Audi is a brand that sets the standard for interior quality, and this, combined with its vast and ever-growing model line-up, has helped it become one of the ‘big three’ German prestige car makers, along with BMW and Mercedes-Benz.

The A3 hatchback, A4 executive saloon and Q7 SUV are all common - yet upmarket - sights on UK roads.

At least some of Audi's success over the past 30 years can be attributed to the growth in sales of vehicles with four-wheel drive; the company arguably led the way in bringing 4x4 technology into the mainstream, with its Quattro coupé in the early 1980s.

Today, most Audis are available with at least the option of four-wheel drive, while the list of SUVs from the brand includes the Q2, Q3, Q5 and Q7.

Audi

A6 Saloon

audi-a6-avant-long-term-review

The car Audi A6 Avant 2.0 TDI Ultra S line S tronic Run by Barnaby Jones, digital reviews editor Needs to Commute from Surrey to the What Car? office in Middlesex, make regular weekend trips to Somerset and Devon to see family and friends, and fit all sorts of detritus in the boot Run by What Car? since December 2014My rating Why this version?We’ve gone for the most popular Audi A6 Avant, which means a tax-efficient 2.0-litre diesel engine (badged Ultra) combined with the S tronic automatic gearbox. This keeps company car tax bills down (the A6 sits in the 21% tax bracket) and fuel economy up (a seriously impressive claimed average of 64.2mpg).Of course, the A6 Avant combines the luxuriousness of an executive car with the practicality of an estate, so it’s the office go-to car for any weekend away. Besides, with my regular trips to see family in Somerset and my girlfriend’s parents in Devon, the A6 spends much of its time on motorways with a bootful of luggage. Add a weekday diet of cross-town commuting and the A6 is being thoroughly tested.Audi A6 Avant specificationAll A6 Avants come with leather upholstery, sat-nav, four-zone climate control, front and rear parking sensors, a DAB radio and a powered tailgate. That’s a lot of desirable equipment, but our car is the semi-sporty S line version, which adds sportier body styling than entry-level SE versions, plus larger wheels (standard 18-inchers in our car’s case, but you can go for 20-inch ones if your wallet and spine permit), lowered and stiffened suspension, full-LED headlamps and sports seats.To that we added the automatic gearbox for £1530, the £1625 Technology Pack (upgraded sat-nav with online functionality, plus a colour screen between the dials in the instrument binnacle), heated front seats for £300 and Floret silver metallic paint at £655.Daily drivingLong trips are the A6’s forte, because it’s certainly happiest on the motorway. There’s little engine or wind noise, but the best thing is how solid and composed it feels at speed; the suspension simply deals with ruts and bumps without allowing the car to be deflected off line. It sounds like a small point, but not having to make tiny adjustments to the steering every few seconds to keep the car in the middle of its lane means you can relax and let the miles slip away.In fact, the only thing that spoils the calm is the amount of road noise on coarse surfaces, but this is noticeable partly because the A6 is so quiet the rest of the time.The ride is a little firm around town, but it’s not uncomfortable, and the effortless steering and automatic gearbox help make the A6 relaxing to drive. When your mood and the conditions allow, though, the big Audi can also be hustled down a twisty road at a fair old lick.The engine is the star of the show for me, though: it’s seriously smooth and quiet, even from cold, and has plenty of low-rev shove. It rarely leaves me wanting more performance, so I’d seriously question the need for a more powerful version.The gearbox changes gear quickly and smoothly, but it’s not perfect; in an effort to keep CO2 emissions as low as possible, the ’box shifts to the highest gear that the engine can cope with. This is fine in most situations, but when you want to accelerate moderately, there’s a momentary pause while the gearbox selects a lower ratio, then the car accelerates slightly more quickly than you wanted it to. It’s a small point, but it can be annoying – and I’m not the only person to have remarked on it. Another small point is how much space the A6 Avant takes up. It's a long car, which can make parking tricky. It’s also pretty wide, and the door mirrors stick out a long way, so I fold in the driver’s one every time I park in a narrow spot. This takes a fair old shove and seems slightly unbecoming in an executive estate car, so I wish I’d gone for the optional electrically folding mirrors.PracticalityNaturally, you’d expect such a big car to be suitably large inside. However, while the A6 Avant is spacious, it’s not quite as commodious as the exterior dimensions would have you believe.It’s certainly big enough for most everyday situations, though. There’s masses of space up front, and two tall adults will be happy in the rear seats (a third person will feel hemmed in and have to sit on the hard middle seat).The boot is also a good size, but the Avant’s sloping roofline does cut into the available space. It’ll still swallow a family’s holiday luggage, but you’ll have to go for the huge Mercedes E-Class Estate if you’re in the antique furniture business.There’s plenty of useable storage space dotted around the cabin, though, and the boot comes with a full complement of straps and lashing points.The A6 Avant is practical in other ways, too. The boot lip is the ideal height for resting a walking boot on to tie your laces, while the open tailgate provides good protection from the wind.Another thing that isn’t in question is interior quality. Everything you can see and touch reeks of class; it’s a mixture of plushness and robustness that makes you feel good about simply sitting in the cabin.It’s a dark interior, though, which can feel slightly oppressive when it’s murky outside. Our S line model’s standard black headlining doesn’t help, and nor does the black leather upholstery. Silver leather is a no-cost option, but lighter trim can be difficult to keep clean, and besides, the black interior goes well with the silver exterior paint. The optional panoramic glass sunroof would have helped brighten things, but it costs £1250 and it’s only on particularly dreary days that I wish we’d gone for it on our car.Audi A6 Avant mpgOur real-world True MPG tests show the A6 Avant Ultra can manage 43.5mpg on average, and our own figures are close to this. It’ll do 40-45mpg on a motorway run, while town driving results in mid-30s to the gallon.A large (73-litre) fuel tank also means that fuel stops are few and far between. The A6 will easily do 600 miles on a tank of diesel, and closer to 700 if you drive with maximum economy in mind.Audi A6 Avant problemsTruth be told, there’s precious little wrong with the A6. In fact, the biggest annoyance so far is how long it takes the climate control to clear the windscreen of condensation on a cold morning.A couple of colleagues have also said they couldn’t get totally settled in the driver’s seat, but it’s not something I’ve had a problem with – in fact, I find the seat particularly supportive and comfortable on long journeys.The Audi A6 Avant’s priceThe list price is the best part of £37k, which sounds like a lot for an estate with a 2.0-litre diesel engine (even one with an Audi badge and as much equipment as our S line model). When you factor in the optional extras we went for, the price just busts the £40k barrier, at £40,515.This is a company car first and foremost, however, and a 40% taxpayer will have to part with about £255 a month, which makes it a relative bargain. It’s not quite such good value on a contract hire deal, but a monthly bill of around £435 is still competitive.Audi A6 Avant 2.0 TDI Ultra S line statisticsPrice £36,405 Target Price £32,104 Mileage to date 9250 Economy 40.7mpg True MPG 43.5mpg Emissions/company car tax 115g/km/21% 0-62mph 8.5 seconds Top speed 140mph Power 187bhp Insurance group 33 Typical quote £865

AUDI

Audi A6 Avant long-term review

<h2>What we're looking for:</h2><ul><li>Huge boot and excellent practicality</li> <li>Plenty of interior space so you can carry passengers as well as luggage </li> <li>Strong engines to pull a heavily laden car</li> <li>Comfortable ride, especially on the motorway</li> <li>Low running costs for company car drivers</li></ul>

If you’re after bags of space but you don’t want to commit to the van-like dimensions and styling of an MPV, there are some great estate cars on offer that should do the job.

Tricks to look out for include an electric tailgate&nbsp;that opens automatically when you wave your foot under the rear bumper; this is&nbsp;particularly handy if you’re trying to load in a heavy or&nbsp;bulky item. You should also look for handles in the side of the boot itself that can drop down the rear seats; these are much more convenient than having to walk around the side of the car to do it.

Estate

One of the greatest success stories in the car world of recent decades is Skoda’s rise to become a hugely credible mainstream maker of good-value, good-sense cars.

Central to that success has been its place within the VW Group, alongside the Volkswagen brand itself, plus the likes of Seat and Audi. That has given it access to exactly the same underpinnings for its cars as the other brands, and it has complemented this by adding its own developments, from the way the cars drive and ride through to the features they have and the pricing.

The result is a range that extends from a city car to a large executive saloon, with family and large seven-seat SUVs too. There’s a wide variety of petrol and diesel engines, all of which are competitive for the class.

As a result, Skoda has a range of cars that is almost entirely class-leading or among the class leaders, and it has enjoyed long-time success at the What Car? Awards as a result.

Skoda

Octavia

final-report

Skoda Octavia 2.0 TDI 150 SE Mileage 17,132 List price £20,825 Target Price £18,647 Price as tested £21,765 My rating  Play word association with Skoda and you’ll probably come up with ‘no-nonsense’, ‘roomy’ and ‘cheap’. While those descriptions are perfectly accurate, a year with our Octavia has proved that VW’s budget brand offers a lot more. Our favourite version is the 1.2-litre petrol but because I do a lot of long journeys, I was keen to try a diesel. The 2.0-litre model caught my eye, seeing as it is both powerful (148bhp) and economical (52.5mpg, according to our True MPG tests).SE trim offers the best blend of equipment and price, so that’s what I went for. It offers dual-zone climate control, a touch-screen control system, digital radio and rear parking sensors. I also added the Winter pack, which brings heated front seats and a heated windscreen for £430, plus the Amundsen sat-nav for £550. Add £495 for the Race Blue metallic paint and the car’s total price was nearly £22,000. The Octavia impressed me from day one, the main reason being the sheer space it offered. There was enough room for four tall adults to be comfortable – and even five were pretty happy for short journeys – while the huge boot swallowed whatever we threw at it.In fact, despite the Octavia not being particularly practical in some respects – the rear seats didn’t fold flat, for example, so when they were down there was a large step in the boot floor – the sheer space it offered made it feel so. I could get my bike in the back with both wheels still on, so the fact that it couldn’t lie flat wasn’t much of an issue.There were occasional problems with the car in other respects, however. An interior rattle required three dealer visits to rectify (it turned out to be the height-adjustment lever on the passenger seat knocking against the plastic surround), and the touch-screen infotainment system would sometimes freeze. We never did get to the bottom of that last one but it’s the sort of thing that would most likely be sorted with a software update at the car’s first service. Talking of which, the Octavia was on a so-called variable service plan, so the onboard computer calculated when the engine needed some TLC. After 17,000 miles, it was still displaying nearly 2000 miles before a dealer visit was required.The diesel engine was good in other ways, too. It was smooth and refined, and had plenty of low-rev punch, meaning you rarely needed to explore the outer reaches of the rev counter. It was also impressively economical. Our test average was 51.4mpg but it regularly managed close to 60mpg on long, gentle runs. In fact, during a cycling holiday in Belgium (where the Octavia excelled as transport for two people, while carrying luggage for four) it did 62.6mpg.Despite having all the equipment I needed, my SE-spec Octavia didn’t have all the kit I wanted. I missed having cruise control (especially in a car so suited to long motorway trips), ditto a central armrest between the front seats. I’d have liked audio controls on the steering wheel to be standard as well. Funnily enough, almost everyone who drove the car commented on the same things.They also mentioned its ride quality. It’s not that the Octavia is uncomfortable; it’s just that we’d expect something that’s not in the least bit sporty, and which has comparatively modest wheels and high-profile tyres, to feel more settled.The ride was better at higher speeds but even so, a couple of testers said the Octavia’s relative lack of comfort would stop them buying one. Still, at least the tidy handling and confidence-inspiring steering earned praise, as did the decent high-speed refinement.Then there were the small things that just made life with the Octavia that bit better, such as good visibility and a rear wiper that cleared so much of the (large) rear window. My favourite feature was the brilliant heated windscreen, while heated seats that were effective without being overpowering were another major plus. The digital radio reception was also strong.The Octavia wasn’t a car that I had any great emotional attachment to, but I respected and appreciated it in equal measure. Yes, it’s big and a comparative bargain but for me it was its abilities as an all-rounder that I remember most.<a href="mailto:Barnaby.Jones@whatcar.com">Barnaby Jones</a>

SKODA

OCTAVIA

Final report

december

**Skoda Octavia 2.0 TDI 150 SE ******<a href="https://www.whatcar.com/skoda/octavia/hatchback/review/n39">Read the full Skoda Octavia review</a>****** **Week ending December 19 Current mileage 17,006 Miles driven this week 304The Octavia goes back to Skoda next week, and I admit I’ll be pretty sorry to see it go. I’ll certainly miss the massive boot, while my passengers will miss the huge amount of room in the rear seats. I’ll also miss the effortless mile-munching capabilities, the powerful, economical engine, the simple touch-screen system and the good stereo. The Octavia isn’t a car to get excited about, and the overly firm ride is an annoyance, but it does a great job of being a hugely practical, spacious family car that’s good value for money and effortless to live with. As I said, I’m going to miss it.By Barnaby Jones Barnaby.Jones@whatcar.com******Skoda Octavia 2.0 TDI 150 SE Week ending: December 12 Mileage: 16,702 Miles driven this week: 280 ******Boy, am I glad I went for the optional Winter Pack on my Octavia.It includes a heated windscreen (a brilliant labour-saving and safety aid that I think all cars should come with) and heated washer nozzles, but of most use recently have been the heated seats. Unlike the seats in some cars that get uncomfortably hot in seconds (the Ford Fiesta and Jaguar XF’s are prime examples), even the Octavia’s hottest setting is more ‘toasty warm’ than ‘derriere scorcher’. Also, when it’s merely chilly outside, the lowest setting is perfect for keeping things comfortable until the heater starts to pump out enough hot air to warm the cabin. The Winter Pack is £430 and, if you love being warm and hate scraping a frozen windscreen, I’d heartily recommend it.By Barnaby Jones Barnaby.Jones@whatcar.comSkoda Octavia 2.0 TDI 150 SE ******Week ending: December 5 Mileage: 16,422 **Miles driven this week: 143 <a href="https://www.whatcar.com/skoda/octavia/hatchback/review/n39">Read the full Skoda Octavia review</a>********I've spent two nights in Barnaby's Octavia, commuting in the miserable weather around south London. Unsurprisingly for such a competent machine, the Octavia has done everything I've asked of it, but it has exceeded expectations in a couple of areas. Firstly, the infotainment system is a pleasure to use – simple, intuitive and responsive. Considering the price of the car, I can't think of a better system. Also, the way the 2.0-litre 148bhp diesel engine delivers its power is quite impressive. First gear feels a little stifled, but second and third deliver a sizeable punch, making nipping in and out of traffic a doddle. I wouldn't go so far as to say it's a wolf in sheep's clothing, but the Octavia's conservative styling gives no hint that it's so dynamically capable.By Tom Langan Tom.Langan@whatcar.com

December

august

Skoda Octavia 2.0 TDI 150 SE <a href="https://www.whatcar.com/skoda/octavia/hatchback/review/n39">Read the full Skoda Octavia review</a>Week ending August 1 Current mileage 12,401 Miles driven this week 145I’m lucky enough to drive a lot of different cars for my job, but it’s a mark of the Octavia’s talents that I’m always happy to get back into it again.Sure, it’s spacious and classy inside, plus quick and economical, but the main thing for me is how effortless it is to drive.The pedals and steering are light and precise, and the diesel engine is seriously punchy, even from low revs.Then there are the small things. Visibility is good and it’s easy to get comfortable behind the wheel, so you don't have to move about to see other traffic or to get settled.This all means that, after a long day at the office, my drive home is that little bit easier than it’d be in many other cars. That counts for a lot, and is one of the reasons why I like my Octavia so much.By Barnaby Jones Barnaby.Jones@whatcar.com

August

Hatchback

Modern Fiats fall into two categories: the retro models and those with more functional designs.

Cars in the first camp appeal to the heart and include the 124 Spider sports car and the 500 series: a hatchback, a convertible, an SUV and two MPVs.

By contrast, the remaining models rely on their practicality and attractive pricing, with the Panda city car, Tipo hatchback and Fullback pick-up truck all prime examples.

Fiat can trace its roots back to the 19th century but is now part of the Fiat Chrysler Automobiles group, along with Alfa Romeo, Chrysler, Jeep and Maserati.

Fiat

fiat-500-vs-fiat-panda

The Fiat 500 and Fiat Panda appear to be two completely different takes on the city car. The 500 puts chic style above all else, whereas the Panda is all about practicality.Look closer, though, and there are plenty of similarities between the two, so choosing which one is best for you isn’t necessarily a foregone conclusion. What are the Fiat 500 and Fiat Panda like to drive?Both these cars are built to take city driving in their stride, so compact dimensions, light controls, good visibility and responsive engines are all key. The Panda is the better car in this respect, but it’s a close thing. Its ride takes the sting out of most big bumps around town, and its light steering and easily judged extremities make parking easy. The upright driving position helps here, too. You’ll need to get used to the grabby brakes, but otherwise the Panda is pretty easy to drive smoothly.You’ll get a similar experience in the 500. Yes, you’ll know how lumpy the roads are, but the ride is perfectly acceptable. Like in the Panda, the steering is effortless and visibility is good, so the 500 is perfectly at home in the city. Both cars feel a little out of their comfort zone on faster roads. The Panda’s suspension never settles, while the 500 fidgets and bounces about. Still, both handle neatly enough, and although there’s a fair bit of wind and engine noise on the motorway, it’s not too irksome.There’s a choice of three engines in both cars: 0.9 and 1.2-litre petrols, and a 1.3-litre diesel. Unusually, the 0.9 has just two cylinders, and while a turbo makes it pretty punchy, its power arrives all in one go and it feels flat at low revs. Its biggest problems, though, are the amount of noise and vibration that enter the car, and that our True MPG figures suggest it’ll get nowhere near its claimed economy figures.The 1.2 petrol and 1.3 diesel are better bets. While the 1.2 is far from brisk, its smooth power delivery helps in stop-start driving, whereas the 1.3 is better at keeping up with traffic out of town and promises great economy, albeit at a high list price.Can I get an automatic 500 or Panda?Yes, but there’s a caveat here: both cars come with the option of a semi-automatic gearbox called Dualogic, which will change gear for you, but the changes are slow and jerky. It'll also cost you £750 to add it, so go for the manual if you possibly can.In the Panda, you can get this auto gearbox only with the 0.9-litre Twinair petrol, or it’s available on 0.9 and 1.2-litre versions of the 500.What are the 500 and Panda like inside?This is where the biggest differences are. The Panda comes with five doors, so getting into the rear seats is far easier than in the three-door-only 500. There’s a similar amount of space in both cars, but the Panda’s more upright seating position and larger windows make it the more comfortable choice for passengers. There’s not much room in the rear seats, though, and while both cars are four-seaters as standard, only the Panda gives you the option of a fifth seatbelt (it’s an extra £50). There’s enough luggage space for a few shopping bags, but again it’s the Panda that comes out on top because its boot is slightly larger. Neither car has enough adjustment to the driving position. Both get a steering wheel that moves up and down but not in and out, while only the 500 has a height-adjustable driver’s seat as standard (it’s £50 on the Panda). Still, the controls and buttons you use regularly are close to hand in both cars, and although the plastics are hard, they should be pretty durable. The Panda is available in five trims, from sparsely equipped Pop to the full-house 4x4 off-road version. There’s no need to go beyond Easy (one up from Pop), which comes with air-conditioning, remote central locking and four airbags. Likewise, the 500 comes with a choice of five trim levels, including a fast Abarth model. Unlike the Panda, though, the cheapest Pop model is the best value.Which one should I buy?If you regularly use the rear seats, buy the Panda. It’s easier to get into and out of, and the wide-opening rear doors help when loading child seats, too. We’d go for a 1.2 Easy: it has our favourite engine, and offers the best combination of price, equipment and running costs. You should be able to get it for around £8500 if you haggle hard.If practicality isn’t your major concern – as it isn’t for most city car buyers – the 500 is the better option. It’s a lot more stylish, is good enough to drive and there are far more ways to personalise it. Yes, it’s more expensive to buy, but its superior resale values mean it won’t cost much more to run over three years.Again, we’d go for the 1.2-litre petrol engine, but the 500 is best in entry-level Pop trim. You can pick one up for about £9500 after haggling, but we’d be tempted to add the optional air-con (£530) and stability control (£320). Do that and you’re getting one of the most stylish small cars around for less than £11,000.<a href="https://www.whatcar.com/fiat/500/hatchback/review/n84">Read the full Fiat 500 review &gt;&gt;</a><a href="https://www.whatcar.com/fiat/panda/hatchback/review/n128">Read the full Fiat Panda review &gt;&gt;</a>

FIAT

Fiat 500 vs Fiat Panda

<h2>What we're looking for:</h2><ul><li>Clever interior space </li> <li>Quiet and comfortable ride </li> <li>Good visibility </li> <li>Plenty of safety tech </li> <li>Low running costs </li> <li>Outstanding value for money</li></ul>

City cars are all about diminutive size and manoeuvrability because they invariably spend most of their time on our increasingly crowded urban streets.

They do need to be big enough for a couple of adults, with back seats that’ll suffice for occasional use by people – or as a dumping ground for a couple of large shopping bags – but they must also be small enough to nip in and out of traffic, and squeeze into tight parking spaces.

Out-and-out acceleration isn’t crucial, but there must be enough oomph in the lower gears to scoot into gaps that appear in the traffic. Running costs should be low, too.

Fortunately there’s never been a better line-up of city cars on offer. Kia's Picanto mixes a neat, functional interior with tidy handling and a surprisingly big boot, while the Skoda Citigo and Suzuki Celerio are cheaper and even more frugal.

City

The VW Group famously spends more money on research and development than any rival – and as a result, perhaps it should be no surprise that our testers rate its cars so consistently highly.

The fact that many of those cars use the same underpinnings also helps, because it means that if they get it right once, they have the foundations to keep on getting it right.

However, the Volkswagen brand faces plenty of tough competition, often from within, because the rapidly rising Seat and Skoda brands that are also part of the group have access to the same technology.

Volkswagen

Passat

volkswagen-golf-vs-volkswagen-passat

The <a href="https://www.whatcar.com/volkswagen/passat/saloon/review/n28">Volkswagen Passat</a> and <a href="https://www.whatcar.com/volkswagen/golf/hatchback/review/n17371">Volkswagen Golf</a> are household names that many buyers default to as safe options when buying a family car. The question is, with both offering room for four adults, a big boot and a broad range of efficient diesel and petrol engines at a remarkably similar price, which is the better buy? What are the Passat and Golf like to drive? The Passat is undemanding to drive, with light steering and composed, stable handling. Ride quality is good, soaking up scruffy surfaces well, although it does thump a bit over bigger bumps and there’s noticeable body movement. Even so, the Passat is a great motorway cruiser, and is relaxed and comfortable enough on standard suspension – it’s certainly not worth paying extra for the optional adaptive chassis control.  The Golf is a more nimble car. It’s lighter and smaller, and sits on a much newer platform, so turns into corners sharply, has tight body control and is generally more fun to drive. The Golf is actually more comfortable than the Passat. Cheaper models – both 1.2 petrols and the 1.6 diesel – come with less sophisticated suspension and so fidget a bit more over small bumps and creases in the road, but all Golf models are settled and pliant.  Steering weight is just right, and you also get a more modern range of engines in the Golf, which offer better emissions and refinement across the board. Petrols are all turbocharged and come as a 1.2 or 1.4 - we’d recommend you go for the 120bhp 1.4 as it’s got satisfying everyday performance, revs sweetly and is comparably well priced.  The more powerful of the 1.2 petrol models is also refined, pleasant to drive and will do a great job provided you’re not planning lots of motorway miles. The higher-powered 1.4 petrol is sublime to drive, in part thanks to clever cylinder-deactivation technology, but it’s expensive to buy.  Diesel options are a 1.6- or 2.0-litre in two power outputs. The 148bhp 2.0-litre is the best option. Emissions aren’t much higher than those on the 1.6, and the 2.0 is more flexible, not least thanks to the better-spaced ratios of its six-speed manual gearbox (the 1.6 gets a five-speed manual).  The Passat shares some of the Golf’s engines, and we’d recommend the same 1.4 if you want a petrol. Avoid the 2.0-litre petrol – the Passat isn’t fun enough to drive to make the extra performance worth paying for. As for the diesels, although the 2.0 TDI is actually an older engine than the one in the Golf, and has slightly less power at 138bhp, it’s still the best option as the 1.6 needs to be worked hard and the higher-powered 2.0-litre diesel is a bit pricey.  Can I get an automatic Passat or Golf? Yes. Both cars are available with Volkswagen’s dual-clutch DSG automatic as an option. The Passat has a six-speed version on all its engines apart from the 1.6 TDI, which is manual only, and the 1.4 petrol, which has a seven-speed auto. The Golf’s faster-shifting seven-speed auto is available on all engines, with the exception of the manual-only, entry-level 1.2 petrol.Adding the automatic costs around £1500 on both models.   What are the Passat and Golf like inside? It’s no surprise that, as the bigger car, the Passat is more spacious, but there’s actually less difference in the overall usability than you might expect. The five-door Golf offers just as much headroom and seat adjustability for the driver, and better visibility all-round, which makes it really easy to judge in tight spaces.  The Golf also gets a more practical hatchback boot, which allows for easier loading of big, bulky items than you’ll have with the narrower boot opening on the saloon Passat. Still, the Passat does offer more space with a broad, 565-litre boot next to the Golf’s 380 litres.  The Passat’s cabin materials and layout also look a bit dated compared to the brand-new Golf's. While the plastics are hard-wearing and look fine by class standards, cheaper-feeling plastics lower down are disappointing, and it falls short of the classy-looking mixture of gloss and soft-touch materials in the Golf. The switchgear layout is really easy to get used to in both cars, and there are useful amounts of storage space up front, not least thanks to the use of an electric handbrake in both models.  Base versions of the Golf and Passat get DAB radio, USB input, Bluetooth, air-conditioning and front electric windows. The Golf gets the better infotainment system as standard, with a 5.8-inch colour touch-screen offering a great, high-tech focal point to the cabin next to the Passat’s conventional CD and radio unit.  Which one should I buy? The Golf is the better option. Even if space is an absolute priority, consider the <a href="https://www.whatcar.com/skoda/octavia/hatchback/review/n39">Skoda Octavia</a> before buying a Passat, as the Skoda offers a hatchback boot and even more space than the Passat at a lower price.  Ultimately, the five-door <a href="https://www.whatcar.com/volkswagen/golf/hatchback/review/n17371">Volkswagen Golf</a> will easily meet the needs of most families in terms of its practicality, affordability and comfort, and it’s cheaper to buy and run because it will hold its value better and use less fuel. Go for the 1.4 TSI 122 petrol or lower-powered 2.0 TDI in mid-level SE trim, and you’ll have one of the finest family hatches on sale today.  The case for the Golf is even stronger when you take its purchase price into account. While you can save more money on the <a href="https://www.whatcar.com/volkswagen/passat/saloon/review/n28">Volkswagen Passat</a>, which is being replaced with an all-new model next year, its high brochure price means you’ll be getting less equipment (if a slightly larger car) for the roughly same price as you’ll pay for the Golf in our recommended SE trim.  Be sure to check the <a href="https://www.whatcar.com/news/new-car-deals-with-what-car/n1433">What Car? Target Prices</a> for the latest information on available discounts.

VOLKSWAGEN

PASSAT

Volkswagen Golf vs Volkswagen Passat

<h2>What we're looking for:</h2><ul><li>Plenty of practical space </li> <li>Low running costs </li> <li>A comfortable ride </li> <li>A healthy equipment list </li> <li>Quality materials and thoughtful touches inside </li> <li>Rock-solid reliability</li></ul>

Family cars arguably have the toughest brief of all: they have to be good at pretty much everything. They’re used as the daily drive, on the school run or work commute (often both), and have to be able to cope with a family’s clutter on weekends and holidays.

Family

Mazda can be summed up in a single word: bold. Not only do its cars generally look like nothing else on the market, but it’s also invested heavily in innovative engine technology.

So, while many car makers have moved to smaller turbocharged engines, Mazda instead offers larger motors that are still efficient. For example, the entry-level petrol option in the Mazda 3 is a 2.0-litre unit –&nbsp;far larger than what you’ll find in most rivals – but it remains very clean.

Highlights of Mazda’s line-up include the MX-5 sports car, which has won our Convertible of the Year Award multiple times, and the CX-5 large SUV, which was named as our inaugural best car for dog owners.

Mazda

Mazda3

2013-mazda-3-pre-production-car-review

The all-new Mazda 3 is a big car in lots of ways. Not only does it bring a hefty dose of style and lots of high-tech kit to the class, but if our drive in a pre-production car is anything to go by, it's also going to cause a big headache for its rivals, including the Ford Focus, Seat Leon and Volkswagen Golf. It gets the latest Mazda look, as already seen in the CX-5 SUV and 6 family car, while Mazda's Skyactiv lightweight underpinnings and efficient engines and gearboxes promise excellent economy and agile handling. When the 3 goes on sale this winter, it'll be available as a five-door hatchback or a four-door saloon with a choice of four engines: a new 99bhp 1.5-litre petrol, a 2.0 petrol (with either 118 or 162bhp), and a 148bhp 2.2 diesel. A six-speed manual gearbox will be standard, but a six-speed auto will be available with the diesel and lowered-powered 2.0-litre petrol. Prices and equipment are yet to be confirmed, but the cheapest model is expected to start at around 16,500, while the predicted best-seller the 118bhp 2.0 petrol should cost approximately 18,500. What's the 2013 Mazda 3 like to drive? It does the mix of fun, comfort and refinement better than the outgoing Mazda 3, whose firm ride and excessive road noise annoyed almost as much as its agile handling made you smile. We drove the 1.5-litre petrol model on 16-inch wheels (these will come with the entry-level and possibly middle trim), and it was comfortable on city roads, even on particularly bumpy stretches. The light steering and smooth power delivery also help at low speeds, making the 3 easy to drive in town. It's less impressive out of the city, where the engine's shortage of shove means it takes a while to get up to speed or overtake. The steering doesn't weight up sufficiently to provide enough reassurance in corners, either, but it is direct and body control is good, plus the 3 feels light on its feet. <a href="https://www.whatcar.com/mazda/3/hatchback/review/n35"></a> We also tried the low-powered 2.0-litre petrol, which felt stronger than the 1.5 at all speeds, although acceleration still feels more leisurely than in rivals with turbocharged engines. It came on 18-inch wheels, and although you feel more of the road than in 3s with smaller alloys, the ride is perfectly acceptable. <a href="https://www.whatcar.com/mazda/3/hatchback/review/n35"></a> Engine, wind and road noise were generally hushed on the wet German roads we drove on, but we'll have to reserve final judgement until we try the Mazda in the UK. What's the 2013 Mazda 3 like inside? The Mazda 3's wide cabin is a nice place to sit. Drivers of all shapes and sizes should be able to get comfortable behind the wheel, and all the controls are easy to use. Quality is good and everything feels nicely built, but the big news is the standard touch-screen system that sits on top of the dashboard. It controls everything from the stereo to the optional sat-nav, and the top-of-the-range set-up can use your smartphone to stream radio, or even read out Facebook or Twitter updates. <a href="https://www.whatcar.com/mazda/3/hatchback/review/n35"></a> There's plenty of kneeroom in the rear seats and enough headroom for six-footers, but the dipping roofline and rising window line can make you feel a little hemmed in. Boot space is no better than average, but at least it's easy to fold the rear seats flat. Small door bins apart, storage space is good. <a href="https://www.whatcar.com/mazda/3/hatchback/review/n35"></a> Should I buy one? It all depends on the final prices, but based on the pre-production models, the new Mazda 3 has a lot to offer. It'll certainly be cheap to run: even the thirstiest petrol is claimed to do nearly 50mpg and the diesel has CO2 emissions of just 107g/km, which almost matches that of the exceptionally efficient 2.0-litre diesel VW Golf. If you're after a striking small family car that's good to drive, classy inside and available with lots of high-tech kit, the Mazda 3 should definitely be on your shortlist. What Car? says... Rivals: <a href="https://www.whatcar.com/ford/focus/hatchback/review/n37">Ford Focus</a> <a href="https://www.whatcar.com/volkswagen/golf/hatchback/review/n17371">Volkswagen Golf</a> <a href="https://www.whatcar.com/mazda/3/hatchback/review/n35">Read the full Mazda 3 review (current car) &gt;&gt;</a><a href="http://www.mumsnet.com/cars/reviews/family-cars/15649-mazda-3">Read the Mazda 3 review for parents (current car) at Mumsnet Cars &gt;&gt;</a>Specification Engine size 1.5-litre petrol Price from 16,500 (est) Power 99bhp Torque 111lb ft 0-62mph 10.8 seconds Top speed 113mph Fuel economy 55.3mpg CO2 119g/km Specification Engine size 2.0-litre petrol Price from 18,500 (est) Power 118bhp Torque 155lb ft 0-62mph 8.9 seconds Top speed 121mph Fuel economy 55.3mpg CO2 119g/km Specification Engine size 2.0-litre petrol automatic Price from 19,500 (est) Power 118bhp Torque 155lb ft 0-62mph 10.4 seconds Top speed 121mph Fuel economy 50.4mpg CO2 129g/km Specification Engine size 2.0-litre petrol Price from 21,000 (est) Power 162bhp Torque 155lb ft 0-62mph 8.2 seconds Top speed 130mph Fuel economy 48.7mpg CO2 135g/km Specification Engine size 2.2-litre diesel Price from 20,500 (est) Power 148bhp Torque 280lb ft 0-62mph 8.1 seconds Top speed 130mph Fuel economy 68.9mpg CO2 107g/km Specification Engine size 2.2-litre diesel automatic Price from 21,500 (est) Power 148bhp Torque 280lb ft 0-62mph 9.7 seconds Top speed 125mph Fuel economy 58.8mpg CO2 127g/km All performance, economy and CO2 figures are preliminary. By Barnaby Jones

MAZDA

2013 Mazda 3 pre-production car review

Ford builds some of the most popular cars in the UK, including the Fiesta and Focus hatchbacks.

This success is partly down to longevity and the fact that there’s a Ford dealer around every corner. However, it’s also because Fords tend to offer good value and be among the best cars in their respective classes to drive.

The company’s huge range also helps; it offers everything from the small – but surprisingly practical – Ka+ to the large and lavishly equipped Edge SUV.

Meanwhile, other highlights of the range include the S-Max and Galaxy people carriers, the Mondeo executive car and the Ranger pick-up.

Ford

C-Max

2013-ford-c-max-10-ecoboost-100-review

Ford has put its new small engine, the 1.0-litre turbocharged petrol, into its mid-size MPV to create the C-Max 1.0 Ecoboost. Its available with either 99 or 123bhp, and in the five-seat C-Max or seven-seat Grand C-Max.This three-cylinder engine is gradually replacing the non-turbo four-cylinder 1.6-litre units in Ford's range, having already been introduced in the Fiesta, Focus and B-Max, where it's won praise for its refinement and performance, if not its real-world economy.Here were testing the lower-powered, five-seat model, so can such a small engine work in a car thats designed to ferry your family around?What's the 2013 Ford C-Max 1.0 Ecoboost 100 like to drive? The C-Max feels just like a small family car from behind the wheel, so if youre upgrading from a Focus, you'll feel right at home. It has the same precise steering, agile and secure handling and a beautifully controlled ride. Yes, it's a little firm on rough surfaces, but any bumps are quickly dealt with, so youre unlikely to have any complaints from travel-sick kids in the back.The engine is equally impressive. It's quiet, smooth and feels far stronger than you'd imagine a 1.0-litre could. Acceleration isnt quick, but this C-Max is perfectly able to keep up with traffic out of town and there's enough mid-range shove to save you having to change gear too often. There are no noticeable flat-spots in the power delivery, either, so it's easy to make smooth progress. It's only on the motorway or when overtaking that you may want more performance, but even then it'll be rare. What's the 2013 Ford C-Max 1.0 Ecoboost 100 like inside? The impression that the C-Max is essentially a taller small family car carries on to the cabin, which isn't all good news. Yes, there's lots of space up front, and the people in the two outer rear seats have plenty of stretching room. Whoever is in the middle won't be quite so happy, though. The middle seat is narrower than the outer ones, so unless the person is particularly thin hipped, they won't want to be there for long.At least the boot is big, so everyone's luggage will fit, and there are lots of storage cubbies dotted around the cabin. It's just a shame that there aren't more of the practical touches MPV buyers expect. Folding the rear seatbacks leaves a big step in the load area, and there's no split-level boot floor to even it up. If you want maximum space, you'll also have to remove the heavy seats; they dont fold into the floor.The quality and layout of the interior leaves a bit to be desired, too. The stereo buttons could be easier to use, especially in entry-level Zetec versions that come with a plain grey and silver dashboard. Higher-spec models have a classy-looking gloss black Sony stereo, but the controls are still too fiddly.Equipment levels are decent enough. Zetec cars get the basics, such as a digital radio, air-con, USB connection and a heated windscreen, but you may want to spend the extra 1500 on a Titanium for its smarter dashboard, dual-zone climate control, automatic lights and wipers, cruise control and keyless starting.Should I buy one? If you're after an MPV that'll easily take five people and their luggage, the C-Max isn't the best bet. A Citroen C4 Picasso is a better bet, or something slightly larger, such as a Peugeot 5008 or Toyota Verso. If you simply want a more practical car than a small family hatch, that has the benefit of a raised driving position and easier access, the C-Max is worth considering, especially if you want to enjoy driving your car.However, while this Ecoboost engine is perfectly up to the job of powering the C-Max, we've been disappointed by its economy in other cars. We're averaging just 36mpg in our Ford Focus Ecoboost 125, so you should reckon on getting about the same in a C-Max, or less if you regularly carry a full load of passengers. For that reason, if you do enough miles to justify the extra expense, our favourite model remains the 1.6-litre diesel.What Car? says...Rivals: <a href="https://www.whatcar.com/citroen/c4-spacetourer/mpv/review/n66">Citroen C4 Picasso</a> <a href="https://www.whatcar.com/renault/scenic/mpv/review/n17210">Renault Scenic</a><a href="https://www.whatcar.com/ford/c-max/mpv/review/n17147">Read the Ford C-Max review &gt;&gt;</a><a href="http://www.mumsnet.com/cars/reviews/mpvs-and-people-carriers/15609-ford-c-max">Read the full Ford C-Max review for parents at Mumsnet Cars &gt;&gt;</a>Specification Engine size1.0-litre turbocharged petrol Price from18,345 Power99bhp Torque125lb ft 0-62mph12.6 seconds Top speed108mph Fuel economy55.4mpg CO2117g/kmBy Barnaby Jones

FORD

C-MAX

2013 Ford C-Max 1.0 Ecoboost 100 review

<h2>What we're looking for:</h2><ul><li>Plenty of space for all the family and their paraphernalia</li> <li>Comfortable ride for everyone inside</li> <li>Seats with plenty of adjustment and versatility of layout</li> <li>Engine that can cope with a full load of people and luggage</li> <li>Excellent efficiency to avoid big fuel bills</li></ul>

Practicality is king in the MPV market, which has taken a hit as buyers have turned towards trendier SUVs. There are still plenty of decent offerings to suit most budgets, though, with Citroën fielding a particularly strong line-up. The French manufacturer’s Berlingo offers bags of space for not much money and you can easily haggle off thousands of extra pounds in discounts, too.

Citroën also scores with the larger Grand C4 Spacetourer, which offers seven seats, lots of oddment space and appealing running costs for something so large. A similarly priced and even better option is the Volkswagen Touran. Meanwhile, if you prefer a premium badge, there's always the BMW 2 Series Active and Gran Tourers or Mercedes B-Class and V-Class.

But for something sizeable that's still decent to drive, we’d recommend you check out the Ford Galaxy, which can offer three rows of seats and decent luggage space at the same time. It’s not that much pricier than the smaller S-Max.

Barnaby Jones

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