Mercedes-Benz B180 CDi

Mercedes-Benzs are like buses. Having never driven one, I’ve now driven two within two weeks of each other. The first was a Sprinter minibus, an entirely new experience though not the benchmark in driver dynamic by any measure. I was hoping for better when I got my hand on another Mercedes key (which looks more like a USB stick). Perhaps not a C63 AMG as much as I’d like to try one but something relatively exciting at least.

Clashing face

 Peeking outside I was greeted with a B180 CDi. So not the C class coupe I was hoping for. No matter how you look at it, the B-class has a face only a mother could love. Ungainly, busy and unrefined it clashes and crashes together like a laser in a hall of mirrors. Moreover, the B-class has van-like slab sides which combine to make a really rather ugly car. Not offensively ugly to be fair, but ugly all the same. Nonetheless, it was a Mercedes and I was excited to experience it.

Busy sides

Inside, the dashboard is a mix of luxury materials and high build quality combined in a classy design. I particularly liked the triple air vents in the centre of the dash a’la SLS. I gave the dash a knock during my drive to test the plastic quality as I always do and actually hurt my knuckle! This car felt very well screwed together; just as you would expect from a Mercedes. As this is an automatic there was no gearstick. In its place was a hockey puck turn dial which you use to navigate the onboard computer displayed on a colour screen perched on top of the dash. Personally, I thought the screen looked like it was an afterthought but the actual usability was excellent. Navigating the system was intuitive and with Sat-Nav and Bluetooth as standard the equipment levels were generous. The sound system was another nice feature too. The boot was cavernous swallowing an enormous amount of luggage without needing to fold the seats. 

I have no idea what that coffee cup means

All too often with modern cars it seems as though there is no individuality. The B-class throws that rule book out of the window though. A lever on the right of the steering column selects the gears. On the left there was one lever to control the indicators and the windscreen wipers, and a second to control the cruise control. It doesn’t sound much but these changes really did take some getting used to. Each time I accidentally flashed someone rather than spray the screenwash or struggle with finding “Drive” I just smiled to myself. It was great to have something new and different to other cars. Actually the controls weren’t too ungainly and with a bit of practice they were quite straight forward to use. I really liked seeing something new.

Nice place to sit

Once on the go this 110hp 1.5 diesel engine gave plenty of punch with the automatic gearbox changing seamlessly. Occasionally it would bog down when pulling out on to a roundabout but that can be overcome by building the revs slowly rather than just putting your foot down. Two paddles behind the steering wheel can be used to manually change gear but I wouldn’t bother wasting your time. Whilst the change was quite quick, it wouldn’t do it exactly when you wanted to and anyway, this wasn’t a car to hustle. Whilst the steering had a nice weight and feel, giving good feedback through the leather-clad steering wheel, this car wasn’t an engaging drive. The ride was very soft and comfortable, but the bulk of the car is easily felt on B-roads. Motorways and A-roads are where it feels at home. This isn’t a car for the budding racing driver. That raises the question though; what is this car for?

Practical, if not exciting

 That’s a question I struggled to answer. It looks like a people carrier but only has five seats. So effectively it is an estate car, but the added height and bulk which makes it like an MPV mean it doesn’t drive anywhere near as well as an estate should. Looking at the Mercedes range the nearest estate car is the C-class which is almost £5,000 more. I can only think it is for practical reasons that it has been designed this way but a Mercedes Benz without kerb appeal is like a Belgian bun without a cherry.

Certainly for the discerning buyer, this would make a practical and luxury family car provided you can get past the ungainly looks.  

VW Golf Bluemotion

The VW Golf first arrived on our shores in 1974. Since then it has become established as a family car for everyone with no class association. This is a car for your Geography teacher or your mistress. In a way, there is little to be said about the VW Golf because there is nothing that needs to be said. The word “Golf” is enough to describe the quality feel of a Golf and to explain how it will do everything you could ever wish of a car without complaint. It is often considered the best all-round motorcar and continues to dominate sales charts around the world.

VW Golf @ 40

 Volkswagen has a long established method of developing the Golf. To date there has been 7 variations and whilst no two look the same, it is clear to see the family relations. The MK6 and MK7 Golf look particularly similar making it easy to spot a Golf a mile off. They are a reassuring piece of automotive architecture. The model featured here is the Golf Bluemotion – one of their best selling models thanks to low running costs.

Driving a Golf is easy with nothing untoward to catch you out. Stepping into the cabin is like pulling on a pair of old jeans. I do like the new dash layout though it isn’t something to get excited about. The Bluemotion is left wanting for kit though – cruise control for one is lacking – but the touchscreen DAB radio adds a touch of class. I’d say it is the best touchscreen in terms of responsiveness that I’ve used in recent times. It did take me a little while to get comfortable behind the wheel but there was sufficient adjustment in all of the controls to soon find my sweet spot. Within minutes I was settled behind the wheel and covering ground with ultimate ease.

Pointy rear

The high level of competence does however create a problem for the Golf. You approach the car knowing it is going to be good with high expectations. Generally speaking the car won’t disappoint but because it is so good at the majority of tasks any shortcomings are easily noticed and disproportionately irritating. For example, the rear wash wiper is too small and doesn’t clear enough of the rear screen. The wing mirrors are too big and are mounted to the doors which not only looks ugly but then means there is a small window in front of the driver’s door. It doesn’t aid visibility and looks awkward. And the worst part of the whole car? The handbrake! For reasons unbeknown to anyone VW have equipped this latest Golf with an electronic handbrake and it is rubbish! When you come to a stop the car automatically holds itself without needing you to operate the handbrake. To pull away, engage first (waiting for the engine to start courtesy of the Bluemotion’s Stop/Start technology) and pull away. That I like – nice and easy. However, if you stop the car and apply the handbrake via the small button by the gearlever then you can only turn it off with your foot on the brake. It doesn’t sound much but it is a faff with no real tangible benefit over a conventional handbrake. And believe me, the car won’t relent no matter how hard you try to pull away!

Too big and in the wrong place

This is a shame as it detracts from the otherwise faultless Golf. Nice touches abound such as the separate rear cabin lights, vanity light that comes on when you slide back the cover on the mirror and the soft-closing grab handles. Road noise is kept at a minimum too and the 110bhp 1.6 TDi engine provides plenty of power if no challenge to any acceleration records. The VW then throws in the sweetener; covering 240 miles on £22 worth of diesel (approximate 52mpg). As a no fuss companion on a long journey, the Golf is the one.

A drop amongst the red

They say practice makes perfect and arguably Volkswagen has had plenty of time to perfect the Golf equation. They haven’t disappoint and this latest variant only highlights that fact. 

Nissan Juke 1.5dCi

Say what you like, but there is little getting away from the fact that your choice of car is the biggest statement you can make about yourself. Knowingly or not, it tells onlookers your priorities in life, your perceived success and your ideals. Seeing someone’s car provides the opportunity to review their personality in an instant.

Confusing lighting arrangements

 Marketing men are well aware of this and manufacturers respond according to what people want. Over the last few years this has results in a seismic change in the automotive landscape. At the head of this wave of change is the hateful Nissan Juke. I detest everything this car stands for. It’s a 4x4 that by Nissan’s own admission was designed specifically for city use. How can that be? The design is particularly gimmicky and whether intentional or not, ugly. I was distraught when presented with one but figured I should take the opportunity to try one for myself. This would actually be the first Nissan I’ve ever driven.

Busy rear with a small aperture

The driving position is odd. You’re slightly elevated above other car users – a key selling point for this type of car I think. Adjustability was forthcoming but the central armrest lacked in fore and aft movement. The dashboard has a modern look to it with two screens. The stereo was a touch-screen device with a colour rear parking camera and built in Sat Nav. The sound quality was very good as a result of the young target audience. I approve. The second screen controls the climate control and car settings. Eco, Normal & Sport modes were available. Selection of each mode gave a power gauge, torque gauge or G-meter. Sounds cool right? Trying to fathom out what button does what down in the deepest depths of the dash is an ergonomic nightmare. Whilst all the technology was present it lacked the interface to fully exploit them in order to enhance the driving experience as Nissan engineers might have hoped.

Functionally capable, if hard to use

Having given up on setting the climate control, I set off. The 110bhp 1.5dCi engine is a corker and produces a good level of shove permitting eager roundabout exits. The noise is a bit coarse but turning up the aforementioned stereo dealt with that problem. In the mean time I continued to enjoy the lump of torque available at the lower echelons of the rev range. On the motorway the cruise control provided effortless cruising. The buttons, mounted on the steering wheel, did take some getting used to but once I’d figured out how they worked the system was quite pleasing to use. Naturally I automatically selected “Sport” from the off. Afterall it is the only mode worth bothering with. I only came to question my choice when I hit some slight; and I mean slight; undulations on the motorway. Suddenly the car was banging and thumbing, almost throwing me from my seat! Delving deep into the dash I eventually found and prodded the “Normal” button. Instantaneously suspension was reintroduced to the equation – what a relief. In “Normal” model the Juke proved to be a competent motorway cruiser right up until I changed motorways. Tackling a flowing right hander, connecting the M62 to M6, as I would in any other car I found myself suddenly piloting the Jahre Viking. Soft and wallowing don’t even start to describe the awful handling, a direct consequence of the raised ride height. Fumbling for the “Sport” button resolved the issue.

Buried power

You would think, given my disdain for the Juke that I’d be lapping up these issues. Rather worryingly, something very odd happened. I found myself really enjoying the drive. Okay, so you have to be ready to change the mode according to the task in hand but otherwise the Juke is a joy to drive. The keen engine pulls cleanly through the rev range. The gear change, despite a heavy clutch, is a joy with plenty of feedback and a chunky throw. In Sport the handling is surprisingly good and highlighted the communicative steering so often lacking in a modern car. I was enjoying myself so much that when I hit a road closure causing me a 20 mile diversion I was pleased! I simply couldn’t get enough of plotting my way down the lanes with the two sidelights atop of the front wings leading the way.

Establishing what the Juke is trying to achieve is difficult. It isn’t particularly practical with a tiny boot and limited rear legroom. Nor is it all that versatile as an SUV given its road biased design. So it isn’t a city car, nor is it isn’t a family car. Neither is it an outdoor lifestyle vehicle really. What it is then is a complete departure from the norm. Wayward styling coupled with a rewarding driving experience. An addictive hot hatch for the Space Age then.

Urban cruiser

The truly shocking fact is that when the Juke drove away I felt a prang of sadness. Now that is something I never expected. 

VW Polo Bluemotion

Thanks mainly to the BBC documentary, Das Auto, there has recently been a fair amount of chatter about why the British car industry failed when across the channel, in Germany, the car industry has gone from strength to strength. Germany’s strongest player, Volkswagen, has a wide arsenal of vehicles with which it intends to take over the world. At the very forefront of its armoury are the VW Golf and it's little brother, the Polo.

Filled in grille denotes this to be a Bluemotion

Reviewed here in Bluemotion trim the Polo comes equipped with 75bhp 1.2 TDI engine emitting a miniscule 91g/kg of CO₂ and consuming a wallet pleasing 80.7mpg (combined). Certainly head line grabbing figures, but how does this eco-warrior cope in the real world, and does Germany really make cars as good as everyone says they do?

First impressions are good. The MKV Polo was launched 2009 and still looks sharp today. Admittedly, the wide flanks fail to hide the weight the Polo has amassed and this is by no means a small car (Up! Now occupies that territory) but the Polo, unlike many rivals, still looks classy despite its diminutive size. At £15,635 the Polo sits in the higher end of the market but it does come well equipped with cruise control, electric windows and air conditioning. Interestingly, the Bluemotion is the only model in the range which doesn’t have a split folding rear seat.

Rear spoiler reduces drag - and is sporty...

Performance from a 75bhp diesel is never going to be trail blazing but in most situations it is perfectly capable with the turbo willing and keen to propel you along with aplomb. Unlike bigger diesels however, there is no wave of torque to depend on from low revs so you do have to make frequent use of the cogs. It cruises like any other car and wind noise is minimal whilst the stereo has an impressive kick to it. Nothing is stand out, but neither is anything substandard. You soon wonder why you’d want more power, equipment or size, especially as you sail past another filling station with the fuel gauge still on full. I could get used to this!

Fuel gauge rarely moves

However there is one small fly in the ointment and it comes from the next sable down. Skoda’s Fabia Greenline II comes with the same 1.2 engine but this time emitting only 89g/kg of CO₂ and sipping a gallon of fuel over a frankly ridiculous 83.1 miles. At £13,875 the Fabia is £1760 cheaper, has better emissions and consumption and comes from the same parent company. So just why would you choose the Polo?

Let’s not pretend there is a logical reason why you would. The only reason people buy a VW is for the badge on the grille (blanked off for better air resistance) but is there any substance to this perception? For a start the Polo is based on the new PQ25 platform whereas the Fabia makes do with PQ24 platform which has been around since 1999. Certainly the Polo is a pleasing car to drive with direct steering and good levels of adhesion but I doubt you’d notice a difference between the two vehicles unless you regularly tested the handling limits. Performance won’t differ and as shown above and if economy is your real concern, the Skoda is the clear winner.

No, the reasoning behind choosing the Polo over a Fabia - aside from badge snobbery - is quality. The Polo’s interior is awash with high quality materials and nice little touches – for example when you pull back the cover on the vanity mirror (fitted to both driver and passenger’s side) a little light comes on in the headlining; or when you let go of one of the grab handle it smoothly returns to its stored position. The dials too are clear and concise, almost HD in their presentation. Admittedly these are small touches, but combined they make the Polo interior a nicer place to sit and while away the miles.

£1800 badge

Is it worth £1800? I’m not sure but what I can say is that the difference in price between VAG products is not purely superficial. There is a noticeable difference in quality and finish and really, this is a very good thing for it gives more choice to us, the buyers, which can never be a bad thing. Having risen from the ashes of WWII, VW has transformed its fortunes and now offers a car for every buyer – the original aim of a certain Mr A. Hilter with the VW Beetle!

Ford Focus 1.6 Zetec

Public perception is a curious thing. It is the foundation upon which big decisions are often made. Holiday resorts, houses, schools and even cars are ranked on popularity alone. It stands to reason that if something is popular then it must be good. Since it was launched in 1998 the Ford Focus has regularly topped the UK sales charts with buyers appreciating a sensible and practical car at affordable prices.

Focus has continually grown since inception in 1998

The car in question today is from the third generation of the Focus family, equipped with a 1.6 petrol engine producing 105bhp and retails at just under £17,000. For that you get striking white paint and snazzy multi-spoke alloy wheels. Unfortunately these only go so far in disguising what is a pretty ugly car. Where the previous two Focus model were smart and eye-pleasing this latest model is a real monstrosity. Too keen to portray the car as some sort of mini-SUV, Ford has allowed the Focus to grow in length, width and height with some seriously deep flanks. By all accounts, another failed Ford Kinetic design.

Huge flanks lead rise to an unusually shaped fuel cap

The interior is familiar Ford layout and switchgear with the biggest misdemeanour being the stereo. Eventually I concluded that this model was equipped with DAB digital radio, Bluetooth connectivity and voice activation. By all accounts that is an impressive array of equipment but trying to navigate through the entertainment system via the scattered array of buttons was a real challenge. Once mastered, the toys did work well and I particularly enjoyed using the voice activation to dial a phone number, connect my mobile phone and even skip a song that was playing via bluetooth. Over a longer time period I think it’d be possible to become quite accustomed to the ways of Ford’s Sync system, enhancing the ownership experience throughout. Only a lack of cruise control really let down the Focus’ equipment levels. I must also mention the dials which featured lovely baby blue needles. This small feature actually left the biggest impression with me; it is all in the detail as they say!

Blue dials are perhaps one of the smaller components of the car but left a lasting impression

Once on the move the Focus did little out of the ordinary. Acceleration was positively pedestrian at times, particularly out of town, requiring frequent gear changes to maintain progress. Fifth gear ought only to be used on the flat. Recently I came away from the Fiesta with an immense amount of respect for Ford and their chassis engineers as they clearly know how to make a car handle. It would seem the Focus Zetec slipped their mind. The steering was so light and vague that it bordered on dangerous and ruled any enchanting handling characteristics firmly out of the equation.

In fairness the seats were very comfortable, the air conditioning worked well and the wind noise was minimal. The boot was a good size too. Although I didn’t test them, the rear seats did seem very cramped, but that would be the only chink the otherwise faultless practicality armour the Focus holds so well.

The Focus offers everything your average buyer is after, putting practicality and usability ahead of driver pleasure and sex appeal. I would recommend choosing a different engine as the 1.6 petrol brought little to the party with no discernible economical benefit either.

Rotund rear end

Henry Ford is famous for offering his cars in any colour the customer wanted, as long as it was black. Over the years Ford have relented and today offer a wide palette of colours, but essentially, if you just want a car and nothing more, Ford is still a good place to look; an ethos that would sit comfortably on Mr Ford’s conscious.  

Seat Leon 1.6 TDI

I am a VAG fan. There is little point denying it. I like lots of things about VAG. Their talented and extensive engine portfolio, care for build quality and generally smart styling. The new Leon is a car I’ve had little to do with since its launch beyond remarking on the improved, if now a little restrained, styling.

Restrained design lacks DNA

The Leon is a model which has very weak styling DNA. Park a MK 1, 2 and 3 side by side and it’ll be hard to see any signs of evolution. Each one has been very much its own model. Thankfully this means that the questionable looks of the predecessor are gone but so are some of the neat design touches like hidden rear door handles. What you have now is a mild car; design with a risk factor of zero. Painted in grey, as this example was, and you have a contender for the most inoffensive car in the history of design. Only the boot release, which is built into the Seat badge, gave any indication that thought and care had gone in to the design; and to be frank it was awkward to use and soon lost its appeal. Similarly, for a car intended as a practical family man’s steed of choice, the boot opening was rather narrow and high lipped.

One of the few fancy bits of design on whole car - but actually quite tedious to operate

The functional design ethos continued inside with a purposeful dashboard, dominated by the large, easy to use touch screen. It isn’t pretty but nor is it ugly. Everything falls to hand with ease. The equipment level on this car was extensive with cruise control, Bluetooth and a touch screen radio. Further scrolling in the menus on the touch screen found a screen that tells you a whole host of vehicle stats and the screen between the dials revealed oil temperature, coolant temperature and in the face of the ridiculously over-ambitious speedo, the essential digital speed readout.

Very modern interior

Mechanically similar in most regards to the Audi A3 I drove, this is the 105bhp 1.6 TDi. Handling was competent, if un-engaging and devoid of feedback. Pace is acceptable with the gear ratios selected specifically to make the motorway cruising ability of the Leon one of its stronger points. On the motorway it is content to cruise at acceptable speeds and gather haste when required without struggle. The cruise control is easy to operate and the miles pass without drama.

VAG corner

This sums up the Leon perfectly. It is a car you’ll meet; spend some time with and come away struggling to remember anything specific about it. It is really that plain. My only advice to anyone who owns one would be to watch the speed. This is not a quick car, but the aforementioned gear ratios are such that on country lanes you can plant your foot on the straight and without noticing or being in the slightest bit aware of it, you’re soon travelling at very dangerous speeds. I’ve driven cars with twice the power that feel significantly faster at the same speeds. You might think this is a good attribute which bodes well for hours on the motorway network but I would disagree. Such is the insulated manners of the Leon you will soon find yourself either in the dock for excessive speed or wrapped around a tree because you were unknowingly going too quickly down a twisty lane.

Would you take a second look?

Seat have a reputation for producing cars for the younger generation within the VAG group but the Leon fails in almost every area to excite, delight or engage. Technically, it is most certainly an accomplished car, but as a machine with a soul to bond with and enjoy ownership, it fails miserably. 

Ford Fiesta 1.25

 I was faced with a journey reaching across the breadth of England and Wales. Naturally I was hoping for something with a big diesel engine, plenty of toys and a sanitised driving experience that would pass mile after mile without any signs of stress of strain. My heart sank when I set eyes upon a humble Ford Fiesta.

Humble Fiesta - but just how much does it have to offer?

Aesthetically the Fiesta is challenged. This was the prettier, not-trying-to-be-an-Aston pre-facelift, but even so, the styling is too busy and fiddly for my liking. Despite having 15” wheels it was woefully underwheeled. I did like the red dot on the ‘i’ though.

Unlikely to win any beauty contests

With no other option but to walk I set off, fearing what lay ahead. Getting comfortable inside isn’t too difficult and the controls are familiar from other Ford models. The dash layout tries to be  modern and cutting edge but has aged terribly since the launch of the MK6 Fiesta in 2008. Where the latest rivals are now clutter-free, touch-screen aided layouts, the Fiesta has buttons festooned all-over cheap looking shiny plastics. The dials are smart enough and I enjoyed the most ostentatious full-beam warning light I’ve ever seen. The steering wheel is well proportioned and comfortable to use. A lack of cruise control is a disappointment but footwell and ambient lighting suggested a higher end product.

Under the bonnet a 1.25 four-cyclinder petrol produces 82bhp that can propel the little Ford to a top speed of 104 mph. The engine is willing, and provided full use is made of the power band, progress can be swift. In the olden days, taking a small city car onto the motorway was close to suicidal. You’d spend your whole time dicing between lorries and “big” cars, whilst forever pre-empting crosswinds. Indeed this was true even with a 2002 Ford Ka I once had the use of. Of course, the Fiesta today is roughly the same size as a MK1 Ford Escort and has considerably more power; but nevertheless the Fiesta suffers none of these foibles. Without really noticing you are able to march down the outside lane should you so desire. Wind and engine noise are kept easily at bay. With the main bulk of my journey consisting of motorway work, I was catapulted along on a wave of surprise and amazement.

Busy interior

Off the motorway and onto the twisty A and B roads and it was time to explore the subtle hints the Fiesta had made throughout the motorway romp that it enjoyed a corner or two. By heck, it wasn’t lying. The feedback and communication through the steering is electrifying. The Fiesta cannot be considered a fast car in the conventional sense but the chassis’ competence is such that corners can safely be taken without too much loss of speed and as such, it becomes a very quick A-B car. It's fantastic with nothing jumping out as problematic. Along roads I regularly drive in my own cars, I can say with confidence that the Fiesta is one of the best ways to explore the backroads. I applaud Ford for their efforts with the Fiesta – it’s refreshing to drive a small car that really does put the fun back in to driving.

Flies give an indication as to how capable a mile muncher this hatchback is

What’s remarkable is that after 300 miles and 6 hours I stepped out of the Fiesta, not with an aching back and bleeding ear drums, but with adrenaline filled veins and senses buzzing. This is by far and away the best car I have driven in recent times – a properly sorted supermini. Ford have recently wadded in to the hotly contested GTi battle with their Fiesta ST. Despite being the least powerful, all reviews I’ve read so far suggest it’s a better buy than the 208 GTi and the reigning champion RenaultSport Clio. The only set back with this particular model was the fuel consumption. One and a half tanks of fuel over  350 miles makes this an expensive and yet enthralling companion.

Vauxhall Astra SRI 1.6

On this particular occasion I had a rather long drive ahead. Though I longed for an A3, on receipt of the Astra I was neither pleased nor displeased. The Astra is a perfectly capable middle-ground car which you can drive for days, weeks or months but it’ll not leave a lasting impression.

Astra in its natural habitat

 As with my previous Astra, this too was an SRi. And again, it also lacked any real sporting presence to justify the badge. The wheels were different and so was the badge on the boot. Equipped with these pieces of evidence I have just spent a lengthy amount time on the Vauxhall website and have established the difference between the models. The car in question here is equipped with the 1.6i VVT rated at 115ps. The previous Astra was the 1.4i 16VVT Turbo rated at 140ps. Despite being so similar, there were some rather apparent differences between the models below the surface.

Inside, it was all familiar Astra surroundings. Again, the wheel hints at Bluetooth connectivity but I couldn’t find any way of activating it. I am curious though as the Vauxhall website does state it is equipped with it? The biggest difference however was the inclusion of a conventional lever operated handbrake. I don’t know why Vauxhall would go to the trouble of having the “same” cars with different handbrakes but it was strange how something which you would consider so insignificant could make a big difference to the feel of the car. Although I have argued the case of the electric handbrake in the past, I would choose the conventional set up as seen here for my own car. The boot swallowed my two bags, several milk crates and weekly shopping without much fuss but I did note the opening was quite small and the boot lip high.

Busy dashboard can be confusing to use

The interior in the latest Astra is modern. You sit far back from the windscreen and I found that in order to get comfortable I was quite low in the car resulting in an odd sensation of peering over the dashboard. Furthermore the arm rest on the door was too far forward and the centre arm rest too far back to be of any use. Why they haven’t made the central arm rest adjustable I don’t know. Perhaps they might like to add some softer materials and padding to the construction whilst they’re at it - my elbow was soon suffering when I did contort my arm into such a position that I was able to use them. Otherwise the Astra made for a good motorway cruiser with acceptable levels of wind noise, easy to use cruise control and an impressive sound system.

Once off the motorway and onto rural roads the inherent differences between the two SRI’s became apparent. Where the 1.4 soon felt stressed and skittish through the bends the 1.6 was a more flowing and coherent package. Feedback from the wheel was still limited but grip was impressive and not once did the chassis feel out of depth as it did in the 1.4. Unfortunately the same cannot be said for the engine. Progress was limited unless you were prepared to utilise every one of the 6,500RPMs available – and that soon got tiring, particularly as your efforts weren’t rewarded with any form of pleasing engine note.

Its an SRI - but can you tell?

As a practical car the Astra makes a sound case for itself. Despite lacking in outright charisma it performs all routine tasks with diligence, although many may find the petrol engines rather alcoholic – over a distance of roughly 280 miles I used almost a full tank of fuel! The use of the SRI badge remains slightly fraudulent but if Vauxhall were able to mate the 1.4 turbo engine to the 1.6 chassis, throw in some spoilers and bits of carbon, then they may well have something close to what an SRI should be.

Audi A3 Sportback

There is no other way or putting it, the A3 is a good looking car. I prefer the looks of the three doors but the majority of A3’s I see about are in this Sportback configuration which adds five doors and an estate-like profile. Whatever the format, it is a lovely design, best described as “classy”. Take a look at the centre caps for an example of how well thought out the design of this car really is. Although the colour was plain, this actually complimented the understated quality feel of the car. I was looking forward to the prospect of driving this one!

Conventional bulbs instead of LED DRLs differentiate this low spec A3

Whereas VW, Skoda & Seat all share the same door handles the Audi is given top hinged items. Like the centre caps, these insignificant differences add to the overall premium feeling of the Audi. Inside is dark, but I like that, and much was similar to other VAG products. Despite being front wheel drive the car had a huge transmission tunnel which resulted in you feeling cocooned behind the wheel – much like I imagine a fighter jet pilot feels. However, the centre console between the seats could be improved. There was a lack of storage space, my phone had to sit on top of the ash tray meaning it bashed off the side of the dash every time you went round a corner; seriously infuriating! The arm rest looked very cheap and didn’t offer as much flexibility as I would have liked. Drinks holder? Well there is one in the centre console but if you use it then you won’t be able to change gear; so you’ll have to lie it down in your door pocket. Skoda know how to sculpt a drinks holder in to door pockets, surely Audi could learn a lesson from their budget cousin? Everything else had a nice feel to it but the heater controls were stupid - overly complicated for no apparent reason. The radio was a bit basic but I think that was due to this being a base spec vehicle. Importantly though, my two favourite aspects of the car were the dials with crisp digits and displays, and the steering wheel. By far the best wheel I’ve ever used. The lovely thick rim was covered in high quality leather. It really was a joy to behold.

What a place to be

Nice though the wheel was to hold, don’t be anticipating frenzied grappling with as you struggle to hold the beast down and your heart races with adrenalin. True to form the handling is rather safe and numb. Don’t get me wrong, it did hold the road well, but it didn’t reward you for trying.  Just as well, since the engine isn’t going to get you anywhere in a hurry. I appreciate the 1.6 TDi engines are cheap to run, just £20 to get me to Cardiff, but surely they could give them a bit more go. What was especially noticeable was how the gearing was aimed very precisely at motorway work. At every other speed, no matter what the gear / engine speed combination, the car felt sluggish, but at 70mph all of the engines 250nm of torque were instantly available. It goes without saying this is a car that was designed for working on motorways. Thankfully, they’ve got that right. It was a particularly relaxing environment, so much so that I almost missed my exit as I didn’t think I could possibly be there already.

Sportback provides additional practicality

The petrol head in me would love to try an S3 with a fire-breathing engine, reworked suspension and, of course the infamous Quatrro transmission, but this is actually the sort of A3 most would buy. If you want an easy going companion that’ll say all the right things about you, then this is the car for you. The Sportback affords you a good sized boot, the engine gives good MPG, and the cabin is near silent at all speeds. There is a definite improvement in build quality over the already impressive lower VAG stablemates.

You spot most A3s on the motorway

So good was the A3 that I began trawling Auto Trader when I handed the keys back. I wanted one for myself. And herein lays the inherent problem with Audi ownership. Yes they’re nice places to spend your time behind the wheel, and yes it’ll look good on your drive, can you really justify £10,000 on a 4 year old car with 80,000 miles on the clock? Before you say yes, have a look at what that £10,000 will buy you from other VAG manufacturers. 

Peugeot 308 SW

I don’t think Peugeot’s private UK sales have picked up because I was presented with another Peugeot this week! The numbers on the tailgate reveal it to be a 308 but without looking I’d be hard pressed to tell it apart from a 207. For those unsure it is a bit bigger than 207 and the rear lights are a different shape. Otherwise, they’re pretty similar.

Rear lights denote a 308

Inside is equally similar to a 207 but the materials felt to be of a higher quality. I particularly liked the tri-air vents. Unlike previous Peugeots I’ve had this one was equipped with an automatic gearbox. Hoping to find a similarly relaxing, if uninspiring, drive to the Galaxy I set off with high hopes.

As with most modern cars the actual practice of driving the car is very nondescript. Everything works as it should and nothing is particularly exciting, challenging or interesting to operate. The principal problem I have is remembering how different manufacturers have set up their windscreen wipers and steering wheel controls. For a while I thought I hadn’t figured out the 308’s wiper controls correctly as I couldn’t get the screen wash to work. Having pull, pushed, twisted and prodded the stalk in every conceivable way I came to the conclusion that the screen wash must be empty. Not what you want on a day when the roads are all wet and dirty. Anyway, I stopped and bought some screen wash and found my way into the small bonnet – I for one wouldn’t want to do much work on these cars. Having found the screen wash filler I saw it was already full to the brim. I assume the fault therefore lay within the washer system. I didn’t investigate further and made do with having to stop several times to manually clean the windscreen - something which went out of fashion over 50 years ago!

Result of non-functioning screen wash

My route home was directly through Snowdonia. I haven’t been here before but I’ve heard many a good thing about the driving on offer in Wales’ premier national park. I’ve also said previously that Peugeots do handle well despite the numb steering. So in theory, I was in for a good time. Furthermore, the automatic gearbox provided me with two pretty F1 style paddles behind the leather rimmed wheel. This should be interesting! Unfortunately, the idea that the paddles give you complete control of the gearbox is misleading. They will only do what you ask them to if the ECU agrees. If I wanted the ECU to decide what gear to use I would leave it in auto! Getting increasingly fed up with being over-ridden I slipped it back in to auto and activated the Sport mode. This is by far the best setting for this gearbox. Gears are held for longer to maximise the power on offer and to maximise engine braking where required.

An engine in hiding

Despite being an eco model the HDi engine that the 308 is equipped with pulls well and gains speed at an unnerving rate. It is no slouch! Unfortunately, to boost its eco credentials further, Peugeot have fitted some eco tyres. Perhaps they do have a lower rolling resistance and therefore a positive effect on fuel consumption, I don’t know; but I do know that they are awful offering close to no grip in all situations. They were by far the worst tyres I’ve experienced in recent times. It could be argued that the combination of a potent engine and rubbish tyres is exciting but it’s not the sort of driving thrills I desire.

However, with the box in sport and due consideration given to the non-existent road handling of the tyres I reached by destination buoyed by my experiences. The looks are ungainly. The parcel shelf is rubbish. The interior looks old. But it was quick and easy to drive and according to the Peugeot website it is also a 7 seater. As a family car its really not a bad combination. But please, anyone that does buy one, fit some proper tyres! 

Vauxhall Astra SRi

My last experience of Vauxhall’s venerable Astra was driving my father’s MK V diesel estate. It was memorable for all the wrong reasons. Needless to say, I have since discounted any Astra of being any good to own or drive. I’ve noticed the MK VI has been a good seller, but then so was the MK V so I wasn’t going to assume that high sales made it a good car. I have been happy with this blind assumption, but when I was given the keys to an Astra MK VI I figured it was time to put them to the test.

The letters on the door said SRi. In days gone by SXi, SRi, et al. meant the car was a sporting model but nowadays Vauxhall seem to stick them on any old model. Aside from a chrome exhaust tip and fancy alloys it looked anything but sporty, particularly in the dark grey colour which seems so common on MK VI’s. Inside, there were some marginally sporty seats and, erm... This was not a sporty car by any stretch of the imagination. Things didn’t improve when I turned the key. Despite the dials indicating the engine had started, any sign of engine noise was notably missing.

Eye pleasing but not sporty

I familiarised myself with the stereo and comprehensive steering wheel controls for which Vauxhall are one of the best. In an effort to portray a modern machine, Vauxhall has littered the centre console with a wide array of buttons. Unfortunately, it looks cheap and nasty to me, but I do like the emotive red lighting around the gearstick. It would be pretty slick if it changed colour to reflect your driving style, but even without, it’s a nice touch. The inclusion of a button on the dash and wheel indicating Bluetooth connectivity despite not being fitted to this car was a poor show in the name of standardisation.

Nothing much to report from behind the wheel. It starts, stops and goes pretty much how you would anticipate any other car to. Comfortable, but dull. Satisfied that my assumptions had been right all along I resigned myself to an unremarkable journey home. But in the name of fair journalism I thought it only right to press the right pedal a little firmer.

Suddenly, as if from nowhere, the car began to make very good progress. The revs started to shoot round and the engine became audible for all the right reasons. This can’t be right! Retrospective research reveals that the car was equipped with a 1.6 turbo engine available in either 120 or 160bhp states of tune. I don’t know which it had but I do know that it was able to make good progress with minimal effort. This was more like it. Cruise control enabled, the motorway miles melted away effortlessly with an impressive lack of wind noise.

Well equipped, but some buttons are empty promises

As I pulled off the motorway I was looking forward to really tuning in the SRi’s sporting soul and exploiting that willing engine. Unfortunately, the whole car never quite synced. The first problem was the driving position, as mentioned with the Peugeot 207, the A-pillars are set too far forward and give a restrictive view of the road ahead in relation to your position on the tarmac. A combination of numb steering and too soft suspension created an uninspiring car through the twisty bits and whilst the engine performed well, it didn’t possess enough to encourage holding each gear between corners.

Not for the first time, I reassessed what I was expecting from the Astra. Turning it down a notch revealed a car that was capable of covering ground briskly; sacrificing some speed and urgency in the name of a fluid driving experience.

The Astra SRi then; slow to start, before incessantly flirty but with no promise of a kiss. 

Ford Galaxy

I don’t have children and I suspect it will be some years before I do. I have however noticed that people with children appear to buy an MPV the moment sprogs arrive. As a petrol head it is something I’ve never understood. I can’t understand why you would forego performance, style and handling in the name of practicality, space and economy. As such, a Ford Galaxy being delivered to my door failed to set the heart racing. It was an automatic too.

  

Heated screen - ideal for morning frost.

On account of its size I came to calling it “The Bus”. It really is massive but thankfully equipped with front and rear parking sensors – a genuine necessity. Considering the car is supposed to be the pinnacle of practicality the interior is unfortunately somewhat lacking. The cup holders in the centre console are too shallow to stop bottles falling over and get in the way whenever you want to change gear (more of a problem on a manual). The door pockets aren’t particularly big either and the central arm rest can’t be moved back or forward as required. Overall interior plastics felt quite plastic. However, the heated front windscreen dealt with the layer of frost very efficiently.

I don’t own a diesel car but I have driven enough to know that it’s important to match the gears to the power band. Regrettably someone forgot to tell Ford’s gearbox engineers this. This result is an overactive and unintelligent gearbox. Put your foot down and you’ll drop down a cog no matter what. Keep your foot down and the gearbox will rev all the way to the red line – well beyond the power band. As a result your gearing is often totally out of sync with the engine. This “Powershift” did allow for manual changing but the delay between input and output meant you had to be thinking ahead to be successful.

The above complaint assumes you want to push on but I can assure you, you won’t. I thought the reason that all MPVs are driven slowly was in order to protect little Harry in the back. It’s not. It’s because they can’t be driven quickly! Sure enough, once you’ve got past the gearbox, you can gather speed. But then you hit a corner and you’re suddenly all too aware of the bulk of the car, the lofty seating position and ridiculously soft suspension. This is the only car I’ve ever made myself feel sick in – and I wasn’t even going that quickly. Aside from the wayward handling, the lack of accumulated speed is useful for you won’t want to rely on the brakes. A very soft pedal results in plenty of nose dive. On more than one occasion I found myself having to stamp on the pedal whilst approaching traffic lights because it simply wasn’t slowing down under normal pedal pressure. I don’t know whether that has to do with the 50,000 miles on the 2 year old odometer or not though.

Plenty of miles on this odometer.

Having said all that I did find it a very relaxing car to drive. There was no point to hustle it, so instead I took a more relaxed pace and took in the scenery. I saw a Ford Focus over one hedge that had been abandoned following a crash – you don’t get that in a Lotus Elise!

As I was travelling solo with not a great deal of luggage I didn’t get the opportunity to try out the rear seats ... though there seemed to be many. I was disappointed as I think the seating capacity must be the main reason for buying a car like this. I can’t think of any other outstanding feature that would make you want to part with hard earned cash to buy a Ford over any other MPV but I did come to understand why you would buy one and perhaps more importantly; why they’re never driven quickly!

Snow drifts hire than a Galaxy

Unlike say, a Peugeot, I would not be disheartened to receive a Galaxy in future. A better specced one with leather seats, manual gearbox, bigger engine and firmer suspension would be great... oh hang on, thats called a Ford S-Max.