Home »
Posts filed under MPV
Posted by Alex Bale
Tuesday, February 5, 2013
Price as tested: €23,170
+ Doors, comfort, engine, chassis, quality– 1.0 not economical enough, needs more space in the back= Better than the diesel version but still flawedYou know what, I may have given the B-Max a bit of a harsh time the first go-round. When I first drove Ford’s clever new compact people carrier, I was disappointed by its lacklustre new 1.5 diesel engine and equally disappointed by a ride quality that was just too firm and handling that felt too top heavy.
And while my criticisms of the diesel and the ride remain, having spent a bit more time with this, the 1.0-litre turbo petrol EcoBoost model, I have to say that the B-Max is coming rather more into focus for me.
Let’s start with that engine, which has been showered with praise and awards since it was launched last year. Virtually small enough to fit into carry-on luggage, the little three-cylinder EcoBoost engine is a paragon of smoothness, refinement and, surprisingly, grunt. A 100bhp power output is plenty enough in a car the size of the B-Max, and while 170Nm of torque isn’t much compared to the best diesels, it’s enough to make sure that the B never feels sluggish or caught in the wrong gear. And then there’s the character of it. Quiet and hushed at a motorway cruise, it revs happily and emits a distinctly Porsche-esque growl as you approach maximum rpm. It is quite brilliant.
Or at least it would be if not for a significant achilles heel. Fuel consumption. There’s no way of getting around it, over a mixture of motorway, town and main road mileage, I averaged just 8.2-litres per 100km. That’s 34mpg. That’s simply not good enough for a compact family car these days, especially one so explicitly looking to tempt diesel buyers back to petrol. I know, I know, long motorway hauls aren’t a petrol B-Max’s natural metier, but all cars these days have to be all things to all people and the sad fact is that I’ve gotten similar average consumption out of a 218bhp Mini Cooper S Works GP...
That aside, the B-Max really is a lovely little car to drive. Perhaps it’s the reduced weight of the petrol engine versus the diesel that last I tried, but the handling felt distinctly better. You still feel that the weight of the body is set a touch too high (those complicated latches for the sliding side doors the culprit perhaps?) but it’s still got that lovely, fluid feel we’ve come to associate with Ford’s right back to the 1993 Mondeo. The ride quality is still a touch too firm I’d say, and that gives ground to the much more supple Citroen C3 Picasso, but if you’re a keen driver, who needs a small, practical family car, then this is the one for you.
That said, if you really need a small, practical family car, I’m not 100% convinced by the B-Max’s credentials in the practicality department. Those sliding side doors are brilliant, and they make the loading and unloading of small people and their car seats very easy, especially in the close confines of a multi-storey car park. The fact that there’s no b-pillar doesn’t really have a massive effect in terms of loading and unloading, and in fact for some people it may make getting in and out a little more tricky (nothing to grab hold of bar the front seatback) but on the whole, it’s an entertaining gimmick and would certainly make a trip to IKEA that much easier.
But there’s not quite enough space in the back seats, specifically in the legroom department. I’m a hair over six feet tall, and I can fit in the back reasonably comfortably. But my two-and-a-bit year old son, who’s a hair over three feet tall, struggled a bit with space. Why? Because there’s a full six or seven inches between the back of the base that his car safety seat sits on and the actual base of the seat where he sits. That means he’s lifted up and forward by the shape of the seat, which means either he’s cramped for legroom, or I am because I have to pull my seat forward to give him space. It’s not a problem unique to the B-Max, but given the amount of thought Ford has clearly put into the doors, I was hoping for better.
The rest of the interior is just about perfect though, with a big, deep, square boot, comfy seats and a lovely-looking, high quality dash. My Titanium-spec press car also came with Ford’s new Sync system that connects wirelessly to your smartphone both as a phone and as a music player. As a phone it worked swiftly and flawlessly, but I found that the Bluetooth audio streaming tended to make tracks skip annoyingly, but they did play smoothly when connected by a USB cable. Still, the sound quality of the optional Sony stereo was little short of awesome. A highly recommended option.
At €23,170 for the test car, the B-Max makes an interesting alternative to a conventional hatchback, and its extra height and trick doors means that it’s potentially more practical than a similarly priced Focus. But that (otherwise) brilliant little 1.0-litre engine needs to give better economy in real world driving, and a touch more space in the back would make the B-Max nigh-on unbeatable.
Facts & Figures
Ford B-Max 1.0-litre EcoBoost Titanium
Price as tested: €23,170
Range price: €19,821 to €27,600
Capacity: 999cc
Power: 100bhp
Torque: 169Nm
Top speed: 175kmh
0-100kmh: 13.2sec
Economy: 4.9l-100km (60mpg)
CO2 emissions: 112g/km
VRT Band: A4. €200 road tax
Euro NCAP rating: 5-star; 92% adult, 84% child, 67% pedestrian, 71% safety assist – joint safest car in small MPV category.
Posted by Alex Bale
Renault has decided to stop making the Scenic. That might sound like a bit of a shock, but hang on, the devil is in the detail. The seven-seat Grand Scenic will continue on as one of Europe's best-selling medium-sized MPVs, but the five-seat Scenic is now going to be dropped, and replaced by a new model called the Scenic XMOD. What's an XMOD? Well, it's essentially Renault trying to glam the Scenic up as a bit of a rough and tumble SUV. The XMOD is based on the current Scenic body and chassis but gets sleeker, sportier styling, a higher ride height and stick on plastic off-roader-y bits. It's not all tinsel and lights though, Renault is introducing a new traction control system called Grip Xtend, which can be adjusted by the driver to give the best possible traction and grip on difference surfaces, with Road, Loose Surface and Expert modes. The Scenic XMOD and a facelifted version of the Grand Scenic will make their debuts at the Geneva Motor Show.
Posted by Alex Bale
Thursday, January 31, 2013
One of our favourite cars, the Citroen CS Picasso (check out our recent long term test HERE) is getting an update and freshen up for 2013, but sad to say, there's a small note of disappointment in the news.On the outside, the C3 Picasso is, frankly, looking better than ever, with a revised front bumper and the latest Citroën chevrons; together with the addition of LED daytime running lights for a fresh new look as standard on VTR+ models. Two striking new body colours are also introduced; Ink Blue and Pearlescent White.Inside, little has changed overall but there is a new trim called Mistral ‘Mixou’ cloth, which is specified as standard on the VTR+ model. An electro-chrome rear view mirror is now included in C3 Picasso’s Automatic Pack option at no extra charge and there are new 16” ‘Blade’ alloy wheels as standard on the VTR+ version. As before, the the Special Edition C3 Picasso CODE comes with an array of additional equipment; including striking black or white ‘Clover’ 17" alloy wheels, panoramic sunroof, chrome door mirrors and roof bars; for a great value step-up cost of just €500. That's the model we had on our long term test and we'd unreservedly recommend it.
But there is a faint disappointment in the engine department. In the UK, the Picasso now comes with an updated 115bhp 1.6 diesel engine, while we just get the old 90bhp version – hardly the quickest thing around. Still, the 115bhp version would bump up both the price and the Co2 ratings, so perhaps we should be thankful for small mercies.
Prices start from €20,995 for the VTR+ model and €21,495 for the Code.
Posted by Alex Bale
Tuesday, January 22, 2013
Ford is claiming that its newly-launched B-Max MPV has a child-proof interior. They obviously haven't met my kids...
Every parent is familiar with the challenge of keeping a new car clean in the face of everyday use by children and pets. Ford has now tried to make that job easier for mums and dads by “child-proofing” the new B-MAX.
Engineers subjected the new B-MAX to laboratory tests that simulate the toughest treatment that children and pets can dish out, including soaking materials in milk and fizzy drinks; testing fabrics 0with a “mace”; and pounding plastics with a heavy rubber ball.
“By testing for everything from soft drink spills to muddy boots, we’ve made sure the B-MAX interior is ready for anything,” said Mark Montgomery, senior materials engineer, Ford of Europe. “I’ve got young children myself, so I’m very familiar with the mess they can create.”
Samples of all leathers and fabrics used in the Ford B-MAX’s interior were tested for stain resistance and ease of cleaning after being soaked for 24 hours in the liquids and being smeared with soil and grease.
Engineers also tested resistance to damage that can be caused by abrasive zips and fasteners found on children’s clothing and bags. The “mace test” used a metal ball with needle-sharp spikes to brush fabrics 600 times and replicate the effect of snagging zips and studs. Engineers also carried out a special test to repeatedly rub the seat material with Velcro.
Impact tests – conducted at temperatures as low as -30 degrees Centigrade when plastic is more brittle – used a rubber ball 10 times heavier than a regulation football to ensure that plastic parts could withstand bumps and knocks. Fabrics were also rubbed 60,000 times in a 17-hour non-stop wear test; metal spikes were scraped across plastic parts to test scratch resistance; and carpets were checked for durability on a special test rig fitted with rough abrasion wheels.
“These tests make sure we’ve done everything possible to make sure the car looks as good the thousandth time that families sit in it as it does the first time,” added Montgomery.
Posted by Alex Bale
Sunday, January 13, 2013
Price as tested: €68,725
+ Huge space, versatility, classy, comfy, luxurious, quality– Occasionally harsh ride, price tag, tax, not quick= One of the world's great all-roundersYou know it’s going to be a good Saturday night when you get to the front of the taxi queue and there’s something nice waiting to whisk you home. Not just another sad, tired old Japanese or European family saloon with 100,00k on the clock and nasty aftermarket seat covers. No, it’s a good Saturday night when your chariot with a yellow roof bar is a nice squidgy old Merc E-Class, or maybe even a big old Lexus LS400 – mellowed by age but still full of creaky, comfy leather and with a ride quality from back before everyone got obsessed with the Nurburgring. Nice.
Well, if you want to have that feeling everyday, then you’ll be needing one of these. A Volkswagen Caravelle in full-on, leather and everything spec. It’s probably the ultimate taxi, the perfect airport run car and in many ways is the best family car you could possibly buy.
It is, of course, basically a mechanically identical VW Transporter T5, but one what’s been upgraded to full tart’s handbag specification. So, up front you get superbly comfy leather seats, a DSG dual-clutch automatic gearbox, a touch-screen stereo and split-zone climate. But, as with all great chauffeur’s cars, the best place to be in the Caravelle is in the back. There you will find five more seats – two individual, swiveling Captain’s chairs and a braod bench. All of these are upholstered in the same lovely leather you’ll find up front and the rear bench slides back and forth to allow you to choose between more luggage space or more comfort for your passengers. They also all fold flat and I can tell you from personal experience that you can then get a double divan bed and mattress in the back. And a few bedside lockers. Luxurious, it may be but it hasn’t forgotten its van roots entirely.
Under the bonnet is VW’s venerable 2.0-litre TDI diesel with 140bhp and 340Nm of torque, Which sounds like a lot, but unladen, the Caravelle weighs a not inconsiderable 2,153kg, so while it’s not what you’d call sluggish, neither will you be taking on and beating GTIs at the lights.
No matter, what the Caravelle is about is comfort, and the relaxed and relaxing performance encourages you to drop your hands down to the 8-and-4 driving position (as recommended to professional drivers by Rolls-Royce as it “significantly reduces any chance of perturbing your rear seat passengers”) and go about your business that much more slowly. It will still happily wind its way up to a cruise-controlled 120kmh on the motorway and when it does that, you can really relax (within the bounds of keeping an eye on things, of course). The front of the Caravelle is a wonderfully comfortable place to be, damn near as good as the back.
Obviously when you get to a corner, you’re going to be reminded in no uncertain terms that this is a tall, heavy commercial vehicle and not a sports saloon. It heels over onto the outside wheel, the steering is slow and if you’re asking too many questions of it the ride just gets ridiculously crashy and bumpy. Much better, once again, to slow down and take the relaxed path home.
You will be tempted to stop off though. With the folding centre table in the back, the Caravelle makes an absolutely ideal portable picnic spot, so requests from the back seats for more sandwiches and Taytos are frequent. Other stops can be kept to a reasonable minimum though – Volkswagen quotes 8.2-litres per 100km average fuel consumption and we managed to get mid-nines, so it’s believeable. The fact that it emits 216g/km of Co2 (slightly less than the six-speed manual manages, actually) and isn’t taxed as a commercial vehicle though means you’ll have to pay the full whack of €1,200 Band F tax and with a purchase price hovering around the €68,000 mark, this is not going to be a cheap way to haul your family around.
That said though, this is a truly multi purpose vehicle and in that sense it makes a mockery of other, lesser cars that claim the same mantle. What others mean when they say MPV is that they’ve basically got a lot of seats. What the Caravelle means is that it is truly multi-purpose. Clean it up and, especially in the black paint of our test car, it’s handsome and crisp looking enough to mix it effortlessly in the executive car park. We’ve already alluded to its abilities as a taxi, van, airport tender and picnic spot, but it’s equally adept at being a shopping trolley, school bus, work commuter, and, thanks to the built-in window blinds and my wife’s preference for swimming in the seat, a handy and modesty-preserving beach hut. Just don’t hit the electric side door ‘open’ button on the key fob when she’s half way through getting changed. That was a bit cruel, actually...
Classy, cool and astonishingly useful, it’s hard (price and ride quality apart) to pick many holes in the Caravelle’s performance. Being a Transporter means that it should prove robust and reliable and all the Caravelle trimmings make it feel genuinely luxurious. What more can I say other than that, alongside the Toyota GT86 and Jeep Grand Cherokee, it has found a place in my imaginary Lotto-win garage.
Facts & Figures
Volkswagen Caravelle 2.0 TDI 140bhp DSG Highline
Price as tested: €68,725
Range price: €52,850 to €81,165
Capacity: 1,968cc
Power: 140bhp
Torque: 340Nm
Top speed: 172kmh
0-100kmh: 14.7sec
Economy: 8.2l-100km (34.4mpg)
CO2 emissions: 216g/km
VRT Band: F. €1,200 road tax
Euro NCAP rating: 4-star adult, 4-star child, 1-star pedestrian (results for 2008 T5 test)
