News: General Motors stands by electric cars in the face of dismal sales

 

57,000 sales out of just over 14-million. That's how many electric cars sold in the United States last year, causing more than a few people to announce the second death of the electric car. But General Motors' US president Mark Reuss has come out fighting for the battery car, saying that he expects Americans to embrace the technology more and more. 

“The electric vehicle is not dead. We at GM believe that the public will accept and embrace electric vehicles. Some people already have" said Reuss at the Automotive News World Congress in Detroit. 

 He also promised that not only would the next generation of Chevrolet Volt, sold here as the Opel Ampera, have a greater battery range, it would also be thousands of dollars cheaper, as GM is now able to make batteries and electric drivetrains more efficiently. 

News: Renault's Captur wants to box the Juke

They may be part of the same group, and even share a chassis, but the new Renault Captur is most definitely muscling in on the Nissan Juke's compact SUV territory.

Teased earlier this week and now revealed here in full, the Captur takes both chassis and styling cues from the just-launched new Clio but bulks everything up into a much more muscular shape. Is it just us or are there hints of the old Avantime in the overall shape and stance? Maybe just us. Whatever, it's a handsome beast and that is just as true on the inside, where again Clio elements have been taken, put on a bit of muscle and are looking pretty darned good.

Renault is claiming best in class fuel economy and the two key engines will be the TCe three-cylinder petrol turbo and the long serving 1.5 dCi diesel, an engine which should see the Captur's emissions fall as low as 96g/km.

The Clio has already been much praised for its dynamic performance, so we can hope that the Captur will prove as invigorating to drive. Will the fact that it's shorter (slightly) the the Juke compromise interior space too much though? We'll find out when the Captur makes its public debut at the Geneva motor show.

Between this the and Peugeot 2008, it's looking like a good year for compact French SUVs...

Road Test: Dacia Sandero TCe 90 Alternative

 

Price as tested: €11,990

+ Cheap, cheerful, well equipped, ESP as standard

– Rear seat space could be better

= Solid, undemanding and affordable

When Renault’s budget brand, Dacia, launched itself into the Irish market last summer, it did so with just 10 dealers and a single model, the Duster SUV. Except it didn’t really even have a single model, as right-hand-drive production of the Duster didn’t begin until just last week, so all Dacia could do in Ireland was show potential customers some left-hand-drive demos, with an older design of cabin than would be arriving from the factory when Irish cars rolled off the line. Sounds like a recipe for disaster, but with that astonishingly low €15,995 price tag (around €10,000 less than most direct competitors) the Duster has already been a success; it’s sold out until April, with 500 orders just starting to be filled. Just goes to show what you can do with a headline-grabbing price.

Of course, price isn’t everything and Dacia has come in for much criticism since the Duster’s launch for its attitude to safety equipment. Many reviewers were upset to notice that the Duster (an obvious family car, don’t forget) doesn’t come with standard electronic stability control, and the Lodgy MPV (currently only available in Europe) was severely marked down by crash test experts EuroNCAP.

So with the arrival of this, the second-generation Sandero small car (the first gen was never built with right hand drive) Dacia has to prove that it can expand beyond the niche appeal of the Duster and take on the big (small) boys such as the Fiesta, Polo and Yaris.

Thankfully, a quick glance at the spec sheet reveals that the Sandero does indeed come with ESP as standard, as are ABS and brake assist. Why the standard ESP on a smaller car when the Duster continues to do without? According to Dacia, it’s because the Sandero sits on an all-new platform, so under EU regulations, has to have ESP as standard. The Duster, based on the original 2004 Dacia Logan, can get away for a while without it.

For a basic price of €9,990 (around €5-6,000 less than most of the competition) the Sandero comes with four airbags, Daytime Running Lights, height adjustable headrests, 60/40 split folding rear seat, electric front windows and Radio with CD, MP3, USB and Bluetooth phone connection alongside its standard safety toys, which seems pretty generous. Step up a level to the Signature trim and you get alloys, air conditioning, a trip computer and more.

That basic model comes with an old Renault 1.2-litre petrol engine developing 75bhp, which looks alluringly priced but whose Co2 emissions of 135g/km will set you back €280 a year in motor tax. You could go for the 90bhp 1.5 dCi diesel engine, but we reckon you’re much better to upgrade yourself to the 895cc turbo three cylinder TCe 90 engine. It’s not only cutting edge (a first for a Dacia, which usually just sticks with older Renault tech) which cuts your Co2 emissions to 116g/km and your tax bill to €200.

Quite apart from which, it’s a terrific engine, pulling cleanly from low rpm and proving both entertainingly muscular and really very refined. It would be an outstanding engine in any car, but in an €11,090 Dacia (€13,090 if you want it in the ritzier Signature grade), it’s close to amazing.

If you’ve ever owned a Renault in the past decade, you can amuse yourself for a few minutes by just sitting in the Sandero’s cabin and playing Spot The Switch. A little bit of old Clio here, some Laguna there and a smattering of Megane over there. Still, while it may be a ‘bitsa’ the Sandero feels well put together and Dacia’s reliability record is generally very good. Space in the front is fine and there’s a 320-litre boot (with a rather too high loading lip) but it would be good to see a touch more legroom in the back. It’s OK back there, but taller passengers, or those loading up bulky child seats, will feel the pinch. There are a few rough edges to the quality of the plastics, and the seats are a little too narrow and perched-up for taller drivers, but otherwise there’s nothing to complain about.

That goes equally for the dynamic performance. Certainly, the Sandero’s chassis case is helped by the performance of that TCe 90 engine, whose 90bhp and 135Nm of torque help to cover up any holes in the cornering deportment, but the plain fact is that the Sandero is perfectly fine, if totally unexceptional, to drive. It rides very well, especially around town where it’s particularly good at shrugging off speed bumps, and on the motorway it feels planted and secure. On a twisty road, well, you’re not going to get up early to drive it for fun, but it’s fine, although the mute, rubbery steering discourages any attempts at enthusiastic driving.

The Sandero is an avowedly simple car, and in an era when car makers are constantly trying to surprise and delight us with yet more gadgetry and gimmickry, that’s a rather refreshing take. It’s quietly handsome (Germanic, claims Dacia, as opposed to its cousin, the more Latin Renault Clio), practical and quite fine to drive. With those temptingly low prices, and now without the caveat of having to worry about trading up to get safety equipment, it’s a tough proposition to argue with.

Facts & Figures

Dacia Sandero TCe 90 Alternative

Price as tested: €11,990
Range price: €9,990 to €14,990
Capacity: 898cc
Power: 90bhp
Torque: 135Nm
Top speed: 169kmh
0-100kmh: 11.1sec
Economy: 4.9l-100km (56mpg)
CO2 emissions: 116g/km
VRT Band: A4. €200 road tax
Euro NCAP rating: Not yet tested

News: Peugeot's crucial crossover revealed

Peugeot's crucial new 2008 crossover has broken cover for the first time and it it couldn't be coming at a more significant time for the beleaguered French car maker.

Peugeot's woes over the past 12 months have been well-publicised, and even it's much-anticipated (and critically well received) 208 supermini simply hasn't sold in the numbers Peugeot needs it to. Which makes the 208-based 2008 more important than ever, as compact SUVs are one of the few growth markets in Peugeot's traditional European heartland right now, and is just the right segment to be entering if it wants to break into Asian and American markets in the future.

The 2008's 4.1-metre length pitches it straight against the likes of the Skoda Yeti, Nissan Juke and Opel Mokka, and although the range-topping engine will be the 150bhp 1.6-litre petrol turbo, expect most to be sold with either 1.4 or 1.6-litre HDI diesels.

No official figures yet, but it's safe to assume that there will be at least one sub-120g/km model, and possibly, given the 208's frugal nature, even a sub-100g/km version. Production starts at Mulhouse in France later this year, and the 2008 will also be built in burgeoning markets like Brazil and China.

These photos were not due to be released until the 2008's official debut at the Geneva motor show in March, but French website L'Argus got hold of them and once something's on t'internet, it's leaks ahoy...

Road Test: Toyota Auris 1.4 D4D Luna

Price as tested: €23,995

+ Slick new styling, comfort, ride, refinement, quality, space, economy
– Steering still too detached, engine a bit underpowered
= We were hoping for GT86-like driver appeal, we actually got the quietest, comfiest car in the class


Toyota generally gets a lot of flack for being dull and middle of the road. Indeed, influential US website Jalopnik.com has made the words Toyota and Beige almost indivisible. But it’s an unfair rep, especially considering cars like the original Celica (and its subsequent versions), the Supra, the MR2, the brilliant new GT86, all those World Rally Championship victories and the amazing Le Mans racing cars. Beige Toyota ain’t, no matter what some snarky bloggers might say.

In fairness though, some of Toyota’s mainstream models have been a bit too quiet for their own good down through the years, and the last generation Auris was a case in point. Too subtle on the outside, with a cabin that even Toyota now admits wasn’t up to snuff means that while it always sold well, the Auris fell well behind the likes of the Ford Focus and VW Golf in critical terms.

But what’s this? A new Auris with a sharp-looking body (check out that beaky nose with the dramatic bottom grille and big cut-outs for the foglights)? Has Toyota finally injected some flair and drama into its mid-size hatch?

Well, you won’t find much drama in the engine room. The 90bhp D4D Diesel engine is about 20bhp down on most of its rivals, and you can tell that as soon as you put your foot down. Performance never quite descends into being sluggish, but neither does it have the effortless punch of, say, Ford's 1.6 TDCI. Toyota, of course, has a grunty, efficient 2.0-litre diesel already in the Avensis. What hope of it being fitted to an Auris? In the meantime, the 1.4 D4D is at least a sweet-natured unit, and very economical. Toyota claims 3.8-litres per 100km on the combined fuel cycle (around 74mpg) and that seems entirely believable, as we were gettting close to 4.0-litres per 100km when driving mostly around town. 99g/km Co2 emissions (as long as you go for the basic 15" wheels) should keep you in the lowest two of the proposed four-way-split Band A tax ratings.

It settles quickly from idle into a distant thrummy noise, and fitting in with the Auris' generally refined nature. Cabin noise levels are very low, whether you're thinking about engine, wind or road noise and the ride quality, especially around town, is truly exceptional. It all adds up to make the Auris one of the most refined, comfortable cars in its class.

It is not, however, much of a drivers' car. Off the back of the brilliant little GT86 coupe, we had hoped that some of that car's DNA might seep through into the Auris and allow it to have a tilt at the sort of pin-sharp driver appeal as displayed by the Focus and Golf. Alas, no. The Auris' steering is light, verging on over-light (think of an early seventies Jaguar XJ6 steering and you're getting there) and it leaves you feeling distanced and separated from the car. That's a shame, as beneath the mush, the chassis feels well-balanced and controlled. There is, possibly, an engaging driving tool in there somewhere, but its light is being kept defiantly sub-bushel.

Such considerations are compensated for by the fact that the cabin is spacious, bright and airy, the boot a decent size and shape (although the boot floor is made of the most unpleasantly cheap flooring material we've yet seen) and of course, the fact that the famed Toyota quality seems to be present and correct.

It is also rather handsome. Possibly less so at the back, where it descends into generic hatchback-ness, but up front, the beaky new nose with its scowling lights, LEDs and aggressive trapezoidal grille looks rather striking, certainly by Toyota standards. It seems to owe no debt to any other Toyota (save perhaps a passing resemblance to the Avensis) and if so, hopefully it is the vanguard of a new family of sharper-looking Toyotas.

Prices start at €18,995 for the 1.33 99bhp petrol in Terra trim (which notably does without such items as air conditioning or Bluetooth phone). Our bells-and-whistles 1.4 D4D Luna comes in at a very competitive €23,995 and includes climate control, Bluetooth, reversing camera, touch-screen stereo and much more.

So while the Auris might be lacking in the final sheen of GT96-like driver appeal we were hoping for, its comfort, spaciousness and its likely reliability score very highly with us. The new found style is welcome, the rest are welcome returns. No drama then, but equally, no crisis.

Toyota Auris 1.4 D4D 90 Luna
Price as tested: €23,995
Price range: €18,995 to €27,990
Capacity: 1,364cc
Power: 90bhp
Torque: 205Nm
Top speed: 170kmh
0-100kmh: 12.6sec
Economy: 3.8l-100km (74mpg)
CO2 emissions: 99g/km*
Road Tax Band: A. €160
Euro NCAP rating: Not yet tested


*When fitted with 15” steel wheels
 

New issue of eDrive Magazine out now!

The latest issue of eDrive Magazine is online now, and it's still free for everyone to read. No paywalls around here...


This month, we've been testing the brilliant Mazda CX-5 and previewing the arrival of the all-important, all-new Mazda 6 saloon and estate, and looking behind the scenes at the clever, frugal SkyActiv technology that underpins both cars.

Plus, we've got an exclusive drive in Citroen's one-off Survolt electric race car and we've test driven two new cars from former budget brands that are good enough to have the premium players looking to their laurels; the new Skoda Rapid and the new Hyundai Santa Fe.

Plus, we've been speaking to McLaren Automotive MD Anthony Sheriff about the future of carbon fibre and finding out why the Road Safety Authority reckons that each driver needs an NCT as well as their cars.

All that and more in the new issue of eDrive Magazine, online now.

eDrive Magazine. No paper, no ink, no carbon and free, online, to all.

News: Opel launches 88g/km Corsa

 

Opel  has just launched the most economical Corsa ever, and it's lowest-emitting car this side of the hybrid range-extender Ampera.

The new Corsa EcoFlex uses the existing 1.3-litre CDTI diesel (itself derived from Fiat's 1.3 MultiJet engine) and added to it a variable displacement oil pump (which only delivers just the right amount of oil to various parts), low-viscoscity transmission oil, a reworked engine control unit, new gear ratios and low rolling resistance tyres.

The result of all that is a car, without a hybrid battery in sight, that can return a claimed 3.3-litres per 100km and emits just 88g/km of Co2, in three-door form. (The five-door's figures are 3.4l/100km or 89g/km.) That's a whopping 85mpg on the combined cycle. Even given that combined cycle figures are works of fiction, you should easily break the 65mpg barrier in everyday driving in one of these.

"In just five years, from the first Corsa ecoFLEX to today, we have been able to reduce consumption and CO2 emissions by 26 per cent, while at the same time increasing performance by over 26 per cent," commented Mike Ableson, Vice President Engineering at Opel/Vauxhall.

Opel is also tweaking the suspension on all new Corsas in an effort to improve low-speed and urban ride quality.

No Irish prices or details yet, but we'll bring them to you as soon as we get them.

News: Volkswagen Ireland gives us Golf prices

Volkswagen Ireland has revealed the pricing for the all-new Golf, which goes on sale in Ireland in December, and they start from just €19,995.


Not only is the new car lighter, safer, more advanced, more spacious, more efficient and better equipped than previous generations of Europe’s best-seller, of which over 29 million have been sold, but with a starting price of just €19,995 for the 3-door 1.2-litre 85bhp Trendline model it is still below €20,000. The diesel line up starts at just €22,695 for the 105bhp 1.6-litre TDI model. This new 1.6-litre TDI 105bhp engine will have CO2 emissions of just 99g/km.

From launch, the Golf will be available in Ireland in three trim levels: Trendline, Comfortline and Highline (the GTD, GTI and BlueMotion models will join the line-up in 2013). Three petrol engines and two diesel engines will be available to order.

The petrol engine range starts with a four-cylinder 1.2-litre TSI unit producing 85 bhp, rising via a 1.2-litre TSI 105 bhp up to the all-new 1.4-litre TSI 140 bhp engine with Active Cylinder Technology. This helps to create an extremely efficient engine capable of 4.7 l/100km (combined cycle) and 109 g/km thanks to the ability to deactivate the central two cylinders under light loads. This makes it 23% more efficient than the equivalent engine in the previous version of the Golf.

The two diesel engines at launch are a 1.6-litre TDI 105 bhp and a new 2.0-litre TDI 150 bhp unit. Both feature the latest common rail diesel technology for maximum efficiency. All new Golf models – both diesel and petrol – come with a Stop/Start system as standard, along with battery regeneration. A 90bhp diesel will follow in Quarter 2 of 2013.

Gearboxes are a mixture of five- and six-speed manuals, and six- and seven-speed DSG units, depending on the engines’ power and torque outputs.

Standard specification levels build on those of the outgoing Golf, bringing new items of luxury and technology to the class.

All Golf models come with seven airbags, including a driver’s knee airbag, five three-point seatbelts, ABS with ESP, XDS electronic differential lock and Isofix preparation for two rear child seats.

On Trendline models, the standard Composition Media system includes a 5-inch colour touchscreen, FM/AM radio as well as eight speakers (front and rear) and a CD drive (MP3 compatible). The CD drive is located in the glovebox along with the SD card slot.

Also standard is ‘Climatic’ semi-automatic air conditioning and an electronic parking brake, among a host of other features.

Moving up from Trendline to Comfortline trim brings an outstanding range of features, including Cruise Control, Bluetooth phone connectivity, Radio Composition Media which has a 5.8 inch touch screen display which responds to wiping and zooming gestures and there is access to ‘Phone’ and ‘Voice’ commands. There are USB and aux-in interfaces integrated into a separate compartment in the centre console in front of the gearshifter. On the outside, 15” Lyon alloy wheels come as standard on Comfortline models.

From the outside, the Highline model can be recognised by its 16-inch ‘Dover’ alloy wheels, front fog lights, deep red tail-light clusters, black radiator grille with chrome mouldings and electrically folding exterior mirrors. Inside, the Highline gets a 3-spoke leather multifunction steering wheel, sports front seats and Piano Black Mesh inserts for the centre console.

Optional equipment includes high beam assist, lane assist, park assist (which is able to parallel-park the Golf in spaces only 80 cm longer than the car itself in addition to providing automatic parking), ACC adaptive cruise control and a rear-view camera. Drivers can also select from a choice of alternative alloy wheels up to 18 inches in diameter, bi-xenon headlights, ‘Vienna’ leather upholstery (optionally with 12-way electrically adjustable front seats), 2-Zone climate control, the Discover Pro navigation system with 8-inch colour touchscreen, keyless entry and a panoramic sunroof, among other options.

Volkswagen retailers will start taking orders for the new Golf from mid-to-late-October, with first deliveries due in mid-December. As ever, attractive finance rates will be available from Volkswagen Bank, with Hire Purchase rates of just 4.9% available on new Golf and PCP (Personal Contract Plan) rates from just €239 per month including delivery charges.

For full details, see the price list. For more information on the Volkswagen range visit www.volkswagen.ie.

Full price list:

Model                 Engine                   Trim                   Co2  Price
GOLF TL BMT 1.2TSI 3DR 85HP Trendline Petrol 114 €19,995
GOLF TL BMT 1.2TSI 5DR 85HP Trendline Petrol 114 €20,945
GOLF TL BMT 1.2TSI 3DR 105HP Trendline Petrol 116 €20,745
GOLF TL BMT 1.2TSI 5DR 105HP Trendline Petrol 116 €21,695
GOLF TL BMT 1.2TSI DSG 5DR 105HP Trendline Petrol 116 €23,445
GOLF TL BMT 1.6TDI 3DR 105HP Trendline Diesel 99 €22,695
GOLF TL BMT 1.6TDI 5DR 105HP Trendline Diesel 99 €23,645
GOLF TL BMT 1.6TDI DSG 5DR 105HP Trendline Diesel 103 €25,395
GOLF CL BMT 1.2TSI 3DR 105HP Comfortline Petrol 116 €22,395
GOLF CL BMT 1.2TSI 5DR 105HP Comfortline Petrol 116 €23,345
GOLF CL BMT 1.2TSI 5DR 105HP Comfortline Petrol 116 €25,095
GOLF CL BMT 1.6TDI 3DR 105HP Comfortline Diesel 99 €24,345
GOLF CL BMT 1.6TDI 5DR 105HP Comfortline Diesel 99 €25,295
GOLF CL BMT 1.6TDI 5DR 105HP Comfortline Diesel 103 €27,045
GOLF HL BMT 1.2TSI 3DR 105HP Highline Petrol 116 €24,045
GOLF HL BMT 1.2TSI 5DR 105HP Highline Petrol 116 €24,995
GOLF HL BMT 1.2TSI DSG 5DR 105HP Highline Petrol 116 €26,745
GOLF HL ACT 1.4TSI 3DR 140HP Highline Diesel 114 €25,995
GOLF HL ACT 1.4TSI 5DR 140HP Highline Diesel 114 €26,945
GOLF HL ACT 1.4TSI DSG 5DR 140HP Highline Diesel 113 €28,695
GOLF HL BMT 1.6TDI 3DR 105HP Highline Diesel 99 €25,995
GOLF HL BMT 1.6TDI 5DR 105HP Highline Diesel 99 €26,945
GOLF HL BMT 1.6TDI DSG 5DR 105HP Highline Diesel 103 €28,695
GOLF HL BMT 2.0TDI 5DR 150HP Highline Diesel 109 €29,695
GOLF HL BMT 2.0TDI DSG 5DR 150HP Highline Diesel 119 €31,645

Road Test: BMW 320d SE Touring

Price as tested: €51,930

+ Style, chassis, practicality, comfort, economy, performance; everything really
– Engine too noisy around town. That's it.
= As close to perfection as currently mechanically possible.



They. They are omnipresent. They are all-knowing. They are the They who show up in every pub conversation, They are the true and all-seeing know-alls of the universe. You know, the They in "They say that..."

Well, They say that perfection is unattainable in nature. To which I say, well, what about Scarlett Johansson? And perhaps more pertinently for a motoring website, what about the new BMW 3 Series Touring?

Now, perfection is a dangerous word for any critic to use. It essentially paints you into a corner, as if this thing here is perfect, then what about the next thing, which may be even better again. Do we need to have a graduated system of perfection? A Johansson scale, as it were?

BMW's mighty 3 Series has always been pretty high up the scale of perfection, certainly since the iconic E30 version of the 1980s and the current F30 3 Series is for my money the best one ever. It manages to combine traditional BMW virtues of style, agility and an entertaining driving experience with a level of comfort and refinement that few other cars, indeed few other BMWs, can match.

And here's the Touring version, the estate, which really and truly pushes all my buttons. Now, I know many of you still dismiss estates as Brewery Rep's cars and you'd all rather be seen in your trendy compact SUVs. To which I say, good luck to you and enjoy the fuel bills. I'll be happy in my wagon.

To turn the regular 3 Series into a Touring, BMW has really been doing its homework. The expected separate opening glass rear window, a feature pioneered by the original E30 Touring, is there as ever, while the main tailgate is now electrically powered as standard. A shame that; electric 'gates are just an annoyance in my book. Why not just offer it as a no-cost option? Still, the boot once open is large (495-litres, which BMW claims is a best-in-class figure), square and luxuriously carpeted. The sill is just 620mm off the ground the the standard stainless steel scuff plate should keep dings and scratches in the paint work down to a minimum.

The rear seats split into three 40:20:40 sections and if you fold everything flat, there's 1,500-litres of load space. Practical, then.

Up front, it looks and feels the same as any 3 Series, which is to say really rather wonderful. I've heard complaints from some quarters that the cabin looks too plain or too similar to the previous E90 3 Series, but to that I say just take a long journey in one. Then, when you've noticed the spot-on driving position, the comfy seats, the space, the clear dials and the general air of purposefulness, get back to me.

Sufficient eulogies to the brilliance of the 181bhp 2.0-litre turbo diesel engine found herein have been written that future archaeologists will be forced to conclude that there was at one time a church that deified a Munich-built oil-burning engine, so it's enough here to say that it remains powerful, smooth and very efficient. Thanks to the now-expected battery of EfficientDynamics technologies, you should easily enough be able to match the claimed 5.1-litres per 100km fuel consumtion figure, That's mid-fifties in MPG, and I managed low forties bombing around with the sport setting on the gearbox activated. Select the Eco Pro mode and you should do better still.

If there is a chink in the armour of perfection though, it's in the engine. Simply put, refinement is not quite all it should be. On the main road, at a cruise, it's fine, blending seamlessly into the background. But around town, especially from cold, and it just growls and gurgles a bit too much, an effect heightened by the otherwise excellent 8-speed automatic transmission, which tends to hunt around for cogs at low speeds.

Still, if that's enough to put you off then you'll never sample the 320d's greatest party trick. In the past, BMWs would always wow you with sharp steering, iron-fisted body control and an entertaining attitude to wet roundabouts, but then punish you when the road got bumpy, something that got progressively worse from 2002 onwards when the runflat tyre systems arrived. Now though, you'll be pitching your 3 Series down a favourite back road, revelling in the steering and chassis balance when a traditional Irish pothole will appear. You'll brace yourself for the impact, getting your wince face ready and then... nothing. The car will glide over the cratered surface as if it isn't there. Wonderful.

And that, to me at any rate, is why the 3 Touring flirts so closely with perfection. It's that combination of talents, that blending into one of sports car, family car and practical holdall. You can drop the kids to school, clean out the garage and go for an invigorating spin on a challenging road, all in one morning, all without changing cars.

Perfect? Not quite, but probably as close as They will allow.

BMW 320d SE Touring
Price as tested: €51,930
Range price: €36,620 to €52,120
Capacity: 1,995cc
Power: 181bhp
Torque: 560Nm
Top speed: 250kmh
0-100kmh: 5.6sec
Economy: 5.1-100km (55.4mpg)
CO2 emissions: 135g/km
Tax Band: B. €225 road tax
Euro NCAP rating: 5-star; 95% adult, 84% child, 78% pedestrian, 86% safety assist

Road Test: Renault Scenic 1.6 dCi Bose Edition

Price as tested: €32,390

+ Looks good, spacious, comfy, punchy, cracking stereo
– Quite pricey, mushy steering
= Proves that MPVs don’t have to be a fun-free zone



You know that old cliche about buying a people carrier being the equivalent of social death? An admission that your youth is gone and your virility has crumbled to dust? I have felt the icy hand of that concept close to the hairs on the back of my neck. Once, a decade or more ago, I found my (still single and child-less) self in the car park of a major out of town driving centre driving a large, practical, mumsy people carrier. You should have heard the silent scream that went off in my head. It was quite something.

These days, things have changed somewhat. I’ve changed for a start. Married. Two kids. House in the ‘burbs. I can see now the appeal, even the necessity of a people carrier. People carriers have changed too. The Ford S-Max proved that a tall roof and seven seats was not inimical to driving enjoyment and others have at least attempted to follow suit.

And when the Renault Scenic Bose Edition rocked up on my driveway, it seemed to be almost purpose designed to appeal to me. With white coachwork set off by gorgeous (and faintly seventies in style) alloy wheels, the Scenic was looking pretty tasty for Soccer Mom transport. And that badge on the flank; Bose. Now, techie geek that I am, I know at first hand that no-one, and I do mean no-one, makes stereos quite like Bose. They may not have the whizz-bang design elements of some other hi-fis, but those deceptively simple grey and white boxes can provide sound like nothing else. Rich, warm, crisp, perfect. A family motor with that kind of sound system can really tickle my fancy.

Before we get to that though, there’s the small matter of the engine to deal with. Renault’s old range-topping 1.9 dCi diesel is now dead and it’s been replaced by this all-new 1.6-litre unit which matches the outgoing one for power with 130bhp yet manages just 114g/km on the Co2 emissions cycle and claims an average of 4.4-litres per 100km fuel consumption. Now, as is so often the case, that claim is pure bunkum and I managed to eke around 6.0-litres per 100km out of it, but that’s still not bad considering that a lot of that mileage was four-up with luggage and much of it was on the motorway. It’s also reasonably refined (especially at cruising speed, less so at low speeds) and pulls strongly. 0-100kmh in 11secs doesn’t sound too brisk, but it feels punchier than that through the gears.

Inside, thanks to the Bose Edition upgrades, the Scenic is looking better than ever before. The TFT digital instrument display is rather nice, and you can theoretically customise the display to your taste. I say theoretically because I couldn’t for the life of me figure out how to do it. My six year old son did it in an instant, so I may hire him out as an aid to befuddled Scenic owners.

The seats, wrapped in an enticing mix of black leather and Alcantara, are really lovely, firmly supportive on a long run but with just enough of that classic Renault squidge to feel luxurious. Space is decent, but not exceptional. Kids will be more than happy in the middle row, but bulky child seats will eat quickly into the available space and adults will find the seats themselves a touch narrow. It’s a common failing amongst compact seven-seat MPVs, but it’s partly compensated for by a boot that’s a massive 564-litres if you keep the third-row seats folded into the floor. That’s one thing I do love about MPVs; that pleasant feeling of not having to plan the packing up. Just fling everything into the boot with gay abandon.

To drive, the Scenic is as it ever was; not great but not bad either. On first re-acquaintance, it still has the mushy steering and generous roll angles that it’s always had. Such things are anathema to the driving enthusiast, of course, but the payoff is a ride quality that soaks up all but the very worst excesses of Irish roads, so it’s an acceptable trade-off. Better yet, when the kids are asleep and your wife’s not paying attention, you’ll find that you can push through the mush and get the Scenic a bit more up and at ‘em in the corners. Do that, and you’ll find plenty of front end bite and also that the roll stops and holds pretty quickly. Once learned you’ll find that the Scenic can be hustled along quite nicely.

Now for the Bose bit. As far as I can tell, Bose’s contribution to the Scenic is just the front speakers. There were no Bose logos on the rear ones, and no indication that Bose has been tinkering with the internals of the standard-fit Renault stereo. Now, my standard stereo test (John Barry’s theme from Zulu, played LOUD) showed that the Scenic’s sound system is pretty terrific, but I had been expecting awesome. Perhaps the boomy, echo-y surrounds of a big monobox shape are just too much for even Bose to overcome? Or maybe the budget didn’t allow more than a few simple tweaks to the sound. Whatever, it’s still head and shoulders above a standard car stereo, just not quite the enveloping experience I had been hoping for.

Speaking of budgets, your own will have to be pretty generous. Clocking in at €32k (there is a cheaper 1.5 dCi Bose edition) makes the Scenic Bose pretty pricey for a family car. Far be it from me to make assumptions about other families’ finances, but I certainly couldn’t afford the repayments on that.

Which is a shame as the Scenic Bose strikes just about the ideal family car balance. It’s got all the big, spacious, comfy and practical stuff down pat. It’s decently economical and rides well. Yet, in the precise spec of our test car, it looked pretty cool, had an inviting interior, a kick-ass stereo and a modicum of driving fun in its chassis. Thank you, Renault, for proving that family motoring really can be a phrase, not a sentence. Just make it a bit more affordable next time, eh?


Renault Grand Scenic 1.6 dCi Bose Edition
Price: €32,390
Range price: €23,990 to €32,390
Capacity: 1,598cc
Power: 130bhp
Torque: 320Nm
Top speed: 183kmh
0-100kmh: 11.1sec
Economy: 4.4-100km (62mpg)
CO2 emissions: 114g/km
Tax Band: A. €160 road tax
Euro NCAP rating: 5-star; 91% adult, 76% child, 42% pedestrian, 99% safety assist

Road Test: Hyundai i30 1.6 Diesel Elite Plus

Price as tested: €22,295

+ Sharp styling, exceptional quality, refinement, comfort, equipment
– Not the cheap option anymore, engine needs more oomph
= Right up with the Focus and Golf at the top of the class

You know it’s been an interesting week, road-test-wise, when you hop straight from a €170,000 Mercedes SL and into a €22k Hyundai hatchback. Even more so, you know you are living in interesting times when the Hyundai doesn’t feel like a disappointment after the Merc...

It’s become such a cliché to point out “just how far Hyundai has come in a few short years” that I think we can officially stop doing so. The simple fact is that now, there is not a single model Hyundai builds that is not entirely competitive with its rivals from Europe and Japan. So I think we can dispense with the derisory “haven’t they done well, for Koreans?”

The first-gen Hyundai i30, which was only launched in 2007, was a very decent car that rather hid its light under a bushel of very quiet, even bland, styling. Well, the new one does away with that, taking the striking grille and lights more or less straight from the handsome i40 saloon and plonking them on the front of a neat, crisp five-door hatchback design. It looks good, very good in fact and certainly more distinctive than its main potential rival, the Toyota Auris.

Inside, the niceness continues with a chunky and good-to-hold four-spoke steering wheel, handsome, clear instruments and a level of touchy-feely quality that outstrips the likes of the Focus and Mazda 3 and only falls very slightly short of the benchmark VW Golf. The seats are comfy, the driving position sound and the space in the back on the money for the class.

Standard equipment is very good, including Bluetooth phone and media player, aircon, ESP, adjustable steering, cruise control with speed limiter, voice control for the audio system and LED daytime running lights. Mind you, equipment would want to be good, as Hyundai has taken the decision that it’s no longer going to offer its cars at bargain bucket prices. True, you can get a 1.4 petrol i30 for just €17,995 but this diesel model is right on the class average for price; a signal that Hyundai is selling on its own merits, not just price anymore.

To drive, it’s also right on the class average, which is to say that it lacks the outright sharpness of a Focus, or the beautiful fluidity of a Golf, but feels more positive to drive than an Auris, Citroen C4 or Renault Megane. It’s not really a drivers’ car, but there is a very pleasing sense of decorum in the way it rides, the way it controls its body during cornering and the obvious levels of inherent grip and stability. The adjustable steering, which lets you toggle the weight of the steering between Sport, Comfort and Normal modes is a bit of a gimmick, and doesn’t turn the i30 into a GTI when you hit Sport, but the essentials of the steering’s accuracy and feel are pretty good to begin with.

A shame that the 1.6 diesel engine never quite feels like it’s giving of its all. The on-paper figures of 110bhp, 260Nm and 0-100kmh in 11.5secs are all par for the class, but on the road, it just never feels like it’s puffing quite as hard as it should be. It’s not actively slow, but neither is there a nice, low-down hit of torque. Still, 109g/km Co2 emissions and combined fuel consumption of 4.1-litres per 100km (we managed a creditable 5.9l/100km average) are some compensation for that, as are the very good refinement levels. Not to mention the five-year warranty.

We’ve become accustomed now to Hyundai making cars that are at least class competitive and usually better again than that. That the i30 proves to be at least as good, overall, as the class leaders should therefore come as no surprise, but it’s pleasing all the same.



Facts & Figures

Hyundai i30 1.6 Diesel Elite Plus
Price: €22,295
Range price: €17,995 to €25,495
Capacity: 1,582cc
Power: 110bhp
Torque: 260Nm
Top speed: 185kmh
0-100kmh: 11.5sec
Economy: 4.1-100km (64mpg)
CO2 emissions: 109g/km
Tax Band: A. €160 road tax
Euro NCAP rating: Not yet tested

Road Test: Skoda Rapid 1.2 TSI

Price as tested: €17,500 (approx)

+ Sweet engine, space, quality, crisp styling, price
– Bumpy suspension, plain interior
= A simpler Skoda than of late, a return to the brand’s roots


The new Rapid, named unselfconsciously for the old rear-engined Skoda saloon of the eighties (as well as other, more venerable Skoda models) represents a slight, but significant, change of tack for the Czech firm. In recent years, Skodas have become ever more sophisticated, and their prices have risen to reflect this. Step into a Superb saloon or a Yeti crossover, and you are confronted with interiors and equipment that are easily the equal of any Audi or Mercedes.

The Rapid, while not a backward step, draws more from Skoda's more utilitarian past. While it retains a level of sophistication appropriate to a modern Volkswagen group car, it feels like a simpler, more straightforward car.

And, thankfully for those of us looking at vastly reduced car buying budgets, its price will reflect that. A basic Rapid, fitted oxymoronically with a 75bhp 1.2-litre petrol engine, will cost around €15,995 when it goes on sale in November, and that price will include electronic stability control.

The Rapid also represents a subtle shift in the centre of gravity in the Skoda range. Until now, the Octavia had been Skoda's core model; a rival to the Ford Focus in price and demeanour, even if its physical size drifted closer to the likes of the Mondeo. The Rapid is more obviously Focus-sized, albeit narrower than the norm for the class, and its arrival will allow the new Octavia, due next year, to grow in size and luxury to be a true Mondeo rival. The larger Superb will get even bigger again next time around, close to BMW 5 Series size. The Rapid, Skoda expects, will shortly become its second-best selling model after the Octavia, sold globally and the spearhead of a massive renewal of the Skoda range. New or facelifted models will be launched every six months over the next few years as Skoda seeks to double its current sales.

Mechanically, the Rapid reflects the idea that it is meant to be a simpler, more affordable car. Instead of being based on the VW Group's high-tech new MQB platform, it uses a mixture components, some lifted from the current Polo and Jetta. That means a straightforward torsion bar rear suspension, which allows the Rapid to have a truly cavernous 550-litre boot, but also means that you'll feel a lot more of the road surface than you would in some rival cars. The boot also has quite a long drop over the loading lip down to the floor; not a problem when putting things in, but it could prove awkward when reaching in to extract heavier items. The rest of the Rapid's cabin is very well-executed, with high quality (although noticeably not soft-touch) surfaces and clear, bright instruments. Rear legroom and headroom are excellent but you'll notice that the cabin is quite narrow, and larger passengers will occasionally clonk elbows, and the front armrest frequently gets in the way of your elbow when changing gear.

As with the Ford Focus 1.0-litre Ecoboost we tested recently, the Rapid also offers a compelling reason to switch back from diesel to petrol power, especially if your average mileage is relatively low. The 85bhp 1.2 TSI turbo petrol engine (which should roughly split the difference between the basic model and the bigger-selling 1.6 TDI 105bhp diesel's circa €19,000 price tag) feels lively, spins eagerly and sounds crisp and sharp to the ear. Its fuel consumption figures hover around the 55mpg mark (which seems achievable) and its 119g/km Co2 rating means it matches, for now, the diesel in terms of motor tax.

If the Rapid has a failing it's in that low-cost suspension setup. We've been spoiled ever since the launch of the original 1998 Ford Focus by family cars that ride and handle with increasing sophistication and precision. The Rapid is not by any means a bad car to drive, but the way the rear suspension constantly jiggles and jitters over poor surfaces is annoying. On a smoother road, with smooth driver inputs, the Rapid begins to feel more fluent and it settles into an enjoyable rhythm, but you're never going to drive it for the sheer pleasure of it.

No matter, reckons Skoda; this is a car aimed squarely at cost-conscious families and in that regard it squares up excellently. That tempting entry price (albeit for an engine what will likely prove underpowered, especially if you're using the Rapid's 500-odd-kg payload) will be sufficient for many, but the Rapid's other qualities (space, comfort, Band A & B emissions, Skoda's excellent reliability reputation) should also prove deal-sealers. The fact that, although a hatchback, it looks like a four-door saloon and its simple, rugged nature will also doubtless appeal to more traditional Irish car buying minds. Mind you, it's worth pointing out that Seat will shortly be launching a new Toledo, mechcanically identical to the Rapid, and likely close on price too. Nothing like a bit of sibling rivalry...

While the Rapid is pretty much an innovation-free zone, Skoda has kept up its reputation for leaving in some small, pleasant touches. An ice-scraper tucked into the fuel filler cap for one, a phone and music player interface front and centre on the dashboard (not tucked awkwardly away as many rivals do) for another. Small touches, but they add up.

And in a quiet way, it's stylish. It won't draw eyeballs like a Lamborghini, but the new corporate Skoda 'face' (deep-set headlamps either side of a discreetly-chrome-ringed, wing-shaped grille) is handsome and the rest of the Rapid, although plain, looks pleasingly chiselled and chunky.

From the perspective of the road test writer, the Rapid is a tough car to get especially wound up about. There is no screaming V12 engine, nor cutting-edge battery or hybrid technology to rhapsodise about. Nor is there curvaceous styling or razor sharp chassis responses.

But speaking for a moment as a car buyer and a family man living on a budget, it's very appealing. Spacious, solid, pleasant and affordable. In that sense, you could easily see it pleasing a great many buyers.


Skoda Rapid 1.2 TSI
Price: €17,500 (approx)
Range price: €15,995 to TBA (approx)
Capacity: 1,197cc
Power: 85bhp
Torque: 160Nm
Top speed: 183kmh
0-100kmh: 11.8sec
Economy: 5.1-100km (55.3mpg)
CO2 emissions: 119g/km
Tax Band: A. €160 road tax
Euro NCAP rating: Not yet tested

Road Test: Peugeot 208 1.4 HDI Active

Price as tested: €18,795

+ Looks, sense of quality, comfort, refinement, classiness
– Steering a touch mushy
= As chic and pleasant as a French hatch should be


As with all offspring, the new Peugeot 208 has some substantial shoes to fill, but oddly enough, those shoes belong to its grandfather, not its father, so to speak. From 1998, the Peugeot 206 was a roaring success for the rampant Lion, with more than 30,000 sold in Ireland alone in its lifetime, and millions more across Europe and the world. But its successor, the heavy, rather turgid 207 lagged behind. Way behind, shifting just 9,000-odd units in Ireland. Why? Well, odd styling didn’t help but the 207 also missed out on the crucial 1.0-1.2-litre ‘second car’ market (its smallest engine was a 1.4 and that was hardly a ball of fire), a segment that the 206 more or less made its own.

Now though, despite Peugeot itself being beset with falling European sales, financial woes and seeking changes in French law to help it climb out of its current crisis, the French are hitting back hard with the new 208, a car that seeks to reclaim the chic, small, sexy ground that was once the 206’s natural home.

Looks nice, doesn’t it? A touch snub-nosed, perhaps, but neat and neatly detailed. A little colour sensitive (please, please avoid the awful pink champagne metallic) but classy and stylish in a dark hue, or even white. The three door model even has a stylistic nod to the long beloved eighties Peugeot 205, with a small oval badge set into the c-pillar.

Inside, things look very, very different to what went before. In the 207, you got comfy seats but a massive fascia that seemed to eat unnecessarily into cabin space and cheap main dials that looked distinctly aftermarket. Almost nothing from the 207 then (or any other Peugeot model for the that matter) is carried over into the 208. All the switchgear is new, the centre-console mounted touch-screen looks nice (and is standard on all but the most basic model) and then there’s the steering wheel. Now, we’ve criticised Peugeots in the past for having massive, bulky steering wheels unbecoming of cars with a sporting mien. The RCZ coupe, without the optional Sport pack, was a particular offender. But the 208’s wheel is tiny, looking more like the wheel you get with a PlayStation driving game than one attached to an actual car. The main instruments (which are very handsome indeed and have more than a whiff of Audi about them) are actually mounted above the rim of the wheel.

Now, that sounds like a recipe for feeling that you’re sitting with the steering wheel resting on your knees, but actually, thanks to a broad range of adjustment for both wheel and seat, it only takes a moment to adjust to the new layout and once done, it feels entirely natural. The wheel itself feels really pleasant to hold; small and sporty rather than tiny and flimsy.

Sadly, it’s not attached to Peuegot’s best ever steering rack; the electrically assisted system is quick and accurate, but lacking almost entirely in road feel. It’s not bad, just not much fun. Which is a shame, because the rest of the chassis is very game indeed, resisting understeer well, cornering sharply,  and best of all; riding with a comfy, controlled compliance that leaves your backside and spine in glorious isolation. Bravo Peugeot, for resisting the temptation to bolt stiff springs and dampers for a faux-sporty feel. As ever, what is done for ride, when done well, is also good for handling.

For the rest, the cabin is spacious and comfy, the boot large and square and the overall levels of fit, finish and quality seem excellent. A shame that Peugeot hasn’t seen fit to extend its standard three year warranty to compete with the Koreans, but I guess you can’t have everything.

The engine in our test car was Peugeot’s familiar 1.4 HDI diesel with 68bhp and it’s a fine, if unremarkable, engine. It’s decently quiet for a diesel in small car, and Peugeot bucks the industry trend for such vehicles, expecting to sell almost half of all its 208s in Ireland with oil burners, rather than the more usual petrol-heavy ratio of competitors. It certainly gives the 208 some hefty mid-range punch (160Nm of torque in a car weighing just 1,050kg – some 110kg lighter than the old 207) will do that, and if you can match the claimed 3.8-litres per 100km fuel economy claim, you should be able to stretch to well over 1,000km between refills.

That said, it’s likely that the lighter, more high-tech 1.0 and 1.2-litre petrol engines will be the stars of the range though, with their light weights helping to give the 208 a more agile, rev-happy feel, but we’ll have to wait a few more months to get a taste of the petrol burners here.

Price-wise, the 208 undercuts most of its major opposition with a starting price of €14,495 for the 1.0 petrol 3-door, and out five-door diesel test car weighed in at €18,795 including cruise control and speed limiter (standard on all models), the touchscreen controller with Bluetooth phone integration and media player, 15” alloys and air conditioning. Decent value for money, that.

Peugeot’s problem will be that, while the 207 was underperforming, the 208’s rivals were doubling from just 16 similar others in 2001 to 27 now, with hefty competition not just from ‘traditional’ models like the Ford Fiesta, VW Polo and Toyota Yaris, but also hard-charging new comers like the Kia Rio and Chevrolet Aveo.

That the 208 is good enough to take them all on, on equal terms is without question. It’s a match for the Polo in quality terms, the Yaris in comfort and the Fiesta (almost) dynamically and much more stylish than the Koreans. Will it be enough to put the 208 back on the 206’s podium step? We’ll see...



Peugeot 208 1.4 HDI Active
Price as tested: €19,795
Price range: €14,495 to TBA
Capacity: 1,368cc
Power: 68bhp
Torque: 160Nm
Top speed: 160kmh
0-100kmh: 15.6sec
Economy: 3.8l-100km (74mpg)
CO2 emissions: 98g/km
Road Tax Band: A €160
Euro NCAP rating: 5-star; 88% adult, 78% child, 61% pedestrian, 83% safety assist