Car And Automotif

New generation Toyota Alphard and Vellfire

2012-02-25T15:48:00.003-08:00

Toyota has launched the latest generation Toyota Alphard MPV, and this time around the Alphard also gets a twin with minor exterior differences portraying a more aggressive look called the Toyota Vellfire.
Toyota has been known to do this with its JDM cars – the Toyota Noah has an evil twin called the Toyota Voxy, and the Toyota Allion‘s twin is called the Toyota Premio.
As expected, the new Toyota Alphard is a slightly toned down production version of the Toyota FT-MV concept showed at last year’s 2007 Tokyo Motor Show. Toyota says the Alphard design represents “elegance and refinement”, while the Vellfire represents “power and innovation”.
The name Vellfire was derived by combining the words velvet and fire. The vehicles have slightly different front and rear looks, with the Vellfire having two-stepped headlamps at the front, and clear lense tail lamps at the rear. Both vehicles also feature rear wipers that fold away into the roof spoiler so that the rear looks cleaner when you do not need the rear wipers.
The Alphard (and Vellfire) is larger now, with a longer wheelbase of 2,950mm versus the previous generation’s 2,900mm wheelbase.
Each MPV has two engine choices – either a 2AZ-FE 2.4 litre DOHC VVT-i inline-4 engine mated to a Super CVT-i stepless gearbox with the option of 7 virtual gear ratios, or a 2GR-FE 3.5 litre V6 engine with a 6-speed Super ECT transmission.
The MPVs feature S-VCS (Steering-assisted Vehicle Stability Control) which can correct steering angles as well as adjust power and brake in efforts to stabilize the MPV.
More images of the two MPVs and a video of the Vellfire after the jump.

PHOTOS: New Toyota Alphard

PHOTOS: New Toyota Vellfire

Mitsubishi Evo X Review

2012-02-25T15:32:00.004-08:00

Mitsubishi Evo X is one of the most decent cars of the company that will be modified for the coming year. This evolution car is elegant and luxurious. The design and the outer texture will attract every car lover. Not many changes will be made with the 2012 models; however, it will be technically more modernized. The car will come in two trim. The most significant feature of this future model will be shock proof exterior. The car is well equipped with all the modern amenities. The Evo X has been given the all new aluminum 2.0l turbocharged four cylinder MIVEC4 motor for horse power and to get the super drive feel. Excellent mileage with high speed engine will be the main attraction of the Evo X. The car has been designed for all types of roads like smooth, rocky and on roads with stones. To get the most comfort and luxurious drive Evo X 2012 will be the hottest purchase by most car lovers.

Decoration – interior and exterior of Evo X

The car will have both automatic and manual features. Some of the interesting designs of the car will be:

Navigation facility that will help the driver to locate and drive safely. The car will be light weight, thus it will have good pick up.
Excellent sound system with satellite reception. High volume speaker with clear digital sound system.
Leather seats for comfortable journey. Driver’s knee air bag for comfort driving.
The interior will be more attractive with LCD display that will come in multicolor.
Bluetooth accessibility will be another advantage.

The exterior has been given smart and decent look altogether with some best equipment:

HID headlights for long distance visibility. Twin clutch gear box will be another advantage of this 2012 car.
Intercooled engine and high of 180kph and more.
Strong grip on road and the driver will also have the same grip over the car. The spoke alloy wheels are other strong parts of this car.
The car is spacious and comfortable with bucket seats and easy seat belt access. The brakes come with ventilated discs.
The driver will have the complete automatic window and door lock facility that will help in the safety of the other people inside the car.
Good air condition system that will enable complete ventilation.
The car will have remote central locking facility
The grille features carbon fiber element. It will have rear bumper

Other characteristics of Evo X

The other important features that will show in the 2012 models will be privacy glass, windscreen wiper, suspension seats for more comfortable ride. The car will be of sheer attraction for the crowd and it will enable the company to make more profit. The Mitsubishi Evo X 2012 will rule the market of luxurious and stylish car. The automatic on road control will be another feature that will help the driver to drive easily on road. The colors of the car will also attract people. The Royal blue, silver and jet black will definitely add sophistication of the buyer

Kia Forte SX Sedan Review

2012-02-25T15:26:00.001-08:00

The stylish Forte, introduced in 2010, is a very competent compact sedan. For 2011 an all-new 5-door hatchback was added. For 2012 it is pretty much carry-over with a few minor changes.
The Forte’s entry price is low and the standard amenity list is long. The exterior might be categorized as a Euro-look. I found the interior on my SX sedan test car to be very handsome and comfortable. Response from the 2.4L 4-cylinder was more than adequate for Chicagoland city streets and highway on-ramps as well as cruising the expressway City dwellers will like its practical size, excellent visibility and tight turning radius. The 5-door is even better suited to city life with it being shorter than the sedan.

Since its debut in Summer 2009, the Forte compact sedan has racked up an impressive list of accolades, including being named a 2010 "Top Safety Pick" by the Insurance Institute for Highway Safety (IIHS), named to MSN Autos "Top 10 Cars Under $15,000" list, and named a "Consumers' Top Rated Vehicle" and "Top Recommended Vehicle" by Edmunds.com. Cars.com placed the 2011 Kia Forte 5-door on their recent list of the "Top 10 Urban Cars." Both the sedan and 5-door offer numerous standard comfort and convenience features depending on trim level, including power windows, power door locks with remote keyless entry and hands-free Bluetooth wireless technology connectivity. Added flexibility comes with the 5-door hatchback’s 19.4 cubic foot cargo area. The sedan offers 14.7 cubic feet of cargo room.
Available in LX, EX and SX trim levels for the Forte sedan and EX and SX versions for the Forte 5-door, pricing for the sedan starts at $14,995 for the base trim, while pricing for the hatchback begins at $16,895. Both the sedan and 5-door offer standard convenience features including air conditioning, SIRIUS Satellite Radio capabilities with three months complimentary service, MP3 connectivity and Bluetooth wireless technology and steering wheel-mounted audio controls.

Both EX and SX models offer a number of additional standard luxurious touches such as: power windows and door locks; remote keyless entry; air conditioning; map lamps; steering wheel-mounted audio and cruise controls; tweeter speakers; dual front and rear cup holders; and floor mats. New for 2011, steering wheel paddle shifters come standard on all SX trims. Forte sedan and 5-door EX models also offer an optional Premium Package that includes a power sunroof with tilt and 16-inch alloy wheels outfitted with 205/55R16 tires. The power sunroof with tilt also is an available option stand-alone for all SX trims and the EX trim on the Forte 5-door.
The sporty SX model that I drove brings even more standard features for the sedan and 5-door, including a unique black interior with sport cloth fabric adorned with red stitching…subtle enough so as not to overwhelm, a telescopic steering column, “Supervision” gauge cluster, leather-wrapped steering wheel and shift knob and metal-finish trim and pedals.

Forte offers a high level of standard safety equipment, with features such as front active headrests, dual advanced front airbags, front seat-mounted and side curtain airbags, full-length side curtain airbags, side impact door beams, front and rear crumple zones, four-wheel disc brakes with an Antilock Brake System (ABS), Electronic Brake-force Distribution (EBD) and a Brake Assist System (BAS), Electronic Stability Control (ESC), a Traction Control System (TCS) and a Tire Pressure Monitoring System (TPMS).

The LX and EX trims are powered by a 2.0-liter DOHC four-cylinder engine, producing 156 horsepower and 144 pound-feet of torque, that features Continuously Variable Valve Timing (CVVT) and multi-port electronic fuel injection, both of which provide for greater performance and fuel economy. The SX features an upgraded 2.4-liter inline four-cylinder engine, also with CVVT, which delivers 173 horsepower. New for 2011, Forte now offers six-speed manual and six-speed automatic transmission options. Forte LX comes standard with the six-speed manual while EX and SX trim levels offer a standard six-speed automatic transmission with Sportmatic clutchless shifting (optional on the LX trim). This six-speed automatic transmission is a proprietary design for Kia Motors that was engineered and built specifically for Kia vehicles.
The 2.0-liter engine is EPA rated at 25 city and 34 highway mpg when mated to either the manual or automatic transmissions, while the 2.4-liter engine is EPA rated at 22 city and 32 highway mpg when coupled with the manual transmission and 23 city and 32 highway mpg for the sedan and 23 city and 31 highway mpg for the 5-door with the automatic transmission.
The optional Fuel Economy Package, available on the EX sedan model with the 2.0-liter powerplant, includes the six-speed automatic transmission, Motor Drive Power Steering (MDPS), "smart" alternator, new low-rolling resistance silica tires and aerodynamic enhancements. These improvements result in 27 city mpg and 37 highway mpg ratings.
The EX and SX Technology Packages, available on both sedan and 5-door models, includes navigation, fully automatic temperature control, push button start, fog lamps (EX package only), automatic headlamps and chrome exterior door handles. The available SX Leather Package offers additional luxurious enhancements, including leather seat trim, heated front seats and an electro-chromic rear view mirror.
All Forte models are covered by Kia’s comprehensive warranty program. Included are a 10-year or 100,000-mile limited powertrain warranty, a five-year or 60,000-mile limited basic warranty, and a five-year or 100,000-mile anti-perforation warranty. A five-year/60,000-mile roadside assistance plan is also part of the comprehensive coverage program.

2012 Hyundai Accent Hatchback Reviews

2012-02-25T08:18:00.000-08:00

2012 Hyundai Accent Hatchback now comes with new features. Redesign bid for a Hyundai now provides excusable results. Hyundai Accent Hatchback wholly awakened from invisibility life turn that is like a exemplary Hans Christian Andersen fable.

Offered in twin forms of sedan and hatchback versions, a fourth Accent wheelbase has grown to 3 inches, indirect in a some-more easy interior, as in other Hyundai models. Equipped with 1.6-liter four-cylinder engine with proceed injection that had not been there in this difficulty – and provides fuel economy. The camber of six-speed smoothness powertrain arrangement improvement.
2012 Hyundai Accent has been redesigned commanded to foe with other cars.

2012 Hyundai Accent Engine

With a 1.6-liter four-cylinder engine proceed injection, Hyundai Accent 2012 is means to allow 138 hp and 123 hash feet of torque. The front round expostulate Accent is permitted with six-speed authority smoothness or six-speed contingent choice with fuel economy that lift Eco mode.
Estimated a EPA fuel with any smoothness produces 30 mpg city and 40 mpg highway. Mileage is estimated during 34 mpg with authority smoothness and 33 mpg for a contingent model.

Along with vacillating a footprint, a 2012 Hyundai Accent’s new interior magnitude expert it from a subcompact fragment into a EPA’s executive “compact” class. Much of a Accent’s additional space comes from a behind seat, with some-more headroom and legroom origination a backseat boyant peaceful for even 6-foot passengers. The slanted roof line does eat into some permitted headroom, however, and fifth passengers will find a behind seat’s carried core domain useful customarily when walking is a remaining option.

MSRP of 2012 Hyundai Accent Hatchback starting from $14,595, Hyundai Accent GS MSRP from $14,59 and Hyundai Accent SE MSRP from $15,795.

Honda Civic Review

2012-02-25T08:14:00.003-08:00

2012 Honda Civic Review | The 2012 Honda Civic ranks 21 out of 33 Affordable Small Cars. This ranking is based on our analysis of 15 published reviews and test drives of the Honda Civic, and our analysis of reliability and safety data. The automotive industry isn’t excited about the redesigned 2012 Honda Civic’s lackadaisical exterior and interior updates. The competition is priced lower and outshines the Civic in almost every way. In December 2010, Honda released a sketch of the 2012 Honda Civic and nothing else. Now that Honda has released pricing information and available features and journalists have had a chance to drive the 2012 Civic, there’s a lot more information to share.

The first thing most shoppers will notice is the Civic’s slightly refreshed exterior. “Honda opted for the safe route, which could prove unsafe if the Civic doesn’t meet expectations,” writes Motor Trend. “Gen 9′s exterior design, which is meant to be distinctive, clean, and energetic, per Honda, looks decidedly similar to that of Gen 8, retaining the so-called ‘mono-form body.’ Why? Honda wanted the new model to be instantly recognizable as a Civic.” Other critics agree that the Civic is undoubtedly a Civic, but say its exterior is bland.

The 2012 Honda Civic will be available in seven models: a sedan, a coupe, Si sedan, Si coupe, hybrid, high fuel-efficiency (HF) and a natural gas model. With so many models, the trim levels can start to get confusing. To keep things simple, the base DX coupe and sedan, which start at $15,605, offer next to nothing in terms of standard interior features. There’s no air conditioning and no radio. The 2012 DX gains Eco Assist, a new feature this year, which helps you drive more efficiently. Meanwhile, the $14,495 Hyundai Elantra, which is a competitor reviewers recommend, comes with a six-speaker audio system, a USB input jack and XM Satellite radio. Like the Civic, Bluetooth and air conditioning are optional on the Elantra, but are less expensive to add.

The next step up, the $17,885 LX coupe and sedan models, have an AM/FM radio with four speakers, manual air conditioning and power door locks. This year, these models get steering wheel mounted controls, a USB audio interface and a color i-MID system, which integrates entertainment information and fuel economy data into the dash. If you want Bluetooth, you’ll have to upgrade to the EX trim, which starts at about $20,500.

When looking at the 2012 Civic as a complete package, the automotive press thinks the Honda Civic is a good option, but the competition has gotten better. Car and Driver prefers the Civic Si’s 2.0-liter 197 horsepower engine over the base model’s 1.8-liter four-cylinder that makes 140 horsepower. Performance aside, the industry is pleased with the Civic’s improved fuel economy ratings. The HF model gets 41 mpg on the highway, and the base models get 39 mpg on the highway. These enhancements are great, but reviewers worry that they’re not enough to help the Civic hang with the competition, which offers good fuel economy for less cash.

“With an automatic transmission, both the Civic sedan and two-door coupe are rated to get 28 mpg in the city, 39 on the highway, for an average of 32 (up from 29 before),” writes Business Week. “However, that still leaves the Honda a tiny bit behind the 2011 Elantra sedan, which is rated at 29/40/33 whether with an automatic or a stick shift, and versions of the 2012 Ford Focus that are rated at 28/40/33 with an automatic. (The 2011 Toyota Corolla trails behind at 26/34/29.)”

Business Week isn’t the only publication to share this concern. “What the 2012 Civic hasn’t done is vault its competitors to exceed them in any respect, and full redesigns are an automaker’s best opportunity to do so,” says Cars.com. “Unlike the new Volkswagen Jetta, which we believe has slipped in terms of both interior quality and its driving experience, the Civic remains a very good car. The question is whether it will stay competitive in the coming years as other models evolve.”

Other Cars to Consider

If you’re disappointed with the base Honda Civic but want to stick with Honda, try the Honda Fit. The Fit is less expensive than the base Civic and has more cargo space. The Fit also has Honda’s Magic Seat, which allows you to adjust the front passenger seat and rear seats to accommodate a bicycle, surfboard and other large items.

There aren’t many affordable small hybrids to compete with the 2011 Civic Hybrid. The Honda Insight is the Civic Hybrid’s only competitor, and it has lower fuel economy ratings of 40/43 mpg city/highway. If you’re after something super fuel-efficient, try the Toyota Prius. It’s a midsize car, but costs about $23,000, which is about $1,000 less than the Civic Hybrid. It also has much better fuel economy ratings of 51/48 mpg city/highway and according to reviewers, has better performance.

Then there’s the Honda Civic Si, which will appeal to shoppers looking for something practical but fun to drive. If you fall into this category, check out the Volkswagen Golf or Mazda3, two of the most fun-to-drive cars in the class. You’ll have to sacrifice fuel economy for performance, though. The Golf gets up to 24/31 mpg city/highway, and the Mazda3 averages 25/33 mpg city/highway. The Golf is available as a two- or four-door hatchback, and the Mazda3 comes as a sedan or five-door hatchback. For better fuel economy, consider the Golf TDI Clean Diesel, which starts at about $23,300 and gets 30/42 mpg city/highway.

Ford Focus: Driver-Assistance Systems That Save Lives

2012-02-25T08:11:00.000-08:00

The new Ford Focus, the beginning of April 2011 came on the market, it is to launch many new driver-assistance systems, some of them unique in the compact class. For example, the fatigue Warner, the lane assistant, the Blind Spot Assistant or include the Active City Stop to all the major technologies of the Ford Focus. In addition, the new Focus was produced in the Kinetic design to improve the aerodynamics and thus reduce consumption. Now we want to introduce the new technology in the this car.

Ford Focus: Fatigue Warner

The very name “Warner fatigue,” explains a lot, but how the technology works so far unique in the compact class? This is actually easy to explain, the driver is alerted by two different directions. In the first step, the system says: “Warning – Driver tired – recommended rest. Supporting this yellow note by acoustic signal. the driver of the Ford Focus ratios continue striking and ignored the message, a red message will appear with the text “Warning – tired drivers – please stop!”. This notice is preserved longer visible, and is also supported by an acoustic signal. But how does the fatigue Warner, that the driver is tired? In the front area, specifically on the windscreen at the height of the mirror, a camera is mounted, the camera measures the distance to the road markings. Leaves the driver of the Ford Focus to the track often and abruptly pulls on the steering wheel, warns the system and recommends a rest.

Blind Spot Assist:
Another important system in the Ford Focus is the “Dead Angle Wizard. This new technology alerts the driver via a signal in mirrors, if there is a vehicle in the blind spot. But as the system detects a vehicle in the blind spot? This happens via wheel sensors, which then pass the signal to the system and the driver.
Lane Assistant:
Leaves the driver of the Ford Focus without flashing the track, he is warned by a vibration in the steering wheel in front and through the Lane Keeping Assist back in the right lane. This approach of the system can be prevented only through active counter-steering by the driver.
Parking assistants:
Finally, a system which does not necessarily increase safety at Ford Focus, but still very useful. It is now around the parking assistants. This system detects thanks to ultrasonic sensors, whether a parking space is large enough. If you want to park finally takes over the parking-assistant in the Ford Focus is the steering, giving only the gas and brakes must be carried out even.

Active City Stop:
The penultimate system from the Ford Focus, we would like to introduce is the so-called Active City Stop. The system is to reduce rear-end collisions at low speeds. But how does it work exactly? Using a laser sensor monitors the Activa City permanently stop the gap to the front vehicle. This will slow down abruptly or slowly, the system increases the braking pressure and directs the braking process, a self-employed. The system is active from a speed of 30 km / h and to avoid accidents up to a speed of 15 mph. At a higher speed to the severity of the collision are at least reduced.

Road Sign Detection System:
This system is simple and easy to use a camera in the front section recognizes traffic signs such as a speed limit and overtaking, and displays them on again for the driver on-board computer. Thus, we hardly missed a traffic sign in a Ford Focus.

HUMMER H3 Review

2012-02-25T08:00:00.004-08:00

Originally, Hummer ownership was kind of like hiring a Hollywood pyrotechnic company to run your Fourth of July celebration -- complete overkill and massively expensive, but surely a great way to impress the heck out of the neighbors. Then came the Hummer H3. It was designed to be the "real world" Hummer: less pyrotechnics and more sparklers.

That's not to say that the company's engineers stopped their testosterone I.V. drip. The H3's styling still proclaimed loudly that it's a card-carrying member of the Hummer guild, and the truck had more off-road capability than just about every other midsize SUV when the pavement ends.

For everyday urban use, however, the smallest of Hummers still wasn't the best choice. Unless you were driving the "Alpha" version, which boasted V8 power, the Hummer H3 was painfully slow in certain situations. It was also let down by other traditional Hummer faults such as poor outward visibility and an interior that isn't as voluminous as its exterior styling suggests.

If you're keen on the H3's looks and style, or if you plan on plenty of recreational use, a used H3 should be a good purchase. Still, our editors feel that most buyers will be better served by other used midsize SUVs.

Current Hummer H3
The Hummer H3 was a midsize SUV that was produced from 2006-'09. A pickup-style model known as the H3T was produced only for 2009 and was equipped similarly.

Originally, the four-wheel-drive H3 came with a 3.5-liter inline-5 good for a meager 220 horsepower. Hummer addressed the power shortage in 2007, bumping it up to 3.7 liters and 239 hp. The inline-5 was the same engine found in General Motors' midsize pickups, and despite its increase, it was overwhelmed by this SUV's nearly 2.5 tons of curb weight. In our Hummer H3 road test, we recorded a 0-60-mph time of 11 seconds. Fuel economy wasn't all that great either. Fortunately, there was also the Alpha version of the H3, which arrived for 2008 and sported a 300-hp 5.3-liter V8 that provided more respectable performance. With the V8, the H3's 0-60 time drops to 8.8 seconds. A five-speed manual was standard on five-cylinder models, while a four-speed auto was optional with the I-5 and standard with the V8.

Allowed to play in the dirt, the smallest Hummer was basically unstoppable. With 9.1 inches of ground clearance, loads of wheel travel, oversized all-terrain tires and standard skid plates, the H3 could pretty much go wherever you wanted without taking damage. For optimum performance, adding the optional Off-Road Suspension package yielded a shorter-geared transfer case for better hill climbing and descending, a locking rear differential, 33-inch off-road tires and firmer suspension tuning.

Inside, the H3's cabin was more stylish than those of its pickup relatives, though its materials were only a bit better (meaning still not good). At least most of the controls were easy to use. The 60/40-split rear seat could be lowered to increase cargo capacity, though this vehicle's maximum capacity of 56 cubic feet was smaller than that of many other compact and midsize SUVs. Outward visibility was hampered by the gun-slit-style windows and tailgate-mounted spare tire.

Aside from its engine updates, there were few changes during the H3's single generation. Stability control and side curtain airbags were made standard for '08 and a rearview camera became optional. Standard Bluetooth connectivity and manual transmission hill-start assist were added for '09, while a front locking differential became optional. The rearview camera system was also revised.

MINI Cooper S Coupe Review

2012-02-25T05:34:00.002-08:00

1. Exterior

Ever since the original MINI Hatch was reinvented, each new design has split the critics, while always attracting plenty of buyers. The Countryman has proved a huge success, defying the recession with a healthy increase in sales. Step forward the MINI Coupe, with its backwards-baseball cap profile, less steeply-raked windscreen and spoiler delivering a more aerodynamic car designed to provide the halo for the MINI range and prise buyers away from a Volkswagen Scirocco, Peugeot RCZ, Audi TT or even (according to MINI’s marketing team) a Porsche Cayman. It’s a little lower than a MINI Hatch and the enhanced boot space offered by sacrificing the two rear seats helps create a three-box style design of engine bay, cabin space and boot area.

2. Interior

Huge speedo, chrome toggle switches and steering wheel-mounted controls will all sound very familiar to MINI fans. A little like the exterior, it comes down to personal taste. The main thing you will notice is the absence of two rear seats which brings us nicely on to…

3. Practicality

The MINI hatch may not have the most useable rear seats in the world, but the MINI Coupe goes one step further – it doesn’t have any at all. The boot has become a whole lot more useable. The 280-litre space is easily accessed and able to cope with two people’s luggage for a weekend away. That luggage space can also be accessed via a hatch from the cabin. However, with the exception of the Cayman, all the rivals MINI has identified have more boot space (the TT has 290 litres, the RCZ offers 384 litres and the Scirocco 290 litres) as well as two extra seats. It does beat the Mazda MX-5’s 150 litres though.

4.Ride and handling

The MINI Hatch already offers a superb driving experience and the improved suspension set-up on the Coupe, will broaden the grin on any cornering Coupe driver. The steering takes a while to get used to, seeming to demand a firm grip before the car becomes familiar, so lively are its responses. Optional sports suspension and John Cooper Works suspension toughen things up a little more. MINI are keen to endorse the Coupe as an everyday car but if your everyday includes motorway slogs and all but the smoothest surfaces things are likely to get a bit noisy and bumpy.

5. Performance

The John Cooper Works version of the Coupe offers the punchiest and fastest performance of any MINI with its 0-62mph time of 6.4 seconds and 149mph top speed delivering on the promise of greater driving thrills. This comes courtesy of a 208bhp 1.6-litre turbocharged engine offering maximum pulling power of 192lb/ft. The power is harnessed swiftly and smoothly through MINI’s six-speed manual gearbox, though motorway driving could leave you hankering for a slightly longer gear ratio between 5th and 6th. With so much power, the John Cooper Works can be unruly over poor road surfaces, sniffing out ruts and struggling for traction. Specify any other version and you can choose an automatic gearbox as an option. The Sport button noticeably sharpens responses to driving inputs. The same 1.6-litre petrol engine is also available in turbocharged form as the Cooper S. The S offers only slightly reduced performance with its 181bhp and 177lb/ft, 0-62mph time of 6.9 seconds and top speed of 143mph. Not bad for a starting price which undercuts the JCW by around £4,000. The non-turbo charged version of the 1.6-litre engine powers the entry level Cooper to a slightly more prosaic nine second 0-62mph time and top speed of 127mph while the Cooper SD provides a diesel option sitting slap bang in the middle of the petrol units with its 7.9 second 0-62mph time and 134mph top speed.

6. Running costs

When we tested the John Cooper Works version at high speeds on German derestricted Autobahns we weren’t too surprised that our returns failed to match the car’s claimed 39.8 average. However we still got around 35mpg and when driving with more frugal intentions pushed returns up to 50mpg without much trouble. The two other petrol alternatives sit a little either side of the 50mpg mark, while the diesel rewards buyers with a claimed 65.7mpg. The diesel also offers the cheapest motoring when it comes to tax with CO2 emissions of 114g/km, the three petrols range from 127g/km to 165g/km. MINIs aren’t cheap and accessories can eat through your budget, but they are expected to hold their value well.

7. Reliability

MINI owners seem to get on well with their cars with the manufacturer voted 5th in the JD Power Survey 2011 and while the Coupe may be new it features many shared parts with its siblings. The car we drove seemed up to the carmaker’s usual high standards.

8. Safety

There are four airbags and a host of safety equipment under the Dynamic Stability Control system umbrella to help make sure they won’t be needed. This includes Anti-lock braking, Electronic Brakeforce Distribution, Cornering Brake Control, Brake Assist and Hill Start Assist. Dynamic Traction Control and Electronic Differential Lock Control is standard on the John Cooper Works version and available as an option on the rest of the range.

9. Equipment

The entry-level Cooper comes with 15-inch alloy wheels, Park Distance Control with rear sensors, air-con, electrically adjustable heated exterior mirrors, DAB digital radio and the MINI Radio Boost CD audio system. The standard kit gets a little more generous as you go up through the range however, as with all MINI’s it is very easy to tot up an expensive options list without really trying. The Chili Pack and Media Pack added another £2,500 to the price of our test car with highlights including sat-nav, full Bluetooth, automatic air-con Bi-Xenon headlights and sports suspension

MINI Countryman Cooper 4×4 Review

2012-02-25T05:32:00.000-08:00

1. Exterior

The MINI Countryman is controversial. Not only is it the first ever MINI with five doors, it’s the first with four-wheel drive and to top it all – the first ever MINI 4×4. So, many big changes in a range which dates its evolution to the early 1960s are sure to cause a stir. And so it proved during our week with the Countryman, as it proved to be a real head turner. Some loved it, others described it as a MINI XXL.

2. Interior

MINI Hatch and Clubman drivers sitting in the Countryman will need a second to adjust. Everything is familiar, from the steering wheel to the toggle-switch controls, and yet the view out gives away its extra size and height. It’s a good place to be, with high-quality finishes which shame some luxury saloons. The huge central speedometer isn’t really for telling speed – it’s more a design feature – which might irritate some. The screen inside it is far less likely to polarise opinion, thanks to its clear and attractive graphics.

3. Practicality

This car is the answer for MINI owners who had to look elsewhere for a more practical car. Now the same brand can provide a car with spacious rear seats – which slide forwards and backwards to increase boot space or leg room – a 350-litre boot and plentiful headroom. Fold the rear seats down and there’s 1,170 litres of space – almost as much as in a Volkswagen Golf. There are plenty of MINI accessories too, from tailor-made bike racks to luggage nets. The Countryman is available with two separate rear seats or a three-seat rear bench for the same price. Models with two rear seats feature a metal rail running through the centre of the car, to which various MINI accessories can be fitted.

4. Ride and handling

Despite its size, the Countryman feels like a MINI to drive. Its snappy gear change and responsive steering feel familiar, and there’s little slack in the firm suspension. Handling is class-leading, with little body roll and lots of poise. The trade-off is a hard ride which jolts over speed bumps and some pronounced road noise on poor surfaces. Choose ALL4 four-wheel drive and the Countryman will traverse all the muddy fields and tracks most drivers will encounter.

5. Performance

The Countryman Cooper is available with a 1.6-litre petrol or diesel engine, producing 122 and 112bhp respectively. The petrol is peppy, pulling off the neat trick of being sporty when being worked hard, but settling down to a quiet and economical hum at cruising speeds. It takes 10.5 seconds to reach 62mph. We tested the Cooper D, which takes 10.9 seconds and has a top speed of 115mph. Its performance is adequate, if not sparkling, and we were surprised at its gruff engine note, particularly when quiet. The Skoda Yeti has a smoother and more powerful diesel. An automatic gearbox will be available in March 2011.

6. Running costs

While it might be reasonably expensive to buy, the Countryman has low running costs. The petrol Cooper averages 39.2mpg and emits 140g/km of CO2, while MINI claims the diesel averages 64.2mpg and emits 115g/km of CO2. Start and stop technology is standard. We drove a model with ALL4 four-wheel drive, which has an impact on these figures, and averaged 40-45mpg during our week with the car. MINI’s excellent TLC servicing package should make maintaining the Countryman very cost-effective, and it’s expected to command high resale values on the used car market.

7. Reliability

MINI is middle of the pack for reliability according to the Reliability Index of manufacturers. We found the Countryman well-engineered and trouble-free, with components which felt built to last.

8. Safety

The Countryman was awarded a five-star rating when crash tested by EuroNCAP. It’s fitted with six airbags as standard, as well as a host of electronic safety devices to help prevent skids. There are also Isofix mounting points for child seats.

9. Equipment

The standard equipment list is impressive, with roof rails, air-con, heated door mirrors and washer jets, rear parking sensors, puncture warning, six-speaker stereo, DAB radio, Bluetooth, USB connection and preparation for a bicycle rack. Apple iPhone users can also use the optional MINI Connected system, which gives access to online radio stations and functions from Google, Facebook and Twitter to name but a few.

Proton GEN-2 Review

2012-02-25T05:27:00.002-08:00

1. Exterior

The Proton GEN-2 signalled a design shift for the Malaysian manufacturer, which had long adapted vehicles based on Mitsubishi models and now had a clean sheet of paper. It wanted to create something more curvaceous, aerodynamic and to take inspiration from Lotus, the sportscar manufacturer largely owned by Proton. The result is largely successful, the GEN-2 looking quite European in its design.

2. Interior

Sadly, this is the GEN-2 saloons weakest area – you can’t help but feel the interior is like a step back in time to cars of a decade ago. The Chevrolet Cruze has a much more modern cabin, while the more expensive, but wholly mainstream, Vauxhall Astra, Ford Focus and Volkswagen Golf are leagues ahead in their interior quality. The plastic dashboard feels brittle and scratchy, while the upholstery looks out-dated. Soft seats prove comfortable, so long as you are under six feet tall, at which point there’s a lack of headroom. Rear legroom is good, but head space is an issue here too. Top models get a black and red steering wheel and leather trim, which is far better, but still disappointing.

3. Practicality

As long as you aren’t too tall, the GEN-2 is a practical car, with plenty of space for four occupants and a good boot. It has 460 litres of luggage space and expands to 850 litres with the rear seats folded down. EcoLogic models fitted with an LPG tank in the boot do not have luggage space greatly reduced owing to its fitment in the spare wheel well beneath the boot floor.

4. Ride and handling

Lotus has had a hand in tuning the Proton GEN-2’s suspension for UK roads and the results are positive. While it might be a very different car to those built by Lotus itself, the GEN-2 has steering with plenty of feel and it is well-balanced in corners. The number one thing it has going for it is a comfortable ride, which should suit its target audience perfectly. Speed bumps are soaked up particularly well.

5. Performance

There’s a 1.6-litre petrol engine, available with either a manual or automatic gearbox. Power is measured at 110bhp, which is quite an impressive figure. It’s unlikely you’ll wring all that power from the 1.6 though – it’s a very noisy and unrewarding experience. Instead, there’s enough pulling power to enable quick changes into higher gears, a driving style which suits the engine much better. During our test of two GEN-2 models, the saloon had a rather stubborn gear change, while the hatchback GEN-2 fared better – despite them being identical in theory.

6. Running costs

Proton is currently offering the GEN-2 ecoLogic with an LPG system fully-installed for no extra charge – a quite unique proposition which may well be the reason you are reading this review. With the price of LPG still well below the £1 per litre barrier, the only reason for most drivers to not switch their own cars from petrol to LPG is the cost of the conversion process – typically between £700 and £1,000. So how does it work? There’s a button to activate the LPG system near the handbrake, with a series of blue lights to tell you how much LPG is in the tank. Start the car and it will always run on petrol initially – you can never run the GEN-2 solely on LPG and it’s recommended to always keep the petrol tank at least quarter full. As soon as the engine is warm the fuel will switch to LPG automatically, with no perceivable change. LPG is less efficient than petrol, so you won’t get as many miles out of 30 litres of LPG as 30 litres of petrol, but it’s a difference more than covered by the cheaper cost. Performance felt roughly equivalent too, we only switched back to petrol for extra power once on a particularly steep stretch of dual carriageway and found the difference minimal. As it’s registered as a ‘dual-fuel’ car the GEN-2 ecoLogic is London Congestion Charge exempt. Using petrol alone the 1.6 manages 42.8mpg

7. Reliability

The Proton is designed to be hard wearing, and its mechanical components feature less complex technology than many of its competitors, with less to potentially go wrong. However, the Proton is built to a cost and some of its interior and exterior trim is noticeably cheaper than rivals.

8. Safety

There are ISOFIX child seat mounting points on the rear seat, seatbelt pre-tensioners, twin airbags, anti-lock brakes (ABS) and electronic brake distribution (EBD) fitted as standard. GSX models are also fitted with side airbags. The steering column and pedals are designed to collapse in a front impact, to prevent intrusion.

9. Equipment

GLS models are fitted with air-con and a pollen filter, electric front windows, Blaupunkt radio/CD player and four speakers. GSX models are fitted with front and rear electric windows and automatics have cruise control. GSX models can be fitted with Bluetooth hands-free technology as an optional extra.

Aston Martin Virage Review

2012-02-25T05:15:00.001-08:00

1. Exterior

Aston Martin evidently doesn’t do sweeping styling changes as the Virage’s details are only mildly tweaked over the DB9 it’s based on despite a completely different name. It’s the filler in the range between the DB9 and DBS, though it’s more chiselled than the DB9 and less extrovert than the DBS, which makes it the most visually appealing of the three cars. That’s as true with this Volante drop-top as it is the coupé; the open-topped model suits its slightly more contemporary lines and larger, multi-spoke alloys particularly well. As head-turners go there’s little to equal it, which is the point really.

2. Interior

If you thought the exterior changes over the DB9 Volante were subtle then those inside are even less obvious. There have been some revisions, but it’s still very much the neat metal, wood and fine leather combination we’ve come to expect from Aston Martin. Those instruments might look fantastic, but get the sun on them and they’re not easy to read, and the minor controls aren’t particularly intuitive. Still, with some time – and there are worse places to spend time – it all becomes familiar in its operation.

3. Practicality

A Virage Volante is about as indulgent a purchase as it gets so it’s unlikely that practicalities will be high on the agenda. For a convertible that can reach 186mph it does reasonably well though, with a boot that’s not comically small, and a pair of rear ‘seats’ that can be used as additional luggage space – putting people in them for any length of time would be cruel. There’s some oddment stowage around the cabin, but not a huge amount. Travel in style, but light…

4. Ride and handling

It might have lost its roof – and hence some stiffness compared to its coupé sibling – but the Virage Volante remains an involving, interesting and hugely enjoyable car to drive. Its balance is impressive, while the fitment of Aston Martin’s adaptive damping system allows it to ride with real composure yet still offer fine body control. The quick, light and precise steering delivers some feel too, while the electronic stability and traction systems’ thresholds are high enough to enjoy the Virage’s performance without killing the fun too early. It’s a beautifully judged all-rounder, that’s as much GT as it is sports car.

5. Performance

There might be a touch more weight in the Volante thanks to the folding roof, but it does little to blunt the performance. Power comes from a 6.0-litre V12 producing 490bhp. That’s enough to see the Virage Volante reach 62mph in 4.6 seconds and onto a top speed of 186mph. The slick six-speed automatic shifts almost imperceptibly, except for the rousing change of engine note (all the better enjoyed with the roof down) rising up through its revs as the pace piles on. It’s unlikely you’ll ever find its performance lacking, and the Virage deals with its power very adeptly indeed.

6. Running costs

Forget any thoughts of running a Virage Volante on a budget. If you’re in a position to buy one then the running costs shouldn’t worry you, though the hoi polloi would baulk at the prices you’ll have to pay to have it serviced, insured etc. Perhaps the most annoying cost will be fuel, which, with a real-world average fuel consumption figure in the early teens, will mean frequent and expensive trips to the petrol station.

7. Reliability

The Virage Volante’s close DB9 Volante relative hasn’t had a faultless reliability record, but with time Aston Martin has ironed out any problems. The Virage should be relatively trouble free then, though regular use will prevent the sort of niggling problems that many underused exotics suffer from.

8. Safety

Even though it’s never been independently crash tested Aston Martin tapped Volvo’s expertise when developing its cars so you can be assured it’ll absorb impacts well. Front and side airbags are standard, as is ABS, stability and traction control and seat belt pretensioners. In lieu of a fixed hard coupé roof the Virage Volante has roll bars that pop up should an imminent collision be detected, too.

9. Equipment

Over the Virage coupé the circa £10,000 premium you’ll pay for open Volante seems reasonable. What looks even better value is the extra kit you gain over a DB9. Significantly, the Virage has standard carbon ceramic brakes, which not only aid the ride and handling by reducing the unsprung weight on each wheel, but also stop the Virage brilliantly. The cabin’s beautifully appointed too, with everything you’d want as standard – including a sat-nav system that actually works (unlike the hopeless older system in other Aston Martins).

Aston Martin Virage coupe Review

2012-02-25T05:13:00.001-08:00

1. Exterior

If the DB9 is a head turning work of automotive art then the Aston Martin Virage is an absolute masterpiece. The changes are subtle, but details like the re-profiled grille, revised wings and the new headlamps all combine to create an edgier, more contemporary take on the DB9’s elegant lines. Not hugely adventurous stuff from Aston Martin admittedly, but enough to allow the Virage fulfil its role as the middle-ground between the DB9 and DBS. Sat alongside a DB9, the Virage is tauter and more chiselled, though it manages to eschew the DBS’s rather extrovert, somewhat aftermarket styling.

2. Interior

Like the exterior there are few real surprises inside the Virage for those used to the cabin of a DB9. That does mean there is plenty of beautifully finished leather, high gloss wood and brushed metal. Unsurprisingly, it’s styled particularly neatly, Aston’s mix of materials particularly nicely judged – even the Volvo-sourced air vents. It might be easy on the eye, but aside for the obvious big push buttons for the automatic transmission – the Virage not being offered with a manual – the smaller controls are a bit fiddly.

3. Practicality

The specification says 2+2, but you’ll need to be flexible and small to fit in the rear of the Virage. Best then not to bother trying and instead specify the optional hard-backed sports seats. This means losing the rear seats altogether and using the shelves for additional luggage space. The boot will take a golf bag or two, but getting them in won’t be particularly easy. Soft bags are best for the boot then. In the cabin there’s decent oddment storage, though the glovebox isn’t huge – think sunglasses and iPod only.

4. Ride and handling

Riding on the same basic suspension of the DB9 but with a few revisions to make it sharper, the Virage is supple but exceptionally well controlled. It rides on an adaptive damping system that manages this tricky balance, though in Sport mode the ride goes from taut to too-stiff for our crumbling roads. Reduced unsprung mass thanks to lighter standard carbon ceramic brake discs help the Virage ride so well – they also stop it very effectively. The steering is quick and nicely weighted and the electronic stability control systems intervention levels are high enough to enjoy the Virage’s ample power.

5. Performance

The Virage’s 6.0-litre V12 engine’s output is a healthy 490bhp, which allows it to reach 62mph in 4.6 seconds and a top speed of 186mph. It’s only offered with Aston Martin’s TouchTronic gearbox, which can be either left alone or shifted via steering column mounted paddles. It’s a quick, smooth shifter, while the V12’s ample mid and low range torque is backed up with real high-rev fireworks when you’re in a hurry. It sounds great, though it’s better from the side of the road than within. Fast, yet not as fearsome as the DBS, the Virage is a consummate all-rounder.

6. Running costs

Aston Martins aren’t cheap to buy, so don’t expect them to be cheap to run. The 6.0-litre V12 engine in the Virage develops more power than the DB9’s, which suggests it’ll consume a bit more fuel. Aston hasn’t revealed official figures as yet, but expect everyday driving to result in consumption of around 12-15mpg. Fuel aside, servicing, insurance and road tax won’t be inexpensive either.

7. Reliability

The DB9, which this Virage is heavily based on, has been around for a while now, and although it’s not got a blemish-free reliability record Aston Martin has improved in recent years. That should mean the Virage offers relatively trouble-free motoring. The company’s recent endurance racing success underlines the durability of the mechanicals.

8. Safety

Like its DB9 relative the Virage comes with electronic stability and traction control systems, anti-lock brakes, front and side driver and passenger airbags and seatbelt pretensioners among its standard safety equipment. If you opt for the sports bucket seats you lose not only the rear seats, but the side airbags, too. The Virage hasn’t been independently crash tested, but its long nose, front engined layout and stiff extruded aluminium structure should mean it’s safe should the worst happen.

9. Equipment

Equipment is where the Virage really aces its DB9 relative. Along with the additional power and poise the Virage gains powerful and lightweight carbon ceramic brakes as standard, while the hopeless Volvo-sourced sat-nav is replaced by an all-new system developed by Aston Martin and Garmin. Add in the usual luxury refinements you’d expect for this money – leather, electrically operated seats etc. – and the Virage actually represents decent value in its class.

Alfa Romeo Giulietta Cloverleaf hatchback Review

2012-02-25T05:04:00.001-08:00

1. Exterior

The standard Alfa Romeo Giulietta stands out in a car park, but the Cloverleaf version really is a head-turner. Distinctive 18-inch alloys and a lower ride height lend the car a sporty appearance. This is added to by twin, chrome-tipped exhausts and a relatively restrained body kit. Alfa’s signature ‘hidden’ rear door handles lend the Giulietta the appearance of a three-door hatchback and the shapely rear lights accentuate that. Some buyers may not appreciate the large white Cloverleaf badge fitted to the front wings, but overall this is one of the most attractive hot hatches on sale today.

2. Interior

The dashboard design in every Alfa Romeo Giulietta is attractive and modern – and feels well-made. A black leather interior is standard on the Cloverleaf and it makes the car seem even more special. The controls are sensibly laid out and the design of the alloy gear knob and toggle switches harks back to early Alfa Romeos. Overall it’s a more distinctive cabin than is found in most of the Giulietta’s rivals.

3. Practicality

The Alfa Romeo Giulietta Cloverleaf is as spacious as the Ford Focus andVolkswagen Golf. However, the rear seats can feel a little claustrophobic due to the dark trim and the shape of the side windows. The latter also hampers the driver’s visibility. We found the pedals too close together and there’s very little room on the left of the clutch to put your foot. That said, there’s a wide range of adjustment in the seat and steering wheel and boot space is decent at 350 litres.

4. Ride and handling

Surprisingly, the Giulietta Cloverleaf is one of the most comfortable cars in its class. It tackles bumps and potholes well – especially when you consider that it’s aimed at enthusiasts. This comfort is not at the cost of body control, which is excellent. However, in comparison to the Golf GTI and Focus ST, the Giulietta is not quite as engaging to drive. It is a competent car, but its rivals give more feedback through the steering, even when the Giulietta is switched into ‘dynamic’ mode. Grip from the tyres is impressive though, and it’s a fun car to drive.

5. Performance

The Cloverleaf is fitted with a 1.8-litre turbocharged engine. This produces an impressive 235bhp, which is more than some of its direct rivals. This results in a 0-62mph time of 6.8 seconds and a top speed of 150mph. This is nigh on identical to the Golf GTI’s performance, though the cheaper Mazda3 MPS is faster. On the road, the Giulietta delivers its performance smoothly, which actually makes it feel slower than the numbers suggest. Three driving modes are available (dynamic, normal and all-weather) and they effectively alter the power delivery accordingly. The six-speed manual gearbox is well-suited to the Cloverleaf.

6. Running costs

Average fuel consumption for the Giulietta Cloverleaf is 37.2mpg, though the car managed only 24mpg in our time with it. CO2 emissions are 177g/km, putting the Cloverleaf into a reasonable tax band. This is significantly better than the Mazda3 MPS and Ford Focus ST, but the Golf GTI is more efficient again and so cheaper to run. The Cloverleaf is in a lower insurance grouping than its rivals, so it should be cheaper to insure. However, the Alfa Romeo will depreciate quicker than its more familiar counterparts from Ford and Volkswagen.

7. Reliability

Alfa Romeo has not got a great reputation for reliability. However, the situation is improving and the Giulietta certainly feels like a high quality product. Nothing went wrong with the Cloverleaf model in its time with us. The engine and gearbox are relatively unproven, though have been used on other models.

8. Safety

Alfa Romeo states that the Giulietta is the safest car in its class. That’s backed up by a very impressive five-star result in the EuroNCAP crash tests. The result can be further broken down into 97 per cent for adult occupant protection, 85 per cent for child protection and 86 per cent for safety assist. The Cloverleaf model features an extensive list of safety features, including six airbags, ABS with EBD and Vehicle Dynamic Control. The latter incorporates a suite of functions to essentially help the driver in the event of an emergency situation, such as a skid.

9. Equipment

The Giulietta Cloverleaf is well equipped as standard. It outpunches most of its rivals in this way. Highlights include the lovely leather seats, dual-zone climate control, an intuitive voice-activated Bluetooth system and cruise control. Tempting extras include a Bose sound system, sat-nav and an expansive double glass sunroof. Parking sensors would be a sensible addition too to protect that good-looking bodywork

Alfa Romeo Giulietta hatchback Review

2012-02-25T05:00:00.001-08:00

1. Exterior

Read pretty much any Alfa Romeo review on Auto Trader and you’ll find that the exterior design is one of the areas in which this Italian company excels, and it’s no different here. The Alfa Romeo Giulietta’s heavily tapered nose looks superb with its sleek headlights, prominent three-sided grille and spoiler. The strong shoulder line that runs the length of the car lends just the right amount of aggression, and it’s perfectly balanced by the heavily sculpted rear end that incorporates lights that are interesting rather than contrived.

2. Interior

Alfa’s designers have done a great job of blending traditional styling touches with modern. The result is a cabin that’s inviting, easy to use and clear. A huge insert in the dash dominates, finished in black piano wood or aluminium. This finish is replicated elsewhere in the cabin and it contrasts nicely with the other colours used throughout the interior. The key thing though is that the materials look high-quality and everything feels as though it’s been assembled with care. The seats look nothing short of sensational, but their slightly convex shape make them uncomfortable on long journeys and there isn’t as much support as you’d expect.

3. Practicality

The Giulietta is offered in five-door hatchback form only, so from a practicality point of view things look promising. Certainly, for passengers it’s generally good news as there’s ample head and leg room for anyone in the front or the rear – it’s not over-generous, but there should be enough for most people. Where the Giulietta falls down is with the boot space, because with the rear seats folded it can stow just 350 litres, and with the seats folded this jumps to all of 750 litres. This compares with the five-door BMW 1 series, which can hold a much more useful 1150 litres with the rear seats stowed, but just 330 litres with them in place.

4. Ride and Handling

All Giuliettas come with Alfa Romeo’s DNA system as standard. This allows the driver to choose between Dynamic, Normal and All-weather settings, which has a huge effect on how the car feels. Dynamic sharpens the throttle response to the point where it’s jerky in town, while it also weights up the steering and sharpens up the brakes. In Normal mode it all feels rather flat and All-weather softens things even further. As a result of all this, you’ll find yourself choosing Dynamic most of the time – and enjoying the car’s great ride/handling balance as a result.

5. Performance

All Giulietta engines are turbocharged and strong. The entry-level 1.4 TBi unit musters just 118bhp, but that’s enough to give a 121mph top speed and 0-62mph in 9.4 seconds. The diesel engines make the most sense for the majority of buyers though, as they’re so frugal yet give so much performance. The 1.6-litre unit provides just 103bhp, but it feels more muscular thanks to the 236lb ft of pulling power on offer – enough to give strong acceleration and a 115mph top speed. Best of the lot though is the 2.0JTDm. With 168bhp and 258lb ft of pulling power, it can manage 135mph all in and sprint to 62mph in just 8.8 seconds.

6. Running Costs

The biggest unknown with the Giulietta is how well it will retain its value. This has traditionally been a weak area for Alfa Romeo, but the Giulietta is likely to perform better than its predecessors, if still not as well as rivals such as the Volkswagen Golf or Audi A3. The ‘dirtiest’ Giulietta, the 1750 TBi Cloverleaf, pushes out 177g/km of CO2 and averages just 37.2mpg. But most Giuliettas are much cleaner and frugal. The 1.6JTDm for example can average 64.2mpg while the 2.0JTDm can manage just over 60mpg. Economy is helped by the standard fitment of stop/start on all Giuliettas, apart from the range-topping Cloverleaf.

7. Reliability

While Alfas of old tended to be fragile, its newer models have got better at a pretty fast rate. The Giulietta certainly feels far better screwed together than its predecessors, so it looks as though Alfa Romeo may finally have cracked it.

8. Safety

As you’d expect of such a new design, the Giulietta carries a five-star Euro NCAP rating, helped by its strong structure, standard ESP (electronic stability programme) across the range and at least six airbags. Brownie points are also earned for the standard fitment of Isofix fittings in the rear, traction control, and a hill hold facility to stop the car from rolling back when starting off on an incline.

9. Equipment

There are four trim levels offered: Turismo, Lusso, Veloce and Cloverleaf. Entry-level cars get LED daytime running lights, air conditioning, electric windows front and rear plus a six-speaker stereo – but only steel wheels. Moving up to Lusso provides cruise control, dual-zone climate control, bluetooth hands-free, 16-inch alloys and lots more details. Veloce adds 17-inch alloys, leather trim, sports suspension and extra alloy cabin details – the range-topping Cloverleaf adds lowered suspension and extra sporty details such as 18-inch alloys.

Lexus RX 4×4 Review

2012-02-25T04:55:00.001-08:00

1. Exterior

The original Lexus RX 4×4 was rather handsome, but a bit of a wallflower, but its replacement is the complete opposite. Few could call it pretty, but it certainly stands out, if not always for the right reasons. It’s immediately identifiable as a Lexus hybrid, with its chrome trimmings and silver and blue badging.

2. Interior

It’s a little more conventional in the cabin, but although built to an impeccable standard, it doesn’t make you feel as special as when you’re sat in either aBMW X5 or Mercedes ML. The command screen will be familiar to anyone who’s driven a Lexus, or an upmarket Toyota, and works slickly and intuitively. Lexus has moved the iDrive-type interface used to operate ancillary controls to the next level, with an ergonomically-designed ‘mouse’. It takes a little getting used to, but works very well.

3. Practicality

The Lexus RX 450h should offer plenty of space for most owners, but its 496 litre boot lags behind its rivals because of the location of the battery packs beneath the boot floor. There’s lots of space for occupants too, and the rear seats slide back and forth to maximise leg room of boot space. Visibility is good thanks to large mirrors.

4. Ride and handling

Don’t expect Ford Kuga or BMW X5 levels of driving dynamics – the Lexus RX is far too soft for that. The steering lacks the feedback of some of its rivals, but it’s easy to place on the road, and very easy to drive around town. Lexus has tuned the suspension for European tastes, but there’s still evidence of body roll through the bends – surprising for an unashamedely on-road off-roader. The option of a self-levelling air suspension system is available, and may help to address the issues we found with our coil sprung version.

5. Performance

Under the bonnet sits a 3.5-litre petrol engine, developing 246bhp, but the key to the oomph are its electric motors, which deliver the equivalent of 174bhp through the front wheels and 67bhp through the rears. That adds up to a 7.8 second 0-62mph time and a top speed of 148mph – rapid progress for a large SUV. The second generation hybrid technology features three driving modes – Eco, EV and Snow – which strike different balances between economy and performance. The EV mode allows the car to be driven gently under 30mph using its battery alone for around a mile.

6. Running costs

The £40,000 asking price puts the Lexus RX 450h against some serious opposition, but its comparatively tiny emissions of 148g/km – unheard of in this class – mean far smaller tax bills, without the need to sacrifice performance or comfort. Lexus claim an average fuel consumption figure of 44.8mpg, although we struggled to register 40mpg during our test in congested cities and free-flowing country lanes.

7. Reliability

Lexus is a paragon of reliability, and even through it features the latest hybrid technology, we predict few problems with the RX 4×4.

8. Safety

The Lexus RX 450h hasn’t been put through the Euro NCAP crash test programme, but should perform well thanks to a high level of safety equipment. Standard kit includes 10 airbags and whiplash-reducing active headrests. Choose a higher-spec model and Lexus’ pre-crash safety system comes as standard. This applies the brakes – or increases the drivers’ braking input – to avoid collisions.

9. Equipment

Four models are available in the Lexus RX 450h range: SE, SE-I SE-L and SE-L Premier. The SE features a multi-function steering wheel, front and rear park sensors, cruise control, 18-inch alloys, Bluetooth, leather electric seats, electric and folding mirrors and dual-zone air-con. SE-I adds rear parking monitor, a power tailgate, 12 speaker audio upgrade, and 19-inch alloys. The SE-L also includes LED headlamps, side parking monitors, a Mark Levinson audio system with DAB, keyless entry and semi aniline leather seats with 10-way adjustment. The range-topping SE-L Premier also receives an electric sunroof.

Renault Clio Sport Tourer estate

2012-02-25T04:50:00.000-08:00

1. Exterior

The transformation from five-door hatchback to estate doesn’t make one of the prettiest estate cars on the market, instead making the Renault Clio Sport Tourer look rather bulbous and overweight. The facelift in 2009 didn’t help either, transforming the supermini from a rather stylish hatch into a gawky looking, ill-proportioned small car.

2. Interior

The inside of the Clio is relatively stylish, but it is showing its age compared with more modern rivals like the Ford Fiesta and Volkswagen Polo. The silver appliqués and trim lift the cabin considerably and break up the swathes of grey plastic. The dials are clear, and all of the controls logically arranged around the cabin. The audio system is located too far down on the centre console though, but there are steering wheel controls standard on all models. The TomTom sat-nav that comes on top models is extremely easy to use and is a major selling point.

3. Practicality

There’s considerably more space inside than the Clio hatchback, with 439 litres of luggage room with the seats up. Fold them down, and there’s 1,277 litres of space. This compares well with the SEAT Ibiza ST and Skoda Fabiaestate. There’s a decent amount of space for four, with ample head and legroom. And the seats are just about right, combining the right level of support and comfort in equal measure, while offering plenty of adjustment. Disappointingly, the steering column is only adjustable for rake, and not for reach. Though not necessarily important in this size of car, all Clio Sport Tourers can tow up to 1,200kg.

4. Ride and handling

The Clio is right at the top of the class when it comes to road manners, on a par with Ford’s Fiesta. It handles neatly, turns in nicely, and has plenty of grip. The steering has plenty of feel, yet is light and precise around town, while the ride offers a supple and comfortable ride. Engine, wind and road noise are impressively low, making the Clio a great long distance cruiser and urban runabout.

5. Performance

Renault offers a wide range of engines with the Sport Tourer, with a choice of three petrol engines and a single diesel unit. The best seller of the range is the 1.5-litre dCi engine, developing 87bhp, which has a top speed of 108mph and a 0-62mph acceleration figure of 12.2 seconds. None of the engines in the range are a real ball of fire, however, which is hardly surprisingly considering the Clio will predominantly be found in an urban environment. The 1.2-litre turbocharged engine is probably the nicest engine of the bunch, producing 99bhp, with a maximum speed of 114mph and can accelerate to 62mph in 11.2 seconds. The entry level engine, the 1.2-litre 16-valve unit, develops 74bhp, has a top speed of 104mph and can accelerate to 62mph in 13.6 seconds. For automatic buyers, there’s a 1.6-litre 109bhp engine, with a top speed of 116mph and acceleration figures of 12.2 seconds.

6. Running costs

The Clio features a range of modern efficient engines that deliver low levels of CO2 and good fuel economy. The best selling 1.5-litre dCi engine, for example, emits just 106g/km of CO2, and achieves 70.6mpg on the combined cycle. This compares to the 1.2-litre TCe engine that achieves 51.4mpg, with emissions of 129g/km. The low CO2 of both of those engines mean that the annual tax disc is free in the first year, whereas with the remaining models in the range – the 1.2-litre 16V and 1.6 VVT automatic – you must pay. The automatic model is disappointing, with CO2 emissions at 179g/km and fuel economy of 36.2mpg. Insurance groups are competitive compared to the Clio’s main peers, though residual values are a worry, coming in at a lower rate than all of its main rivals.

7. Reliability

French cars haven’t been known for their reliability, and the Clio continues that trend. Renault is making a concerted effort in this area, though, and has a desire to increase quality considerably. Only time will tell whether that translates into better results in the reliability surveys and customer satisfaction indexes.

8. Safety

The Sport Tourer version of the Clio hasn’t been crash tested by safety watchdog EuroNCAP, but the three-door hatchback has been. It scored a five-star rating when it was tested back in 2005. All Clio models come with driver, passenger and side airbags, together with anti-lock brakes, electronic brake force distribution and brake assist. Rather disappointingly, curtain airbags are optional on Expression models, though standard kit on the upmarket Dynamique TomTom versions. Electronic stability programme is an optional extra on both. Isofix child seat safety fasteners are provided for the rear outer seats, and a tyre inflation kit is provided, rather than a full-sized spare wheel.

9. Equipment

All Clio Sport Tourer models come with remote central locking, electric front windows, electric and heated mirrors, front fog lights, trip computer, 60/40 split rear seats, roof rails and a CD player with auxiliary socket. Dynamique TomTom models add 16-inch alloy wheels, automatic headlights, rain sensor, TomTom satnav, cruise control, aircon as well as a leather steering wheel and gearknob. Optional extras include privacy glass and Bluetooth hands-free connectivity.

10. Why buy?

If you’ve outgrown a conventional supermini and can’t face the prospect of a mini MPV, then the Clio Sport Tourer makes perfect sense. It’s great to drive, offers extra room, and providing you choose your engine wisely, is pretty frugal.

Great Wall making great strides in its Dakar programme

2012-02-25T04:43:00.002-08:00

Some news about Great Wall – the Chinese automaker has certainly been making great strides in its Dakar Rally programme, which it began getting involved in back in 2010.

In the 2012 edition of the rally raid, which ran last month and was won by Stephane Peterhansel in a MINI All 4 Racing, the company’s Haval Racing Team managed to place well in the top 10, with the Haval race SUV driven by former FIA Cross Country world champion Carlos Souza ending the gruelling race ranked 7th, the best result ever achieved by a Chinese racing team in the rally. The other Haval, with Chinese driver Zhou Yong at the helm, finished 20th.

Nothing like continued participation to drive home the points – the third-generation Haval racing SUVs gained significant improvements over the earlier machines by drawing on the experience of the previous two years. The 2012 race Haval ended up shorter than its predecessors in order to offer better driving and control characteristics, and significantly, replaced the gasoline mills previously with a diesel option. Score yet another for the oil burner.