30 + days: 84€                          
15+ days: 145€                          
7-14 days: 170€                          
2-6 days: 180€                          
Deposit: 500-700€

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Porsche raised the public’s collective eyebrow when it decided to enter the sport-utility vehicle business in 2003 with its bulbous Cayenne. However, in spite of its rather ungainly styling, this mid size luxury SUV has proven itself worthy of the vaunted Porsche name.

With a lineup that stretches from the low $40Ks to six-digit territory and engines that range from a V6 to a 500-horsepower twin-turbo V8, the Porsche Cayenne isn’t your typical mid size SUV. Nor is it the most practical or family-friendly. Indeed, the Cayenne’s relatively small cargo area, high load floor and lack of a third-row seat option limit its real-world functionality.

But in terms of spirited driving, there are few better. Thanks to its stellar dual-range all-wheel-drive system, razor-sharp steering and superb brakes, the Porsche Cayenne demonstrates surprising dexterity both on-road and off. Several engines are offered, and we recommend springing for one of the V8 models, as they are the only ones truly up to the task of getting the heavy Cayenne moving with the alacrity befitting a Porsche. The GTS model in particular is the true athlete of the bunch.

Current Porsche Cayenne

The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche’s small, lightweight sports cars, there’s no hiding the truck’s formidable mass.

The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it’s the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic.

Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model’s V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine.

A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates.

Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche’s sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.

In general, our editors have enjoyed the Cayenne’s driving characteristics while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.

Used Porsche Cayenne Models

The Porsche Cayenne was introduced for 2003 in Cayenne S and Cayenne Turbo styles. The S model’s 4.5-liter V8 produced 340 hp, while the turbocharged version of the same engine pumped out 450 horses. Only minor changes were made between its first year and the significant midlife freshening for ’08, but additional models gradually debuted.

The 247-hp 3.2-liter V6 base model arrived in 2004, while its standard transmission became a six-speed manual for 2005. That year also saw the addition of a few options, such as a panoramic sunroof and a special Turbo Power Kit that boosted output to 500 hp and upgraded the brakes. For 2006, the range-topping Cayenne Turbo S debuted, producing a monstrous 520 hp that was said to bring the Cayenne to 60 mph as quickly as the contemporary 911.

The Cayenne was not produced for model year 2007. The following year saw major changes made to Porsche’s SUV. Every engine gained more power and the styling was given a welcome face-lift. The Cayenne GTS model also arrived for ’08, while the Turbo S made its return the following year.

Period: Price:
30+ day: 84€
15-29 days: 90€
7-14 days: 100€
2-6 days: 100€
Deposit: 100-500€

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The S-class has long been the face of class, sophistication, and cutting-edge technology for Mercedes-Benz. For the latest S-class, this tradition has been continued with the addition of interior and exterior refinements. The new S550 and S600 come with a slew of new and improved high-tech systems, including safety and convenience features.

The S550 continues to be powered by a 382 horsepower V8 with optional 4MATIC all-wheel-drive, and achieves 14 city, 21 highway EPA estimated miles per gallon. Not quite as fast as the more powerful S600 — the S550 will sprint from zero-to-60 in 5.4 seconds.

The pricier S600 retains its 510 hp V12 which consumes fuel at the rate of 11 miles per gallon city, and 17 on the highway according to the EPA. The faster S600 will sprint from zero-to-60 in just 4.5 seconds.

One of the most noticeable changes across the lineup is the addition of daytime LED running lights fitted to the outer edges of the bi-xenon lamp units. The rear end is also accented with a total of 52 distinctively arranged LEDs in the two taillights. Gone are the body-colored strips through the taillamps.

Mercedes-Benz also makes more use of light as a styling element in the interior via the standard ambient lighting, now with a choice between three lighting moods: solar (amber), neutral (white) and polar (ice-blue).

Another noticeable change at the front of the car is a more pronounced arrow-shaped grille, plus a new front bumper with a light-catching contour and a chrome strip below the cooling air intakes. Exhaust tailpipes of all S-Class variants are now visibly integrated into the rear bumper. Mercedes-Benz says its engineers have also implemented specific aerodynamic measures to reduce wind noise.

Camera and radar-based driver assistance systems include Adaptive Highbeam Assist, Lane Keeping Assist and the Pre-Safe brake system linked to the proximity regulating radar, which intervenes autonomously before an impending rear-end collision. Other highlights include the Attention Assist driver drowsiness monitor and Active Body Control with automatic crosswind stabilization.

Engineers also managed to improve the night-vision system with the introduction of Night View Assist PLUS, which is equipped a special pedestrian detection function. The Pre-Safe braking system has also been improved to reduce injuries in unavoidable crashes. Mercedes says the car can apply maximum braking pressure automatically around 0.6 seconds before what is recognized as an unavoidable accident. The system therefore acts as something like an “electronic crumple zone,” Mercedes contends.

The multifunction steering wheel of the S-Class has been modified for improved aesthetics and feel. The rim and airbag module are now lined with soft premium leather as standard. The new, flatter airbag module also lends a sporty touch to the multifunction steering wheel.

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The Suzuki Grand Vitara is a small SUV that attempts to deliver the often mutually exclusive attributes of off-road ability and on-road comfort. In its first generation, the Grand Vitara featured a trucklike chassis, V6 power and low-range gearing. The new model has a similar powertrain but features a body structure that blends car and truck chassis designs.

Due to a variety of shortcomings, the original Grand Vitara did not achieve a great deal of success in the U.S. marketplace. The current model is greatly improved, however, and would be a good choice for a consumer interested in a comfortable and affordable compact SUV that can be used for typical daily urban purposes in addition to occasional recreational jaunts on dirt trails.

Current Suzuki Grand Vitara

The Suzuki Grand Vitara has seating for five passengers, available V6 power, a long list of standard features and available four-wheel drive with low-range gearing.

There are five styles available for the Suzuki Grand Vitara: Base, Premium, Premium Special Edition, XSport and Limited. Even base and Premium models are pretty well equipped with features like automatic climate control, full power accessories, a removable Garmin navigation unit and side and side-curtain airbags. The Premium Special Edition adds expanded navigation services (real-time traffic, movie times, low price fuel finder and weather) and an upgraded audio system. The XSport has a few additional items including keyless startup, while the top-line Limited has luxurious upgrades like leather seating and heated front seats.

Under the hood, the Grand Vitara’s base 2.4-liter inline-4 produces 166 horsepower and 162 pound-feet of torque and can be paired with either a five-speed manual transmission (on Base and Premium trims only) or a four-speed automatic (standard on XSport and Luxury models). The 3.2-liter V6 — available on XSport and Luxury only — makes 230 hp and 213 lb-ft of torque, and comes standard with a five-speed automatic transmission.

Like most other compact SUVs, the Grand Vitara features a carlike unibody chassis for improved body rigidity, handling and safety. Suzuki has attempted to differentiate it, however, by incorporating a ladder frame design into the unibody structure. The company says this enhances the vehicle’s off-road and towing abilities. In editorial reviews, this Suzuki SUV has earned favorable commentary for its long list of standard features, attractive price and above-average abilities when taken off-pavement.

Used Suzuki Grand Vitara Models

The present second-generation Suzuki Grand Vitara debuted for the 2006 model year with one engine — a 2.7-liter V6 engine that was capable of 185 hp. Changes were minimal until 2009, when a comprehensive midcycle update brought a base four-cylinder engine and a much more powerful 3.2-liter V6. Other changes included some redesigned interior controls and a new grille and front bumper design. Prior to 2010, the Limited trim was known as Luxury. Other changes for that year included the addition of the Premium Special Edition and standard navigation for all models.

The first-generation Suzuki Grand Vitara debuted for the 1999 model year and lasted through 2005. It served as a replacement for the Sidekick, Suzuki’s previous compact SUV. There was also a “regular” Vitara — the difference between the two was that the Grand Vitara came with a V6 engine and more standard equipment and was available as a four-door body style only.

In its first year, the Grand Vitara was the only small SUV for the U.S. market equipped with a V6 engine. Upon release, this 2.5-liter V6 made 155 hp. Other distinct design elements included a trucklike chassis and low-range gearing on four-wheel-drive models. The main trim levels were either two-wheel-drive JS or four-wheel-drive JLX. There were also “plus” versions that came standard with antilock brakes and alloy wheels. In 2000, a plush Limited model was released that featured, among other luxuries, leather seating. In 2002 the V6 gained 10 more hp, and in 2003 Suzuki simplified the trim levels to be known simply as 2WD and 4WD.

Though many of its specs looked good on paper, this Suzuki Grand Vitara’s shortcomings quickly became apparent in editorial reviews. The V6′s output lagged behind many competitors’ four-cylinder engines; ride quality was poor over rough pavement; and the interior was short on comfort and space. For the most part, shoppers interested in a used SUV should look elsewhere.

Period: Price:
30+ day: 180€
15-29 days: 200€
7-14 days: 250€
2-6 days: 260€
Deposit: 100-500€

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Mercedes Ben G55 AMG Kompressor Auto 2010: This year’s Dubai Motor Show appears to be all about special edition models aimed at wealthy Middle Eastern buyers. Together with the SLS AMG Desert Gold that we told you about in an earlier post, Mercedes-Benz also staged the premiere of the G55 AMG KOMPRESSOR “Edition 79″, which like the trio of Bugatti Veyron specials, is exclusively destined for the Middle East.

Named in reference to the sales start of the G series in 1979, the G55 AMG KOMPRESSOR “Edition 79″ will be built in a limited run of only 70 units.

Special features include the “designo magno alanite grey” matt paint finish which has been borrowed from the SLS AMG and is not normally available on the G-Class, crash bar at the front, carbon-look side trim strips, 19-inch AMG rims in a titanium finish and chromed protective grilles for the front indicators, tail lights and the underguard.

Inside, the limited run G55 AMG sports two-tone designo leather seats, carbon-fibre trim and the Edition logo “1 out of 79″ positioned in front of the selector lever.

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Since its introduction for the 1978 model year, the BMW 7 Series luxury sedan has remained true to its original character. It’s the BMW flagship, and this full-size, rear-wheel-drive sedan has always represented the pinnacle of technology and luxury accoutrements in the German automaker’s lineup. As such, it’s an obvious choice for wealthy car buyers seeking a spacious and elegant sedan with a high level of curbside prestige.

There’s a fair amount of competition even in this elite vehicle class, but the 7 Series sedan’s athletic handling dynamics have long set it apart, starting with the early 733s and carrying through to the present-day BMW 750i and 750Li. While other manufacturers have been content to build high-end sedans with soft, serene rides, BMW engineers its 7s to engage their drivers on an emotional level. There are a few recent contenders that have gone after this emotional engagement, but the BMW 7 Series remains the definitive super luxury sedan for people who like to drive.

Current BMW 7 Series

There are three models available. The 750i and the long-wheelbase 750Li share the same 4.4-liter twin-turbo V8 that produces 400 horsepower and 450 pound-feet of torque. A six-speed automatic and rear-wheel drive are standard, while all-wheel drive is optional and denoted with the moniker xDrive. The third model, the 760Li, features a 6.0-liter V12 that produces 535 hp and 550 lb-ft of torque. It is rear-drive only, and an eight-speed automatic is standard.

As BMW’s flagship, the 7 Series represents the pinnacle of the company’s automotive know-how. It boasts a handsome, spacious interior and superior comfort, with supple leather and rich wood accents adorning almost every surface. Highly adjustable front seats ensure comfort for virtually every body type. The 7 also showcases a wealth of high-tech luxury features such as a night-vision camera and sideview cameras. Some may still find the iDrive electronics interface system a bit complicated, but with use over time, we think the improved layout is an elegant solution to a button-heavy dashboard.

The 7 Series provides limolike interior room — especially in Li form — yet still remains a class benchmark for its handling prowess. The “Dynamic Driving Control” system contributes to this status, featuring four different settings that alter the driving characteristics of the car. It’s complicated and we’d bet good money most folks will leave it on “Normal,” but it should reward an owner who likes to customize their car to their own driving tastes.

There are many worthy choices in this illustrious car segment, but the BMW 7 Series is one of the most appealing.

Used BMW 7 Series Models

There have been five generations of the BMW 7 Series. The current 7 Series was completely redesigned for 2009. In that first year, it could only be had as the 750i and 750Li models with rear-wheel drive. Compared to the previous model, it is considered significantly more visually pleasing. The bodywork is tauter and the trunk lid has a slimmer look. The interior is also more traditional in design (the gear selector is now on the center console rather than the steering column) and the iDrive electronics interface is vastly improved versus past editions.

The previous-generation BMW 7 Series was produced from 2002-’08 and was by far the most radical version of the nameplate. Traditional exterior styling cues from the previous 25 years were largely abandoned in favor of a more aggressive, avant-garde design. The car was still recognizable as a BMW 7 Series, but many purists found the look abrasive. A refresh for 2006 smoothed out some of the harsher elements, but it’s still a stretch to call this car beautiful, whether in standard-wheelbase 750i form or long-wheelbase 750Li and 760Li form (it was previously known as iL).

With the exception of 2002 when only a V8 was offered, the fourth-generation 7 Series lineup always included sophisticated eight- and 12-cylinder engines paired with a six-speed automatic transmission. The 745i and 745Li sold from 2002-’05 were equipped with a 325-hp 4.4-liter V8, while the 750i and 750Li that succeeded them had a 360-hp 4.8-liter V8. The 750s were slightly heavier, so performance was about the same as for the 745s.

Offered continuously from 2003, the 760Li had a 6.0-liter V12 capable of 438 hp. Unlike the V8s, which are eager to rev, the V12 delivers a massive wave of thrust as soon as you nudge the accelerator pedal. BMW offered a short-wheelbase 760i from 2004-’06.

The modernist exterior styling of this generation carried on in the cabin, where BMW’s typically button-heavy control layout gave way to an all-in-one system called iDrive that governed climate, audio and navigation functions via a single console-mounted dial and a central display. Although iDrive assured the 7′s place in the information age, its steep learning curve proved bewildering for many a 7 Series driver. During this 7′s lifespan, iDrive was consistently upgraded, so newer 7 Series will come with the later (and less maddening) versions of this control device. Make sure to thoroughly examine iDrive before purchasing a 7 Series, or at the very least, driving it off the lot.

Even though it tended toward the esoteric, the 2002-’08 BMW 7 Series proved quite popular, largely because of its superb driving experience. Here BMW applied its arsenal of technology to great advantage, as features like self-stiffening antiroll bars, self-leveling air springs and adaptive shock absorbers worked together to keep the big sedan stable when driven hard.

The third generation, sold from 1995-2001, is generally regarded as the finest era for the 7 Series. It was a true driver’s car just like today’s 7, but there was less in-car technology to distract from the task at hand. And most people agree that its sleek, classically styled body was easier on the eyes.

Provided the car is in good condition, any 7 Series from this generation would make a fine purchase. Quality was generally excellent on these cars, but like most high-end German products, repair costs can be hefty as they age. The main advantage to choosing a car from later in the model cycle is added standard feature content. BMW’s Dynamic Stability Control system, for example, debuted across the line for 1998.

The model lineup included the regular-wheelbase 740i sedan, which was offered every year except 1996, and the long-wheelbase 740iL and 750iL, which had an uninterrupted run. The BMW 740s were powered by a 282-hp 4.4-liter (4.0-liter in 1995) V8, while the 750iL had a 5.4-liter V12 good for 326 hp. All 7s came with a five-speed automatic transmission. Either setup provided strong acceleration, but fuel economy was poor by today’s standards.

Similar in style and focus to its successor, the second-generation BMW 7 Series was on sale from 1988-’94. This was the first 7 Series to include both regular- and long-wheelbase models, the advantage to the latter being increased rear legroom. For most of the cycle, the base engine was a 208-hp 3.4-liter inline six-cylinder offered in 735i and 735iL models. A four-speed automatic transmission was standard, but a five-speed manual was offered as well. The 282-hp 4.0-liter V8 replaced the inline-6 in 1993, yielding the 740i and 740iL, both of which took a five-speed automatic only. The BMW 750iL was offered throughout the run. The first V12-equipped BMW, it had a 296-hp 5.0-liter engine and a four-speed automatic.

The first-generation BMW 7 Series enjoyed a long run from 1978-’87. It was the largest sedan the company had ever built and directly targeted the Mercedes-Benz S-Class. All 7s of this era were powered by an inline six-cylinder engine.

Period: Price:
30+ day: 160€
15-29 days: 200€
7-14 days: 210€
2-6 days: 220€
Deposit: 100-500€

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The Hummer H2 debuted in 2003 as an attempt by Hummer and parent company General Motors to offer something a bit more practical than the exotic, designed-for-military-use H1. Relatively practical though it may be, the Hummer H2′s large size and U.S. military Humvee-inspired styling still make it stand out like a sweaty heavyweight prizefighter attending a Friday-night knitting class. It’s extremely capable when taken off-road and easy to customize with factory options and dealer accessories. When examined solely on these merits, the H2 seems like a stellar pick for an SUV.

Unfortunately, it’s burdened with some design flaws that make it ill-suited for everyday use. Though smaller than the original Hummer, it’s still quite bulky and heavy. This poses a problem on many fronts, from the obvious drain on fuel mileage to the more mundane trickiness of parallel parking or driving into a tight parking garage entrance. The truck also suffers from a less-than-competitive amount of cargo space, a short list of luxury features and, with the exception of the newest versions, mediocre interior materials.

For the right type of buyer, the Hummer H2′s strengths will outweigh its negatives. Those with a true need for Herculean off-road ability in open terrain or for towing a rolling billboard for a small business will find it endearing. For everyone else, our editors believe there are better choices available for a large, luxury-oriented SUV.

Current Hummer H2

The Hummer H2 unmistakably apes its bigger H1 brother’s styling, though nearly all of its hardware comes from other GM truck products. Under the hood is a 393-horsepower, 6.0-liter V8 and a six-speed automatic transmission. Power is directed to the truck’s meaty tires through a full-time dual-range transfer case. Advanced features include a driver-selectable rear differential locker and a drive-by-wire throttle setup that changes sensitivity when low-range gearing is selected.

In our reviews, we’ve found that the Hummer H2 has few equals in off-road situations. Thanks to nearly 10 inches of ground clearance, 42-degree approach and 38-degree departure angles, generous wheel travel and a protected underbody, the H2 can roll over just about any type of terrain without getting stuck or damaged. On tight trails, however, it can be difficult to maneuver, as its body is quite wide.

In urban environments, such as densely packed city streets, the H2′s width is a distinct liability. Its considerable height also creates large blind spots and prevents it from being parked in some garages. Inside, the H2 offers comfortable seating for five passengers. An additional third-row seat is also available, as are second-row captain’s chairs. Compared to other top large luxury SUVs, however, it is more difficult to enter and exit the H2.

Used Hummer H2 Models

The Hummer H2 debuted for the 2003 model year and was originally powered by a 6.0-liter V8 good for 316 hp and 360 pound-feet of torque. It was connected to a four-speed automatic transmission. Limited changes over its first few years included the arrival of an optional DVD-based navigation system in 2005. Significant changes were made for 2008, principally the replacement of the 6.0-liter engine with the now-current 6.2-liter V8 (and six-speed automatic). Also, in response to criticism of the H2′s interior quality, a revamped cabin debuted with new seats, a redesigned dash and better materials and switchgear. Model year ’09 saw the arrival of optional second-row captain’s chairs and a new third-row-seat storage option that frees up more interior space.

Period: Price:
30+ day: 120€
15-29 days: 200€
7-14 days: 210€
2-6 days: 220€
Deposit: 100-500€

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Shortly after the launch of the Lexus brand in the early ’90s, this luxury automaker introduced its SC coupe. The original SC was initially available with a six- (SC 300) or eight- (SC 400) cylinder engine. But even with the debut of these sporty coupes, Lexus still lacked a convertible model. That gap in the model line was filled when the Lexus SC 430 replaced that pair of SC coupes. The SC 430 luxury convertible was one of the first modern production vehicles to popularize a retractable-hardtop design.

A handsome, richly appointed interior, a smooth and sprightly V8 and top-notch build quality are the SC 430′s chief attributes. The few downsides include tiny, essentially unusable rear seats and an isolated driving experience. Viewed as a two-passenger luxury car first and a sporty convertible second, the Lexus SC 430 fares reasonably well. But if you’re looking for sharper handling and more aggressive performance, most of the offerings from Germany’s luxury automakers will serve you better.

Current Lexus SC 430

The current Lexus SC 430 is little different from the first one that debuted nearly a decade ago. That means that the SC 430 looks like a sports car on paper, given its V8 power, convertible top and essentially two-seater cockpit. But in reality the SC 430 is primarily a luxury tourer that’s packed with amenities. The one-touch power-folding hardtop makes the car ideal for all-season use, as it provides better security and noise reduction than a traditional fabric top.

The SC 430 is long on luxury and features genuine wood trim, 10-way power-adjustable heated seats, a navigation system, 18-inch wheels, adaptive HID headlights, wireless cell phone connectivity and automatic climate control. In fact, the list of standard equipment is so thorough that the SC 430 comes in only one trim level.

In reviews, we found that despite a 288-horsepower V8 and somewhat sporty suspension calibrations, an involving drive and razor-sharp handling aren’t a part of the SC’s pedigree. Sixty mph comes up in a respectably quick 5.8 seconds, but the SC 430 clearly places plush ride comfort over sporty handling dynamics. The suspension soaks up bumps like a new sponge but the drive just isn’t very entertaining.

Used Lexus SC 430 Models

As the Lexus SC 430 has had only minor changes since its introduction back in 2002, shoppers in the market for a used SC 430 will want to concentrate more on mileage and condition than model year.

There were only minor changes for the first few years. For 2005, all-season run-flat tires became available and revised shocks were fitted for a smoother ride. A new six-speed automatic transmission and adaptive headlights showed up the following year, as did updated exterior styling with new wheels and taillights. Inside, the Lexus SC 430 received a new gauge cluster, shift plate and revised trim. For 2007, Lexus added driver and passenger knee airbags and a front passenger seat occupant sensor for airbag deactivation.

Period: Price:
30+ day: 75€
15-29 days: 90€
7-14 days: 100€
2-6 days: 110€
Deposit: 100-500€

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The Mercedes-Benz C-Class, or the “Baby Benz” as it is affectionately known, has been a favorite of entry-level luxury/sport sedan buyers for years. More than just a small sedan with a few three-pointed stars thrown on it, the C-Class provides the core strengths of the brand, such as cutting-edge safety features, lively performance and a feeling of solidity. Fans of ultra-high performance have been thrilled by the AMG versions, which boast blistering acceleration and tenacious handling along with tastefully sporty styling accents.

Style plays into the equation of the small Benz’s appeal as well, with the C-Class drawing inspiration from bigger Benzes. The front and rear fascias are instantly recognizable as part of the Mercedes family. In the recent past, the cabin of the Mercedes-Benz C-Class wasn’t up to the car’s traditional standards in terms of quality, but Mercedes has largely rectified the situation on the latest generation of the car.

Invariably, the C-Class is cross-shopped with its German rivals, the Audi A4 and BMW 3 Series. While the 3 Series is traditionally the most sporting of the trio and the A4 the more luxury-themed, the Benz offers a little of both personalities, along with superior technology features and more prestige for those concerned about such things.

Current Mercedes-Benz C-Class

The Mercedes-Benz C-Class sedan is available in four trim levels: C300 Luxury, C300 Sport, C350 and C63 AMG. The C300 Luxury and C300 Sport share the same engine (a 3.0-liter V6 that produces 228 horsepower and 258 pound-feet of torque), but differ in exterior styling elements, interior trim, front seat design and standard transmission. A seven-speed automatic is standard on the C300 Luxury and optional on the C300 Sport, which comes with a six-speed manual. Both C300s can be had with an all-wheel-drive system known as 4Matic. The C350 comes only in Sport guise and powered by a 3.5-liter V6 that makes 268 hp and 258 lb-ft of torque. The seven-speed auto is the only transmission choice.

The ultimate C-Class is known as the C63 AMG, a high-performance sports edition with a 6.2-liter V8 shoehorned under the hood. Sending 451 hp and 443 lb-ft to the rear-wheels via a seven-speed automatic, the C63 is a wild machine that accelerates to 60 mph in a lightning-quick 4.4 seconds. Other performance upgrades include a wider front track, revised steering and suspension, meaty 18-inch wheels, upgraded brakes and aggressively bolstered seats. There are also noticeable exterior styling differences.

In reviews, we’ve welcomed the current Mercedes-Benz C-Class as a significant improvement over its forebears. The Luxury and Sport flavors of the base model should help attract a wider array of new and traditional buyers, and the interior is mostly up to date in terms of features and design, though it’s still not a standout. The C63 AMG is a feather in the company’s cap, a ridiculously powerful small sedan that can keep up with the vaunted M3 and sounds better to boot. While the C-Class may be a tad too expensive given its size, power and equipment level, there’s no denying the attraction of this refined, luxurious Baby Benz.

Used Mercedes-Benz C-Class Models

The current third-generation Mercedes-Benz C-Class debuted for the 2008 model year. Changes since then include a redesigned instrument cluster on Sport models for 2009, and the 2010 addition of a Dynamic Handling package (RWD Sport models only) that adds an active suspension, quicker steering, shift paddles and 18-inch AMG wheels. A back-up camera and keyless ignition/entry were not available prior to 2010.

The second-generation Mercedes-Benz C-Class debuted in 2001, and there were a variety of changes made to the numerous different models and body styles during the car’s lifespan. The initial models were the C240 (168-hp V6) and C320 (215-hp V6) sedans. These were joined the following year by a C320 wagon and the C230 Kompressor two-door hatchback coupe (192-hp supercharged four-cylinder). The C32 AMG also showed up for 2002 saddled to a 3.2-liter supercharged V6 producing 349 hp. Mercedes’ 4Matic all-wheel-drive system became available for 2003 on sedan and wagon body styles, while the C320 two-door hatchback, C240 wagon and supercharged C230 sedan arrived. A variety of Sport upgrades debuted for particular models for 2004, while the following year saw freshened exterior styling and a revised interior. The C32 AMG was also replaced for 2005 with the C55 AMG, which featured a 362-hp V8.

The biggest changes occurred for 2006, when the hatchback coupe and wagon were discontinued and a new selection of models and engines debuted that would remain with the car until it was replaced by the current C-Class. This was also the first year for the Sport and Luxury trim designations, which differed in wheel size, transmission choice, suspension tuning, styling elements and interior trim. The C230 Sport (201-hp V6) and C350 Sport (268-hp V6) were joined by the C350 Luxury (same engine as Sport) and the C280 Luxury (228-hp V6). 4Matic all-wheel drive was available on Luxury models.

Those considering this generation Mercedes C-Class probably won’t regret their purchase, as there should be more than enough performance and luxury to satisfy them. As with the current model, savvy shoppers should know that other automakers, particularly those from Japan, offered roomier, less costly alternatives that equal or better this C-Class in performance and features, although certainly not status. This C-Class didn’t exactly hold its value well, so there are certainly deals to be found. However, given the staggering amount of model designations, body styles, engines and feature content, it’s important to make sure you know exactly what you’re getting in a used C-Class.

The original Mercedes-Benz C-Class debuted in 1994 as a replacement for the small 190-Class sedan. With more room, a more luxurious cabin and styling that mimicked the larger E-Class, the first C-Class could be had with four-cylinder (C220) or six-cylinder (C280) power, with output ranging from 148 to 194 hp. There was no wagon offered at all during this generation’s run (1994-2000). Safety has always been a priority with Mercedes, and as such the C-Class benefited from the early adoption of such technologies as stability control, emergency brake assist and side airbags. Performance of the base C rose through the years, as the 2.2-liter four gave way to a 2.3-liter, which was then replaced by a 2.3-liter supercharged unit.

The hot-rod AMG versions started in 1995 with the C36 that featured a 268-hp inline-6. Serious firepower arrived in 1998 with the debut of the C43, whose 4.3-liter V8 pumped out 302 hp. Die-hard enthusiasts should know that only automatic transmissions came with the AMGs, though this hardly hurt the performance of these fast little sedans.

Either way, used-car shoppers should know that the Mercedes C-Class historically scores high in crash tests, and ownership satisfaction is generally quite high, with consumers praising handling, ride and reliability. However, maintenance is typically costly.

Period: Price:
30+ day: 160€
15-29 days: 170€
7-14 days: 180€
2-6 days: 190€
Deposit: 100-500€

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Since the introduction of the Mercedes-Benz M-Class, many other premium automakers have entered the midsize luxury SUV market. Despite Mercedes’ efforts, however, the original truck-based M-Class began to show its age against better-dressed and more refined car-based crossover SUV rivals. After eight years on the same aging platform, Mercedes finally reached for a much-needed clean sheet of paper for the second-generation M-Class, which debuted for the 2006 model year. The latest M-Class is roomy, powerful and packed with upscale features.

Though it has less ground clearance than the original, the current M-Class’ unibody chassis is also stiffer, lighter and better able to deliver the ride quality expected of a vehicle intended primarily for use on pavement. It also boasts a remarkably high-quality interior and an unusual hybrid variant. There are many worthy competitors in the premium SUV segment, but if you can stomach the latest M-Class’ high price, we think it remains worthy of strong consideration. Older M-Class models don’t come as highly recommended.

Current Mercedes-Benz M-Class

The Mercedes-Benz M-Class is a five-passenger luxury SUV. Trim levels include the ML350 Bluetec with a 50-state-legal turbodiesel V6, the hybrid-powered ML450, the ML350 with a 268-horsepower 3.5-liter V6 and the ML550 with a 382-hp 5.5-liter V8. If you’re looking to spice things up, you can also choose a fuel-slurping 503-hp ML63 AMG high-performance version. The diesel ML350 delivers 210 hp and 400 pound-feet of torque, doesn’t cost too much more than the ML350 and promises highway fuel economy in the mid-20s.

The ML450 Hybrid features a 3.5-liter V6, a pair of electric motors and an advanced transmission that has both fixed and continuously variable ratios. The transmission has eight forward speeds, and total combined output is 335 hp and 381 lb-ft of torque. The estimated 0-60 time is 7.8 seconds. Estimated fuel economy is 21 mpg city/24 mpg highway.

The M-Class SUVs come standard with full-time four-wheel drive (except for the base rear-wheel-drive ML350), automatic climate control, power-adjustable front seats, the COMAND interface and a six-CD/DVD changer. A hard-drive-based navigation system with upgraded COMAND is optional. Available features across the lineup include an air suspension with adaptive damping, adaptive bi-xenon headlights, rear climate controls and a rear-seat entertainment system. The ML63 AMG adds unique styling elements and performance-oriented mechanical bits along with its larger engine.

In reviews, our editors have found that the current Mercedes-Benz M-Class imparts a feeling of solidity. With the optional air-spring suspension, the ride quality is impressively supple. Behind the wheel one will find plenty of room and excellent support from the premium multicontour seats, as well as superb cabin materials. If cost is no object, the M-Class should be high on your list.

Used Mercedes-Benz M-Class Models

The current second-generation M-Class was introduced for 2006 in ML350 and ML500 trims. The ML500 was powered by a 5.0-liter V8 with 302 horsepower. The ML320 CDI and ML63 AMG arrived the next year, with the former offering a diesel engine similar in output to the current Bluetec but without California emissions approval. The ML550 became the standard V8 model for 2008, replacing the ML500. Model year 2009 saw the advent of the ML320 Bluetec and the base rear-wheel-drive ML350, as well as a face-lift front and rear and an available updated COMAND system with Bluetooth phone connectivity. For 2010, the diesel model became the ML350 Bluetec and received a smidge more torque, and the Hybrid model joined the lineup.

The first-generation Mercedes M-Class debuted in 1998 with the ML320, which was motivated by a 3.2-liter V6 with 215 hp. More standard equipment was added in 1999, as well as a more powerful and luxurious V8-equipped ML430 model. Detail improvements in 2000 included an interior freshening and optional third-row seating on all M-Class models, and in 2001 the TeleAid emergency calling system became standard across the lineup. These early ML models suffered from extensive quality-control issues that often resulted in expensive repair bills, so we wouldn’t recommend them as used-car purchases.

The Mercedes-Benz M-Class was reworked and improved in 2002 with the modification of more than 1,100 parts and the substitution of the ML500 for the previous ML430, now featuring a 5.0-liter V8 packing 288 hp. Telltale signs included new bumpers, clear-lens headlights and restyled mirrors. In late 2003, the ML350 slotted in above the ML320, featuring a larger 3.7-liter 232-hp V6.

Mercedes was also first to market with a high-performance luxury SUV, offering the ML55 AMG from 2000-’03. Sold in limited numbers, this pricey ML had a 5.4-liter V8 good for 342 hp and 376 lb-ft of torque, along with a sport-tuned suspension.

Period: Price:
30+ day: 140€
15-29 days: 150€
7-14 days: 160€
2-6 days: 170€
Deposit: 100-500€

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When it comes to shaking up the luxury car world, no amount of power, technological sophistication or supple leather in the cabin can top an alluring design. More stunning in person than even the most flattering photography might suggest, the coupelike Mercedes-Benz CLS-Class has a visual presence that few other luxury sedans can match. And that is something that’s not likely to change for some time to come.

Although the CLS makes use of a number of unique pieces throughout, much of the underlying structure and hardware comes from the well-regarded E-Class. The engines in the CLS550 and CLS63 AMG, for example, are shared with the E-Class and are connected to Mercedes’ familiar seven-speed automatic transmission with manual-shift capability. While its rakish visage does wonders for the CLS’s image, it also reduces interior dimensions in several key areas. Up front, the effects are minimal as the CLS feels every bit as accommodating as Mercedes’ full-size luxury flagship, but in back, its dimensions are tighter in nearly every direction when compared to more mainstream sedans. Additionally, the high beltline and small rear windows can make occupants feel closed in.

Overall, though, for the luxury car buyer who desires distinctive styling, strong performance and a sumptuous interior, the CLS is easy to recommend.

Current Mercedes-Benz CLS-Class

The Mercedes-Benz CLS is available as the CLS550 or the CLS63 AMG. For both models, expect all the typical powered controls and luxury accoutrements. Mercedes’ Airmatic suspension system comes standard, too, giving the CLS enough adjustability to suit every type of driver. Left in its standard Comfort mode, it responds with typical luxury car motions — soft when it needs to be and stiff enough to maintain sufficient control at all times. Additional settings programmed for more aggressive driving are available should you desire more precisely controlled handling.

As the rear-wheel-drive CLS is meant to be a relatively exclusive and upscale car, Mercedes hasn’t bothered to offer a V6-powered model. Rather, the lineup starts with the CLS550. It’s equipped with a 5.5-liter V8 developing 382 horsepower and 391 pound-feet of torque. The CLS63 AMG has a 6.2-liter V8 that makes 507 hp and 465 lb-ft. A seven-speed automatic with Sportronic manual-shift capability is the sole gearbox for both trims. Paddle shifters are standard on the CLS63 and optional on the CLS550.

With so many gears and so much torque at its disposal, the CLS is never far from its sweet spot, making the sizable luxury sedan every bit as quick as its horsepower numbers suggest. The CLS63 AMG needs only 4.4 seconds to hit 60 mph.

Inside the cockpit, sweeping wood panels, chrome trim surrounds, premium materials and beautiful detailing set the CLS apart. However, the car’s coupelike roof line and tighter door openings can make getting in and out of the rear seats more difficult. Once in place, the aft quarters are surprisingly accommodating, but headroom borders on unacceptable for 6-footers. The short windows make it feel less airy than a typical sedan, but compared to a traditional two-door coupe, the Mercedes-Benz CLS is legitimately comfortable in back rather than merely tolerable.

In reviews, we’ve noted that the CLS-Class cars offer plenty of entertainment value to go along with their gorgeous exteriors. Transitioning from one curve to the next makes it obvious that the CLS models are no full-size land yachts. Even the CLS550 invites spirited driving thanks to its quicker steering and reduced body roll compared with the E-Class, while the CLS63 AMG pushes the envelope even further thanks to its sport-tuned suspension, more powerful brakes, and bigger wheels and tires.

Used Mercedes-Benz CLS-Class Models

Mercedes-Benz introduced the stunning, performance-oriented CLS500 sedan in 2006. As the CLS500′s name suggests, it came with a 5.0-liter V8 rated at 306 hp. In that first year, Mercedes also offered the 469-hp CLS55 AMG. These models were superseded by the CLS550 and CLS63 AMG for 2007. For 2009, the Mercedes-Benz CLS-Class received a mild exterior styling refresh, including an updated twin-bar grille, restyled wheels, trapezoidal exhaust tips and reshaped LED taillights. The COMAND interface was also revised.

Period: Price:
30+ day: 22€
15-29 days: 25€
7-14 days: 28€
2-6 days: 32€
Deposit: 100-500€

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Rüsselsheim. With the world premiere of the new Zafira 1.6 CNG (Compressed Natural Gas) at the International Automobile Exhibition (IAA) in Frankfurt, natural gas market leader Opel presents the new version of the best-selling natural gas vehicle in Germany. 20,000 units of the predecessor model were produced and the new Zafira CNG again features the unique Flex7 system, which allows it to be quickly turned from a seven to a two-seater without having to cumbersomely remove or stow away the seats. Thanks to the clever underfloor arrangement of the four gas tanks around the rear axle, the Zafira’s advantages in terms of versatility and spaciousness are not compromised in any way. In fact, the natural gas compact van offers even more space than its predecessor and has luggage compartment capacity of 645 liters in the five-seat configuration – the largest among the seven-seat compact vans (depending on seating configuration up to a maximum of 1820 liters). Like its successful predecessor, the Zafira 1.6 CNG features the innovative “monovalentplus” concept, which enables maximum efficiency with natural gas operation. Sales of the second-generation Zafira CNG start in spring 2006, while orders can be placed mid-September, when the prices are announced.

“Every third natural gas passenger car in Germany is a Zafira. We are proud that we have made natural gas vehicles so popular”, says Hans H. Demant, Opel´s Managing Director and Vice President, Engineering, GME. “The ADAC crash test with the Zafira CNG helped to reduce preconceptions and fears regarding natural gas vehicles.”

Significantly lower fuel costs and exhaust gas emissions

The Zafira 1.6 CNG boasts superb economic efficiency. Taking average fuel consumption of approximately 5.3 kilograms of natural gas per 100 kilometers* and the current price of around 0.76 euros per kilo of natural gas, fuel costs can be reduced by approximately
30 percent compared to diesel variants, or even around 50 percent compared to gasoline models. Taxes and insurance ratings are on the same level as those of its 1.6-liter gasoline counterpart. The Zafira CNG with an output of 71 kW/97 hp* also offers distinct advantages in terms of environmental compatibility: this type of propulsion generates
80 percent less nitrogen oxide than a diesel and around 25 percent lower CO2 emissions than a gasoline engine (diesel: minus 10 percent). In addition, the emissions are free from soot particles, ensuring that the Zafira CNG is not affected by potential driving bans in large cities.
*Preliminary data

High level of safety

The Zafira CNG is also optimally equipped when it comes to safety: the high-strength steel gas tanks and rust-free stainless steel gas pipes are safely located outside of the impact zone. This was also confirmed by ADAC in a crash test conducted with the first Zafira CNG in spring 2005. “The gas tanks stored in a metal compartment remained in their original position during both frontal and side collisions, despite body deformation. They are therefore optimally protected against damage. The entire gas system stayed tightly sealed, also a result of the safety valves that automatically close on the tanks”, said the automobile club experts, summing up the test results. In addition, the results clearly showed that the risk of fire with natural gas vehicles is not higher than normal. This is also due to the fact that natural gas is much less flammable than gasoline, and in the highly unlikely event of a leak, it dissipates immediately. The new Zafira CNG also features the efficient SAFETEC system integrated into the passenger cell, which is reinforced by ultra high-strength metal plates. This ensured the Zafira the highest rating of five stars for adult passenger safety in the Euro NCAP crash tests.

Innovative monovalentplus concept: Maximum efficiency with natural gas operation

The CNG unit has an increased compression ratio, enabling high efficiency, and is designed for optimal operation with natural gas, biogas or any mixture of the two.
The engine has special pistons, valves and valve-seat inserts, as well as separate injection banks for natural gas and gasoline. In addition, the engine management system was optimized for natural gas operation. A 14-liter gasoline reserve tank ensures continued mobility on routes without a natural gas filling station. Switching between fuel operating modes is via a switch on the center console, or happens automatically when the primary fuel supply is too low. Thanks to low consumption and the four natural gas tanks’ generous capacity of 21 kilograms, the Zafira CNG has a total operating range of more than 540 kilometers.

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New engines, technology and equipment packages

• More powerful engines: New units with more torque
• Modern environmental protection: All diesel and gasoline engines meet Euro 4 standard
• More possibilities for use: Vivaro now also available as dropside
• Higher safety: Both models available with ESP^Plus

Opel has completely updated the Vivaro and Movano with new engines, new technology and new equipment packages. It has also given the Vivaro a fresh new face. Opel strengthens its position in the growing 2.8 to 3.5-ton gross weight segment of the commercial vehicle market with both new models, which will be presented to the public at the Commercial Vehicle IAA in Hanover (September 21 – 28, 2006). The bus version of the Vivaro “Tour” and the leisure and family van “Life” now also feature new equipment packages. The Vivaro can be ordered now, and the Movano from mid-August.

New Opel Vivaro

Logo on chrome strip shows Opel family membership

The Vivaro’s distinctive design has already made a mark in the 2.8-ton van class. Its characteristic “Jumbo roof” creates a sense of spaciousness for its passengers, and makes getting in and out of the vehicle easier. Opel has moved forward with the Vivaro’s successful basic concept, and further developed it with specific visual elements. The newly-designed headlamps and chrome strip with Opel logo on the radiator grille clearly identify the Vivaro as a member of the Opel family, while tail lights in a new clear glass look round off its attractive design.

More powerful CDTI engines: Up to 26 percent more torque

The new Vivaro is also enhanced with numerous technical modifications. The completely revised engine range consists of three common-rail turbo-diesels and one 2.0-liter gasoline engine, which all meet the Euro 4 emissions standard. The previous best-selling 1.9-liter engines are replaced by two new 2.0 CDTI (66 kW/90 hp and 84 kW/114 hp) units. They offer higher performance and up to 26 percent more propulsion power than their predecessors, with practically the same fuel consumption. The 2.5 CDTI now produces 107 kW/146 hp and 320 Nm, 11 hp and 10 Nm more than before. The top-of-the-line engine will come with a maintenance-free diesel particulate filter as standard from October 2006, and be available with an optional automated Tecshift six-speed manual transmission, which can help save up to six percent fuel. The standard transmission for all engines is the enhanced six-speed manual gearbox.

Low running costs for the new Vivaro are ensured by long service intervals: air and diesel filters must be changed at 90,000 kilometers and brake fluid only after 120,000 kilometers.

Variety of variants: Dropside with two load heights

The new edition of the Vivaro is available in an even greater number of variants: the previous range – Combi, Tour, Life and panel van – is expanded by two dropside variants. The low-floor design version is especially suited for transporting heavy and bulky goods as it has a load-area height of only 640 millimeters, which considerably facilitates loading by hand and is a unique feature in this segment. The normal load floor version optionally provides additional underfloor storage compartments for tools and small items. The sides and tailboard have provisions for tarpaulin and frame fixtures so the payload can be protected from the weather. The Combi can now also be ordered with two sliding doors.

Technology for professionals: More infotainment systems, more safety with brake assist

Opel has made its bestseller even more attractive with an enhanced interior, new standard safety elements such as brake assist, as well as additional comfort and styling options, especially interesting for the Vivaro’s passenger car variants. Fresh upholstery, fabrics and chrome applications make for a pleasant and at the same time business-like atmosphere. The cockpit has a clearly arranged instrument panel, which can be equipped with an extended range of infotainment systems. Extras such as Park Pilot, pre-programmable speed limiter and passenger airbag which can be deactivated are especially useful depending on how the vehicle is used. New optional 16-inch alloy rims are also available for the new Vivaro. The Life and Tour people carriers both feature improved standard heating in the passenger compartment.

Impressive success story: 110 percent increase in four years

The particular strengths of the Vivaro – economy and power, operating comfort and reliability, functionality and versatility – have led to continually increasing market enthusiasm. In its first full year of sales in 2002, around 5600 units of the 2.8-ton van were sold in Germany, and just over 30,000 in Europe. To 2005, these figures increased to 10,500 (Germany) and 63,000 (Europe). This represents a jump of 87.5 percent in Germany and 110 percent in Europe. With these increases, the Vivaro set a much faster pace than the 2.8-ton segment itself, which grew 12 percent in Germany and just under 30 percent in Europe from 2002 to 2005. Opel also offers its customers an extensive network of 2700 commercial vehicle service centers in Europe as well as comprehensive services ranging from guaranteed mobility in the first three years to wear-and-tear repair work completed within 24 hours.

New Opel Movano

New: More powerful diesel engines as well as optional ESP^Plus and Tecshift

The 2007 model year Movano presents itself with a new, clearly structured engine range based on the 2.5 CDTI. Just like the Vivaro, the Movano benefits from enhanced engines – which all comply with the Euro 4 emissions standard – and transmissions: the three 2.5 liter common-rail turbo-diesels are now more powerful with the 74 kW/100 hp entry level unit, the 88 kW/120 hp bestseller and the top-of-the-line 107 kW/146 hp engines. The two most powerful engines also now provide more torque, with 300 Nm and 320 Nm respectively.

The standard six-speed manual transmission handles this power just as smoothly as the optional automated Tecshift, which is initially offered for the 120 hp engine. The maintenance-free diesel particulate filter is optional with the 120 hp 2.5 CDTI and comes standard ex works with the 146 hp model. A new safety option for the panel van and Combi is Electronic Stability Program ESP^Plus, which can brake up to three wheels to stabilize the vehicle in critical situations.

Additional new storage possibilities in the interior help keep everything tidy: with the exception of the 16-seat bus, all variants feature two roof compartments as wide as the windshield and a storage box in the center console.

An important factor that remains almost unchanged is the vehicle’s weight. For this reason, the Movano has one of the best payloads in the up to 3.5 ton class at almost 1.7 tons. It is practically predestined for additional conversions, storage compartments or special equipment, and offers the perfect base for retrofitting.

Source: Text & Photos courtesy Adam Opel AG

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The Daewoo car company had a difficult time in this country. The South Korean manufacturer entered the UK market in 1996, bringing with it the direct sales process and affordable motoring for the masses. It didn’t quite work out and in 2002, Daewoo Automotive was bought by GM to become GM Daewoo.

The company kept most of the model names and introduced the Lacetti hatch alongside the Nubira. Nothing strange there except that Nubira was the European name for the Lacetti so they were effectively, the same car. The situation was confused even more when in September 2004, GM Daewoo introduced the Nubira Station Wagon.

In 2005, Chevrolet UK took over and decided to stop using the Daewoo brand name but, again, kept the existing model names, except for Nubira and suddenly the Lacetti Station Wagon was born. The constant through all of the changes was the ethos of value for money and remains so today with the 2006 version.

As well as the Station Wagon, as tested, the Lacetti is still available as a 5-door hatch and a very sophisticated-looking saloon. While the body-styles are varied, the test car has only two combined engine/trim options. The latest is the 1.8 Sport, while the 1.6 SX was the launch version and the car tested, bearing a price tag of £11,395. The Sport is £1,900 dearer but does include leather seat trims, front fogs and traction control along with some cosmetic differences. Metallic or mica paint is a £325 extra on the SX and is included in the price of the Sport.

It has to be said that the Lacetti Station Wagon didn’t change its appearance along with the name and as far as I can tell, the 2006 car looks exactly the same as the 2004 Nubira. However, it doesn’t look as dated as you might expect.

Inside there is ample room for five people with those in the back enjoying legroom that is said to be one of the best in this class. The rear seat-backs have the usual 60:40 split and fold function that increases the luggage space from 400 to 1,410-litres. The boot has a high load platform with a very shallow lip. The area is accessed through a wide tailgate, which is particularly useful for large items. Inside the boot, there is a floor cargo net and a strong upright luggage retaining net that extends from the base of the seats to the ceiling. A type of flexible bulkhead is a good idea if you have dogs or a need to load to the roofline. Personally, I found it distracting and a real pain to try to unhook from its brackets. I eventually gave up and lived with it.

Apart from the boot area, Chevrolet says that there are around 25 storage options inside the cabin. I didn’t count them all but did notice the useful oddments trays, overhead sunglasses holder, lidded armrest bin and, of course, the cupholders. However, one of the standard features of the Station Wagon is air-conditioning and this extends to cool the glovebox, which is handy for keeping drinks cold during the summer.

While the rear seats are comfortable but somewhat shapeless, the front seats are well contoured and offer good support and comfort. I spent three hours behind the wheel without any ill effects and that is praise in itself. Only the driver’s seat has height adjustment, operated by way of lever and unusually for a car of this ilk, the steering wheel is both rake and reach adjustable.

I particularly liked the layout of the fascia and small centre console. It has changed very little over the years and remains uncluttered and simplistic without giving the impression of being either Spartan or cheap. The climate control dials and other buttons are all easily read and fall nicely to hand. Even the Blaupunkt single CD/RDS radio controls were easy to fathom despite being small. Satellite navigation is not available so, that serves to lessen the usual array of buttons.

The Lacetti is very driveable, with positive power steering and a very nice 5-speed manual gearbox (automatic is an option). The gear ratios are well set up for both town and country driving. Despite being an estate car, the Lacetti Station Wagon is very easy to manoeuvre and with the help of power door mirrors, which are also heated for frosty mornings, parking is a doddle.

In terms of performance the 1.6-litre, petrol engine gives the impression of being a larger unit. It feels quite lively and ready to perform. Well, in all but fifth gear, so safe overtaking on motorways is best achieved by dropping to fourth.

This particular power unit produces 109 PS or just over 107 bhp at 5,800rpm and 150Nm of pulling power at 4,000rpm. The top speed is 116mph after a 0-62mph time of 11.4 seconds. The Lacetti isn’t about high performance, more value for money and that is helped by reasonable fuel consumption figures of 27.4mpg for the urban cycle, 44.8mpg for the extra-urban resulting in a combined of 36.2mpg. The CO2 output is also reasonable for a petrol engine at 181g/km, which puts the 1.6 in VED band E and the insurance is group 7.

Out and about, the Station Wagon’s suspension is just right - the system soaks up minor bumps with ease but is not soft enough to allow the car to wallow. In fact, it is surprisingly agile and flat on fast bends. However, as far as safety features are concerned, the Station Wagon has only side and dual front airbags. ABS is standard but Traction control is only available on the 1.8 Sport and CDX (saloon) models.

During the test week, I found myself saying on more than one occasion that the Lacetti Station Wagon was not the car I remembered from years ago. It feels much more substantial and solid and I’m sure the build quality has improved. All Lacettis are well appointed with alloy wheels, full electric windows, air conditioning and air filter, as standard.

I liked it and I think that it is still well worth a look for families on a budget.

Period: Price:
30+ day: 19€
15-29 days: 23€
7-14 days: 27€
2-6 days: 30€
Deposit: 100-500€

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The Opel Astra is a small family car produced by Opel, a subsidiary of General Motors. It is badged an Opel in continental Europe, the Republic of Ireland, the Middle East, North Africa, South Africa and India; Vauxhall in the United Kingdom, Holden in Australasia, and Chevrolet in Latin America. In Russia, it is sold as both an Opel and a Chevrolet.

The Astra is now built in Germany, Belgium, the United Kingdom, Brazil, South Africa, India, Poland and Russia, as well as being assembled in CKD (completely knocked-down) kits in other countries. It competes mainly against the Ford Focus and Volkswagen Golf.

Naming convention

As of 2006, there have been three generations of the vehicle. In a fashion typical for Opel models, they are designated with subsequent letters of the Latin alphabet. Opel’s official convention is to continue the Opel Kadett lineage, thus referring to the first generation of Opel Astra as the Astra F (the last Opel Kadett was the Kadett E). Another convention used by GM starts with Astra A, adopting the notion that the Astra is a separate model. Models sold as Vauxhall, Holden or Chevrolet have different generation designations reflecting the history of those nameplates in their home markets and their naming conventions.

Astra H

GM Europe launched Astra H at the end of 2003 and early 2004, depending on the market. Based on the then-new Delta platform, its size was increased, the engines improved and the styling and interior made distinctly more dynamic. Handling was further improved with each engine provided with its own Lotus-tuned suspension settings. It is so far available as a five-door hatchback, a five-door Caravan estate and a sporty three-door hatchback, designated the GTC for European markets, Sport Hatch in the UK and the Coupé in Australia. The GTC has the option of a panoramic windscreen (unique for a production car at the time of its launch) which extends into the roof area.

A first for any major European car is the availability of digital radio on some versions of the new Astra, while for the Astra product class first are electronic Continuous Damping Control (CDC) and AFL (Adaptive Forward Lighting). In 2005, the new Opel Astra Diesel Hybrid appeared. By the end of 2005, estate and coupé versions were also launched.

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The new edition Astra was launched in February 2007 with new economical engines, refined looks, improved technology and an expanded equipment range. It is based on the third model generation, of which over 1.3 million units were sold since its market debut in March 2004. Opel’s volume model line has a leading role in the highly competitive compact segment and in European registration statistics. The new edition of the bestseller boasts a total of 11 engine versions with an output range of 90 to 240 hp. Technological highlights include the adaptive IDSPlus chassis system with electronic Continuous Damping Control (CDC), as well as the AFL headlamp system (Adaptive Forward Lighting) with dynamic curve light, first introduced to the compact segment in the Astra. The Astra also boasts ample space, none more so than the station wagon variant with longer wheelbase. The Astra model family currently consists of the five-door, station wagon, dynamic GTC − also available as the powerful 177 kW/240 hp OPC version − and Astra TwinTop variant, the four-seat cabrio-coupé with retractable steel roof.

Design and packaging

With its even more exciting and dynamic appearance, the new Astra five-door model sets itself further apart from its competitors. Designers further honed the distinctive brand face that was first presented in this model line, while ensuring the car is still clearly recognizable as a member of the Astra family. Elements such as the sharply drawn “eyebrows” above the imitation air intakes serve as a blueprint for future Opel models, while the dynamic V-shaped front is also eye-catching. The headlamp housings in stylish chrome look also convey an additional sense of quality. The Astra Sport, as well as the versions with xenon or curve and cornering light are recognizable by their dark-tinted headlamp housings.

Well-balanced proportions are the basis for its harmonious body line. Measuring 4.25 meters long, 1.8 meters wide and 1.46 meters high with a 2.61-meter wheelbase, the five-door model’s offers attractive packaging dimensions. This produces a comfortable “feel-good” interior. The Astra also has plenty of room for luggage: equipped with the standard tire repair kit, it offers a best-in-class luggage compartment volume of 380 liters (VDA standard), which expands to a maximum of 1295 liters with the rear seat backs folded down.

The new-edition Astra’s interior boasts surfaces with an even more high-quality look and feel. Distinctive design elements in the cockpit include the prominent center console, additional chrome rings for the air conditioning and radio controls, as well as new trim for the doors and instrument panel, which also boasts three-dimensional instruments. The top Cosmo variant features décor trim and inlays made from luxurious piano lacquer surfaces on the center console and steering wheel as standard.

Passive safety

Just like the predecessor model, the new Astra boasts high levels of safety. The consumer protection organization Euro NCAP (European New Car Assessment Programme) awarded the Astra the highest rating of five stars for adult passenger protection. With a total of 34 points, Euro NCAP classified it as one of the safest sedans in the compact class (small family cars). The Astra also achieved very good results for child protection, with four stars and 39 points.

The Astra’s extensive SAFETEC safety package includes thorax/pelvis side airbags in both front seats. These complement the two front airbags and the head curtain airbags that stretch along the entire length of the interior in the left and right roof pillars. Both outer rear seats come with ISOFIX mountings for child seats as standard.

Chassis and active safety

The Astra delivers pronounced agility and precise handling with a high level of driving safety: qualities which are responsible for the Astra winning numerous comparison tests and consumer polls. The basis for this is the IDS (Interactive Driving System) chassis with McPherson front axle and patented torsion-beam rear axle. Every Astra comes standard with the Electronic Stability Program ESPPlus, Traction Control TCPlus, front and rear disk brakes, Anti-lock Braking System (ABS), Cornering Brake Control (CBC), brake assist and Electro-Hydraulic Power Steering (EHPS).

The optional IDSPlus chassis with electronic Continuous Damping Control (CDC) is also available. This integrated chassis control system, in which the control units and sensors of ESPPlus, ABS and CDC exchange data constantly, was introduced to the compact class for the first time in the Opel Astra.

Owners also benefit from IDSPlus when it comes to driving fun: a touch of the SportSwitch activates the sport mode, resulting in more direct suspension, steering and gas pedal response.

Although the Astra’s chassis previously counted among the best in its class, engineers found potential for improvement in details in the new Astra. An example of this is the Trailer Stability Assist’s (TSA) control system. The newest generation of this safety system, which is optionally available in the five-door, GTC and station wagon model, reduces instability in the car-trailer combination earlier and more effectively.

Engines and transmissions

A range of seven gasoline and four diesel units with displacements from 1.3 to 2.0 liters and power outputs from 66 to 177 kW (90 to 240 hp) is available for the new edition Astra. The two brand-new 1.6-liter gasoline units, the 85 kW/115 hp four-cylinder engine with continuous variable camshaft phasing and the 132 kW/180 hp turbo version with overboost function are all equipped to meet future exhaust emission standards. This is also true for the two new 1.7 CDTI common-rail turbo diesels with 81 kW/110 hp or 92 kW/125 hp, which will expand the engine range during spring 2007. All four engines achieve the balance of more power with lower fuel consumption. The wide selection of engines is complemented by a transmission range which includes five and six-speed manual gearboxes, automated Easytronic five-speed and six-speed manual transmissions, as well as four and six-speed automatics.

Quality and economic efficiency

The Astra meets the highest standards in quality, reliability and service life. Owners profit from long service intervals and reduced maintenance volume, which help minimize operating costs. Thanks to extensive car body galvanization, which Opel backs up with a 12-year anti-perforation warranty, the Astra promises excellent value retention. A further customer benefit: as with all its other models, Opel offers a two-year new-car manufacturer’s warranty for the Astra that goes far beyond the mandatory guarantee.

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The Opel Astra Sedan boasts the Astra’s progressive, proportionally balanced design and dynamic lines. With the latest upgrade of the Astra family of cars earlier this year, designers further honed the distinctive brand face that was first presented in this model line, while ensuring the car is still clearly recognizable as a member of the Astra family. Elements such as the sharply drawn “eyebrows” above the fog lamps serve as a blueprint for future Opel models, while the dynamic V-shaped front is also eye-catching. The headlamp housings in stylish chrome look also convey an additional sense of quality.

Well-balanced proportions are the basis for the harmonious body lines of the Opel Astra Sedan. It is based on the station wagon’s long wheelbase, providing a generous 2703 millimeters (90 mm more than hatchback) between the axles and helping to create ample leg room for rear passengers. The new roof line flows elegantly into the tailgate, which turns slightly upward at the end to form an integrated spoiler for optimized aerodynamics. The Opel Astra Sedan achieves a drag coefficient of cD = 0.3, resulting in a drag area (cD x A) of 0.68 m².

At 4.59 meters long, 1.75 meters wide and 1.46 meters high, the Opel Astra Sedan is a fully grown family sedan with a trunk to match. It offers a luggage compartment volume of 490 liters (VDA standard), which expands to a maximum of 870 liters (measured to the upper edge of the fronts seats with the rear seat backs folded down). Maximum load width is 907 millimeters, with the luggage compartment offering a maximum width of 1170 mm and a maximum length of 995 mm, which can be expanded to 1721 mm.

The new-edition Astra’s interior boasts surfaces with an even more high-quality look and feel. Distinctive design elements in the cockpit include the prominent center console, additional chrome rings for the air conditioning and radio controls, as well as new trim for the doors and instrument panel, which also boasts three-dimensional instruments. The top Cosmo variant features décor trim and inlays made from luxurious piano lacquer surfaces on the center console and steering wheel as standard.

Wide range: Four engines and four transmissions available

Four state-of-the-art ECOTEC gasoline and diesel engines are available for the four-door Astra: two gasoline engines (1.6 ECOTEC/115 hp, 1.8 ECOTEC/140 hp) and two diesel engines (1.3 CDTI/90 hp, 1.7 CDTI/100 hp). The transmission range includes five-speed and six-speed manual gearboxes, four-speed automatic, as well as an enhanced automated Easytronic manual transmission.

The entry-level 1.6 ECOTEC gasoline engine’s maximum output is 85 kW/115 hp at 6000 rpm. Combined with the five-speed manual transmission, the Opel Astra Sedan accelerates from zero to 100 km/h in 11.7 seconds and reaches a top speed of 191 km/h. The modern weight-optimized unit features cam-phase technology, which varies the two camshafts to correspond to the driving situation via a vane-type hydraulic adjuster. This dynamically adjusts the continuous variable valve timings for the intake and outlet sides in every operating state, further reducing both consumption and emissions. Maximum torque of 155 Nm is delivered at 4000 rpm. Combined fuel consumption with the manual gearbox is 6.6 liters per 100 kilometers. The optional five-speed automated Easytronic transmission, which comes with Hill Start Assist (HSA), further reduces fuel consumption to 6.4 liters. The ESPPlus-based HSA system makes starting the car on an uphill gradient easier by preventing the car from rolling backwards without the use of the handbrake. After releasing the brake pedal, pressure in the system is maintained for 1.5 seconds, giving the driver enough time to select a gear and press the accelerator. It also prevents the car from rolling forwards when attempting to drive backwards up a hill.

The top-of-the-line 1.8-liter, 103 kW/140 hp gasoline engine promises plenty of driving fun. In order to optimize consumption and performance, this high-tech engine also operates with two variable camshafts, just like its smaller brother.

With a power output per liter of 57 kW, the 1.8 ECOTEC engine is one of the most powerful in this displacement class. Ninety percent of the 175 Nm maximum torque is available over a wide range from 2200 to 6200 rpm, which ensures lively performance even at low engine speeds for relaxed driving.

In combination with the five-speed manual gearbox, the Astra 1.8 accelerates from zero to 100 km/h in 10.2 seconds and reaches a top speed of 207 km/h. Combined fuel consumption is 7.4 liters per 100 kilometers. With the optional four-speed automatic transmission, maximum speed is 188 km/h and acceleration from zero to 100 km/h takes 11.4 seconds. Combined fuel consumption is 7.8 liters per 100 kilometers.

Low fuel consumption is a trademark of modern Opel diesels. At market launch, the new Opel Astra Sedan was available with the very compact 1.3 CDTI ECOTEC with 66 kW/90 hp and maximum torque of 200 Nm at between 1750 and 2500 rpm. The multi-injection unit features variable geometry turbocharging and intercooling. The Opel Astra Sedan with the 90 hp, 1.3 CDTI engine needs only 5.1 liters of fuel per 100 kilometers (combined). With its standard six-speed gearbox, the Astra 1.3 CDTI reaches 172 km/h and accelerates from zero to 100 km/h in 13.7 seconds.

Fuel supply to the multi-injection system with five nozzles is controlled by a solenoid valve. The injection system is characterized by minimal response time (max. pressure 1600 bar), resulting in extremely fine fuel atomization and up to five injections per cycle. This not only ensures exceptionally economical consumption and favorable emissions values, but also refined and low-noise operation. For example, a pre-injection during the warm-up period reduces cold-start knock to a barely perceptible level. This engine, the world’s most compact four-cylinder common-rail diesel unit with turbocharger and named “Engine of the Year 2005″ by the media (length/width/height: 460/500/650 mm), is equipped with a lightweight aluminum cylinder head and a weight-optimized grey cast iron engine block. The four-valve engine’s two overhead camshafts are powered by a cog-belt drive and activate the valves via roller cam followers.

Shortly following its market launch, the Opel Astra Sedan became available in a more powerful version with a new 1.7-liter common-rail diesel power unit with 74 kW/100 hp. The 1.7 CDTI has a variable-turbocharger and develops a maximum torque of 240 Nm. The 1.7 CDTI engine comes with a six-speed gearbox.

Safety

The Astra offers top agility and precise handling with high levels of driving safety. The Opel Astra Sedan’s IDS suspension (Interactive Driving System) is designed and tuned for exceptional agility and a high level of active safety.

Major contributions are made by the ESPPlus (Electronic Stability Program) and enhanced McPherson front suspension with hydroformed subframe. The latter provides increased driving comfort thanks to decoupled support bearings and weight-dependent spring rates. The rear wheels are on a specifically adapted torsion-beam axle with double-walled U-pattern section. This construction combines the advantages of conventional wishbone axles like reduced space requirements, lower weight and high chamber thrust rate, with the ability to make exact adjustments to the very specific requirements of various models within the model range. In manufacturing the torsion beam axle, the patented Magnetarc welding technique is used.

This makes various wall thicknesses possible for the torsion profile (stabilizing effect against sideways tendencies) and various angling tendencies in the profile cross-section (control and self-steering effects).

Standard safety features of the Opel Astra Sedan include front and rear disc brakes (ventilated in front), ABS, Cornering Brake Control (CBC), brake assist, as well as the fuel-saving Electro-Hydraulic Power Steering (EHPS). This energy-saving hydraulic pump, which is activated by an electric motor, is only used when needed, thereby reducing fuel consumption.

Cornering Brake Control (CBC) optimizes braking distance and driving stability, also when braking in curves. When wheel sensors register different wheel rpm right and left in a curve, braking force at the inner wheels is reduced while brake pressure is applied under the ABS limit. This creates torque that stabilizes the vehicle. Brake assist is a sub-function of the brake booster. It progressively generates the maximum braking pressure if the brake pedal is pressed particularly quickly, thus reducing the braking distance.

Standard wheel size is 6.5 x 15 with tires 195/65 R 15-91 H. 6.5 x 16 wheels with 205/55 R 16-91 H tires are available as an option for all models. Gasoline versions can also be fitted with 215/45 R 17-91 V tires on 7J x 17 wheels.

Period: Price:
30+ day: 25€
15-29 days: 30€
7-14 days: 35€
2-6 days: 38€
Deposit: 100-500€

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Following 267,000 units of the first generation Colt Mitsubishi Motors has wished to capitalize on this success and follow up with a grown-up (only ± 35% carry-over parts) but still distinctive product:

• more in line with the brand’s identity (sharper new design & signature “Jet Fighter” grille)
• more in line with its positioning (new 3- and 5-door Ralliart sporty models)
• more in line with the latest market trends (forthcoming 1.1 and 1.3 Clear Tec variants)
• more consistent (less distinction between Mitsubishi Colt 3-door and 5-door variants than before)
• more mature (perceived quality, cargo flexibility, comfort features, NVH, driving dynamics)

Junior Lancer

In that sense, the next generation Mitsubishi Colt gets closer to its sharp Mitsubishi Lancer siblings introducing an exterior design thoroughly refreshed by Mitsubishi Design Europe.

Trading the MPV-like high stance of its predecessor for a lower and wider attitude, it first strikes with the adoption of a rather in-your-face full “Jet Fighter” grille together with all-new body panels fore the A-pillar, all contributing to a stronger on-road presence, but also to an improved level of pedestrian safety.

The side view offers a more elongated window line thanks to black sash foils applied on the C- and D-pillars (D-pillar only for Mitsubishi Colt 5-door body) and blacked-out sills.

At the back, a wrap-around and slimmer backlight, lower rear combination lamps, a new liftgate stamping and more elaborated bumper design add character whilst visually lowering and widening the car considerably (5-door only).

Signature

In line with Mitsubishi’s brand heritage & positioning, a new Mitsubishi Colt Ralliart (150 PS 1.5 turbo) is introduced, available for the first time in 5-door form as well.

Compared to the previous Mitsubishi Colt CZT and in addition to a stronger structure, the Mitsubishi Colt Ralliart suspension has been amended in eight different points for sharper driving dynamics, including reduced body roll thanks to a thicker front stabilizer bar.

Clear Tec

In parallel to the existing petrol engines (1.1 / 75ps, 1.3 / 95ps, 1.5 / 109ps), Mitsubishi will introduce new “low CO2″ variants of the next generation Mitsubishi Colt, under the umbrella name of “Clear Tec”.

They will feature – amongst others – “Automatic Stop & Go” (AS&G) and regenerative braking technologies, leading to an improvement of over 10% in terms of CO2 emissions (according to variant/engine – figure subject to final homologation).

A dedicated “Flex Fuel” (FFV) variant will also be part of the Clear Tec program for Mitsubishi Colt.

Considering the rather low volume of Diesel Colts sold since 2004 (only 13% of the mix) and the ever increasing retail price of Diesel fuel eating away most of the cost benefits to the customer, Clear Tec packages will replace the previous Diesel powertrain in the Mitsubishi Colt range.

Grown Up

The next generation Mitsubishi Colt is also a better / nicer place to spend long hours of driving with changes driven by customer feedback over the past 4 years, including lower level of NVH (Noise – Vibration – Harshness), redesigned dashboard, new higher quality trim, enhanced equipment and revised rear seating flexibility leading to an increased cargo volume (from 854 l for the previous Mitsubishi Colt to 1,032 l now).

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After its spectacular world premiere in London, the fourth generation of the popular Opel Corsa now takes to the road. With the newcomer, Opel remains true to its role as a trendsetter. Based on the successful example of the Astra and Astra GTC, the distinctively different coupé-like three-door and family-friendly five-door Corsa models are tailor-made for different types of customers. Since 1982, over 9.4 million units of the predecessor models have been sold in Europe. The new Corsa will again be produced in Zaragoza (Spain) and Eisenach (Germany). Both the three- and five-door versions will be available at dealerships in October 2006 and are expected to again reach top sales figures.

The new Corsa has everything it needs to get there: exciting design with sporty, athletic contours, a newly-developed chassis for safe and agile cornering, a new high-quality interior with plenty of space and feel-good ambiance, as well as high-tech features new to this class such as a heated steering wheel and curve light. The integrated carrier system “Flex-Fix” makes its world premiere on a production car, and the Corsa Sport newly-developed high-tech variable progressive power steering is new in the segment.

Its response is already very direct during straight-ahead driving and increases up to a steering-wheel angle of 90 degrees, which is reminiscent of a sports car’s steering precision. The feedback curve enables the response ratio to increase again at greater steering-wheel angles, reducing the effort needed for maneuvering.

A Stunning Design to Fall in Love With

The three-door Corsa’s body is stretched tautly over its technology like a muscle shirt on a bodybuilder, with athletic contours, muscular shoulders and a coupé-like roof line. This look is emphasized by the side-window graphics reminiscent of the Astra GTC, forming a large, stretched arch from the A-pillar to the rear. Pronounced fenders over the rear wheels highlight the Corsa’s powerful, sporty stance. The three-door Corsa only shares the five-door’s front fenders, bumper, headlamps, hood and A-pillar.

In the family-friendly five-door model, the long roof line and generous window surfaces indicate additional headroom and visibility for the rear passengers. The side window line resembles that of the five-door Astra, but has a different C-pillar transition to the rear window that gives it its completely unique look.

While both body versions have the same length and height (3999 / 1488 mm), there is a small difference in their width (3-door: 1713 mm, 5-door: 1737 mm). Thanks to the long wheelbase (2511 mm) and wide track (front / rear: 1485 / 1478 mm), both Corsa versions have distinctively sporty proportions. The up to 17-inch wheels are placed at the body corners leaving a very short rear overhang. The designers successfully created a well-proportioned car while maintaining a compact base area. This is enhanced by the front overhang, which has a remarkably short appearance despite elaborate measures for pedestrian protection.

The stylish interior design with high-quality materials and clever new features creates a warm and inviting atmosphere. Turn buttons for climate control, radio and lighting are backlit. Piano-lacquer finish used in selected equipment variants on the center console with a matching finish on the steering wheel spokes and air-conditioning vent rings is of a much higher quality than normal in this class. Numerous large and small storage compartments offer plenty of space for stowing all kinds of items.

Distinctive cars for different buyers

Opel aims to return to the top of the small car segment, which is the second largest in Europe with over 20 percent of all passenger car sales. Customers can already look forward to highest-quality equipment lines that also convey driving fun with colors and exclusive finishes.

For instance, the Edition equipment: The fresh colors of the seat upholstery and door panels harmonize perfectly with the instrument panel’s colored surface in subtle grey, exciting red or elegant blue. Be it the entry-level Corsa, Edition, Sport or Cosmo, the Corsa range has the perfect combination for every taste and budget. The newcomer can be further individualized thanks to special equipment packages, innovative options and many features that customers can choose from according to their tastes and preferences.

Exclusive sportiness

The Corsa Sport holds a special position in the model range. For maximum agility, it boasts exclusive power steering with variable-progressive feedback curve for the first time. The sports chassis is lowered by 18 mm at the front and 15 mm at the rear, while the closer gear ratios add an extra burst of acceleration. In addition, the Corsa Sport interior features high-quality elements including a matte-chrome console and perforated
leather-trimmed steering wheel. Its exterior boasts details such as dark-tinted headlamps, 16-inch alloy wheels with 195/55 R 16 tires, and a chrome sports exhaust pipe.

Individual settings saved on car key

Be it modern or classical: whatever their musical tastes, the new Opel Corsa can easily memorize each driver’s favorite radio station. And that’s just one example of how the newcomer can be personalized. Up to five different drivers can save their individual settings for the infotainment system, electronic climate control, and on-board electronics and activate them via the car key. New comfort options also ensure that Corsa passengers feel right at home.

These include a power panorama sunroof that also lets in plenty of light when it is closed, and for the colder months a heated steering wheel – new in this class – as well as optional Quickheat, which warms the interior air stream via electric heating elements after a cold start until engine water circulation can warm the passenger compartment.

Opel again leads the way in flexible innovations

The Corsa is an all-rounder, be it for leisure, sport or family use, and is always a star performer. Thanks to its clever innovations, it can adapt to and meet the transport and comfort needs of its owners far better than most other vehicles. One of these innovations is the novel flexible integrated rear carrier system “Flex-Fix”. It stows away almost invisibly into the rear bumper, can easily be pulled out as needed and carry up to two bicycles. In typical Opel style – like the Zafira’s “Flex7″ multivariable seating system – the integrated carrier system “Flex-Fix” also provides full on-board functionality, eliminating the need for cumbersome assembly, dismantling or storage of parts.

Other practical features include the height-adjustable “DualFloor” and luggage compartment cover which can be easily stowed away. The stable cargo floor can be set in two height positions, allowing horizontal partitioning of the luggage compartment as well as a flat load floor to the front seat backs when the rear seat backs are folded forward and load floor is in the higher position. The higher position also facilitates loading and unloading. Storage volume up to the luggage compartment cover, which can be stored vertically behind the rear seats, is 285 liters, and 300 liters to the top of the rear seat back. If the 60:40-split rear seat back is folded down, storage volume increases to 700 liters and to a considerable 1100 liters if the car is loaded to the roof. The rear seat backs can also be inclined by 7.5 degrees, which provides exactly the few centimeters of space that are often missing to fit in a bulky piece of luggage, such as a folded-up stroller.

Low consumption gasoline engines, powerful and efficient diesel units

At its market launch, the Corsa is available with three gasoline and two common-rail turbo-diesel engines, which all feature ECOTEC four-valve technology. They cover an output range of 60 to 90 hp. Soon after the start of sales, a new 125 hp, 1.7 CDTI with diesel particulate filter as standard will follow as the interim top-of-the-line unit.
At 2300 rpm, this engine produces 280 Nm of torque, giving the Corsa impressive propulsion power.

Low fuel consumption is also a trademark of modern Opel diesels. The new Corsa with the 90 hp, 1.3 CDTI engine needs only 4.6 liters of fuel per 100 kilometers (MVEG mix test cycle). Modern technology such as the TWINPORT system also ensures higher fuel efficiency in gasoline engines. The 1.2-liter, 80 hp Corsa with Easytronic needs only 5.8 liters of fuel per 100 kilometers (MVEG-mix test cycle).

In addition to the five and six-speed transmissions (combined with the two more powerful diesel engines), and the automated Easytronic manual gearbox (option for the 1.2-liter gasoline unit), the Corsa 1.4 is also available with a four-speed automatic transmission.

Newly-developed chassis for dynamics with high reserves

Excellent driving dynamics, outstanding handling – it is that easy to describe the goal Opel/GM engineers set when designing the fourth-generation Corsa. Thanks to a completely new architecture, they were able to create the best conditions for this right from the start. In addition to the stiffer body, the Corsa features a new short front subframe, allowing for optimum chassis geometry, and a torsion-beam rear axle with three roll-rate levels. Depending on the engine, these provide an ideal alignment to the different front axle loads.
The newest generation of ABS and ESP systems boasts additional functions. The Corsa’s standard ABS system features electronic brake force distribution, Cornering Brake Control (CBC) and Straight-Line Stability control (SLS). The ESP system, which brakes up to four wheels individually when required, was tuned so that it firstly gives complete control to the driver, even at very high cornering speeds, and only progressively applies when there is danger of losing safe control of the car.

The engineers also focused on enhancing the steering system for the new Corsa, giving it a considerably stiffer steering column with height and reach-adjustable steering wheel and higher performance, speed-dependent Electric Power Steering (EPS). The power assistance was increased to 40 to 55 Nm (depending on the engine) to further reduce the steering effort necessary for example when parking. All Corsas with engines from 1.3 liters feature steering with variable feedback curve. The Corsa Sport also offers a segment first: newly-developed steering with variable progressive feedback curve. At 13:1, the system already delivers a direct response during straight-ahead driving. As the steering-wheel angle increases, steering becomes even more direct – 12:1 at 90 degrees – creating a sports car feeling. Variable progression ensures that the response ratio again increases at greater steering angles to enable easy maneuvering and parking.

SAFETEC, the comprehensive safety system

Opel has an integral approach to safety. All active and passive safety systems that contribute to reducing dangers when driving are categorized under one heading: SAFETEC. This includes assisting the driver with innovative features such as Adaptive Forward Lighting (AFL), avoiding accidents thanks to advanced chassis and highly-developed support functions such as ABS and ESP, reducing the effects of an accident with extensive restraint systems, and protecting other road-users with features such as adaptive brake lights.

In the event of an accident, Corsa passengers are protected by optimized crash zones and restraint systems specifically adjusted for these zones, including two two-stage front airbags, side airbags for driver and front passenger, and – from Edition – head curtain airbags which deploy like curtains to cover the entire length of the interior. The front passenger airbag can easily be deactivated by a button on the instrument panel.

Not just the occupants, but also pedestrians are protected by a range of up-to-date safety measures. Features include a special low-density foam material in front of the bumper crossmember to lessen the intensity of lower-body impact, and a stiffening of the bumper’s lower section spreads out the load over a larger area, thus limiting force to the knees. The material of the hood, which was especially designed for efficient energy absorption, reduces the severity of head impacts, and the generous space between the hood and the engine provides adequate deformation distance. The fenders’ slotted fittings also deform on impact.

A first in the Corsa class, optional curve and cornering light is a real benefit for active safety. The Corsa’s AFL system is combined with halogen light to keep the price as moderate as possible while retaining all functions. The dynamic curve light reacts to the steering angle and speed of the car, turning the high or low beam headlamps up to 15 degrees outward and eight degrees inward. At speeds below 40 km/h, static cornering light is activated. Depending on turn signal and steering wheel position, the headlamps illuminate intersections and garage driveways.

Other lighting innovations in the Corsa include automatic lighting control and adaptive brake lights, a system which warns following drivers by blinking all three brake lights five times per second in case of ABS braking. If airbags or belt tensioners are activated, the hazard warning lights are automatically switched on.

Period: Price:
30+ day: 29€
15-29 days: 40€
7-14 days: 45€
2-6 days: 50€
Deposit: 100-500€

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The second generation A-Class, the W169, was officially presented at Mercedes’ Stuttgart factory on June 28, 2004 with availability in early September.

Driving assistance

The car is designed according to Mercedes-Benz concept of ‘Touch And Feel’ (TAF).

The multi-function steering wheel places controls for the radio, telephone, and other systems conveniently within reach of the thumbs of the driver. Power steering (standard feature) aids control of the automobile, with its behaviour varying according to the vehicle’s speed.

The Mercedes COMAND APS is a navigation system which provides directions via SMS. The radio unit also provides DVD and telephone functionality, with various versions available (standard Audio 20 radio/single CD, Audio 50 APS or COMAND APS).

The Parktronic system provides audio and visual signals to indicate how far the car is from an obstacle.

The A-class optionally includes a “Light & Sight” package which includes bi-xenon HID headlamps with gas-discharge bulbs; cornering lights (main-beam headlamps at road junctions and tight corners); “Headlamp Assist, which automatically turns on the lights when needed; and a rain sensor that adjusts wiper speed depending on rainfall intensity.

As a standard feature, when entering a tunnel or an underground garage the car goes into “tunnel mode”, where all windows and the panoramic sliding sunroof are closed.

Temperature control

The standard temperature control system has separate temperature settings for driver and front passenger sides, and includes a “Heater Booster System” that can flood the interior of the car with hot air.

The optional Themotronic system maintains and regulates the temperature in accordance with a set of sensors that measure temperature, sunlight, humidity and pollutant levels in the ambient air.

Safety

Triggered by the “moose test” failure, a number of improvements were made in the W169 model.

The car is constructed with high-strength steel alloys with bonded joints. It has a large number of airbags including optional rear side airbags (for side-impacts in the backseats), optional side-curtain airbags, and standard head and thorax-protection side airbags. The front airbags are adaptive with two-stage gas generators operating according to the severity of accident.

The force exerted by the seat belt system during a collision adapts dynamically depending upon the collision characteristics. The ‘active’ head restraints (standard for driver and front passenger) give enhanced protection from neck injury, especially during rear collisions.

Passenger and cargo space

The cargo capacity of the W169 was increased by 15 percent compared with the W168. The seats can be moved and configured in various ways:

+ EASY-ENTRY: Front seats slides forwards with the backrest folded forwards to afford the rear seat passengers more room for getting in and out. (standard on three-door)
+ EASY-VARIO: Both rear-seat cushion sections are folded forward, while the luggage compartment floor can be set to one of two different heights. (optional for three-door)
+ EASY-VARIO-PLUS: Both rear-seat cushion and the front passenger seat are folded forward. Increases load capacity to as much as 1995 litres. (optional for five-door)

Engine and drive system

Seven types of motors are available: four petrol (gasoline) (A150, A170, A200, A200Turbo) and three diesel (160CDI, 180CDI, 200CDI), all being four-cylinder and having either 5 or 6 gears. A continuously variable transmission system called “Autotronic Constantly Variable Transmission” (CVT) is an optional feature.

The petrol A200 Turbo provides 193 hp and 280 Nm of torque (rotational force); the diesel A200 CDI has 140 hp and 300 Nm.

It is estimated that the W169 engines provide a 40% increase in power and a 10% decrease in fuel consumption compared to W168 engines.

The most powerful model can take the car from a standstill to 100 km/h in 8.0 seconds, and has a top speed of 227 km/h.

The newly developed direct-injection CDI diesel units use a common-rail direct injection system that improves fuel consumption and reduces exhaust emissions and noise levels.

All the engines meet the tight EU4 emissions limits. A particulate filter system is available as an option for the diesel units which reduces the particulate emissions by about 99% without the need for additives.

The A-Class is a front wheel drive car and features traction control (ASR) as standard, as well as electronic stability control and anti-lock brakes (ABS).

Handling is improved by precision tracking and anti-roll support, and by a Parabolic Rear Axle.

A “Selective Damping System”, in which the shock absorber forces respond differently according to conditions, is standard. For example, under normal conditions it operates at soft absorption; while cornering at speed it changes to full damping force.

The W169 optionally comes with light-alloy wheels, with a run-flat feature, Tirefit tire sealant and a tire-pressure-loss warning device.

Tire sizes are:
+ 185/65 R 15 with wheel trim (classic model)
+ 185/65 R 15 light-alloy wheels (elegance model)
+ 195/55 R 16 light-alloy wheels (avantgarde model)

Production

Sales of the W169 were targeted at 50,000 units in 2004. Dr. Joachim Schmidt, Executive Vice President Sales and Marketing, Mercedes Car Group, said that target had been reached even before vehicles arrived in dealer showrooms.

DaimlerChrysler invested EUR 900 million in developing the Rastatt plant where the A-Class is produced, and created 1600 new jobs (for a total of 4700). A further 600 people work on the industrial estate at the plant site.

In 1999, Mercedes Benz opened, in Mine Gerais (Brazil), its first factory in South America dedicated to passenger cars, with an investment of USD 840 million and 10,000 employees. The factory initially produced A-Class and C-Class models, assembling them from pieces manufactured in Germany. The target for the cars was regional markets (from Argentina to Mexico) with modifications made to the cars to suit local conditions, like a protection for the motor base for the mostly poor roads in South America. In 2005 the factory stopped production of A-Class cars.

Period: Price:
30+ day: 19€
15-29 days: 22€
7-14 days: 25€
2-6 days: 28€
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A facelift four years after the Clio’s initial launch in 2005 has introduced a more modern appearance that takes many of its styling cues from the New Megane, At the front there’s a reprofiled nose that features larger, swept back headlamps, while the rear gets a new bumper and tailights. As before there’s a choice of three and five-door hatchbacks together with a versatile Sport Tourer estate. There are six trim levels to choose from – Extreme, Expression, Dynamique, GT, Privilege and Initiale. At the top of the range is the scorching Renault Sport 200 Renaultsport 200, identified by its muscular flared wheelarches, black grille surround and bodykit.

Interior/practicality
The cabin has always been one of the most spacious in the supermini class, with room for five adults at a pinch. Hatchback models feature a useful 288-litre boot that can be extended to 1,038-litres with the rear seats folded flat. Go for the Sport Tourer and these figures increase to 439-litres and 1,277-litres respectively. Whatever bodystyle you plump for you’ll get the same well laid out and solidly constructed interior. Dynamique models and above get a classy soft touch dashboard finish and air-conditioning.

Driving experience
Like its predecessor the Clio serves-up a fine balance between ride and handling. Turn into a corner and the Renault displays poise, grip and balance, while the supple suspension effortlessly soaks up poor surfaces. Only the numb electrically-assisted steering spoils the dynamic. For ultimate thrills there’s the Renaultsport 200, which is made even sharper with the optional, lower and stiffer Cup chassis. This model is a true performance bargain, delivering driver involvement to match much pricier machinery.

Engines/performance
The smooth and quiet 1.5-litre dCi diesels are the engines to go for, with both the 85bhp and 106bhp versions delivering enough punch effortlessly keep up with more powerful machines and 60mpg fuel returns. The latter unit comes with a six-speed manual gearbox for relaxed motorway cruising. The range of five petrol engines is a mixed bag. The 1.6-litre VVT comes in two states of tune (108 and 126bhp) and both feel strained, while the 73bhp 1.2-litre struggles most of the time. However, the muscular and responsive turbocharged 98bhp 1.2-litre is excellent and isn’t that far behind the diesels in terms of filling station performance. The Renaultsport’s screaming 197bhp 2.0-litre unit is a masterpiece and delivers blistering performance.

Ownership costs
The Renault isn’t the cheapest supermini on the market and it also suffers from weak residuals – it’ll have retained only around 40 percent of its value after three years. However, it’s no worse than the Ford Fiesta and other mainstream rivals. The diesels have the best running costs, with a small appetite for fuel and an annual tax bill of £35. The petrol cars are thirstier, and fall into more expensive VED bands.

Safety/environment
Renaults usually do well in crash tests, so the Clio’s five stars from EuroNCAP is no surprise. All models have at least six airbags as standard (Dynamique, Privilege and Initiale trims have eight), Isofix and ABS. Buyers swayed by low CO2 emissions should look to the diesels which produce between 115-123g/km depending on the model.

Our choices: Clio Dynamique 1.5 dCi 86 5dr/Renaultsport 200 Cup