2018 Nissan Juke updated with lower starting price

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Alex Ingram 2018-09-03 11:15

Trim and equipment revisions introduced to Nissan's compact Juke crossover, plus a £300 drop in starting price

Nissan has introduced minor updates and a new lower starting price to the Juke line-up. The changes aim to keep the popular compact crossover competitive before an all-new model takes its place in the near future.

The changes are subtle on the outside. At the front, the V-section of the grille has changed in shade from its previous light chrome to a smoked chrome, and the inside of the headlight units and door indicators each feature a darker finish to match.

• Best crossovers and small SUVs of 2018

There’s two new 16-inch alloy wheel designs to choose from, and the 18-inch items on top-spec Tekna models can be personalised with two more coloured inserts.

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Two new paint shades, Vivid Blue and Chestnut Bronze, have been added to the exterior colour pallette, while there’s two new colour personalisation packs to choose from: Energy Orange and Power Blue. These packs add highlights to the lower edge of the front and rear bumpers, the door mirrors, and the sills.

These themes are carried through to the interior, too: the centre console, air vent surrounds, door inserts and parts of the seat upholstery can all be trimmed in either orange or blue. If you’d prefer a slightly more subdued finish, the the existing gloss black accents are still available. These finishes are offered as standard on the Tekna trim and the Bose Personal Edition.

The Bose Personal Edition also adds an uprated sound system. Already seen on the Micra, it includes a pair of speakers built into the driver’s headrest to give a full surround sound experience.

All Jukes get air conditioning, electric windows all round, and LED daytime running lights as standard. All but the basic model now feature standard LED fog lights.

The updated Juke is available to order now. The entry level model is now £300 cheaper than before, with the revised Juke range starting from £15,505.

Now read our review of the Nissan Juke Nismo RS…

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2018 Nissan Juke updated with lower starting price - pictures

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Ford Focus Estate review

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For 

Spacious

Stylish

Good fun to drive

Our Rating 

4.5

Against 

Some rivals are bigger

Low badge image

2018

The estate option adds another dimension to the fun-driving and family-friendly Ford Focus line-up

It’s a sector that’s lost out in recent years thanks to the trend for SUVs, but the Ford Focus Estate model is here to remind us that the original family-friendly format still has a lot to offer. More handsome and stylish than before, with flowing lines that are far from boxy, the Focus Estate combines practical load-lugging ability with a fun-to-drive factor you’ll struggle to find in a top-heavy compact SUV or MPV. With solid build quality, loads of efficient engine and gearbox options plus trim levels to suit every pocket, it’s only the fickle finger of fashion that stands between the Focus Estate and soaring sales.

3 Sep, 2018

4

While the previous generation Focus lacked a bit of pizazz on the style front, Ford’s designers upped their game with the new one to make it more individual and eye-catching. The effect is not overly-dramatic or extrovert, and the overall effect is relatively conservative. However, especially at the front where a handsome new grille and sculpted bonnet have been styled, the changes mean the Focus has a stronger presence on the road than ever.

The rear of the car is more carefully integrated too, with a rising beltline and tapering window glass above the rear haunches giving the car a sporty demeanour. That’s emphasised on ST-Line models with a black egg-crate style grille, while the luxurious Vignale gets LED headlights and rear lamps for a more premium feel.

Inside the Focus Estate shares the hatchback’s clean and uncluttered dash, as well as a ‘floating’ tablet style touchscreen. The quality feel of the interior fit and finish is now as good as you’ll find anywhere, with soft-touch materials and with attractive metallic finishes making the cabin a very welcoming place to be. 

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Image 17 of 37

Sat-nav, stereo and infotainment

Entry-level Style models are the poor relations in this context, as every other trim level features SYNC 3 and the touchscreen tablet display. It’s easy to use, and features both Apple CarPlay and Android Auto, so you can hook your phone’s nav system up to the display even if you haven’t paid extra for onboard navigation.

4.5

The Ford Focus Estate is the first choice for enthusiastic drivers, as it shares the class-leading handling characteristics of the hatchback version. In fact, although the two have different suspension set-ups you’ll struggle to tell them apart from the driving seat.

The estate uses a more sophisticated suspension set-up than entry-level hatchback models, and its independent rear end is configured more like the sporty Focus ST-Line. You can also opt for Continuously Controlled Damping (CCD) on higher spec models, which constantly tweaks the suspension responses as you drive.

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Image 3 of 37

Crisp electrically powered steering and an agile chassis mean the car responds nimbly to changes of direction, while the ride quality is supple over all but the sharpest of bumps.

The manual gearbox is pretty slick, and the eight-speed auto is generally a smooth performer, although it’s not quite as seamlessly impressive as the DSG box in rival VW Golf models.

ST-Line models sit 10mm lower than counterparts, but the slightly sportier set-up barely affects ride comfort. 

Engines, 0-60 acceleration and top speed

There’s a wide range of petrol and diesel engines on offer in the Focus Estate. The petrol line-up starts with the three-cylinder EcoBoost 1.0-litre available with 84, 99 or 123bhp. 0-62mph takes 13.9 seconds, 12.5 seconds or 10.3 seconds, depending on which variant you pick. Go for the punchiest 1.5-litre three-cylinder turbo with 180bhp in the ST-Line, and you’re looking at a 0-62mph time of 8.3 seconds and a 138mph top speed.

 1.5-litre and 2.0-litre four-cylinder diesels are also available, with outputs between 94bhp and 148bhp. A good mid-range option is the 118bhp engine which takes you from 0-62mph in 10.3 seconds – and is available with the eight speed auto gearbox.

4

There’s a lot of advanced technology in the latest Focus line-up, and some of the most impressive kit is designed with safety in mind.

The new C2 platform and body combines to generate 40 per cent more frontal impact absorbtion than before, we’re told, while the array of driver assistance features includes Evasive Steering Assist that helps you avoid impacts should the autonomous emergency braking kick in.

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Image 24 of 37

The Brake Assist now recognises pedestrians and cyclists as well as other cars, while the Co-Pilot360 adaptive cruise control can bring you right down to a standstill on the motorway with no driver intervention. Traffic sign recognition and lane assist are also in the Focus portfolio, along with cross-traffic alerts and blind spot monitoring. As you’d expect the new Ford also scores an impressive five stars in the EURO NCAP crash tests.

The new C2 platform and much of the tech is untested on the reliability front of course, but Ford has been making positive strides in that direction with the previous Focus appearing in the top half of our Driver Power satisfaction survey. New Focus owners will hope an upward trend develops. 

Warranty

Standard warranty cover is three years and 60,000 miles, but you can pay more to extend up to five years and 100,000 miles.

Servicing

Expect to pay around £500 for the first three years of maintenance, including two routine stops for servicing.

4.4

Jump into the front seat of any new Ford Focus, and without looking over your shoulder you’ll never know whether it’s an estate or hatchback – up front the two variants are identical. That means you get a great driving position with plenty of adjustment, and a slim centre console to maximise available space for people.

There’s a minor difference for rear seat passengers as the arc of the estate’s roof means they get more headroom, but unsurprisingly it’s the Estate car’s boot where the real advantages are to be found. 

Leg room, head room & passenger space

The old Focus always suffered with cramped rear accommodation, but the new model – hatch or estate – benefits from extra length in the wheelbase of the new platform. As a result, six-footers can now travel comfortably in the rear of the car, while a flat floor makes the centre rear seat more usable too.

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The rear seats have an easy to use fold facility, and ISOFIX mounts for child seats.

Boot

Careful suspension design has helped to maximise the space available in the Focus Estate’s luggage compartment, which is considerably bigger than its predecessor. Even with the rear seats in use you get a massive 608-litres of load area, which compares well to just 375 litres in the hatch.

If you fold the rear seats down you’re rewarded with a flat load space with a huge 1,650 volume, and useful features include hands-free boot operation, and a place to stash the retractable luggage cover under the boot floor.

4

Cylinder deactivation is most often seen in big-engined luxury cars, but Ford has applied the tech to its 1.0-litre EcoBoost petrol engine. As a result, the company can claim fuel economy of up to 58.9mpg for both 99bhp and 123bhp versions on the official combined cycles. It’s highly impressive, but the figure slips a little to 55.4mpg if you opt to swap standard 16-inch wheels for flashy 18-inchers.

With emissions of only 108g/km of C02, the company car tax Benefit-in-Kind is set at just 22 per cent for these engines.

The most efficient diesel can squeeze up to 78.5mpg from a gallon, but with 98g/km of CO2 it’s hit a little harder by a 24 per cent BiK rate for company users. The 118bhp diesel manages up to 76mpg depending on specs and wheel sizes, but if you plump for the auto then efficiency drops a lot to a maximum 63mpg on the combined cycle. Emissions go up to as much as 123g/km too, with a resultant BiK rate of 29 per cent. Road tax will cost £140 a year for all models.

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Image 4 of 37

Insurance groups

With such a broad range of engines and performance you’d expect a wide spread of insurance groups, and the Focus Estate ranges from Group 8 for the entry-level Style to Group 23 for a pricey 148bhp Vignale. All groups are competitive with similar models from rival makers.

Depreciation

In spite of all its qualities, the blue oval badge on the nose of the Focus Estate condemns it to being less sought-after on the second-hand market than, say, a VW Golf. Depreciation will be more rapid as a result.

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‘Are car firms’ profits really that excessive?’

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Mike Rutherford 2018-09-02 16:00

Toyota made $22.5billion in 2017, but that might not be as exorbitant as it seems, writes Mike Rutherford

Concerned about the profits that companies make for themselves – at your expense? You should be.

If profitability is excessive, it’s usually a case of plain greed on the part of a firm that can easily afford to lower its retail prices. Apple, with a $48,000million ($48billion) profit figure in 2017, proves my point.  

• Opinion: companies are scheming to empty drivers’ pockets

But at the other end of the scale, low or zero profit can mean little or no money for research, future products, staff development and other important stuff. Worse still, a company that regularly loses money can be deemed insolvent/bankrupt/dead/buried. Think of MG Rover, Saab, Daewoo; all three of those car manufacturers are now toast.

So is Toyota’s $22.5billion profit in 2017 OTT? And what about VW Group’s $13.1bn, or Mercedes’ $11.9bn? Before answering that question, remember that some firms in the communications, electronics, finance, technology, tobacco and other industries are more or much more profitable.

BMW ($9.7bn) joins Toyota, Volkswagen and Mercedes in the automotive top five for profitability, as does Honda ($9.5bn). Next come Ford ($7.6bn), Nissan ($6.7bn), Renault ($5.8bn), SAIC ($5bn) and Hyundai ($3.6bn).

In this, the volume car business, Subaru is a tiny player with the lowest gross revenue. But those facts didn’t stop the little Japanese firm making a surprisingly healthy annual profit of $2.0bn last year, putting it ahead of Suzuki ($1.9bn), Beijing Automotive ($1.6bn), Dongfeng ($1.4bn) and Tata ($1.4bn). Still, all these Asian firms comfortably exceeded the psychologically important $1billion profit-per-annum threshold.

Mazda only just made it over that $1bn line. Surprisingly and, interestingly, Kia didn’t, due to a surprising and worryingly low figure of $856million.

But at least the Korean firm has its wealthier Seoul brother, Hyundai, to offer a financial helping hand if needed. The isolated minnow that is Mazda has no such cash-rich family member to rely on.

But the current financial concerns of Mazda and Kia are nothing when compared with those suffered by General Motors, which lost billions in 2017. In doing so, the American corporation has given itself the dubious honour of being one of the top 10 money-losing firms on the planet.

How this company pulled in colossal gross revenues in excess of $150bn for the year, then managed to end up with a ‘profit’ figure of minus $3.9bn, is beyond me. And, I suspect, the bewildered customers who paid mid-to-high prices for GM vehicles, such as Buicks, Cadillacs and Chevrolets.

Read Mike’s previous column: ‘The slow withdrawal of car dealers has already begun’

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MINI Cooper 5-Door: long-term test review

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Image 1 of 30

2 Sep, 2018 12:00pm James Brodie

First report: as the premium MINI Cooper hatch joins our fleet, we show our colours with a customisation service

Mileage: 4,166
Economy: 29.9mpg

Say hello to the latest addition to the Auto Express fleet: our new MINI Cooper 5-Door. I’ll be spending the next six months getting to grips with the hatch, and learning what the current-generation MINI has to offer as it enters the second part of its lifetime following its recent facelift.

Those Union flag tail-lights are the dead giveaway that this is the updated model. However, infotainment and technology updates aside, there’s one thing in particular that interests me about this refreshed MINI.

• The best hatchbacks on sale 2018

Announced late last year, the MINI Yours Customised programme is the brand’s latest customisation service. Although it arrives virtually in sync with the updated model, all of the parts can be fitted to any third-generation car, even one made before the facelift.

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Image 10 of 30

For now, MINI offers customised 3D-printed side scuttles and dashboard facias, plus you can personalise illuminated LED doorsills and puddle lights. Just how expressive can you be? The truth is that it’s a mixed bag.

Customising 3D-printed parts such as the side scuttles and dashboard piece leaves you limited to the box of tools issued by MINI. That means a choice of five colours and five background patterns, a handful of icons and logos you can superimpose on top – plus, of course, the ability to enter text.

You can’t have any rude words printed on your parts, but the puddle lights and doorsills can be customised with a freehand signature. Still, with the tools MINI gives you, I managed to get creative, and before I knew it I had come up with a decent set of designs.

Our car has been kitted out with personalised versions of what we’re told will be the two most popular parts for customisation. Inside, you’ll spot a red 3D-printed dashboard, unashamedly branded with an Auto Express design.

Being a Sheffield United fan exiled in London, I managed to express some local pride in the side scuttles. And most excitingly of all, I visited MINI HQ in Munich to see our parts being made in a surprisingly intimate production process.

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Image 7 of 30

Project manager Thomas Schmitz told me that this is something MINI has wanted to offer its customers since 2010, although it can only be a small-scale operation for now, even eight years later than first planned. Just 15 people work in the 3D printing facility producing the custom parts. It’ll be difficult to make the department any larger in the brand’s current facilities, but a new, bigger home for the project is opening in 2019.

Producing the side scuttles requires a surprising amount of craftsmanship; your design isn’t just spat out by a computer in an afternoon.

• New MINI 2018 facelift review

There are seven major steps. Firstly, your design is reviewed by a human to ensure it doesn’t break any rules. Once signed off, the printing process begins. The parts are made of a powder-based nylon, thinly clumped and glued into shape. This leaves the parts encased, requiring a brushing down by hand, followed by a spin in an air blaster.

They are then passed on to the paint workshop, where they’re sanded smooth, again by hand, and painted. Once they are dry, final assembly takes place.

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Image 17 of 30

Understandably, the whole process can take days. It’s completely separate from the production line, which is why you can’t have the parts fitted from the factory; you have to sort it out yourself at home after buying them online.

Is it idiot proof? Not entirely. Swapping out the scuttles is a little fiddly, and it’s vital that you make sure the rain cover goes back in place perfectly, which is a bit awkward. The dashboard piece pops in and out with one tool and is overall very simple, and although we don’t have the doorsills, we did have a go fitting them on a car in Germany; they stick on top of the old ones with strong adhesive, so it’s best to take your time lining them up.

*Insurance quote from AA (0800 107 0680) for a 42-year-old in Banbury, Oxon, with three points.

4.5

It’s not surprising that the MINI Cooper is settling in well. With so many options, our car looks a little expensive, but we’re keen to see if it’s worth it in the coming months.

• Model: MINI Cooper 5-Door
• On fleet since: August 2018
• Price new: £18,045
• Engine: 1.5-litre 3cyl turbo petrol, 134bhp
• CO2/tax: 119g/km/£140

• Options: Navigation Plus Pack (£2,000), Chili Pack (£2,800), 17-inch Propeller Spoke alloy wheels (£250), Sport leather steering wheel (£105), Adaptive Suspension (£375), metallic paint (£525)
• Insurance*: Group: 18, Quote: £602
• Mileage/economy: 4,166/29.9mpg
• Any problems?: None so far

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New Toyota Corolla 2018 review

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Image 1 of 11

1 Sep, 2018 4:00pm Jez Spinks

The Toyota Corolla nameplate has returned to replace the outgoing Auris badge, and we’ve been for a spin

The ageing Toyota Auris has long been something of an also-ran here in the UK. Under the Corolla name, the hatchback is the world’s best-selling car, yet in Britain it doesn’t even rank among the top 10 most popular buys.

Years of trading on a conservative and practical approach haven’t helped the model’s cause against rivals such as the exceptional Volkswagen Golf, but the new Corolla (the hatch will switch back to its famous nameplate in the UK in 2019) is sure to look less anonymous thanks to its more radical styling.

• Best hatchbacks on sale 2018

Although the new Corolla is still a few months away, Auto Express has managed to grab a drive of the car in Australia, where it’s already on sale.

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Out goes the boxy and the bland; in comes sharp and sleek. The bolder look is formed from a lower bonnet line that rises into a more steeply raked windscreen, while the more aggressive front end comprises a huge, gaping grille and wraparound LED lights. The highly-profiled rear comes straight out of the sharper Lexus book of design, too.

Toyota has dropped the roofline by 40mm, added 45mm to the car’s length and 30mm to its width. The wheelbase has been extended by 40mm, and it’s all draped over Toyota’s New Global Architecture (TNGA) platform, which has already impressed under the third-generation Prius and the C-HR crossover.

The immediate good news is that the platform transforms the hatchback’s driving experience. Thanks to a lower centre of gravity, significantly greater body rigidity and more sophisticated, fully independent multi-link rear suspension, the Corolla at last has the ability to offer a degree of driver appeal.

There’s a lovely fluency to the steering, which makes driving the newcomer a pleasure, whether you’re ambling around town or winding along a country road. It’s admirably composed and also feels accurate through corners.

It rides well, too, although that is likely to have something to do with the 16-inch wheels fitted to our basic Ascent Sport test car. It’s expected to be badged Icon when it arrives in the UK.

But Britain isn’t due to get the new 168bhp 2.0-litre four-cylinder engine we tried. Instead, buyers will be offered a choice of 1.2 turbo (petrol) and 1.8-litre (hybrid) units. There will be no diesel.

The 2.0 is a respectable performer, although throttle response can still feel dulled on the move. The CVT auto isn’t as responsive as the best dual-clutch boxes, but thanks to the inclusion of a ‘launch gear’, it’s easy to pull away.

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Image 7 of 11

Inside, the Corolla isn’t as bold as on the outside, yet there are some funky design elements. The overall dashboard execution is now more harmonious, too.

Using soft materials adds to the sense of quality, although Toyota applies hard plastics to the door trims of all models except the range-topper. We’ll have to wait and see whether this treatment is used on European cars, of course.

An 8.0-inch touchscreen is placed front and centre, but the graphics could look more contemporary and smartphone tech such as Apple CarPlay and Android Auto isn’t available. There’s also only one USB port. UK specs will be announced later, but sat-nav is expected to be standard on all but the very cheapest cars. Safety is likely to be a strong point, with Toyota Safety Sense on all versions.

The Corolla’s biggest disappointment is its practicality. Rear legroom is limited, despite the longer wheelbase. A small and shallow boot also places the Corolla well below the class average for cargo space, and less useful overall for family buyers than the likes of the Golf, Ford Focus and Hyundai i30. A more spacious Touring Sports estate is expected later.

3

The Toyota Corolla (née Auris) has always been a model to buy with your head rather than your heart. But our first drive of the all-new car points to a driving experience as transformed as the hatch’s striking new looks. It’s a pity, then, that the package is let down by limited practicality and in-car technology.

• Model: Toyota Corolla Icon Tech 2.0 CVT Auto
• Price: From £20,000 (est)
• Engine: 2.0-litre 4cyl petrol
• Power/torque: 168bhp/200Nm
• Transmission: CVT automatic, front-wheel drive

• 0-62mph: 8.0 seconds (est)
• Top speed: 125mph (est)
• Economy: 47.1mpg
• CO2: 139g/km
• On sale: Early 2019

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Pedal car for adults: bringing exercise to your commute

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Hugo Griffiths 2018-09-01 14:00

Looking for exercises to do in the car? We try a one-off car controlled by bicycle-style pedals

Cars may be a vital form of transport for over a billion people worldwide, but unless you’re a top- flight racing driver they do little to help with physical health. Studies have found a lack of physical exercise kills three million people a year globally, but in the UK we spend over seven hours a day sitting down, with the average UK commuter travelling 54 minutes a day.

So what if commuting could be mixed with exercise? That’s what health-conscious Saudi entrepreneur Nasser Alshawaf asked a Dutch engineering firm.

• How to choose the best pedal car

The result is this adapted Audi A4 Avant. The FitCar PPV, or pedal-powered vehicle, has a normal petrol engine and automatic gearbox, but in place of the accelerator on this prototype is a set of pedals from an under-desk exercise machine. Put simply, the faster you pedal, the faster the car goes, giving you all the benefits of a modern car, but allowing you to exercise.

But while Alshawaf had the idea of combining a car with exercise, it was Oscar Brocades Zaalberg, and his design and engineering firm BPO, who made it a reality.

We’ve come to Holland to try out the PPV, to speak with Brocades Zaalberg and to learn how his team created a vehicle capable of giving drivers their daily workout without requiring a single trip to the gym.

Brocades Zaalberg explains how the project started: “Nasser is a tall, slim guy who is really into sports, and he travels an hour or two to his office, every day, just sitting in a car. He said ‘I want to use commuting time more efficiently, in a way that you exercise’.”

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Image 5 of 20

A number of options were considered before Brocades Zaalberg and his team settled on pedals. “We came with a rowing system, a muscle training system,” he says, “but we ended up with pedalling, because it is logical for moving forward.”

The next stage was to make a rough model. “We came first with a mock-up, car seat and a wooden set-up, but it’s hard to predict from that,” Brocades Zaalberg adds. “So we bought a Smart, and integrated it into that, and it was huge fun. It was pretty fast.”

• Best bike racks on sale

But while the Smart showed it was possible to control acceleration with pedals, space constraints and rough-and ready brakes meant BPO had to think again.

“Not many cars have space to pedal,” says Brocades Zaalberg. “But the A4’s dash is also not too low, and the movements are more relaxing in a car like this.” BPO also had the brakes adapted, so it features the same hand operated braking system as disabled drivers’ cars.

Further issues arose under the skin. “We have to overrule the software; if you pull out the accelerator, the car recognises something is missing,” he says. “Also, the steering wheel was too big, so we had to change it.” And while the FitCar PPV isn’t road legal and the car we’re here to test is very much a prototype, it’s capable of reaching high speeds. “I’ve driven 180km/h with it, and it really was a workout!” Brocades Zaalberg tells us.

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Image 13 of 20

Keen to try the PPV, we climb aboard, and apart from the exercise bike-style pedals, it’s pretty conventional inside. There’s a handle to our right for the brakes and an electronic control box on the central console, but the air-con is blowing cold and the seating position is unchanged from a normal A4. Hand on the brake lever, gearbox into drive and we’re off. The A4 moves forward normally under the auto gearbox’s creep function, but once we start pedalling it accelerates gently.

Despite the unusual arrangement, it soon becomes second nature. We approach a straight on the test track and pedal harder. The car accelerates predictably. There are two sensitivity settings for the complex electronics inside the ‘pedal box’. One is intended for urban driving and means even moderately fast pedalling gives gentle acceleration; the other mode sees even light pedalling result in brisk progress.

• Ford Go Faster: stunt car driving experience

Coming up to a corner we stop pedalling, and the car slows as it would if you took your foot off the accelerator. The brakes take more getting used to than the pedals, because anything other than a gentle push of the hand provokes a sharp jolt of deceleration.

But soon it all comes together, and we’re doing about 30mph around the test track, barely thinking about the fact we’re turning pedals rather than pressing them. When we shoot tracking shots later on, our photographer beckons us closer and closer to the camera car to get the perfect shot. We’re able to follow it within about six feet, easily modulating our distance.

While an hour in the PPV hasn’t exactly been a full- scale cardio session, we feel more energised. And to push harder, a dial adjusts the pedals’ resistance.

The FitCar PPV clearly delivers on its promise, so what’s the next step? Brocades Zaalberg explains that decision is ultimately down to Alshawaf, but he sees two main options: “We could go to a car manufacturer and sell the idea and they could integrate it, because it’s patented. Or we can go to an aftermarket company and they will make several options for several cars.”

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Image 16 of 20

Official integration by a car maker would be the ideal option, Brocades Zaalberg says, partly because packaging could be better managed. On our drive, the toes and heels of our shoes kept brushing the steering column and carpet, for example, and while the PPV is still a concept, this would need to be addressed.

He tells us the pedals would ideally fold away into the transmission tunnel, adding: “If you’re fed up, you can just use the regular brake and accelerator.”

We ask Brocades Zaalberg about getting the PPV road legal. “We would have to pass [regulations]. In Holland it’s called the RDW [the Dutch equivalent of the UK’s Vehicle Certification Agency], but they saw the car and didn’t say there was no way to pass,” he tells us. “But to go through this, that’s up to Nasser.”

Might cost hold it back? “If we can find models this is suitable for that sell in large numbers, economies of scale [apply],” he says. “The hardware isn’t that expensive, and youngsters spend lots on sport.” Whatever the future holds for the FitCar PPV, the idea of exercising as you drive appeals, and it’s certainly one of the more original ideas in motoring.

Enjoyed this motoring piece? Then check out our Peugeot 508 uncovered feature.

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Pedal car for adults: bringing exercise to your commute – pictures

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Hyundai i20 vs Citroen C3 vs Nissan Micra

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2018-09-01 11:00

Does the new Hyundai i20 have what it takes to top the supermini class as it meets the Citroen C3 and Nissan Micra?

A wave of all-new superminis has arrived recently, vying for customers in the UK. This is one of the most popular classes of the new car market, so these models are crucial for manufacturers.

However, it’s fair to say that the Hyundai i20 didn’t set any fires under the competition when it hit dealers in 2014. So the Korean brand has introduced a new model with upgraded connectivity and better safety features.

There’s plenty of tough competition for it to face, though. For our group test, we’ve lined up the Citroen C3 and Nissan Micra, two superminis that are full of tech and safety kit.

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The C3 brings something different in this class, with its individual looks and focus on comfort and practicality. In a crowded sector like this, a little personality and a unique selling point can really make a difference.

• Best superminis on sale

The latest Micra mixes sharper styling than ever with loads of safety kit, even on low-spec models. Here we’ll find out if the revised and upgraded Hyundai can stand tall alongside these two offerings. 

Hyundai i20

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Model:	Hyundai i20 1.0 T-GDi 100 SE
Price:	£16,395
Engine:	1.0-litre 3cyl petrol, 99bhp
0-60mph:	9.7 seconds
Test economy:	47.8mpg/10.5mpl
CO2:	114g/km
Annual road tax:	£140

The Hyundai i20 has been updated with a subtle new look and some minor changes inside, but how will the latest version fare against two hi-tech rivals? Here we’re testing the 1.0 T-GDi SE model, which at £16,395 is the cheapest car of the trio.

With its settled and composed chassis, the i20 is good to drive in a very unspectacular way. The ride is well controlled, especially on this SE model’s 15-inch alloys, and although it doesn’t deal with potholes as well as the Citroen C3, it’s nearly as supple on the motorway. It’s smoother and more comfortable than the Micra, particularly on rougher roads.

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Image 4 of 40

Control weights in the i20 are good, with well-judged steering and a light but positive gearshift. However, the steering feels exactly the same no matter how much lock is applied, and you get very little feedback about what the front wheels are doing. None of these cars is particularly involving, but the Micra does handle with more agility than the dull i20.

While the steering is devoid of life, the gearbox and engine in the i20 are better. The 1.0-litre three-cylinder turbo petrol is punchier than the Nissan’s 0.9-litre unit, and while the C3’s motor is stronger still, the Hyundai’s is linked to a better transmission and is smoother.

With 99bhp and 172Nm of torque, the i20 sits in between its rivals for power, and that was reflected in its mixed results in our track tests. It accelerated from 50 to 70mph in fifth in 12.0 seconds, splitting the 11.0 and 14.5 seconds it took the C3 and Micra respectively. It did match the Citroen from 0-60mph, with both cars’ 9.7-second sprint time beating the Nissan’s more sluggish 10.8 seconds.

The Hyundai’s engine put in a decent showing, then, but its best feature is refinement. The engine is hushed almost all the time, and only at higher revs will you notice its not-unpleasant thrum. While wind and road noise mean the i20 isn’t as quiet on the motorway as its rivals, the South Korean model’s engine is barely detectable at speed. 

Testers’ notes: “The only option you can choose on the Hyundai i20 SE we tested is metallic paint, which costs £550. To get extra kit, you’ll need to move up to Premium Nav or Premium SE Nav trim levels.”

Citroen C3

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Image 5 of 40

Model:	Citroen C3 PureTech 110 Feel Nav Edition
Price:	£16,750
Engine:	1.2-litre 3cyl petrol, 108bhp
0-60mph:	9.7 seconds
Test economy:	43.3mpg/9.5mpl
CO2:	103g/km
Annual road tax:	£140

As part of a recent range shake-up, the Citroen C3 is available with a 108bhp 1.2-litre engine in new Feel Nav Edition trim. This is the model we’re testing here, and it costs from £16,750.

The C3’s 1.2-litre three-cylinder turbo is the most powerful of the three cars’ engines, with 108bhp and 205Nm of torque. That latter figure comes in from just 1,500rpm, so there’s plenty of low-down punch; that’s a good thing because the engine doesn’t relish revs, so it’s best to stay in the middle of the range.

The C3 matched the i20 from 0-60mph, but it was the fastest car here from 30-50mph in third gear, taking a reasonable 4.6 seconds, and also the fastest in the crucial ‘motorway slip road’ test of 50-70mph in fifth gear, where it took 11 seconds exactly.

While the French car has plenty of performance, it’s not likely to excite keen drivers. The steering is light and numb, and the soft suspension means there’s lots of body roll. Also, the less pleasant shift of the five-speed transmission means it’s not much fun to flick between gears. It’s a crunchy, imprecise action that’s not as good as either rival’s offering, so the C3 suits a very relaxed driving style.

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Image 6 of 40

There are positives to this, though. In removing any sporting aspirations and focusing on comfort, Citroen has given the C3 a set-up that will really appeal to drivers who like to take things easy.

The car’s suspension is genuinely soft, but it doesn’t feel floaty or uncontrolled. Instead it soaks up bumps and imperfections very well, yet offers just enough grip. If you push it hard it will lose grip earlier than its rivals here, but that’s not the point.

Higher-speed driving on the motorway or a bumpy back road is more comfortable in the C3 than in either the i20 or the Micra, both in terms of ride quality and refinement. However, rev the engine too much and it can get a bit noisy in the cabin. 

Testers’ notes: “The Airbumps on the C3’s doors should help prevent dings in car parks, and they’re standard on Flair models; to get them on our Feel Nav Edition you’ll have to pay an extra £290.” 

Nissan Micra

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Model:	Nissan Micra IG-T 90 N-Connecta
Price:	£16,770
Engine:	0.9-litre 3cyl petrol, 89bhp
0-60mph:	10.8 seconds
Test economy:	45.5mpg/10.0mpl
CO2:	99g/km
Annual road tax:	£140

The latest Nissan Micra is more attractive than ever, bringing the car bang up to date with a rejuvenated formula that appeals to younger drivers. Here we’re testing a £16,770 N-Connecta (our pictures show a Tekna) with the 89bhp 0.9-litre petrol engine.

As with the i20 and C3, the Micra uses a three-cylinder turbo engine. It has the smallest capacity in this test, at just 898cc, and produces the least power and torque, at 89bhp and 150Nm respectively.

Straight-line performance isn’t the most important factor for a supermini, but the engine does feel more strained than its rivals’, particularly in the higher gears. The Nissan took 10.8 seconds to cover 0-60mph on test, more than a second slower than the other models. Still, it beat the i20 from 30-50mph in third and fourth gears, posting respective times of 5.0 and 7.2 seconds in those tests, due to shorter gearing. Yet its 14.5-second time from 50-70mph in fifth shows how lethargic the car is in the higher gears.

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Image 8 of 40

That means you’ll need to shift more often in the Micra, and while the box has a more precise action than in the Citroen, it’s not as smooth and satisfying as the i20’s transmission. None of these superminis has an above-average gearbox; they’re all merely fit for purpose rather than fun to use.

The clever Active Trace Control electronic system uses the brakes automatically to improve the Micra’s agility by subtly applying braking to the wheels to help turn the car around a corner. It’s only discreet intervention, but the Nissan does handle better than its rivals because it maintains body control while cornering.

However, another system, called Active Ride, isn’t quite so effective. The ride is acceptable on faster roads, but potholes and ridges upset the car’s slightly firmer-feeling chassis next to its rivals here. The Nissan is also blighted by a high driving position that means taller drivers will feel uncomfortable behind the wheel.

Testers’ notes: “Nissan is offering plenty of customisation options with the latest Micra. Exterior colour accents for the bumpers, doors and wing mirrors are all available for customers to choose from.”

Verdict

First place: Citroen C3

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Image 23 of 40

With its unique personality, the C3 seals the win. It has by far the best interior of these three cars and offers a strong mix of performance and comfort. It’s not the best to drive, but a soft ride and comfy seats will appeal to many, plus the punchy and efficient engine, strong kit list and impressive practicality give you more reasons to choose the well-rounded Citroen.

Second place: Hyundai i20

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Image 12 of 40

While the C3 is a clear winner here, the i20 and Micra are much closer. Improved infotainment, more safety tech, a big boot and extra equipment helped the Hyundai to nudge ahead. Strong economy and an acceptably comfortable ride add to its appeal, and while the i20 has few dramatic flaws, it’s dull, with a plain interior and a forgettable driving experience. 

Third place: Nissan Micra

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Image 33 of 40

The Micra is more fun to drive than either rival here, delivering the kind of nimble handling you’d expect from a modern supermini. However, it sacrifices ride comfort in the process, and is more cramped inside than the C3 or i20. Its underpowered engine hampers its appeal further, and the infotainment system lags behind. Good safety tech will be a major draw, mind. 

Is it worth waiting for this model?

Skoda Fabia

Due: September
Price: From £11,160
Engine: 1.0-litre 3cyl, 108bhp 

We’ve already driven the revised Skoda Fabia ahead of first deliveries next month, and it promises lots of space and hi-tech equipment. A 108bhp 1.0-litre turbocharged petrol engine will be available.

Figures

	Citroen C3 PureTech 110 Feel Nav Edition	Hyundai i20 1.0 T-GDi 100 SE	Nissan Micra IG-T 90 N-Connecta
On the road price/total as tested	£16,750/£16,750	£16,395/£16,395	£16,770/£16,770
Residual value (after 3yrs/36,000)	£6,017/35.9%	£5,850/35.7%	£5,900/35.2%
Depreciation	£10,733	£10,545	£10,870
Annual tax liability std/higher rate	£708/£1,415	£744/£1,488	£664/£1,327
Annual fuel cost (12k/20k miles)	£1,623/£2,705	£1,470/£2,450	£1,544/£2,574
Ins. group/quote/road tax	16/£336/£140	13/£365/£140	4/£357/£140
Cost of 1st/2nd/3rd service	Varies by dealer	£99/£219/£99	£199/£269/£199
Length/wheelbase	3,996/2,539mm	4,035/2,570mm	3,999/2,525mm
Height/width	1,474/1,829mm	1,474/1,734mm	1,455/1,743mm
Engine	3cyl in-line/1,199cc	3cyl in-line/998cc	3cyl in-line/898cc
Peak power/revs	108/5,500 bhp/rpm	99/4,500 bhp/rpm	89/5,500 bhp/rpm
Peak torque/revs	205/1,500 Nm/rpm	172/1,500 Nm/rpm	150/2,250 Nm/rpm
Transmission	5-spd man/fwd	5-spd man/fwd	5-spd man/fwd
Fuel tank capacity/spare wheel	45 litres/space saver	50 litres/repair kit	41 litres/repair kit
Boot capacity (seats up/down)	300/922 litres	326/1,042 litres	300/1,004 litres
Kerbweight/payload/towing weight	1,050/550/600kg	1,065/535/1,000kg	1,068/462/1,200kg
Turning circle	10.9 metres	10.2 metres	10.0 metres
Basic warranty (miles)/recovery	3yrs (60,000)/1yr	5yrs (unlimited)/1yr	3yrs (60,000)/3yrs
Driver Power manufacturer/dealer pos.	25th/11th	15th/12th	4th/25th
NCAP: Adult/child/ped./assist/stars	88/83/59/58/4 (2017)	85/73/79/64/4 (2015)	91/79/79/72/5 (2017)
0-60/30-70mph	9.7/10.5 secs	9.7/10.2 secs	10.8/10.8 secs
30-50mph in 3rd/4th	4.6/7.7 secs	5.4/7.8 secs	5.0/7.2 secs
50-70mph in 5th	11.0 secs	12.0 secs	14.5 secs
Top speed/rpm at 70mph	117mph/2,500rpm	117mph/2,500rpm	109mph/2,900rpm
Braking 70-0/60-0/30-0mph	53.7/38.8/11.2m	48.6/36.0/9.0m	49.0/34.0/9.2m
Noise outside/idle/30/70mph	74/51/62/70dB	67/42/68/75dB	71/51/65/73dB
Auto Express econ. (mpg/mpl)/range	43.3/9.5/429 miles	47.8/10.5/526 miles	45.5/10.0/410 miles
Govt urban/extra-urban/combined	51.4/70.6/61.4mpg	48.7/62.8/56.5mpg	50.4/76.3/64.2mpg
Govt urban/extra-urban/combined	11.3/15.5/13.5mpl	10.7/13.8/12.4mpl	11.1/16.8/14.1mpl
Actual/claimed CO2/tax bracket	151/103g/km/21%	137/114g/km/23%	143/99g/km/20%
Airbags/Isofix/park sensors/camera	Six/yes/£250/no	Six/yes/yes/no	Six/y/£600*/£600*
Auto box/lane keep/blind spot/AEB	No/yes/no/£600*	£1,250/yes/no/yes	No/yes/£600*/yes
Clim ctrl/cruise/leather/heated seats	Yes/yes/no/no	Air-con/yes/no/no	Yes/yes/no/no
Metallic/LEDs/keyless go/pwr tailgate	£495/no/no/no	£550/no/no/no	£575/no/£250/no
Nav/digi dash/DAB/connected apps	Yes/no/yes/yes	No/no/yes/no	Yes/no/yes/yes
Wireless charge/CarPlay/Android Auto	No/yes/yes	No/yes/yes	No/yes/no

Associated Advanced Gallery 

Hyundai i20 vs Citroen C3 vs Nissan Micra - pictures

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