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In the RAC/Fleet World MPG Marathon, staged
over a 550-mile course just before the Birmingham
Show, the winning car very nearly achieved 80
mpg! It was a Volkswagen Lupo TDI, and its actual
figure was 79.35 mpg. It demonstrated what can
be achieved with a modern small diesel, expertly
driven, although over a tough course which took
competitors through the heart of Birmingham
and deep into the mountains of North Wales.
Not everyone would want to
drive so frugally, or perhaps even have the
skill to do so, but with the modern small-medium
size car - albeit much larger than the Lupo
- you can still get over 50 mpg, while on any
long journey it won't take much restraint to
have your sights set on 60 mpg. With the present
Government's 'soak the motorist' policy, that
makes very good sense indeed.
The more your kind of motoring
involves low-speed running, perhaps commuting,
or doing short trips for school and shopping
runs with frequent cold starts, the greater
the advantage of the diesel, which is much more
efficient even immediately after a cold start.
The difference diminishes in high speed cruising,
though the diesel brings a further advantage
here in having higher overall gearing. The result
is that the engine is less busy at speed, and
cruising is comparatively effortless and relaxing.
One of the major improvements
of modern diesels for cars has been the
adoption of direct fuel injection into the cylinders,
which is more more efficient than the former
indirect injection, where combustion started
first in a small ante-chamber. This was done
to reduce the diesel 'knock', but manufacturers
have since found better ways to achieve smoothness
and quietness without compromising overall efficiency.
As we look at a group of six
very good small diesels here, we give for the
first time the increasingly significant figure
of how much CO2 each emits, measured in grams
per kilometre. Looking at the data for each
car, you will see that all of them give less
than 150 g/km.
This is very important because,
from March, annual vehicle tax will be based
on emissions and, for diesels giving less than
150 g/km of CO2, the annual tax rate will be
reduced from the current £155 to £110 - or so
it was set in the March 2000 Budget. Subsequent
'fuel cost softeners' may affect the figures,
but low emission diesels still look set to benefit.
If nothing else, you can always have the satisfaction
that you are reducing your CO2 output, which
is clearly the issue of the moment. Prices and
specifications in this feature are liable to
change at short notice.
 
  
CITROËN XSARA
2.0HDi LX 5-door
It has been amazing to see cars not only getting
better, but also cheaper in 2000, and a typical
example is the Citroën Xsara, now offering much
better value. Outside it looks more modern and
sleeker, and it is also claimed to be the first
car at this level of the market to have 'curtain'
airbags as an option, to provide head protection
in a side impact. They cost a fairly modest
£150 extra.
Electronic brake force distribution
(EBD), as well as anti-lock control for the
brakes, becomes standard on all Xsara models.
In many other ways, the new Xsara
is a much improved car. The only aspect that
disappointed when tried at its UK launch in
the autumn was the comfort of the ride. It has
been made a lot firmer, no doubt in the bid
to give better handling and sharper steering
response, which has certainly been achieved.
The new model both handles and steers very reassuringly.
The former 1.9-litre engine is
still available, but it is well worth paying
the extra £500 for the 2-litre HDi - a high
pressure direct injection diesel giving exceptionally
high torque and 90 bhp at 4,000 rpm. The Xsara
HDi achieves performance and smoothness with
such quietness that few passengers 'not in the
know' would ever guess that they were in a diesel.
It has not been possible to carry
out a full test of the Xsara yet, so the figure
given in the data table is the claimed average
fuel consumption of the five-door HDi, at 52.3
mpg, and the Estate car is credited with 51.4
mpg.
Citroën Xsara HDi prices start
at £10,795 (after taking into account the £1,000
cashback scheme) for the 2.0HDi L. An extra
£700 takes the buyer to the LX trim level, where
the main extra features are air conditioning
with automatic control and a higher grade of
seat upholstery with height adjustable driver's
seat.
The Xsara in standard form is a
five-door hatchback with very roomy load capacity,
or a five-door Estate car body is available
at £800 more. Top trim level is the SX, available
for the hatchback only, introducing some added
refinement and extra features, but still lacking
an electric sunroof which is an option at £410
across the range. Citroën's navigation system
is also available for £915. Regrettably, the
Coupé is not offered with HDI engine.
Already a very pleasing car, the
latest Xsara is better still. It also represents
impressive value, offering lots of space in
a car capable of topping 50 mpg in ordinary
swift driving.
Citroën Xsara 2.0HDi LX
5-dr - £11,495
Engine - 1,997 cc turbo direct injection
0-80 mph (not available); 0-62 11.6 sec
Maximum speed - 112 mph
Warranty - 1 year, unlimited mileage
- 12 years anti-corrosion
Fuel consumption - 52.3 mpg (Official 'average'
figure)
CO2 emissions - 141 g/km
Insurance - Group 8
FORD
FIESTA LX TDdi
In March this year, Ford added the new direct
injection turbo diesel engine to the Fiesta
range without any price increase. It certainly
brings a lot more power as well as the advantages
of prompt starting without pre-heating and much
quieter cruising. Although 75 bhp is not a very
high output for a 1.8-litre, the performance
is vigorous, but the engine lacks low-speed
smoothness. A lot of gear changing is needed.
In many respects the Fiesta is
a thoroughly satisfying car with easy gear change
action, light and smooth clutch, and very effective
brakes having anti-lock control as standard.
The steering is also very good with tight turning
circle, positive feel and very accurate control
at speed. The wheel is also well-shaped, with
fairly thick rim, but there is no column adjustment
- don't try pulling the lever beneath the steering
column, it's the bonnet release!
Ride comfort is disappointing,
with quite a lot of wheel thump on bumps and
fairly high levels of tyre roar. The Fiesta
handles well except for occasional wheel hop
at the rear when cornering hard on a poorly
surfaced road.
The seats are well shaped and the
driver has ratchet lever adjustment but this
lifts only the cushion and the backrest height
does not alter. A large handwheel on the inner
side of each front seat adjusts backrest angle.
Some pleasing touches on this Fiesta
include the way that the interior light fades
away when the central locking is operated, the
provision of a separate button on the key to
open the boot without having to put the key
in the slot, and the quick-clear electrically
heated windscreen for de-icing. Personally,
though, I would rather do without this as the
fine electric element in the glass tends to
be visible all the time, especially against
a grey sky.
Air conditioning is standard,
but there is no sunroof. Some may like the 'no
smoker' package, with no cigarette lighter although
a power take-off is provided for charging things
like mobile telephones, but the lack of an ashtray
might be regretted.
An excellent radio with CD aperture
has sensibly large control buttons and lettering,
and a small part of the push button panel is
removable for security.
There is generous space in the
Fiesta's five-door body and extra luggage room
is available by folding the 40/60 divided back
seat down on to the one-piece cushion, giving
a reasonably level extension of the load platform.
Following the price changes announced
by Ford in the autumn, the Fiesta TDdi LX became
£655 cheaper and gained the extension of the
warranty to three years and inclusion of delivery.
.
Ford Fiesta 1.8 TDdi LX 5-dr- £10,195
Engine - 1,753 cc turbo direct injection
0-80 mph - 25.8 sec
Maximum speed - 103 mph
Warranty - 3 years, 60,000 miles
- 6 years anti-corrosion
Fuel consumption - 51.3 mpg
CO2 emissions - 144 g/km
Insurance - Group 6
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SKODA
FABIA 1.9SDi
Reputations change slowly in the world of
cars and, just as many people are still uninformed
- or misinformed - about how good the modern
diesel car is, there are also many who wouldn't
dream of buying a Skoda, being quite unaware
that it now offers good build quality and
sound Volkswagen-based engineering. The Fabia
is well finished, rewarding to drive and has
a roomy five-door body.
Large for the size of car, the
engine is very smooth and quiet, but the secret
to the competitive pricing of the SDi is that
there is no turbocharger, with the result
that power is modest and acceleration rather
leisurely. The engine develops only 63 bhp,
but the turbo diesel engine is now available
for £1,100 extra.
Ride comfort is not the best
feature of the Fabia, as the suspension gives
rather too much reaction at the front, but
it is good for lack of wheel thump or tyre
roar. Stability and steering
are excellent and it's good to find a car
at this price level offering steering with
the column adjustable both vertically and
telescopically.
The brakes take fairly firm pedal
loads but then respond well. Anti-lock control
is not standard - it's an extra cost option
but is included with the TDI engine. A sunroof
is optional for all models, as is air conditioning
- standard only with the Elegance trim level.
Many of the good features one
expects to find on an Audi are present also
in this much cheaper relation. Thus, it has
a key which neatly folds into itself and gives
two-stage remote unlocking so that the first
press unlocks only the driver's door. A second
press unlocks everything else; this is a very
desirable security measure coming to more
and more cars. There are also such thoughtful
details as red warning lights to come on inside
the door when opened, a two-stage trip computer
which resets one phase automatically after
a few hours and ratchet height adjustment
for the driving seat.
The radio/cassette unit is neatly
styled into the very attractive and functional
facia design. Mirrors are electrically adjustable
and there's a compartment for oddments under
the front passenger seat, as well as usefully
long door pockets and map holders on the backs
of the front seats.
Relaxing to drive, comfortable
and very sensibly designed, the Fabia is a
pleasing car in all respects, and offers exceptionally
good value. But the extra cost of the turbocharged
version is worth considering and TDI Comfort
at £11,300 is still good value. Skoda used
to include the cost of servicing, but this
ended at the beginning of November, accompanied
by £300 price reductions.
Skoda Fabia 1.9 SDi Comfort 5-dr- £10,200
Engine - 1,896 cc atmo direct injection
0-80 mph - 34.5 sec
Maximum speed - 94 mph
Warranty - 3 years, unlimited mileage
- 10 years anti-corrosion
Fuel consumption - 55.0 mpg
CO2 emissions - 127 g/km
Insurance - Group 5
VAUXHALL
CORSA 1.7GLS DTi
Although it was still popular and selling
well, Vauxhall did not wait for the Corsa
following to begin to wain and introduced
a replacement just before the Birmingham Show.
But is it better? In some respects, it has
taken some backward steps. For example, the
previous model featured an excellently clear
display at the top of the console, showing
date, time and selected radio programme. The
new one has this as well, but the display
has been much reduced in size, making it less
easy to read.
Similarly, the hand grip on the
door which the front passenger may have liked
to hold has been deleted and replaced by a
handle which serves only to close the door,
and the previously very generous legroom in
the rear compartment has been reduced.
But in many other respects this
new Corsa brings wide-ranging gains, especially
in terms of road behaviour and ride comfort.
There is also a massive reduction of servicing
requirement, now stretched to intervals of
20,000 miles. One may wonder if it is wise
for a car to travel so far without a visit
to the dealer for attention.
Two 1.7-litre diesels are offered,
one giving extra power. We have not yet had
opportunity to carry out a full test - only
impressions gained at the launch, but both
diesels are claimed to return 60 mpg. The
difference between them, contributing the
extra perform-ance, is additional turbo boost
and the provision of an inter-cooler.
As the styling of the five-door
avoids the rather unhappy look of the previous
five-door Corsa, Vauxhall expects this version
to account for as much as 40 per cent of their
sales.
The 1.7 DTi is certainly
a responsive engine, with 16 valves, giving
brisk performance, but it is appreciably noisier
and harsher than some of its rivals. It also
seems busier when cruising, as if it lacked
the high gearing that makes many diesels so
relaxing on long journeys - but in fact the
gearing in fifth is fairly high.
The new type of automatic transmission
called Easytronic is not available for the
diesel, but the gear change is slick and light,
with easy, progressive clutch action.
This new Corsa brings many improvements,
especially on the safety front, but not everything
has changed for the better. I was surprised,
for instance, to find that the warning light
for the hazard flashers was so weak that one
could hardly tell if they were switched on
or not. But apart from this and the smallness
of the display, the console and instrumentation
are attractively done, with the radio/CD unit
completely integrated with the console, and
air conditioning is standard.
Vauxhall Corsa 1.7 DTi Elegance 5-dr -
£12,295
Engine - 1,686 cc turbo direct injection
0-80 mph - 23.6 sec
Maximum speed - 106 mph
Warranty - 3 years, 60,000 miles
- 6 years anti-corrosion
Fuel consumption - 60.1 mpg (*Official 'average'
figure)
CO2 emissions - 126 g/km
Insurance - Group 5 - first year free
RENAULT CLIO Si 1.9 dTi
In contrast with the previous Renault engine,
which used to be notably harsh and noisy,
the revised version introduced in January
this year is considerably improved. It provides
good torque, smooth response at low speeds
and very quiet cruising. Power output reaches
80 bhp at 4,000 rpm.
Complex realignment of the Clio
range at the same time brought three main
trim packages, named Freeway, Elegance and
Sport, the Sport line-up being further subdivided
into Sport, Si and RSi. The new dTi engine
comes only with the Si trim package, so it's
essentially a sporty car with firm suspension,
large instruments with black digits on a white
background and well-shaped sports seats in
a velour-type material, giving very good lateral
location. Height adjustment is available for
the driving seat but the occupant's weight
must be taken off the seat momentarily to
allow it to come up. There is also lumbar
adjustment for the driving seat.
The Clio Si handles and steers
very reassuringly and the brakes are extremely
effective, with ABS as standard.
Unlike most of its competitors,
the Si has an electric glass sunroof which
opens upward and then slides back above the
steel roof - an arrangement that tends to
give rise to wind noise when the roof is open.
Air conditioning is not available, although
it is for the 1.4-litre petrol model.
Interior stowage space is generous,
with a large compartment on the passenger
side and airbag above, as well as a tray for
oddments such as maps beneath the driving
seat. The 40/60 divided rear seat folds down
and makes a very level extension of the load
platform if the appropriate cushion is first
tipped forward.
A sensible Renault feature is
that all doors lock automatically as soon
as the car moves off. The remote central locking
has an alarm which can be isolated if it is
necessary to leave animals or children in
the car. A surprising omission is the lack
of any map reading lamps and the interior
light above the windscreen gives only rather
gloomy illumination; but a generous provision
is the fine fitted toolkit nestling in the
spare wheel below the boot floor.
An effective radio with CD aperture
is provided and there is Renault's usual very
sensible feature of a remote control satellite
just below the steering wheel.
The Clio Si dTi was used to 'recce'
part of the route for the RAC/Fleet World
MPG Marathon, when it proved very pleasant
to drive or travel in for long distances and
gave a rare bonus: its distance recorder proved
spot-on accurate, eliminating any need for
mileage corrections when keying the route
instructions.
Renault Clio Si 1.7 dTi 5-door - £11,895
Engine - 1,870 cc turbo direct injection
0-80 mph - 23.1 sec
Maximum speed - 109 mph
Warranty - 1 year, unlimited mileage
- 12 years anti-corrosion
Fuel consumption - 48.6 mpg
CO2 emissions - 139 g/km
Insurance - Group 5
VOLKSWAGEN POLO SE TDI 3-door
No one would ever guess, if they had not been
told, that the Polo TDI has a three-cylinder
engine. It uses the new high pressure pump
system which Volkswagen introduced last year
and develops a remarkable 75 bhp from only
1,422 cc. The engine is
an instant starter, gives sprightly response,
and is extremely quiet and refined. It's only
at the lower revs that some three-cylinder
lumpiness becomes evident.
In all respects, the Polo TDi
is a pleasant car to drive, with easy five-speed
gearbox, precise, light steering, and very
manageable handling. The only disappointment
is a high level of wheel thump and tyre roar,
although the actual ride comfort is very good.
The brakes are very effective, using discs
at all wheels with internal venting at front,
and anti-lock control is standard across the
whole of the Polo range. The steering column
is adjustable vertically.
Apart from the slightly sombre
all-black upper facia panel, the interior
is inviting and the seats are well shaped.
Both front seats have ratchet lever height
adjustment and, in the three-door version
as tried, a handle at the side allows each
front seat to be tipped for easy access to
the rear. If a three-door is not wanted, the
Polo is available as five-door, four-door
saloon or five-door Estate.
No map lights are provided, but
there is a bright roof lamp and the Polo SE
has an electrically operated glass sunroof
with 'programmed' action as on an Audi. Air
conditioning as an alternative is available.
The electric window lifts have one-touch action
when the engine is running. The instruments
are extremely clear and Volkswagen's distinctive
subtle mauve lighting with red pointers for
the instruments is an attractive feature,
restful for a long night drive.
An excellent audio unit is fitted,
with clear display and large controls and
lettering. It has a cassette slot above and
a CD aperture below.
Rear load space is not too restricted
in spite of the short length of the Polo (12ft
3in), but a space-saver spare wheel is used.
There is space for oddments in a little recess
beside each front seat, while the Polo has
neat arrangement for extending load space
by first pulling forward and then tipping
the divided rear seat cushion and then folding
the backrest down, giving a very level extension
of the load floor.
The Polo is very much a 'grown
up' small car, offering many features not
normally available at this level of the market,
such as a self-dimming interior mirror, rain
sensing wipers and a navigation system with
5in. colour screen.
Volkswagen Polo TDI SE - £11,870
Engine - 1,422 cc turbo direct injection
0-80 mph - 23.7 sec
Maximum speed - 106 mph
Warranty - 3 years, 60,000 miles
- 12 years anti-corrosion
Fuel consumption - 52.5 mpg
CO2 emissions - 119 g/km
Insurance - Group 7
Please note that prices and specifications
given in this
feature are liable to change at short
notice.
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