2012 Skoda Citigo ROAD TEST

When a car company launches it’s “most important model in years” it’s always worth paying extra attention. The city car market is currently booming fuelled by rising petrol prices putting added pressure on drivers to downsize. Skoda have for many years been the forgotten Volkswagen group child when it comes to handing out city cars. Both VW and Seat have both been strong competitors in the market with their Lupo and Arosa not too long ago. 

For Skoda; maker of affordable, dependable cars the introduction of the Citigo is great news. Finally they have a city car competitor. As most will know the Citigo is closely relating to VWs Up! and Seat’s recently launch Mii however the Citigo undercuts both on price. But what is it really like?

In terms of styling the Citigo is more closely related to the Mii than the Up! But this is no bad thing. Its shape is simple and uncluttered with a small front overhang and large glass area. The has cleanly styled headlights and Skoda’s new corporate grill – you will notice that the new logo in now mounted on the bonnet rather than the grill. Around the rear the Citigo misses out on the Up’s distinctive all-glass rear tailgate instead opting for a conventional item with boss-eyed looking taillights. It may lack flair but its neatly proportioned and looks modern.

Inside there’s a deceptively spacious interior with enough room for two adults in the front and rear to stretch out. The boot is also cavernous compared to rivals at 251 litres. The interior design is simple, clearly laid out and constructed of durable materials with plenty of characterful bare metal on show. It’s easy to get comfortable in the nicely shaped front seats and all-round visibility is very good.

Two engines are on offer, both of which are 1.0 litre 3-cylinder units with either 60 or 75bhp. We had a go in the lower powered model in mid-spec SE trim with the addition of the sport pack -adding alloy wheels, lowered suspension and sunset glass - not forgetting some snazzy decals too.

Economy as you would expect is a real strongpoint returning 62.8 mpg combined.  Emissions of 105g/km result in a wallet-friendly tax band B. Performance is leisurely taking 14.4 seconds to 60mph but the broad power band makes darting around town a doddle. The engine note is also particularly fruity which adds to the fun.

Around the challenging hill route at Millbrook the little Citigo performed well. Comfort levels were very good with a forgiving ride that takes a lot to unsettle it. Refinement is a little lacking - more road noise filters into the cabin that we would have liked but the engine note is a good distraction. Show the Citigo a series of bends and it tackled them with real vigour. Turn in is tight and although the steering is slightly lacking in feel its nicely weighted. Bodyroll is well contained and the tiny tyres grip well resulting in a spirited drive.

Verdict

With starting price of £7,630 the Citigo is a bit of a bargain. Buyers will be getting a thoroughly modern, well designed city car that drives as well – if not better - than the competition. Running costs are very low and residuals are likely to be strong. It may not be the most exciting car for the money or the most refined but the Citigo has what it takes to lead the class. The introduction of a 5 door model will only strengthen this position.

Words by Rob McSorley

Photos by Mathew Brooks / Skoda UK

Technical Data

Price as tested: £9,865

Engine: 1.0 12v 60bhp - 0-62mph: 14.4 secs - Maximum Speed: 99mph -

Economy: 50.4mpg (urban) –72.4mpg (extra-urban), 62.8mpg (combined) - Emissions: 105g/km (Band B) - VED (12 months): £20

Dimensions: Length: 3563mm - Width: 1641mm - Height: 1478mm - Wheelbase: 2420mm

*data from Skoda UK

2012 Peugeot 3008 HYbrid4 FULL ROAD TEST

Alternative fuel cars have been around for many years now as an answer to the realisation that fossil fuels won’t last forever. We have seen hydrogen, natural gas and even steam being used to propel the cars of tomorrow but sadly none have captured buyer’s imagination quite like electric.

Although today there are a handful of plugin cars around the current limitations of battery technology result in a somewhat limited range that restricts their usage as a household's sole transport. As a result hybrids - cars with two power sources - are becoming increasingly popular as a way of reducing exhaust emissions, increasing fuel efficiency and giving buyers a sense of pride that they are doing their bit for planet earth.

Petrol-electric hybrids have led the way by crusaders such as Toyota's now hugely successful Prius, driven by many high profile celebrities around the world. Closely behind are Honda and soon Ford, BMW and many others. Strangely the prospect of a diesel-electric hybrid has always been swiftly dismissed on the grounds that the marriage of a course diesel engine and a whisper quiet electric motor would be commercial suicide.

There is one manufacturer that for years has thought otherwise, that same manufacturer also happens to have been the leader in diesel technology for a very long time. That manufacturer is PSA Peugeot-Citroen. Peugeot is the first company in the world to  mass  produce a full  diesel-electric hybrid car and has chosen to launch its cutting  edge  technology  in  the award winning 3008 crossover. The questions on everyone’s lips - is the Hybrid4 technology any good? Is it worth the added expense? Is it better than petrol-electric rivals? We get behind the wheel to find out.

What is it?

Library image

The 3008 HYbrid4 is Peugeot's first ever diesel hybrid car that is set to pave the way for a whole host of future models based on the same idealology. What makes it so unique is not only the use of a diesel engine as its main power source but the inclusion of decent performance into the mix unseen before in rival cars along with four wheel drive. The Hybrid4's trump card has to be its claimed combined fuel economy in the mid-70s (mpg) and emissions as low as 99g/km. Under the skin this 3008 has more in common with the 508 as it borrows its multilink rear suspension making it possible to mount the 37bhp electric motor which the existing torsion beam wouldn’t allow. There are three different models in the range to choose from, the base 99g, which is by no means poorly equipped costs £26,995. Next up is the SR which adds Peugeot’s head up display and Connect Media navigation system with 7" screen that can be had for £28,295. At the top of the range sits the 104g which as the name suggests due to stylish 17" alloy wheels just falls shy of tax band A but comes with a swish lighting pack amongst other toys and retails at £28,495. Here we are testing the base 99g with the addition of metallic paint, a 30GB media navigation system and head up display.

Rivals: Toyota Prius, Honda Insight, Nissan Leaf

  Key Features

• 16” Alloy wheels
• Dual zone climate control
• Cruise control
• 7” Touchscreen satellite navigation
• 30GB music hard drive
• ABS, EBD, ESP
• Powerfold mirrors
• Automatic parking brake
• Automatic lights and wipers
• Front and rear parking sensors

Visually there is little to differentiate the Hybrid4 over the conventional 3008 so you get the same bulbous high-waisted design with imposing front grill and distinctive triangular rear lights. What’s new is subtle HYbrid4 badging on the boot lid and front doors along with unique led-daytime running lights at the front and extra brightwork on the front grill and window-line. Not to  be  forgotten is Peugeot's recently modernised  emblem  that sits proudly on the 3008's nose and rump. It all comes together nicely to look quietly sophisticated but there will always be some that will find the styling a touch brash, we however really like it.

Inside is standard 3008 fare so you be will pleased to find the same well designed driver orientated front fascia clothed in high quality squidgy plastics even on the lower sections. The high centre console and angled centre stack mimic an aircraft cockpit making the driver feel cocooned. Helping lift the mood are chrome effect plastics around the vents, gear selector and on the neat toggle switches.

What sets the Hybrid4 apart from other models in the range is a mode controller integrated into the centre console where you would usually find a cup-holder. Drivers will also notice a rather futuristic looking gear shifter, steering column mounted paddles and a % power gauge in place of the rev counter.

Everything is exactly where you would expect to find it however there are a few niggling ergonomic flaws. The centre armrest opens away from the driver, the graphics on the gearshift surround are on the passenger side of the console out of the drivers sight as is the HYbrid mode controller making it all too easy for the front seat passenger to nudge.

At the heart of the HYbrid4 is Peugeot’s superb 1997cc 16v 163bhp common rail diesel engine mated to a robotized 6 speed manual transmission. At the rear- mounted on the multi-link rear axle from the 508- is a 37 bhp electric motor with up to 200Nm of torque powering the rear wheels. What makes this setup unique is that both power sources aren’t mechanically linked in any way. Also there is no need to plug the HYbrid4 in to charge its Nickel Metal Hydride batteries. An energy recovery system turns the electric motor into a generator during deceleration. Clever stuff.

As with most hybrids there are a series of driving modes to choose from via the control selector mounted on the centre console. Most drivers will leave the car in Auto which cleverly juggles between power sources for optimised fuel economy. ZEV (Zero Emission Vehicle) mode is perfect for around town running on electric power alone for around two miles with the batteries fully charged. There is also a Sport mode where diesel  and electric come together producing 200bhp coupled with quicker gear changes for what Peugeot calls "Dynamic Performance". Finally there is a 4WD mode for some mild off-roading.

On paper the technology on offer is deeply impressive but how good is it in everyday use? The answer is not surprising; it drives very much like the conventional 3008 diesel. Admittedly when turning the ignition key the car generates no noise at all as the diesel engine sits in standby mode. Move the gear selector from N to A and gently push the accelerator and the car silently moves forward with nothing more than a whir. It’s an eerie sensation but one that’s novelty never wears off, just watch out for pedestrians who may not be aware of your approach.

Once reaching over 30 mph the diesel engine seamlessly chips in and provides the needed thrust for higher speeds. Stepping off the accelerator causes the % power needle fall to “charge” helpfully charging the batteries ready for the next urban stint. At first the increased rate of deceleration takes some getting used to but drivers can feel smug that this usually wasted kinetic energy is being put to good use. The HYbrid4 also slips back into zero emissions mode when slowing down.

The driving experience is largely pleasant as the diesel engine and electric motor swap roles without the driver noticing. Acceleration is brisk reaching 60mph in just 8.5 seconds which is unheard-of in any previous hybrid. Unfortunately the gearbox blunts an otherwise decent driving experience. As we have observed in other applications in the Peugeot range gear changes are slow and ponderous. They are however better than in non-hybrid models as the electric motor smooths out the changes with a burst of thrust. Providing you don’t rush the gearbox it is satisfying enough but if you are in a hurry be prepared for the diesel power plant to rev wildly and the gearbox to get confused as to which gear to select making for a very unnerving experience. To overcome the gearboxes shortfalls there is always the option of using the wheel-mounted paddles which make smooth progress easier, there is also the Sport setting which has a similar effect.

Comfort levels are superb with supportive seats, decent passenger space and a supple, forgiving ride that smooths out any surface in its path. Refinement is commendable when the gearbox isnt strangling the engine. Wind and road noise are also noticeably absent making the 3008 an ideal motorway companion. Luggage space isn’t far off the standard 3008 despite the additional batteries behind the rear seats at 420 litres. There is also an additional 66 litres nestled under the boot floor.

Lead the car into a corner and it rewards with good initial body control resisting roll helped by the hefty batteries sat on the rear axle. Push it harder and the cars weight shifts quickly causing excessive lean and it begins to loose composure as the front tyres scrabble for traction. Feedback through the controls is lacking especially the over assisted steering that feels vague at best which doesn’t inspire confidence when threading the car through a series of bends. Despite this the 3008 is relaxed and undemanding to drive which is very appealing.

Whilst with us we were unable to get anywhere near the claimed 74mpg combined figure, we managed 64mpg which is respectable during longer journeys. On shorter stints we averaged a pretty poor 39mpg which probably wasn’t helped by our test cars mere 3000 miles on the clock. Interestingly this figure is similar to the non-Hybrid 3008 HDi. What will appeal to private and company car drivers alike is the tiny 99g/km co2 figure that neatly places the 308 Hybrid4 into tax band A qualifying for free road duty. Company car drivers are also rewarded with a very low 10% BIK taxation cost.

Words and Photos by Rob McSorley

Technical Data

Price as tested: £28,900

Engine: 2.0 16v 163bhp (& 37bhp electric motor) - 0-62mph: 8.5 secs - Maximum Speed: 118mph -

Economy: 72.4mpg (urban) –76.3mpg (extra-urban), 74.3mpg (combined) - Emissions: 99g/km (Band A) - VED (12 months): £0

Dimensions: Length: 4365mm - Width: 1837mm - Height: 1639mm - Wheelbase: 2613mm

*data from Peugeot UK

The Verdict 3/5

What the 3008 Hybrid4 represents is more than an additional model to the 3008’s already vast line-up, it represents a whole new chapter for Peugeot. The technology on offer is slowly going to appear more –and-more in future Peugeot models due to its modular design removing the need for any hard engineering to its parent car. To assess the car correctly you have to consider the 3008 and the Hybrid powertrain separately. The 3008 as a product is really rather good, its spacious, comfortable, well-built and looks good. It may not drive as well as some rivals due to its lack of involvement through the controls but it’s easy and relaxing to drive. The Hybrid powertrain is also pretty convincing, the switch between electric and diesel power is seamless, and the performance on offer is a breath of fresh air. What lets the entire package down is the robotized manual gearbox that seems oblivious to what the driver or engine are doing and is in a constant state of confusion. Unfortunately it takes the shine off an otherwise accomplished package. Economy whilst with us was another let-down which we are yet to discover the reason why. Then there is the elephant in the room – that price. We are not entirely convinced that the Hydrid4’s £6000 premium over the standard diesel is justifiable – it will undoubtedly take many years to recoup your extra expense. The best way to look at the Hybrid4 is a window into a long line of future models, we are certain that the powertrain would work particularly well with Peugeot’s smaller 1.6 HDi engine mated to their automatic gearbox, whether this will ever materialize we will have to wait and see.

You will like;

Smart, well-built cabin

Low emissions

Comfort

Performance

You won’t like

Confused gearbox

High price

Questionable economy

Poor on-the-limit handling

Special Thanks to; Peugeot Motor Company PLC, Pinley House, 2 Sunbeam Way, Coventry CV3 1ND

2012 Kia Pro_Cee'd FULL ROAD TEST

In years gone by if practicality didn’t sit high on your agenda opting for a 3 door variant over a 5 door made perfect sense and would save you over £500 of the list price.

In recent years from extensive research it has been realised that 3 door hatches appeal more to young drivers who prefer the simpler, sportier appearance. Since then manufacturers have tried more than ever to tailor these cars to catch the eye of this clientele.

It all kicked off with Fiat’s C-segment entry which arrived in two distinctly different flavours, a practical 5 door Brava and a much sleeker looking 3 door Bravo. For the first time the difference between these two variants was more than losing the pair of rear doors, they actually only shared body panels up to the a-pillar – everything else was vastly different

It was obviously a strategy that paid off as today most C-segment cars have a sleek 3 door sibling and some are even marketed as Coupes and demand a price premium. Kia is not only new to this increasingly popular mini-segment but has also never produced a C-segment model ever before so the Pro_Cee’d has a rather tough task on its hands. We hop behind the wheel to find out what it has to offer.

What is it?

2006 Pro_Cee'd concept (library image)

The Pro_Cee’d was originally revealed in concept form at the 2006 Paris Motorshow and was extremely well received so went into production the following year almost unchanged. Designed to sit alongside the 5 door and SW Cee’d models the Pro_Cee’d is the sportiest of the three. Having been on sale for over five years it received a facelift in late 2010 with similar updates already seen on its siblings including revised front headlights, bumpers and changes to the interior trim including a new steering wheel. The range starts with the base “1” at £13,300 rising to the top of the range ‘4’ we are testing here which costs £18,995. There are a range of engines on offer including 1.4 and 1.6 litre petrol units and a 1.6 CRDi diesel unit that is available in 89, 114 or 126 bhp outputs. Here we are testing the plush Pro_Cee’d 4 1.6 CRDi 126bhp mated to Kia’s 6-speed manual gearbox.

Rivals: Seat Leon, Vauxhall Astra GTC, Renault Megane Coupe

  Key Features

• 17” Alloy wheels
• Heated leather seats
• Dual zone air conditioning
• Cruise control
• 7” Touchscreen satellite navigation
• Reversing camera
• ABS, EBD, ESC, BAS & HAC
• Powerfold mirrors

Viewing the Pro_Cee’d from the front you could easily mistake it for its 5-door brother as it shares the same headlights, chrome effect grill and chiselled bonnet – the only difference is the more rakish lower bumper treatment. This is where the similarities end as the a-pillar is much shallower creating a sleeker look which works well with the broad, rising waistline to create a squat, wedgy coupe-like profile.

It gets better at the rear with ultra-modern hip level light units that combine with the sleek rear windscreen and sporty oval tailpipe. It’s all topped of with the attractive 17” alloy wheels of our test car and a slightly lower ride height. It’s a well-proportioned, athletic design that’s unique when compared to its competitors.

Rear styling manages to look sporty and modern

From the front the Pro_Cee'd shares lots with its 5-door sibling but still looks fresh enough

Open the long front doors and inside you will find an inoffensive, neatly designed cabin that’s built to a high standard. Quality materials feature on all of the surfaces that the driver comes into contact with. Admittedly it’s not the most eye-catching design and is starting to look a little dated but it works well and feels suitable sophisticated.

The controls fall nicely to hand and operate with ease especially the superb multimedia stereo fitted to our car which incorporates an intuitive touchscreen interface. It also displays images from the rear mounted camera when reversing.

The standard fit leather seats not only look great but also offer plenty of adjustment and support in all the right places. During cornering they are successful in keeping you in place and on longer journeys they are perfectly comfortable.

Well built, logically laid out cabin is easy to live with if lacking in excitement

Reversing camera is an excellent feature that's appearing in Kias more and more.

Access to rear could be better and once inside its dark and short of space

As you would expect of a car of this type there have been compromises in interior space. Up front there is plenty of room to stretch out but the rear is a difference story. To start with getting in and out easily is the art of an acrobat, the seats do slide forward but not by enough and the low roofline only complicates the issue. Annoyingly – as we have noticed on a handful of recent cars – the seats fail to return to their original position so need to be re-adjusted each time. Once in the back it’s not a particularly nice place to spend much time, legroom is good but headroom is tight and those small windows make for a dark, claustrophobic cabin.

Luggage space isn’t far behind the 5-door Cee’d at 340 litres and although there is a sizeable lip when loading items the boot is a good shape. The rear seats fold for carrying larger items extending to 1,210 litres

On the road the Pro_Cee’d is a mixed bag. The engine is a corker with 126bhp and 188lb/ft of torque from just 1900rpm making swift progress easily feeling much quicker than the quoted 10.6 second to 60mph. Power delivery is smooth and the generous mid-range punch makes for an entertaining drive. The only let-down is the course engine note at higher revs that you don’t get in rival cars.

The moment you set off the taut ride is obvious – there is very little body movement which makes it feel very sporty. Unfortunately ride quality as a result is very poor, even the smallest imperfections make themselves known and motorway expansion joints are unbearable. The general feeling is that there is a complete lack of damping and we are certain that the 17” alloy wheels fitted to our car only make things worse.

Show the Pro_Cee’d a corner and the firm suspension starts to pay off, body-roll is well contained unless really pushed and grip is plentiful. The steering is nicely weighted but completely lacking in feel. The same can be said for the 6-speed gearbox which has a nice smooth action but feels woolly.

With an asking price of £18,995 for our top spec “4” you could hardly call it a bargain. However equipment levels are relatively generous – heated seats, a reversing camera and touchscreen sat-nav all come as standard on top of the usual digital air conditioning, cruise control and 17” alloy wheels. Safety kit is also plentiful and if the worst happens the Pro_Cee’d is backed up by a 5 start Euro NCAP crash rating. More affordable models lower down in the range also come well equipped with the same safety features. Running costs are pretty reasonable returning with a combined 62.8 mpg and siting in tax band C.

Words and Photos by Rob McSorley

Technical Data

Price as tested: £18,995

Engine: 1.6 16v 126bhp - 0-62mph: 10.6 secs - Maximum Speed: 122mph -

Economy: 54.3mpg (urban) –67.3mpg (extra-urban), 62.8mpg (combined) - Emissions: 119g/km (Band C) - VED (12 months): £30

Dimensions: Length: 4250mm - Width: 1790mm - Height: 1450mm - Wheelbase: 2650mm

*data from Kia UK

The Verdict 3/5

The Kia Pro_Cee’d is a really interesting car. It’s a very appealing design that manages to look sporty and still very modern despite being on the market since 2007. Inside its comfortable, well designed and has a pleasingly high quality feel. Cabin space in the front is good and the boot is usefully spacious. The 1.6 diesel engine we tested really was the star of the show proving economical and punchy if a little short on refinement. Where this car really falls down is dynamically -ultimately it’s flawed. Despite handling well enough there is very little connection through the controls which doesn’t inspire confidence. The ride is also poorly calibrated with a complete lack of compliancy that’s essential when tackling the UKs poorly surfaced roads. Despite these shortcomings it’s easy to appreciate the effort that Kia has put into this car and it makes the second generation Pro_Cee’d which is coming soon a very exciting prospect.

You will like

Performance

Economy

Styling

You wont like

Poor ride quality

Confined rear cabin

Lack of feel through controls

Special Thanks to; Kia Motors (UK) Limited, 2 The Heights , Brooklands, Weybridge, Surrey, KT13 0NY

2012 Toyota Yaris ROAD TEST (Josh Ross)

When the original Yaris launched back in 1999 its styling, dynamics and packaging quickly elevated the car to the top of its class. Journalists and buyers fell head over heels for the cheeky appearance, digital dash display and novel sliding rear bench. Perpetual praise followed, with Yaris winning the covetable Car of the Year title in 2000 – the first of its many awards.

Previously Toyota had been associated with worthy but unexciting cars – Celica and MR2 withstanding. But with Yaris their approach was far more ambitious. Offering a brace of smooth and tractable VVTI engines Toyota proved that its dynamic DNA could also work effectively in the volume sector – the units employed the same torque optimising technology as the 1.8s offered in MR2 and Celica. Never before had a small car been so complete; Toyota’s renowned reliability complementing a carefully honed chassis and spacious innards.

The then ageing Fiesta offered comparable smoothness, character and performance from its Zetec S engines but in a noisier and cramped bodyshell. Volkswagen’s Polo played the quality card but provided little driver enjoyment. Rivals such as the Clio & Punto meanwhile were unengaging to drive, attractive to look at and until Yaris arrived, viewed as the cool choices along with Polo.

Clearly Toyota has created a winning recipe with Yaris for despite a new nameplate and its unremarkable Starlet predecessor, the car rapidly became a sales success. Up to the end of 2011 368, 185 Yaris’s found homes.

Launched last year the model tested is Toyota’s third Yaris. The second model was introduced in 2005 replacing the then six year old original.

Aesthetically, this car deviates most from its two forebears. Where the Mk1 and 2 were soft, rounded designs that also used curvier shapes for the dash this car is more angular and edgy. There are similarities between the Mercedes SLK & CLS lights and Yaris’s diamond shaped units while the side profile, with its sharply rising window line and high set handles, is another striking and attractive styling feature.

Step inside and you quickly settle into the soft and comfortable half leather seats. For a B segment car interior space is impressive and the boot offers a class competitive 286 litres of capacity.

The dash is clearly laid out and effectively combines both form and function. Where its direct predecessor opted for a tightly stacked, vertical console, this model uses a slender, horizontally ordered dash. The large screen for the Touch and Go system (incorporating rear view camera, sat nav and both iPod and internet connectivity) dominates the dash and sits logically above the climate controls. These are perfectly placed allowing you to adjust the temperature on the move. And with so little dash space more cabin room is created – a particular advantage for those with larger frames. Quality is faultless and the materials also have a hard wearing feel. That said, some softer touch plastics and a greater variation in colour would improve the cabin ambience.

Driven at sedate speeds the Yaris accounts well for itself. The steering is light and responds quickly to your inputs, while throttle response from the lively 1.33 unit is as keen as one would hope given its predecessors. Up the pace and the Yaris continues to hold its own, though wind noise is a little intrusive at motorway speeds and sharper bumps can upset its composure. Luckily, the chassis counters with a tightly controlled body and reasonably quiet ride. As an SR specification model the ride is lowered by 10 mm over lesser specified cars. This helps firm the suspension up which pays dividends through the corners.

Those of  sportier dispositions are also catered for with the CVT transmission. They will appreciate the steering wheel mounted paddles that allow drivers to shuffle between the ratios – this is achieved with minimal interruption in both automatic and manual modes.

Verdict

Those after a small, well built and sharp looking car should definitely check out Toyota’s new Yaris. Multimedia connectivity, excellent construction and improved dynamics characterise this 3rd generation model, elevating it to the highest echelons of the class.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £15,185
Engine: 1.33 16v 98bhp - 0-60mph: 12.3 secs - Maximum Speed: 109mph -
Economy: 44.8mpg (urban) –61.4mpg (extra-urban), 53.3 (combined) - Emissions: 121g/km (Band D) - VED (12 months): £120
Dimensions: Length 3885mm - Width: 1695mm - Height: 1500mm - Wheelbase: 2510mm

*data from Toyota UK

2012 Ford Focus 1.0T Ecoboost ROAD TEST (Josh Ross)

Like many new versions of former greats, Ford’s third generation Focus has everything to prove. In a previous article I detailed how the ’98 Mk1 Focus represented a new dawn for the family motorist. It raised the bar so high dynamically, aesthetically and on the packaging front that it took six years for a worthy rival to emerge. And that was the MkV Golf. Today competition for sales and brand loyalty is fiercer still and some rival manufacturers have used Focus essence to create similarly tempting recipes.

Hyundai, Kia, Volkswagen, Seat and Skoda all now use independent rear suspensions. This move has allowed them to adopt many handling characteristics for which Focus became famed. Namely, neutral cornering, adjustable handling and a ride which perfectly combines both comfort and sportiness. Naturally, Ford has progressed too and their Focus is now far more refined and cosseting than the standard setting Mk1. In this transition the danger was always that its fun characteristics would be diluted out.

Thankfully, I can report that this model retains some of the original’s joie de vivre while building on the Mk2′s quality gains. The dash for instance, now uses soft touch plastics for not only its upper moulding but the lower half too – a rarity at the price and in this class.

Further inspection reveals stereo controls that fall readily to hand. But like the climate control unit, it has a profusion of small buttons which can be difficult to operate quickly on the move. And by occupying such a large area of the central console the stereo also necessitates a lower siting for the climate control unit – it now faces the gear stick and requires one to glance momentarily down to adjust the temperature settings. Luckily, the systems are intuitive and you quickly learn how to adjust their controls.

Much has been written about the peerless refinement of the 1.0 Ecoboost engine and I found its smoothness throughout the rev range uncanny. Virtually silent at idle, the note gently hardens as revs increase but never becomes intrusive and there is no discernible turbo lag either. It’s willing at all revs but the higher gears (5 & 6) are best left for cruising speed. With 125 foot pounds of torque and the same bhp, this is an engine that does need to be worked. And it’s a pleasure to operate at the ceiling of its rev band. Slotting the gear lever between its six ratios requires little effort though I found the action a little springy.

Driven with tenacity through Millbrook’s challenging hill route the tyres and chassis never indicated that they were being stretched – this car has high limits which I didn’t come close to exceeding. The Focus’s light, ultra compact engine – that will fit on an A4 sheet of paper – translates into cornering behaviour that is more sports car than family hatch. It’s keen to dance through bends and can handle rapid direction changes as there is virtually no inertia to speak of.

At all speeds the steering would benefit from more feel and electric assistance robs the rack of a degree of pleasure that you get from the old car’s helm. But, we’re talking inches rather than miles here. No, it isn’t as adjustable as the Mk1 but its limits are higher and one can still trim the cornering line with the throttle. The suspension now feels softer too and Ford has achieved this without any compromise in body control. As speeds increased I also found no reduction in stability – the car remaining flat and controlled on the open stretches and through bends. On the high speed bowl it sat comfortably at 100mph, and thanks to intelligent gearing was only pulling around 3,000 rpm at 85 mph.

To look at Ford’s Focus was once the most distinctive car in its class. While it can no longer lay claim to this title the car still retains elements of visual appeal. The front of the vehicle for instance features two spear like creases that stretch from the grille over the bonnet and tail off just before the windscreen. And, like the previous models, there is a further pressing that punctuates the body and runs the length of the car – this helps define the wheel arches.

To these eyes, the Focus’s most exciting visual cue is its pronounced rear shoulders which also form part of its rear light assembly.

Verdict

The 1.0 Ecoboost Focus brings something unique to the C sector class. If you’re looking for a family hatch be sure to drive the Focus 1.6 EcoBoost, 2.0 TDCI and a model with the 1.0 litre unit before making a decision. It’s 1.0 litre engine offers similar performance & economy to rival 1.6 units – and even Ford’s own, normally aspirated 125 bhp 1.6 – but consumes no more fuel than engines in the 1.2 – 1.4 range. So sophisticated and enjoyable is this powertrain that it helps define an already impressive package – one that is comfortable, fun, well built and with particularly low ownership costs.

Words and Photos by Josh Ross (www.http://joshsross.wordpress.com)

Technical Data

Price as tested: £19,195
Engine: 1.0 turbo 125bhp - 0-60mph: 11.5 secs - Maximum Speed: 120mph -
Economy: 44mpg (urban) –64.1mpg (extra-urban), 55.3 (combined) - Emissions: 114g/km (Band B) - VED (12 months): £30
Dimensions: Length 4358mm - Width: 2010mm - Height: 1484mm - Wheelbase: 2300mm

*data from Ford UK

2013 Kia Sorento REVEALED

Further to its official UK launch later in the year here we bring you the first uncovered images of the heavily revised 2013 Kia Sorento from its launch in South Korea.

Visually changes to Kia’s mid-size crossover are fairly significant. At the front there are new headlights and restyled bumpers now with vertical fog light units creating a more dynamic look. The sees the greatest changes with an all-new tailgate including number plate surround and LED light units that ape the looks of those found on Kia’s non-UK Cadenza. The exterior  is finished off with fresh alloy wheel designs and new colour options.

Under the skin expect substantial revisions to the suspension setup in a bid to improve agility and cornering whilst bringing improvements to comfort and refinement. On several occasions the camouflaged Sorentos have been spotted lapping the Nurburgring where the majority of the chassis honing has been undertaken.

Changes to the engine line-up in the UK are unlikely but minor tweaks will be made to improve fuel consumption and emissions.

The biggest updates have been made in the cabin with a heavily revised centre console, new 7-inch sat-nav screen and fresh dial arrangement. Interior quality has been ramped up with increased use of soft-touch materials and classy chrome accents, this was a noticeable disappointment with the current Sorento which was constructed of too many low-rent plastics.

Prices are unlikely to change much but more details will be revealed later in the year.

The Rob McSorley on CARS review of the current Sorento can be found HERE

IMAGES FROM CARSCOOP

CHEVROLET REVIEWS COMING SOON

Rob McSorley on cars is pleased to announce that we will soon be reviewing Chevrolet cars with the cooperation of Chevrolet Press UK

Check back soon to read our in-depth reviews.