Hyundai i10
For : Entertaining to drive, peppy 1.1-litre, generous equipment and space
Against : Engine coarse when revved, ride a little firm
Driving
Light controls ensure the Hyundai is extremely straightforward to drive. With a tight turning circle and excellent visibility, it has all the key attributes a great city car requires. The 1.1-litre engine delivers keen throttle response, making sure the i10 is nippy through traffic. Combine this with responsive steering, progressive brakes and a tidy gearshift, and the Hyundai is fun and easy to drive. Even so, it’s worth pointing out the engine does get a little coarse at higher revs, and the ride tends to be on the firm side. However, the stiff suspension does mean the i10 is stable at motorway speeds.
Marketplace
The i10 replaces Hyundai’s previous city five-door, the Amica. Built in India, links to the old car are clear, particularly in the unattractive side profile. However, the tidy nose and rear are attractive and modern, similar to the bigger i30. Powered by a single 1.1-litre four-cylinder petrol engine, Hyundai’s baby comes in three trim lines – Classic, Style and Comfort. Rivals come far and wide, and include the Fiat Panda, Toyota Aygo, Peugeot 107, Citroen C1, Volkswagen Fox and Kia Picanto.
Owning
The dashboard design is modern, while the materials used are impressive for a car in this price range. The high-mounted stereo is excellent, with big buttons and a CD player, as well as compatibility with MP3 players. What’s more, the thin-rimmed steering wheel adjusts for height, and the gearlever is perfectly placed on the dashboard. There’s a decent amount of space, with enough legroom in the rear for adults to sit comfortably. Unlike rivals, the i10’s back seats split and fold, while you get three rear belts and a full complement of headrests. Quoted economy of 56mpg is impressive and the low list prices include very good levels of equipment, plus Hyundai’s five-year warranty.
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Vauxhall Agila
For : Sharp styling, impressive ride and handling, spacious interior
Against : Hard interior plastics, Suzuki Splash better value, pricey diesel
Driving
It’s hard not to be impressed by Vauxhall’s new Agila out on the road. While the old model provided little more than basic transport, its successor has much more to offer. It’s an easy, fun car to drive, whether on city streets or twisting country roads. The 1.2-litre engine is eager, if a bit loud on the motorway, and the gearshift is slick and assured. We also like the high-mounted lever. Be warned though, the 1.0-litre three-cylinder alternative soon feels underpowered, and the 1.3-litre diesel borrowed from the Corsa is impressive, but pricey.
Marketplace
The Agila is a five-door city car that majors on practicality – yet, unlike the boxy first-generation version, the newcomer’s profile is also curvy and aerodynamic. As before, it’s essentially a rebadged Suzuki, derived from the new Splash, which offers two of the same engines to the Vauxhall. The 1.0-litre three-cylinder is unique to the Agila. There are three trim levels available in the Vauxhall – Expression, Club and Design, and the 1.2-litre engine also has the option of an automatic transmission. City car rivals include the Fiat Panda, Volkswagen Fox, Chevrolet Matiz and, if you fancy something a little different, the quirky Mitsubishi i.
Owning
Inside, there are sharp two-tone colour schemes and neat touches like the MINI-style rev counter. It’s just a shame the hard plastic trim takes the gloss off the overall effect. It’s surprisingly roomy though, particularly in the back, where two adults can travel in comfort – and three seatbelts provide accommodation for three younger occupants. The boot is comparable with competitors and all but Expression versions get 60/40 split seats and a handy false boot floor. The Vauxhall should be cheap to run, particularly with strong fuel economy from all engines, but we’re a little bit disappointed to see the equipment levels aren’t higher. The Suzuki Splash is better value, but the Vauxhall will probably have better retained values.
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Kia Pro_cee'd
For : Attractive shape, easy to drive, affordable
Against : Not quite fresh or daring enough, plain cabin
Driving
The Pro_cee’d, with its stiffer chassis over the five-door, handles well. Steering is nicely weighted, offers reasonable feedback and turns the car in precisely, with strong grip. It’s not quite as sure-footed and confidence-inspiring as the class best, but body control is good. Ride quality does suffer a little over the five-door, though. Petrol engines are a little average but the 1.6-litre CRDi turbodiesel is very strong. It’s preferable to the 2.0-litre, which, while quiet enough on the move, can clatter at low revs and never feels particularly quick. The gearchange has a light touch but it’s long in throw.
Marketplace
The Pro_cee’d has a character all of its own. Sitting 30mm lower than the five-door, the three-door hatch has an elongated, coupe-like stance – an impression reinforced by the long doors. It looks more athletic and stands out better than the five-door, and should help attract younger buyers. The rear is the real talking point, thanks to high-set lights, raked screen and narrow tailgate. Unlike the five-door, which uses letters for its trim names, the Pro_cee’d uses numbers – 1, 2 and 3, with a Sport range-topper. Rivals include the Vauxhall Astra Sport Hatch, Volvo C30, Renault Megane Sport Hatch and Citroen C4 Coupe, along with the Ford Focus, Hyundai i30 and Peugeot 308.
Owning
It’s a shame the interior isn’t as bold as the exterior. Virtually identical to the five-door, we expected something a bit sportier. And while there’s no arguing with quality, it’s not quite up to Golf or Focus standards. But the soft-touch dash and air conditioning controls are neat, and the stereo easy to use, although it does constantly need retuning on the move. Accessing the back seats isn’t easy, but once there, passengers will find ample kneeroom. The 340-litre boot is big, too, and folding the seats is simple – you don’t have to remove the head restraints. The Kia is great value too, with competitive prices and excellent levels of standard equipment. The Pro_cee’d also looks to have better retained values than the five-door – though they are still a little way off three-door rivals such as the Vauxhall Astra Sport Hatch. You do get Kia’s excellent 100,000-mile, seven-year warranty, though.
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Citroen C5
For : Comfortable, refined driving experience, superb on motorways, distinctive styling
Against : Ordinary build quality, modest practicality, lack of cabin cubbies
Driving
You’ll find yourself immediately relaxed by the latest Citroen C5, as it’s so soothing to drive. The engines never emit more than a distant hum, and power delivery of the HDi diesels is relaxed. Performance is a secondary consideration – which is just as well, as the heavy saloon isn’t that fast, even with 2.2-litre and 2.7-litre V6 diesels fitted. Nevertheless, the Citroen’s suspension gives it a unique feel, particularly the gas set-up of costlier variants, which is focused entirely on comfort. However, there’s no hint of athletic ability, with vague steering and soft suspension. At least roll is limited and grip is good. No, the Citroen’s most at home on motorways, where it seems to glide along. Suspension is less able to deal with sharp ridges and potholes, but overall it’s very relaxing.
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Mitsubishi Lancer Evo X
Driving
This car is all about performance, and the Evo X delivers incredible pace. It’s available in three power outputs, and even the base 290bp car accelerates from 0-62mph in 4.7 seconds. The engine is a gem, but the big news is the availability of a VW DSG-style twin-clutch transmission, called Sport Shift Transmission. Lightning-quick changes make this one of the best semi-autos we have ever tried. The car’s handling is also brilliant. Lots of technology means that grip is super and body roll is kept to a minimum. It’s amazingly surefooted, while the steering provides excellent feedback. Of course, stiff suspension produces a firm ride, but Mitsubishi has got the balance right – it feels composed in day-to-day use, yet remains hardcore enough not to alienate diehard fans.
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Audi A4
Driving
Dynamically, the latest A4 is a revelation. It’s been transformed over older models, and seems so much more grown up. It has better body control than any of its rivals and feels sure-footed in corners. The steering is sharp and the turn-in positive, and while it isn’t as dynamic as a 3-Series, it’s far more composed than a Mercedes. The Audi strikes a good balance when it comes to ride quality, too. It’s firm but not harsh, and excellent damping means the A4 is taut without being unforgiving. The most popular engine is likely to be the 2.0-litre TDI, and it too has an impressive range of abilities. Power arrives quickly, is delivered smoothly and it’s also quiet and refined, too. Other engines include an impressive 1.8-litre turbo petrol, plus V6 diesel and petrol powerplants.
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Aston Martin V8 Vantage
For: Magnificent engine, fantastic styling, jewel-like cabin
Against: Firm suspension over bumps, very expensive
Driving
The Aston boasts a 4.3-litre V8 that, although it doesn’t boast class-leading power (380bhp) or pace (0-60 in 4.9 seconds), sounds absolutely fantastic. Above 4,000rpm, the exhaust rasps, barks and crackles, and the engine thrives on revs. There’s a choice of manual or Speedshift semi-automatic gearboxes; we prefer the latter, with its column-mounted paddles, though it does cost £3,000 more. To drive, the Vantage is incredibly entertaining. Over smooth surfaces, it sweeps around corners effortlessly, with the steering providing detailed feedback and the chassis proving superbly balanced – although if you push it right to the limit, the car will understeer. It’s not quite as taut as the best either, and the damping isn’t as well controlled. It gets unnervingly bouncy on bumpy roads – but it’s an involving driver’s car nevertheless.
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Saab 9-3 Convertible
Driving
Saab revised the 9-3’s chassis in 2007, meaning there’s less body shake than before – although it’s still not nearly as robust as newer rivals. There remains a slight tendency for the front wheels to follow cambers and ruts, while on wet roads the traction control light flickers frequently. Sure, on smooth, flowing roads the 9-3 is pleasant enough to drive. But it’s a long way from sporting and doesn’t offer the composure or involvement of better competitors. The turbocharged petrol and diesel engines are powerful, though even here, a slightly notchy gearshift and awkward, long-travel clutch blot the copybook.
Full Review
MINI Convertible
Driving
Nimble and well balanced, the MINI is fun at any speed. While the steering is heavy when parking, it provides fabulous feedback through corners. Turn-in is super-sharp and it’s reassuringly accurate on motorways. Refinement is also excellent, as the MINI has the sort of sure-footed stability seen in bigger cars, plus unobtrusive wind and road noise. The ride only becomes objectionably hard on sports-suspended models with bigger wheels. MINIs One and Cooper do strain a little as the 1.6-litre engine lacks torque to push the heavy drop-top along, but it's a refined unit and the chunky gearshift is a pleasure to use – while excellent traction helps the 0-60mph dash. Cooper S models, with a supercharger, are high-performance gems – and with their distinctive supercharger whine, are real entertainers.
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Volkswagen Tiguan
Car makers are tripping over themselves to build small off-roaders, but Volkswagen is ahead of the game.
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