals. With so many

car firms moving their products further up market,

even regular family hatchbacks now boats the look and

feel of something more expensive.

The cabin is noticeably driver-centric, with the cars

major controls close to hand. Theres also no shortage

of information available to the driver, what with a pair

of superbly clear electronic displays - one for the audio

unit and one between the main dials.

Fans of the old car will feel right at home thanks

to a familiar feel to the various types of switchgear.

Newcomers will be faced by a more upbeat and

engaging experience than whats available in some

rivals, as the overall cabin ambience is lighter and

brighter than the traditional German opposition.

For all the creature comforts, and there are many,the harsh reality of motoring in the 21st century

cannot be avoided - it can be a costly experience.

Like many, Ford isnt unaware of the pressures on

consumers finances, and among the Focus engineline up is a frugal 1.6-litre diesel offering wallet-friendly

performance and economy without a hint of any

compromise.

Producing 115 horsepower, the refined engine

emits only 109g/km CO2. Factor in the now familiar

trick ways of achieving the latter - active aerodynamic

aids, engine stop-start - and the cars 67.3mpg official

economy figure looks perfectly believable.

And just so you dont think this Focus variant is a

special hair shirt edition, the cars trademark premium-

feel cabin remains intact, you can specify a whole host

of tempting options and the driving experience isnt

diminished by the engines desire to sip as little fuel as

possible. In short, this Focus behaves like every other

Focus.

The engine stop-start function works as advertised,

is unobtrusive in use and quick to respond when you

want to pull away from standstill.

For company car users this Focus makes a lot

of sense. Aside from the obvious fuel economy and

emissions figures, the complete absence of any related

compromise - reduced performance - makes it a

suitable all-rounder for tackling everything from the

daily commute through town to racking up hundreds

of motorway miles in one day.

That it can do that and prove entertaining when

you want to have some fun is the attribute thats so

often separates the Focus from its many rivals. Factor

in safety and comfort equipment that only a few years

ago would have been the preserve of luxury cars

costing tow or three times as much and its easy to seewhy this latest Focus is such a big deal.

FACTSModel: Ford Focus Zetec1.6 TDCi (Start-Stop) 5dr

Focus range from 13,995


developing 115bhp.


manual gearbox, driving the

front wheels.

Performance: Maximumspeed 120mph, 0-62mph

10.9 seconds.

Economy: 67.3mpg.


www.fordthorne.co.uk

FORD FOCUS


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CARDIFF

COMPACT saloons are not a particularlycommon sight in the UK. While our

European cousins are partial to bootedvariants of many of the hatchbacks that we

know and love in our home market, UK car buyerscontinue to vote with their feet in opting for five-doorswhen it comes to smaller family cars.

Of course, in the larger vehicle segments, thesaloon is much more popular. The three-box bodyshape gains instant recognition as a more stylish,executive choice, whereas the five-door shape has amore down-to-earth appeal.

This makes Volvos S40 something of an anomalyin the UK market. A difficult car to place, it has theexterior dimensions of a C-segment family hatchbackbut the sharp, executive styling of a D-segment saloon.

The result is that if you compare it to a model likethe Ford Mondeo or Vauxhall Insignia it feels a little

small, but if you compare it to a model like the FordFocus or Vauxhall Astra it appears less practical.

The first triumph hardly comes as a surprise givenVolvos reputation for building sturdy and robustvehicles. From the very first impression its clear thatthe model benefits from the solid build quality of alarger, premium saloon model.

The R-Design trim level comes into its own inleaving the occupants with a sense of quality. Stylish,brushed aluminium additions to the exterior make theinterior feel very upmarket. Combined with the neat,two-tone leather, the S40 R-Design has all the makingsof a pint-size luxury saloon, aided by the exemplaryquality of the fit and finish.

Present across the Volvo range, the floating centrestack system is one of the most ergonomically pleasing

arrangements available. Although some of the buttonsare a little small, theyre stylishly incorporated intoan extremely simple to use design. Cruise control

and sound system controls are located on the chunkyR-Design steering wheel and even the dials have a

functional flair.Outside its no different, with large alloy, a boot

spoiler, beefed up bumpers and brushed aluminiumdetails giving the model lots of kerb appeal.

Engine choices run the gambit from 1.6-litre to 2.5-litre, so both economy and performance are available.Somewhere inbetween sits the tractable 2.0-litre dieselunit. Although the quoted fuel consumption figuresarent so easy to achieve in real world driving, it stillpost in a highly respectable return on fuel and packsenough punch to make it brisk and comfortable on theopen road, while remaining a breeze to drive aroundtown.

Combined with Volvos Powershift twin-clutchtransmission, the 2.0-litre diesel S40 makes for avery capable cruiser. Gear changes are smooth even

at high rpm, with the automated box taking careof gear selection for you. Its easy to override usingthe selector, but the system works well enough forintervention to be unnecessary.

Although offering a more compact alternative tothe regular premium saloon, the S40 cant match theoutright practicality of a five-door hatchback. However,for drivers who rarely fold the rear seats flat butstill opt for a five-door as a compact saloon variantsimply looks to out of place on UK roads, the S40makes sense. The boot is still a good size and provesaccessible, while the front of the cabin feels roomy andaccommodating.

Premium saloon attributes squeezed into a familyhatchback footprint looks like a great combination onpaper and proves to be in the flesh, too. For drivers

feeling stymied by the limitations of the UK market, theS40 could be a very welcome alternative.

FACTSModel: Volvo S40 2.0D R-Design SE Sport Powershift.

Volvo S40 range from

17,995 OTR



236lb/ft.


automatic transmission,driving the front wheels.



9.6 seconds.

Economy: 47.1mpg.


www.volvocarscardiff.co.uk

VOLVO S40


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CARDIFF

FOR ALL the doom and gloom of 2010,one car brand shone extra bright: Hyundai.

Although its happy to acknowledge that theGovernments scrappage scheme played its

part, it does help if you have the right product in thefirst place.

Post-scrappage the company is still doing greatbusiness, and nowhere is this more obvious than withthe little i10. It feels like an age away since buyers wereprepared to wait months for the diminutive hatchback,but they all knew what they were doing.

Cosmetically the i10 benefits from Hyundais newfamily nose. This design theme is already present onthe larger ix35, and is set to be the norm on futuremodels. On the mechanical front the cars 1.2-litrepetrol motor is now cleaner, more efficient and morepowerful. Also, replacing the 1.1-litre unit is a newthree-cylinder, 68bhp 1.0-litre engine. This forms thebasis of Hyundais eco-centric i10 Blue variant.

This high-tech three-cylinder engine achieves animpressive 67.3mpg on the combined cycle and boastsa congestion charge and VED-friendly 99g/km CO2rating. Even if you dont live in or plan on makingregular trips to London to offset the Blue variantsslightly higher price, the 85bhp 1.2 unit delivers61.4mpg and an equally impressive 108g/km CO2rating. Engine stop-start technology is thrown in forgood measure.

The i10 is something of a refreshing surprise inwhat is an incredibly competitive market. Small carsare everywhere, and small, cheap cars arent exactlya scarce commodity. What makes the i10 special isHyundais decision to treat its mini model as somethingbigger. You only have to look around the cars cabin torealise that you can leave your hair shirt at home.

You want air conditioning? No problem. Electricfront windows? Absolutely. Somewhere to plug in yourMP3 player? You bet. Seriously, this is what the i10 is

really like - anything but a budget runabout - and itsone of the reasons why buyers flocked to the outgoing

model in their droves.It might appear no larger than most other cars

on the market but appearances are deceptive. Fivedoors are the norm here, yet the i10 is easily able toaccommodate four adults.

The i10 is also more capable on the road than youmight think. Small, inexpensive cars arent supposedto be up to much - at least thats how it usually works.The little Hyundai is not your usual small car, though.With its direct and accurate steering, supple ride andrefined cabin, it would appear that compromise hasbeen ripped out of Hyundais corporate dictionary.

With its eager hum and refined character, the1.2-litre i10 is more than capable of keeping up withthe rush hour traffic and never feels out of place onthe motorway. Sure, you have to plan ahead on fasterroads, but the units eager nature makes light work ofthe point-and-squirt urban environment. Theres noquestion that the engines added oomph and the slickfive-speed manual gearbox helps. A four-speed auto isalso available for the 1.2 variant.

The i10 Blue isnt far behind, either. Sure, itgets by with less power, but the three-pot motorswillingness easily outweighs any on paper deficiencies.Its surprisingly refined, too. Predictably the i10 Blueis more of a city car than its more powerful four-cylinder cousin, however it never feels out of puff awayfrom the city limits and easily holds its own on themotorway.

Theres no question that the i10 is a good car - itdrives well, feels solid and is exceptionally practical forits size. That it comes equipped more like an entry-level family hatch is a bonus, and one that potential

customers are now starting to appreciate. Factor inhigh levels of reliability plus Hyundais famed five-yearwarranty and its clear that this i10 is no lightweight.

FACTSModel: Hyundai i10 1.0Blue.

i10 Range from 8,345

OTR


developing 68bhp.


manual transmission as

standard, driving the frontwheels.



14.8 seconds.

Economy: 67.3mpg.

CO2 Rating: 99g/km.

www.wessegarages.com

HYUNDAI I10


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EFFICIENT DIESEL engines have always beenessential to the family car and MPV sector, but

recent advances in economy and fuel efficiencyhave been quite startling.For a seven-seat model capable of well in excess

of 100mph and boasting a 0-62mph time that wontleave drivers stranded at the lights to achieve 54.3mpgon the combined cycle and 138g/km CO2 emissionsis a remarkable achievement.

The Qashqai+2 is not alone in its ability tocombine the safety and equipment expectations ofa modern car with seven-seats and budget-friendlyfuel consumption. Offering for Peugeot and Citroenare similarly frugal and accommodating. Few havemanaged to carry it off with the novelty and popularappeal of the Qashqai however.

A large part of that appeal comes courtesy of theSUV inspired crossover styling. The original intentionwas to offer presence, ride height and driving position

familiar to an SUV in a compact footprint with car-likedriving characteristics.

Of course, the extension of the platform inQashqai+2 form gave the seven-seat model evenmore of an SUV resemblance, so theres a certainirony in the 1.5-litre dCi model only being available infront-wheel drive format.

In this frugal specification the onus is onbudgetary, rather than off-roading, concerns. Frontwheel drive limits transmission losses and reduces thevehicles overall weight, allowing the 1.5-litre dieselengine to offer maximum economy.

Despite the industry wide downsizing trend, 1.5-litres in a car of the Qashqai+2s stature still initiallyappears and odd combination. The on-paper figuresmake for positive reading, however. 102bhp, 177lb/ft

of torque, a top speed of 108mph and 62mph in 13seconds will happily suffice in a fuel efficient seven-seater.

The figures translate into real-world driving well,too. Although hardly shattering performance, the 1.5

dCi equipped Qashqai+2 picks up speed in a smoothand lag-free manner.The Qashqai ranges recent refresh stretched as

far as the suspension and chassis settings, too. Alreadya comfortable and responsive drive, the updatedmodel is improved, particularly in terms of the former.Ride quality is very impressive and the model provesadept at long distance cruising.

Crucially, none of the models joie-de-vivre at thewheel has been lost. For a large and lofty vehicle, theresponsiveness of controls and feeling of stability atthe wheel continues to impress. The addition of ESP asstandard is also reassuring in a family vehicle.

Of course, the fold-out rear seats remain suitablefor use only by smaller occupants or for occasionaluse. Adults will find them too compact for all butshort journeys, although they are equipped with full

seatbelts. Access is good via the rear doors, with thesecond row folding forward with ease. Folding thethird row out is also a pleasantly simple affair.

In sensible, grown-up 1.5 dCi specification theQashqai+2s more mature styling makes even moresense. Revised light units at the front and rear and newbumpers have given the model a more sophisticatedlook that arguably suits the larger model in particular.The interior has been given a mild restyling, too.Sharper dials and displays greet the driver. The viewfrom the drivers seat remains excellent, even if rearvisibility is a little restricted by the small rear sidewindows.

The Qashqais intriguing mix of qualities is madeeven more enticing by the efficient 1.5-litre dCi unit.What it lacks in pulling power, it makes up for in

family-friendly practicality and frugality.

FACTSModel: Nissan Qashqai+2Acenta 2WD 1.5 dCi.

Qashqui Range from 17,895

on the road.


developing 102bhp and 177lb/

ft

of torque.

Transmission: Six-speedtransmission driving the front

wheels.

Max speed 108mph, 0-60mph

13.20 seconds.


Economy: 53.3mpg.

NISSANQASHQAI

www.wessegarages.com

CARDIFF


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Acouple of miles down the road I wastempted to get out, walk around the back

and double-check that I was driving aVauxhall Astra.Ive driven quite a few generations of the Griffin-badged hatch and each one has fallen frustratinglyshort of the class standard. Frustratingly becauseAstras have always had stonking engines which, ofcourse, have illuminated the chassis shortcomings...

Not here. This Astra SRi feels sweet, ridingwith great suppleness, steering with precisionand cornering with innate poise. The only thing itdoesnt have is much go, though thats becausethis is the base SRi with just 138bhp from aturbocharged 1.4-litre petrol in-line four. The178bhp 1.6 turbo (more on which in a minute)makes a much better partner for what looks andfeels like a big car for its class.

If the SRi badges werent fitted, you wouldnt

guess it was a sporty version. The 17in alloys wearplump 215/50 Bridgestone Turanzas and theresnothing edgy in the cars stance.

The way it moves down the road isnt sportyin the traditional Vauxhall fast hatch way either,i.e. the ride isnt rocky. Instead theres fine bodycontrol, decent steering feel and weight, andwonderfully accurate and effortless responses.

Its these attributes that encourage you to presson, and when you do the balance and poise of theSRi, and the depth of its control, are impressive.The new rear axle design has transformed the carsdynamics.

The turbocharged 1.4-litre feels almost normallyaspirated, the exertions of its light-pressure turbo- helping deliver 147lb ft of torque between 1850

and 4900rpm - largely smothered by the mass ofthe biggest-ever Astra.The gearing beyond first and second is quite

long (mental maths puts the theoretical top speedin 6th at 200mph) so its not a fast hatch in the

traditional sense. The claims are 9sec dead to60mph and a top end of 128mph, with a combinedmpg of 47.9.

We also tried the 178bhp 1.6 model, but fittedwith optional FlexRide suspension. The enginelifts the performance firmly into warm hatchterritory (where it should be with the SRi badge),with decent low- and mid-range urge and a top endworth using.

The new Astras interior is very like that of therecently launched Insignia, and very smart it is too.At night there are pockets of subtle red lightingand glints of chrome, and it appears just as classy indaylight; of high quality and solidly made (in Britain,incidentally).

Refinement is very good, the driving position isspot on and the optional ergonomic sports seats

(450) are excellent too.As we said earlier, the new Astra looks and

feels like an XL-size hatch in this sector and its notas distinctive as the previous-generation model orparticularly original. No matter, we love the waythe new Astra drives, even with the modest 1.4turbo engine. Dynamically, its right up there withthe very best in the class.

The stock SRi chassis with the 178bhp 1.6should be a sweet combination, and you wonderjust how good a properly quick VXR version willbe. Very, would be our guess.

FACTSVauxhall Astra SRi 2Astra prices from 12,995

Engine: In-line 4-cyl, 1364cc,

turbo

Max power: 138bhp @

4900rpm

Max torque:147lb ft @

1850-4900rpm

Top speed 128mph (claimed)0-60mph 9.0sec (claimed)

VAUxHALLASTRA

www.evanshalshaw.com

EAST WALES


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IT MIGHT have taken a little time but with eachsuccessive model, Citroen is proving that it hasnt lost

the knack of makingattractive-looking and enjoyableto drive cars. The puristscan smile again, and so canthe rest ofus.

The French firms second generation C3 compacthatchbackjoins the recently launched C3 Picassominipeople carrier and C5 family hatch - all of which proudly

display Citroens bold chevron-inspired nose and boldcurves.

And while this C3 retains its predecessors 2CV-likeprofile, everything else is different. The lights - fore andaft - are glossy and expensive-looking just like the C3

Picassos. Theres also a general feeling of improvedquality everywhere you look; from the exte-rior panelgaps and aforementioned lights to the completelyredesigned interior, this is no bargain basement supermini.Oh, and itcanbe had witha big windscreen- a really bigwindscreen.

Its a costoption but this Zenith windscreen finishesbehind your head, giving youan incredible view bothforward and overhead. Theres a sturdy sunblind toensure you dont get burnt, and the extra light adds to thealready airy cabin ambience.

Okay, so it wont be a deal breaker for many buyers,but the screens existence is proof that Citroen once againfeels confident enough to think outside the (tin) box.

This newfound emboldenedattitude is evidenteverywhere in the C3s cabin. The overall level of quality

has beengreatly improved, with the end result anexperience more akin to that of something from the classabove.

Gone are the fiddly controls and hard plastics ofold,replaced by smooth contours, classy switchgearand a welcome feeling of solidity. The cars chunky main

controls and easy to read instruments are a delight to use,and there are no complaints regarding the comfortableand supportive seats.

Staying on thecomforttheme, thecar might not havegrown in size like many of its rivals but Citroens engineers

have found more cabin space - rear legroom is better andeveryone should feel more comfortable on long journeys.The same is true at the back, with the cars boot a usefulsizeand thesplit/ fold function no doubt a welcomefeature foran active and growing family.

The C3s engine range has also matured. It nowoffers

a useful choice of petrol and die-selunits - including thenow essential 99g/km CO2 diesel motor. Five-speedmanual gearboxes are standard issue on all bar theflagship diesel (it gains an extra cog), and the performancefrom the two sampled engines (1.6 VTi petrol, 1.6 HDi

diesel) is worthy of some serious praise.Never previously regarded as a carthat delighted

enthusiastic drivers, this C3 is nowa much sharper,more willing and easily a better handling and riding car.Nowhere is this more obvious than at speed; while nota superminis usual habitat, motorways can be tackled

with confidence while twisty backroads are should raisea smile or two.

If youre interestedin making economy savings,Citroen is promoting one trim level in particular:Airdream. Partneredwith a special versionof the firms

99g/km CO2 1.6-litre diesel,this carboasts a fewaddedaerodynamic tweaks plus other eco-friendly changes toachieve its impressive lowemissions figure.

Citroen might be keen to focus your attention on theC3s mammoth windscreen but theres so much more to

this thoroughly enjoyable supermini.Displaying a vastly improved ability to impress on the

road and an aura of qualitynot seen in its makers smallcars for some time. theC3 is a great all- round package.Whetheryoure upgradingfrom something smallerordownsizing and want to retain all your creature comforts,

theres something for everyone.

FACTSModel: Citroen C3 1.6 HDi90 Exclusive, from 15,200.

Range from 10,800.


developing 90bhp.no


transmission delivering power

to the front wheels.

Performance: Maximumspeed 112mph, 0-62mph 11.0

seconds.

Economy: 65.7mpg.


CITROEN C3

www.lookers.co.uk

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PEUGEOTS 3008 has stolen a march on thecompetition by being fitted with the first diesel-

electric hybrid powertrain to hit showrooms inEurope, marrying the twin benefits of short-termelectric-only power with diesel torque and efficiency.

The system works in roughly the same way as thelong-established Toyota version seen in several of itsmodels like the Lexus RX450h and Toyota Prius. The3008Hybrid4, or HY4 for short, has a complete andfully-integrated hybrid system that neverneeds pluggingin, and has no issues with potential range.

Where this system differs from the existing fullhybrid systems is that the electric motor is much smaller- it puts out just 27 kilowatts compared to the Prius60-kilowatt system, and the motor drives the rear wheelsleaving the fronts to the engine.

Peugeot wanted to give the 3008 maximum efficiencyand a smaller motor means less friction,which in turnmeans lower CO2 and big tax benefits across Europe.The base model puts out 99g/km of CO2, making it road

tax and congestion charge exempt in Britain.The mid-range and limited edition range-topping

versionboth emit 104g/km, which puts themin thelowest chargeable road tax band in this country, butsignificantly forPeugeot thats a crucial marker for taxbenefits in its home French market.Either way, its aremarkable figure considering the cars relative size andweight - 140kg heavier than the diesel-only 3008.

Fuel economy is equally impressive. On the combinedcycle the mid-range model officially returns 70.6mpg(slightly less than the base model), but its in townwhere it really shines. During the launch in the northernFrench townof Dinardwe had a chance to drive it ona low-speed urban route around short, narrow streetsand it returned 71mpg in all the default driving settings.Astonishing, really.

Cars likethis have been tuned to be driven a certain

way. In a way the 3008 HY4 is just like the road racerPorsche 911 GT3 RS - designed more or less for onething only, but supremely good at it.The 3008 just needs

constant gentle use of the controls to excel.One of the key benefits that the HY4 systemoffers

is the abilityto choose oneof four driving modes, makingit more versatile than youd expect.The ZEV - ZeroEmissions Vehicle - mode biases the car towards using theelectric motor, which is great for in-town driving but notso good for inclines.

Sportmode biases thesystem theother way, usingthe diesel engine almost all the time and givingthe full200bhp, 332lb.ft thrust. In this mode the 3008 HY4is actually pretty good to drive, and although it showsquite a lot of body roll it suits thecharacter of the car andallows it to ride very well. Its a surprisingly comfortablecar all round.

The othertwo modes are 4x4 and Auto. While 4x4hardly turns the 3008 into a Land Rover Defender, it doesgive valuable extra traction in sticky situations, like if youneed to drive the car uphill out of soft,wet sand. Thatexact situation was set up on the launch and the systemworked, albeit less impressively than that of a proper

4x4.Theonly thing Auto doesnt do is switch

automatically to Sport mode. Even pushing theaccelerator into the carpet doesnt, which means youhave to select Sportmanually if you want to overtakequickly. Its a bit clumsy,but its a relatively small area ofcompromise.

One question on potential buyers lips might bewhetherthe system is refined or not. It is,and very muchso as long as you work the pedals gently. The engine andmotor cut in and out with no clues whatsoever beyondthe helpful active diagram on the central screen.Get moreinsistent with the accelerator and the system becomes alittle jerkier as it does its thing.

All in all, the 3008 HY4 is an excellent car, and goodvalue compared to its diesel-only counterparts. It offersmore performance, more prestige and much better fuel

economy, especially in urban environments. Its a veryconvincing package that deserves to do well.

FACTSModel: Peugeot 3008 Hybrid4,26,995 on the road.

Engine: Diesel-electric hybrid;

2.0-litre 163bhp diesel engine

with 37bhp electric motor,

creating a total of 200bhp and

332lb.ft of torque.

Transmission: Electronically-

operated manual gearbox

attached to the engine and

driving front wheels; electric

motor driving rear wheels.

Performance: Top speed

118mph (limited), 0-62mph in

8.5 seconds.

Fuel economy: 74.4mpg.

CO2 rating: 99g/km.

PEUGEOT3008 HYBRID4

www.lookers.co.uk

EAST WALES


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LIBERATING is not a word often used whentalking about D-segment volume sellers, but it

can be applied to Vauxhalls Insignia.This isnt one of those lectures about the

private car being the key to personal freedom. Instead,what the Insignia offeredus is the liberating experienceof being allowed to like it.

There can be little doubting the popularity of theInsignias Vectra predecessor, it remained the FordMondeos key rival in the rep car stakes throughoutits lifetime, but to stand in front of your friends andsay that you loved it would have been social suicide.Suffering from a reputation for blandness despite all ofits impressive qualities, familiarity bred indifference.

Not so the Insignia. Eachtime one passes by thegut reaction is that the driver has made a smart choice,and its hard to envision that wearing off any time soon.

If the driver was sat in the 2.0-litre diesel variantthey would almost undoubtedly be thinking theyd

made a smart choice, too, because its not just thatsleeker, more executive exterior that boosts appeal.The interior is an altogether plusher experience.

Outside, its details like that swooshes in theforward doors, designedto make the gap betweenthem and the front wheels look greater andimitate thestyling of rear-wheel drive premium models, that raisethe game. Inside, its the contoured, wraparound effectof the cabin and the metallic inserts on the switchgear.

Finishing touches are one thing. Much harder toachieve is the level of refinement that the 2.0-litrediesel model is able to offer. Complete with six-speed automatic transmission, its able to competewith considerably more expensive vehicles in thisdepartment.

Well suppressed wind and road noise are among

the vehicles key attributes, but the impressive extentto which the two-litre diesel has also been subduedstill comes as a surprise. As a result, its an isolating

experience in the cabin, one thats made even moreenjoyable by the level of finishing quality.

Of course, fill a car with equipment - the SE modelis halfway up the trim ladder but has no shortageoftoys or safety kit - plus a lot ofweighty sounddeadening material, and the performance will beblunted.

Vauxhall attempts to overcome this by offeringtwo versions of the 2.0-litre diesel unit. With 158bhp,30bhp more than the standard unit, the morepowerful engine manages a respectable nine second60mph dash. Perhaps more relevant is the additionalovertakingsurge from the extratorque that makes thecar adept at gettingout of middle lane motorway strife.

The diesel engine doesnt cause the ride to suffer,either. Its well suited to the motorway, although adegree of firmness means its far from squashy on aB-road, and entirely predictable cornering coupled towell-assisted but not overly sharp steering helps make

covering ground at speed a breeze.Inside, the Insigniafeels as roomy as both its

traditional and new-found competitors despite thecosseting effect of the wrap-around cabinin thefront. Impressive legroom in the rear also adds tothe feeling of spaciousness, buttheres a notable lackof headroomin the rear, thanks to the styling of therakish roof.

On the plus side, the large rear hatch allows accessto the decent size boot. A pronounced lipmakes it lesspractical than the Sport Tourer, but in terms of volumeits a good effort.

Vauxhall will be hoping it can say the same thingaboutsales volumes as the Insignia becomes moreestablished. With quality edging towards premium andengines like the 2.0CDTi that maximise the models

attributes, it shouldnt have much to worry about.

FACTSModel: Vauxhall Insignia 2.0CDTi 160 SE 5dr Auto.

Insignia Range from 19,815

OTR



ft of torque.


automatic transmission, driving

the front wheels.


speed 134mph, 0-62mph 9.0

seconds.


Economy: 41.5mpg.

VAUxHALLINSIGNIA

www.newtown-motors.co.uk

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FOR many, the humble people carrier isnt viewedas a fashion item. More of a necessityfor anyone

with children, belongings and anything elseassociated with family life, big box MPVs used torule the sales charts.

Its dominance was eventually challenged by allmanner of alternatives - crossovers, SUVs andsmallerbutmore versatilepeople carriers. However, if youneed the space butstruggle to justifyall-wheel drive or agimmicky seating arrangement that sacrifices load space,theres not a lot to choose from.

Chevrolets Orlando is a big boxMPV althoughyoudnever guess thanksto its streamlined profile. Thecars designers have done a good job of disguising its size.As a genuine seven-seater the Orlando is a rare beast.Discounting lumbering 4x4s andthose cars with fiveseats andtwo extra hidden in the boot floor for children,its hard to find something these days that doesnt costarm and leg money but delivers in the seat department.

This is true of the Orlando, with prices startingatthe same level as a well-equipped family hatchback.Factor in a choice of petrol and diesel plus manual andauto gearboxes and, forcost-conscious families, this bigChevrolet starts to make sense.

A key element of the Orlando is accessibility. Apartfrom the asking price, this also includes getting into thecars third row of seats. Lets face it, if you cant do that- evenas anadult - thenthecarhas failedin its roleaspeople carrier. Thankfully the Orlando delivers, witheven adult passengers able to tolerate more than just aquick trip to the pub.

The same is true for occupants of the tworegularrows of seats - middle occupantswill struggle to findfault,whilethose up front are blessed with plenty of head andelbow room. The lofty driving position is also welcome,

as it makes spotting that distant supermarket car parkspace much easier.Aside from the abundance of cabin storage options

- alwaysa goodthing in an MPV - the Orlandos cabin

ambience is pleasingly upmarket, as is the quality of thecars trim and seat fabrics.

Engine choice is split between 1.8-litre petrol in141bhp trimand 2.0-litre diesel in a choice of 130 and163 horsepower. Realistically the latter makes the mostsense. If money is tight, the lower running costs of thediesel motor arehard to ignore. CO2 emissions forthe lowpower diesel area reasonable 159g/km and186g/km forthe high power model. Fuel consumption is47.1mpg and 40.4mpg respectively.

Diesel refinement is also hard to ignore, mainlybecause its so good. The engines are quiet yetresponsive, andonly make themselves heard when youaccelerate hard.

Saying all that,dont be too hastyto write offthe petrol alternative. Fine for low mileage motoring,refinement is also good andits rare that youll feelwanting more performance during everyday drivingduties. Factor in the option of a six-speedauto gearbox

to replace the six-speedmanual for both fuel types andthe Orlando proves itself to be competent all-rounderon the road.

Chevrolets big people carrier also proves to bea good value proposition, thanksin partto the levelsof standard kit. From the generous amount of safetyequipment to the wide range of thoughtfully chosenconvenience items such as the audio unit, the Orlandoslong list of toys irrespective of trim level will put manyrival offeringsto shame.

Having started out as a brand offering cutpricecars for those on a budget, Chevrolets cars and thecompanys strategy has steadily evolved into a businessmodel that should have the more established makersworried. Value formoney remains a core selling point,but time has seen Chevrolets various products mature

into genuine contenders.The Orlando is just the latest to benefit from thisstrategy, and it shows in the way it drives and the way

its built.n

FACTSModel: Chevrolet Orlando 2.0VCDi 130 LT.

Orlando Range from 15,495


developing 130bhp.


transmission as standard,

driving the front wheels.


seconds.

Economy: 47.1mpg.


CHEVROLETORLANDO

www.chevorletcwmbran.co.uk

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THESE days, no small car is just another smallcar. With B-segment cars like the Renault Clio

and Ford Fiesta making up a quarter of all newcar sales in the UK, if youre stepping into thisparticular fray, theres a lot at stake.

Kia has released its new Rio to try and gain ground- and sales - against cars that have been bestsellers forgenerations. Fortunately, comparing it to the outgoingmodel is like comparing fancy new running shoes totired old plimsolls. The new Rio is genuinely stylish.Kias family grille has been adapted, squeezing betweendevil horn headlights, and the rest of the car is justas provocative. A dull runabout for people wearingslippers, this isnt.

A poke around any model of new Rio will turn upa number of well thought-out storage spaces includinga surprisingly deep glove box, and a good sized bootthats also very deep. Its deceptively spacious, andwith a bit of stacking and shuffling you can squeeze a

lot into it.There are four engines and four trim levels to

choose from. There are 1.25- and 1.4-litre petrolunits, along with a super-economical 1.1 diesel and aless frugal but gutsier 1.4-litre diesel. The spec levelsare called 1, 1 Air, 2 and 3. The 1 Air was a bit of anafterthought in the range, but it does give buyers theoption of specifying air conditioning without having tofork out for full 2 spec.

The mid-range 2 is likely to be the best seller, and75% of B-segment cars are sold with petrol engines,making this 1.4 petrol 2 test car a good yardstick. Onthe outside there are standard 16-inch alloy wheels thatsit comfortably in the arches, helping the Rio to avoidlooking particularly under-wheeled.

Inside, air conditioning joins a four-speaker stereo

system, electric windows all round, electric folding doormirrors, two 12v power sockets, a USB input for MP3players and steering wheel-mounted audio controls.Its a nice place to be, and above all, its as stylish as the

exterior, neither looking nor feeling budget.The smooth 1.4-litre engine is quiet and relaxed in

town, with enough zest on a light throttle to keep upwith traffic. Unfortunately, this model doesnt get KiasEcoDynamics treatment, which includes Intelligent Stop& Go to cut the engine in traffic and save fuel, and lowrolling resistance tyres. Most of the diesel versions dothough, and the lightweight Rio 1 with EcoDynamicswill return 88.3mpg on the combined cycle whileemitting just 85g/km of CO2. That makes it the lowest-CO2 non-electric car engine in the world.

The brakes are fantastic, having plenty of powerwithout being too grabby. The electric power steeringoffers variable resistance, adding weight as speeds pickup, and taking it away for car park trundling. Slottingthe Rio into a space is physically very easy, but visibilityat the front and back is restricted by a high dashboard,a small rear windscreen and thick pillars all round. Athree-door arrives next year, but that wont really help.

If youre a low-mileage driver one of the petrolversions makes the most sense, because even the hugefuel economy of the basic diesel engine cant overcomethe difference in initial purchase price. If youd preferto pay over the odds for a diesel, each will do at least70mpg on the combined cycle to keep running costslow, and are tax-friendly, costing 20 or escaping excisecharges altogether under the current rules.

Although the jump from the Rio 1 to the Rio 2 is1,900, the increase from 2 to 3 is only 700-800,and for that you get heated front seats, climate controland genuinely beautiful 17-inch alloy wheels, withmore besides. The range-topping 1.4 CRDi diesel Rio3 is 14,895, which isnt cheap, but with Kias 7-yearwarranty behind it, its a car that you could buy andkeep with peace of mind. Its a new kid on the block,

but the new Rio has arrived in style.

FACTSModel: Kia Rio 2 1.4 5dr, from13,095 on the road. Rio

range from 9,995


developing 107bhp.


transmission as standard,

driving the front wheels.


seconds.

Economy: 51.4mpg.


KIA RIO

www.wessegarages.co.uk

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PEOPLE carriers and SUVs might haveovertaken the humble hatchback in the

desirability stakes for consumers, but thedemands set out by company car driversrevolve around a much simpler solution: space.

If you need to transport products, supplies ortools of the trade, theres still a lot to be said for theestate car format. Thats especially true if you needyour workhorse to look presentable in a clientscar park and double as the family runabout at theweekend. In this context a van simply wont do,making an estate car the only sensible option.

Furthermore, making the decision betweenmedium or large isnt reserved for trips toMcDonalds. The large estate car, once typified by aboxy Volvo or Mercedes, can be a fine tool but alsoan unwieldy device at the weekend in the supermarketcar park. Downsizing, we are told, is all the rage, andhas helped boost the fortunes of cars like Fords Focuswhen the larger Mondeo was sometimes judged to be

a box too big by some.Its ironic, then, thats Fords third generation

has grown slightly over its predecessor, although theincrease is in the right areas. Theres now more roomfor rear seat occupants, and in estate form the addedcabin space also boosts overall carrying capacity.

With its flat load bay and ability to fold the rearseats with a simple movement, expanding the carscarrying capacity beyond the default setting couldntbe easier. The numbers are pretty impressive, too,with 476 litres available with the seats up and 1,502litres with the rear seats folded.

Driving performance and enjoyment havebeen attributes that can be traced back to the firstgeneration car, and while the emphasis now has swungmore in favour of increased refinement and comfortthe basic qualities are still present.

The cabin is noticeably driver-centric, with thecars major controls close to hand. Theres also noshortage of information available to the driver, what

with a pair of superbly clear electronic displays - onefor the audio unit and one between the main dials.

Fans of the old car will feel right at home thanksto a familiar feel to the various types of switchgear.Newcomers will be faced by a more upbeat andengaging experience than whats available in somerivals, as the overall cabin ambience is lighter andbrighter than the traditional German opposition.

Being thats likely to appeal more at companydrivers than private buyers, its no surprise to learnthat Ford is heavily promoting its diesel engines asthe favoured option. One in particular, a 1.6-litre115 horsepower variant, ticks all the relevant boxesregarding economy, emissions and tax-related costs.

Producing 115 horsepower, the refined engineemits only 109g/km CO2. Factor in the now familiartrick ways of achieving the latter - active aerodynamicaids, engine stop-start - and the cars 67.3mpg officialeconomy figure looks perfectly believable.

In real world conditions the car proves willing

and capable of keeping up with the, brisk pace ofmotorway traffic, and is flexible enough to tricklearound town in a high gear to help save fuel and theenvironment. The engine stop-start function workswell,, is unobtrusive in use and quick to restart whenyou want to pull away from a standstill.

Aside from the obvious fuel economy andemissions figures, the complete absence of any relatedcompromise - reduced performance or refinement- makes it a suitable all-rounder for tackling everythingfrom the urban grind to the office to hauling tools orsamples halfway across the country in one hit.

As a rounded package the Focus estate is hard tobeat despite the increase in choice and competitionin the time since the first generation car hit theshowrooms all those years ago.

For some their company car is little more than

another tool to get the job done, like a stapler or pen.To view the Focus in this way does it a huge disservice- its much more than that.

FACTSModel: Ford Focus Zetec 1.6TDCi (Start-Stop) 5dr.

Ford Focus Range from

13,995


developing 115bhp.


gearbox, driving the front

wheels.Performance: Maximum


seconds.

Economy: 67.3mpg.


FORD FOCUS1.6 TDCIZETEC

www.aberdareford.co.uk

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EVEN if you dont claim to be a car enthusiast,it would be hard to ignore that the Focus has

been a huge hit for Ford. Its been an almostpermanent fixture at the top of the sales chartssince its original launch, and been the benchmarkothers have been judged by ever since.

So whats new? In a nutshell, everything. Nowpositioned as a world car within Ford, this Focus willbe sold around the world. That brings economies ofscale, and is one reason why the car can be had with arange of good value optional equipment packages suchas an impressive safety kit bundle.

Theres also a greater emphasis on economy andemissions, with the range kicking off with a 109g/kmdiesel and the promise of more to more to come inthe future. Engine stop-start technology plus the useof Fords new EcoBoost petrol engines and fuel-sippingDSG Powershift gearboxes add to Fords frugalapproach to motoring.

The cabin is noticeably driver-centric, with the

cars major controls close to hand. Theres also noshortage of information available to the driver, whatwith a pair of su-perbly clear electronic displays - onefor the audio unit and one between the main dials.

Fans of the old car will feel right at home thanksto a familiar feel to the various types of switchgear.Newcomers will be faced by a more upbeat andengaging experience than whats available in somerivals, as the overall cabin ambience is lighter andbrighter than the traditional German opposition.

It takes more than a cursory glance around thecabin to fully appreciate the lengths Ford has gone toin order to, hopefully, maintain its class-leading status.The same is true out on the road as, initially, theexperience appears to have shifted considerably moreto-wards comfort. What has Ford done with the carssporty and engaging character?

In truth it never left, only this time its beencleverly contained in a more refined and composedwrapper. Push a little harder in a corner and youllsoon experience some of the old Focus magic.

Everything is so darn polished now - Volkswagen andthe like should be worried.

Considerable praise should also be directedtowards the engine department. Ford is offering 1.6and 2.0-litre engines in both petrol and diesel form,in a range of power out-puts. In petrol guise theres achoice of 105, 125 and 150 horsepower, while dieselsrun from 115 to 140 and 163 horsepower.

Predictably, the highest output diesel motor scoreswell if you plan on racking up the miles. Its flexiblenature makes light work of long distances, and itssix-speed manual gearbox can be swapped for a DSG-style auto if you wish.

Fords petrol motors have improved beyond allrecognition in recent years. As a willing, free-revvingalternative to the more frugal diesel units, such enginesprove ideal for shorter, stop-start journeys and boastless weight, which further enhances the cars agil-ity.

As the old saying goes, power is nothing withoutcontrol, and the Focus isnt short of systems to keep

you and the car in check.Packaged as a bundle of features, you get a blind

spot warning, lane departure alert, city speed autobraking function and a speed limit sign reader thatdisplays the relevant information in the electronicfascia readout. It was only a few short years ago thatsuch technology was the preserve of expensive luxurycars, and makes the inclusion in a regular familyhatch a big deal.

Make no mistake; this Focus is a supremelycompetent and attractive car. It might take a fewminutes - and a few miles behind the wheel - to fullyappreciate the progress made by Fords engineers, butwhen you do youll be pleasantly surprised by whatsbeen achieved.

The combination of big-car refinement andequipment levels, a rounded and polished driving

experience and an engine range offering real worldsavings are just a few of the many highlights. Even inuncertain times, if its performance is anything to go bythis Focus is destined to be another chart topper.

FACTSModel: Ford Focus range from13,995.


developing 163bhp.


gearbox, driving the front

wheels.


speed 135mph, 0-62mph 8.6seconds.

Economy: 56.5mpg.


FORD FOCUS

www.arrowmotors.com

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IT WAS NOT that long ago that a family car was,quite simply, a car that you could fit your family

in. Peugeot certainly didnt struggle in this arena,with models like its 505 estate proving a sure-firesolution for over-productive loins across Europe.

These days, it takes more than an extra pair ofseats to appeal to demanding family car buyers. Withthe blurring of lines between traditional segmentsleaving drivers with no shortage of choice, a family carneeds to do more than physically envelop a family, itneeds to emotionally envelop them as well.

Crossover models like Peugeots 3008 aim to beall things to all men, offering something to engageevery member of the family. Parents, kids, eventhe dog need to feel catered for if its going to be asuccess.

Dogs are reasonably easy to please. With theadjustable three-tier boot floor at its lowest settingthe boot space is no less accommodating than inthe 308 SW estate model. The 3008s taller body

means theres a slightly higher jump to be made into the rear, but a clever split rear tailgate offers anextended platform and pooch can be prevented fromprematurely disembarking by opening the top portiononly. Once in, theres enough room for Benji to chasethe rear wiper ad nauseam.

Yet in the family sphere of influence, the dogsopinion is generally out-weighed by that of theparents. With this in mind, the 3008 has beendesigned to straddle the varying requirements of lifeas an adult. Versatility is key - the 3008 operatesadmirably on the motorway, in town and in thecountry.

True to its crossover branding, the 3008 fits itsspacious, chunky body and SUV derived featuresatop a reasonably compact chassis. Little overhangand a large glass house makes it simple enough

to manoeuvre around town, never feeling ascumbersome as the styling suggests it might.On the motorway the ride quality of the 2.0-litre

diesel equipped model is the equal of larger models

in the French manufacturers range. Combined withthe slightly elevated driving position the 3008 proves

adept at cruising. In 150bhp form the 2.0-litre dieselunit uses a six-speed manual gearbox with sensiblyspaced ratios that keep the revs down but stillleave potential for some useful in-gear acceleration.Although less than exhilarating, its a worthy choicein a line-up full of worthy choices. Emissions and fueleconomy figures are kept surprisingly low across therange.

More surprising is the way the 3008 rides andhandles away from the motorway. The SUV stylingsare, for the most part, exactly that, but the increasedheight of the model ought to make it less stable on theroad than a 308 hatchback.

More technology is available in the shape of theGrip Control system that means the two-wheel drive3008 can handle soft-roader tasks such as towing andmildly inhospitable terrain.

The lack of a four-wheel drive system means no

bulging transmission tunnel in the rear; earning afavourable vote from rear occupants and children.Head and legroom are good, with masses of storageavailability making the 3008 interior particularly child-friendly. In the range-topping Exclusive model, the fulllength glass roof will prove another big draw for theyouth vote.

Although traditional in its basic interior layout, the3008 features enough quirks give it some characterof its own. The heads-up display, beaming speedinformation in to the drivers line-of sight is an obviousexample. A distinctive, metal embossed design for theswitchgear in the upper centre console also adds anupmarket element.

One of the neatest models to come out of thecrossover revolution yet, Peugeots 3008 managesto fuse an enormous number of ingredients in just the

right measures.A hatchback, estate, MPV and compact SUVcombined its bursting with family appeal.

FACTSModel: Peugeot 3008 2.0 HDi150 Exclusive.

3008 Range from 15,495

OTR



ft of torque.


transmission, driving the frontwheels.



seconds.


Economy: 50.4mpg

PEUGEOT 3008

www.grifnmill.co.uk

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OPTING for a name like Soul requires

a good deal of faith in the product.

Clearly, in the case of Kias distinctive

mini-MPV theres a clever pun to be

found - suggesting not only that driving the model

will indicate youre an individual with hidden

depths, but is also a nod towards South Koreas

capital Seoul, where the manufacturer has its

root.

Theres considerably more to the Soul than

its selection of distinctive exteriors, though. On

paper, the models credentials look fairly average.

The five-door, front-wheel drive platform and

dimensions are typical of those of a family

hatchback. However, the Souls boxy shape

means its a very spacious vehicle.

In the flesh, it seems like a bulky car. The high

rise body, oversize light units and, on the Shaker

model in particular, the large alloy wheels give it

a compact SUV-like presence. Behind the wheel

it feels smaller and more precise, however. The

square body shape makes it easy to position and

a lofty driving position makes visibility out of the

large glass areas particularly impressive, although

the steering column would benefit from being

reach, as well as tilt, adjustable.

Headroom is among the Souls key

attractions, but rear legroom is also in good

supply and the rear will seat three children with

ease, or three adults in a greater degree of

comfort than a regular hatchback.

The light, airy and colourful cabin is wellsuited to family life, with excellent storage in the

front adding to the appeal.

Of course, the large, boxy bodyshape lends

itself to a large boot. A wide and square boot

door opens to reveal what at first appears to

be restricted boot space, but closer inspection

uncovers hidden storage beneath the floor. Fold

the rear seats flat and theres van-like potential.

If pulling unusually heavy loads is common

practice then the 1.6-litre diesel unit may make

more sense, but for regular family use the 1.6-

litre petrol copes well and offers excellent value.

Using a five-speed manual gearbox, the petrol

engine is smooth and refined, though with the

majority of the power very high in the rev range it

needs to be revved hard to find the performance.

Its a more sedate experience around town

where the light steering and controls, slick gear

change and closer ratios make for relaxed driving.

On A and B roads, the Souls impressive

chassis works well with the 1.6 petrol.

Understeer is tamed and the steering offers

a highly respectable degree of feedback meaning

the Soul can be as much fun to drive as its

charismatic looks suggest.

Delivering a well-metered combination of

style, practicality and driving appeal, Kias Soul is

a model with a great character. It appears Kias

faith in the model is well placed.

FACTSModel: Kia Soul.Kia Soul Range from 11,995

OTR


producing 126bhp


gearbox driving the front

wheels.

Performance: 0-62mph in 11.3seconds. Top speed 110mph.


Economy: 47.9mpg

KIA SOUL

www.grifnmill.co.uk

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WITH car makers keen to reduceemissions and save fuel these days,

one obvious place to start is weightreduction. And what better way to cutunnecessary weight than to streamline a cars engine- downsizing is the new black.

Fiat has long held a reputation for enginedevelopment, and its now gone and halved the cylindercount for its popular 500.

Dubbed Twinair the 500s 0.9-litre, twin-cylinderpetrol unit offers significant savings over a largerfour-pot motor in terms of economy, emissions and,unsurprisingly, weight. Fiat is clear that that this enginewill be the first of many, and the aim is to reduceemissions levels to new lows well in advance of anycountry-specific legislation.

The upshot for the consumer is a 500 with morecharacter. When it first appeared some observers weredisappointed by its lack of a technological highlight. Sure,the car was a faithful, if larger, reproduction of a popular

classic. It didnt boast anything groundbreaking, though.Thats changed with the arrival of Fiats Twinair engine,and its difficult to think of a more appropriate home forthis remarkable little motor.

Theres no question that the technologyunderpinning the Twinair engine is impressive. BorrowingFiats recent Multiair development - where airflow intothe engine is managed electronically cylinder by cylinderthrough the units inlet valves, not the throttle - this two-cylinder engine is the product of a clean-sheet design,a new type of turbocharger and a few hundred millionEuros.

In reality Fiats achievement is worthy of significantpraise. In 85 horsepower trim - 105bhp turbo and65bhp non turbo variants are scheduled to follow - youget the power, accelerative punch and cruising ability of atraditional small capacity four-cylinder petrol car but with

the economy and, crucially, emissions of something muchsmaller. How does 68.9mpg and 95g/km CO2 sound?Granted, the 500 is hardly a big car, but thats a 15

percent CO2 reduction over a regular 1.2-litre petrol

500. If you opt for Fiats Dualogic semi-auto gearbox,the numbers are better still, at 70.6mpg and 92g/km

respectively.With all that data in mind, it only takes a minute torealise how much this particular 500 could save you infuel and tax over the course of a few years. Thats onlypart of the ownership experience, however. Turn the keyand you enter a new world of two-cylinder fun.

Fiats engineers have done an excellent job ofisolating the traditional characteristics of such an engine- noise, vibration and harshness, and as a result it provesa charming companion to live with. You immediatelywarm to its slightly offbeat angry bumble bee enginenote. Such a signature tune is perfectly in keeping withthe 500s visual charm and will have you grinning like achild with a whole chocolate bar to itself. Unlike whenthe confectionary has been consumed, the novelty of a500 with half a proper engine is unlikely to wear thin.

Accelerate briskly and you can hear what soundslike a distant 2CV attempting to chase you down, which

is guaranteed to keep you smiling even on the commuteto work. This focus on the intangible elements of the500 Twinair might appear tedious to anyone without thefaintest interest in cars, but given the cute and cheerfulnature of the 500, this added layer of enjoyment is theicing on an already mouthwatering the cake.

Since its launch the 500 has sold well, but was inneed of something special to lift it above its numerousrivals. With its clever Twinair engine, Fiat has injecteda welcome shot of added interest and set a newbenchmark for engine technology.

With equipment levels mirroring that of the regularfour-cylinder model line-up and positioned price-wise astep above the entry-level 500, the Twinair variant is notabout sacrificing creature comforts when in the pursuitof saving fuel end money.

That the Twinair can also be had in 500C convertible

guise is proof that Fiat firmly believes two-cylindermotoring should be fun. And its right: this particular 500is a genuine mini marvel for the masses.

FACTSModel: Fiat 500 Twinair Sport

Freedom Issue No 1 Oct 2011

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