Mazda 6 Car Auto Review

Mazda 6 Car Auto Review

Mazda Mazda 6 X Auto

Unknown 10:58:00 AM Add Comment

The car behind me is the latest version of the Mazda6, Mazda’s flagship family saloon car. There’s no denying it; Mazda certainly knows how to make one good-looking car, and with a subtle facelift for 2015, it’s now prettier than ever, thanks to its sleek design and handsome snout. But appearance isn’t everything, and the 6 sits in a notoriously tricky market segment, dominated by big names like the Ford Mondeo and Volkswagen Passat. So is it all good looks but no personality? Maybe not The car we’ve got here is the top-of-the-range Sport Nav trim, which comes kitted out from top to bottom with this really nice black leather upholstery. One thing I like in particular is just how simple it is; there are no buttons or gizmos to get tripped up on, just your air-con controls and the centre-mounted touchscreen. 

Operated via this neat little rotary dial, it’s surprisingly easy to switch between functions on the fly and really intuitive to use. One little niggle, however, is that the built-in sat-nav doesn’t let you put in postcodes, which just sort of detracts a little from Mazda’s intended ethos of ease of use. There’s also this heads-up display, which pops up when the engine’s switched on. It’s a cool touch, but it would be nice if you could make it show something other than just speed. This model also comes with Mazda’s £800 Safety Pack included, which adds extra kit like adaptive LED headlights and an automatic emergency braking system to avoid low-speed crashes, while the car comes with a reversing camera and a BOSE surround-sound system. Clocking in at nearly five metres long and two wide, the Mazda6 is a lot of car. However, that translates into a lot of interior space, with plenty of head and legroom for even the gangliest passengers in the rear. 

The boot is also pretty spacious, with rear seats that fold down easily with the pull of a handle, but loading bulky items might be a bit of a problem, given the relatively narrow boot opening. In this case, you’d be better off with the estate version. Out on the road is where the Mazda6 really excels, with an entertaining ride and grip for days, along with direct, precise steering and a short-throw gearbox. Although it’s not quite as sporty as the trim name would have you believe, it’s still bucket loads of fun, particularly once the 173bhp diesel engine gets up to speed. Quiet and refined, even at motorway speeds, it still benefits from a healthy dose of torque – specifically 420Nm of the stuff – which catapults the car out of corners and down straights. That said, it’s not perfect. This car comes with a gorgeous set of 19-inch alloy wheels, which look amazing but sacrifice a little ride quality. It’s nowhere near as bad as you’d expect though, but with smaller wheels it’s a lot more comfortable. 

The main thing that really gets me, however, is the A-pillars. Sleek though they may look, they do get in the way of visibility quite considerably, particularly when pulling out of junctions, meaning you have to crane your neck a little bit to see what’s coming. Still, with a 0-62mph time of a pretty hasty 7.9 seconds, fuel consumption of up to nearly 63mpg and CO2 emissions of only 119g/km, the Mazda6 offers a really great driving experience for surprisingly low costs. Speaking of costs, not only does it undercut its main rival, the Ford Mondeo, by about £200, the Mazda6 also offers a lot more in terms of stand-out looks, low running costs and sheer entertainment value. Comfortable, high-quality and excellent on the road, it’s not perfect but it’s easily one of the finest family cars on the market, and definitely one that’ll appeal to drivers who are as conscious about driveability as they are about style and function. So what do you think of the Mazda6? 

Mazda 3 Car Auto Review

Mazda 3 Car Auto Review

Mazda X Auto

Unknown 10:27:00 AM Add Comment

No this isn’t a Mazda6, even though it boasts the same attractive curves, this is the smaller third-generation Mazda3, proudly wearing the brand’s new Kodo body language. And if you go for the saloon-styled Fastback body style, it looks even more like its Mazda6 sibling, but as you can see, we have the classic hatch model. Although the previous-generation Mazda3 was a great car, its roots dated back to 2009, so there were a few necessary changes that needed to be made – mainly to its overly firm ride. So, can this all-new car tackle the Ford Focus and Volkswagen Golf? And is it still fun to drive like the last model? Let’s take a look. 

Well, first things first, Mazda has definitely acknowledged the complaints about the firm ride, as it is now extremely supple, making longer journeys much easier. The steering is also excellently weighted and very responsive, giving you real confidence when cornering – and there’s great grip. At first, the six-speed manual gearbox can feel a bit notchy, but, as with many other Mazda’s and BMW’s in fact, you soon get used to this and appreciate that it is actually very sharp and direct. The engine we have today is the 2.2-litre 148bhp diesel, delivering plenty of low down pull and swift acceleration, reaching the 62mph mark in just 8.1 seconds. CO2 for this engine stands at 107g/km and you will realistically get around low-to-mid 60s. Thanks to Mazda’s Skyactiv philosophy of using larger engines there’s no 1.6-litre diesel options like you may find with many of its competitors. The rest of the engine range is a little unconventional for a family hatchback as well, with a 1.5-litre unit being the smallest petrol on offer. 

A 2.0-litre with either 118 or 163bhp completes the petrol range. Comfort in the cabin is very good, thanks to plenty of adjustment in the driver’s seat, cushy seats and things like this BMW-esque toggle on the centre console. Storage compartments aren’t lacking either. The Mazda3 keeps up the brand’s reputation of well-equipped interiors, with three trims on offer, each carrying a separate sat-nav-equipped Nav denotation. Standard features of every model include air-conditioning, Bluetooth, a seven-inch touchscreen and a leather-wrapped steering wheel. Go for the flagship Sport Nav trim we have and there are plenty of luxury features like front and rear parking sensors, a 9-speaker Bose sound system and a futuristic HUD situated above the steering wheel, which displays your speed and any sat-nav directions. Lane departure warning and high beam control are a few handy safety features thrown in as well. 

One slightly annoying thing about the sat-nav however is the fact that it doesn’t have a postcode entry function – also, if you don’t get your seating position right, it can be a little difficult to see the HUD. Due to the sporty exterior shape, head room will be limited for six footers, but leg room is very ample, with the slim front seats helping here. Mazda manages to keep the high-quality feel of the cabin in the rear as well with nice trimmings on the doors. There are also convenient, family-friendly cup holders in the fold-down arm rest. Open the hatchback and you will notice the boot’s very practical shape, unlike some that require a little contorting to fit objects in. With 364 litres of storage capacity it sits somewhere in between all of its key competitors, and if you want to boost this space then you can pay an extra £300 for the Fastback model I mentioned earlier, which offers 419 litres of space. 

Folding the seats down allows for 1,263 litres of space, but you may have to configure the front seats or take off the rear headrests before folding them down. In a nutshell, the Mazda3 is for those who want something a bit different, and also something that offers a fun Jekyll and Hyde personality – and by that I mean a car that can act as a comfortable family cruiser and also a sporty hatch you can have a bit of fun with. You will pay for this luxury however, well at least more than the Focus, but the Mazda is still cheaper than the VW Golf. But what hatch would you go for? Images by www.caricos.com

Mazda 2 Car Auto Review

Mazda 2 Car Auto Review

Mazda X Auto

Unknown 10:15:00 AM Add Comment

It doesn’t matter which member of the current Mazda family you are stood in front of, that new front-end is extremely eye-catching and is a combination of KODO body language and lightweight Skyactiv technology. This particular model is actually Mazda’s smallest offering, the Mazda2 supermini. But just because it is the smallest in the range, that doesn’t mean it skimps on fun, quality or fuel economy. And it’s a good job, because it’s up against the Ford Fiesta and VW Polo. The cabin is undeniably Mazda, with a simplified layout, large extruded touchscreen, carbon trim and stretched dashboard inlay, which in our model has an interesting honeycomb effect.

Build quality is impressive as well and everything feels well-screwed together, although some of the scratchy plastics make the VW Polo look more polished. Entry-level models are well specced though, with air-con, electric windows, USB connectivity and plenty of driver seat adjustment. But it’s the mid-range SE-L that will entice most as it has Bluetooth, cruise control, alloy wheels and, if you go for the Nav option that we have fitted, a seven-inch infotainment system with a slick rotary controller on the centre console. Coming round to the back it’s worth mentioning that five-doors do come as standard. Space wise, it’s not overly generous, but it is in line with its supermini competitors, with just enough leg and head room to keep most happy. 

The boot is a bit of a mixed bag. You do get 280 litres with the seats in place, on par with rivals, but you also get a large lip when lifting stuff in and a lip when you fold the seats down. Total storage space, again, is there abouts the same as its rivals at 950 litres. The Japanese brand’s larger engine ethos makes an appearance in the Mazda2, with a naturally-aspirated 1.5-litre petrol and a turbocharged 1.5-litre diesel. The 1.5 petrol is available with either 74, 89 or 113bhp, but as the petrols are not turbocharged you will have to work the gearbox meticulously, but thankfully this five-speed manual gearbox is tremendously snappy and smooth. Go down the middle for the 89bhp petrol we have and its fairly nippy credentials - like a 0-62 sprint time of 9.4 seconds , should keep you entertained. You’ll also get around 50mpg in real world driving. The efficiency option is undoubtedly the 1.5 turbocharged diesel, emitting just 89g/km of CO2 and returning an average of around 70 to 75mpg. Similar to its siblings, the Mazda2’s ride and handling is a bit like a buffet, which is to say it has a bit of everything for everyone. Its suspension for example sits on the right side of firm, so it keeps body roll to a minimum and yet offers a comfortable ride. 

The steering is nicely weighted, although at times can lack feel, and there is loads of grip in the corners, meaning you can really tuck its nose into a bend. It doesn’t necessarily do everything perfectly, but it will suit those who are likely to vary their driving routes and automotive requirements. On the refinement front it does feel like a much bigger car, especially when you are motorway cruising, with good insulation and just well, a comfortable seating position. You do however get a bit of shake through the steering wheel when you push 70mph. On paper, the Mazda2 may not jump out as an obvious choice and it’s actually more expensive than the Ford Fiesta and VW Polo. But if you can’t choose between those usual suspects, then the Mazda2 strikes a nice balance, with its calculated offering of driving dynamics, fuel economy and build quality. So would you go for a Mazda2? 

Land Rover Discovery Sport Car Auto Review

Land Rover Discovery Sport Car Auto Review

Land Rover X Auto

Unknown 10:07:00 AM Add Comment

This is the Discovery Sport, the latest all-new model to wear the Land Rover badge. You can think of it as a Freelander replacement, but it adopts the Discovery badge which denotes it as a ‘leisure vehicle’ according to the press pack. With the Range Rover badge reserved for luxury products, it’s less glamorous than an Evoque, but Land Rover says this is a car designed for life, and to that end it’s more practical and even has seven seats as standard. That’s a trick which separates it from the likes of the Audi Q5, BMW X3 and Volvo XC60, and as we all know, Land Rover’s also have to be capable of extraordinary things off road, even if most of us count mounting a kerb as pretty extreme. So, what’s this new Landie like on and off the road, and are those rear seats worth their salt? Let’s find out. 

The new underpinnings of the Sport make it just 8cm longer than the Evoque, but a taller roofline and clever packaging means it feels much more spacious inside, particularly for rear passengers. In the front seats, the dashboard and buttons are a bit more workmanlike than that car, but still stand up well to its rivals and you certainly feel like your money has been well spent. We like the new infotainment system, which is much improved, with clearer graphics, less confusing menus and a quick response when typing or navigating options. It’s fitted as standard too, although you’ll need this SE Tech trim level or above to unlock the sat-nav. There’s an impressive level of safety kit included too, with autonomous emergency braking at speeds below 50mph and even a pedestrian airbag. As I mentioned, rear headroom shouldn’t be a problem, and if I hop out, you can see these rear seats easily slide back and forth as well as reclining. Land Rover calls this car a 5+2, because although the rear seats are well designed chairs, they aren’t really suitable for adults for anything beyond a short journey in a pinch. With 981 litres of space in five-seater mode, the Sport has plenty of luggage room, and it grows futher to 1,698 litres with the all rear seats stowed away. 

With all seven seats raised there’s only space for a few soft bags, but as they are intended for occasional use, this shouldn’t be too much of an issue. So, that’s enough information, what’s it like to drive? Well, actually, it’s very good. I can still remember the car sick-inducing old 4x4’s my dad used to drive, but things have come a long way, and the smallest Discovery handles like a tall saloon car. There’s just a slight feeling of the Sport leaning into a bend, but then it takes a broad shouldered stance and feels extremely stable and planted. The steering has just the right amount of weight too. If we’re being picky, this handling ability does mean the suspension is fairly firm, and it picks out some bumps, mainly at lower speeds, but this is still a comfortable car on the whole. At the moment it’s available with just one engine, a 2.2-litre diesel with 188bhp and either the six-speed manual fitted here, or a nine-speed automatic. It’s punchy enough, but a new Ingenium 2.0-litre diesel is on its way which should be worth the wait. 

We’re expecting it to be more refined, but the main news is a boost in economy from 46mpg to almost 58mpg, with a significant cut in CO2 emissions. But, that’s only part of the story. Every Land Rover has to be great off-road, so let’s see how it gets on We put the Sport through its paces at the small but technical Land Rover Experience Halewood, just a stone’s throw from the production line where it was put together. In normal driving most power is sent to the front wheels, but torque can be shuffled to wherever it’s needed, as gut-wrenching obstacles like the toblerone and this axle twister are designed to demonstrate. It’s always amazing what a Land Rover can do off road, even on road tyres, but the fact I’d been using the same car for commuting to work and a trip to North Wales, just showed its breadth of abilities away from the organised routes of a car launch. If the Discovery Sport can’t get you where you need to go, you must lead a pretty extreme lifestyle. 

Land Rover is on a roll at the moment, and if the number of Discovery Sports spilling out of the Halewood plant is anything to go by, this model is already a hit. It is surprisingly practical for its size, has peerless off-road pedigree and judging by people’s reactions during our week with the car, it’s very desirable. For now, its thirsty engine is its weakness, but with the Ingenium diesel now available to order, we can’t wait to see if it makes the Sport a resounding class leader. Can you see yourself in a Land Rover Discovery Sport? 

Land Rover Discovery Car Auto Review

Land Rover Discovery Car Auto Review

Land Rover X Auto

Unknown 10:47:00 AM Add Comment

The Land Rover Discovery is a modern day icon, with 1.1m sales under its belt since it first went on sale in 1989. The basic shape you see behind me was introduced in 2004, but underwent significant changes in 2009 to become the Discovery 4. Now just called Discovery, this rugged seven-seat off-roader rivals models like the Audi Q7 and Jeep Grand Cherokee and costs from just over £40,000. Inside the Discovery you’ll find a real blend of luxury and utility, with premium materials and stereo systems, but some hard plastics designed to take whatever mud and abuse is thrown at them.

All the main controls have a chunky feel as they’re designed to be easy to use when wearing gloves for those jaunts to the Arctic Circle. Trim levels for the 2015 Discovery have been changed to SE, SE Tech and HSE, with the entry-level model now getting cruise control and automatic lights and wipers as standard. Also new are Land Rover’s InControl Apps offering sat-nav, media streaming and internet radio, helping bring the infotainment system up-to-date. As you may have noticed, this is hardly a small car and there’s a huge amount of space inside. 

You sit high up, with a great view over the bonnet and cameras are even available to give you a view all around the car. The rearmost seats are great for kids and can just about be used by adults, but probably not for long journeys. The Discovery tends to be bought by active families, and this 1,124-litre boot is one of the biggest business. Fold all the rear seats down and there’s around 2,000 litres of space, giving it more furniture carrying potential than some vans while it is able to tow a trailer of up to 3,500kgs. The Discovery is anything but a light car, so we’re glad its 3-litre diesel engine’s 252bhp is powerful enough to still feel brisk, even if its 8.8-second 0-60mph sprint can’t match sportier rivals like the BMW X5.

It’s helped by an excellent eight-speed automatic, smoothing progress and keeping the engine in its power band. There’s also far less body roll than you’d expect, because the Discovery’s air suspension is able to both lower and stiffen up for road driving. Off road this Land Rover lives up to its reputation, with huge ground clearance and a Terrain Response system which automatically adjusts the car to suit the conditions. This off road ability does come at a cost, with fuel economy of 35.3mpg lower than many of its more road-biased rivals, even though this Discovery does improve on its predecessor. If you want a proper 4x4 it’s hard to ignore the Discovery. Its design, seven seat practicality and off-roading abilities all make it a highly desirable model.

On the downsides, its size and weight do mean smaller and lighter rivals offer lower running costs. Still, the popularity of the Discovery shows plenty of customers are prepared to pay a bit more to get behind the wheel of Land Rover’s luxurious workhorse. But, what do you think of the Land Rover Discovery? 

Kia Sportage 2015 Car Auto Review

Kia Sportage 2015 Car Auto Review

Kia Motor Kia Sportage X Auto

Unknown 8:54:00 AM Add Comment

When crossover SUVs hit the mainstream, the Nissan Qashqai was the poster boy, but, alongside the Qashqai were models like this, the Kia Sportage. This crossover has been an integral part of the south Korean-manufacturers success in the UK over the last few years, along with models like the Picanto city car and Rio supermini. With a minor facelift back in 2014, the Sportage is in its third-generation, and judging by the sheer amount of them you will have seen on the road, it’s clear to see that it’s Kia’s bestseller. I just want to start by showing off the Sportage’s practicality, which is really important as some vehicles in the crossover segment tend to forget this and go for style over substance. The boot for example offers 564 litres with the seats up and 1,353 with the seats down, meaning its bigger than the Honda CR-V – it’s just a shame those seats down fold flat. Still, very practical. 

Sitting in the back feels more like a large saloon than an SUV as there is plenty of space from head to toe, particularly important if you plan on going on long distance journeys. Inside, the Sportage is pretty swarve. It may not quite have the German manufacturing edge of VW or Audi, but you’ll pay a premium for that anyway. On a whole, the materials used are good quality and the dashboard layout is very logical. Standard Sportage models come with essentials like Bluetooth and air con, as well as luxury features like cruise control and leather trimmings. The flagship KX-4 model we have has a handy 7-inch touchscreen with sat nav and a reversing camera display as well as a panoramic sunroof. There is even a parallel park assist system which analyses your surroundings and steers the car for you, which is a bit strange at first, but, it really does work. Right, enough of the robotics, let’s do some actual driving. 

Just like the Hyundai ix35 that it shares its blueprints with, the Sportage is very much built for comfort, with a supple suspension that makes everything from city to motorway driving a breeze. What it fails to offer though is high levels of engagement as the steering lacks feedback and weighting. There’s also a fair amount of body roll when you chuck it into corners and the diesel engines can be noisy. But before we get too critical, let’s not forget, the Qashqai hasn’t really got the X factor in the driving dynamics department either and in fact, apart from the likes of the Ford Kuga, crossover SUVs tend to struggle when it comes to excitement behind the wheel. Although there is an entry-level 1.6-liter petrol with 133bhp available, it is the diesel options that will most likely get people’s attention, and these come in two forms, a 1.7-litre and 2.0-liter. With power outputs including 114, 134 and 181bhp, it is pretty easy to find a diesel to suit you. It is however a bit disappointing that the most efficient engine, which is the 114bhp 1.7-litre diesel, emits 135g/km and returns a claimed average of 54mpg. 

This still remains the best overall pick in the engine range though. If you really want to spruce your Sportage up, then there is an AWD model available with the 181bhp 2.0-litre diesel, which is what we are testing. This will allow you to explore more of the countryside, with the ability to split power evenly between all four wheels, so you don’t slip in the mud, along with a hill descent assist feature. Word of advice though, go for the manual box, because the automatic is rather sluggish when changing in-between gears. While the Sportage might lack some driving excitement, its good levels of kit, impressive practicality and comfort definitely warrant it a place on your shopping list of crossover SUVs. It’s also cheaper than the Nissan Qashqai and Ford Kuga, plus you get Kia’s seven-year warranty, which in itself is worth a great deal, especially if you’re a family car buyer. But has the Sportage’s tiger-nose face won you over?

Kia Soul EV 2015 Car Auto Review

Kia Soul EV 2015 Car Auto Review

Kia Motor Kia Soul EV X Auto

Unknown 8:45:00 AM Add Comment

Yeah!, we are on Electric Avenue, which can mean only one thing, we have got our hands on yet another electric car this time the Kia Soul EV. Unlike many of its competitors like the Nissan LEAF and BMW i3, the Soul EV is based on a conventionally powered car with the addition of a few design tweaks and, of course, a zero emissions powertrain. Exterior wise, there are some unique 16-inch alloy wheels with low rolling resistance tyres, additional cladding on the front bumper and, if you want to be smug about your environmental awareness, a unique two-tone Caribbean blue paint job. 

First thing you may notice is that you don’t get a conventional gearstick. Instead you get a similar set-up to an automatic, with a selector lever with Park, Drive, Neutral, Reverse and Regenerative Braking option, a feature we’ll come back to that later. You will also notice these stylish white highlights, another unique feature of the EV model and its details like this that helped the Soul EV grasp a Red Dot design award. Space and practicality all-round is pretty much as generous as the standard Soul, so if you want more details click the link here to be taken to the review. Anyway, let’s get going. Turning on the engine, or battery in this case, is as easy as pressing a button. When you do, you will hear some brief melodic music, then you are ready to go. 

As with every electric car the drive is almost silent. Also, put your foot down when stopped at the lights or going around 10/15 mph and the 109bhp on tap will thrust you forward quite vigorously, although this surge of energy eases at about 30 or 40mph. Still, the Soul EV is good for a zero to 60mph sprint time of 10.8 seconds. It will also go on to a top speed of 90mph. As the Soul EV is always trying to preserve energy, you can feel the car’s breaks pulling back and trying to regenerate energy every time you take your foot off the accelerator, kind of like a giant elastic band – and this can take some getting used to. Now, Kia claims you can get a 132 mile range out of the Soul EV, but, let’s be honest, you’re going to struggle to get that. Realistically, you should manage an average of around 90 miles in day-to-day driving – but this will fluctuate depending on traffic, the roads you use and the outside temperature. 

As the Soul EV’s 27kWh battery is slightly more powerful than the Leaf’s 24kWh battery, you should get slightly better range, but nothing worth shouting about. This brings me on to its charging. All you do is click the switch to open this little hatch on the front bumper and then plug it in. Depending on your location, will depend on which port you plug in, as there are essentially three different ways you can charge – each offering a different time scale. The simplest is to plug into a conventional household plug socket – and this will take around 11 to 14 hours to fully charge. Obviously, that is a long time, so those in a rush can use a fast charge station, which you will find in many cities and can also be installed at your home. And this will fully charge the car in around 4-5 hours. If you simply cannot wait that long, then there is the rapid charger, which you will find at motorway service stations. These can give you an 80 per cent charge in just over 30 minutes. A handy feature for those who are charging at home is this scheduling screen. So, if you know you are going to be out of the house for a day or two but don’t want your car using unnecessary electricity, you can schedule it accordingly. 

When you are pottering about in the Soul EV, there are loads of features inside for you to be aware of, most of which help when it comes to efficiency and range. These include a display with an average speed check, a cool 3D sat nav that shows you the location of your nearest charging point, and there is even a battery consumption screen, showing you how much energy you are using. There is also the regenerative breaking mode. Usually electric cars just do this automatically, but Kia give you the option to really optimise it. When you pull the gear lever down to B, you will slowly but surely roll to a stop, kind of like pulling a gradual, super-efficient handbrake. In terms of driving dynamics, there is not much difference between this and the standard Soul. In fact, as it has 278kg of additional weight low down, the Soul EV actually feels sturdier, especially in the corners. But, if you are specifically after an electric car that is fun to drive, then there’s no question, go for the BMW i3. No emissions, means no tax or London Congestion charge to pay. No petrol or diesel means all you have to worry about is a small addition to your electricity bill. And you still benefit from Kia’s acclaimed seven-year/100,000 mile warranty. However… even after the £5,000 government grant, the Soul EV is still almost twice as expensive as the standard Soul model. And there are even some charging stations, particularly the rapid chargers, that are billing people for using them up to £7.50 for a 30 minute charge in fact. But would you still consider going electric? 

Hyundai i20 2015 Car Auto Review

Hyundai i20 2015 Car Auto Review

Hyundai X Auto

Unknown 9:55:00 PM Add Comment

Sometimes it seems that it is only after certain models have had a face-lift that you realize it was really in need of one, and that is certainly the case with the i20, that’s not to say there was anything wrong with the last model, it’s just this one looks so much better. It has swept back headlamps, giving it a more aggressive look, a two-door coupe option, and a cool new floating roof design. When it comes to super-mini competition, the Ford Fiesta has long been the benchmark when it comes to engagement, so let me just start by saying the i20 is no Ford Fiesta – which is to say it’s not all that exciting. What you do get from the i20 though is something similar to its SUV sibling the ix35, which offers comfort in spades, with a supple suspension, incredibly comfortable front seats and light, easy to maneuver steering. 

A 1.2-litre petrol and 1.4-liter diesel are both offered, the former being the more appropriate for the i20’s urban and city journeys. There is even a 1.1-liter diesel available which emits just 84g/km of CO2. We’re driving the 1.4-liter petrol, which is the most powerful currently in the range with 99bhp and a zero to 62mph sprint time of 11.6 seconds. Although 11.6 seconds sounds a bit sluggish, the 1.4-liter doesn’t feel that way at all, especially with the amount of low down torque you get. This does come at a cost though, as the 1.4-liter emits 127g/km of CO2 and, in real world driving, we’ve been averaging just over 40mpg, some way off Hyundai’s claimed 51.4mpg. Later in 2015, Hyundai plans to increase the flexibility of its i20 by introducing a 1.0-liter three-cylinder petrol – that should give it more clout against the Fiesta and Corsa.

Hyundai has a reputation for offering impressive levels of kit, and the i20 is no different as all entry-level S models get front electric windows, USB connectivity and tinted windows. The S trim also comes in two separate grades, S Air, which adds air con, and S Blue, which adds Stop/start technology. The Premium SE trim that we have further enforces its comfortable character as it has front heated seats, parking sensors, Bluetooth and even climate control with an automatic de-fog feature, Quality and style in the cabin is decent as well, although there are a few cheap plastics, and the digital clock display gives it a bit of a dated feel, you also have to opt for sat nav to get a touchscreen display. With that said, the interior does look very cool at night, thanks to Hyundai’s trademark blue lighting. The i20’s leg room for rear passengers is up there with the best, head room on the other hand will be a little awkward for six footers, as the stylish roof intrudes on head room somewhat. Overall though, it’s very comfortable in the back.

 Boot space is flexible in the i20, with a variable floor height that just makes life that bit easier. Just bear in mind, this removable floor is only available from the second trim up. Also, with 326 liters on offer, this boot is bigger than the Vauxhall Corsa and Ford Fiesta. And, the seats even fold down to give you a reasonably flat loading surface as well. Super-mini customers are a varied bunch, with different requirements. While some will want sporty handling, others prefer comfort. Some go left-field, while offers opt for the quintessential. In the case of the i20, it’s quite easy to label it. This is a car that is built for comfort and it comes with a reassuring five-year warranty, but will cost you a slight premium over something like the Fiesta. But what do you think about the i20?

Kia Soul 2015 Car Auto Review

Kia Soul 2015 Car Auto Review

Kia Motor Kia Soul X Auto

Unknown 4:53:00 AM Add Comment

This is the new Kia Soul, and just like its predecessor it offers the same mush-mash appeal of hatchback and SUV, ultimately earning it a crossover name tag and a place on the hit list of rivals like the Nissan Juke. So what’s changed, well, on the outside there have been a few design tweaks, like this reworked front-end and it now sits lower than before, giving it a sportier appeal. However, it is now longer and wider than before, making it more practical. And I think that in this paint-job and with the floating roof effect, it actually looks rather charming. Anyway, let’s start by jumping in the back. 

The best way to describe the space back here is that it’s like a mini bus. I mean buckle up, and there is room to slouch, relax, and even put your feet under the seat in front of you. There is also plenty of space for a middle passenger. Coming around to the boot, it’s not massive, but it has been improved over the last model, as the opening is now 62mm wider and there has been a storage increase of four per cent, bringing its total up to 354 liters, which just pips the Nissan Juke by four liters. The seats also fold down to allow for up to 1,367 liters of storage space. Now, on to the cabin. It is clear that the new Soul has a more upmarket feel than the previous model, especially when it comes to the materials used. Even things like these quirky speakers just seem to give it more character. Kit is also in abundance as every model comes with DAB digital radio, air-con and USB connectivity. And when you start climbing up the trims you can make the Soul quite lavish.

I mean one of the top trims we have, Mix, comes with sat-nav, Bluetooth and the cool two-tone paint job. Essential storage compartments are also on offer, with cup holders, decent sized door bins, and convenient places for your spare change and house keys. So far, so good. Now let’s take it out on the road. Like any other Kia, the Soul has an easy to drive feel about it thanks to its light controls, including its gearbox. Other reassuring and comfortable elements include great all-round visibility, which is in part thanks to its huge wing mirrors, and a high SUV-like riding position.

There is also great insulation in the cabin from the outside world, and you can actually use Bluetooth on the motorway without having to scream down the phone. When it comes to drive quality it behaves itself in the corners and won’t do anything unexpected, but you will find it hard to have any amount of fun. Also, I recommend you stick to Normal mode when driving, as the weighting of the electable Comfort and Sport modes can feel a little artificial. The suspension is also on the firm side, which although it has been improved over the last model, it’s still not as comfortable as that of the Renault Capture or Peugeot 2008. Engine wise, there are two conventional units to choose from, a 1.6-liter petrol and a 1.6-liter diesel. We are driving a 126bhp version of the diesel and it’s not too bad when it comes to cruising along, but you will have to go above two and a half thousand revs to actually get some decent pull from it.

And although the diesel trumps the petrol for efficiency, it’s hardly class leading, returning an average of around 56mpg and this particular model emits 132g/km of CO2. Something like the Nissan Juke 1.5-litre diesel is much more efficient. But, if efficiency is your prerogative in the Soul, then fear not, as there is also a full electric model on offer. What the Kia Soul lacks in on-road finesse, it makes up for with its welcoming, comfortable and practical interior. Its price tag is also very appealing, as it starts from less than the Nissan Juke, and Renault Capture, and Peugeot 2008, and Vauxhall Mokka. And, of course, let’s not forget about Kia’s seven-year/100,000 mile warranty, which I’m sure will give family car buyers great peace of mind. So, has the Soul’s personality charmed you?

Kia Sorento 2015 Car Auto Review

Kia Sorento 2015 Car Auto Review

Kia Motor X Auto

Unknown 3:51:00 AM Add Comment

Kia is one of the finest examples of how a brand can reinvent itself and up its game dramatically in a very short period of time. Just take a look at the new third-generation Sorento 4x4. As it now sits longer and wider than before, it offers more practicality, but its improvements in build quality and driving dynamics are what stand out the most. And in terms of looks, its design may not be overly adventurous, but you can’t deny that its tiger-nose front-grille is eye-catching. So what’s it up against, well as it’s a large 4x4 it is looking to challenge anything from brand’s such as Land Rover and Volkswagen. The first thing you will probably notice in the cabin is this new dashboard topper which shouts premium saloon. 

And this up-market feel is met with loads of soft-touch materials scattered around. The infotainment set-up has been injected with some 21st century zest as well, with this silver trim neatly packing the touchscreen and buttons together. As with Kia’s other current infotainment systems this is brilliantly responsive and ridiculously easy to use. The only thing we are not of fan of though, is the way the climate control buttons below seem to bulge outwards. Speaking of climate control, there is only one trim you are ever really going to want and need for that matter, the second trim-up, KX-2, which is what we have here. You get dual air-con, heated seats, a reversing camera and of course, this seven-inch touchscreen system, which comes with sat-nav. Increased dimensions means more passenger and storage space, not that it was a problem in the last model. 

As you can see there is plenty of space for passengers in the first row, and the second row is pretty good as well and average-sized adults should be happy enough. To be honest, with the ability to slide this middle row back and forth, you will find a combination that works for all passengers. If you have all seven seats in place then boot space is minimal at 140 liters. However, fold this back row away and there is a massive 605 liters. Fold the other row of seats away and there is 1,662 liters. It’s not class leading, but it is impressive. The Sorento is definitely a milestone for Kia when it comes to driving dynamics and refinement. The steering for example feels much more connected to the front wheels than any other Kia, getting rid of that sometimes elastic feel and replacing it with better feedback. This reassurance is particularly important when you consider the size of the Sorento and how narrow British roads are. As well as it being more engaging to drive, comfort is also top notch as its insulation from the likes of wind and road noise is excellent, visibility is good all-round and the cushioned suspension can easily handle unpredictably bumpy British roads. As with most cars this size, you will get body roll if you swerve it into corners at speed, but if that’s the kind of driving you are looking to do… then you shouldn’t be looking at a Sorento. 

The engine line-up couldn’t be simpler. There is just one on offer, a 2.2-liter turbo-diesel with 197bhp. Sometimes cars of this size can feel a little lethargic regardless of how much horsepower is under the bonnet, but the Sorento certainly has a bit of personality and oomph about it, and it feels much nippier than its 0-62 sprint time of 9 seconds suggest. The only choice when it comes to power-train se-up is whether you go for manual or automatic, with fuel economy being the key variables here. In real-world driving, the manual will return around 40mpg, with the auto slightly lower at around 30 to 35mpg. Par for the course really. Its lowest CO2 figure of 149g/km is impressive though, compared to its 4x4 competition anyway. You hear the term game-changing quite a lot in the car industry, but it certainly applies to the Sorento. Whereas some of Kia’s models merely meet the threshold of the competition, the Sorento stands out as genuinely impressive and has carved itself a solid spot as an upmarket 4x4. And I haven’t even mentioned its price yet.

It starts from just under £30,000, which is a couple of grand cheaper than the Land Rover Discovery Sport and almost 15 grand cheaper than a Volkswagen Touraeg. But do you think the Sorento is worthy of Land Rover and VW competition? 

Honda HR-V 2015 Car Auto Review

Honda HR-V 2015 Car Auto Review

Honda Honda HR-V X Auto

Unknown 10:41:00 PM Add Comment

Good looking, fun and unrivaled interior space all terms that Honda itself has claimed embody its new HR-V. It also claims that back in 1999 the HR-V was the model that created the now-booming crossover segment and it has said that the latest-generation will compete directly with the Nissan Qashqai. Now, so far in 2015 Honda has revamped its Civic and CR-V models and has done so with aplomb, so let’s see what the latest HR-V model has to shout about. 

Exterior wise, the HR-V has clearly combines the ingredients of an SUV and a coupe, with a sloped roof-line and yet a muscular stance, similar to that of its larger CR-V sibling. Honda is making a big deal of interior practicality with the new HR-V, specifically on boot size, and with 470 liters on offer it trumps the Nissan Qashqai. Honda’s magic seats are also offered as The first thing that caught my attention in the cabin was the now-revamped Honda Connect system, which looks very clean-cut, it was certainly a welcomed feature on the new Civic and CR-V models. 

All-round interior quality is very good, with soft touch materials conveying an upmarket feel and if you go for the flagship EX model, you get things like full leather upholstery and a panoramic glass roof. An ongoing trend in the crossover segment is driving dynamics falling by the waist side – and unfortunately the HR-V has traits of that as there isn’t much feedback through the steering wheel. But what it lacks in fun it comes up for in comfort, with a spongy suspension and brilliant sound deadening from the outside world. Highlights in the engine range include a 118bhp 1.6-litre diesel that emits just 104g/km of CO2 and returns a claimed combined figure of 71mpg. Not only is this engine the most efficient, but it is also the quickest in the HR-V range, boasting a zero to 62mph sprint time of just 10 seconds. 

The diesel is only available in the manual though, with the CVT automatic reserved for the 128bhp 1.5-liter petrol options. It is clear that Honda has acknowledged the stiff crossover competition with the new HR-V and focused on making it practical and stylish it doesn’t stand out when it comes to driving dynamics though. 

Honda CR-V 2015 Car Auto Review

Honda CR-V 2015 Car Auto Review

Honda Honda CR-V X Auto

Unknown 9:23:00 PM Add Comment

This is the fourth-generation Honda CR-V and as part of its 2015 mid-life refresh Honda has made a host of tweaks. These include a new front-grille, a better infotainment set-up and – the main attraction, a new high-powered 1.6-liter diesel, unique to Europe, along with a new nine-speed automatic transmission. Now, Honda has said that it aims to challenge models like the BMW X3, Audi Q3 and Volvo XC60 with its latest CR-V incarnation, so it will be interesting to see how its interior luxury and practicality compare. Following the success of the 118bhp 1.6-liter diesel in the last CR-V model, Honda decided to introduce a higher output of the 1.6-liter with 158bhp, and this replaces the previously available 2.2-liter diesel. 

This new 158bhp 1.6-liter, which is only available in 4WD and is expected to be the most popular derivative, sprints from 0-62mph in 10.6 seconds and our model emits 139g/km and returns a combined 55.3mpg. These figures aren’t massively impressive, however Honda claims that they make for an “unrivaled power to consumption ratio”. The lower powered 2WD 118bhp 1.6-liter diesel is still available however, emitting just 115g/km. A 153bhp 2.0-liter petrol is also available. Although a smooth shifting six-speed manual gearbox is on offer, it’s the new nine-speed automatic that is grabbing headlines. The reason for this is because of its two-stage turbo, which makes it more efficient and allows steady acceleration throughout the gears, as opposed to a regular turbo that tends to give you a single boost of acceleration. And hats off to Honda, it really does work. 

Honda has actively looked at cabin insulation by adding the likes of thicker door seals, but the diesel still sounds noisy. Comfort and assurance is still good all-round, with a suspension set-up that is not too stiff or soggy and well-weighted and responsive steering. But it doesn’t offer the same engagement as a BMW. In an attempt to offer that luxury feel of its competitors, Honda has added loads of new soft touch materials about the place, but scratchy plastics are still quite prominent. The seats on the other hand are top notch, with great back support, adjustment and head rests that are more like pillows. These seats also give you a great, superior, high-riding position. Those who know the previous CR-V well will quickly notice the improvements to the infotainment system, as this new 7-inch Honda Connect display gets rid of its numerous buttons. This touchscreen also has a Garmin sat-nav with new smartphone-inspired swipe and pinch feature. 

This goes hand-in-hand with its Mirror-link functionality, allowing for wi-fi tethering, again giving a more modern, user-friendly feel. This system is standard on our flagship EX model but optional on all others. There are a host of safety enhancements as well, the halo feature being a new Intelligent Adaptive Cruise Control, which can predict if someone is going to cut in front of you in traffic. In terms of overall practicality in the cabin, storage compartments are aplenty, with clever things like these shelves on the doors. Visibility wise, the large wing mirrors and windscreen and relatively skinny A pillars mean it’s very good, but the C pillars seem unnecessarily chunky and as a result, obstruct rear visibility. Rear practicality couldn’t really be any better in the CR-V, with tons of head room and leg room, even if your front passenger over indulges with their own leg room. 

The likes of no transmission tunnel and an arm rest with cup holders are also nice features. Now, on to the boot and Honda’s renowned ‘Magic seats’. The boot offers a very handy 589 liters, which is more than the Volvo XC60 and Audi Q3, and also has a low loading level – but its party trick is revealed when you pull this lever, folding the seats down and the headrests away. And this allows for a flat loading surface and up to 1,669 liters of space. The CR-V definitely has impressive family-friendly credentials, but Honda may be aiming a little high when it comes to competition. So instead of BMW, Volvo or Audi, think Nissan, Kia and Volkswagen. But what do you think of the CR-V? 

Ford Fiesta 2015 Car Auto Review

Ford Fiesta 2015 Car Auto Review

Ford Ford Fiesta X Auto

Unknown 4:08:00 AM Add Comment

This car hardly needs any introduction, because the Ford Fiesta is Britain’s best-selling model, finding its way on to more than 130,000 driveways last year alone. Why is it so popular? Well, not only is the Fiesta a national institution dating back to the 1970s, the sixth generation is stylish, great to drive and cheap to run. But, it was launched back in 2008, so is this super-mini still at the cutting edge, or has it been overtaken by rivals like the latest Vauxhall Corsa? Well, this car might be getting on a bit, but the Fiesta’s fun handling certainly hasn’t dated, it’s still the sharpest super-mini. There’s so much feel through the steering, you can practically tell what’s been used to mix the tarmac, giving you confidence to make use of its agile chassis. 

Even entry-level versions have taut responses, but this firmness rarely makes bumps uncomfortable. Engines range from a 59bhp 1.25-liter to the 123bhp 1.0-litre Eco-boost petrol, while special edition Red and Black Edition models get 138bhp. Diesel fans are catered for by a 1.5 or 1.6-litre Duratorq engine with 75 or 95bhp, while hot hatch fans can get their thrills driving the award-winning 180bhp ST. We’re testing the 99bhp 1.0-liter Eco-boost with a Power-shift automatic gearbox, which gets to 62mph in 10.8 seconds. Not having to change gear could be a real positive if you spend most of your time in the city, but we’d prefer the interaction of the manual gearbox, which also improves fuel consumption from the 58mpg of this car to 66mpg. Saying that, this transmission is very smooth, even if its manual mode is a little fiddly to use. Despite its small size the Fiesta is comfortable enough to make long motorway trips pretty relaxed, thanks in the main to its great driving position. The steering wheel adjusts for reach and rake and there’s also a fair bit of seat travel. 

It’s fairly attractive in here too, even if the mobile-phone style buttons are now looking rather dated. We expect the next Fiesta will get a touch-screen, but for the moment your only way to avoid pressing these is to use Ford’s SYNC voice activation system. Three-door and five-door bodystyles are available, and while this five-door doesn’t look quite as sporty, it’s certainly a good idea if you often carry more than one passenger. The boot can hold 276-litres of luggage if a spare wheel is fitted, or 290-litres with a tyre repair kit, so it compares well to the 285-litre Corsa and 280-litre Polo. But, none can match the 330 litres of the class-leading Skoda Fabia. After driving the Fiesta, it’s not hard to see why so many owners sign on the dotted line after a test drive. It feels remarkably grown-up for a small supermini, with excellent handling and impressive refinement. 

The interior is starting to show its age compared to the latest Corsa and Polo, but it still functions well enough and the quickclear heated windscreen is a real selling point. With low running costs and a Ford dealership in almost every town, the Fiesta should be a simple and affordable car to own. We’d just avoid the basic entry-level versions, as they could prove tricky to sell on, and go for a mid-spec model with the fantastic EcoBoost engine. You’ll enjoy it more, and hopefully get more come trade-in time.

Honda Civic 2015 Car Auto Review

Honda Civic 2015 Car Auto Review

Honda Civic X Auto

Unknown 8:32:00 PM Add Comment

Some model updates are minor and some are extensive, well, the latest Honda Civic is certainly an example of the latter. Under its slightly tweaked front-grille, front and rear bumpers and rear spoiler, sits changes to its steering, suspension, trim line-up and interior. With its latest Civic iteration, Honda isn’t holding back when it comes to tackling the class leaders, and in fact, the changes to its suspension set-up are aimed specifically at challenging the likes of the Ford Focus for driving dynamics. But before getting on the road, let’s start by looking at an entirely new addition to the trim line-up, the Sport model, which sits in the middle of the range. 

Don’t get too excited with the term Sport though, this isn’t in the same ballpark as the Civic Type R. Instead of adrenaline-pumped technical enhancements, you get a color coded rear spoiler, 17-inch alloys and a slightly lowered grille mesh. Also, as this will be aimed at those who want their car to look as cool as possible, it is a little disappointing that a Sport badge isn’t slapped on the rear. What isn’t disappointing though is the Civic’s interior. Those who know the outgoing Civic will no doubt remember its outdated infotainment set-up that featured an overload of buttons. That is no more thanks to the latest Honda Connect system, which also adds some stylish gloss and is much sharper in its responses. If you go for the optional sat-nav system we have, you also get smartphone-inspired pinch and swipe features. A highlight in terms of new standard kit across the range includes the City-Brake Active system, which can pull off emergency stops autonomously at up to 20mph if your attention strays. There are no complaints in the rear. There’s plenty of space all-round and even the extra wide-opening rear doors make life easier for you and your passengers. Boot space remains impressive as well, with 477 liters, much bigger than you get in a Volkswagen Golf or Ford Focus. The highlight is still Honda’s clever magic seats, which can be configured in lots of different combinations, freeing up 1,378 liters of storage space. The suspension of the outgoing Civic was on the firm side, so I was surprised to hear that it was going to be even more so. 

However, with Honda returning the front and rear dampers, the Civic is now more composed in the corners with less body roll. Not as thrilling as the Focus, but better than before. And to be honest, the ride is comfortable enough, it certainly doesn’t distract you from your journey. The Civic’s electric power steering has also been reworked, and it now feels sharper and more responsive at higher speeds, but overall it still lacks a bit of feedback. These power steering improvements sit alongside a new Agile Handling Assist system, which essentially helps maximize traction by applying the brakes to certain wheels when necessary. Although there are 1.4-litre and 1.8-liter petrol units available, the 1.8-litre being the most powerful with 140bhp, it 1.6-litre diesel remains the pick of the bunch, with a fairly potent 118bhp, plenty of low down pull and, when mated to the snappy six-speed manual gearbox, it’s a pleasure to drive. 

The highlight of the diesel though is without a doubt its efficiency, emitting just 94g/km of CO2 and realistically it will return around 70mpg. As I mentioned earlier, the Civic is an example of a more extensive facelift, so the question is, does its plethora of changes make it more expensive? The answer is no, there has actually been an average price reduction of £1,600 across the range. But it is still pricier than the Ford Focus and still hasn’t quite matched the blue oval-badged car for driving pleasure. But have the latest Civic changes swayed you?