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In the rarefied atmosphere of super saloons, power figures that many a supercar would be proud of are not unusual. In the case of the new M5, it has a full 560bhp at its disposal, courtesy of a 4.4-litre twin-turbo V8 petrol engine. That’s significantly up on the 501bhp of the previous V10-powered M5 that was a curiously unengaging car with too much tech and not enough soul. Well, the soul is back in the M5 and it’s a searingly fast car. It comes with a seven-speed double-clutch gearbox, though the shifts can be quite sudden and harsh if you wind the gearbox’s variable settings to the max. Do this and a small lift of the throttle is needed to avoid the thump between gears, which is something you don’t need to do with Mercedes’ fast saloons. Still, the M5’s ’box can be toned and honed for smoother shifts, while the two steering wheel-mounted M buttons offer up harder, faster charging settings for the suspension, throttle and steering responses. In M1 mode, the new M5 is just that bit more alert than its already lithe standard feel. Go for M2 and the big change is it allows the rear wheels to slide a little more thanks to the ESP going into MDM (M Dynamic Mode). This is the one keen drivers will love and it helps when driving on very twisty roads where the ESP can otherwise suppress the fun factor as all of that power tries to unleash itself through the back wheels. On more free flowing roads, the M5 is a delight and hammers through the gears when the driver wants to get a move on, the twin turbos providing a huge spread of power from tickover to the high-set red line. In more sedate moments, the M5 reverts to being a brilliant executive saloon capable of cruising with considerable deportment. Standard Auto Start-Stop works unobtrusively to help save fuel around town, where the M5 is as easy to guide through traffic as any other 5 Series.

If there’s any one area where the new M5 edges out a distinct lead over its key rivals, it’s the blend of ride comfort and handling balance it offers. In standard suspension setting, the M5 has a firmness to the way it rides that tells you this is no 520d, but it’s also more than compliant enough to make even the roughest of back roads something to look forward to. Try that in an Audi RS6 and you’ll need a good chiropractor on speed dial. Even in the most extreme M2 setting for the M5’s suspension, it remains composed and supple in a way only the Jaguar XFR can match, but the BMW offers up more steering feel and greater cornering grip. With comfort covered off, the BMW goes on to further impress with its behaviour through bends. Where many cars in this elite sector rely on super stiff suspension, the M5 has a degree of lean to its body control and suspension set-up that clearly informs the driver when he or she is approaching the outer limits of adhesion. It’s a welcome trait that keeps the driver up to the same speed as the car and also lets the driver exploit every last ounce of traction safe in the knowledge the car is working with him for the maximum fun. Superbly weighted steering is also part of this magnificent whole, while the M5 also enjoys great refinement when cruising along to make it super saloon you could easily travel very long distances in. Press the throttle hard and there’s enough V8 rumble to put a smile on your face and a slight aural trace of turbo whistle to let you know where much of this engine’s power comes from.

Hard as it might be to imagine, the M5 appears even better put together than the standard 5 Series. All of the beautifully crafted leather interior has a crafted feel that makes its occupants feel very pampered, while all of the other interior components are creak- and rattle-free, which is no mean feat in a car that can engender such high cornering forces. The engine is already a proven unit from the X5 and X6 models, and the rest of the mechanical package should prove just as strong and worthy of your trust.

The new M5 comes with a host of safety devices, which are all thankfully very discreet in operation. BMW’s version of ESP is DSC (Dynamic Stability Control) that works in conjunction with other systems to not only prevent wheel slip but also help the car round corners by using the brakes to tighten the line should the system sense any wayward behaviour. There’s also the Active M differential to prevent wheel spin. As you would expect of this car, it comes with all of the airbags, three-point seat belts and anti-lock brakes of the standard 5 Series, plus an alarm, immobiliser and deadlocks to keep thieves walking on by.

Like the standard 5 Series saloon, the new M5 offers far greater rear seat space than its predecessor. However, it’s best to regard the M5 as a four-seater as the large transmission tunnel limits space for anyone squeezing into the central rear seat. This person will also find themselves sitting on a raised centre cushion that pushes their head into the ceiling. For the other two rear seat passengers, it’s comfortable and the view out is good. Up front, the driver is treated to masses of adjustment in the steering wheel and seat, so the driving position is easily altered to suit. BMW’s much simpler i-Drive system is easy to navigate through the dash-mounted screen and there are buttons and dials for the stereo and ventilation for quick tweaks to the settings. The supportive sports seats for those in the front of the M5 grip and hold in all the right places for day-long comfort and we’d have no qualms about pointing the M5’s prow for the south of France or even further afield for a single day’s driving.

Look at the M5’s list price and you’ll find it’s an expensive machine, but compare it to its rivals and it’s right on the money. Now compare the M5 to most supercars that cost a great deal more and the BMW begins to look like a bargain. Add in four seats and a large boot and the M5 is the supercar you can use every day, helped by 28.5mpg average economy that means it won’t empty your wallet with quite the same gusto as most cars capable of 0-62mph in 4.4 seconds. Admittedly, carbon dioxide emissions of 232g/km put the M5 in the priciest road tax and company car tax bands, but then those who can afford the ticket price to this exclusive club will not baulk at the attendant costs. As a compensation, the M5 should hold its value well in the used market, as proved by previous M5 models that have suffered only gentle depreciation as keen used buyers clamour to get their hands on this definitive super saloon. As for what you get for your cash, the M5 comes fully loaded with all of the goodies you could wish for.

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The engines for the Eos come from the usual stores warehouse most VWs choose their engines from. So, we have a pair of 1.4-litre petrols, a 2.0-litre turbo petrol borrowed from the Golf GTI and a 2.0-litre turbodiesel that offers punch and economy. The 120bhp 1.4 turbo petrol that is the starting point of the Eos range may have a small capacity but it has a big heart and works surprisingly well in a car that tips the scales at 1.5 tonnes. Acceleration from 0-62mph in 10.9 seconds is acceptable rather than astonishing, but the 120bhp is smooth and never feels out of its depth, even on the motorway. For more oomph, the turbo- and supercharged 1.4 petrol is a better bet thanks to 158bhp that helps it see off 0-62mphin 8.8 seconds. This engine uses the same six-speed manual gearbox as the less potent 1.4 and it works just fine. Buyers of the 2.0-litre 207bhp turbo petrol engine have a choice of six-speed manual or DSG twin-clutch gearboxes. Either works well and both deliver 0-62mph in an identical 7.8 seconds, which is not that much swifter than the brawnier of the two 1.4s, so it’s hard to see where the 2.0-litre offers a serious increase in driving pleasure. This rings true in every driving situation, where the 2.0-litre is good but the 158bhp 1.4 is more fun and satisfying to use. Those looking for the best fuel economy will be well served by the 138bhp 2.0-litre turbodiesel that’s ubiquitous across the VW range. It performs well through the gears of its six-speed manual or double-clutch gearboxes and cruises comfortably, but its 0-62mph of 10.3 seconds is not as brisk as the, you’ve guessed it, 158bhp 1.4 petrol.

If there’s one area where convertibles often lose out to their full coupe counterparts, it’s their resistance to body shimmy on Britain’s less than billiard table smooth roads. The Eos does not fall into this trap, even with its folding metal roof lowered. It exhibits an impressive solidity and shake-free drive while also offering stable, controlled and composed handling. The Eos is not the most exciting car to pilot down a country road, but it will look after the less adept driver while offering spot-on refinement and comfort. As a cruiser rather than a sporting bruiser, the Eos works stupendously well is more than able to be driven at motorway speeds with the roof lowered and the front two occupants conversing without resorting to raised voices. At higher speeds, those in the spacious two rear seats will experience a fair degree of wind ship, but around town the Eos is a pleasant and able four-seat drop-top. Roof up, the Eos remains a calm and cosy place to spend any journey. It takes 25 seconds to raise or lower the roof, so sunshine or rain, there’s no excuse for not taking the Eos along. Wind, road and engine noise and pleasantly distant murmurs in the Eos when the roof is raised.

The Eos is one of the most complete cars in its class and this is reflected in the quality of construction. In most respects, the Eos is much the same as a Golf or Passat in the way it is put together, so it benefits from the same high levels of fit and finish. The one big difference is, of course, the folding metal and glass roof. There have a been some reports of problems with this roof, the mechanism failing to operate on rare occasions. However, the VW has not suffered to anything like the degree many of its rivals have, so this should not be a problem or cause fear for any potential buyer. As for the rest of the Eos’ mechanical parts, it’s as sturdy as any car in the VW range.

Like all coupe-convertibles, the Eos does not have curtain airbags as it’s impossible to fit these to a car with folding roof. However, the side airbags act as curtain ’bags for the front seat occupants in the event of an accident. Rear seat passengers are not so well protected, but there are pop-up roll bars built in behind the rear bench that deploy if the car senses the possibility of it rolling over. Driver and front passenger airbags are also fitted, along with ABS anti-lock brakes and ESP traction and stability control on all Eos models. There are also Isofix child seat mounts, while security is good thanks to a separate boot, deadlocks, alarm and immobiliser. The metal and glass roof of the Eos also offers great protection from thieves than the fabric hoods of some rivals’.

In the front, the Eos is every bit as generous and accommodating as a Passat saloon for passenger space and driver comfort. The driving position is easily adjusted thanks to a two-way movable steering column and height adjustable driver’s seat. Roof up, there’s good all-round vision for the driver, which is not usually the case for this type of car, while the dash is typically stylish and logically laid out as we expect from VW. The rear seats are easy to access, even with the roof raised, and a pair of adults can fit in there in comfort. Again, this is not the norm for this class of car, so the Eos is easily one of the most practical cars in its sector. It even offers a large boot when the roof is in the raised position, but it is much more limited when the roof is lowered and taking up much of the space previously given over to luggage.

The Eos has an electrically operated folding roof as standard on all models, so there’s no fiddling with latches and levers or hoisting the roof up in the wet. From fully up to lowered, or vice versa, takes 25 seconds, so the Eos’ roof is not one of the quickest in its class but it is one of the most effective at sealing out rain and noise – not something every folding metal-roofed competitor can claim. Volkswagen also provides air conditioning, CD stereo, electric windows, MP3 connection and rear parking sensors as standard across the board. Sport models gain slightly firmer suspension and larger alloy wheels, while the Exclusive comes with leather upholstery as standard. This leather has been treated to help it reflect the sun’s rays more effectively, which means the leather does not heat up as much as normal hide and this helps keep the seats cooler when the car is parked. It’s a small touch but one that shows VW’s attention to detail when it comes to cabrios. Company car drivers will prefer the 125g/km carbon dioxide emissions of the 2.0-litre turbodiesel model with manual gearbox, which offers the lowest emissions in the Eos range as well as the best economy of 58.9mpg. This car comes with the Bluemotion badge of efficiency, which means it also has Start/Stop as standard. The 120bhp 1.4 petrol engine also has Start/Stop fitted and offers 45.6mpg and 144g/km emissions, while its more potent sister 1.4 provides 41.5mpg and 157g/km to just creep under the magic 160g/km barrier. The 2.0-litre turbo petrol gives 39.8mpg and 165g/km with the standard manual gearbox r 37.7mpg and 174g/km with the DSG double-clutch ’box, so this model is really only for those private buyers who desire the most powerful engine for the sake of kudos. We’d stick with the smaller petrol engines for their greater fun factor, expected better residual values and cheaper new prices.

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To begin with, Volkswagen is offering a 104bhp turbocharged 1.2-litre engine coupled to a seven-speed DSG double clutch gearbox and a 158bhp 1.4-litre petrol with turbo- and supercharging that uses a six-speed manual transmission. To follow are a 2.0-litre turbo petrol engine with 197bhp that is effectively the same engine as in the Golf GTI but with a little less poke and a 104bhp 1.6-litre turbodiesel as seen in a broad range of other VW products. The diesel will come badged as BlueMotion, so expect 65.7mpg and 114g/km emissions. The smaller petrol engines should deliver performance much the same as found in the Gold range from which they are borrowed, while the 2.0-litre turbo petrol is keen, revvy and has a surprisingly bass and deep bellow to its exhaust when pushed hard. A six-speed manual is standard for the 2.0-litre but it can also be had with a DSG twin-clutch six-speeder ’box that rather suits the Beetle’s newfound sportiness. With the latter gearbox, the Beetle sees off 0-62mph in a brisk 7.5 seconds and offers a top speed of 139mph. At the other end of the spectrum, the 1.2-litre petrol engine provides 0-62mph in 10.9 seconds and 113mph flat out, though this is still a more than respectable set of figures for a car of this size and power.

Gone are the wobbly handling and vague steering of the previous Beetle and in come sharpness and precision. It’s a welcome change for the Beetle and its dynamic abilities certainly live up to the looks. Thanks to sitting 84mm wider than the last Beetle, the new car feels very secure in corners and goes round them with little lean or fuss. The steering is not as pin-dot accurate as a Golf GTI’s, and nor is the throttle response, but the Beetle can more than hold its head up high among the sportier models from its key rivals, the MINI and Fiat 500. Where the VW loses out is in ride quality, and it’s enough to wipe a star off of what would otherwise have been a very sound four-star result. The cars we’ve driven all came on 18-inch alloy wheels and the ride was simply too firm and jolting on even smooth-ish roads. This was also in cars using the standard suspension set-up and not the optional Sport suspension that further firms up the springs and shock absorbers. We’ve yet to try a car on the standard 16-in alloy wheels, but we strongly suspect this and the 17-inch wheels will be the better bet for those who value comfort over exterior style.

Much of the Beetle’s undergarments are taken from the Golf, so there are no concerns with reliability or longevity. The same message can be applied to the quality of the fit and finish on the Beetle as you look at panel gaps and alignments on some of its complicated shapes and curves. The cabin is generally very well put together, if a little too reliant on the VW parts bin for its switchgear instead of something more bespoke. Our only disappointment was the glovebox lid, which is designed to look more like the Herbie-era original’s, but just feels a little insubstantial next to the rest of the interior fittings.

The Beetle comes with driver, passenger and side airbags, but no curtain airbags are on offer. There are twin three-point belts in the rear seats, while ABS anti-lock brakes and ESP stability and traction control are fitted to all models. The top spec Sport model of Beetle also comes with parking sensors. Security is taken care of by an alarm, immobiliser and deadlocks.

The big news here is Volkswagen has dumped the hippy-nod flower vase and brought back a flip-up glovebox lid á la the original air-cooled Beetle. Okay, so it’s a small nod to the past, but it blends in well with the painted surfaces of the new car’s dash and the slightly retro looks of the interior. There’s nothing old fashioned about the driving position thanks to a height adjustable driver’s seat and two-way movement for the steering column, and headroom is excellent even if the new Beetle is styled to have more of a coupe-like roofline. The same cannot be said of the rear seats, which are lacking in legroom for adults and headroom is tight for taller occupants because of that sweeping roof style. Access to the rear two seats is a little tricky as the gap between the front seat and door pillar when the front seat is slid forward is still quite narrow, and there’s also the low-slung roof to contend with. However, the boot of the third generation Beetle is only slightly smaller than the Golf hatch’s, trialling by a mere 40-litres at 310-litres. Unlike the previous Beetle, the rear seats can be folded down to expand the load space up to a maximum of 905-litres, which is enough for most needs.

The Beetle earns a top rating here because, quite simply, it’s set to be one of the most desirable cars on the road, regardless of price. VW has finally got on terms with MINI and Fiat and that means the new Beetle’s resale values will be much stronger than its predecessor. The arrival of VW’s latest range of petrol and diesel engines also means the new car has something to tempt every driver, including a proper hot hatch version. Running costs will be no more than for a Golf and the 1.6-litre turbodiesel model offers 65.7mpg average economy and 114g/km carbon dioxide emissions to also make it an appealing choice for company drivers looking for something with a bit more panache than the average small hatch. Volkswagen will offer the new model in three trims: Beetle, Design and Sport. As mentioned above, be sure you can live with the firmer suspension of the Sport model, but otherwise all are well equipped with air conditioning, DAB radio and electric windows. The Design trim adds alloy wheels, multi-function steering wheel, Bluetooth connection and colour-coded door and dash panels, while the Sport has climate control, parking sensors and black wing mirrors to denote it intentions. VW is keen to push a raft of personalisation options with the Beetle, so buyers can choose from simple wheel choices right up to a panoramic sunroof and additional gauges that sit on the dash-top.

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There’s a plethora of choice when it comes to engines with the revised 308. Four petrol and four turbodiesel engines means there’s something for everyone, yet our pick remains the one up from basic turbodiesel. This is a 112bhp 1.6-litre turbodiesel that comes with either a six-speed manual gearbox or Peugeot’s six-speed EGC (electronic gear control) automated manual that does away with the clutch pedal in favour of flappy paddles. Much as the economy and emissions argument favours the EGC gearbox, we’d take the still frugal and clean manual version for its greater driver involvement. In manual or EGC forms, this engine comes with Peugeot’s e-HDi Stop and Start system to cut the engine when the car is stood still. It’s easily the smoothest system for stopping and restarting the engine, helped by it using a belt to fire the engine rather than a traditional starter motor because Peugeot’s system combines the starter and alternator to create a micro-hybrid system capable of recharging the battery as the car slows down. The entry-level diesel is a 92bhp 1.6, while the other two diesels are 2.0-litre units in 150- and 163bhp forms, the former with a six-speed manual gearbox and the latter with a six-speed auto ’box. Petrols are taken care of by a 98bhp 1.4 and a trio of 1.6-litre motors in 120-, 156- and 200bhp states of tune.

The Peugeot 308 does a good job of keeping road, with wind and engine noise at arm’s length. What we find more of a problem, though, is the 308’s poor ride quality. On every type of road we encountered, the suspension is always just slightly out of kilter with the level of comfort we’ve come to expect from the best cars in this class, such as the Volkswagen Golf and Ford Focus. It’s not that Peugeot’s 308 is crude or uncomfortable, more that it’s showing its age in class bursting at the seams with talent. The handling is neat and nimble, showing the chassis of the 308 can still offer some fun to the keen driver, yet the steering misses the slick precision we’ve noted in Peugeot’s recent newcomers: the RCZ and 508.

Peugeot continues to offer the 308 with a cabin made from soft-touch materials that feel good to the human hand. It’s all put together with care an attention, so we expect the 308 to stay rattle-free for the duration of ownership. However, there are black marks against the 308 from the JD Power Survey, where owners noted too many faults for the 308 to score more than three stars in this section. We have high hopes for the revised 308, so it could easily improve its score with a little time under its belt to prove its case.

Peugeot fits ESP traction and stability control as standard to all models and every 308 comes with six airbags. The Peugeot 308 has scored very well in Euro NCAP crash tests. Every model has deadlocks fitted as standard. Some 308 models also come with Peugeot’s Connect SOS system that puts them through to the emergency services if the car is in an accident.

In the front of the 308, there’s the same reasonable space for the driver and two-way adjustable steering column. The front seats also adjust for height, so the driving position in the 308 is good, though over the shoulder vision can be hindered by the thick rear pillars. The dash is still simply laid out and makes it easy to spot the relevant button without having to resort to hunt-the-switch or the owner’s manual. Space in the rear seats is a little tight for adults compared to some rivals’ and kneeroom is pinched for taller passengers. However, the 308 offers a good amount of boot space and the rear seats split and tip 60/40 to leave a large cargo bay for trips to take away the garden rubbish or to the DIY store. Only the high-set load sill hinders practicality here.

Peugeot has dropped the prices of the 308 range by a considerable amount, which makes them more attractive propositions. A new model regime has been introduced to the 308 range, so entry point is the Access that offers electric windows all round, CD stereo and air conditioning. Next is the Active model with cruise control, 17in alloy wheels, LED daytime running lights and Bluetooth connection, while the Allure gains 18in alloys, half leather upholstery, rear parking sensor and panoramic glass sunroof. The sporty GT has twin chrome exhaust pipes, rear bumper diffuser and rear spoiler, and aluminium pedals and gear lever. Peugeot has come up with a fleet-specific SR model for company drivers that offers much the same as the Active trim but with satellite navigation and 16in alloy wheels. There is also the Oxygo model that is a standalone 308 version with carbon dioxide emissions of 98g/km to qualify for free road tax and appeal to company drivers. Our favourite 1.6-litre diesel with 112bhp offers CO2 emissions of just 109g/km (104g/km with the EGC gearbox) and superb 67.2mpg average economy.

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The engine is taken straight from the BMW 118d, a model that’s already a strong performer. In the MINI Countryman SD, it’s not the genuinely amazing rocketship its smaller MINI Cooper SD Hatch is, but it’s still decent – particularly with the added traction and confidence of all-wheel drive. The All4 version is an advanced fully-electronic system that, in real time, splits power front to rear. It’s so able, it’s actually faster than the 2WD car to 62mph – suggesting the 224lb/ft of torque, spread over a near-1000rpm rev range, is more than able to challenge the front tyres. You feel this on the road: it’s a lot heavier than the hatch, but this is still a powerful hatchback with a long-legged feel. The engine is responsive so long as you keep it above 1800rpm, and thanks to a crisp, snickety six-speed gearbox, it’s an entertaining steer on all roads. The confidence of high-speed drive combines with the stability from all-wheel drive to make it an able high-speed cruiser, too.

Occupants sit high in the MINI Countryman, which has a loftily-set feel that’s enhanced by flat sides and an upright dash. Which makes the feeling of MINI tenacity from the drive all the more surprising. Many of the wieldy, fun, fast-responding traits found in the smaller model are present here: they’re toned down a bit, because of the larger dimensions and in deference to the family-friendly buyer profile, but they can still be felt. Tidy, agile and with great steering, this is a fun MINI to drive (and you never have to worry about traction or muddy-road dramas, either – with All4 further enhanced by the upscale MINI DTC stability control system). The MINI Countryman rides much better than the standard hatch. It has a taut feel, still – you wouldn’t get such great handling without it – but it’s still nicer and more occupant-friendly in everyday conditions. The car’s extra weight also helps here, while the feeling of well-damped absorbency from the long-travel suspension pays dividends in town.

Surprisingly, the MINI Countryman feels a bit low-rent in places inside. As a BMW Group product, you expect exceptional finish throughout, but while the upper dash plastics are good, trims lower down are just a bit too hard, shiny and scratchy. As the dash is so upright, there’s a lot of them too – passengers may also be disappointed by tapping and touching some of the door trim and dash elements. Confidence is further dulled by audible rattles from the rear of the car on the move. It’s as if the twin rear seats and parcel shelf do not quite sit true, with any rattles magnified by the open-plan rear. Luckily, the mechanical substance of the car itself is excellent: on the road, it feels every inch the premium machine, with total reassurance from the controls. The trademark MINI sliding centre rail is also wonderfully over-engineered, and while the 2.0-litre engine is new to MINI, it’s been really well-proven in BMWs for several years.

All-weather grip is a big bonus for the MINI Countryman, giving it a USP over rivals such as the Golf GTD and Alfa Romeo Giulietta. When combined with the smart handling, it provides a reassuring feel similar to that in big, expensive executive cars. Cooper S and Cooper SD models, as mentioned, have an enhanced version of the stability control system: this makes it more able in sporty motoring (while also giving drivers a ‘sport’ mode for more steering weight and throttle response). MINIs are secure cars built using BMW-standard anti-theft technology, which gives them a bit of an advantage in the family hatch sector. The MINI Countryman performed well in Euro NCAP testing too, gaining a full 5-star rating overall. It secured 84% for adult protection, 83% for child protection and 71% for safety assist.

Don’t be misled by the ‘MINI’ tag – this is a genuinely roomy family car, with much more space than you would expect. The doors are a bit narrow but, once in, occupants step up into a cabin that’s swimming in headroom, boasts comfortable seats and has, particularly in the rear, really surprising leg and knee room. The boot is big, too: Thanks to the flexible rear seats, it stretches from 350 litres to 450 – or, when folded, a full 1170 litres. The boot floor is high, though the tailgate is massive and there is a gap between the seats in 2-seat mode. MINI offers a choice of twin bucket-style rear seats, or a more conventional three-person bench. The former comes with the much-advertised sliding centre rail, but the latter obviously has more all-round flexibility. Throughout, the MINI Countryman has been very well designed to maximise practicality, making up for the compromises of the MINI Hatch.

Despite its power and all-wheel drive traction, the MINI Countryman Cooper SD All4 still manages to average 57.6mpg. CO2 emissions are just 130g/km, too. The front-drive alternative is more economical still – 61.4mpg and 122g/km CO2. Being a Cooper SD range-topper, equipment is decent, although big additions still need to be made, such as the vital £2515 Chili pack. This, along with the heady £23,190 list price, means the MINI Countryman Cooper SD All4 is not a cheap machine. The 2WD alternative costs less, at £21,970, but it’s still hefty in family hatch circles. This means it is not stunning value up front, although good retained values will, in time, help offset this. Low running costs and the sheer surprise practicality it offers will also help long-term ownership vibes. A very well-rounded new MINI that, if you can get over the fact it’s not ‘mini’, makes an unexpectedly good case for itself.

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The most successful variants have always been the diesel variants as they offered a blend of performance, driveability and heart-warming savings at the pump. Once again, we can expect that the diesel models will be the biggest sellers in the new range and these could well be the frugal, new Bluemotion models. We found that the 1.6 TDi, 105bhp engine, tested here, offered plenty of torque on tap, allowing for easy acceleration, settling into smooth cruising on the motorway; somewhere a Passat model is likely to spend a large portion of its working life. On paper, the stats don’t look particularly exciting, (12.2 secs to 60mph and a top speed of 121mph) but as is so often the case with diesel powered cars, these cold, hard stats do not tell the full story of the driving experience. The torque figures for the 1.6 TDi Bluemotion stand at 185 lb ft and 250Nm at 1500rpm, which gives you some idea of the low-down shove you can expect when you are pulling away from a sedentary position. Volkswagen has managed, it seems, to engineer a car that offers something for the heart and the mind.

As is typical for German manufacturers, Volkswagen has a habit of erring towards a firm ride for its vehicles and the new Passat is no different in this regard. The reason for this is to provide a sporty driving experience in a family car and while the new Passat feels firm to drive, it is well cosseted from the road, and remains refined and comfortable. The steering is direct and well-weighted to give the driver feedback from the tyres and thanks to this, any driver should feel confident when turning into corners and overtaking fellow drivers.

Legendary build quality is a Volkswagen benchmark and the new Passat shows no signs of departing from this. The interior is smart and full of quality, soft-touch materials, while the dash is fairly minimalist compared to some manufacturers, we feel this adds a touch of class rather than being a negative point. There are more than a couple of dashes of Audi about the cockpit, with the driver information system and general layout being reminiscent of certain vehicles in the premium Audi range.

We drove the SE specification of the new Passat and this comes with plenty of safety kit as standard. Airbags are provided for driver and front passenger as well as curtain airbags and further protection for driver and front seat passenger, at the side. A new and impressive driver fatigue detection system is standard on the SE and Sport models and the alarm system includes an interior protection system which operates with the remote central locking. Assistance systems are available for both parking and lane changing, with the former priced at £900 with a rear view camera and the latter priced at £410.

The new Passat is aimed at company car and family car drivers and offers plenty of room, both in terms of passenger and load-carrying space. The Estate version will obviously be the model of choice for those company car drivers wishing to carry demonstration materials or work tools and for those family men who like to take their car on holiday. As it is, the saloon car will provide you with 565 litres of luggage capacity with the rear seats upright and more storage compartments than you could reasonably ever need.

The SE spec 1.6 Tdi Bluemotion tested here, starts at £20,920 rising with any added extras. The Passat has traditionally offered impressive residual values for its class and this has resulted in contract hire and leasing prices that actually out-perform vehicles that are often perceived as less desirable. The ownership costs are kept reasonable by the impressive reliability of VW-engineered vehicles. Plus the new Passat comes with an impressive list of standard specification so customers will save on paying for extra options just to get their car reasonably kitted, as they might have to with some of the Passat’s rivals. DAB digital radio receiver, standard on the SE spec and Bluetooth phone prep should make those long hours on the motorway seem a lot less tedious!

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Peugeot is keen to stress that the i0N is a city car, and although it can be used for out-of-town excursions, that’s not what it’s really for. So, bearing in mind the speed limits imposed in urban areas, the 49Kw (66bhp) i0N is a useful performer. By normal standards the quoted figures aren’t startling: max speed 81mph, 0-30mph in 5.9 secs and 0-62mph in 15.9 secs, but with 180Nm (133lb/ft) available from zero rpm and the corresponding instant throttle response, the i0N actually feels quite nippy around town. The i0N’s maximum range is a quoted 93 miles, but about 60 miles is more realistic, which should be ample for most two-way trips around town, assuming you have access to a power socket at journey’s end.

My test drive wasn’t long – just a five-mile or so loop around the busy, potholed streets of West London, but bearing in mind that this isn’t a car that you’re ever likely to drive hard and fast, it was more than sufficient to form an opinion. The i0N with two people aboard and no luggage coped well with speed bumps and shoddy surfaces. It doesn’t deliver a magic carpet ride, but it feels stable and ride comfort is more than acceptable. The electrically-assisted power steering is light and responsive, and it’s very easy to manoeuvre while parking or in tight spaces.

It’s hard to pass judgement on these matters on brand new, low-mileage test cars, especially when you only driven them a few miles, but after a good poke about in the boot, under the tiny front bonnet and elsewhere I found no cause for concern. Moreover, the i0N scored very well in that time-honoured (but not necessarily accurate) gauge of how the door shut sounds. Although the i0N’s doors are thin and feel very light, they shut with a satisfying ‘thunk’ and so it scored a victory of sorts over an equally new Toyota Prius test car parked alongside which sounded much tinnier.

Peugeot’s i0N press material states that the car “has been designed to obtain 4 stars in the 2010-2011 Euro NCAP ratings, thanks to the design of its structure and its safety equipment: two front airbags, two chest airbags, two curtain airbags, two ISOFIX child seat mountings” and so on. Well those potential 4 stars should be in no doubt now as the essentially identical Mitsubishi i-MiEV has, at the time of writing, just became the first series production EV to be tested and earn a 4-star rating. ESP, EBFD and EBA also feature as standard.

Although you could fit a child between two adults on the rear bench seat, there are only four seatbelts so the car is technically a 4-seater. There’s generous space and comfort up front, and while the rear bench isn’t luxurious, there’s ample room for heads and shoulders, although knee and legroom could be a bit of a pinch depending on your size. The 163-litre boot is pretty small, the rear seatback doesn’t fold forward and some of the loadspace is occupied by a bag containing the charging cable complete with a black plastic regulator box about the size and weight of a house brick. That said, there’s still enough room in the boot for a few carrier bags.

The good news is that an empty-to-full battery charge currently costs around £1.70, which of course compares favourably with the cost of petrol or diesel required to do 93, or even 60 miles. With zero tailpipe emissions (or just 44g/km based on a UK-generated electricity carbon average) there’s nil road tax plus no emission zone, congestion or, in some cases, parking charges either. Unlike the £23,990 (inc. £5k government plug-in car grant) Mitsubishi i-MiEV, the Peugeot i0N (and Citroen C-Zero) can only be leased from certain Peugeot (or Citroen) dealers for 4yrs/40,000m for £415 per month (extendible to 8yrs at reduced cost). This includes full warranty cover and all servicing and maintenance, but doesn’t include VAT or insurance. To put that into perspective, a new 5-door Peugeot 107 can be leased for £90 per month plus VAT over 4yrs. A quick tap on the calculator reveals that the i0N would cost £23,904 (inc VAT) in leasing over 4yrs, whereas the 107 would cost £5,184, which would leave the 103g/km 107 driver with a generous £18,720 to spend on fuel, minus £80 for road tax, minus any congestion and parking charges. So, the i0N and its ilk are green, but they’re far from cheap.

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A pair of 2.2-litre turbodiesel engines are the choices for UK Antara buyers. They come in 161- and 181bhp forms and the less powerful is offered with either front- or four-wheel drive, while the 181bhp unit only comes with all-wheel drive as standard. There’s also a choice of six-speed manual or automatic gearboxes, though we’d stick with the manual for its lower emissions (175g/km versus the auto’s 205g/km) even if neither is as good as the class best. Choose the auto ’box with the 161bhp engine and performance takes a dip, with 0-62mph in 12.0 seconds compared to the manual’s 9.9 seconds. This performance indicator remains at 9.9 seconds regardless of whether you choose front- or four-wheel drive with the 161bhp engine. The all-wheel drive-only 181bhp engine option sees of 0-62mph in 9.6 seconds as a manual and 10.1 seconds with the automatic gearbox. More importantly than these figures, the Antara feels brawny and able when worked through the gears. There’s 258lb.ft of shove 2000rpm on tap in the 161bhp diesel and a hefty 295lb.ft in the more powerful engine, which is plenty for off-road driving, towing and overtaking, as well for relaxed cruising on the motorway. Both engines are hushed and the Antara is pleasantly quiet place to whole away a journey. The only blot on the landscape is the manual gearbox’s shift is baulky and responds best to a slow, heavy hand.

An SUV is not going to out-point a hot hatch on twisty roads, but the Antara gives this its best shot. Excellent body control means little body lean or sway as the car changes direction and the steering has quick reactions and good feel. There’s also plenty of grip in hand to see the Antara round corners with much left in the bank should the driver need to change line in an emergency. This is not the usual behaviour of a 4x4 and makes the Antara a great ally when pressing on across unfamiliar territory or enjoying a favourite road. The pay-of for the Vauxhall’s driver-pleasing ability is a ride that falls on the firmer side of the comfort equation. It’s not jarring and the Antara copes very well with motorways, but around town there’s a definite firmness that can make a sleeping policeman an obstacle to avoid. However, the Vauxhall has well weighted controls, is easy to park and its brakes have strength of feeling to them not always present in an SUV that may well end up being used for towing.

We’ve no doubt the Antara will last every bit as well as any of its rivals and the engines and transmissions are proven entities. Construction is good and the quality of materials used throughout is excellent, though the look of some plastics does not confer the same classy appeal as a Volkswagen Tiguan or Nissan Qashqai. However, panel gaps are close and tight and with Vauxhall’s 100,000-warranty there should be no cause for complaint with the Antara.

A full spectrum of airbags comes as standard with every Antara model, so there are twin front, side and curtain ’bags. There’s also ESP traction and stability control for all versions, while hill descent control keeps things under control on slippery downhill sections for both the front- and four-wheel drive models. Go for the all-wheel drive models and you get trailer stability control to help avoid any swaying or snaking when a trailer or caravan is attached. Two Isofix child seat mounts are supplied in the rear seats and the front passenger airbag can be deactivated to allow a child seat to be fitted in the front.

The high-set driving position of the Antara is as expected of this class of car, but the Vauxhall also provides better over the shoulder vision than most rivals’. This makes the Vauxhall easier to park in tight spots than some of the competition. However, the front of the car can be tricky to judge for parking due to the slope of the bonnet. There’s also a good range of driver’s seat and steering wheel adjustment, so every driver should find it easy to get comfortable. Rear seat passengers are also well looked after thanks to generous space for heads, legs and shoulders, so it’s possible to carry three adults in the back of the Antara without risking complaints. Some boot space is sacrificed to create more passenger space, so larger luggage needs will require careful packing in the Vauxhall. The rear seat splits 60/40 and folds flat, so trips to the garden centre are not off limits.

Vauxhall has improved the Antara into a decent choice in the compact SUV class, but for those most concerned with economy and emissions there are more compelling choices in this sector. The Antara offers decent 44.6mpg combined economy and 167g/km carbon dioxide emissions in 161bhp front-drive form, while the four-wheel drive version of this engine emits 175g/km (205g/km with automatic gearbox). Economy for the 161bhp all-wheel drive model is 42.6mpg or a much less impressive 36.2mpg with the auto transmission, while the 181bhp engine affords 42.6mpg average economy regardless of which gearbox you prefer. Emissions of 175g/km for the manual and 205g/km for the auto are only middling for the 181bhp engine. Making up for this, the Antara is sound value for money thanks to affordable prices and all models coming well equipped. All have air conditioning, four electric windows, CD stereo and MP3 connection, alloy wheels and roof rails. Go for the four-wheel drive model and you gain rear privacy glass, climate and cruise controls, heated front seats and larger alloy wheels. The top spec SE comes with leather seats, Xenon headlights, a tyre pressure monitoring system and rain-sensing wipers.

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It’s impossible to award anything less than five stars to a car where even the slowest in the range knocks off 0-62mph in just 4.9 seconds. That model is the CL500 and is pretty much all you’d ever want or need in a large luxury coupe. The 4.7-litre V8 engine gently ripples with 429bhp, which is more than sufficient to see the CL500 surge past slower traffic, cruising elegantly at any speed right up to its 155mph limited top end, restrictions permitting, and still deliver enough of a V8 growl and punch to make the CL feel just sporty enough. Its seven-speed automatic gearbox is also a smooth performer and matches the V8’s effortless character with ideally blended gear changes. Of course, if 429bhp seems a little on the weedy side for you, there are the two AMG-tuned CL models in the shape of the 536bhp CL63 with its wonderful 5.5-litre V8 engine or the positively monstrous CL65 and its 621bhp. The CL63 offers the Mr Hyde to the CL500’s Dr Jekyll courtesy of a crackling exhaust note, rocket to the spine acceleration and sharper responses in every area. The AMG may not be quite as supple over the bumps as the 500, but its extra urgency makes it a hoot to pilot. As for the CL65, its 6.0-litre twin-turbo V12 is one of the world’s great engines and comes with a heart-stopping 737lb.ft of mid-rev shove, though it comes with a five-speed automatic gearbox as the seven-speeder is not up to assault of its power. It sees the 65 from 0-62mph in just 4.4 seconds to rival the best supercars, yet this remains a usable, practical four-seat coupe easily capable of all-day journeys in complete comfort. Never has madness seemed so sensible.

If we were solely judging the two AMG versions of the CL here, the star rating would drop to four. The reason for this is they come with stiffer suspension and sizeable alloy wheels wrapped in very thin-walled tyres, and this has a slightly detrimental effect on comfort. Neither is by any means harsh or crashy, just they don’t quite offer the cushy comfort of the CL500. As the 500 is the biggest seller in the CL range, we reckon five stars is a fair assessment as this CL wafts when you want to bathe in its splendid ability to isolate its occupants from the rest of the world, yet it can also whisk through corners in a way such a large coupe has no real right to. Comfort is a given in the CL500, but the handling remains a surprise on every drive as this is a big car and gives the impression it’s at its happiest when cruising, which is does imperiously, yet it has good steering feel, masses of grip and poise, and that seat of the pants sensation when the driver wants to make the most of a quiet country road. In the CL500, road, wind and engine noise are expelled from the cabin with all of the gentle but insistent persuasiveness of a top hotel doorman. Only some V8 burble makes itself known when the driver presses hard on the throttle. Again, the ANG models trade some refinement for their sportier characters, so expect to hear those amazing engines more of the time, which is far from a hardship.

When Mercedes was enduring an uncharacteristic dip in its quality back in the early 2000s, the CL carried on oblivious and impervious to this. With the latest generation of CL, it’s the same story, where its build quality is just better than anything else. It’s clear the men and women who make this car truly care about every one. The stitching of the leather, the fit of the dash and the precision of panel gaps all point to a car made without compromise. It also shows in the way Merc CLs last – find a used one and it’s more than likely it will look far fresher than its mileage would otherwise suggest. As for the mechanical side, it’s the same story as these engines may be powerful but are generally unstressed for the work they do. They are also proven units and the transmissions are more than up to the job asked of them. Mercedes warranty lasts three years and an unlimited mileage in that time, and there’s also Merc’s 30-year body warranty for added peace of mind.

Mercedes doesn’t hold back when it comes to the CL’s safety kit and all models come with six airbags, ESP traction control and the firm’s clever Pre-Safe system for priming the car should it sense an accident is imminent. There are also a raft of other safety systems either fitted as standard or as options to make the CL one of the best places to sit in this turbulent world we live in. It’s also hugely resistant to theft thanks to an alarm, immobiliser, deadlocks and laminated side glass than means thieves will have a very hard time trying to smash the side windows.

For the driver, he or she might as well be sat in an S-Class as all of that large saloon’s cosseting nature is present in the CL. The seats are armchairs that provide intercontinental comfort and support, along with a vast array of adjustment to find the ideal driving angles, while the steering wheel is also multi-adjustable. Throw in decent all-round vision, helped by standard front and rear parking aids, and the CL is a superb place to be for any journey. The rear seats are also commodious enough to cope with two adults, though access through the large doors is still a little tricky. For kids, though, the CL’s back seats are more than spacious enough, though smaller children might find seeing over the window line a bit of a stretch. As for the boot, it’s more than up to the job of carrying holiday luggage or a couple of sets of golf clubs, or both.

Value is a relative term when applied to coupes costing as much as the CL range. For some, there is nothing else in the world like it and many CL customers simply replace their existing car with another CL and don’t even consider any potential competitors. For them, the CL is great value as it does the job they ask of it and much more besides. If you’re looking to buy and sell on after a few years, you will take a sizeable hit on depreciation, but this is more to do with the considerable list price meaning any percentage drop is always going to equate to a large amount of money. Even so, the CL compensates with a long and generous list of standard equipment that includes everything you could wish for, plus there’s an options list that lets your imagination run wild. As for running costs, insurance and servicing are costly, but not outrageous for a car of this price and type, while the CL500 offers surprisingly good combined fuel economy of 29.4mpg. Go for the CL65 and you’ll have to stomach 19.8mpg average economy. One point to bear in mind is the AMG models need super unleaded petrol to function properly, so this is an added cost to remember. The CL500 has carbon dioxide emissions of 227g/km, so it’s pretty clean for a super coupe and even the CL65 emits 334g/km to be easier on the environment than most other supercars.

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For a three-cylinder 1.0-litre petrol engine with 68bhp on tap, the new engine for the i10 Blue is a cheeky, zippy little performer. In the same way that many other small capacity three-pot motors are, the i10’s brims with character and sounds much brawnier than it really is. Okay, 0-62mph in 14.8 seconds is not going to blow your socks off, even loosely attached socks, but it’s responsive and hauls the i10 up to the national speed limit with little fuss or the need to thrash it. Quite the opposite, as there’s decent low- and mid-rev shove and the five-speed manual gearbox has well spaced gear ratios to make the most of the engine’s lug. In town, it’s just zippy enough to be fun, while on faster roads it can settle to a middle distance thrum. The standard Intelligent Stop and Go system is unobtrusive, easy to implement into everyday driving and quick to restart the engine, so there’s no excuse for not using it. Hyundai has also uprated the 1.2-litre petrol engine, giving it 85bhp compared to the old motor’s 77bhp. Economy and emissions are also improved, while 0-62mph now takes 12.2 seconds, or 0.6 seconds less than before. In five-speed manual gearbox form, the 1.2-litre i10 is smooth, flexible and a downright decent city car that is also capable of motorway driving with ease. The automatic gearbox takes the edge off performance but is still 0.6 seconds swifter than its predecessor with a 0-62mph time of 13.8 seconds for the updated unit.

There is a small but noticeable difference in the ride comfort of the Blue model versus the others in the i10 range. The Blue comes with 13in steel wheels as standard and they seem to be more easily deterred by potholes and, in particular, sudden wrinkles in the road surface than the 14in wheels fitted to the other i10 models. It’s not a deal breaker, but it’s something to be aware of if comfort comes higher on your list of priorities than outright economy and cleanliness. Even so, the i10 Blue handles with the same amount of grip as the rest of the range. There’s a fair degree of body lean if the driver is in a hurry on a roundabout, but it’s not excessive or worrying to passengers. Next to its rivals, the i10’s steering is light but less full of feel than a Ford Ka’s, but it’s as refined as the class leaders in town and on the motorway. The larger wheels of the other i10 models endow the Hyundai with a more composed ride quality that does a decent job of soaking up surface abuse.

There’s no doubting Hyundai’s ability to make the i10 as rugged and reliable as the very best in the city car field. It’s a proven entity on the mechanical front and the new 1.0-litre engine is closely related to the 1.2, so should be trouble free, as we expect the Stop and Go system to be. Hyundai puts its cars together with care and precision, so the only disappointment is some of the interior plastics are just too hard, unforgiving and basic to feel as top drawer as rivals such as the Fiat 500. Still, there’s a five-year, unlimited mileage warranty included with the i10 just as there is with every other Hyundai, so peace of mind is guaranteed.

A middling performance for the Hyundai i10 on this front. All models come with twin front and side airbags, but curtain airbags are not even an option. There are also anti-lock brakes with brake force distribution, but ESP traction and stability control is noticeable by its absence from all versions. However, all five seats have three-point seat belts and Isofix child seat mounts are fitted in the rear. An alarm and immobiliser take care of security, while a stereo that is designed into the dash prevents theft, as does a lockable glovebox.

The driving position of the i10 is upright and gives good all-round vision, though comfort is compromised by a steering wheel that only adjusts for angle. A simple dash looks good and the centre console comes out to place the stereo and ventilation dials close to the driver’s left hand. Rear seat space is excellent in the i10 and two adults can easily fit in thanks to the scooped out headlining that allows masses of headroom. At the back, the boot is small but well formed and a practical rectangular shape, though the deep drop from load sill to boot floor can make hefting heavier items in and out harder work than in some rivals. A 60/40 split and fold rear seat back adds to the i10’s versatility and allows longer and larger loads to be accommodated through the wide tailgate.

A five- year, unlimited mileage warranty is very appealing, especially for private buyers, while the revised engines’ improved economy and emissions is good for everyone. The i10 Blue now offers 99g/km and 67.3mpg to buyers, while the updated 1.2 emits 108g/km and manages 61.4mpg with the five-speed manual gearbox. This means the Blue qualifies for free first-year road tax and all models are cheap to insure, service and repair thanks to Hyundai dealers’ affordable rates. Air conditioning, electric front windows, four airbags, CD stereo with USB and MP3 connector are all standard across the i10 range. The Blue comes with Intelligent Stop and Go to save fuel and emissions, while the Classic comes with larger 14in steel wheels over the Blue, though these two are otherwise much the same on the spec front. Go for the mid-spec Active and you get alloy wheels, rear electric windows, remote central locking, a height adjustable driver’s seat and underfloor storage, while the Style version adds heated front seats, chrome detailing to the cabin, an electric sunroof and rear spoiler.

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The engines in the Mazda2 have been very lightly revised as part of the update, so economy and emissions are fractionally improved. Starting point is the 74bhp 1.3-litre petrol engine that is reasonable but if you can stretch the budget to buy the 83bhp version, you’d be best of doing so. With identical economy to the less powerful 1.3, the 83bhp unit feels peppy and willing, if a little rowdy when pressed at higher revs. A snickety five-speed manual is shared with the other engines in the line-up, though the 101bhp 1.5-litre petrol can also be ordered with a four-speed automatic. The 1.5 petrol is zippier, covering 0-62mph in 10.7 seconds to the 1.3’s 13.6 seconds, but we prefer the smaller unit as it seems to suit the Mazda2’s feisty nature better. There’s also a 1.6-litre turbodiesel serving up 94bhp and 0-62mph in 11.5 seconds. It’s a sound bet for anyone cover long distances, but as most supermini buyers don’t it’s hard to justify the extra expense of this motor unless you’re a company driver impressed by its 110g/km carbon dioxide emissions.

Until now, the Mazda2’s ride has best been described as erring on the sporting side. For many, this has meant plain old uncomfortable and with it there has been degradation in refinement. Not now, as Mazda’s small changes to the suspension set-up have reaped major benefits in the way the 2 copes with lumpen roads. Where it used to jolt, it now glides and feels every bit as able as a Ford Fiesta. This is very high praise and the Mazda also retains its superb handling balance. It’s not burdened with excessive grip, instead there’s plenty of cornering traction for safe driving in all conditions but keen drivers can use the car’s agility and poise to full effect for many smiles per hour. The revised engines are a touch quieter, but the Mazda2 is still noisier than a Fiesta or VW Polo.

We have no qualms in recommending the Mazda2 as one of the best built and most reliable cars in its sector. Mazda’s attention to detail in every area is legendary and it pays off in the way these cars simply keep on going without trouble or irritation for their entire lives. All of the materials used are strong and durable, even if the interior plastics are not as attractive to look at as in some rivals’.

The Mazda2 drops a couple of stars in its rating here as only the automatic gearbox-equipped 1.5 and Sport models come with ESP traction and stability control and side and curtain airbags. The rest do without, which is a shame for customers looking to increase their safety margin in an accident. Anti-lock brakes are, of course, standard across the range, as are Isofix child seat mounts. Security is catered for much better with an alarm, deadlocks and immobiliser for all Mazda2 variants.

Available in three- and five-door forms, the Mazda2 is decent for space and can cope with four adult passengers when asked. Access to the rear of the five-door could be a little better as the rear doors don’t open quite as wide as we’d like. Still, there’s good head and leg room, a boot that is on a par with most rivals’ and 60/40 split and tip rear seat backs to extend the load capacity to a generous 787-litres from the standard boot’s 250-litres. The driver gets the best deal in the Mazda2 as the seat is supportive, though the steering wheel only adjusts for height. Even so, the all-round vision is excellent and the simple, stylish dash easy to navigate around even for a newcomer to the car. With the gear lever mounted high in the centre console, the Mazda2 quickly instils confidence in town or when parking, and it also frees up a little more space for the driver and front passenger’s legs.

The pair of 1.3-litre petrol engines manages 55.4mpg combined economy to be among the best in their class, while the 1.5 petrol registers 48.7mpg. Even better is the 1.6 turbodiesel at 67.3mpg, though its higher list price means this model is reserved really for high mileage drivers who place fuel consumption above all other demands. The 1.3-litre petrols give 119g/km carbon dioxide emissions to be cost-effective, while the 1.5 emits 135g/km to be merely average for its class. The 1.5 automatic pushes this up to 146g/km to be high for a supermini, while the 1.6-litre turbodiesel offers 110g/km CO2 emissions for full first year write down for business users. We’d avoid the entry level TS trim unless on a very tight budget. It includes air conditioning, electric front windows and CD stereo, but the TS2 models gain side and curtain airbags, alloy wheels and ESP traction and stability control. The Tamura model has 16in alloy wheels, side skirts, rear spoiler and sports headlights, leaving the Sport model to add front foglights, climate control, Sports interior trim and cruise control.

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