Glendal's Favorite Reviews

Wednesday, August 29, 2018

‘Jaguar needs to build on its EV momentum’

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John McIlroy 2018-08-29 10:05

The British brand needs to capitalise on the progress it’s made with the electric I-Pace, writes John McIlroy

The beautifully manicured greens and fairways of the Pebble Beach golf course are a world away from the hustle and bustle of the UK’s roads and streets – and yet there was much to take note of at the American classic car event at the end of last week.

BMW gave us the all-new Z4 in production form, while Audi and Mercedes looked further ahead with all-electric concept cars. Jaguar joined in, too, revealing that its electric E-Type will be offered to customers from next year, at a price conservatively estimated to be north of £300,000.

• Electric Jaguar E-Type to go into production

However, the British firm isn’t about to stop there. Its engineers are working on a mid-engined replacement for the modern-day F-Type sports car – a vehicle that will incorporate a hybrid powertrain and, potentially, full electrification.

These are important times in the market for cars that plug in, with a land-grab to assume control of the moral high ground and, among premium manufacturers, the position of ‘credible rival to Tesla’. Jaguar is right at the forefront of that race, of course, with our 2018 Car of the Year, the I-Pace, racking up orders ahead of the arrivals in 2019 of Audi’s e-tron and the Mercedes EQ C.

What Jaguar needs to do now, though, is build on the I-Pace’s momentum and deliver a strong push to electrify the rest of its range, bridging the gap between the SUV and whatever the F-Type becomes.

The process should start, we reckon, with a fully electric next generation of the XJ, taking the limo into the next 50 years. Offering eco-friendly running in a classic E-Type is one thing. But a luxury car with the ability to glide silently around city centres would be even more of a statement.

Check out the best electric cars on sale right now…

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Tuesday, August 28, 2018

New Ford Focus 2018 review

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29 Aug, 2018 (All day) Jonathan Burn

We drive the all-new Ford Focus on British roads to see if the family car is back to its best

In the UK, the Focus is no less integral to Ford than a pilot is to a Boeing 747. The company shifted more examples of the family model alone in this country in 2017 than Volvo, Renault or Honda sold cars.

So when a new version comes along, there’s no room for error. If it’s not practical enough, families won’t take to it. If it’s not efficient enough, business buyers will shun it. And if it’s no good to drive, enthusiasts won’t give it a second look. Ahead of the fourth-generation Focus going on sale this month, we’ve driven the car in the UK for the first time.

• Best family cars to buy

And when Ford says the new Focus is all new, it really means it; no parts have been carried over from the previous car.

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It’s based on a completely new platform, called C2, dressed in a sharp new suit and kitted out with the latest in-car tech and infotainment.

Despite its popularity – it was the third best selling car in the UK last year – the Focus was beginning to lag behind its rivals in almost every respect. Ford is making bold claims about the latest model, calling it the best car in the company’s history.

Notice Ford says ‘best’ and not ‘prettiest’. Styling is subjective, of course, but we reckon the Focus is quite a spec-sensitive car. In Titanium X trim and finished in Chrome Blue (a £525 option) it’s a rather dowdy-looking thing, particularly on small 17-inch wheels, which get a bit lost under the curvy arches. ST-Line models (£1,250 less spec for spec) inject some visual appeal thanks to their sportier styling.

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The cabin of the outgoing Focus was a real weak point; littered with buttons and fitted with clunky infotainment, it made an Amstrad computer look up to date. Thankfully, Ford has addressed that in the new model, with a slick, bright and responsive eight-inch touchscreen which controls the vast majority of the car’s functions. Happily, there are still buttons and dials below the display for the audio and climate controls.

It’s a shame Ford’s interior design budget didn’t extend to a new gearknob, which appears to have been plucked from the Mk1 Mondeo. The colour scheme in our test car is a bit drab, too. But be a little more adventurous with the spec and you’ll have yourself a clean, ergonomic and tasteful cabin.

• Best hatchbacks on sale

As UK buyers continue to shun diesel, Ford predicts the bulk of sales will be made up of its 1.0-litre three-cylinder EcoBoost. It’s a brilliant motor and one we know well from the Fiesta; it comes in three states of tune (85bhp, 100bhp and 124bhp), and we’re testing the most powerful version here, paired with a six-speed manual gearbox.

It’s a smooth, refined, but thrummy little engine that is likely to serve up all the shove a family of four will ever need. Below 2,000rpm the engine is a little hesitant, but beyond this it spins cleanly to 6,500rpm. Ford says 0-62mph takes 10 seconds, which is perfectly adequate in this part of the market.

You can have an eight-speed auto box if you pay a further £1,330. This increases CO2 emissions from 111g/km to 128g/km and uses more fuel in the process: 49.6mpg vs 57.6mpg. We wouldn’t bother, because aside from a slightly long throw, the manual is weighty and tactile. The smooth clutch makes for easy progress, too.

Better than the powertrain is the chassis and steering response. The Focus now covers ground with a sense of composure and precision that was sorely missed from the previous model. It takes road imperfections and bumps in its stride, while the steering translates your every input accurately to the road to give the Focus a sense of athleticism. It comfortably regains its crown as the best car in its class to drive.

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While the ride is largely smooth and controlled, it doesn’t quite have the plushness of a Volkswagen Golf; opting for the 1.0-litre engine means the Focus comes equipped with traditional torsion-beam rear suspension. The more powerful 1.5 or 2.0-litre models get more sophisticated independent rear suspension, which should go some way into giving the Focus that additional layer of comfort on the move.

More important for family buyers is practicality. The new C2 platform has allowed Ford to extend the wheelbase of the Focus by 53mm, while inside there are neat touches such as the raised front seats. This allows rear passengers to slide their feet beneath them, making better use of the space available.

There’s acres of head and knee room for adults in the back, and squeezing three across the rear bench is doable, although it will be a little tight. There are two ISOFIX points as standard, too. The boot is a decent size (375 litres), if not quite the largest in the class. Dropping the rear bench increases space to 1,354 litres, meaning it trumps the Golf for outright practicality.

Ford is still working on PCP prices, but early indicators show our 1.0 Titanium X will be around £225 per month with a £5,000 deposit. Which, coincidentally, is almost exactly how much it’ll cost for an equivalent Vauxhall Astra or Golf.

The latest Focus proves Ford is back to its best. It hits all the key family car requirements: it’s comfortable, spacious and well equipped. The fact the hatch is also the best driver’s car in its class is a bonus. It perhaps lacks that last degree of finesse and quality you’ll find in a Volkswagen Golf, but as an overall package it’s difficult to knock. Don’t be surprised to see the Focus flying out of UK showrooms yet again.

Model: Ford Focus Titanium X 1.0 EcoBoost 125PS
Price: £22,820
Engine: 1.0-litre 3cyl turbo
Power/torque: 123bhp/200Nm
Transmission: Six-speed manual, front-wheel drive

0-62mph: 10.0 seconds
Top speed: 124mph
Economy/CO2: 57.6mpg/111g/km
On sale: Now

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Fiat 500X refreshed with new engines and tech

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James Brodie 2018-08-28 16:30

The Fiat 500X has been facelifted for 2018, getting a subtle makeover and FCA’s latest petrol engines

The Fiat 500X has been given a proper facelift, receiving a mid-life refresh including a revised look, new driver assistance features and new petrol engines under the bonnet.

The 500X comes in two distinct formats. The Urban model features a new bumpers front and rear, while the more rugged Cross version appears tougher with new aluminium-look skidplates at the front, with its bumpers more off-road inspired than the 500X Urban. The Cross is available as a plush Cross Plus car, too.

• Best crossovers on the market

Both feature new daytime running lights and LED taillights with fresh lighting signatures. LED headlights are equipped as standard on the Cross Plus model for the first time.

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Like the exterior, design changes inside are pretty limited. The instrument cluster has been subtly redesigned and Fiat claims it’s now easier to read. It sits behind a new steering wheel, while some of the switchgear around the central infotainment display has been redesigned too.

The biggest changes come under the bonnet, as the 500X is the latest Fiat-Chrysler vehicle to adopt the group’s new family of all-aluminium modular petrol engines. A turbocharged 1.0-litre petrol appears, developing 118bhp and 190Nm of torque, sending drive to the front wheels via a six-speed manual gearbox. Joining it is a new 148bhp 1.3-litre four-cylinder with 270Nm of torque, combined with a six-speed dual-clutch automatic gearbox.

Elsewhere, the 500X retains the entry-level 108bhp 1.6-litre E-Torq petrol unit, which has been updated to meet the latest Euro 6D emissions standards.

Tech wise, traffic sign recognition and lane keep assist are now equipped as standard on every 500X model. Blind spot detectors, adaptive cruise control and city brake control can all be specified as optional extras.

Elsewhere all versions are now equipped with a seven-inch touchscreen infotainment system with Apple CarPlay and Android Auto as standard. Bluetooth is also integrated, as is compatibility with Fiat’s Uconnect app for TomTom navigation.

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The updated car is on sale in Britain now, priced from £16,995 for the entry level Urban model equipped with the 1.6-litre 108bhp E-Torq engine. Alongside all the new standard equipment, it rides on 16-inch alloy wheels and gets a simple cruise control system.

The 500X City Cross is priced from £18,995 equipped with the new 1.0-litre engine, rising to £21,195 for the more powerful 1.3-litre car. It gets 17-omch alloy wheels, satin chrome inserts and body-coloured door mirrors, a 3.5-inch TFT display embedded in the instrument panel, automatic climate control and rear parking sensor.

The range topper is the Cross Plus, again available with the 1.0-litre or 1.3-litre engine priced from £20,995 and £23,195 respectively. This version adds LED headlights, 18-inch alloy wheels, roof bars and dark tinted rear windows. Inside, it adds a front armrest, and the infotainment unit is upgraded to feature navigation and a reversing camera system.

Now read our in-depth Fiat 500X review right here...

Associated Advanced Gallery

Fiat 500X refreshed - pictures

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New Peugeot 508 uncovered: the complete guide

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John McIlroy 28 Aug, 2018 8:30am

Everything you need to know about the new Peugeot 508, including interviews, design, develop and tech secrets

The family car has changed beyond recognition in the past decade, squeezed by German premium models and SUVs. So it seems a strange time to launch a new one – but Peugeot is doing just that with its latest 508.

But what makes this new model different? To find out we’ve been behind the scenes, joining engineers testing the 508’s durability and rating 2019’s SW estate against rivals on the road. Peugeot’s global and UK bosses discuss the car’s prospects, and we’ve explored the design and tech.

Buyers will decide whether the 508 is a hit. But it’ll be fascinating to see if Peugeot’s bold approach succeeds.

Scroll down for our interview with Peugeot CEO Jean-Philippe Imparato, or click on the links further down for the full story on the new Peugeot 508…

Jean-Philippe Imparato explains Peugeot’s business case for launching the 508

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Even by modern car executive standards, Peugeot boss Jean-Philippe Imparato has the figures at his fingertips. And for two reasons. Firstly, on the day we visit his office in Paris for a chat, he’s just come from briefing media and colleagues on the latest results at an event at nearby Roland Garros. And secondly, because the figures are good ones.

“It’s an interesting adventure at the moment,” says the 51-year-old, who joined the PSA Group (Peugeot and Citroen, and latterly DS and Opel/Vauxhall) back in 1989. “Since the beginning of what we call the ‘new Peugeot brand’ in 2014, we’ve launched 308, 2008, 3008 and 5008. And these helped us to our good numbers last year.”

But the executive is being a bit modest here. Driven in particular by the success of the reborn 3008 and revamped 5008, Peugeot’s sales were up 10.4 per cent globally in 2017.

It has been a remarkable turnaround for a famous brand – a process driven by hard-nosed rationalism and a simple focus on profitability instead of selling more cars but at a loss. Now, as Peugeot begins to start enjoying the benefits of its range transformation, it’s also preparing to launch a new generation of, in theory, one of its more traditional cars: the 508.

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As demand for SUVs has grown, so the market for ‘conventional’ saloons has been squeezed – and the 508 has to cope with not only names such as Insignia and Mondeo, but also premium rivals regularly bucketed on to the market in cut-price lease deals.

Imparato looks pretty unflustered when we suggest that there are substantial risks in developing the new 508, which is going on sale now in the UK as a saloon, with an SW-badged estate to follow in early 2019. “I have to place the 508 into the global picture,” he says. “Two or three years ago, we said ‘Listen folks, we don’t forget our 200 years of history, but we’re entering the SUV market because we have to be there’. We’ve done that – 2008, 3008, 5008.

“But we also said at that time that we would never forget that history. The public and the company would not have understood a Peugeot, with 200 years of history [it started out as a manufacturer of bicycles and coffee mills in 1810] and its instinctive driving experience, and at the top of the mainstream brands, that would not have been able to come back to the saloon market.”

Of course, Peugeot has access to extensive resources through its position within PSA – the same group that includes Citroen, DS and, since late last year, Opel and Vauxhall. But even the capacity to base the car on known chassis components (EMP2, in case you’re wondering) and draw on PSA’s heavy investment in electrification (there’s at least one hybrid 508 on the way shortly) isn’t enough, Imparato believes. A more fundamental change of approach has been required.

“It was not possible to come back to the saloon market like the old ‘classic family’ of our fathers,” he explains. “So we said this is not an easy area of the market, so if we come back we have to have a parti pris. For me, that means a personal conviction of what we want to do in this segment. We know that if we made an average car then the reception and sales would be average, too.”

Here, then, are Imparato’s guidelines on how the 508 can ‘avoid average’. “First, there are no volume constraints, in either direction,” he says. “I don’t even know what is the full potential of this car, between saloon, SW. I don’t care.

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“Second, we will have super-high-level of Level 3 and Level 4 versions [the higher echelons of the 508 line-up]. The first feedback I have from the markets and the first big B2B customers is that they’re telling me 60 to 70 per cent of sales will be GT-Line or GT. At this point I don’t care about making one more car; I care about making one more ‘quality’ car.

“And the third thing is my message to the customers and buyers: have fun, because I’m looking after your TCO [total cost of ownership]. I will not have a generalist strategy about 508. I won’t spread the car everywhere, from Uber to the last private sale.”

That means tightening up on numbers and resisting the temptation to fight the fact that ‘German premium’ brands are, in many cases, the new volume players.

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“When we prepare the launch of this type of mainstream car, in general you put about 5,000 cars in the network beforehand,” Imparato says. “This time we’ll have 2,500 cars – 50 per cent less than the traditional launch model.”

Then he adds: “What I will do is put 500 cars into the national sales companies because I want them to organise long-term test drives. The 508 is not a car to be thrown at one guy for 15 minutes around Coventry; I want you to drive it for a day, a weekend, and then come back. Because I’m sure that if my TCO calculations are correct, and you drive the 508 for a day or a weekend, you’ll buy it.”

Click below for more on the new Peugeot 508...

Peugeot 508 uncovered

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Monday, August 27, 2018

JLR testing trust in autonomous cars with googly eyed pods

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James Brodie 2018-08-28 00:01

Peeping pods may not look bothered by humans, but may hold the key to gaining human trust in AVs

Jaguar Land Rover has enlisted the help of some unconventional looking new employees – googly eyed autonomous pods, which are being used to gauge how pedestrians behave around autonomous vehicles.

The funny looking eyes are actually a vital component of the pods, as determining how much information autonomous cars should share with human pedestrians is the key goal of the study.

• All you need to know about autonomous cars

Designed and made by Aurrigo – one of the companies backing autonomous vehicle project UK Autodrive - the pods have been deployed in a simulation of a typical Coventry street. The ‘virtual eyes’ have been developed by JLR’s brightest and best.

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The eyes seek out pedestrians looking to cross the street. If the pod spots a pedestrian who could potentially get in harm’s way, the pod will look directly at them, signalling that it has recognised them and will take precautions to avoid an accident.

The behaviour of the pod isn’t what JLR is looking into though – instead, how humans feel locking eyes with one is what the firm’s researchers are interested in.

Engineers record trust levels in humans taking part in the test before and after the pod has locked eyes with them, to find out if the googly eyes generate additional trust that the pod will stop for them.

More than 500 test subjects have already met the pods, but JLR has yet to publish any results from the trials. JLR says that up to 63 per cent of pedestrians and cyclists say they’d feel less safe sharing space with a self-driving vehicle.

Now read about the study that suggests autonomous cars without steering wheels won’t appear before 2045…

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JLR Virtual Eyes autonomous pod - pictures

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Dacia Duster vs Suzuki Ignis vs SsangYong Tivoli

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2018-08-27 11:00

We test the rugged new Dacia Duster against the Suzuki Ignis and SsangYong Tivoli

Dacia Duster vs Suzuki Ignis vs SsangYong Tivoli - header

If you’re after an affordable SUV, you’ve never had more choice. The original Dacia Duster led the charge in many respects, offering no-frills motoring for very little cash – and now there’s a new model.

While this Mk2 Duster has come of age, adding more technology and refinement into the mix, Dacia hasn’t lost its focus on affordability; the latest range starts from £9,995. The original made its name by offering genuine off-road ability at these supermini prices, and the newcomer is no different. We’re testing a Comfort 4x4 model.

Nearly a decade since the Duster made its debut, a growing crop of rivals has emerged, and among this talented group is the Suzuki Ignis. We’ve lined up a Dualjet Hybrid 4x4 version, which matches the Dacia’s all-wheel-drive ability. Although it’s a bit smaller, it continually impresses us with the charm, personality and equipment it provides at this price.

SsangYong’s Tivoli is another model that offers more for less. It emerged on to the scene and turned the Korean brand into a genuine contender in this budget-focused class. While in petrol form four-wheel drive isn’t available, it’s still worthy of inclusion here. But which is Britain’s best affordable SUV?

Dacia Duster

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Model:	Dacia Duster SCe 115 4x4 Comfort
Price:	£15,195
Engine:	1.6-litre 4cyl, 113bhp
0-60mph:	12.1 seconds
Test economy:	33.4mpg/7.3mpl
CO2:	158g/km
Annual road tax:	£140

To keep pace with the ever-increasing group of small crossovers and SUVs on sale, Dacia has revised its Duster with this new model. We’re testing the Comfort trim here with the brand’s 1.6-litre SCe 115 petrol engine in 4x4 manual form, which comes in at £15,195.

That engine feels old school on the move. It needs revving hard and when you do it hits refinement. It’s noisy and a little coarse, but also not very fast.

The Duster was the slowest car on test, taking 12.1 seconds to go from 0-60mph at our track. The crunchy shift action also hampers progress, so the 12.7-second time going from 30 to 70mph through the gears was also slower than its rivals.

Nevertheless, shorter gearing means the Dacia offers fairly strong flexibility. It took 7.7 seconds to accelerate between 30 and 50mph in fourth, 1.1 seconds quicker than the Tivoli. The five-speed Ignis has to cover a similar speed range with one fewer ratio, so it couldn’t compete here.

While the new Duster’s powertrain is similar to its predecessor’s, the way the car drives feels decidedly different. A lot of that is to do with the new electric power steering set-up.

It’s lighter than the old hydraulically assisted system and although that means there’s a little less feel (not of the greatest importance in a car like this), there’s a lot less kickback over bumps and potholes, which makes it much nicer to drive in all conditions. As the steering is lighter, it’s also easier to manoeuvre.

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The ride is fairly composed as well. You get plenty of road noise, but hit a rough stretch of tarmac and only the worst bumps throw you around in your seat and upset the Duster’s body.

It’s relatively composed the rest of the time. There are still better-riding SUVs, but the way the Duster deals with rough roads is acceptable, especially given its price. However, these improvements just highlight that lack of sophistication from under the bonnet, which is now the car’s glaring weak point.

Testers’ notes: “With 210mm of ground clearance and switchable 4x4, the Dacia easily has the most off-road performance of these cars, if this will influence your buying decision.”

Suzuki Ignis

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Model:	Suzuki Ignis 1.2 Dualjet Hybrid ALLGRIP SZ5
Price:	£13,499
Engine:	1.2-litre 4cyl, 89bhp
0-60mph:	10.1 seconds
Test economy:	43.3mpg/9.5mpl
CO2:	106g/km
Annual road tax:	£140

If you’re after budget SUV motoring, then the Suzuki Ignis is another alternative to the new Dacia Duster. There are positives and negatives to this choice, as we’ll come to. Here we’re testing the 1.2 Dualjet Hybrid ALLGRIP in SZ5 trim, which is being offered with a £2,000 discount at the moment, so it starts from an affordable £13,499.

None of these cars is what you’d call fast. The Duster feels slow due to its strangled engine, but the Ignis is brisk enough. It accelerated from 0-60mph in 10.1 seconds, two seconds faster than the Dacia.

However, with taller gearing and only a five-speed gearbox to cover the same speed range as the six-speed Duster, the Ignis wasn’t as fast in gear. It was 1.4 seconds slower from 30 to 50mph in fourth, for example, and as a city car-style SUV, this could reduce its flexibility around town.

It’s not hard to overcome this, though; you just have to work the motor a little harder, but a gentle boost from the hybrid tech helps as well.

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When you do, it feels keener than the Dacia and it is more refined, too, even if things still get noisy as the revs rise. The gearbox isn’t the most direct, but it isn’t obstructive, either, and the whole powertrain package works nicely.

The chassis isn’t quite as great, though. Despite some tweaks to the set-up since we ran an Ignis on the Auto Express fleet, the ride is firm and harsh, and as the wheelbase isn’t that long it feels unsettled over ridges in the road, occasionally crashing quite violently as bumps affect both axles together. That short wheelbase combines with steering which is quick enough to ensure that the Ignis at least changes direction sweetly, and the firm set-up delivers decent handling despite its narrow track and tall body.

High-speed refinement isn’t great and the Suzuki feels a little more raw than the Duster on a motorway, due mainly to the fidgety ride. But around town it’s easily the most competent of these three contenders.

Overall, the Ignis feels refreshingly honest and likeable, even if there are some flaws.

Testers’ notes: “Customisation in the SUV market is key. Dacia hasn’t quite caught up here, while Suzuki offers contrasting roof colours and different trim inserts to add some personality to your Ignis.”

SsangYong Tivoli

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Model:	SsangYong Tivoli 1.6 e-XGi EX
Price:	£15,545
Engine:	1.6-litre 4cyl, 126bhp
0-60mph:	10.8 seconds
Test economy:	30.7mpg/6.7mpl
CO2:	149g/km
Annual road tax:	£140

The Tivoli is SsangYong’s affordable SUV and a rival for the Duster. At £15,545 for this 1.6 e-XGi petrol in EX trim (our pictures show an SE), it’s close to the Dacia on price. But there’s one big difference that we’ll come to. This model represented a step up to the mainstream for the Korean brand, so can it rise to the challenge the new Duster poses here?

None of these cars feels particularly effortless to drive and, like the Dacia, the SsangYong’s 1.6-litre engine seems breathless. That was reflected at our test track, where the Tivoli wasn’t especially quick.

It was a few tenths slower than the Ignis accelerating from 0-60mph (10.8 seconds), and trailed the Duster between 30 and 50mph in third and fourth; although it reversed this result between 50 and 70mph in fifth and sixth gears.

However, you still need to use plenty of throttle and revs if you want to make progress, and while it’s not the worst thing having to work the acceptable six-speed manual box, refinement is a bit of an issue.

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Image 38 of 44

This extends to the ride because the suspension control feels lumpy and unsettled in places. On anything less than a smooth road, it’s fidgety and larger bumps throw the body around as the suspension struggles to contain the energy.

This has an effect on comfort, but also dynamics, and the Tivoli doesn’t feel as direct as the Ignis; even the new Duster with its lighter steering that delivers less kickback gives the impression of being slightly more responsive. All these elements combined ensure the Tivoli feels most at home on A-roads where the surface means the ride is better and the lack of stop-start traffic or the need for power to overtake on the motorway make it less demanding for the engine and more refined as a result.

Testers’ notes: “The Tivoli was a great, affordable all-rounder when it went on sale, but the pace in this class means that even only a few years after its launch rivals have gained ground in key areas, such as infotainment.”

Verdict

First place: Dacia Duster

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Dacia’s second-generation Duster has built on the original’s likeable nature, adding more refinement, better tech and improved driving manners to create a car that’s still affordable, but better to drive and live with, without sacrificing any of its honest personality. The engine is lacklustre, but it’s the most practical car, well priced and gets a good level of kit. More safety tech would be welcome.

Second place: Suzuki Ignis

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Image 30 of 44

The Ignis can’t compete with the Dacia due to a lack of practicality, but it’s a more responsive car to drive, is funkier and feels more modern thanks to its impressive infotainment. However, it’s not as comfortable or as usable, even if it will be incredibly cheap to buy and run. Those looking for a compact but cheap urban SUV should definitely put the Ignis on their shortlist.

Third place: SsangYong Tivoli

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EX spec isn’t the Tivoli’s trim sweet spot; it’s better value as an ELX model. But the SsangYong is still a solid, affordable SUV and none of the qualities that impressed us first time round has been eroded. While the infotainment could be better and it could ride a little more smoothly, it’s cheap, offers good core safety kit for a family car and is practical and easy to live with.

Other options for similar money...

New: Fiat Panda 4x4 TwinAir

Price: £14,700
Engine: 0.9-litre 2cyl, 84bhp

Small, characterful four-wheel-drive cars are hard to come by, but Fiat’s Panda 4x4 offers personality in spades. While you’ll have to make a compromise with practicality, the two-cylinder TwinAir engine and the off-road ability are fun.

Used: SEAT Ateca 1.0 TSI SE

Price: £15,000
Engine: 1.0-litre 3cyl, 113bhp

Buy used and you can upgrade to a more practical, higher-quality, better-equipped car like the Ateca. It’s a great family SUV and the 1.0 TSI engine is more than enough. Good dynamics and a roomy 510-litre boot set it apart.

Figures

	Dacia Duster SCe 115 4x4 Comfort	Suzuki Ignis 1.2 Dualjet Hybrid ALLGRIP SZ5	SsangYong Tivoli 1.6 e-XGi EX
On the road price/total as tested	£15,195/£15,930	£13,499/£14,149	£15,545/£15,545
Residual value (after 3yrs/36,000)	£7,175/47.2%	£4,638/34.4%	£6,775/43.6%
Depreciation	£8,020	£8,861	£8,770
Annual tax liability std/higher rate	£936/£1,872	£585/£1,170	£917/£1,834
Annual fuel cost (12k/20k miles)	£2,100/£3,501	£1,620/£2,700	£2,285/£3,809
Insurance group/quote/VED	10/£374/£140	18/£365/£140	13/£335/£140
Servicing costs	£575 (3yrs)	£623 (3yrs)	N/A

Length/wheelbase	4,341/2,676mm	3,700/2,435mm	4,195/2,600mm
Height/width	1,682/1,804mm	1,595/1,690mm	1,590/1,795mm
Engine	4cyl in-line/1,598cc	4cyl in-line/1,242cc	4cyl in-line/1,597cc
Peak power/revs	113/5,500 bhp/rpm	89/6,000 bhp/rpm	126/6,000 bhp/rpm
Peak torque/revs	156/4,000 Nm/rpm	120/4,400 Nm/rpm	160/4,600 Nm/rpm
Transmission	6-spd man/4wd	5-spd man/4wd	6-spd man/fwd
Fuel tank capacity/spare wheel	50 litres/£150	30 litres/repair kit	47 litres/repair kit
Boot capacity (seats up/down)	411/1,614 litres	204/1,086 litres	423 litres/N/A
Kerbweight/payload/towing weight	1,276/533/1,500kg	920/410/1,000kg	1,270/540/1,000kg
Turning circle	10.2 metres	9.4 metres	10.6 metres
Basic warranty (miles)/recovery	3yrs (60,000)/3yrs	3yrs (60,000)/3yrs	5yrs (unlimited)/1yr
Driver Power manufacturer/dealer pos.	26th/26th	11th/4th	N/A
NCAP: Adult/child/ped./assist/stars	71/66/56/37/3 (2017)	87/79/77/60/5 (2016)	82/62/65/43/4 (2016)

0-60/30-70mph	12.1/12.7 secs	10.1/10.4 secs	10.8/10.9 secs
30-50mph in 3rd/4th	4.9/7.7 secs	5.7/9.1 secs	6.1/8.8 secs
50-70mph in 5th/6th	12.1/18.9 secs	16.2 secs/N/A	11.8/16.1 secs
Top speed/rpm at 70mph	105mph/3,100rpm	103mph/3,000rpm	106mph/2,900rpm
Braking 70-0/60-0/30-0mph	50.4/36.7/9.6m	52.7/39.1/9.5m	58.1/42.3/11.0m
Noise outside/idle/30/70mph	72/45/65/73dB	71/47/63/75dB	59/40/61/70dB
Auto Express econ. (mpg/mpl)/range	33.4/7.3/367 miles	43.3/9.5/286 miles	30.7/6.7/317 miles
Govt urban/extra-urban/combined	35.3/44.1/40.4mpg	54.3/64.2/60.1mpg	34.5/52.3/44.1mpg
Govt urban/extra-urban/combined	7.8/9.7/8.9mpl	11.9/14.1/13.2mpl	7.6/11.5/9.7mpl
Actual/claimed CO2/tax bracket	195/158g/km/32%	151/106g/km/22%	213/149g/km/30%

Airbags/Isofix/park sensors/camera	Six/yes/yes/yes	Six/yes/no/yes	Seven/yes/yes/yes
Auto box/lane keep/blind spot/AEB	No/no/no/no	No/no/no/yes	No/yes/no/yes
Clim ctrl/cruise/leather/heated seats	Air-con/yes/no/no	Yes/yes/no/no	Air-con/yes/yes/yes
Metallic paint/LEDs/keyless entry & go	£495/no/no	£650/yes/yes	£500/no/no
Nav/digi dash/DAB/connected servcs	Yes/no/yes/yes	Yes/no/yes/no	No/no/no/no
Wireless charge/CarPlay/Android Auto	No/no/no	No/yes/yes	No/no/no

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On the road in the new Peugeot 508 SW estate

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John McIlroy 2018-08-27 11:00

We join the development team benchmarking the new Peugeot 508 SW estate against premium rivals ahead of 2019 launch

The new 508 hatchback is on sale now – but we’ve already had our first look at its stablemate, the 508 SW estate, which has been revealed ahead of sales starting in early 2019.

The 508 SW is designed to be an estate that scores on desirability as much as practicality, and its design certainly tries to deliver this, with a distinctive, muscular look. This is especially true at the rear, where a pair of strong shoulders give the 508 SW a ‘shooting brake’ form instead of a conventional load-lugger’s.

To get an idea of how this is going to translate into real-world usability, Auto Express joined Peugeot’s development team as engineers put the 508 SW up against some of its likely rivals on roads near France’s border with Switzerland and Germany.

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Image 2 of 7

Our guide for the day is Olivier Desserprit, formerly PSA’s ‘point man’ for French presidential vehicles, but these days the boss of what’s called Customer Synthesis. It’s the division that keeps designers and engineers abreast of what buyers actually want – not just in Europe, but also in regions like China and Latin America. Customer Synthesis has input at an early stage to help position where Peugeot is trying to pitch its models. It then chips in during development tests to ensure that it stays on target, or adjusts the goals if buyer expectations have moved on in the meantime.

“We’re basically the first people outside of the research and development engineers to drive the 508 SW,” Desserprit says. “Building a car is about choices: manufacturing, engineering, design and so forth. At some points during the development you may have to adjust what you’re aiming at, or adjust the product.”

Desserprit and his team started bringing in potential rivals five years ago – everything from the overall class benchmark to models that score particularly highly in a key area, such as seats, refinement or infotainment. The first comparison drives tend to happen about a year before the car’s launch, but we’re joining the team for one of its final sign-off phases.

The competitors chosen for this type of activity are often pretty telling, and the 508 SW convoy is no exception. Our two camouflaged 508 wagons are joined by a BMW 3 Series Touring and a Volkswagen Passat Estate in rental spec. The Bimmer is a 318i SE, on tiny wheels and featuring the same 1.5-litre turbo petrol engine as a MINI. The VW has a 2.0 TDI diesel motor with 148bhp, but its interior trim is short on frills beyond the usual infotainment system.

For comparison, PSA has lined up 508 SWs with both fuel types: a 178bhp PureTech petrol and a BlueHDi diesel with the same power output. Both of the SW’s suspension types are present, too – a conventional set-up and one with adaptive dampers.

We base ourselves near Belfort and the process begins. Each stint behind the wheel lasts about 25 miles, before you get to move to either the next car in the convoy or the passenger seat beside you. You’ve about an hour in each vehicle to take as many notes as possible, and a varied route means that’s enough time to sample each car on motorways, French back roads and over speed bumps and potholes in towns.

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Image 4 of 7

I’m not allowed to tell you what the 508 SW is like to drive (we get our first official taste of the finished car this autumn), but I can say that there’s impressive practicality on board, despite the dramatic exterior styling. There’s plenty of rear knee and headroom for two six-footers, plus neat touches such as USB chargers for occupants sitting there as well.

The boot is a useful size and shape, too, at 530 litres, or 1,780 litres (matching the Passat) with the rear seats folded down. The parcel shelf is positioned conveniently high, the boot floor is commendably flat and there’s next to no lip to load heavy items over.

For our final run we’re joined by Bernard Hesse, a PSA stalwart of almost 15 years and the man who has overseen the entire 508 engineering project, covering both the hatchback and the estate. He’s keen to garner opinions on how we’d position the convoy’s four cars.

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Image 6 of 7

Hesse smiles when I tell him my views on where the 508 sits compared with the BMW and Passat, and when I point out that British customers never buy petrol 3 Series wagons on 16-inch wheels anyway. But he’s pleased when I compare the 508 SW’s cabin favourably with the Passat’s; it’s obvious that the VW has been a regular presence during the comparison tests.

“Today’s activity is about driving, yes, but it’s also about practicality,” says Hesse. “We have not actually been targeting the 3 Series on dynamics, but we are looking, for example, at how the aperture into the boot compares with the access that you get on the 508 SW. We have different parameters that we’re looking at across all of the car’s possible rivals.”

It’s a fascinating insight into the thought that goes into positioning new cars and ensuring that they’re still on point when they go on sale. Will the SW hit the spot with buyers? Peugeot hopes so, because it’s expected to account for well over half of all 508 sales. Our view is that on desirability alone, it certainly has promise.

Click below for more on the new Peugeot 508...

Peugeot 508 uncovered

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On the road in the new Peugeot 508 SW estate - pictures

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