Hot Hatches

Don't let your motor run you into the ground

2009-03-07T15:39:00.000-08:00

Be sensible when choosing a car
First things first, be sensible when choosing a car. A brand new car is probably not the most cost-effective way of buying a car – a car a year or two old is likely to be still under a form of warranty but it will be significantly cheaper – just check the mileage as a reps car could do 70,000 miles in a year!

Try to find out which models are hard to shift – for instance a sports version of a car like the Ford Focus ST170 might be harder to shift than a more basic model with lower insurance and running costs.

Hire a qualified technician
If you don't know your carburetor from your crankshaft, then it may pay to hire a qualified technician to come and look at a car before you buy it. It might cost you around ₤120 (the AA offers such a service) but as well as providing piece of mind, the technician's report on the car may give you an opportunity to bargain down the price. Might even cover the technicians costs entirely and at least you know you have a decent car.

Fuel consumption of your car
Working out the fuel consumption of your car is a necessity. If it drinks petrol, you may want to trade it in for something more economical. Also you may want to switch to a diesel rather than a petrol engine as it should prove cheaper to run.

Shop around for the best petrol prices – motorway service stations are notoriously expensive so try an fill up locally before you go on a long journey. All petrol stations have to, by law, show what they charge for petrol so you should be able to compare prices. The website www.petrolprices.com will show you the cheapest filling stations in a 10 mile radius from your house.

Fuel consumption of your car
Working out the fuel consumption of your car is a necessity. If it drinks petrol, you may want to trade it in for something more economical. Also you may want to switch to a diesel rather than a petrol engine as it should prove cheaper to run.

Shop around for the best petrol prices – motorway service stations are notoriously expensive so try an fill up locally before you go on a long journey. All petrol stations have to, by law, show what they charge for petrol so you should be able to compare prices. The website www.petrolprices.com will show you the cheapest filling stations in a 10 mile radius from your house.

Higher the emissions, higher the tax
All cars are taxed differently as they are sorted into bands relating to carbon dioxide emissions. The higher the emissions the higher the band and the higher the tax.

Those with extremely low emissions (hybrid cars) will have very low, if any, tax charges whilst 4x4s or large saloons are likely to have a tax charge of ₤400-plus per year. Check what band a car is in at www.vcacarfueldata.org.uk.

Keep your speed steady
Keeping your speed steady when driving will use up less petrol. So a steady 70mph on the motorway will be better than spurts of 85mph and constant breaking and accelerating to weave in and out of traffic! Driving at steady, sensible speeds should mean you are safer too – which means less prangs and less insurance claims so once again you should be quids in.

Shop around for the best car insurance
It goes without saying that you should shop around for the best car insurance premium. And don’t be scared to move insurers if you can get a better rate elsewhere. If you can limit your average mileage you should be able to get more favourable rates. The same could also be said for fitting alarms or garaging the vehicle.

Work out the value of the car and establish whether you would be better off opting for the cheaper option of third-party cover.

Reduce insurance costs
Insurance premiums are typically hiked for anyone who has just passed a driving test - especially teenagers! One way to reduce your insurance costs is to take a Pass Plus qualification. Taking this 'post grad' driving course could bring discounts of 25pc of more on your initial premiums.

Share the costs
The school run in the morning typically sees a long line of cars with just one or two children being ferried to and from their school. Why not see if any other local parents want to take turns doing the run - share the costs and take one car rather than two or three. The same could be said of commuting to work - if someone locally works at or near your place of work why not share the costs and take one car?

Parking meters
The parking meter would make most of our Room 101 lists but they are here to stay unfortunately. You can easily run up a ₤10-plus meter or car park charge in just a day so it is well worth your while trying to find free parking nearby even if it means an extra 10 minute walk.

You could also rent a parking space during the day - www.yourparkingspace.co.uk provides details of those looking to rent out their drives or garages. You could actually rent out your own drive during the day while you car is at work.

Citroën C4 Picasso MPV

2009-01-05T05:27:00.001-08:00

ON THE ROAD

Performance
Buyers have the choice of two petrol and two diesel engines. The petrols are a 127bhp 1.8-litre and a 143bhp 2.0-litre, but the diesels make more sense, thanks to their superior economy and pulling power. The 110bhp 1.6 diesel is expected to be the biggest seller, and rightly so: it's smooth, flexible and feels perfectly suited to the car. The 138bhp 2.0 diesel doesn't feel significantly quicker.

Ride & handling
MPVs are designed for carrying people, so a comfortable ride for all the family is more important than a fun drive for mum or dad up front. The C4 Picasso follows this brief exactly. It rides smoothly at most speeds, with only the biggest road scars disturbing the calm, and it is undemanding to drive, with light controls. The steering could do with more feel, though, and there's too much body roll through bends.

Refinement
Both diesel engines are very quiet when cruising and largely unobtrusive at other times. Wind noise is well suppressed, too, but some road and suspension noise can penetrate the cabin. This is a very refined MPV, particularly with the optional laminated side window glass. The gearboxes aren't so impressive. The manual has a long-winded, imprecise gearchange and the EGS semi-auto is slow in auto mode, although it's much better in manual mode.

OWNERSHIP

Buying & owning
The Citroen is a bit pricier than many rivals, but huge discounts will be easy to negotiate, and this will help to offset the heavy depreciation it will suffer.

Quality & reliability
Step inside the C4 Picasso and you can't help but notice how classy the interior looks. Investigate further and you'll realise that everything feels well screwed together, too. Soft-touch plastics and chrome highlights add to the sophisticated look. However, Citroen needs to improve its reliability record, because it has consistently finished near the bottom of our reliability surveys.

Safety & security
The C4 Picasso is stuffed with safety kit. Twin front, side and window airbags are standard, as is one to protect the driver's knees. There are also four ISOFIX child-seat mountings. Standard stability control helps avoid an accident in the first place. Deadlocks (which prevent the doors being opened if a window is smashed) will deter thieves, while optional laminated side windows further boost safety and security.

IN THE CABIN

Behind the wheel
Tired of being conventional? Then you'll love the C4 Picasso's interior. It's far from the norm, with a fixed steering wheel hub, centrally mounted instruments and air-con controls positioned at the edges of the dashboard. It's not form over function, though. Most controls are easy to use (small stereo buttons excepted) and drivers of all shapes and sizes should be able to make themselves comfortable. A huge glass area and thin front pillars make for excellent visibility.

Space & practicality
Five adults will be comfortable in the C4 Picasso. The three identical seats in the rear row all slide back and forth individually, plus the backrest angle can be altered. Not only that, but the rear seats couldn't be easier to fold down: all you do is pull a cord on the side of each chair. The big 500-litre boot is a square shape and the loading lip is very low. There's also plenty of stowage space in the cabin.

Equipment
LX forms the Picasso's base trim, and it comes with cruise control and electric windows. SX cars are the ones to go for, though, because they add air-conditioning and a CD player. VTR+ cars have alloy wheels, a leather steering wheel and electric rear windows, while Executive models have climate control, rain-sensing wipers and automatic headlamps.

Citroën C4 Hatchback

2009-01-05T05:24:00.001-08:00

ON THE ROAD

Performance
The petrol range kicks off with a 89bhp 1.4 petrol engine. The 118bhp 1.6 will suit most buyers better; there’s also a 108bhp 1.6 which can also run on bioethanol. There are two 1.6-litre diesel engines giving either 91bhp or 108bhp. Both are well up to the job, and they're cheaper to buy than the 136bhp 2.0-litre diesel.

Ride & handling
Previous Citroëns have been renowned for a soft ride. The C4’s ride, however, is remarkably firm, particularly at low speeds. The suspension gives good body control at higher speeds, although the mid-corner bumps thump through the helm uncomfortably. The steering is light and provides sharp turn-in to corners but doesn’t offer enough feel.

Refinement
The distinctive three- and five-door bodies have been designed to cut through the air without stirring up wind noise. They largely succeed, but the door mirrors create some noise. Road noise is nearly non-existent, most engines are smooth and quiet. The controls are light and fluid.

OWNERSHIP

Buying & owning
Citroën is now offering its usual deals to tempt customers, including interest-free finance and cashback deals. The car will sell on its low prices, plentiful equipment and painless running costs. That doesn’t mean to say you won’t be able to squeeze a discount out of your local dealer, however.

Quality & reliability
Citroën has made a successful effort with the C4 to inject a bit of class. Everything looks and feels good, even in areas that are often overlooked, such as lower seat frames and beneath the rear seats. Citroën’s reputation for mechanical reliability isn’t fabulous, but things are getting better.

Safety & security
Every C4 has electronic driver aids to stop it skidding off the road and a full set of six airbags to protect you from someone else’s mistakes. The door locks trigger automatically once you’re on the move. There’s even an optional warning that alerts you if you stray over a white line without indicating. Deadlocks and an immobiliser help to hinder thieves.

IN THE CABIN

Behind the wheel
You can’t use the seat-adjusters easily, the sloping sides nibble at headroom and rear visibility could be better in the five-door. The profusion of digital instrument displays can be confusing. There are some novel ideas, however, such as the fixed steering wheel boss that keeps the controls mounted on it in fixed positions.

Space & practicality
Three- and five-door models provide identical passenger space, but they’re not the roomiest small hatches. The sloping sides make the cabin narrow but space is fine for anyone under six feet tall. The boot is reasonably sized and shaped unless you order the premium sound system with its extra speakers.

Equipment
All models are fitted with cruise control, electric front windows and mirrors and a CD player. SX models add air-conditioning, alloy wheels and foglights. VTR Plus models have features such as climate control, powered rear windows and automatic lights and wipers, while the top-end Exclusive model adds a CD autochanger and directional xenon headlamps.

Car review from What Car

Citroën C4 Coupe

2009-01-05T05:22:00.001-08:00

ON THE ROAD

Performance
The petrol kicks off 89bhp 1.4 petrol engine, but the 108bhp 1.6 will suit most buyers better. There are two 1.6-litre diesel engines giving either 91bhp or 108bhp. Both are well up to the job, and they're cheaper to buy than the 136bhp 2.0-litre diesel.

Ride & handling
Previous Citroëns have been renowned for a soft ride. The C4’s ride, however, is remarkably firm, particularly at low speeds. The suspension gives good body control at higher speeds, although the mid-corner bumps thump through the helm uncomfortably. The steering is light and provides sharp turn-in to corners but doesn’t offer enough feel.

Refinement
The distinctive three- and five-door bodies have been designed to cut through the air without stirring up wind noise. They largely succeed, but the door mirrors create some noise. Road noise is nearly non-existent, most engines are smooth and quiet. The controls are light and fluid.

OWNERSHIP

Buying & owning
Citroën is now offering its usual deals to tempt customers, including interest-free finance and cashback deals. The car will sell on its low prices, plentiful equipment and painless running costs. That doesn’t mean to say you won’t be able to squeeze a discount out of your local dealer, however.

Quality & reliability
Citroën has made a successful effort with the C4 to inject a bit of class. Everything looks and feels good, even in areas that are often overlooked, such as lower seat frames and beneath the rear seats. Citroën’s reputation for mechanical reliability isn’t fabulous, but things are getting better.

Safety & security
Every C4 has electronic driver aids to stop it skidding off the road and a full set of six airbags to protect you from someone else’s mistakes. The door locks trigger automatically once you’re on the move. There’s even an optional warning that alerts you if you stray over a white line without indicating. Deadlocks and an immobiliser help to hinder thieves.

IN THE CABIN

Behind the wheel
You can’t use the seat-adjusters easily, the sloping sides nibble at headroom and rear visibility could be better in the five-door. The profusion of digital instrument displays can be confusing. There are some novel ideas, however, such as the fixed steering wheel boss that keeps the controls mounted on it in fixed positions.

Space & practicality
Three- and five-door models provide identical passenger space, but they’re not the roomiest small hatches. The sloping sides make the cabin narrow but space is fine for anyone under six feet tall. The boot is reasonably sized and shaped unless you order the premium sound system with its extra speakers.

Equipment
All models are fitted with cruise control, electric front windows and mirrors and a CD player. SX models add air-conditioning, alloy wheels and foglights. VTR Plus models have features such as climate control, powered rear windows and automatic lights and wipers, while the top-end Exclusive model adds a CD autochanger and directional xenon headlamps.

Car review from What Car

Citroën C3 Pluriel Open

2009-01-05T05:20:00.001-08:00

ON THE ROAD

Performance
The C3 Pluriel comes with a choice of two petrol engines: a spirited 75bhp 1.4 or a 110bhp 1.6 and a punchy 1.4 diesel. While the 1.4s come with a five-speed manual gearbox, the 1.6 petrol’s Sensodrive ’box offers five-speed sequential manual or automatic modes. The 1.6 is a little quicker, but the jerky gearbox hinders progress.

Ride & handling
The Pluriel is lacklustre to drive. The featherweight steering weights up at speed but gives little feel and body control is poor. The soft ride is fine on smooth roads, but bumps and broken surfaces shudder through the body and there’s a noticeable increase in body flex when the side pillars are removed.

Refinement
Unlike some open-top cars, the Pluriel doesn’t demand too many sacrifices from the driver. Neither engine is unduly noisy or rough, and road noise is well contained, if not as subdued as on the C3 hatchback. With the roof up there’s some wind noise, but it’s not excessive and things aren’t too blustery with the roof down.

OWNERSHIP

Buying & owning
In 1.4 form, the Pluriel is one of the cheapest open-topped cars around and even the 1.6 undercuts many rivals. Running costs should be sensible thanks to average fuel consumption of more than 40mpg and comparatively low insurance groupings for both models. Resale values aren’t brilliant but discounts are easy to come by.

Quality & reliability
Much of the interior is shared with the C3 hatch, and it appears solidly screwed together but uses some disappointingly flimsy materials. We don’t expect the engines to cause problems, but have concerns that some parts of the complex roof assembly don’t look durable.

Safety & security
All Pluriels come with anti-lock brakes along with twin front and side airbags. Reinforced front pillars and rear seat backs provide extra rollover protection when the side pillars are removed. Deadlocks are standard but only 1.6 models come with an alarm.

IN THE CABIN

Behind the wheel
The Pluriel’s dash is the same as the C3 hatch’s, so it’s easy to use and has well placed controls. Two-way steering adjustment and driver’s seat-height adjustment make for an adaptable driving position, but the Pluriel’s flat, soft seats don’t provide enough support for longer journeys and with the fabric roof fully folded, rear vision is obscured.

Space & practicality
There’s plenty of space in the front and the rear is fine for two adults on short journeys, with acceptable legroom and generous headroom. The boot is a good size, but because the roof is stored underneath the boot floor when folded, you need to empty the boot when you want to put the top down, then reload.

Equipment
Every car has four electric windows, a CD player and an electrically powered roof, while 1.6 models add alloy wheels, body-coloured interior trim and an alarm. Air-con and leather are standard on the 1.4 Exclusive, while the 1.6 has an optional pack that includes climate control, rain-sensitive wipers and heated door mirrors.

Citroën C3 Hatchback

2009-01-05T05:18:00.000-08:00

ON THE ROAD

Performance
The 1.6 petrol and 1.4 turbodiesel are perky performers, but our pick is the smooth 1.4 petrol. The Sensodrive paddle-shift gearbox available on some models is too jerky. While the 1.1-litre petrol has just 60bhp and is best suited to town use, the 110bhp 1.6 diesel is flexible and provides excellent pace.

Ride & handling
Major changes were made to the C3’s suspension in late 2005. Its ride is now more absorbent, but not as comfortable as a Renault Clio’s or Skoda Fabia’s. Handling doesn’t match the best, either. It’s competent, but could do with a little more grip and steering feel and less body roll through bends.

Refinement
Road and engine noise are impressively subdued and the diesels are some of the quietest in this class. The C3 fails to suppress wind noise from around the door mirrors and its windscreen as well as some rivals, however, while the gearshift on manual cars is sloppy

OWNERSHIP

Buying & owning
The C3’s list price isn’t cheap, but big discounts are available and running costs are reasonable on most models. The Stop & Start model cuts power while the car is stationary, to reduce fuel costs and emissions, while the 1.4 HDi returns almost 70mpg. Residual values are below those of many rivals, though.

Quality & reliability
The C3 has scored no higher than average in our reliability and customer satisfaction surveys and the interior doesn’t feel as classy as rivals like the Renault Clio. Citroen has a reputation for building some of the world’s best diesel engines, and the petrol units are usually both hardy and trouble-free.

Safety & security
All C3s have anti-lock brakes and front airbags as standard. Most also have side airbags, but curtain ’bags and stability control are options only on VTR models. All but the base version have deadlocks and, in our 2002 Security Supertest, the C3 was rated best in class after it defeated our testers.

IN THE CABIN

Behind the wheel
The C3’s dome-like roof and raised driving position give it an MPV-like feel that’s not to all tastes, but create a pleasantly airy feel. There’s height and reach adjustment for the steering wheel on all models, but the two cheapest trims miss out on driver’s seat height adjustment. The layout is simple, but the digital instruments are fussy.

Space & practicality
There’s plenty of head- and legroom up front, but accommodation for rear passengers is cramped compared with many rivals. The boot is a little small, too, and has a high load sill that hinders easy access. A 60/40 split rear seat extends the boot’s practicality, but the rear seat base is fixed so it is not possible to create a flat loadbay.

Equipment
The Cheapest C3 has a electric front windows and remote central locking, but little else. The rest of the range have a CD player, electric door mirrors and air-conditioning as a minimum, while top-spec models have high-tech features such as rain-sensing wipers and automatic headlights. The XTR model has a mock-4x4 look, featuring a chunky bodykit and roof rails.

Car review from What Car

Citroën C2 Hatchback

2008-12-11T05:08:00.000-08:00

Performance
Entry point is the 1.1 petrol, while the larger 1.4 gives greater flexibility. The 90bhp 1.4 Stop &<\p>Start cuts the engine when you’re at a standstill to reduce emissions and fuel consumption. There’s also a flexible 1.4 HDi diesel. The sporty VTR comes with a 1.6 petrol engine, while the VTS range-topper comes with a 1.6 petrol or diesel engine.

Ride & handling
The shortened C3 chassis copes reasonably well with lumps and bumps, although larger urban potholes can be felt. Good cornering ability makes the C2 fun to drive, but the electric steering feels lifeless at higher speeds.

Refinement
The turbodiesel is noisy when cold, but smooths out as it gets going, and only makes itself known when pushed hard. The petrol engines are fine around town but become coarse when worked hard. There is some wind and road noise at motorway speeds, but not enough to cause voices to be raised.

Buying & owning
The C2’s list prices are respectable, but expect them to be made keener still with healthy discounts and frequent special offers. Make sure you get a good saving, because residual values aren’t that strong. All engines have low carbon dioxide emissions and drink fuel gingerly; the 1.4 HDi returns nearly 70mpg on the combined cycle.

Quality & reliability
The C2 shares many parts with the five-door C3 and, like that car, it fares no better than average for quality and reliability. The appeal of the cabin materials isn’t a match for the best in the supermini class, either. At least the engines are proven units and should be trouble-free.

Safety & security
All C2s have front airbags, but the three cheapest trims lack side ’bags. Optional curtain airbags are reserved for sporty models, and only the VTS has standard traction and stability control. The C3 has scored very well in our security tests, and we expect the C2 to be just as resistant to theft.

Behind the wheel
Much of the C2’s dashboard is taken from the C3, which means clear instruments and simple-to-use controls. The steering adjusts for height and reach, while the driver’s seat moves for height on all but L models. There’s good head- and legroom for the driver, despite the C2’s small size.

Space & practicality
There’s plenty of room for two up front in the C2, but rear legroom on basic models is limited. On higher-spec cars the two individual rear seats can be slid fore and aft or tilted forwards to provide more space, but they are still best kept for children. The tailgate is split horizontally; the upper half lifts to reveal the boot, while the lower section drops to allow easier loading of heavy items.

Equipment
Trim levels range from the entry-level L with no CD player or electric windows up to the well equipped VTR and VTS models. All have a trip computer, remote central locking and variable-rate power steering to make lighter work of in-town driving. Air-con is standard on the SX, but unavailable on L. Bluetooth connectivity is optional on most trims.

Car review from What Car

Citroën C1 Hatchback

2008-12-11T05:05:00.001-08:00

Performance
There is the choice of only a 67bhp three-cylinder 1.0-litre petrol or a 1.4 diesel to power this little car. Performance is surprisingly good on the petrol car; we would avoid the slower, pricier diesel. The C1 can hold its own on motorways. To get the most out of it you do have to make use of the five-speed gearbox, though.

Ride & handling
The ride is very firm for a small car that’s designed to spend most of its life in the city, and the suspension can be heard – and felt – working over rougher parts of the road. It does handle well and manages to keep body lean in check when the going gets twisty, but modest grip limits its abilities.

Refinement
Wind and road noise is present at the national limit, but not overly intrusive. The three-cylinder engine is brash, but this sound can lend the car an appealing sporty feel on short jaunts. On longer journeys, however, it becomes wearing.

Buying & owning
This is where the C1 is strongest. List prices are very reasonable, and could drop further if Citroën offers cashback. A year’s motoring won’t cost the earth, either. The C1 sits in insurance group one, and even the petrol version returns an average 61.4mpg.

Quality & reliability
The C1’s cabin is funky and well built, although some of the plastics and materials feel rather cut-price. The C1 was developed alongside the Peugeot 107 and Toyota Aygo and, like those cars, we expect the mechanicals and engine to prove reliable over time.

Safety & security
Two front airbags are standard in both models, while the range-topping Rhythm also gets two side airbags. Curtain ’bags and stability control aren’t available, but the anti-lock braking system has a feature that’s designed to keep the car stable whether you hit the brake pedal on a straight road or in the middle of a bend.

Behind the wheel
The steering column only adjusts vertically, but it’s still easy to find a comfortable driving position. It helps that the speedometer moves with steering-wheel adjustment, so you always have a clear view of the dials. The cabin is fresh and attractive, with transparent and easy-to-use heating controls which glow at night. Visibility is good, but the wide rear door pillars slightly hinder the view out of the back.

Space & practicality
Four averagely proportioned adults will just about fit in the car, although they will have to leave their luggage behind because the boot is minuscule, oddly shaped and accessed through a one-piece glass hatch. However, you can drop the 50/50 split-fold rear seats for more room, and there are plenty of cubbies around the cabin.

Equipment
There are two trim levels available – entry-level Vibe in three- or five-door form, or the five-door-only Rhythm. Both have a CD player with an MP3 socket, but only the Rhythm has electric front windows, remote central locking and a rev counter. Alloy wheels aren’t available and air-conditioning is optional only on Rhythm models.

Car review from What Car

Citroën Berlingo Multispace MPV

2008-12-11T05:03:00.000-08:00

Performance
Choose from two lively versions of the 1.6-litre petrol engine, with 90bhp or 110bhp. If you prefer diesel, there are 75bhp or 90bhp variants and a 110bhp, which is only available in the rugged-looking XTR model. The lower-powered petrol will keep up with family hatchbacks, but it's worth going for a stronger engine if you plan on carrying full loads.

Ride & handling
It might look like a builder's van, but the Berlingo is perfectly civilised. The Berlingo's sheer size means it's not particularly agile, but it's easy to drive. Although the tall body does lean a little in corners, it won't unsettle passengers and the ride is supple enough to smooth your way over all but the worst road surfaces.

Refinement
The petrol engines are quiet enough, although the lower-powered model requires working fairly hard when overtaking. The diesels are smooth and hushed. Considering the car's boxy shape, wind noise isn't a big problem.

Buying & owning
The Berlingo gives you a lot of space for the money. Citroen dealers are usually prepared to offer a discount, and this hasn't dented the Berlingo's resale values too badly in the past. Running costs will be reasonable too, with the diesels achieving around 50mpg on average.

Quality & reliability
As befits a car that's aimed at families and small businesses, the Berlingo is built from tough, rather than luxurious materials. However it all feels well put together, and the plastics don't look cheap. Citroen scored reasonably well in our last reliability survey.

Safety & security
Two airbags come as standard, which doesn't compare well with safety offerings from rivals. Side or curtain airbags and an electronic stability programme aren't even an option with the basic VT spec car. Three seats feature ISOFIX child-seat-mounting points as standard, and child locks are an option. Only the base model misses out on remote central locking with deadlocks; an alarm is optional.

Behind the wheel
Not everyone will be a fan of the upright driving position, but two-way steering wheel adjustment makes it easy to get comfortable behind the wheel and visibility is fine. Everything is logically arranged, with the gear lever positioned just below the dash.

Space & practicality
Storage in the footwells, roof, dash, and under the seats should satisfy even the most dedicated hoarder. Opt for the Modutop roof, and you can add drop-down storage boxes in the roof or interior roof bars for your snowboard. Sliding rear doors make it easy to get anyone in and out, particularly in cramped spaces. The option of three separate rear seats makes the Berlingo one of the few five-seat cars suitable for carrying three children in child restraints across the back. The boot is vast.

Equipment
Basic VT models are pretty sparsely kitted with a CD player, front electric windows, and a split-folding rear bench. Air-con is an option on this and mid-range VTR models, and you can raid the options list for luxuries such as parking sensors, sat-nav and cruise control. Range-topping XTR cars have slightly raised suspension, more rugged looks, and bigger tyres, as well as an MP3 socket, front side airbags and three individual rear seats fitted as standard.

Car review from What Car

Citroën Berlingo First MPV

2008-12-11T05:01:00.001-08:00

Performance
Citroen keeps things simple with the Berlingo First, offering one petrol engine and one diesel. The petrol is a 75bhp 1.4 that surprisingly capable thanks to its free-revving nature, but the 75bhp diesel can feel sluggish, particularly when the car is heavily loaded.

Ride & handling
The Berlingo Multispace doesn't handle like the builder's transport it resembles. It's sure-footed and entertaining, although the tall body tends to lean over in corners. The ride is supple and progress is made easier by power steering and excellent all-round visibility.

Refinement
The engines are reasonably refined, although they become a bit noisy when extended, and the diesel makes itself known with its characteristic clatter. The upright windscreen and big door mirrors generate some wind noise, but it's far from terrible.

Buying & owning
The Berlingo First does everything compact MPVs such as the Renault Scenic can do, but at a much lower price. Citroen dealers are usually willing to offer big discounts, too, yet you can still expect good resale values. The petrol averages a respectable 38.2mpg and the diesel an impressive 53.3mpg, and insurance costs are reasonable.

Quality & reliability
The Berlingo's interior is well put together, although the hard plastics look cheap and scuff easily. We've no reason to doubt the durability of the mechanicals, but owners did complain about the quality of the exterior bodywork in the last JD Power customer satisfaction survey.

Safety & security
Safety equipment is on the mean side, comprising driver and front passenger airbags, and anti-lock brakes with electronic brakeforce distribution, but little else. Front side airbags are a cost option, but you can't specify curtain airbags or stability control. Safety kit is also limited - Citroen has had to print 'door locking with key' on the kit list to flesh it out a bit.

Behind the wheel
Large front doors give easy access to the Berlingo's cabin, and most instruments and controls are arranged in a clear, logical manner. Unfortunately, the steering wheel adjusts for height only, so drivers may have to choose between cramped legs or straight arms. The high driving position also takes some getting used to, and a bar protrudes through the base of the seat, making life uncomfortable on long trips.

Space & practicality
The Berlingo is versatile, tough and fun. Even with five adults seated in the roomy cabin, the rear load area is huge. Its sliding rear side doors are a boon in tight spaces, too, while big door pockets, an overhead parcel shelf, nets and tie-down hooks take care of oddment storage.

Equipment
The list of standard equipment is basic, although you do get a CD player and driver and front passenger armrests. The list of options includes air-conditioning, a heat-reflecting windscreen and front foglights, but you have to make do with wind-up windows and manually adjustable door mirrors.

Car review from What Car

Chrysler Sebring Saloon

2008-12-11T04:59:00.001-08:00

Performance
Three engines are offered - a 138bhp 2.0-litre diesel sourced from Volkswagen, and Chrysler's own 156bhp 2.0-litre and 170bhp 2.4-litre petrol engines. You'd think the strong pull of the diesel would make it the obvious choice, but its flexibility and refinement will disappoint you, so you're better off with the cheaper petrol unit.

Ride & handling
Despite bespoke suspension settings for the European market, the Sebring falls well short of the best family cars. The ride is comfortable on the motorway, but the steering is devoid of feel. Push on through a bend and there's plenty of body roll, while mid-corner bumps produce too much unwanted body-shake.

Refinement
The diesel car produces a fair old racket at tickover, and it also sounds noisy and coarse under acceleration. The smaller petrol engine is a much better proposition, because it's a lot quieter and revs more sweetly. On all models, however, there's too much wind noise.

Buying & owning
Don't confuse well equipped with good value. Rivals such as the Ford Mondeo and Volkswagen Passat are available for less than the Sebring, yet they're far better to drive and give you all the kit you need. Depreciation on the Chrysler is likely to be heavy, too, but running costs should be reasonable.

Quality & reliability
The cabin generally feels solid, but there was some ill-fitting trim in the cars we drove, and the plastics are mostly hard and unappealing. Chrysler also has a poor record in the JD Power customer satisfaction survey. At least the diesel engine is well proven, so should present few problems.

Safety & security
All Sebrings are fitted with twin front, side and curtain airbags, stability control and electronic brakeforce distribution. A tyre-pressure monitoring system is also standard, as are ISOFIX child seat mountings.

Behind the wheel
There's a good range of seat adjustment and the steering wheel moves for both reach and rake, so drivers of all shapes and sizes should be able to make themselves comfortable. The dash design looks rather dated, but it's well ordered, featuring simple rotary heater dials and chunky stereo buttons. Large rear pillars create blind spots, however.

Space & practicality
Like most cars in this class, the Sebring provides plenty of leg- and headroom for four people, as well as a decent-sized boot that's wide enough to accept a couple of sets of golf clubs. The rear bench splits and folds 60/40 should you need even more space. Alternatively, three adults can just about squeeze across it, but they'll be banging elbows, and the person in the centre has to straddle a large transmission tunnel.

Equipment
The Sebring comes in just one trim level and the list of standard equipment is a long one. Climate control, leather upholstery, eight-way power adjustment for the driver's seat, a trip computer, front and rear electric windows, alloy wheels, and a CD player with steering wheel-mounted controls are all fitted.

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Chrysler Grand Voyager MPV

2008-12-04T05:20:00.000-08:00

Performance
Chrysler offers a 3.8-litre V6 petrol engine, but most buyers will go for the more fuel-efficient 2.8-litre turbodiesel. This serves up a respectable 161bhp and 266lb ft of pulling muscle. However, the Grand Voyager is a heavy car, so it's sluggish to accelerate and has to change down to a lower gear for anything other than cruising. All versions get a six-speed automatic gearbox as standard.

Ride & handling
Some MPVs are now almost as good to drive as conventional hatchbacks, but the Grand Voyager isn't one of them. Numb steering and significant body sway make it feel cumbersome in bends, yet the ride isn't particularly comfortable, either.

Refinement
The gearbox's frequent downchanges hurt refinement because the diesel engine becomes raucous at higher revs. On the upside, road noise is kept down to an acceptable level and this big car cuts through the air surprisingly quietly.

Buying & owning
The Grand Voyager is far from cheap to buy, but its classy image means it retains its value better than most rivals. Unfortunately, running costs will be high. The big Chrysler is expensive to service and insure, and even the diesel model gets through quite a lot of fuel.

Quality & reliability
The cabin should prove hard-wearing, but most of the plastics look and feel distinctly functional. Chrysler has a poor record in the annual JD Power customer satisfaction survey, and owners of the previous Grand Voyager reported a high number of engine, transmission and ventilation problems with their cars.

Safety & security
Safety kit includes six airbags and stability control, but the latest Grand Voyager will need to perform much better than its predecessor in Euro NCAP's crash tests – that car scored just two stars in the front impact test. On the security front, deadlocks, an alarm and an engine immobiliser are all standard.

Behind the wheel
The driver gets a commanding view of the road ahead and most people will find it easy enough to get comfortable, although two-way steering wheel adjustment would make life better still. The controls are simple, but many of them are sited low on the centre console, so are a bit of a stretch to reach.

Space & practicality
The Grand Voyager has plenty of space for seven, and its clever Stow 'n Go rear seats can be folded flat into the floor to create a vast load area. As a bonus, the wells that the seats fold into double as extra cargo space when the seats are in use. The range-topping Limited model can be specified with an alternative system called Swivel 'n Go. This lets you rotate the two chairs in the middle row so they face the rearmost seats.

Equipment
Even the entry LX model has tri-zone climate control, all-round electric windows and powered sliding rear doors, but you have to upgrade to the Touring to get alloy wheels and steering wheel-mounted stereo controls. The Touring also brings electric driver's seat adjustment and overhead storage bins, while Limited cars get a parking camera, leather upholstery, satellite-navigation and rear DVD screens.

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Chrysler 300C Touring

2008-12-04T05:18:00.000-08:00

Performance
Buyers can choose from three petrol engines – a 249bhp 3.5-litre V6, a 340bhp 5.7-litre V8 and a 419bhp 6.1-litre V8. A 218bhp 3.0-litre turbodiesel with impressive pull is also available. The more powerful V8 in the SRT-8 model will go from 0-60mph in just five seconds.

Ride & handling
On the road, the 300C always feels like a big car, which isn’t surprising given its weight and length. The ride is fidgety at lower speeds and some body float is evident over dips and crests, although changes of direction through fast sweeping bends are carried off with assured ease.

Refinement
For the most part, the 300C wafts its occupants along serenely, and it’s only at higher speeds that road and wind noise become audible. Although the potent V8 engine can’t match the silky smoothness of a Jaguar XJ8’s, it seldom needs to be worked hard to make smooth and rapid progress. The 3.0-litre diesel also remains quiet unless pushed hard.

Buying & owning
The 300C is attractively priced, but we expect it to suffer heavy depreciation, and all the engines fall into high company car tax bands. In an effort to keep running costs down, the V8 engine automatically shuts down four cylinders to reduce fuel consumption while cruising, although you can still expect only about 21mpg. The diesel is a more efficient choice, averaging 34.9mpg.

Quality & reliability
The 300C’s cabin is a pleasant enough place to while away the miles, although the plastics and trim used don’t look as classy as those in European rivals. Chrysler will probably be looking for an improvement on its past reliability record, after some below-average scores in customer satisfaction surveys.

Safety & security
Crash protection should be first-class thanks to standard front, side, window and rear airbags. Electronic stability control is also fitted, while the presence of deadlocks and an engine immobiliser offer protection against theft.

Behind the wheel
Eight-way seat adjustment helps the driver get comfortable, but things would be better if the steering wheel moved for reach as well as height. It's hard to see the front and rear ends of the car, too, while the comparatively small windscreen and big front pillars create blind spots in tight corners.

Space & practicality
The 300C gives occupants in both rows generous leg-, head, and shoulder room thanks to its vast dimensions. The boot capacity betters many executive estate rivals', but the space is shallow. A cargo organiser with a waterproof boot liner makes it easy to secure loads.

Equipment
Standard equipment puts many rivals to shame. Alloy wheels, rear parking sensors, cruise control and heated leather seats with power adjustment are all included. Also fitted to every car is dual-zone climate control, which tailors the temperature individually for front and rear passengers.

Car review from What Car

Chrysler 300C Saloon

2008-12-04T05:16:00.000-08:00

Performance
Most buyers will go for the smooth 218bhp 3.0-litre turbodiesel. It's got impressive pulling power, and fuel economy is far more palatable than you'll get from the petrol-powered 300C SRT-8. The SRT-8 has a 419bhp 6.1-litre V8, and can take the car from 0-60mph in just five seconds.

Ride & handling
On the road, the 300C always feels like a big car, which isn't surprising given its weight and length. The ride is fidgety at lower speeds and the body floats over dips and crests, although the steering is assured and easy through fast, sweeping bends.

Refinement
Most of the time, the 300C is quiet, and it's only at higher speeds that road and wind noise become audible. The potent V8 engine isn't the smoothest, but it rarely needs to be worked hard to make rapid progress. The 3.0-litre diesel also remains quiet unless pushed hard.

Buying & owning
The 300C is attractively priced and residual values are good. All engines, however, fall into high company car tax bands. To try and keep running costs down, the V8 engine automatically shuts down four cylinders to reduce fuel consumption while cruising; even so, you can still expect only about 21mpg. The diesel is the one to go for, averaging 34.9mpg.

Quality & reliability
The 300C's cabin is pleasant enough, but the plastics and trim don't look as classy as those in European rivals. Chrysler will be looking for an improvement on its past reliability record, after some below-average scores in customer satisfaction surveys.

Safety & security
Crash protection is excellent, thanks to standard front, side, window and rear airbags. Stability control is also fitted, and deadlocks and an engine immobiliser protect against theft.

Behind the wheel
Eight-way seat adjustment helps the driver to make himself comfortable, but things would be better if the steering wheel moved for reach as well as height. It's hard to see the front and rear of the car, too, while the comparatively small windscreen and big front pillars create blind spots in tight corners.

Space & practicality
Not surprisingly, given its vast dimensions, the 300C provides masses of interior space. Headroom is generous, even for taller passengers, as is leg- and elbow room, and five adults can stretch out in comfort. The huge boot copes easily with a family's holiday luggage.

Equipment
Standard equipment puts many rivals to shame. Alloy wheels, rear parking sensors, cruise control and heated leather seats with power adjustment are all included. Every car also has dual-zone climate control, which tailors the temperature individually for front and rear passengers.

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Chevrolet Tacuma MPV

2008-12-04T05:15:00.001-08:00

Performance
There’s a choice of 1.6- or 2.0-litre petrol engines. The 103bhp 1.6 is eager to rev and flexible enough, but a full load of passengers and luggage will tax it. The 2.0 has 119bhp and hefty pull from low revs with little need for downchanges when overtaking. The larger engine is also available with a rather lumpy automatic gearbox.

Ride & handling
The Tacuma is reasonably accomplished on the road, with accurate steering and tidy handling. For an MPV it’s quite stiffly sprung, and while this keeps body lean in check through corners, it does mean a less comfortable ride in town and some bounciness at speed.

Refinement
Both engines settle to a background hum on the motorway, although they are audible when accelerating hard. Road noise is well suppressed, but there is a fair amount of wind noise. Most of the controls have a more solid feel than those on many other Chevrolets.

Buying & owning
The Tacuma has been marketed as a budget MPV, but it doesn’t represent enough of a saving over its rivals, particularly those heavily discounted in the showroom. The 1.6 SE gets you a small MPV for a bargain price, but it’s short of kit. Fuel economy on both engines is no better than reasonable, emissions are relatively high and there’s no diesel model in the range.

Quality & reliability
The Tacuma compares well against its European rivals. It feels sturdy inside and out, so it should last well as family transport. The engines and transmissions seem strong and durable, and are backed by a good warranty and three years’ free servicing.

Safety & security
All models in the range are available with anti-lock brakes, and driver and passenger airbags. Side ’bags and traction control are not even on the options list. An alarm is standard on the 2.0 but not available on the 1.6. The lack of deadlocks makes the Chevrolet an easier target for thieves.

Behind the wheel
Every Tacuma has a height-adjustable driver’s seat and a steering wheel that adjusts for height, but not reach. The dashboard is neat and orderly; all the instruments are easy to reach, with big rotary dials for the heating control. The stereo has small, fiddly buttons, though, and thick rear pillars restrict visibility making reversing around corners tricky.

Space & practicality
There’s plenty of space for both front and rear passengers, and the boot is practical and well shaped. Storage is well catered for, with twin cupholders on the dashboard and drawers beneath the front seats. Both 1.6 SX and 2.0 CDX models have three rear seats which are removable.

Equipment
SX trim has electric front windows, metallic paint and remote central locking, plus air-conditioning, rear electric windows and audio controls mounted on the steering wheel. The CDX trim adds climate control and alloys. In addition, the higher-spec models have seat-back tables, a metallic-effect dash and adjustable driver’s lumbar support.

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Chevrolet Matiz Hatchback

2008-12-04T05:12:00.000-08:00

Performance
Choose from two petrol engines: an 800cc three-cylinder (now with automatic transmission) and a 1.0-litre four-cylinder. The smaller unit serves up more than enough zest for nipping in and out of city traffic, but out of town it starts to feel wheezy. The 1.0 also needs to be worked to get up to higher speeds, but that extra power and pull mean it’s more at home on the motorway.

Ride & handling
At any speed the ride is well controlled and the Matiz is good at absorbing surface lumps. Large potholes are the only problem, sending vibrations through the cabin. The power steering is light enough to make parking a doddle, and yet accurate on the open road.

Refinement
The three-cylinder’s engine note isn’t unpleasant and isn’t as harsh as the four-cylinder unit when revved. However, the 1.0 does settle down when cruising, and it’s the less tiring car on fast roads. Wind and road noise both intrude into the cabin at the national limit, but not excessively.

Buying & owning
The Matiz is one of the cheapest cars you can buy and running costs should be similarly affordable. Both engines are frugal, have low carbon dioxide emissions and attract low insurance ratings. Residual values are weak, however.

Quality & reliability
There should be no worries about the Matiz going wrong, as the old model has proved a dependable small car and many parts are carried over. Chevrolet provides a three-year/60,000 mile warranty and the option of a fixed-price servicing package.The cabin should prove durable, although the standard of finish is disappointing because many of the plastics used are shiny and hard to the touch.

Safety & security
All Matiz models come with twin front airbags and anti-skid brakes, but only the range-topping 1.0 SX has side airbags. Whichever model you plump for, there’s little to deter thieves. There is no alarm, nor any deadlocks.

Behind the wheel
The interior looks cheap and the speedo can be difficult to read because it’s positioned in the centre of the dash. Otherwise, the controls are logically laid out and there are lots of handy cubbyholes. The driving position is okay, but some will find it difficult to get comfortable because the steering wheel is fixed and the base model doesn’t get a height-adjustable driver’s seat.

Space & practicality
Those in front get plenty of leg- and headroom, but a narrow cabin means driver and passenger tend to knock elbows. You’ll also struggle to squeeze three people across the rear bench, and although the Matiz can carry four adults, tall folk will feel cramped in the back. The boot is small, but well shaped and the seats split and fold 60/40.

Equipment
The 0.8-litre unit is only available with basic S trim and comes with power steering, a CD player and central locking. SE spec gives you the more powerful engine, driver’s seat-height adjustment and electric front windows, while the 1.0 SX adds air-con, electric rear windows and alloy wheels.

Car review from What Car

Chevrolet Lacetti Hatchback

2008-11-07T05:40:00.000-08:00

ON THE ROAD

Performance
Three petrol units are offered: 93bhp 1.4-litre, 108bhp 1.6-litre and 120bhp 1.8. The two higher-powered engines are lively once the revs top 4000rpm and give enough punch for overtaking. The 1.8 does not feel much faster, but the 1.6 requires a downchange on hills. In both, the transmission is far from smooth as you pull away.

Ride & handling
The Lacetti is touted as a car for people who just want to get from A to B, so it has been set up with comfortable pottering in mind. It feels stable on the straights, but is all at sea in tight, fast corners. The steering is firm and provides little information about what the wheels are up to.

Refinement
Refinement isn't the Lacetti's strongest suit. The engines get boomy when revved, and some wind noise distracts the driver at speed. The gearlever on manual cars has to be shoved quite firmly to negotiate the rather wide gate.

OWNERSHIP

Buying & owning
The Lacetti is cheap to buy, and it comes with three years' worth of warranty, breakdown cover and free servicing. You won't feel so smug at resale time, though, because the residual values are poor. None of the engines can top 40mpg, either.

Quality & reliability
The Lacetti's budget ethos is reflected in the quality of the materials - there's plenty of hard, shiny plastic to look at. The car also has a less than illustrious history in the JD Power customer satisfaction survey.

Safety & security
The Lacetti's roster of safety kit is far from heaving. All models have driver and passenger airbags, and ISOFIX child seat mountings, but that's it. Higher-specification cars have side airbags, too. Security provision is poor - you get etched windows, but no deadlocks.

IN THE CABIN

Behind the wheel
The dash layout is straightforward, displaying its main information from three large dials ahead of the driver. The driving position is good, and the seat adjusts for height or the base can be tilted. The steering wheel is only adjustable for rake in the 1.4, but also for reach in other versions. A total of 25 storage spaces plus cupholders are dotted around the cabin.

Space & practicality
Room for adults in the rear is generous, and a fair amount of luggage can be carried in the large boot. The rear seats split/fold to extend the space to 1045 litres. However, items have to be lifted in and out over a high load lip.

Equipment
Each engine has its own trim levels. The 1.4 comes in SE, the 1.6 in SX and the 1.8 in Sport. All models come with a CD player, power steering, central locking and electric front windows. SX trim adds air-con, alloy wheels, powered and heated door mirrors and rear electric windows, as well as some leather trim. The Sport has all this, bigger alloy wheels and a leather and Alcantara interior. An automatic gearbox is optional on the 1.6.

Car review from What Car

Chevrolet Lacetti Estate

2008-11-07T05:38:00.000-08:00

ON THE ROAD

Performance
There’s just one engine – a 1.6-litre putting out 108bhp. It needs to be worked hard to give its best, although it’s lively enough once the revs top 4000rpm. The transmission is far from smooth as you pull away.

Ride & handling
The Lacetti has been touted a car for people who just want to get from A to B, so it has been set up with comfortable pottering in mind. It feels stable on the straights, but is all at sea in tight, fast corners. The steering is firm and provides little information about what the wheels are up to.

Refinement
The engine gets boomy when revved, and there’s too much wind noise at speed. The gearshift feels vague and requires too much concentration to slot it into the right gear.

OWNERSHIP

Buying & owning
The Lacetti is keenly priced and fine value, but it struggles to hold on to its value. Insurance and fuel costs and company car tax bills should be reasonable.

Quality & reliability
The build quality and materials used in the cabin are of a much higher quality than those of its Daewoo predecessors. We’ve yet to hear of any reliability problems, but it will have to be more reliable than the last model, which fared poorly in customer satisfaction surveys.

Safety & security
Front and side airbags, anti-lock brakes and ISOFIX child-seat mounts are fitted as standard. The central rear seat get a three-point seatbelt. Security provision is poor, however: the Lacetti has etched windows, but no deadlocks or alarm.

IN THE CABIN

Behind the wheel
The dash layout is straightforward, displaying its main information from three large dials ahead of the driver. The driving position is good, and the seat adjusts for height or the base can be tilted. The steering wheel is adjustable for rake and reach. A total of 25 storage spaces plus cupholders are dotted around the cabin.

Space & practicality
While the Lacetti is not entertaining, it makes a decent load-carrier. The boot has wide load entrance, although the rear seats don’t fold completely flat. A cargo net is fitted as standard. Luggage capacity can’t match that of a Ford Focus Estate, though.

Equipment
Just one trim level is available, and it provides all the essentials, including a CD player, power steering, remote central locking, electric windows front and rear. air-conditioning, a chilled glovebox, alloy wheels, powered and heated door mirrors and rear electric windows.

Car review from What Car

Chevrolet Epica Saloon

2008-11-07T05:35:00.000-08:00

ON THE ROAD

Performance
There are two 2.0-litre units to choose from: a 138bhp petrol and a 148bhp diesel. The diesel is available with a five-speed manual or six-speed automatic gearbox. Performance from both engines is adequate without being startling. However, the auto gearbox does struggle at anything beyond moderate pace, and is slow to react, especially from a standstill. Our test car also struggled under braking on wet roads.

Ride & handling
The Epica is competent on every type of road, dealing well with everything from motorway cruising to twisty B-roads. It rides well over everything except the worst bumps without too much fuss. Push on, though, and the size and weight of the car tells, meaning corners are best taken gently.

Refinement
Although the petrol engine is hushed, the diesel unit rattles. It never gets so noisy as to be annoying, but the hum is always there. Wind noise, too, becomes intrusive as you hit motorway cruising speeds. The suspension also has a tendency to clunk.

OWNERSHIP

Buying & owning
The base model's price is attractive, but the higher-trim (which is only available on diesel cars) carries a significant premium. Resale values of Chevrolets are traditionally poor. Fuel economy figures are adequate, but carbon dioxide emissions are dire - especially on the diesel automatic, which will put off company car tax payers.

Quality & reliability
There's nothing wrong with the way the Epica has been put together, but it looks dated and feels cheap. Nowhere is this more apparent than on the centre console's display, which is presented by green LEDs. Chevrolet's performance in the JD Power Reliability Survey is traditionally poor.

Safety & security
All Epicas come with front, side and curtain airbags and a front seatbelt pre-tensioning system. Warning lights to tell you to put on your seatbelt are hard to see, because they're mounted on the passenger side. The rear seats have ISOFIX child seat mountings. However, you have to step up to the LT trim level to get stability control

IN THE CABIN

Behind the wheel
The steering wheel only adjusts for tilt and not reach, and even then this is achieved by tugging on a large, indicator-sized stalk rather than a discreet lever. The controls are easy to find, but they are all chunky and large, giving the car a cheap feel. Despite the car's size, visibility is good.

Space & practicality
The Epica may well have been named on account of its size, because it's huge, so you get a lot of room for your money. It's almost as big as a Mondeo, meaning that there's plenty of room for four adults, and it has a cavernous boot. However, rear headroom is compromised by a sloping roofline and the boot space suffers from some suspension intrusion.

Equipment
Base LS trim comes loaded with kit. It has air-con, cruise control, electric windows, a CD player with MP3 socket, steering wheel-mounted audio controls, a leather steering wheel, front foglamps, 16-inch alloys, front, side and curtain airbags, and electric door mirrors. LT adds climate control, rear parking sensors, leather seat trim, heated front seats, rain-sensitive wipers, a six-CD stereo, electric seat adjustment, a trip computer, chrome door handles, stability control and 17-inch alloys.

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Chevrolet Captiva 4x4

2008-11-07T05:34:00.001-08:00

ON THE ROAD

Performance
The 2.4-litre petrol version is short of pulling power, so performance is modest and acceleration is noisy. It settles down at speed, though. The 2.0-litre diesel is much better. There's more pulling muscle and it's delivered sooner, making it stronger, more refined and more flexible. It's more frugal, too.

Ride & handling
The ride is reasonably smooth, but it can get a little choppy on lumpy road surfaces. The handling isn't much fun, though. The Captiva leans more than it should in corners, and the steering gives little feedback.

Refinement
Both engines are a bit noisy, but the diesel is much the better of the two, because it doesn't have to work as hard to attain or maintain speed. Wind and road noise can both be heard in the cabin, but neither exceed acceptable levels.

OWNERSHIP

Buying & owning
The entry-level petrol car costs £16,995, while the diesel costs £19,995. This is great value, and will severely undercut its competition. Resale values are competitive, with Captivas holding 49% of their list prices after three years.

Quality & reliability
The dash gets a soft-touch topping, but some of the other cabin plastics reflect the Chevrolet's budget price tag. Most materials seem sturdy and well assembled, if not hugely classy.

Safety & security
LS models come with twin front and curtain airbags, anti-lock brakes, ISOFIX child seat mountings, and a full complement of three-point seat belts. LT models add stability control, and front side airbags. For security, all get an alarm and deadlocks.

IN THE CABIN

Behind the wheel
There's plenty of room behind the wheel, and plenty of seat adjustment, so it's easy to make yourself comfortable. The switchgear is clearly labelled and works with precision. Visibility is mostly good, although thick windscreen pillars can impede your view slightly.

Space & practicality
This is the Captiva's real strong point, particularly if you opt for the seven-seat version. The cabin is massive, with lots of space for every passenger. All rear seats are a doddle to fold down flat, and this turns the already massive boot into a huge, level load area. This is a vast, versatile car.

Equipment
Kit levels are excellent. The entry-level LS model comes with air-conditioning, four electric windows, an MP3-ready CD stereo, alloy wheels and a separately opening tailgate window. Diesel-engined LT models add bigger alloy wheels, part-leather upholstery, self-levelling suspension and a stability programme. LTX models (diesel only) have 18-inch alloys, leather upholstery, heated front seats, an eight-speaker CD changer with iPod connection, and climate control.

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Chevrolet Aveo Hatchback

2008-11-07T05:30:00.000-08:00

ON THE ROAD

Performance
There are two petrol engine options: an 83bhp 1.2-litre and a 98bhp 1.4-litre. The lower-powered unit is competent, but the higher-powered engine is strangled by long gearing between second and third. That means you have to rev it hard to get the best performance, which dents refinement and economy. Despite this, it's the more able engine for the motorway, and is available with a four-speed automatic gearbox.

Ride & handling
If you like your superminis comfortable and aren't bothered about crisp handling, the Aveo will suit you fine. It deals with bumps quite well in its own bouncy way, but its tall body, soft suspension and vague steering aren't up to rapid changes of direction.

Refinement
Both engines are smooth and reasonably quiet even when being revved hard, and wind noise is negligible at UK speeds. The one irritation is the degree of road and suspension noise that seeps into the cabin.

OWNERSHIP

Buying & owning
Aveo prices are up to £500 higher than those for the old Kalos, which is a lot at this level of the market, and we'd be surprised if resale values are anything to write home about with so many more modern cars around. The engine modifications will help you get significantly better fuel returns, though, and other running costs will be in tune with Chevrolet's status as a blue-collar brand.

Quality & reliability
Chevy has brightened up the look and feel of the trim in transforming the Kalos into the Aveo, just about meeting expectations rather than falling short of them. Reliability has proved to be pretty good, with no major problem areas reported.

Safety & security
All Aveos have four airbags and anti-lock brakes, which is just about the minimum legal and moral requirement these days, but in a sub-£8000 car you'll look in vain for the latest accident avoidance features. It's the same with security: you get the mandatory immobiliser, but little else.

IN THE CABIN

Behind the wheel
You tend to sit on the Aveo rather than in it, which discourages enthusiastic driving, and with no reach adjustment on the steering column it's not easy to get a good driving position. Dated-looking switchgear that lacks the ergonomic precision of the interiors of more recent models also disappoints.

Space & practicality
The Aveo is less than four metres long yet provides impressive space for four adults, and even the three-door isn't too difficult to get into the back of. Space in the cabin comes at the expense of storage in the boot, however, but you can fold down some or all of the split rear seat to compensate.

Equipment
There are three trim levels. The single three-door car comes only with base-level trim while the 1.4 engine is only available in top-spec cars. What you get is pretty much what you'd expect in one of the cheaper superminis, though air conditioning is fitted to all but the most basic versions.

Car review from What Car

Caterham Seven Superlight R Open

2008-09-22T07:25:00.000-07:00

ON THE ROAD

Performance
Buyers of a Seven have a choice of engines and power outputs to suit a range of budgets. The entry-level model has a 105bhp 1.6-litre unit, which is plenty in a car that weighs 550kg. The most outrageous has a whopping 260bhp and provides supercar acceleration. You can even buy a road-legal Seven and go racing with it.

Ride & handling
In 1957, this is how racing cars were built - but over the years the design has evolved. The car still thrills with its sensitive handling, balance and amazing grip, despite using ordinary components. This is a lightweight, rear-wheel-drive car, so restraint is needed in the wet. The ride is firm, but not as bad as you might think.

Refinement
Forget refinement. This is motoring at its most brutal, and driver and passenger will have to put up with plenty of engine, wind and road noise. Anything but the smoothest Tarmac can cause the whole car to shudder, and you'll instantly feel any potholes, cat's eyes or rumble strips.

OWNERSHIP

Buying & owning
A Caterham Seven may not be the most practical proposition for everyday driving, but some hardcore owners manage. A cult following and limited production means that the cars hang onto their value incredibly well. The more costly, high-performance models can depreciate faster, because they're more expensive to maintain and have limited appeal.

Quality & reliability
Caterham Sevens need looking after and can deteriorate quickly if neglected. A garage is essential for storing one, and the more miles you cover, the more TLC the car will need to stay looking its best. Reliability is not a real problem, because the engines are well tested and robust, although the more powerful cars need careful servicing.

Safety & security
Caterham doesn't fit airbags to the Seven, and the only traction control is the driver's right foot. It also does without anti-lock brakes. You could have a roll cage installed, but it makes getting in and out tricky and the hood won't fit. With no locking doors, security is also sparse, so be careful where you park.

IN THE CABIN

Behind the wheel
There are a few dials, a steering wheel, pedals and a gearlever: that's all. The standard model is cramped for taller owners or for those broad in the beam. The SV version is a few inches wider for those with a fuller figure.

Space & practicality
Space is at a premium in the Caterham, because there's only a very small boot and nowhere else to put luggage, unless you strap a case to the spare wheel at the back. In fact, the cabin doesn't even have a glovebox, so you'll need to travel light if you want to use a Seven as everyday transport. The tent-like hood is claustrophobic and slow to erect, and getting in and out will require some contortions.

Equipment
For a long list of luxuries and electrical gadgets in your car, look elsewhere, because the Seven is motoring pared to the bone. At least you can specify a heater. Don't bother with the optional stereo - you won't be able to hear anything over the wind, engine and road noise.

Car review from What Car

Caterham Seven Roadsport Open

2008-09-22T07:23:00.000-07:00

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2008-09-22T07:19:00.000-07:00

Caterham Seven Open

2008-09-22T07:16:00.000-07:00

ON THE ROAD

Performance
Buyers of the Caterham 7 have a bemusing choice of engines and power outputs. All engines are four-cylinder units. The entry-level model is a 100bhp 1.6, which is plenty in a car that weighs no more than 550kg. The most outrageous has a whopping 230bhp, providing acceleration only motorcyclists will understand.

Ride & handling
Caterham has long been known for building cars that thrill with their sensitive handling balance and amazing grip, despite using many mundane components in their construction. However, there's little weight over the rear wheels, which means grip can be in short supply in the wet. The ride is firm, but not as bad as you might think.

Refinement
If you're after refinement, you should not be shopping here. This is motoring at its most raw, and driver and passenger will have to put up with engine and wind noise, although at least these drown out the road roar. Put the tent-like hood up and things only get worse as the wind whips through the many gaps in the fabric.

OWNERSHIP

Buying & owning
A Caterham 7 may not be the most practical proposition for everyday driving, but the huge demand and limited number of cars available mean both new and used cars hang onto their value incredibly well. The more expensive models do depreciate, as their appeal is more limited.

Quality & reliability
Caterham 7s need looking after and can deteriorate quickly if neglected. Reliability is not a real problem because the engines are well tested and robust, although the more powerful cars need careful servicing.

Safety & security
Caterham does not fit or offer any airbags in the 7, and the only traction control is the driver's right foot. It also does without anti-lock brakes. Security is the same story, so be careful where you park.

IN THE CABIN

Behind the wheel
There's not much to look at in the cabin of a Caterham 7. A few dials, a steering wheel, pedals and a gearlever. Most versions are also very cramped for taller owners or those broad in the beam, but there is a long cockpit option which should improve matters.

Space & practicality
Space is at a premium in the Caterham because there is no boot and nowhere else to put luggage unless you strap a case to the spare wheel at the back. In fact, the cabin does not even have a glovebox. So, you have to be very determined to use a 7 as everyday transport.

Equipment
For a long list of luxuries and electrical gadgets in your car, look elsewhere because the 7 is motoring pared to the bone. What you do get is all the essentials to take you as close as possible to the perfect match of driver and car. At least there's a hood to keep the rain off.

Car review from What Car