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Vauxhall Zafira Tourer review |
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The Vauxhall Zafira Tourer is a new seven-seat MPV, designed to compete with other large people-carriers, such as the Ford S-Max and Seat Alhambra. The existing Zafira will remain on sale as a cheaper option, with this classier and cleverer Tourer model catering for buyers on a bigger budget. This is our first chance to test it in the UK. What’s it like inside? The original Zafira was something of a pioneer, because it was the first compact MPV with seven seats. However, rival models have since overtaken it, by offering more space and much better flexibility. The new Tourer brings things bang up to date. The middle row of seats is made of up of three individual chairs, which slide back and forth independently. This layout – which is found in most modern MPVs – allows all three passengers to set different amounts of legroom, and means only one person needs to get out to give access to the two rear seats. Before you can access the third row, you need to pull a lever on one of the outer second-row seats, which collapses the seatback and allows you to slide the whole assembly forward. Simple enough, and it leaves a sizeable gap to clamber through. Once you’re in, though, things are far more cramped than they are in a Seat Alhambra. In fact, anyone over about five-feet tall will find their knees pushed up under their chins – unless passengers in the middle row are prepared to sacrifice some legroom. Fold down the seats in the second and third rows and you get a van-like loadbay, although there’s a large gap in the floor that you have to cover by unfolding a loose piece of carpet. Up front there’s a smart – if slightly complex – dashboard, and comfortable and supportive seats for mum and dad. However, there isn’t as much front storage space as there is in an Alhambra. There are five trims to choose from, but we wouldn’t advise venturing above Exclusiv, which gets you air-con, front and rear parking sensors, cruise control, a DAB radio and a USB port. This keeps the Zafira Tourer cheaper than larger MPVs, such as the Alhambra and VW Sharan. What’s it like to drive? We’ve tried three of the five available engines. The 128bhp 2.0-litre Ecoflex diesel is predicted to be the biggest seller, and with CO2 emissions of 119g/km and average fuel economy of 62.8mpg it’s easy to see why. There’s enough pull from low revs to haul around a big family and their baggage without working the engine hard, which is just as well because it gets very noisy at higher revs. The 163bhp 2.0 diesel provides a bit more shove through the mid-range, but CO2 emissions rocket up to 137g/km. It’s no more refined than the 128bhp version, either, so isn’t really worth the extra. We’d also advise steering clear of the 138bhp turbocharged 1.4 petrol. You need to rev the engine hard to make decent progress, and when you do that it gets boomy; not an ideal combination for a relaxing family outing. A 138bhp 1.8 petrol and a 108bhp 2.0 diesel complete the engine line-up, although these are available only on cheaper trims. Stick to a version with 17-inch wheels and the Zafira Tourer deals with bigger bumps well, while the body stays fairly flat through corners. It’s a shame the ride isn’t more comfortable around town; minor road imperfections cause the Vauxhall to jostle around. The light steering is great for parking and town driving, but it becomes disconcerting at higher speeds because you’re never quite sure what the front wheels are doing. Should I buy one? Choose the right engine (i.e. the 2.0 CDTi 130 Ecoflex) and the Zafira Tourer makes sense for families who need only occasional seating for seven. It’s reasonably clever and spacious, and it will work out significantly cheaper than our favourite MPV – the Seat Alhambra – once you’ve factored in discounts. The sub-120g/km CO2 emissions also make the Vauxhall a relatively cheap company car prospect. That said, the Ford S-Max is similarly priced, offers almost as much seating flexibility and is much better to drive. It’s where our money would go. Rivals Ford S-Max Seat Alhambra What Car? says…  Will Nightingale |
| 01/27/2012 06:16 PM |
Mazda 3 2.2d Sport Nav review |
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The Mazda 3 has been face-lifted, and changes include cleaner, less-thirsty engines, and various styling and trim tweaks inside and out. Here, we test the revised top-end diesel version of Mazda’s small family car. What's it like to drive? The Mazda 3’s 2.2-litre diesel engine pumps out a hefty 182bhp and 295lb ft of torque, so performance is pretty lively, no matter what gear you’re in. The 0-62mph dash is covered in just 9.2 seconds and top speed is 127mph, but better still is the way the engine pulls strongly from low revs in a high gear. This means there’s rarely any need to change down if you need a burst of pace on the motorway, while hills are given short shrift. You’ll want to stick to the smooth(ish) surfaces of our motorways as much as possible, though, because the ride is pretty firm. There’s no sports suspension, but the 17-inch wheels of the Sport Nav trim allow bumps, potholes and surface joins to really whack their way into your conscience. In town, you get bounced around in your seat, and speed bumps are definitely best avoided or crawled over. The payback is decent body control and sharp handling, and the steering is at least consistently weighted and accurate. Nonetheless, a Golf is far more comfortable, while a Ford Focus is significantly more entertaining and is more supple, too. The 2.2-litre engine is reasonably quite and smooth at all revs, although the amount of road and wind noise increases too much once you get beyond town speeds. What’s it like inside? There’s loads of equipment as standard, but the downside of this is that the interior contains more buttons than the average Marks & Spencer outlet. This can make it tricky to find the function you want at a glance. Nonetheless, that standard equipment list includes climate control, cruise control, Bluetooth and satellite-navigation. There’s also a keyless entry and go system, and rear parking sensors as standard. Space is perfectly reasonable; the 3 matches the Ford Focus for passenger space and beats it for luggage capacity, although both cars trail the class-leading Golf on both counts. Getting into and out of the rear seats is more awkward than it might be, too, because the door opening is compromised by the rear wheelarch. The Mazda is also close to the Focus for cabin quality, if not style, and again both cars are significantly behind the VW. Should I buy one? The Mazda 3 stacks up well as a private purchase. It is undeniably cheap to buy, undercutting its major rivals by at least £2000, although this gap narrows by around £1000 once our Target Price is taken into account. It should also be as reliable as gravity. However, it doesn’t work quite so well as a company choice. This version of the 3 is too thirsty and isn’t clean enough, despite the latest improvements. The 2.2d can average only 52.3mpg and emits 144g/km. This puts it in the 21% band for company car tax, which will increase to the 22% band once the company car tax bands change in April. Its numbers are no doubt hindered by the fact that an engine stop-start system is still absent. Rivals: Ford Focus Volkswagen Golf What Car? says… Euan Doig |
| 01/27/2012 06:01 PM |
BMW 5 Series GT M Sport review |
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The BMW 5 Series Gran Turismo (5 GT) is an unusual mix of SUV and premium hatchback that has so far failed to sell in big numbers. That could be about to change, though. For a premium of £3300, you can now have the car in BMW's M Sport trim, which is a popular option on its other models. For the 5 GT, it brings a muscular bodykit, lowered M Sport suspension, bespoke 19-inch alloy wheels and various interior trim changes. Order any 5 GT before the end of March and you also get a free specification upgrade that includes Adaptive Drive adjustable dampers (usually £2265 extra). What’s it like to drive? Sadly, we can’t tell you what the car is like on M Sport suspension, because Adaptive Drive deletes the lowered M Sport set-up and makes the car drive much like a regular SE-spec 5 GT that's equipped with Adaptive Drive. Still, this means body roll is tightly controlled, particularly when the car is in 'Sport' mode, and while there's a firm edge to the ride, it's never harsh. Just don't expect the car to feel that involving; its steering is too slow and you can sometimes lose track of where the front wheels are pointing. Our test car was a 530d. This is undoubtedly the pick of the range, because it's powered by a 3.0-litre diesel engine that averages over 40mpg and is the epitome of strength and smoothness. It also works beautifully with the standard eight-speed automatic gearbox. However, the 5 GT lets in a bit too much wind and road noise at motorway speeds. What’s it like inside? Heavily bolstered front seats and black rooflining give this M Sport model's cabin a sporty ambience. To this, the free specification upgrade adds desirable items such as nappa leather upholstery and a head-up display, but otherwise the interior is standard 5 GT. You have the raised driving position of an SUV and a wide range of adjustment to help you get comfortable, while plush materials and BMW's intuitive iDrive control system add to the appeal. It's just a pity rear visibility is so restricted due to the 5 GT's steeply sloping rear screen with blacked-out side sections. Rear legroom is on a par with the 7 Series limo, and only those north of six-foot will complain about headroom. However, the boot is disappointingly small – a 5 Series Touring is a much better load-carrier. Should I buy one? The free specification upgrade that BMW is currently offering on all 5 GTs makes M Sport and SE models virtually identical to drive - all your extra £3300 buys is sportier looks. For this reason, we’d be tempted to stick with SE spec. However, cars with Adaptive Drive ride and handle significantly better than regular SE models, so this is still a good time to buy a 5 GT. The generous standard equipment and classy, spacious cabin add further to the GT’s appeal. The trouble is, BMW's 5 Series Touring also scores well in these areas, and it’s more practical, more efficient and significantly cheaper. It's where our money would go. Rivals: Audi A7 Sportback BMW 5 Series Touring What Car? says… Steve Huntingford |
| 01/27/2012 04:30 PM |
Fiat 500 MPV due in 2012 |
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A new MPV based on the Fiat 500 is likely to go on sale in 2012. Speculation suggests the car will be called the 500L. The new model will be a five-door rival to the Citroen C3 Picasso and Nissan Note. It could come iin either five- or seven-seat layouts in Europe, with the latter being just 10mm longer than the standard model. The 500L could make its debut at the Geneva motor show in March, although Fiat UK has so far refused to confirm any details. Rosie McMahon |
| 01/27/2012 04:06 PM |
Misused fog lights causing crashes |
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A new report suggests misused fog lights caused as many as 300,000 crashes in 2011, with many drivers leaving the bright beams on in non-foggy conditions for vanity reasons. Research found that 14% of drivers left their fog lights on ‘because it looks good,’ while a further 21% did so because their standard lights were not bright enough. Younger drivers were more likely to leave their fog lights on for cosmetic reasons when conditions were clear, with 22% of 18 to 34-year-olds confessing to the offence. Just 3% of those aged 35-54 said they did so for the same reason. The biggest reason given for fog lights being left on was simply forgetting to turn them off, cited by 40% of those asked. A further 27% said they did it by mistake. The final 11% were either not sure, or claimed it was for ‘another reason’. Insurance company Swiftcover,com found that 8% of all drivers confessed to the misdemeanour, having surveyed 1600 adult motorists. It is an offence to use fog lights unless visibility is reduced to 100m or less, and leaving them on inappropriately can bring a £30 fixed penalty notice. Robin Reames, chief claims officer at Swiftcover.com, said: ‘Fog lights are designed for a very specific purpose – helping drivers to see and be seen when visibility is severely reduced’. ‘Misusing these lights has the effect of dazzling and distracting other motorists and causes a staggering number of crashes.’ Tom Webster |
| 01/27/2012 04:00 PM |
Renault Megane 2012 prices confirmed |
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The 2012 Renault Megane will cost from £16,275, and is available to order now. The face-lifted Megane has cosmetic tweaks and new engines. The £16,275 entry-level price gets you a five-door hatchback with a 110bhp 1.6-litre petrol engine in Expression+ trim; it's a rise of £585 compared with the pre-face-lift basic model. Standard equipment for Expression+ trim includes 16-inch alloy wheels, USB and Bluetooth connectivity, a leather steering wheel and cruise control. The other two trim levels in the range include Dynamique TomTom and GT Line TomTom. Renault will now offer a maximum of three trim levels for every model in a bid to simplify its range. The face-lift applies to the three- and five-door hatchbacks, and the estate, but not the convertible. The range goes up to £23,325 for the Sport Tourer dCi 160 GT Line TomTom. The Renault range will be joined by the new Twizy electric car from February, which will come in Urban, Colour and Technic guises, and will cost from £6690 plus £45 a month to hire the battery. Options include half scissor doors for £545 and a clear roof for £195. It has a range of 62 miles and the range-topping Technic will cost £7400. The Fluence is available in Expression+ and Dynamique trim, and will cost from £17,495 when the Government’s low-carbon grant is taken into account. Customers will also have to pay between £70 and £135 a month to rent the battery, depending on use. The Fluence goes on sale in early March. The third Renault electric vehicle to arrive in 2012 is the Zoe. It goes on sale in October and will cost the same as the equivalent Clio dCi after the Government grant – at around £13,500. |
| 01/27/2012 03:37 PM |
Chevrolet Aveo review |
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We’ve reviewed Chevrolet’s new Aveo supermini before, but this is our first chance to drive all the variants back-to-back on UK roads. With an ad campaign plugging ‘78 smiles per gallon’ (a nod to the Eco diesel version’s average 78.4mpg) on the way, Chevrolet is firmly pitching the Aveo as a cash-saving eco-warrior. It has a tough fight on its hands, taking on established superminis such as the Ford Fiesta and Vauxhall Corsa, but on price alone the Aveo looks a worthy contender. The entry-level 1.2-litre petrol model starts at £9995, making it a particularly attractive proposition for buyers on a budget. What’s it like to drive? The 1.2- and 1.4-litre petrol engines are short of low-down torque, so they feel laboured when you pull away and need to be worked hard on the open road. The 1.3-litre diesel also feels rather sluggish below 1750rpm, but once past this, reasonable progress is possible. In all Aveos, the steering is light enough to twirl with one finger around town. Unfortunately it’s rather slow and artificially weighted at speed, and you get little information on the amount of grip available. A relatively long wheelbase helps with stability, and the lumps and bumps of the Cotswolds roads we drove the car on didn’t faze it. Refinement is disappointing, however; all the engines are raucous and you hear a fair amount of road noise on most surfaces. What’s it like inside? Smart. Chevrolet has given the Aveo’s cabin a modern feel, combining metallic-effect plastics and chrome-effect detailing with a sweeping dash design. With five doors and good cabin space, this is a practical supermini, although five adults will probably start to feel cramped after a while. Visibility is good, and although the driver’s seat is a bit of a ‘sit up and beg’ affair, it’s easy enough to get comfortable in it. The boot is a reasonable size, too. Entry-level LS spec cars provide a reasonable amount of kit, including stability control, electric front windows, cruise control and a CD player. Mid-range LT trim adds 15-inch alloys, steering wheel-mounted audio controls and Bluetooth, all for a palatable £10,995 for the 1.2-litre petrol version. Top-of-the-range LTZ trim, which is available only with 1.4-litre petrol engines and diesels, is brimming with goodies, such as automatic headlights, four electric windows and parking sensors. Should I buy one? Where the Aveo really stands out is in its pricing; starting at less than £10,000, it offers a viable low-cost alternative to rivals. It can’t match a Fiesta for joy or refinement. However, for a comparable entry-level 1.25-litre petrol Fiesta, you’ll need to shell out £700 more than the basic 1.2-litre LS Aveo. Things get more pricey as you head up the range, with the LTZ diesel variant coming in at a hefty £13,615. As long as you can live with its sluggish performance, then, the 1.2-litre petrol Aveo makes most sense. Rivals: Ford Fiesta Volkswagen Polo What Car? says… Emma Butcher |
| 01/27/2012 03:16 PM |
Our cars tested: weekly updates |
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We put the What Car? fleet through the ultimate test - every day life. We’re a varied bunch of people, and drive each other's cars regularly, so we find out what the cars on test are like from a wide range of perspectives. Each week we update our reports, giving you the insider track on what these cars are like to own. Simply click on the links below to get the latest on our cars. Alfa Romeo Giulietta Run by Tom Webster, Staff Writer Alfa Romeo Giulietta on test Audi A1 Run by Rosie McMahon, data editor Audi A1 on test BMW 5 Series Touring Run by John McIlroy, magazine editor BMW 5 Series Touring on test Ford Focus Run by Adele Donaghie, managing editor Ford Focus Honda CR-Z Run By Steve Huntingford, new cars editor Honda CR-Z on test Hyundai i40 Tourer Run by Stephen Hopkins, art editor Hyundai i40 on test Jaguar XF Run by Euan Doig, group production editor Jaguar XF on test Lexus CT200h Run by Iain Reid, web producer Lexus CT200h on test Kia Picanto Run by Will Nightingale, road tester Kia Picanto on test Mercedes-Benz CLS Run by Chas Hallett, editor-in-chief Mercedes CLS on test Mini Countryman Run by Alex Newby, deputy editor Mini Countryman on test Mini Coupe Run by Ivan Aistrop, content editor Mini Coupe on test Nissan Leaf Nissan's electric Leaf is tested by What Car? staffers Nissan Leaf on test Peugeot 508 SW What Car? publishing director, Andrew Golby, takes on the Peugeot 508 SW. Peugeot 508 SW on test Seat Alhambra Run by John Bradshaw, chief photographer Seat Alhambra on test Vauxhall Astra GTC Run by Emma Butcher, consumer editor Vauxhall Astra on test Vauxhall Astra Sports Tourer Run by Neil Williams, photographer Vauxhall Astra Sport Tourer on test Volkswagen Passat Estate Run by Barnaby Jones, deputy production editor Volkswagen Passat Estate on test Used Nissan Qashqai Run by Rory White, used car editor Nissan Qashqai on test Our cars: previous reports BMW Alpina D3 Audi A2 on test Citroen DS3 Ford S-Max Hyundai ix35 Infiniti M30d Jaguar XJ Mazda CX-7 Nissan Juke on test Peugeot 3008 Range Rover on test Renault Megane Renaultsport Skoda Yeti Volkswagen Golf Volvo S60 |
| 01/27/2012 11:04 AM |
UK Traffic police numbers fall by 11.6% |
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The number of traffic police enforcing the law on UK roads has been slashed by nearly 12% over the past five years, according to road safety charity Brake. Data from Freedom of Information requests to 52 UK police forces revealed that cuts in numbers of traffic officers are six times greater than the reduction in overall police numbers during the same period – this was down by 1.8%. Wales has been hit hardest, where the number of road-policing officers has been slashed by 37% since 2007. England was next, with a reduction of nearly 10%. Northern Ireland has cut heads by 7.3% and Scotland has lost 3.6%. Brake is calling for Government action to halt the decline, which it warns could lead to more drivers believing they can get away with drink-driving and other illegal activities. A survey last year by Brake and insurance firm Direct Line revealed 53% of drivers think there is less than a one-in-four chance of being caught if they drink and drive; 31% think there is a less than a one-in-10 chance. Pete Barden |
| 01/27/2012 10:46 AM |
VW Up Blue-e-motion review |
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The VW Up Blue-e-motion – or e-Up, as VW abbreviates it – is a fully electric version of the award-winning Up city car. Planned for UK launch in 2014, the Up Blue-e-motion is intended to compete with the imminent Renault Zoe and other electric superminis that will no doubt be on the way by then. The e-Up has an 81bhp electric motor that can deliver 155lb ft of torque as soon as you floor the accelerator from rest, and a lithium-ion battery pack slim enough to be housed under the floor. The car – with battery pack – weighs around 1160kg, which is about 200kg more than a standard, petrol-fuelled Up. What's it like to drive? Lively. Like many electric cars, the e-Up has a lively step-off from rest, and continues accelerating with verve at urban speeds, although the gusto fades a bit on the open road. Top speed is limited to 81mph, while 0-62mph is reached in less than 14 seconds. There's just one forward gear, which is selected on this prototype car by an automatic transmission-type lever. Pull the lever back against a spring from the normal Drive position and you'll enter the regenerative braking mode, which means the e-Up slows vigorously as soon as you lift the accelerator. This helps recharge the battery, but you might prefer the regular mode, which just lets the e-Up freewheel when you lift off. The e-Up is quiet, even in this prototype form. An occasional distant whine is the only noise the engine and gearbox ever make. What's it like inside? Just like a normal Up – apart from a power consumption/recharge meter and remaining-charge gauge in place of the rev counter and fuel gauge. Interior- and boot space are exactly the same as in conventional Ups, thanks to the battery's underfloor positioning. There's a little less ground clearance, but still enough. Should I buy one? The big question concerns the range on a full 5.5-hour charge. Volkswagen reckons just over 90 miles when it's warm outside, which is comparable with current electric cars, and enough to make the e-Up a practical short-distance commuter car. Prices are yet to be determined; the eventual figure will be a 'political' one to ensure the e-Up is competitive rather than immediately profitable. It will be the most expensive Up, but not by much. We think £14,000 would be a good estimate. For now, we know it works – and works very well. Rivals Nissan Leaf Renault Zoe What Car? says...  John Simister See also VW Up 5dr review VW GT Up review |
| 01/26/2012 09:17 PM |
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