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Posted by Alex Bale
Thursday, February 7, 2013
Price as tested: €26,495
+ Styling, handling, quality– Noisy & outdated engine, tight rear seats and boot= Firmly underscores Opel's premium ambitionsOpel really needs a hit right now. The company has lost no less than €17-billion in the past decade and a half and while its paymasters at General Motors in Detroit have stuck with Opel through thick and (very) thin, patience is running low. So, with minimal surprise, Opel is having a crack at the fastest-growing segment in European motoring. At a time when the market for cars in Europe as a whole is either stalling or falling, SUVs, especially of the small and efficient variety, are charging ahead, taking buyers out of conventional hatchbacks and saloons. Score a hit here, and it will lift Opel as a whole.
No pressure then, but the Mokka gets of to a good start by looking really, really good. With the sporty bodykit fitted to our SE-spec test car, you could even accuse it of looking over-styled, but it succeeds where its key rival, the Nissan Juke, fails; it’s looks distinctive and exciting without being actively ugly.
Inside too, the styling is a success. Now, the brown, brown and beige colour scheme of our test car was, it must be admitted, a tad eye-watering and most conservative Irish customers will stick to plain old black, thanks very much. But if Opel is serious about its ambitions to break into the premium car market, then the Mokka’s cabin at least makes that ambition start to look realistic. Although it basically pinches existing parts and styling from the likes of the Astra and Insignia, it’s an especially successful casserole of parts, and the levels of quality seem to be very high. OK, so the fact that our car was an SE model, which came with leather seats and steering wheel (both of which were heated) and a bevvy of options such as Sat Nav, Bluetooth and more doubtless lifted the ambience, but the basic structure, design and quality are what really shone through.
It’s a shame then that as soon as you turn the key, some of that premium sheen is dispelled. Opel’s 1.7-litre CDTI diesel engine is both efficient (in terms of its economy and Co2 emissions) and powerful (130bhp and 300Nm of torque make the Mokka feel pretty peppy) but the noise and vibration are distinctly old-school. The engine’s basic design dates back to an early-nineties Isuzu unit and it shows, badly. It shakes the whole car on start-up, clatters noisily until you reach a steady cruising speed and has a bad habit of stalling on a light throttle around town. Opel is working on a brand-new 1.6-litre diesel to replace this engine (it makes its debut later this year in the facelifted Insignia saloon) and, frankly, it can’t come soon enough. Mind you, even given all that, the 1.7’s 65mpg potential and 120g/km Co2 rating (€200 a year road tax) are enough to make it still the engine of choice, and at least that punchy mid-range grunt is pleasing.
So too is the Mokka’s dynamic performance. This is an SUV that is actually fun and engaging to drive. The steering is nicely balanced and weighted and you can fling the Mokka through corners with enjoyable abandon. The only mark against the chassis is the fact that the sort of short, sharp, numerous bumps that so afflict our roads can make the Mokka feel a bit too bouncy and skippy, reminding you that underneath is a pretty simply-engineered Corsa chassis.
We do have some concerns over the practicality of the Mokka though. A 356-litre boot sounds pretty good on paper, but in reality it’s just never quite big enough. Many of these cars will be bought by growing families, and a big, three-wheeled buggy is almost enough to overwhelm to boot space. Likewise, space in the back seats is a touch too tight. It’s actually better for tall-ish adults, able to squeeze their knees into the cutouts in the backs of the front seats, but for younger children, perched up and forward in bulky child car seats, space is on the tight side and parents will find themselves cranking their seats forward, taxi-driver-style, to keep the younglings happy.
While all that makes the Mokka sound like a bit too much of a mixed bag, we actually came away from the car quite liking it. Its style and genuine premium-quality feel are very appealing, and it will eventually get the new, smoother diesel engine it deserves. If the likes of the Skoda Yeti has the Mokka beat for cabin and boot space, then at least the Opel can hit back with swaggering style, a quality not to be underestimated in this part of the market.
The €64-million question of whether it will be a hit, or a big enough hit, for Opel will remain unanswered for now, but what’s not in question is that Opel’s first foray into the compact SUV world is well-judged.
Facts & Figures
Opel Mokka 1.7 CDTI SE
Price as tested: €26,495
Range price: €19,995 to €29,495
Capacity: 1,686ccPower: 130bhpTorque: 300Nm Top speed: 187kmh 0-100kmh: 10.5secEconomy: 4.5l-100km (64mpg)CO2 emissions: 120g/kmVRT Band: A4. €200 road taxEuro NCAP rating: 5-star; 96% adult, 90% child, 67% pedestrian, 100% safety assist
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
Tuesday, January 29, 2013
We've become used to Kias with high quality, Kias with style and Kias with a long warranty, but are we ready for a Kia with a high performance engine? Well, we will find out very soon as Kia will be presenting its Cee'd and Pro_Cee'd GT models at the upcoming Geneva Motor Show, with a new 1.6-litre turbocharged engine with 200bhp.
That will put Kia head to head for the first time with the likes of the Volkswagen Golf GTI, Ford Focus ST and Peugeot 208 GTI. The GT models get lower, stiffer suspension, LED running lights, Recaro bucket seats and 18-inch alloy wheels. It sounds like an enticing cocktail, but once again; are we ready for a high-performance Kia?
Designed in Europe under the direction of President and Chief Design Officer, Peter Schreyer, the two debutants feature bold athletic styling, distinctive LED daytime running lights, dual-exhaust pipes, Recaro seating, 18-inch alloy wheels and eye-catching red brake calipers.
The new turbocharged 1.6-litre GDI petrol engine will produce 204 PS (201 bhp) and 265 Nm (195lb/ft), powering the front wheels through a six-speed manual transmission and allowing the Kia pro_cee’d GT and cee’d GT to accelerate from 0 to 100km/h (62mph) in 7.9 seconds.
Production of the newest members of the latest generation cee’d family is scheduled to start at Kia’s Žilina plant in Slovakia in mid-May. The Pro_Cee’d GT is anticipated to go sale in the UK and Ireland from the middle of the year and be joined by its Cee’d GT counterpart towards the end of 2013.
Prices and specifications will be confirmed closer to the on-sale dates. Meanwhile, Kia will also be bringing a concept car that point the way to the replacement for the Soul compact SUV and a future rival for the Nissan Juke, Peugeot 2008 and Mini Countryman. No mechanical details as yet, but expect it to be based on the same platform as the hugely successful Rio supermini and that sharp-edged front styling and expanded grille should be the new corporate 'face' of Kia.
Posted by Alex Bale
It's not often that you hear a car company exhorting buyers not to go out and put their hands into their wallets, but that's exactly what Skoda is asking Irish car buyers to do. At least, for the moment...
You see, Skoda has this week announced specification and pricing details for their third new model in just six months with the imminent arrival of the new Octavia to Ireland. Unveiled internationally late last year the new Octavia will be available in Ireland from March with three different specification variants, both manual and automatic transmission options and five engine alternatives the new Octavia offers the Irish motorist considerable choice with prices starting from €18,995.
Originally launched in Ireland back in 1998, the Octavia has become a firm favourite with Irish motorists with more than 40,600 sold to the end of 2012. Now as Skoda enters its 20thAnniversary in Ireland, the third generation of the Octavia will see Skoda challenge not only direct competitors in the medium family segment but, thanks to its increase in size, challenge vehicles in the Mondeo-Passat-Avensis class.
The new Octavia has grown significantly in length and width, the new model is 90mm longer and 45mm wider than the outgoing Octavia. The wheelbase has grown by 108mm enabling the Octavia break the mould for spaciousness in its model segment with interior length (1,782mm), more knee room (73mm) and more headroom at the back (980mm) as well as best in class boot volume of 590 litres.
The new Octavia is powered by the latest low emission TSI petrol engines as well as common rail diesel engines with Stop Start technology for excellent fuel economy.
Speaking on the price reveal for the new Octavia in Ireland, Raymond Leddy Head of Marketing, Skoda Irelandsaid: “We have increased specification levels for all versions of the new Octavia. Additional airbags, Electronic Stability Control for increased safety and Stop Start Technology for reduced emissions and improved fuel economy are now standard features across the range. Stylish alloy wheels are now offered on all models with the exception of the entry Active model. In dimension terms the new Octavia is wider and has grown in length by 9cm allowing for increased cabin space and luggage capacity. Despite this growth the new Octavia has in fact shed up to 100kg in weight compared to its predecessor. Less weight equates to better fuel economy and the new Octavia in its 1.6 TDI version consumes only 3.8 litres for every 100km travelled.
Leddy continued, “The new Octavia will be offered with attractive finance terms from €239 per month inclusive of servicing form Skoda Finance. The new Octavia goes on sale at Skoda Authorised retailers from 16thMarch. We would encourage anyone thinking of purchasing a new car for 2013 to consider the next generation Octavia before making that all important purchase.”
Posted by Alex Bale
Tuesday, January 8, 2013
Price as tested: €11,990
+ Cheap, cheerful, well equipped, ESP as standard
– Rear seat space could be better
= Solid, undemanding and affordable
When Renault’s budget brand, Dacia, launched itself into the Irish market last summer, it did so with just 10 dealers and a single model, the Duster SUV. Except it didn’t really even have a single model, as right-hand-drive production of the Duster didn’t begin until just last week, so all Dacia could do in Ireland was show potential customers some left-hand-drive demos, with an older design of cabin than would be arriving from the factory when Irish cars rolled off the line. Sounds like a recipe for disaster, but with that astonishingly low €15,995 price tag (around €10,000 less than most direct competitors) the Duster has already been a success; it’s sold out until April, with 500 orders just starting to be filled. Just goes to show what you can do with a headline-grabbing price.
Of course, price isn’t everything and Dacia has come in for much criticism since the Duster’s launch for its attitude to safety equipment. Many reviewers were upset to notice that the Duster (an obvious family car, don’t forget) doesn’t come with standard electronic stability control, and the Lodgy MPV (currently only available in Europe) was severely marked down by crash test experts EuroNCAP.
So with the arrival of this, the second-generation Sandero small car (the first gen was never built with right hand drive) Dacia has to prove that it can expand beyond the niche appeal of the Duster and take on the big (small) boys such as the Fiesta, Polo and Yaris.
Thankfully, a quick glance at the spec sheet reveals that the Sandero does indeed come with ESP as standard, as are ABS and brake assist. Why the standard ESP on a smaller car when the Duster continues to do without? According to Dacia, it’s because the Sandero sits on an all-new platform, so under EU regulations, has to have ESP as standard. The Duster, based on the original 2004 Dacia Logan, can get away for a while without it.
For a basic price of €9,990 (around €5-6,000 less than most of the competition) the Sandero comes with four airbags, Daytime Running Lights, height adjustable headrests, 60/40 split folding rear seat, electric front windows and Radio with CD, MP3, USB and Bluetooth phone connection alongside its standard safety toys, which seems pretty generous. Step up a level to the Signature trim and you get alloys, air conditioning, a trip computer and more.
That basic model comes with an old Renault 1.2-litre petrol engine developing 75bhp, which looks alluringly priced but whose Co2 emissions of 135g/km will set you back €280 a year in motor tax. You could go for the 90bhp 1.5 dCi diesel engine, but we reckon you’re much better to upgrade yourself to the 895cc turbo three cylinder TCe 90 engine. It’s not only cutting edge (a first for a Dacia, which usually just sticks with older Renault tech) which cuts your Co2 emissions to 116g/km and your tax bill to €200.
Quite apart from which, it’s a terrific engine, pulling cleanly from low rpm and proving both entertainingly muscular and really very refined. It would be an outstanding engine in any car, but in an €11,090 Dacia (€13,090 if you want it in the ritzier Signature grade), it’s close to amazing.
If you’ve ever owned a Renault in the past decade, you can amuse yourself for a few minutes by just sitting in the Sandero’s cabin and playing Spot The Switch. A little bit of old Clio here, some Laguna there and a smattering of Megane over there. Still, while it may be a ‘bitsa’ the Sandero feels well put together and Dacia’s reliability record is generally very good. Space in the front is fine and there’s a 320-litre boot (with a rather too high loading lip) but it would be good to see a touch more legroom in the back. It’s OK back there, but taller passengers, or those loading up bulky child seats, will feel the pinch. There are a few rough edges to the quality of the plastics, and the seats are a little too narrow and perched-up for taller drivers, but otherwise there’s nothing to complain about.
That goes equally for the dynamic performance. Certainly, the Sandero’s chassis case is helped by the performance of that TCe 90 engine, whose 90bhp and 135Nm of torque help to cover up any holes in the cornering deportment, but the plain fact is that the Sandero is perfectly fine, if totally unexceptional, to drive. It rides very well, especially around town where it’s particularly good at shrugging off speed bumps, and on the motorway it feels planted and secure. On a twisty road, well, you’re not going to get up early to drive it for fun, but it’s fine, although the mute, rubbery steering discourages any attempts at enthusiastic driving.
The Sandero is an avowedly simple car, and in an era when car makers are constantly trying to surprise and delight us with yet more gadgetry and gimmickry, that’s a rather refreshing take. It’s quietly handsome (Germanic, claims Dacia, as opposed to its cousin, the more Latin Renault Clio), practical and quite fine to drive. With those temptingly low prices, and now without the caveat of having to worry about trading up to get safety equipment, it’s a tough proposition to argue with.
Facts & Figures
Dacia Sandero TCe 90 Alternative
Price as tested: €11,990
Range price: €9,990 to €14,990
Capacity: 898cc
Power: 90bhp
Torque: 135Nm
Top speed: 169kmh
0-100kmh: 11.1sec
Economy: 4.9l-100km (56mpg)
CO2 emissions: 116g/km
VRT Band: A4. €200 road tax
Euro NCAP rating: Not yet tested
Posted by Alex Bale
Friday, October 26, 2012
Renault has launched its hugely significant fourth-generation Clio on the Irish market, with prices starting from €14,990 for the most basic 1.2-litre petrol model.Far from being a stripped-out base version though, and in keeping with Renault’s recent reputation for providing well-equipped models versus the competition, it benefits from a 4x20W radio with Bluetooth and USB connection, Bass Reflex system (enhanced speaker sound quality), driver/passenger/ front side airbags, 60/40 split-folding rear seat, daytime running lights, ESC, Hill Start Assist, height and reach adjustable steering wheel, electric front windows and door mirrors, keyless entry and ignition, plus cruise control and speed limiter.
If you want a Band A Clio though (the 1.2 is a Band B car) then you'll have to go for either the familiar, but updated, 1.5 dCi diesel (only 83g/km, without a hybrid battery in sight) or the all-new, high tech 900cc turbo petrol, which boasts 105g/km of Co2 and 60-odd-mpg.
Depending on spec, the new Clio is the first car to get Renault's new R-Link system, which uses a 7-inch touchscreen to control the infotainment systems, provide internet access on the go (not for the driver, natch) and has an integrated TomTom navigation system and a high-end Arkamys sound system.
The style of the new Clio is certainly eye-catching, and it's the first production Renault to get the new styling language previewed by the Dezir concept car. “Simple, sensuous and warm: these are the three words that sum up the design of Clio – just like that of DeZir. This is no accident, for both these vehicles were designed by the same team. As a five-door hatchback with the coupé profile of a three-door, New Clio is all about passion. And thanks to the skills of our engineering teams, it has remained faithful to our original vision” said Antony Villain, Director, Exterior Design Studio.
Julien Lelorrain, marketing director of Renault Ireland told us that “New Clio embodies the renewal of Renault Design as part of an approach based on sensuality and warmth. New Clio allies a head turning design, come with economical engines, highest level of safety with 5 stars Euro Ncap and yet at very affordable price starting from €14990 or €149 per month with Renault Finance for a rather well equipped Expression Trim level. New Clio is the perfect car for those looking for a beautiful yet affordable car."
Posted by Alex Bale
Wednesday, October 24, 2012
Toyota Ireland has announced that from Monday October 22nd, 2012, until January 31, 2013, all customers who buy a new Toyota will receive three years free servicing at any authorised Toyota dealership.
Commenting on the announcement, Mr. David Shannon, Managing Director of Toyota Ireland said: "The three years free servicing offer not only provides Toyota drivers with a lower cost of ownership on their new car, but also gives them the peace of mind that they are free from servicing costs until 2016.
“Toyota has always been focused on delivering great value and service in Ireland and our new free servicing offer is just one more example of our commitment to our valued Irish customers.”
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