SsangYong in Korean means two or twin dragons and legend has it that their strength comes from an inseparable relationship. Over the past couple of years they might well have felt inclined to pop out and incinerate a few foes on behalf of “their company”. With or without supernatural help however the firm has survived and its new Korando and first compact SUV heralds, it is said, a new era.

SsangYong was the first foreign Chinese automotive acquisition a few years ago but that unravelled. The company became insolvent at the beginning of 2009 but was refinanced by the end of the year and production re-started. Now majority owned by India’s Mahindra & Mahindra, the UK importer too recently attracted a new proprietor.  The Korando therefore leads the re-launch of the company here.

__A licence agreement in the 1990s allowed SsangYong to produce Mercedes-Benz engines and transmissions under licence. Four wheel drive (Jeeps for the US Army in the 1960s) and credible off-roaders have been a principal product: Musso now Rexton has a separate chassis, transfer box, high/low ratio gears.

The Korando breaks with the past. The 2.0 litre Diesel is native Korean and it’s basically a ‘high-rise’ front wheel drive five door hatch with a 4x4 variant – i.e. a typical contemporary ‘crossover’. As if to make the point, the styling is the work of Italdesign founder, Giorgetto Giugiaro. Clean and understated if conservative - in-your-face it might not be but it does have a hint of ‘premium’ about it.

Typical too are the ‘fake SUV’ two-wheel drive variants (‘S’ and ‘ES’) – EX is the 4x4.  Automatic is available on the ES and EX. The diesel revs pretty freely, has “best in class torque” but the six-speed manual remains clearly the car of choice.

The auto ‘box costs more money (EX Auto is £1,550 dearer than the EX manual) and sends the CO2 figure up sharply (194g/km as opposed to 169g/km) leading to ‘Band J’ Road Tax: £445 first year, £245 thereafter. The ‘Band H’ manual first year fee is £265, £190 in subsequent years.  (FWD 4x2 models are ‘Band G’ and £165 throughout.) If the EX 4x4 was 5g/km lower it too would be a ‘Band G’ car.

However, the Korando is “the most powerful towing car in its class” with a braked trailer maximum of 2,000kg and towbar limit of 80kg. This does imply some build rigidity in addition to a decent power output. Default mode is FWD/4x2 but a Haldex-type torque-on-demand unit on the rear axle dials in rear wheel drive as required. For bad conditions or going off-road, there’s a 50-50 lock-up switch.

Apart from a bigger engine and more power, the Korando is taller and has a longer wheelbase than class rivals from Hyundai, Kia, Nissan and Mitsubishi so more room in the back. It’s also cheaper yet every model includes alloy wheels, rear parking sensors, electric heated door mirrors with puddle lamps, in-windscreen electric de-icer and roof rails. Hill Start Assist is there too and all the usual electronic safety aids: ABS/EBD braking; ESP/ARP stability and anti-rollover. 

It also comes with a five-year warranty and no mileage limit. Metallic paint is £500 extra and £999 buys a touch-screen SatNav with iPod, Bluetooth and CD/DVD/RDS applications.  The ‘headlines’ therefore make good reading.

But the world has moved on. The ride is comfortable but steering, cornering and body control are unexceptional. Diesels have a narrow rev-band but here you have to catch the torque produced to make the best of it. High-ish CO2 does not just mean heavier tax, it could imply an engine which is not as efficient as it might be (it is Euro V compliant however). Cabin fit and finish is OK but nothing special.

The Korando then has to sell on kit and price. For those looking for a front-drive ‘SUV lookalike’ (i.e.a hatch with attitude) there are better propositions among the usual suspects. The 4x4 EX manual has appeal, some ability and comes from a company which knows a thing or two about 4x4 vehicles. It’s an encouraging sign for the future.  In the meantime dealers will have to work hard on those albeit competitive asking prices to turn then into much keener transaction prices.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the National Farmers Union of Wales.

Two bad winters saw SUVs go from zero to hero.  All the signs from auctions and car supermarkets, at this time of year at least, show their used values are the only ones holding firm or going up.

So, hot on the heels of Land Rover’s Range Rover Evoque, Audi’s “me too” Q3 launch could hardly have been better timed.

And it’s not merely the prospect of another bout of bad weather that’s behind this.  The chattering classes of suburbia have re-discovered what those of us in the country have known all along - the SUV is a year-round, all-round vehicle with a greater range of ability than anything else on the road … or off it.

It’s also grown into a broader motor car range over the last year or so.  Apart form the standard 4x4 and luxury machines, compact variants soon appeared and now there’s a distinct sub-compact group.

BMW dipped a toe in the water with the X1 – a lower, more car-like, shortened version of the X3.  Much of the range is 4x2 - but at least classic rear wheel drive like other BMWs (so far anyway).  This trend to fake (how sad is that) SUVs is fuelled by CO2-based road tax and ‘Benefit in Kind’ company car charges.

Land Rover had to do this with the Freelander recently and the dramatic looking Range Rover Evoque (five-door and coupe-like three-door) has a whole line-up of 4x2s.  These are transverse engined and front wheel drive since that is the basic layout of the Freelander and (erstwhile sister-car) Volvo XC60.

According to Audi, the X1 and Evoque are the new Q3’s competitors.  But (fellow VW Group vehicle) Volkswagen Tiguan and Freelander itself qualify.  In fact, the Q3 resembles the Tiguan more closely than the larger Q5 and Q7.  Wheelbase is virtually identical but it’s lower and slightly shorter and wider (but we’re only talking millimetres here).

Like the Tiguan the Q3’s engine is placed transversely across the front axle which it drives.  For the 4x4 variants, an additional drive shaft runs to the rear where a compact Haldex clutch unit lies in wait.  Once triggered, it starts to build up drive the rear wheels and can go up to 100% RWD in extremis.

The current Haldex IV is more pro-active, however. Sensors indicate any slip or similar behaviour and drive goes to the rear axle instantly.  The benefits can felt on-road too – in hard acceleration and cornering, for example, wet weather (snow and ice) or not.  Of course, this is an occasional off-roader, or ‘soft-roader’, and (like the Q5 and Q7 in fact) it has no transfer box for high and low ratio gearing.

Despite the lower roofline, it is higher off the ground than an equivalent A3 and its compact size and low weight (bonnet and tailgate are aluminium), makes it quite an agile machine.  While not pronounced, front/rear overhangs are fairly car-like making approach and departure angles seem unexceptional.

The Q3 retains a relatively higher driving/seating position than an ordinary car so the SUV ‘visibility’ is still there. Trademark Audi fit and finish (inside and out) is apparent and there are just two models: SE and S line (for a premium of £2,750).  SE spec includes: 17-inch alloy wheels, dual-zone climate control, rear parking sensors, front centre armrest, aluminium roof rails.  S line adds 18-inch alloys, xenon and LED lights, leather/cloth seats, dynamic suspension.  Front sports seats with extendable squabs (for the longer-legged) an option - but should be standard.

There is (thankfully) only one FWD entry model for both SE and S line trims – a 2.0 TDI 140 with manual gearbox.  The other three come with four wheel drive (Audi calls all its 4x4s “quattro”): 2.0 TDI 177 S tronic (seven-speed dual clutch automatic with a new ‘free-wheel’ mode when coasting; 2.0 TFSI 170 petrol (6 speed manual); 2.0 TFSI 211 S tronic.  Shame the higher powered TDI (and only 4x4 diesel) is not available with a manual gearbox.

Generally, chassis dynamics are pretty good (steering, cornering, body control) if not as sharp as the Evoque’s.  Ride quality is OK if a bit firm unless the adaptive dampers are ordered (at further extra cost) which have a ‘Comfort’ setting.

Audi claims performance, economy, running costs and (CAP Monitor projected) used values at or around class best – 2.0 TDI 177 SE quattro (£28,460) should see lowest depreciation of all.  That too the obvious choice (Audi predicts 50% of all Q3 sales here): 132mph; 0-62mph 8.2 seconds; 47.9mpg (official combined); CO2 156g/km (£165pa); Insurance 21E; Braked Trailer max 2000kg.

All Q3 engines employ direct fuel injection and turbocharging together with stop-start and energy recuperation systems.  An efficient all-purpose car with room for four and a reasonable load area but it’s rather clinical and conservative next to an Evoque.  It has ‘Germanic’ appeal (despite being built for Audi by sister firm SEAT at its Barcelona plant) and there’s no denying the build quality and finish.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the National Farmers' Union of Wales.
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Land Rover’s latest creation arrives this month to (almost total) rave reviews in the press. This is a light SUV with a hefty agenda – it’s meant to change the perception of Range Rover, carve out a premium niche above the already classy Freelander and attract customers new to the sector not just the company.

Range Rovers are seen as big, expensive, luxury vehicles and the Evoque offers a new interpretation of the marque. Range Rover Sport might have been a precedent (much further up the scale) but Audi’s TT was a very clear inspiration.

It put some distance between the image of Audi’s smaller products and the rest of the Volkswagen Group line-up – it had style and drove well.

As a coupe-like SUV (three- and five-door) the Evoque had to have handling to match the image.  It is shorter and lighter than the Freelander and has a lower, wider stance but all the attributes of a proper SUV - short approach and departure angles, etc. It is built on the same line as the Freelander at the Liverpool Halewood plant.

For a production car it is remarkably close to the look of the LRX concept seen at motor shows previously – the three-door especially. Visual impact assured, how does it go? It might not match a TT but, for a compact SUV, it is remarkably nimble. Steering, cornering and body control are pin-sharp compared to the rest.

But this is not at the expense of ride quality which remains pretty comfortable – quite a trick because you still sit higher in a vehicle taller than an equivalent car and the usual ‘solution’ is to strap down the suspension. For an extra £1,150 trick electro-magnetic dampers automatically adapt for a better on-road focus – it seems to work.

Like the Freelander, the Evoque is basically a front wheel drive car and the 4WD is added courtesy of a Haldex transmission unit (also used by 4x4 versions of the TT). However, this adaptation is ‘permanent 4x4’ apparently and the Land Rover “Terrain Response” row of buttons ensures it’s set up for a variety of conditions ahead. The usual electronic aids are there for Hill Descent, slippery slopes, etc.

As per Freelander again, there is no high/low ratio transfer box but, overall, the off-road drive package works surprisingly well in finding and exploiting what grip there might be under the wheels at any given time.

Diesel 2.2 litre 4 cylinder units of 150 or 190 bhp coupled to 6 speed manual gearboxes are the obvious choice here – although there is also a petrol 2.0 litre 140 automatic. Evoque 2.2 TD4 150 (4x4) can reach 115mph and 62mph in 10.3 seconds with 49.6mpg as the official combined figure.

Galling though it might be for a regular Range Rover owner - having just spent £90k on his latest pride and joy - to see his precious badge on a jumped up lower medium hatch, FWD versions of the Evoque start at £27,955.  The equivalent (five-door only) Freelander’s asking price is: £22,005.

Honour is salvaged, thankfully, by the 4x4 versions which do command respect: £28,705 is the starting point for 4x4 Evoques. Freelander 4x4s start at £22,755.  Audi’s Q3 at £27,980; BMW X1 (4x4 – xDrive is impressive) and X3 at £25,620 and £31,140; Infiniti EX (3.0 litre Diesel) £37,130.

It’s not just style – perceived build quality and cabin interiors do evoke (sic) the Range Rover ambience. The 4x4 ability is good and on-road dynamics are a class apart. It is something “new” and the order bank, apparently, substantial.

Nonetheless, just a tentative dip into the options list will send the price of an Evoque well into the £30k plus orbit. A cool calm look at Freelander, BMW and Infiniti equivalents might provide some perspective.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the National Farmers' Union of Wales.

Nissan's X-Trail SUV has been given a make-over for 2011.

Compact SUVs, like compact MPVs (people carriers), are big sellers now and all the top names have piled in – ‘premium’ brands and the rest. BMW has brought out a new X3 - larger to slot between the recent X1 and latest X5, there’s an Audi Q5 with a Q3 coming soon and Mazda has a CX-5 ready to fit in under the CX-7.

Of the current players, Volkswagen’s ‘team mate’ to the Q5 is the newly revised very polished Tiguan, while Hyundai-Kia iX35 and Sportage have earned more than a tad of credibility.  Ford’s Kuga is good on-road and has enough 4x4 ability for the odd excursion off it while all-terrain class best is Land Rover’s Freelander.

Like its relative (from Ford days) XC60 Volvo, the Freelander (as do many of the above) offers 4x2 front wheel drive only “entry” models but Volvo makes more of this.  Land Rover’s latest ploy is the Range Rover Evoque.

Sharing much of the Freelander structure, a striking ‘haute couture’ light SUV-coupe crossover has been created which will shake up the whole sector.  It too, however, does the 4x2 FWD only compromise for bottom of the range models. 

In Nissan doctrine the X-Trail is an SUV not a crossover, so it’s meant to be a ‘serious’ utility vehicle as well as a sporty one. In this it stands alongside the Navara pick-up and Pathfinder SUV (‘original’ Patrol too in some markets still).

Despite unitary bodywork and no low ratio gears the X-Trail has a sophisticated 4x4 system with an ‘opt-out’ FWD for dry tarmac. ‘Auto’ setting is for 4x4 on and off road. The system senses when to shift the torque from front to rear axles and a switch to ‘Lock’ fixes the drive 50-50 should conditions deteriorate.

The 2011 re-shuffle reduced the model range to two – Acenta (£25,780) and Tekna (£29,580), both 4x4, both equipped with a 2.0dCi 171bhp Diesel engine and 6 speed manual gearboxes.  (A 6 speed automatic Tekna is available for £30,960.)  All petrol models have gone and, with them, the entry FWD variant.

Apart from the usual smartening up outside (lights and bright trim) the cabin looks better and equipment is generous: climate control; Bluetooth and six airbags standard for both.  Tekna adds a very posh SatNav which offers touch-screen and voice operation, a lot of music capacity and DVD movie playback – provided you park up first. A rear parking camera is included along with quite a few further ‘bells and whistles’.

The 6 speed manual X-Trail can reach 124mph and do the 0-62mph dash in 10 seconds.  Official combined fuel consumption is 44.1mpg and (brim to brim) on test it ranged between 31-34mpg (without opting out of 4x4).  So 35-plus day to day is probably there and that’s good for a compact yet credible SUV. O2 168 g/km: Road Tax ‘H’ £190pa. Insurance category: 14E (or 33E on the 1-50 scale).

Braked trailer maximum is a substantial 2,200kg, the angular shape allows good use of interior loadspace (max payload 555kg) and the ‘double deck’ floor at the back means certain items of kit can be secured out of sight. Approach and departure angles (28 and 24 degrees) are good for quite difficult conditions.

Ride is comfortable and, although it’s no sports car, on-road dynamics (steering, cornering) are consistent and predictable. The X-Trail is not ahead of the class on any specific point but, overall, it is a highly competent well-equipped vehicle at a competitive price. It deserves its place among the top compact SUV players but the latest products to emerge mean it certainly has its work cut out.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the National Farmers' Union of Wales.

US President Dwight D Eisenhower used to say that the two key ‘victory assets’ of World war II were the C-47 (‘Dakota’) and the Jeep.  It’s 70 years since the 1941 Jeep – compact, lightweight with high and low ratio four wheel drive – changed the whole way an army operated.

Another military star who saw the Jeep’s potential was Master Sergeant Ernest G Bilko (aka Phil Silvers).  From a rented shop-front in Roseville, Kansas, Jeeps “diverted” from Fort Baxter’s Motor Pool were painted, smartened up and offered for sale as a new imported small car under the name “Arrivederchi”.

When challenged by a veteran of the Italian Campaign, Bilko replied along the lines of “Yes Sir, of course it means ‘Goodbye’ – goodbye to discomfort, goodbye to noise, goodbye to low performance, goodbye to high fuel bills …”  Broadcast towards the end of the series in May 1959, it was a classic.

The basic Jeep evolved into the (‘Civilian’) CJ then Wrangler which is still built – much like the 1948 Land Rover (now Defender), itself based on the Jeep.  The next steps were distinctive luxury 4x4 models and SUV (Sport Utility Vehicle).

Jeep launched the Wagoneer/Grand Wagoneer in 1963 – it had four wheel drive but was very much an American estate car or ‘Station Wagon’.  Land Rover can claim to have invented the luxury off-roader in 1970 with the Range Rover but Jeep says it hit on the “premium SUV” when it launched the Grand Cherokee in 1993.  Both are iconic brands, but Jeep is the original and it still has kudos.

The move away from utility 4x4s meant a re-think about how these vehicles were built – how to retain all-terrain capability but combine it with car-like handling, steering and comfort.  The other big thing was height (for the trademark elevated driving position) which can cause problems for cornering and high speed stability.

Both Jeep and Land Rover eventually moved away from bodywork mounted on a separate chassis to a type of unitary construction reinforced for off-road work.  Apart form the immediate dynamic benefits, it also led to improved fit and finish.
The latest Grand Cherokee is the third (GCII was launched in 2005) and total sales to date have topped 4 million.  The new platform was designed under the DaimlerChrysler regime and will underpin the next Mercedes-Benz ML and GL models.  Jeep says it is stiffer, stronger and more durable than the old car’s but is 38kg lighter at 2,272kg - yet towing capacity is an impressive 3,500kg (braked).

The engine however is no longer a Mercedes unit.  Built by VM Motori and claimed to be co-developed with Fiat Powertrain, the new 3.0 litre V6 cylinder turbodiesel produces 237bhp (10% up on the old model) and 8% more torque which is all there from 1,800-2,400rpm.  Official (combined) fuel consumption is 34mpg (19% better) while the CO2 figure is 20% down to 218g/km (£260).  Weight shedding and engine technology seem to have combined to provide clear economy gains (in official figures at least) while 126mph and 0-62 in 8.2 seconds is still lively.

Unfortunately the automatic transmission is a carry-over from the previous car and remains a five-speed 'box (no manual option – par for the course in this class now regrettably).  A more modern 7/ 8 speed (available before long perhaps) would improve things. However, both ‘Limited’ and ‘Overland’ models (£36,160 and £43,360) have Quadra-Trac II four wheel drive with high/low transfer box.

Selec-Terrain allows a quick choice for various conditions: Sand/Mud; Snow; Rocks; Auto. The Overland adds adjustable height air suspension which sets the car for various on-road or off-road attitudes. For serious work the front spoiler can be removed which allows steeper approach angles.

Longer, wider and lower than before, the new Grand Cherokee remains a highly credible off-road vehicle and has resisted the drift towards high ratio gears only (e.g.Porsche Cayenne and all but ‘Escape’ VW Touareg veriants).  Electronic Hill Descent and Hill Start Assist usefully enhance the mechanical 4x4 system.

Fit and finish (inside and out) is markedly improved and equipment levels are quite generous. However, the steering is a bit light and lifeless for European drivers and cabin interior quality not quite “there” compared to European peers – VW/Porsche, Land Rover Discovery and Range Rover Sport especially.

Jeep has had a turbulent corporate history since 1941.  It’s owners have included Willys-Overland; Kaiser Corp; American Motors Corp., Chrysler, DaimlerChrysler and Chrysler again under a capital venture company.  After a government fast-track through bankruptcy Chrysler-Jeep is now under the control of Fiat Group.

There are major plans for Chrysler-Jeep under the new regime. On and off-road, first impressions of the new Grand Cherokee were promising and, if a sign of things to come, the future looks bright for Jeep.  Sergeant  Bilko (as ever) was on to something but as he would say, no doubt, “Buongiorno” is the word now.

By Huw Thomas
First published in Welsh Farmer

In the not too distant past, when looking at some Mercedes-Benz models for fleet choice lists, they haven’t seemed as competitive as some rivals.

Before the current C-Class model, introduced in 2007, they had appeared a little pricey when compared to equivalent BMW and Audi models, but new UK equipment grades and specification on the C-Class fixed the problem.

The SE, and particularly the SE Executive versions, had all the important kit a driver would expect on a premium badge car. However, many versions of the car fell short of rivals on CO2 emissions, making it more expensive from a personal taxation perspective.

The four-cylinder diesel models were close, but always seemed to miss out on the benefits of having CO2 emissions below 120g/km, while automatic transmission versions – preferred by used car buyers – also carried an emissions and fuel consumption penalty.

But Mercedes-Benz promised changes were on the way, and its goals would be achieved by a combination of measures.

And those targets have been met by the latest version of the C-Class, Mercedes-Benz’s rival to the BMW 3 Series and Audi A4 that is available to order now.

Although classed as a facelift, it is the most significant mid-life revision ever carried out on a Mercedes-Benz with about 2,000 new components.

With a sleeker look from its swept back headlamps and reprofiled bumpers, the C-Class also has a new dashboard and new safety kit.

Meanwhile, extensive use of stop-start technology, together with more efficient engines, has resulted in significantly lower CO2 emissions for key models.

The 170bhp C220 CDI SE with manual transmission has CO2 emissions of 117g/km – lower than the 184bhp BMW 320d SE, and coming within range of the ultra-efficient 163bhp 320 ED saloon.

So in terms of performance per gramme of CO2 generated, the new C-Class puts up a very strong fight.

Elsewhere in the range there are also significant improvements in efficiency. All four-cylinder diesel versions of the C-Class saloon have CO2 emissions of 140g/km or less, while in many cases the automatic transmission – now a seven-speed 7G-Tronic gearbox – offers lower emissions. Estate versions are within a few grammes of the outputs of saloon variants.

Likewise, most four-cylinder petrol models (saloons and estates) fall within the 160g/km threshold for capital allowances, with the auto transmissions looking even more promising.

The C-Class interior feels more upmarket as a result of the changes – with the display screen out in the open rather than the part-time cover on the earlier versions, while the LCD information display within the instruments is in colour on Elegance and Sport versions.
Sport models have proved popular since they were introduced in 2007 with their more aggressive front end styling, larger alloy wheels and sports suspension.

The four-cylinder engines are familiar, and the 170bhp C220 CDI has strong performance.
However, with 60mpg-plus potential in SE guise, this particular derivative has now become highly competitive in its sector, and is likely to grab the attention of user choosers and fleet operators, particularly with its BIK tax rate of 13% for 2011/12.

The C-Class offers perhaps a smoother drive than other cars in its class with a greater emphasis on refinement, although with a dash of driver appeal thrown in thanks to its rear-wheel drive balance and keen steering.

Changes to the C-Class have given it more than a new lease of life. The whole range now stacks up more favourably on costs than before and this could be key to winning more business and fleet sales at the expense of its traditional German rivals.

By Simon Harris
First published in Fleet News.

Skoda’s rescue and renewal by Volkswagen post-1989 and the Soviet collapse has been a huge success. One of the oldest surviving motor manufacturers, the Czech company has retained considerable autonomy but repaid it by producing car after car which really hit the mark. The big push now is on the 4x4 front.

Skoda has had a four wheel drive range based on the Octavia and Superb for some time.  Not confined to performance models, ‘Scout’ versions of the Octavia Estate which ride higher for greater ground clearance appeared quite early on.

Breakthrough car however was the 2009 Yeti – a light SUV on the Golf platform also available as front drive only. It was a response to Nissan’s Qashqai but more compact.  It is quite short but the square shape and higher/ more upright seating make for a roomy cabin with useful load space.

Off-road the stub tail offers good departure angles but the front drive nose means “approach with care”. It’s not really that bad since this vehicle does not claim to be an out and out dual purpose 4x4. What is surprising is just how capable it is.

The Yeti has no heavy duty transfer box and set of low ratio gears but the Haldex rear drive unit combined with an electronic differential lock can apply braking to any given wheel – not just shift the drive between front and back axles. Once pressed the Off-Road button pulls in all the techno aids – uphill-hold and descent control while adapting the ABS braking and ASR anti-slip to the terrain.

An off-road event recently was an opportunity to see what Yeti and Octavia Scout could do. Despite 'controlled conditions' both cars performed well over quite demanding courses. The Yetis were on winter (not off-road) tyres but since this was mud-loose surface rather than snow-ice it was unlikely to be of great benefit.

Octavia Scouts wore summer tyres and did without the extra equipment. They too were composed and tractable over difficult obstacles and (Diesel) engine braking in first gear still of use. Longer, slippier slopes however would be trickier. Approach and departure angles are not quite as good but the larger car offered a bit more comfort if not the same nimbleness and agility of its younger sibling.

A petrol 1.8 TSI is offered but diesel is still the clear favourite here – no great premium to pay and both Insurance and road tax much lower.

The latest Haldex system senses the need for some extra rear axle push much more quickly than before and brings benefits on-road (acceleration, cornering) as well as off.  Four wheel drive capability but running costs on a par with ordinary cars is the aim.  What we’ve seen so far, apparently, is just the beginning and Skoda’s foray into the 4x4 world is gathering pace.

By Huw Thomas
First published in Welsh Farmer, newspaper of the Farmers' Union of Wales

Some say you can’t be a petrolhead until you’ve driven an Alfa Romeo. Trawl the company’s history and it’s easy to see why: Ascari, Nuvolari, Mezzario and Fangio have all steered them to victory; Zagato, Bertone, Giugiaro, and Scaglietti have all styled them.

The cars have won more Targa Florios  - considered by many to be the greatest of all road races – than any other manufacturer and a man called Enzo Ferrari managed its Formula One team before moving to Maranello to dabble in car manufacturing himself.

Although there have been bad times as the company’s centenary approached things were looking up. The gorgeous 8C supercar showed that Alfa Romeo is still a force to be reckoned with when left to get on with things and the MiTo gave small car buyers a real alternative to BMW’s ubiquitous MINI.  So what then of its new Giulietta, the car that Alfa Romeo hopes will steal sales from the benchmarks that are the Focus and the Golf?

Take one look at the Giulietta and you know instantly that it’s an Alfa Romeo. The trademark shield-shaped grille, the slim chrome badges, the red brake callipers, the purposeful stance and twin exhausts, plus the unmistakably bold Italian styling that makes a five door look like a three door, are all there.

Inside it’s the same story. Pleated leather seats, podded dials, a narrow pedal box, plus a few hard plastics here and there, as well as some fragile feeling rocker switches leave you in no doubt that you’re in something from Northern Italy. The tell-tale Cloverleaf on the front wings is a nice touch too.

Alfa Romeo has been putting the Quadrifoglio Verde (that’s Cloverleaf in Italian) on its most sporting models since 1921 and on the Giulietta it not only signifies that “our” car is the only one in the range not to get stop-start as standard but that it’s also the range-topping quick one. It may only have a 1.8 litre engine but thanks to some clever valve timing, direct injection and a turbo this Giulietta comes with 235bhp and 251 lb-ft of purposeful low-end torque. Both came in very useful in the Shropshire hills.

The engine sounds great especially when working hard, and despite having fewer cylinders than you might expect from an Italian thoroughbred they all add to the aural experience.

But you’ll have flick the DNA switch in front of the gearlever to D for Dynamic to really appreciate them. In N or normal the Giulietta can feel a little inert, as if someone has slackened a few screws and numbed its responses. It makes you wonder why D isn’t the default setting. Thankfully I didn’t have call to use A for all-weather.

If the engine is the pleasure than unfortunately the ride can be a pain. The Cloverleaf sits 10mm lower than its lesser brethrens and despite its aluminium multilink rear suspension the ride isn’t anywhere near as good as it could or should be. Maybe the optional 18-inch rims and low profile tyres don’t help. Maybe The Clun Valley’s road surface – surely one of the worst in the county - is a pretty unforgiving test surface for something that was designed for use on the autostrada, but unfortunately in this spec the Giulietta’s ride is just too hard and un-forgiving.

At £24,995 upwards – our car came in at £31,065 with options - the Giulietta Cloverleaf offers an alternative for those that think a Focus ST is too common and a Golf GTI is too obvious. To some the Alfa Romeo badge and distinctive styling will make it feel very special indeed. Some however, will be left wondering if it’s special enough.

By Liam Bird

Volkswagen’s first Touareg launched towards the end of 2002 was a respected on/off-road 4x4 ‘premium’ SUV.  A revamp in 2007 reaffirmed its position.  Late last year ‘Touareg II’ arrived for 2011 model year.  It’s new from the ground up.

Again for the second generation, Porsche Cayenne is twinned to the Touareg – it has its own petrol engines and distinct chassis dynamics but the Diesel is from VW.  The partnership has worked well for both, VW sold half a million of the old Touareg world-wide and the Cayenne has consistently outsold Porsche’s own sports cars.

The new Touareg is lower than before (although the driving position remains SUV-elevated) disguising the fact that it’s a bigger vehicle – usefully longer for example.  The idea was to make it less of an in-your-face 4x4. It was developed before SUVs bounced back from “zero to hero” after the last two bad winters.

But this is more than a mere nod to green PC proclivities and ‘Khmer Vert’ militants, the car is over 200k/g lighter according to VW and up to 20% lighter on fuel.  “Faster, lighter, more efficient than ever before” is the marketing message.

There’s a price to pay for this, of course.  Porsche has ditched the transfer box and high/low ratio gearing from the Cayenne completely.  It says the eight speed Tiptronic automatic ‘box (used by both) is enough for most off-road excursions.

VW on the other hand has kept it, but only on the ‘Escape’ version of the 3.0 litre V6 TDI 240ps Diesel. Other models: SE Altitude 3.0 V6 TDI 204/240; Altitude V8 4.2 V8 TDI 340; Hybrid petrol-electric 3.0 V6 TSI 333.

Surprisingly the transfer box doesn’t add weight since all three 3.0 litre Diesels tip the scales at 2179k/g (unladen).  CO2 figure is slightly worse however at 199g/km (the other two 3.0 TDIs register 195g/km).  But the Escape stays within the same Road Tax Group (‘J’ - £235 post first year penalty) - as does the Hybrid in fact. TDI 3.0 is the clear sales favourite, Hybrid and V8 very much a ‘minority interest’.

All versions of the Touareg, except V8, carry VW’s ‘BlueMotion’ eco-badge.  Stop/start is standard as is battery regeneration.  Energy from braking is turned into electricity via the alternator with a surge battery re-charge. The alternator then idles or turns off at times of low demand reducing the drain on engine power, hence better mpg.

The basic 4MOTION system with a Torsen limited slip differential is competent enough but Escape 4XMOTION brings with it locking/lockable centre and rear differentials, electrically controlled multi-plate clutch and low-range gearing giving a maximum climbing gradient of 45 degrees.

Suspension settings for the Escape are slightly higher and greater ground clearance gives improved approach and departure angles.  Full Air Suspension allows further variation on and off-road. Hill Descent/Hill Start electronic aids supplement low-ratio engine (compression) braking over difficult terrain.

An additional under-engine guard also comes with the Escape together with a larger 100 (as opposed to 85) litre fuel tank - £150 visit to the petrol station is practically with us. The stop-start system can be disengaged by the driver – clearly first thing to do as one heads off the tarmac. Not re-engaging it would be tempting. These devices are irritating and counter-intuitive especially from a wear-and-tear perspective. VW, at least, allows you to regain control.

Electronic braking system (ABS, EBD, HBA) together with ESP stability control and ASR anti-slip includes ‘trailer stabilisation’ when towing and the braked weight limit stays at a useful 3,500kg.  Most people would think twice before forking out for the full Air Suspension package but the electric tailgate is useful (£525) since it can be operated remotely.

Retractable towbar with 13-pin electrics (£625) should be in the deal on a vehicle like this but ‘Area View’ all-round camera display including trailer hitch assist via the audio system and linked to the parking sensors (£1,335) is a costly extra best left at that.

Audio-visual parking sensors are standard anyway.  SatNav (touch-screen operation) is also a standard fit and the car is well-equipped but a long list of options can soon bump up the final price.

Touareg however is good value when compared to BMW X5, Mercedes ML, Cayenne, Range Rover Sport and Land Rover Discovery.  It really does stack up against this top-of-the-class list too - posh badge or not.

Few of these vehicles will ever do a proper day’s work – no manual gearbox even as an option gives the game away.  But Volkswagen’s Touareg Escape is a very capable 4x4 on or off-road.  Build quality is first class, cabin top notch, it can reach 135mph and do 0-62 in 7.8 seconds.

Official combined fuel consumption of 37.2mpg turned out to be 27mpg (brim to brim) on test.  But that should mean a pretty frugal 30+ day to day.  Luxury SUVs that are “up for it” off road are becoming rare these days.  VW’s Touareg Escape is an effortlessly credible 4x4 ... and it drives well too.

By Huw Thomas
First published in Welsh Farmer, newspaper of the Farmers' Union of Wales

When Alec Issigonis sketched his idea for a economical small four seater car with a wheel in each corner, seating for four, and a transversally mounted engine driving the front wheels, on a table cloth in the early 1950’s it’s unlikely that he could of predicted just how influential his mid dinner doodle was to become.

Trying to come up with a solution to steal sales from European bubble car manufacturers  Issigonis had just drawn what was to become the blueprint for nearly all future small cars: Issigonis had designed the Mini.

Step forward more than half a century and BMW – makers of the Isetta - and one of the European manufacturers Alec was trying to beat- now make the Mini including both the Clubman, and Cooper. All BMW Minis owe their names to versions of the original Issigonis designed BMC car, including this one, the new Mini Countryman.

Park a Countryman next to a regular Mini and it towers over it like a school bully. Even though all of the design cues are all still present, large headlamps, slatted grille, bulbous bonnet and rump, everything is bigger.

The Countryman is wider, taller, higher and longer, taking the brand into the increasingly popular crossover market. It’s a Mini for people who’ve outgrown their Mini and need more space. A Mini that now has a back seat that can actually accommodate up to three (as long as they’re slim) passengers in comfort. It’s a Mini with a boot that can carry more than a just sports-bag. And for the first time ever, it’s a Mini with four doors.

The All4 badges on our test car indicate that this one comes with optional four-wheel drive too. The system is active when you pull away after starting the car, before reverting back to front-wheel drive once you’re moving.

However, should you loose any grip, the four-wheel drive will react and vary the power split front to rear as required. As a driver you neither have to do, or will feel, a thing. Make no mistakes though; even with its extra traction the Countryman is more of a soft-roader, than an off-roader.

Despite its extra height and girth, the Countryman still offers the familiar Mini driving experience. The steering is light and precise, the ride is firm yet compliant and as usual there’s plenty of grip.

But best of all you now sit higher in a near perfect driving position in very comfy seats. The 1.6litre diesel engine gives admirable performance whilst remaining frugal and CO2 emissions are kept down to 115g/km meaning the tax disc for the first year is free.

There’s more familiarity inside too. The dashboard, as in the original Mini is dominated by the dinner-plate sized central speedo that in our car also housed the optional sat-nav system.

So big is it infact that the lesser toggle switches for the electric windows are pushed downwards and are to be found hiding behind the six speed gearshift. However upon reaching them you’ll find that, like everything else in this un-ashamedly retro interior, they feel like they’ve been built to last.

On first encounters some will argue that the Countryman is a step too far for Mini and only serves to stretch the brand too thinly. When Alec Issigonis’s unusual new car hit the streets in 1959 people were skeptical too. 52 years later however, we’re still talking about it.

By Liam Bird