Showing posts with label reviews. Show all posts
Showing posts with label reviews. Show all posts
Wednesday, September 10, 2014
Since my last glowing report (see below), the impressive Citroen Grand C4 Picasso has
scooped the Best MPV prize at the Auto Express New Car Awards 2014. And
it seems our seven-seater is doing its best to ensure it holds on to
the title in 2015.
Since late March, the stylish MPV has coped effortlessly with family
days out and my daily commute, but a recent trip to south-west France
really highlighted the Citroen’s talents as a spacious, family friendly,
long-distance cruiser.
For starters, the 793-litre boot was big enough to swallow 10 days’
worth of holiday gear for my family of four. And after the wide leather
seats of our Exclusive+ model had already made most journeys easy, I
wasn’t surprised how comfortable they were for our French trip, despite
the long hours we spent in them. Rear passenger blinds and the sunroof
cover provided shade from the sun, yet the expanse of glass helped us
enjoy the French scenery.
I haven’t always found navigating the controls easy on Citroens or
Peugeots in the past, but this car’s ergonomics are wonderful and the
touchscreen display is really easy to use. Converting the speedo from
mph to kph took just a couple of taps on the screen, while entering our
remote rural holiday destination into the sat-nav was equally simple,
and the guidance itself was easy to follow. The clear turn arrows with a
distance countdown were especially helpful when navigating busy French
market towns and the speed limit detector kept me aware of limit
changes.
Another highlight is the fact that you can have the mapon the large
12-inch TFT screen, or you can display it on the seven-inch screen ahead
of the driver.
Where the Picasso really excelled was on the country’s autoroutes.
It’s obvious that this car has been designed with fast dual carriageways
in mind, as it was very comfortable, and the active cruise control was
in its element. A quick toggle on the steering wheel set the limit, then
the car took over.
It’s the closest I’ve come to autonomous driving: the Picasso would
slow if the radar sensed another vehicle two seconds in front, but as
soon as I pulled into the empty fast lane it accelerated back to the
desired speed.
However, if I changed lanes without indicating, I’d get a pull on the
right shoulder from the lane assist system, which comes as part of the
£300 Serenity pack. This feels like a child repeatedly tugging on your
belt from the back seats, which can be irritating – although as with
most of the Citroen’s driving aids, it can be turned off.
Once we were at our holiday home, the flexibility of the seven-seat
layout came into its own, and we could double up with the rest of the
family on day trips. This was helpful, if not essential, but the ability
to fit all of our homeward-bound luggage and seven people into the
Citroen enabled us to take two family members to the local train station
for their journey home.
The only real surprise was how many heads the C4 Picasso turned.
Perhaps it was the classy trim and tinted glass that give our car some
extra kerb appeal.
Any negatives? Well, there was one after we returned to the UK. The
standard tyre pressure sensor indicated a loss of air from the rear
driver’s side.
It turned out two nails were embedded in the sidewall. Apart from that, the C4 Picasso hasn’t put a foot wrong.
Citroen Grand C4 Picasso: report 1
All aboard the luxurious Citroen Grand C4 Picasso seven-seater as we get ready for take-off
Mileage: 4,139 miles
Real world fuel economy: 38.7mpg
Real world fuel economy: 38.7mpg
“Good morning ladies and gentlemen, this is your captain speaking. I
hope you’re enjoying your journey on board the Citroen Grand C4 Picasso.
We are cruising at a steady 38.7mpg, and as you can see through the
panoramic sunroof, the weather is typically awful. Radar collision alert
is active, and for your personal comfort, feel free to adjust your
seating position and climate control...”
After 12 months running the exceptionally frugal yet uninspiring Toyota Prius Plug-in, I’ve moved into upper class to take charge of our luxurious Citroen Grand C4 Picasso.
Yes, it’s big and practical, which is exactly what you would expect
from a seven-seat MPV, but the levels of comfort and refinement have
been a revelation.
Last autumn I borrowed editor-in-chief Steve Fowler’s Range Rover and was blown away by the quality and detail. The inside of our Citroen is the closest I’ve come to that kind of luxury since.
Our Exclusive+
model comes with leather front seats that are exceptionally
comfortable. They adjust electrically, and have heating and massage
controls to the side. The passenger also has the option to recline and
raise a footrest, which gives my wife the option to nod off on long
journeys.
Plus, the dash layout and displays are simple and elegant. They hide a
depth of technology, media and safety controls that take time to
master, but are intuitively designed without the need to reach for the
handbook.
Cabin materials mirror this simplicity, with a top-quality look and feel to the touch-sensitive controls and trim.
Aside from the comfort, the option to transport seven people rather
than five is a real luxury. One-car journeys are now the norm, so extra
passengers in the form of grandparents, cousins or school friends can
all be accommodated – even with guitar-shaped luggage!
These passengers have been overwhelmingly positive in their response
to the Citroen. They love the widely adjustable rear seats with their
acres of legroom. In fact, they’ve praised everything – from the
individual rear climate control switches to the vast headroom and huge
panoramic sunroof – and made references to ‘flying first class’ and
‘travelling in style’.
Any car would struggle to compete against a Prius Plug-in for
economy, and the C4 is currently returning a mere 38.7mpg on my daily
city commute. It’s made for fuel-sipping on long French autoroutes, but
the responsive diesel makes the Picasso surprisingly fun on twisty
country lanes; it’s less exciting in town, although stop-start does kick
in to make the best of my daily delays. It also records time spent
stationary – up to a quarter of my daily commute!
My next big trip will take the Citroen to the Dordogne in France for a
family break. Many people would dread such a long drive, but I can’t
wait for take-off.
Wednesday, September 10, 2014 0
The company car park is a fiercely competitive playground.
Efficiency may be the key factor but a premium design, upmarket feel and
value for money are becoming increasingly significant factors for fleet
buyers, so does the refreshed Peugeot 508 make the cut?
It’s a strong start, with the large saloon gaining an extra 38mm in
length, a bold front grille, redesigned bumpers and sleek LED daytime
running lights. Exterior changes may be small but they have helped the
508 project more of the classy image which was sorely missed from the
outgoing model.
And the good new continues, with the 508 now available powered by a
range of new punchy but frugal engines. The new additions are both
versions of the 2.0-litre BlueHDi diesel unit with 150bhp and 180bhp
outputs on offer. It’s the lesser-powered model we’re sampling first,
which comes mated to a six-speed manual gearbox as standard.
Economy stands at 67.3mpg with CO2 emissions of only 109g/km – opt
for the estate version and emissions climb to 110g/km. The 508 may not
creep under the magic 100g/km barrier but road tax at only £20 per year
is good going for a car of this size. And with around 65 per cent of
purchases expected to be fleet sales, those figures will certainly catch
the eye of company car drivers.
Yet, while the 508 is certainly a looker and on paper is one of the
most efficient cars in its class, behind the wheel it’s remarkably
unremarkable. Performance from the 150bhp 2.0-litre engine is adequate
but with 370Nm of torque available, it should feel stronger than it
actually is. If you want more pace, the older 2.2-litre engine is still
available and feels more eager. It also comes with a more sophisticated
suspension setup.
The 508's handling is vague, so it won’t trouble the Ford Mondeo
and it feels like a big car from the driver’s seat, so placing it on
narrower roads often results in sweaty palms. Having said that, it does
ride particularly well, remaining cushioned over rougher ground.
As the 508 has only been subjected to a minor facelift, Peugeot hasn’t bothered fitted the minimalist iCockpit from the smaller 308 and 208
hatchbacks. The cabin has been tidied up somewhat but you’re still
swamped by buttons and dials, despite gaining a seven-inch touchscreen
system. There’s more buttons on the steering wheel than you’ll find in
the entire cabin of the 308 hatch.
While the interior may be busy, it is spacious, well kitted out and
well put together. Standard features include DAB radio, dual zone
air-con, 18-inch alloys, sat nav and seven-inch touchscreen. Our test
car in Allure spec added keyless go, reversing camera and hill hold
assist.
The 473-litre boot is a good size but the Mazda6
and Ford Mondeo do offer more. The 508 is certainly more than a match
for these rivals when it comes to interior passenger space, though. A
shallow transmission tunnel and wide rear bench help the car accommodate
three adults in the back with no shortage of head or knee room.
While the refreshed 508 may not be trouble the class leaders, it’s
certainly an improvement. But even the French manufacturer is playing
down its own chances of the new saloon being a hit second time around in
the UK. If sales top 2,000 per year it will be considered a success and
with an all-new VW Passat and Ford Mondeo around the corner, the new 508 is likely to struggle more than ever before.
It had to happen. I’d left our Audi A3 Saloon
in a multi-storey car park for a few hours, only to return to find a
broken headlight, courtesy of a hit-and- run vandal who didn’t leave
their details.
But that was just the start of the trauma: turns out
that a replacement LED light unit costs a wallet-shrinking £1,173, plus
fitting – which seems crazy when you consider LED lights are a £795
upgrade when you order our S line car in the first place.
To add insult to injury, our four-door had to spend
three weeks at Audi HQ waiting for the replacement part! Fortunately,
Audi had another A3 Saloon it was happy for us to use during our car’s
enforced absence.
While it was an S line model like ours, it featured a
2.0-litre TDI diesel under the bonnet, so I felt a little comparison
test against our 1.4 TFSI petrol car wouldn’t go amiss.
The first thing to strike you is how smooth the TFSI
engine is. The diesel isn’t exactly gruff, but there’s a familiar
rattle during a cold start and under hard acceleration, while the S
tronic gearbox seems less at home joined to the TDI, with a hesitancy to
its shifts.
The lack of available revs in the TDI compared to
the TFSI also means there’s less fun to be had skipping through the
gears manually. But the TDI did reinforce my concerns about the TFSI’s
fuel economy. Despite its cylinder deactivation technology, I’ve
struggled to climb above 35mpg in general driving. By comparison, in
identical conditions, the TDI easily achieved 10mpg more, while 50mpg is
possible with care.
That makes the diesel cheaper, right? Not
necessarily, according to my sums. Over 50,000 miles, TDI owners would
spend £1,923 less on fuel, which would compensate for the TDI’s £1,450
price premium. Diesel owners will pay £30 a year in road tax – £10 more
than petrol drivers based on current rates.
While that’s not going to break the bank, it’s a
different story for company car drivers.The 1.4 TFSI attracts a 14 per
cent Benefit in Kind charge, but the diesel is pushed to 19 per cent.
That means lower-rate taxpayers choosing the petrol option will shell
out £319 a year less, while those in the higher band will pay £639 less.
Over three years, petrol buyers could save up to £1,917.
Irrespective of each version’s talents, it seems the
TDI is the better choice for the private buyer, and the petrol is
cheaper for company drivers. Me? I’ll stick with the excellent and
refined TFSI, and suffer the fuel bills.
Audi A3 Saloon S line 1.4 TFSi: report 1
We can’t wait to see how the Audi A3 saloon, or junior Audi A4, measures up.
Mileage: 863 Real world fuel ecnomy: 37.9mpg
Audi A3 or A4? The choice for Audi buyers used to be straightforward: if you wanted a handsome three-box saloon, go for the A4.
For something smaller, the A3 was the car of choice. Now that job has become harder thanks to the introduction of the A3 Saloon.
It’s a little narrower and a lot shorter than the A4, which makes it
easier to use in crowded towns, but not so small that motorway trips are
a chore.
Fair-weather Audi
fans could probably identify it in isolation, but this particular model
requires a second glance at the badge on the back. That’s no bad thing:
the A4 is, to my eyes, one of the best-looking cars in its class, and
that’s the case with my A3 Saloon, too.
The baby saloon will be pressed into service as family transport, so
I’m keen to see if I’ve sacrificed practicality in the pursuit of style.
At 425 litres, the Saloon’s boot is 45 litres larger than that in the A3 Sportback, but a narrower opening could cause problems.
The car offers serious driveway appeal, especially in S line trim,
with its beefier bumpers, side skirts and18-inch alloys. The cabin
features the S line badging, flat-bottomed steering wheel and
part-leather seats that are now de rigeur for a sporting Audi.
Even so, it’s not hard to boost the car’s £26,445 price
significantly, as our £5,695 options bill proves. Highlights here are
LED headlights (£795) and an excellent Bang & Olufsen audio upgrade
(£750).
The £1,795 technology package delivers a sat-nav that glides out of a
slot in the dash and MMI Touch, which lets you trace letters with your
finger to operate various nav and telephone functions. The former adds a
sense of occasion, but I wonder how often I’ll use the latter.
The 148bhp, 1.4-litre TFSI engine uses a cylinder-on-demand system to shut off half of the four cylinders on light throttle loads and restarts them seamlessly when needed.
And a coasting feature decouples the transmission when the throttle
is closed, allowing the engine to idle when not required. Whether those
features translate to a saving at the pumps remains to be seen. But life
with the A3 has started positively.
Sunday, September 7, 2014
In 2006, Nissan killed off its dreary Almera, and set about building a new type of five-door family hatchback – the now extremely succesful Qashqai – that would set the brand apart from the VW Golf, Ford Focus and Vauxhall Astra. But now Nissan’s back with a traditional family hatchback, called the Pulsar.
It costs from £15,995, and it uses the mechanical and electrical bits from the Qashqai in a lower, lighter profile. At 4,200mm long, it’s smack in the middle of Ford Focus and Vauxhall Astra sizes, but much more spacious inside.
Why has Nissan built a hatchback? Firstly, it discovered that a stubborn section of buyers didn’t like their crossovers as they associated the SUV-style image with poor handling and high fuel consumption. The Pulsar is designed to bring them in from the cold, and by and large it deserves to. The 1.2-litre direct-injection petrol turbo engine develops 113bhp, and moves the Pulsar along at a perfectly acceptable pace. It tries to entertain with a bit of turbo whistle, but what engine noise there is remains rather dull, and the long gearing of the six-speed manual box can catch it off-boost at times.
Sunday, September 7, 2014 0
Lexus is gunning for the BMW M4, Mercedes C63 AMG Coupe and Audi RS5 with its new RC F. On paper, the new two-door should be a fierce and individual rival for the other contenders. It matches or beats them for sheer power, comes loaded with kit and costs from £59,995.
The M4, which starts at £56,635, is perhaps the most worthy choice in this class, but add the auto gearbox and the prices are basically identical. Moreover, the Lexus treads its own path, and the brand claims it’s applied lessons learned on the LFA supercar project to ensure the RC F has track-ready dynamism and an unrivalled breadth of comfort and ability.
While the BMW has moved down to a 3.0-litre twin-turbo six-cylinder, Lexus has stuck to a big, naturally aspirated V8 for the RC F. Its 5.0-litre engine produces 471bhp at 7,100rpm, and the company claims this will help launch the RC F from 0-62mph in 4.5 seconds and storm on to a 168mph top speed.
In more relaxed driving, the big engine switches to the Atkinson combustion cycle for improved fuel economy. Even so, the Lexus’ 26.2mpg returns and 252g/km emissions are on the high side – the M4 claims 32.1mpg and 204g/km respectively. That might be partly due to the RC F’s sheer weight – at 1,765kg, it’s a huge 228kg heavier than the BMW.
If that sounds disappointing, don’t despair – because the rest of the spec is mouth-watering. The V8 drives through an eight-speed automatic gearbox, the chassis features double wishbones at the front, plus a multilink rear axle, and has a host of electronic aids to allow all of its potential to be exploited.
A four-stage traction control system offers Normal, Sport, Off and Expert modes, the latter only stepping in to prevent a spin. As standard, the car comes with a Torsen limited-slip differential, but there’s an optional torque vectoring differential (standard on the £67,995, 10kg lighter RC F Carbon, which features a composite bonnet, roof and rear spoiler) that continuously sends power to the wheel with the most grip.
Inside, the RC F feels special. The seats are superb, if a little high, and the dash architecture has hints of the LFA about it. The instrument screen has various modes that change as you alter the car’s set-up by selecting Eco, Normal, Sport S or Sport S+ settings via a rotary dial on the centre console. The torque vectoring differential has three separate modes, too: Standard, Slalom and Track.
The wait for the 2016 Mazda Miata is over. The fourth-generation roadster was revealed today at Mazda Raceway Laguna Seca, with popular '80s band Duran Duran providing the soundtrack. These images give us our first glimpse at the iconic sports car.
Monday, August 19, 2013
The Citroen DS3 Cabrio reintroduces the option of open-air motoring to the French car maker’s line-up.
The DS3 Cabrio is Citroen’s first convertible since the removable-roofed C3 Pluriel was discontinued in 2010, and arrives three years after the DS3 hatch lobbed.
At $30,990 for the DStyle auto and $32,990 for the DSport manual, a $3250 premium over the three-door hatch, the Citroen DS3 Cabrio splits the middle between its key pint-sized drop-top rivals; including the smaller Fiat 500C ($17,900-$25,650) and the pricier Mini Cooper Cabrio (from $40,350).
Like the little Fiat but unlike the Cooper and every other convertible on the market, the DS3 Cabrio features fixed side panels identical to the hatchback, with the concertina-style canvas roof contracting and expanding in the place of the standard roof panel.
It’s a cheaper and less complex construction to develop and produce than a full-blown convertible roof, though with the side panels intact it doesn’t quite deliver the same liberating sense of airiness and freedom.
The electrically folding roof can rest in three positions: partially open over the heads of the front passengers; open over all five seating positions with the glass rear window in place; and fully open with the rear windscreen and roof stacked above the boot. Rear-view mirror visibility is almost entirely inhibited in this third position, however.
The design of the tailgate and boot is smarter; the former’s compact flip-up opening mechanism making it perfect for parking in tight spaces, while the latter retains the volume of the hatchback (245L) as well as its 60:40 split-fold rear seats. A tiny opening restricts access to the boot, however, making loading in suitcases and shopping bags awkward.
At 1208-1231kg, the Cabrio is just 25kg heavier than the fixed-roof model, ensuring minimal extra strain on the two available drivetrains.
First is the Citroen DS3 DStyle Cabrio, which features a naturally aspirated 1.6-litre four-cylinder petrol engine producing 88kW of power at 6000rpm and 160Nm of torque at 4250rpm. It’s a modest but capable performer, though is done few favours by the dated four-speed automatic transmission that is its sole companion in local spec.
The auto is forced to hold gears longer than feels comfortable under steady acceleration. Downshifts send revs flaring, though the refined engine never sounds thrashy, even on the approach to 6000rpm, and its note is well insulated from the cabin.
Citroen lists its combined cycle fuel consumption at 6.7 litres per 100km, and we managed 8.2L/100km at the DS3 Cabrio’s Gold Coast launch that included a mix of city, suburban and winding mountain roads.
The DS3 DStyle Cabrio is the model for those who can’t drive a manual or who need the cheapest one they can get their hands on.
For all others, the DS3 DSport is a no-brainer in the Cabrio line-up.
The DSport features a turbocharged 1.6-litre four-cylinder petrol engine with 115kW and 240Nm, the latter produced between a highly usable 1400-4000rpm range. It is paired exclusively with a six-speed manual transmission that feels smooth in your hand and clicks satisfyingly into gear.
With 50 per cent more torque, it’s significantly punchier than the DStyle, and while it won’t scare any serious city-sized hot-hatches, it’s a versatile unit that surges encouragingly from well below 2000rpm and remains polished at higher revs. There’s also a brawnier sound from the engine and a deeper note from its dual-outlet exhaust system.
Despite being more powerful, the manual gearbox helps keep fuel consumption to 5.9L/100km, a claim we almost matched at the launch with our recorded 6.0L/100km average (though this time heading down the mountain rather than up).
The turbocharged engine and six-speed manual transmission alone justify the $2000 premium for the DSport over the DStyle, though the addition of satellite navigation, an upgraded audio system and larger 17-inch black alloy wheels also make it the obvious value choice of the pair.
Those bigger alloys (the DStyle gets 16s) do the DSport few favours from a ride perspective, however, which is firmer and fussier than the already busy base model and transfers more vibration into the cabin. While decent on good quality surfaces common to city and suburban driving, both model grades jiggle over rougher roads and meet harsher potholes and surface joins abruptly.
The steering likewise performs best in the city, where it’s light and effortless, but is let down by a vague feeling around the straight-ahead position.
While it can’t match the Mini for handling, the DS3 Cabrio feels light and agile, sits reasonably flat through corners, and is largely free from the chassis instability and scuttle shake that plagues some convertibles.
All three pedals are curiously set at different heights, and the combination of their varied positioning and the short base of the driver’s seat means many behind the wheel will find their knees floating and wanting for more under-thigh support. The side bolstering of the seat base may also make it a tight squeeze for bigger-boned drivers.
The interior has a premium look and feel, however. Polished metal, piano black and carbonfibre-look surfaces make it stand out from most in the city-car class, and there’s also a nice tactility to buttons and dials. The steering wheel is free of controls, with Citroen preferring to fit stalks operating cruise control, audio and phone functions behind the wheel.
While the boot is big, the cabin isn’t as generous with its storage options, lacking a lidded centre console and offering only small door bins and a tiny glovebox.
The DS3 is well equipped overall, however, coming standard with LED daytime running lights and front fog lights, rear parking sensors, climate control leather-wrapped steering wheel, aluminium pedals, AUX/USB inputs and Bluetooth phone connectivity with audio streaming.
Adding peace of mind is Citroen’s fixed-price servicing program, which caps the cost of the first three services (completed at 12-month/20,000km intervals) at $360.
Citroen Australia has secured 90 DS3 Cabrios for the remainder of 2013, and unsurprisingly expects more than 60 per cent of customers to opt for the DSport, which is the sweet spot from a value and performance perspective.
While it has limitations in terms of dynamics and practicality, the Citroen DS3 Cabrio is $10K cheaper than the Mini Cooper Cabrio, and as such is an attractive option in the niche convertible city-car segment.
source:caradvice
Monday, August 19, 2013 0
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