Seat Leon ST Cupra 280 review

What is it?

Fast estates such as this, the Seat Leon ST Cupra, are great. What's not to like? They offer space and fun in equal measure, and this particular one promises pretty large doses of each.

Priced at £995 more than the equivalent five-door, the Leon ST Cupra 280  has the same wheelbase and running gear as its hatchback sibling. That means there's turbocharged 2.0-litre four-pot under the bonnet delivering 276bhp (the lower-powered 261bhp Cupra is only available in three-door SC form) to the front wheels via a six-speed manual or optional six-speed dual-clutch automatic gearbox. There's also an electronically controlled mechanical limited-slip differential.

Adaptive dampers are standard and come with virtually the same settings as those fitted to the other Cupra models, only the rear dampers are fractionally tweaked to better cope with heavy loads in the boot. That isn't not overly concerning given that the ST weighs only 45kg more than the five-door hatch, despite the extra 27cm of body length hanging out the back end. 

On top of all that, the Cupra ST gets stacks of equipment, including LED lights, Alcantara sports seats, front and rear parking sensors, automatic lights and wipers and sat-nav.

It all makes the Seat Leon ST Cupra sound like a junior Audi RS6 Avant.

What's it like?

You’d be hard pushed to tell the difference between this and the shorter models, that’s for sure. The Leon ST  Cupra  feels like a proper hot hatch, with a fairly mobile back end, scorching pace and masses of initial bite as you throw it into a corner.

It’s a shame, then, that the Leon’s diff doesn’t deliver the sort of welded-to-the-road, zen-like cornering attitude that you might hope for. Accelerate hard out of a corner and the tyres scrabble for traction as the car washes wide. At least you don’t have to wrestle with armfuls of torque steer.

Light steering response, even in the maximum-attack Cupra profile, also leaves something wanting in terms of an outright sense of involvement. 

Still, the ST’s extra weight barely seems to have had any affect on body control. By any standard, the ST Cupra offers precise and enjoyable handling. 

Going by our experience on smooth Spanish roads, ride comfort has been left undamaged, too. On standard 19in wheels, it remained pliant enough over ripples and undulations, although it can be pretty brittle over sharper-edged stuff around town. However, this is unlikely to be a deal-breaker for anybody looking for this sort of performance.

We tried both the DSG dual-clutch automatic and manual versions of the Cupra ST and, as with the hatch, there’s no contest: if fun is what you’re after, go for the the manual.  The light clutch and positive shift are a pleasure to use even during more mundane motoring, and it brings an element of control and hands-on involvement that the auto can't match.

Sure, the DSG is a smooth-shifting ’box that’ll do the job admirably for those who are shy of a left-foot workout, but it changes up for you even in manual mode. This can be frustrating, particularly when the software opts for an upshift at the same moment as you, resulting in a two-ratio jump when you only wanted one. 

The interior is the same as that of the five-door Cupra, so you get supportive seats along with those standard luxuries we've already mentioned. The ST models also get a variable-height boot floor and a sizeable load bay. It may not be up there with the Skoda Octavia for outright carrying capacity, but you’ll need to be upsizing from Labrador to St Bernard before the Leon wagon’s load bay will become in any way restrictive. 

Should I buy one?

Among the limited competition on offer in the Leon ST Cupra’s class, this is undoubtedly one of the finest options. The Ford Focus ST wagon might be a bit more fun to drive, but this Seat is properly quick, while also being easy to live with, spacious, comfortable enough, well priced, generously equipped and a sharp looker. It is, in fact, just like a junior Audi RS6 Avant. 

Seat Leon ST Cupra 280

Price £28,505; Engine 4 cyls, 1984cc, turbocharged, petrol; Power 276bhp at 5600-6500rpm; Torque 258lb ft at 1700-5600rpm; Gearbox 6-spd manual; Kerb weight 1440kg; Top speed 155mph; 0-62mph 6.1sec; Economy 42.2mpg (combined); CO2/tax band 157g/km, 24%

by Vicky Parrott

Read More

Volkswagen Scirocco 2.0 TDI 184 R-Line review

What is it?

Volkswagen's facelifted Scirocco caused quite a stir when it was unveiled at the Geneva motor show last year. With revised styling, new four-cylinder petrol engines and improved interior fittings, it seemed VW had done more than enough to keep its six-year-old coupé relevant against increasingly strong competition.

We've already tested various versions of the updated coupé, including the range-topping Scirocco R and the new 217bhp 2.0 TSI , but this is our first chance to try a version equipped with VW's 2.0 TDI engine. The car tested here is the higher-powered option, with 181bhp.

In R-Line specification and with the 19in alloys and metallic paint of our test car, the latest Scirocco does cut an impressive figure. The reprofiled front bumper and grille give the VW a sporty-looking front end, while reworked light clusters and twin tailpipes at the rear make this seem more hot hatchback than semi-practical coupé. 

Inside, VW has added a new three-dial cluster to the centre of the dashboard, with readouts for oil temperature, tubocharger pressure and a stopwatch. It's an homage to the 1974 original and adds some sporting flair to the interior. R-Line spec also means the Scirocco is fairly well kitted out, with leather sports seats, dual-zone climate control and R-Line badging on the trim.

This model costs £28,375, which places the Scirocco firmly within reach of the BMW 220d M Sport and new Audi TT diesel in terms of price. Additional extras on our test car, though, including an upgraded stereo and infotainment system, electronic differential, sporty alloy wheels and VW's Dynamic Chassis Control system, takes the total price of our test car to £32,025.

What's it like?

It's certainly an improvement on the old Scirocco, that's for sure. The engine here is a staple 2.0-litre diesel from within the VW Group, and it develops 181bhp and 280lb ft of torque. The car isn't properly quick like a Scirocco R, but it's still good for a 0-62mph time of 7.5sec.

The optional electronic differential allows the driver to deploy the engine's torque-laden output without the car becoming too unsettled through corners. The power delivery is smooth and performance generally impressive, although the power band is relatively narrow; there isn't much point in pushing the engine beyond 4000rpm. 

The real trick with this engine, though, is with its fuel economy. Volkswagen says it's capable of returning an average of 64.2mpg, with CO2 emissions of 115g/km, and considering the pseudo-sporting nature of this coupé, that's quite an accomplishment.

Crucially, the easy-to-live-with traits we loved so much about the older Scirocco remain with the facelifted version. It's quiet and refined at motorway speeds, and while the ride is firm, the Scirocco always feels planted. The steering is nicely weighted and mildly communicative, making for a more engaging experience.

The interior is well laid out, with all major controls falling close to hand. It's also comfortable, with the seats providing enough support for spirited driving on a twisty road.

Should I buy one?

The Scirocco is a practical, well equipped and stylish coupé, with potentially outstanding fuel economy and enough performance punch to excite in short bursts.

However, it's hard to ignore the fact that both the Audi TT 2.0 TDI and the BMW 220d M Sport offer an even more engaging driving experience for similar money.

Volkswagen Scirocco 2.0 TDI 184 R-Line

Price £28,375; Engine 4 cyls, 1968cc, turbodiesel; Power 181bhp at 3500-4000rpm; Torque 280lb ft at 1750-3250rpm; Gearbox 6-spd manual; Kerb weight 1395kg; Top speed 143mph; 0-62mph 7.5sec; Economy 64.2mpg (combined); CO2/tax band 115g/km, 19% 

by Darren Moss

Read More

Mazda 6 Tourer 2.2D 150 SE-L UK review

What is it?

The Mazda 6, the Japanese firm’s full-size family saloon/estate, has been given a mid-life refresh for 2015.

In order to keep pace with a part of the market that’s seen plenty of recent renewal, the car has had some exterior and interior styling improvements, powertrain and chassis tweaks, added active safety equipment and extra standard kit.

The exterior styling updates are mainly to top-of-the-range Sport Nav models, which get a bolder-looking radiator grille and a wider chrome ‘wing’ grille bar, as well as standard LED headlamps, LED foglights and new 19in alloy wheels.

All models benefit from an interior refresh consisting of all-new instruments, an updated fascia, a new centre console, a new multimedia set-up and an electronic parking brake.

The powertrain and suspension changes are focused on improving mechanical and rolling refinement. Extra sound deadening has been added and new dampers and bushings have been specified for a softer, quieter ride.

Standard equipment on entry-level SE-grade cars now includes heated door mirrors, 17in alloys, a DAB radio and Mazda’s 7.0in touchscreen multimedia system with MZD-Connect online and social networking functions.

The full-house Sport Nav version comes with heated leather seats, reversing camera, Bose surround audio, European sat-nav, keyless entry and a new head-up display. Plenty of kit for your £26k, just as Mazda suggests.

The new active safety systems, meanwhile, are offered as an option on Sport Nav models. They’re bundled to include adaptive LED headlights, lane keeping assist, driver attention alert, blindspot monitoring, rear cross traffic alert and rear smart city brake support.

What's it like?

Mazda’s apparent intention was to make the 6 a more mature, refined and technologically sophisticated prospect. Whether you think that was called for depends on your perspective – but it has worked well in some departments. Not well enough to force a massive reshuffling of the class order, but well enough to widen the car’s appeal and keep it broadly competitive.

Our test car was a 148bhp 2.2-litre turbodiesel Tourer, in mid-spec SE-L trim, with Mazda’s six-speed automatic transmission, so it didn’t have the exterior styling updates of Sport Nav cars – but the new interior is a decent improvement.

For starters, Mazda’s easily smudged, fingerprint-magnet gloss black fascia trim has been replaced by a fillet of leather-faced plastic – and it’s vastly preferable. Applying the touchscreen multimedia screen, rotary controller and heating and ventilation controls of the Mazda 3 looks much neater than what went before, too. The new clocks are a bit uninspiring, but clear to read.

And while the sprinkling of richer materials is generally very welcome, the cabin still has as many cheaper-looking fixtures, some hard and inconsistently finished. This is one of the more practical cabins in the class, and it's now better looking and better equipped – but it’s relatively plain compared with the best.

At idle, at low revs and under light load, the diesel engine’s gruffness and vibration are now more thoroughly suppressed. Its main attraction is a fat slug of low and mid-range torque that’s generous enough for the everyday flow of traffic and typical daily use without ever really needing more than half-throttle or 3000rpm.

Extend it beyond that point and it gets more noisy – but not discouragingly so. The gearbox manages both upshifts and kickdown judiciously, and it harnesses the engine’s low-range strength and cleanliness of response very well indeed.

In other respects, Mazda has had less success in putting manners on this car. Even on standard 17in rims, our test car created above-average levels of road noise and allowed more fluttering wind noise into the cabin than some of its rivals.

A little dynamic progress has been made; the car is significantly more compliant than it was and rides smooth asphalt and gentler bumps much more comfortably. But hit a more coarse stretch of road and the chassis shows its uncouth side.

Those new dampers and bushings fail to filter out much surface roar at all, and the car fidgets and pings slightly over smaller disturbances of the kind that a more refined, rubber-footed family saloon might absorb.

There’s mixed news, too, about the car’s handling - an undoubted selling point for keen drivers up until now- because it isn’t just the Mazda 6’s ride that has been softened. The weighty, quietly feelsome steering of the outgoing car has been replaced by a set-up that’s just as direct, but lighter in your hands and a little lacking in centre feel.

Power assistance isn’t nearly as discreet, apparently building as you add angle and making the car a little vague and hard to place through a corner. Grip, response and body control are all still strong – but driving the car is marginally less enjoyable than it was.

Should I buy one?

Mazda’s updates for the undoubtedly handsome 6 have answered many of our criticisms directly. The new navigation and multimedia systems, and parts of the interior, are big improvements on what went before, and the generous standard equipment level of mid and high-spec cars will make them an appealing prospect to company car users.

But to those who’ve been drawn to the Mazda 6 during the past decade or so for its vivacious, quick-witted handling, this version offers a compromise: greater refinement, at the price of softer reactions and a bit less driver engagement.

In short – to the likes of us, at any rate – it does seem as if Mazda has chipped away at one outstanding selling point for the sake of many smaller, ultimately less convincing ones.

Mazda 6 Tourer 2.2d 150 SE-L Nav auto

Price £25,995; Engine 4 cyls, 2191cc, turbodiesel; Power 148bhp at 4500rpm; Torque 280lb ft at 2600rpm; Gearbox 6-spd automatic; Kerb weight 1604kg; Top speed 126mph; 0-62mph 10.0sec; Economy 57.6mpg (combined); CO2/tax band 129g/km, 21% 

by Matt Saunders

Read More

Ford Focus ST review

What is it?

All the recent headlines on the Ford Focus ST have gone to the new diesel model, an addition to the hot hatch’s line-up as part of some comprehensive mid-life changes. But the staple petrol model has been revised, too, and this is our first chance to drive it on UK roads, albeit in European left-hand drive spec.

The powertrain is the same as before, meaning a turbocharged 2.0-litre four-cylinder unit with 247bhp and a hefty 266lb ft (on overboost), hooked up to a short-throw six-speed manual gearbox. An automatic engine stop-start system is a new addition, though. This reduces CO2 emissions to 159g/km and improves combined fuel economy to a claimed 41.5mpg.

Elsewhere, the changes are more significant. You can spot the visual alterations inside and out, including more aggressive exterior styling and bodykit, optional new 19in alloy wheels and a (thankfully) simplified interior that sheds a load of buttons in favour of a new infotainment system called Sync2 and adopts a handsome-looking new steering wheel.

The really interesting changes, though, are to the car's dynamics. The chap who led the development of the car at Ford reckons the changes should make the car “more enjoyable and rewarding to drive” and “more responsive, balanced and refined”.

To that end, the front-end body structure has been stiffened, new front springs have been fitted along, there's a sportier tune for the dampers front and rear and the bushes have been stiffened up. The electrically assisted steering system has also been retuned to match the modifications.

However, the Focus ST still does without a proper limited-slip diff, or indeed the torque steer-reducing RevoKnuckle front suspension system from the Focus RS Mk2, instead relying on electronic trickery through systems such as Electronic Torque Vectoring Control and a new Electronic Transitional Stability function built into the stability control system that predicts when a skid or loss of control is about to occur and brakes individual wheels as required.

What's it like?

They may share the same ST badge, but the Fiesta ST and pre-facelift Focus ST were very different propositions. The Fiesta ST could quite easily wear an RS badge, the way it darts around the place and completely immerses the driver in the experience. The Focus ST, as good as it was, never quite felt as good or as alive as it could have been, Ford perhaps leaving a bit too much room for an RS in the range.

That’s not the case now. The Focus ST is bursting with its own character, and feels more alive for more of the time. It feels much more in line with the Fiesta ST now, in other words.

A real high point is just how stiff and rigid the body feels, and the associated benefits this brings to the handling. Turn-in is very sharp, and the Focus ST is supremely agile, responding positively to different driving styles. You can chuck it into corners or tactfully glide through a sequence of them, and either way the car will corner without too much roll and raise a smile every time, albeit with predictable mild understeer if you overcook it or the road lacks grip.

The steering is about as sweet as electric set-ups get at this end of the market, the rack quickening as you apply more lock. It’s very precise and offers decent feedback.

The Focus ST, by nature, is a firm-riding car, but never an uncomfortable one; indeed, even on the optional 19in alloys you glide over the most broken road surfaces and few potholes or patches of road scarring leave much of an impression in the cabin. It’s a supple ride, then, and one that commendably gets even more supple the faster you go.

No matter how clever the electronic systems are on the new Focus ST, though, there’s no getting away from the fact that it can struggle to get its power down. Floor it off the line or out of the corner on a dry surface and there will be a bit of play at the wheel. Do the same on a surface that’s damp or worse, however, and the Focus ST pulls you all over the place, and it can spin its wheels even up to fourth.

You’re never left fearing an accident, but you’re inclined to trust what electronic aids you do have in the absence of any mechanical assistance. It’s a car that demands respect, and as such is a challenge to drive truly quickly.

You won’t be surprised to hear, then, that the powertrain is the dominant force in this car. The engine makes the Focus ST feel every bit as quick as the figures suggest, with a broad spread of torque delivering hefty response to a prod of the right pedal, even if you're not in the optimum gear when you ask for it. As a result, there’s real fun to be had firing the Focus ST forwards in a straight line, thanks to the slick short-throw manual gearbox and a very nice, authentic-sounding exhaust note that is subtly pumped into the cabin. 

Also of note are the optional, beefier brakes Ford has fitted to the Focus ST, offered with the stylish 19in alloys you see here. These address a criticism of the pre-facelift car: the brakes faded after any mildly sustained period of hard driving on road or track.

The interior still lacks the class of a Volkswagen Golf GTI but is much simplified and easier to use than in the previous Focus, as well as more interesting visually. The optional Recaro seats of our test car also hold you firmly and are perhaps best avoided for those fuller of figure.

Should I buy one?

The Renault Megane RS 275 remains the finest front-wheel-drive hot hatch of the breed for that pure driving experience, suffering from none of the power delivery issues of the Focus ST.

But the Focus ST is a car that can be highly recommended due to its breadth of abilities. It oozes character, from its involving drive, fine body control, agile and engaging handling and mighty powertrain. It’s more than refined and comfortable enough for motorway drives (where around 32mpg can be expected) and now gets an interior that’s much less cluttered than before.

The fact that it is also somewhat of a bargain cannot be overlooked in the final reckoning, the Focus ST undercutting an entry-level three-door Golf GTI even in range-topping, fully-loaded ST3 trim by more than £300. Do without a few creature comforts and it can be had for £22,195 - an even bigger bargain. 

It’s a proper diff away then from being transformed from a very good car to a very, very good car. But then Ford has got to leave us something to look forward to with the new RS…

Ford Focus ST3

Price £25,995; Engine 4 cyls, 1997cc, turbo, petrol; Power 247bhp at 5500rpm; Torque 266lb ft at 2000-4500rpm; Gearbox 6-spd manual; Kerb weight 1437kg; Top speed 154mph; 0-62mph 6.5sec; Economy 41.5mpg (combined); CO2/tax band 159g/km, 26%

by Mark Tisshaw

Read More

Hyundai i20 review

While the original i10 was the face of the scrappage scheme, and the i30 marked the brand’s first major step towards taking on the might of the Volkswagen group, the i20 has so far passed by relatively unnoticed despite strong sales since 2008 – until now that is.

With this model, Hyundai’s major assault on the supermini class really begins. Dominated for years by the Ford Fiesta, the latest i20 now has to go toe-to-toe with not just the Ford, but the Skoda Fabia, revitalized Vauxhall Corsa and Volkswagen Polo.

There is now also three different bodystyles to choose from - the 5dr hatch, three door coupé and the rugged Active, and seven engines shared across the three variants. At the beginning of the range is a pair of 1.2 naturally aspirated petrol engines producing 74bhp and 83bhp respectively, followed by a 99bhp 1.4 petrol fitted curiously only with a four-speed automatic gearbox, with the range completed by a pair of 1.0-litre turbocharged units designed to compete with the three-cylinder offerings from Vauxhall and Ford. The lower powered unit turbocharged engine is the only fitment found in the rugged i20 Active.

As for diesel options, there are two to choose from a 74bhp 1.1-litre unit and a 89bhp 1.4 oilburner, both paired to a six-speed manual gearbox.

On paper the i20 seems promising. The 1.4-litre normally aspirated petrol engine we tested has been newly developed with this car in mind, and although it has to make do without a turbocharger – unlike all its major class rivals – 99bhp in a car that weighs just over a tonne should provide enough poke to easily nip in and out of town traffic.

Start it up, and at tick-over you can barely tell the engine is on at all – testament to the work Hyundai’s engineers have done to improve the sound-deadening, and all part of the new i20’s grown-up appeal. The longer, lower body is a lot wider than before, and in fact it looks and feels more like a car from the class above than a dinky supermini.

The standard six-speed manual gearbox has a slicker action than before, with new multi-cone synchro rings in the first two ratios and a guide plate to make it feel more precise, although it’s still too easy to select third instead of first by mistake, and be left grasping for the right gear as the lights change and the revs die away.

High-strength steels make up a large proportion of the new body shell, and the extra rigidity has definitely made an impact on the new i20’s dynamic character.

Turn hard into a series of corners, and there’s more grip, it resists body roll, and the steering – while rather slow and lacking the precision of say, a Fiesta, has lost much of the wooly, vague dead-zone around the straight-ahead that you got in the previous i20.

It’s still not a driver’s car though. The Fiesta still strikes the best balance between ride and handling in this class, and the ride in the i20 is probably its weakest area.

Speed bumps and longer undulations are well absorbed, but any sharp ridges or expansion joints expose a seeming lack of suspension travel, sending a big thump into the cabin.

The other problem is power. The petrol versions we drove (the 84bhp 1.2-litre, and this 99bhp 1.4) felt gutless once out on the open road, and introducing any sort of steep incline only highlights the naturally-aspirated motor’s reedy 99lb ft of torque.

The 89bhp 1.4-litre turbodiesel is slower and less economical than its key rivals. Its 0-60mph time is almost a second slower than that of the equivalent Skoda Fabia, while its claimed combined fuel economy of 68.9mpg is a way off the offical economy figures returned by a diesel Fabia, Renault Clio or Volkswagen Polo.

Performance-wise, there’s some turbo lag after planting your foot down, but above 1800rpm the diesel i20 pulls well and can make fairly brisk progress when needed. It's fast enough around town and copes well at motorway speeds, but when the road opens out and you really want to make swift progress it starts to feel underpowered.

Hyundai has made a concerted effort to improve noise, vibration and ride quality from the previous generation, but under heavy acceleration the engine sounds gruff and strained. There’s also some noticeable vibration through the pedals.

The diesel groan only really settles down once you’re into sixth gear and cruising on the motorway, at which point you'll notice some wind noise from the door mirrors.

Inside the cabin, though, the i20 really gets one up on its rivals. The 326-litre boot capacity – rising to 1042 litres with the rear seats down – has been increased from 295 litres in the previous generation, and is 36 litres more than that offered by the Fiesta.

There are eight trim levels to choose from for the standard 5dr hatch. Entry-level S models come with 15in steel wheels, electrically adjustable and heated door mirrors, electric front windows and USB connectivity as standard, while upgrading to S Air adds air conditioning and a cooled glovebox to the package, or start-stop and low resistance tyres if you opt for the eco-friendly S Blue model.

Spend a bit more and your i20 could be trimmed out in SE equipment, which adds 15in alloy wheels, Bluetooth connectivity, DAB radio, lane departure warning and rear parking sensors to the package. The Premium trim includes luxuries such as automatic lights and wipers, climate control, privacy glass and a smartphone dock, while the Premium Nav and Premium SE Nav trims see the inclusion of a 7.0in touchscreen infotainment system with sat nav and rear view camera.

The range-topping Premium SE models adds far more creature comforts to the i20 package, such as a panoramic sunroof, heated front seats and steering wheel and front parking sensors. Those pining for the more rugged Active will find it comes with its own trim which includes all the equipment found on SE models, plus 17in alloys, alloy pedals, privacy glass, a smartphone dock and a rugged bodykit and skid plates.

Fancy the coupé version? Then you will have three trim choices to deliberate over, with the entry-level SE model come with a wealth of equipment as standard including rear parking sensors, 16in alloys, DAB radio, Bluetooth and USB connectivity, cruise control and 1GB of music storage. Upgrade to the Sport trim and you will find larger alloys, auto lights and wipers, climate control and privacy glass, while paying a bit more for the range-topping Sport Nav model adds Hyundai's 7.0in touchscreen infotainment system complete with TomTom sat nav and a reversing camera.

The i20's interior is bigger than the Polo, but the cabin materials are not up to the same standard, with less soft-touch plastics, and some oddly-coloured panels and textures. It also does without a touch-screen infotainment system, instead offering a smart phone dock, and a simple dot-matrix radio display.

If you’re looking for a practical, well-made supermini with generous kit levels, and a big boot, then the new i20 deserves a place on your shortlist. Yet despite its improved dynamics, it’s still not quite as fun or comfortable as the best cars in this class.

In the face of so much turbocharged competition, it’s perhaps no surprise that the i20 feels a bit underpowered, but the fact it’s also not especially efficient (a CO2 figure of 127g/km means the 1.4 will cost you £110 in road tax alone) does count against it.

The new Vauxhall Corsa with a 1.4-litre turbocharged engine is a few hundred pounds cheaper, nearly as roomy inside, and feels much faster in everyday driving. The new 1.0-litre T-GDI engines do give the stylish little Hyundai an extra string to its bow, but it lacks the overall refinement of the smoother Ford EcoBoost engine. 

Matt Saunders

Read More

Nissan Qashqai 1.6 DIG-T 163 N-tec review

What is it?

Just over a year ago Nissan launched the second-generation Qashqai, in the process dropping the previous version’s 2.0-litre petrol engine from the range.

To plug the gap, the firm has introduced a new 1.6-litre DIG-T 163 engine, which, it is claimed, makes big strides in terms of both performance and efficiency.

You might question the logic of petrol power in a crossover, bearing in mind the perception that diesel is king in this segment, but it seems that many of Nissan’s private buyers still prefer petrol to diesel.

By the time the new engine is fully established in the line-up, it’s anticipated that around 45% of Qashqais will be petrol - albeit with the smaller DIG-T 1.2 115 making up the bulk of those sales.

So, with a solid market to aim for, how does the new engine perform and is it worth considering over the excellent 1.5 110 dCi?

What's it like?

It’s tempting to use the term ‘squeezing more from less’ with almost every new engine these days, as they all seem to be chasing the same goal.

Nissan’s own downsizing effort certainly makes some formidable statements when compared with the old 2.0-litre unit: a 15% improvement in power, which now peaks at 161bhp and 22% more torque, which rises to 177lb ft.

Opting for the new petrol model will put you at the helm of the quickest and fastest model in the current Qashqai range, too, with 0-62mph taking 9.1sec and a top speed of 124mph.

What Car?, our sister publication, made the Qashqai its 2014 Car of the Year, and one of the many qualities that won over the judges was refinement. Thankfully, this new engine does nothing to diminish that asset, being both smooth and quiet no matter what the revs.

This is a good thing because there’s something of a Jekyll and Hyde character to this motor. Work it hard from 3000rpm and above and you’ll find it's quite the jackal, spiriting the Qashqai around with a peppiness that’s seemingly out of sorts for a crossover, even a small one.

Drop below 3000rpm, however, and you're outside the turbo’s optimum operating range. This renders the engine lethargic and laggy, and you can easily find yourself hurriedly hunting through the six-speed manual gearbox for a more suitable ratio.

Once you’re up to speed this becomes less of an issue, and the extra refinement of the petrol certainly makes the DIG-T 163 a restful place in which to rack up motorway miles. There’s barely any tyre noise and only a hint of wind noise from around the mirrors at 70mph.

At speed it rides well, too, which may be a result of the Active Ride Control that Nissan fits to all Qashqais. The system works by gently dabbing the brakes in order to control excessive body movement. However, at slow speeds, even this trickery can’t stop the car becoming jittery over broken road surfaces, although the 18in alloys fitted to our N-tec-spec test car won’t have helped.

With the Qashqai’s bias towards comfort, it isn’t as fun to drive as the Mazda CX-5, but it handles perfectly well for a small crossover. The steering is good, though, being lightly weighted around town while loading up nicely at speed.

Continuing the comfort theme is the Qashqai’s first-class driving position. No matter what your size or shape, you should be able to find a set-up that feels right, thanks to plenty of adjustment on both the steering wheel and seat. The seats themselves are supportive and made all the better for the lumbar adjustment that’s also part of the N-tec package.

There’s enough space in the rest of the cabin to cope with a family of four or five. The Qashqai’s 430-litre boot is a practical shape, with the flexibility of a false floor as well as rear seats that fold fully flat.

Nissan expects N-tec trim to make up 50% of all Qashqai sales, and it’s easy to see why. For £23,200 it comes with a plethora of premium features such as keyless entry and go, a panoramic glass roof, tyre pressure monitors, touchscreen sat-nav and multiple parking cameras.

On top of that you'll also get a host of safety features, such as lane-departure warning and forward alert with emergency braking assist, which helped the Qashqai achieve the highest score of any family car in the Euro NCAP crash tests.

Should I buy one?

The Qashqai 1.6 163 petrol is £250 cheaper than its 1.5 110 diesel equivalent, but that is not enough to usurp the latter as the pick of the range.

Despite the new engine claiming some impressive efficiency figures, in this respect the diesel still outscores it on paper and in the real world. This is partly down to a peaky power delivery that means you often find yourself heading towards the upper reaches of the rev counter.

If you're a company car user, the tax liability for both is broadly similar, with the petrol working out about £80 more per year for a standard rate tax payer.

Yes, the petrol is refined, but the diesel is not far off it for smoothness, and although it falls behind in terms of outright performance, its low-down torque makes it the more usable and relaxing everyday performer.

If you have an apposite reason for choosing petrol to fuel your next purchase and your journeys rarely take you out of the city, then the 1.2 115 DIG-T is a worthy proposition. It will save you £1500 over the more powerful petrol and is a fine urban performer. 

In terms of petrol-powered crossover rival , the obvious two have their own flaws. The Mazda CX-5's petrol engine is nowhere near as refined or efficient as that of the Qashqai, while the Skoda Yeti's nearest equivalent is the 1.8 TSI, which is a lot more expensive to buy - it costs £25,610 - and isn't as frugal.

Nissan Qashqai 1.6 DIG-T 163 N-tec

Price £23,200; Engine 4 cyls inl ine, 1618cc, turbocharged, petrol; Power 162bhp at 5600rpm; Torque 177lb ft at 2000-4000rpm; Gearbox 6-spd manual; Kerb weight 1483kg; Top speed 124mph; 0-60mph 9.1sec Economy 47.1.mpg (combined); CO2/tax band 138g/km, 20%

by John Howell

Read More

Volkswagen Scirocco 2.0 TSI 220 R-Line DSG review

What is it?

This third-generation Scirocco got a mid-life facelift in 2014 to keep it fresh against rivals like the BMW 2 Series and Seat Leon SC.

The changes are subtle and include restyled front and rear bumpers, new headlights, LED rear lights and a revamped range of engines. This 2.0-litre TSI 220 engine replaces the previous TSI 210, with marginally more power but a big increase in torque, as well as significant gains in efficiency.

What's it like?

The new engine – codenamed EA888 – comes straight from the current Golf GTI. It has a new cylinder head with an integrated turbocharger and uses the engine’s coolant to lower the induction charge temperature.

This feature, along with engine stop-start technology and brake energy recuperation, helps account for the claimed 19% increase in fuel efficiency. Its claimed average combined fuel economy is 47mpg with CO2 emissions of 139g/km, or 44.1mpg and 148g/km as a DSG. 

However, performance is an equally important matter for many coupe buyers and the 220 impresses here, too. Although power is increased by just 10bhp, there’s now 51lb ft more torque than before, which is available from 1500rpm. Bearing in mind the claimed efficiency gain, that’s quite impressive.

What this means in the real world is a car that sprints to 62mph from rest in 6.5 seconds (0.4sec quicker than the old model). Judging by the sensations you feel whilst trying to match that number, that pace is bona fide.

Sadly, on the morning of our test Mother Nature had decided to lay a carpet of snow over Surrey, and although this did turn to slush as the day wore on, the roads were never in a position to offer much grip.

Handicapped by the absence of any fancy mechanical or electronic differential, the 220 R-Line demonstrated a preference for spinning its wheels from a standing start or when accelerating quickly out of slow corners. However, once grip was restored the R-Line pulled hard, with only a momentary lag before the boost gauge needle shot around to its two-bar maximum.

The engine is smooth, and the gearbox works well in either auto or manual modes, although it could be slightly faster on up-shifts. 

Modern electric power steering systems tend to be criticised for their absence of feel, but the Scirocco’s set-up performs well for a system of its type. There is a decent amount of feedback to let you know what the front wheels are up to and it’s relatively direct with good, progressive weighting.

The ride is decent, too; it’s certainly firm, as you would expect it to be, but never uncomfortable.

The exterior changes are quite subtle and it’s the same story inside. The cabin is largely as it was, which means it still offers a good driving position well placed controls – with the exception of VW’s habit of locating the door mirror control sideways on the door, making it less intuitive to use, especially when the interior door handle is so close.

All models now get a pod containing three dials, including the aforementioned boost gauge, which sits on top of the dashboard. It feels like a bit of an afterthought, but nevertheless, does jazz up the otherwise smart but functional look of the Scirocco’s interior. In the back it’s got two useable seats, which fold down to extend the 312-litre boot.

R-Line trim gets you electrically operated leather sports front seats, with the R-Line logo embossed in the headrests, faux carbon trim, aluminium pedals and sat-nav with a 5in touchscreen.  

Outside the specification includes 19in alloy wheels, front and rear parking sensors, tinted glass, plus unique R-Line bumpers and side skirts.

Should I buy one?

The Scirocco’s looks have always won admirers, and the subtle changes maintain the status quo. If you’re after a practical coupe that’s inconspicuously handsome and well-equipped but aren’t worried about handling finesse, then it’s definitely one to consider.

However, in R-Line trim, even without the DSG 'box, it’s £28,195. With the DSG, it’s £29,695.

That puts it smack-bang into the territory occupied by premium contenders like the BMW 220 M Sport (£27,395) and the new Audi TT (£29,860).

These rivals may not match the Scirocco’s spec list, but both are more fun to drive while offering a more premium package. Also, the lighter, more powerful TT is quicker while the slightly slower 2 Series matches it for practicality.

Alternatively, a three-door Seat Leon Cupra offers even more bang for your buck. It’s coupe-like rather than the real deal, but it’s cheaper and more practical. 

Volkswagen Scirocco 2.0 TSI 220 R-Line DSG

Price: £28,195; Engine 4-cyl, inline, 1984cc, turbocharged, petrol; Power: 217bhp at 4500rpm; Torque: 258lb ft at 1500-4400rpm; Gearbox 6-spd DSG auto; Kerb weight 1394kg; Top speed 152mph; 0-60mph 6.5sec Economy: 44.1.mpg (combined) CO2/tax band 139g/km, 20%.

by John Howell

Read More

Nissan Juke Nismo RS 2WD UK review

What is it?

For now, it's the closest you'll get to the matte-black Nissan GT-R-engined Juke-R we've all watched tearing around various urban wastelands on YouTube.

The Juke Nismo RS sits at the top of the Juke range, replacing the now defunct Nismo model that topped the range before the Juke was face-lifted last year. Specifically, this is the front-wheel-drive manual version, which trumps the all-wheel-drive auto version for power and torque.

Power is up from the previous Nismo's to 215bhp, while torque is better, too, at 207lb ft. The RS also gets a stiffer chassis, larger front brake discs and more equipment, while the manual - unlike its auto stablemate - gets a mechanical limited slip differential.

We've already driven the AWD version on ice, now it's time to see how the manual FWD takes to UK roads. 

What's it like?

The old FWD Nismo model was disappointing when pushed hard, mainly because it felt like a car that was struggling to contain its new-found power. Simple as that.

The amount of power available was never an issue, and still isn't, but the way it's delivered continues to frustrate. You see, the thick end of the turbocharged 1.6's 215bhp is at 6000rpm, while the bulk of the torque is felt between 3600 and 4800rpm, meaning this is an engine and gearbox combo that has to be worked hard to access the best bands.

Even so, put up with the booming engine in front of you, the curious exhaust note from behind and the Alcantara-clad wheel squirming in your hands, and the manual's claimed seven-second dash to 62mph certainly feels achievable.

Into turns there's some play in the Nismo RS's steering around the straight ahead and there's little communication from it, but it does feel more consistently weighted than before. Body control is probably slighter better, too, and the enhanced brakes provide more than enough stopping power.  

There's still too much body roll, though; the RS's inside front wheel becomes light, and even feeding in the power early causes it to spin up and break traction. Ultimately, in the midst of the wheel writhing, it's hard to determine when the new differential really takes hold at all.   

Ride quality is much the same as before. It's firm but controlled initially, even over large potholes, but the body fails to deal with everything quite so well, jostling those inside. 

Inside, the RS gets unique intruments, pedals, gearlever and door trims to distinguish it from the rest of the range. Our car's £1300 Recaro front seats, while very good, are an unnecessary additon. 

Standard equipment is very generous, with 18-inch alloy wheels, Bluetooth, DAB radio, sat-nav, cruise control, reversing camera, keyless entry and start, automatic headlights and wipers and heated front seats among the goodies. 

Should I buy one?

As ever, it depends entirely on what you else you're considering. If you want a quick mini-SUV, then the Juke Nismo RS is a good contender. There's no doubting it's quicker, cheaper and better-equipped than the equivalent 2WD manual Mini Countryman Cooper S. 

However, if you're more interested in the words 'Nismo' and 'RS' than 'Juke', then there are small hatchbacks that offer far more driver involvement for less money.  

For nearly £2300 less in fact, a Ford Fiesta ST3 will give all the luxuries you need, together with the sublime chassis the Juke lacks. Even better, stick with the £17,395 entry-level ST and enjoy a proper performance bargain. 

Nissan Juke Nismo RS 2WD manual

Price £21,650; Engine 4cyls, 1618cc, petrol; Power 215bhp at 6000rpm; Torque 207lb ft at 3600-4800rpm; Gearbox 6-spd manual; Kerb weight 1315kg; Top speed 137mph; 0-62mph 7.0sec; Economy 39.2mpg; CO2/tax band 129g/km/18%

by Rory White

Read More