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New & Used Car Reviews

  1. What's new in this club
  2. Steve reviews whether the current Mercedes SLK is a perfect car for summer. The Mercedes SLK is now into its third generation and was first shown at the 2011 Geneva Motor show in preparation for its release later that year and designated by Mercedes as R172. This SLK model aimed to improve on the quality and equipment from the previous R171 model and adopted various options from its predecessor such as Mercedes airscrarf system and also gained the front engine, rear wheel drive set up. The third generation SLK was a stark contrast in appearance compared to its predecessor which had based its looks on Mercedes Formula one cars and the SLR Mclaran supercar. The current SLK has adapted a more of a conservative look in my opinion by having less of a raked/pointed nose, but this has also made the current model look more grown up as well as bringing the design in line with the SLK’s bigger sibling the SL. As Mercedes has had over 20 years to perfect its baby roadster you can expect the quality of the product to be top class. Needless to say the SLK does not fail to disappoint thanks to its wide track with wheels at the edge of all four corners, as well as having a large bonnet gives the car real road presence and should please style savvy customers. On top of this the car benefits from having a hard top folding roof which only increases its desirability in a very competitive sector as road and wind noise is reduced over a conventional folding soft top. Obviously there is a price to pay for a metal folding roof which is increased weight compared to fabric roofed competitors, but I feel this is a small price to pay for the added benefits of a hard top. It’s worth noting that in 2016 the SLK range was revised and renamed the SLC to bring the model marketing on par with the rest of Mercedes products. The SLC is in effect a facelifted version of the SLK with revised engine options but may easily cause confusion amongst used car buyers. However for this article we are only focusing on the SLK spec and drivetrain options as these are more plentiful on the used car market. The SLK range is a available with four petrol engines and for the first time ever, a diesel engine. The engines on offer are: Petrol SLK 200 which is the entry level engine - a 1.8 four cylinder turbo charged engine producing 181bhp. SLK 250 has the same 1.8 four cylinder turbo charged engine from the 200 but with increased power to 201bhp. SLK 350 is a 3.5 V6 turbo charged engine producing 301bhp and as fitted to the previous SLK. SLK 55 is the AMG derived 5.5 litre naturally aspirated V8 producing a whopping 416bhp and 398lb ft of torque. Diesel SLK 250CDI is as mentioned earlier the first ever diesel engine fitted to the SLK and should please the fuel conscious. It produces 201bhp/ 369lb ft of torque from the four cylinder twin turbo unit, but benefits from a combined manufacture stated figure of 56.5mpg and 132g/km. What’s more, the diesel version is available with the 7 speed automatic gearbox as standard. It must be noted that both the SLK200 and SLK250 are available with a six speed manual gearbox as standard but the 7 speed auto is available as a £1500 extra as on our test car. All the other models in the range come with the automatic gearbox as standard. Driving the Mercedes SLK The SLK I have on test is a 2015 SLK 200 AMG sport which is fitted with a 1.8 litre turbo charged petrol engine which produces 181hp (184ps) and mated to a 7 speed automatic gearbox. Sliding into the black leather bucket driving seat I found it to be very supportive, with very good side bolsters as well as being electrically controlled and fitted with lumbar support. I felt the SLK cabin oozes with quality, thanks to soft touch plastics, leather trim and nicely positioned switch gear makes the SLK a nice place to sit. Naturally there is a good level of equipment fitted to SLK models and our test car was no exception. This particular car had the niceties such as heated electric seats, sat nav, parking sensors and the airscarf system for keeping your neck warm whilst driving with the roof down. Turning the key the 1.8 engine bursts into life with a nice rumble and selecting drive on the tunnel shifter the car pulls away effortlessly. Out on the open road I found the 1.8 turbo engine refined and 7 speed automatic a nice duo as the engine had plenty of torque united with smooth and quick gear changes, combined with a good kick down. I found the 1.8 lump more than adequate for all driving conditions and would please most buyers. Obviously the more powerful SLK250 may be a nice compromise for those wanting a balance of economy and more power but it had a £4,000 premium when new and this will reflect in the used car market. If outright power is what you’re after then you would be better off with either the SLK 350 or the range topping SLK55, both of which will provide the extra power and sweeter engine note which will make the SLK more enjoyable. As one would expect from a sports car the handling of the SLK was also impressive as it ironed out the bumps well despite being naturally firm and yet surprisingly this still allowed the handling to be composed, comfortable and obviously agile. This is due to the SLK being fitted with Mercedes Multilink suspension setup and further improved with passive dampers and a stiff chassis. In addition the steering matches the cars sporting credentials by being nicely weighted, allowing it to be light relatively precise. I will admit that the steering could be slightly more direct to improve response and feel for the driver. However, overall I found the steering helped build confidence to push the car hard into the bends and thoroughly enjoy the SLK on country roads. The handling characteristics are finished off with large perforated brake discs front and rear which stop the SLK on a six pence, and partly due to Pirelli tyres as fitted on this car. The brakes have an added purpose as the SLK can active any of the brakes individually to improve cornering. The Motorists Guide View: The third generation SLK is a vast improvement on its predecessor which is thanks to both mechanical improvements and enhanced styling which make the SLK a good sports car purchase thanks to an all-round package making the current SLK worthy successor. This is further supported by superb build quality, with nice materials and a quality fit and finish that consumers have come to expect from Mercedes. Let’s also not forget a key feature of the SLK is a car to be enjoyed for country drives and one where the SLK does not fail to disappoint, thanks to being comfortable, fun but also a relaxing place to be behind the wheel, which most owners will happily drive for long distances. Dimensions Length: 4,134 mm Width: 1,817 mm Height: 1,303 mm Curb weight: 1,475 kg
  3. Steve sets out to find out whether the Land Rover Defender is the best 4x4 by far, and a future classic. It cannot be denied the Defender is a true British icon and one of the few vehicles in the world which is truly classless. It’s a car that is befitting of Royalty, as well as farmers or builders and as such it is a vehicle which does not look out of place either in the country or parked on a suburb. Launched in 1983 to replace the venerable Series 3 the new model was designated either 90, 110 or 127 dependent on which wheelbase was chosen and came with an array of improvements over its predecessor. The 110 model came first in 1983, followed by the 90 in 1984 which had improved handling characteristics thanks partly to the fitment of coil sprung suspension all round which not only made the ride more compliant on tarmac it also improved axle articulation on the rough stuff. The 90/110 models were further refined over the series 3 with an updated interior including wind up windows and one piece windscreen which increased visibility. The most noticeable change however, was the aesthetics of the vehicle which not only had a longer bonnet; it also received a different grill and larger dimensions. Despite the level of extensive changes the design department were able to keep the 90/110 looking conservative, thus keeping their target audience happy. Mechanically on release the 90/110 was available with Land Rovers traditional 2.25 four cylinder petrol, 3.5 V8 petrol or 2.5 diesel available in non turbo and turbo variants throughout production. Most of these units inherited their design from the previous Series Land Rovers but were updated to offer more power and improved reliability. The combination of drivetrain and looks saw the 90/110 model into the 1990s where the model was later revised with not only a new name “Defender”, but mechanical enhancements in the way of Land Rovers brand new TDI engines. The first of these was the 200tdi which despite having the block and some internals from the Series 3 2.5 unit, produced 107hp/264 Nm torque thanks to direct injection, alloy cylinder head, improved turbo charging and improved intercooling. These changes helped the Defender to have a higher cruising speed as well as better fuel economy. In 1994 the 300tdi engine was introduced which was a completely new engine which gained power to 111hp/264 Nm torque. It wasn’t just the mechanical components that got an upgrade as the Defender also received some cosmetic tweaks to try and cater for the recreational market. As such the Defender became available with alloy wheels and more comfortable seating amongst other additions. Heading towards the Millennium marked an interesting time for Land rover as a whole thanks to coming under the ownership of BMW. This naturally had an effect on the Defender where BMW introduced yet another new engine, the TD5 which was a 5 cylinder engine offered more power and greater fuel efficiency. During BMW ownership the Defeneder also gained upgraded electrics including an improved ECU. However it was discovered that despite its efficiency these ECU were more vulnerable to damage when wet compared to its predecessors. This naturally caused issues for owners who used their Defenders for series offroading. BMW further improved the Defender design by installing revised weather seals, enhanced dash controls and improved instrumentation in the way of new dials plus upgraded illumination. There was a later change in Land Rovers ownership in the mid Noughties when they were bought by Ford, who just like BMW changed the Defenders engines to Ford 2.2TDCI duratorque diesel engines which allowed the Defender to meet stricter EU emissions rules as well as increasing performance to 122hp/ 300 Nm torque, plus mated to a 6 speed manual gearbox. Ford further improved the interior with a completely revised dashboard, instrumentation taken from the Discovery 3 and improved heater/demister. However, despite all the improvements the writing was on the wall for the Defender and the model finally bowed out on the 29th January 2016 due to a fall in sales thanks to stiff completion as well as ever stricter safety/emission regulations. Driving the Defender The vehicle I have on test is a 1996 Defender 90 County Station Wagon which is fitted with the 300tdi four cylinder diesel engine, producing 111hp/264 Nm torque. Climbing up into the cabin it feels archaic compared to its competitors but I love it more for this. For those who are used to more main stream vehicles they will have to get used a more cramped interior and unique driving style. Turning the key, the diesel engine rumbles into life which can be clearly heard through the bulkhead due to a lack of sound deadening. As one would expect from a utilitarian vehicle there is more vibration and less luxury compared to other European and Japanese rivals, but on the plus side the interior can be hosed down and wiped down which overall makes the interior more durable. I found the seat base comfortable but less supportive for my back. For rear passengers the Defender came with either four separate seats or bench seats. The former is a lot safer thanks to independent seatbelts, and Id strongly recommend you carry out this conversion if the vehicle you are considering doesn’t have them already. On the open road the Defender experiences a lot of wind noise thanks to that flat windscreen and angular body which cannot be muted by the radio at higher speeds. Let’s be clear though, the Defender is not a vehicle to be pushed at higher speeds as it can start to get fidgety on the motorway and on the whole you are confined to a cruising speed of 60-65mph. The steering can also be slightly vague but has the benefit of being power assisted and on the whole you can sense where the wheels are which is certainly helpful when travelling offroad. The brakes can also take a little getting used to and will surprise those who are used to cars that can stop on a six pence. Offroad is where the Defenders pedigree shines through as it can master most inclines without hesitation as long as the correct gear has been engaged. As well as being able to lean at an agle of 45 degrees without getting flustered. Generally it will go where ever you point it and can be forgiving for the novice offroad driver. The Defenders offroad prowess is impart to a short over hang both front and rear and good ground clearance. Plus the defender has a wading depth of 500mm. However consistent offroading can be the Defenders downfall as mud, water and salt can wreak havoc with the chassis if not jet washed or waxoiled and serious rust will inevitably set in. Usually it’s the rear cross member which goes first thanks to getting all much and road salt from the rear wheels. But corrosion will set in on the chassis rails and bulkhead, the latter requires a replacement in a worst case scenario and involves a complete strip down of the vehicle. The body on the Defender is made mainly from aluminium but can get dented or distorted from offroading, this is particularly the case of the sills. Corrosion in the way of oxidisation can form around areas where the aluminium meets the steel framework, as well as hinges which wear due to wear and tear. The rear door is the worst culprit for this thanks to the heavy spare wheel which it supports. Thankfully most parts for the Defender are available thanks to the vehicles popularity. On any potential purchases it is wise to check over the mechanical components thoroughly as there a lot of Defenders which will have had engine conversions either to tdi or to V8. The latter is a rarer modification but it does happen. Proof of any major mechanical work is strongly recommended to prove it has been carried out to a professional standard. As you’d expect most of the engines are now getting on in age and many will have covered high mileages, as such its worth listening out for any whines from the differentials or turbo as well as making sure the gear changes are crunch free and that the gearbox changes from high range to low range without issue. Bearing in mind regular driving with the 4x4 engaged will cause premature wear to the gearbox and differentials. The Motorists Guide View: Despite its outdated appearance and driving characteristics the Defender has certainly gathered a loyal following of fans who love it for various reasons. Some for its “go anywhere ability”, others to use it for work or exploration and those who want one to have a slice of automotive Britshness. Overall, I loved the Defender and would certainly own one in a heartbeat. It certainly has character and feels somewhat alive and feels like it has its own personality. I do believe they are a guaranteed future classic and I’m sure prices will only increase as time goes on. So my advice would be, to get one whilst they’re still affordable! Dimensions – Defender 90 (as tested) Length: 3883mm Width: 1790mm Height: 2035mm Gross weight: 2400kg
  4. Steve tests the most recent Mercedes E Class Coupe and to see whether it can live up to its predecessors' reputations The current Mercedes E Class was debuted at the North American Auto Show in 2016 and came on sale shortly after. Designated by Mercedes as the W213 the current E class is available in saloon, estate and coupe body styles just like its predecessor. With regards to this fifth generation, E Class Mercedes has unified the design to tie the E Class in with both the current S Class and smaller C Class. As such, this has meant the current E Class Coupe is curvier than its predecessor whilst giving it a sportier persona. However, I feel in some ways the E Classes’ individuality has been lost with this new model. But I cannot deny that the E Class Coupes design is elegantly proportioned thanks to its smooth flowing roof line which allows the car to have real road presence and should please even the pickiest image-conscious buyer. The exterior design is also helped by LED rear lights, Xenon headlights and 19” alloy wheels which are fitted as standard. Mercedes have also paid close attention to detail for the interior to make it feel a premium product. This is helped by the materials used as well as the level of standard equipment on offer such as a digital radio, Bluetooth, cruise control, rain sensing wipers, automatic headlights, heated mirrors, lumbar support, multi-function steering wheel, automatic climate control, parking sensors, heated seats, keyless go. On top of this, the E Class Coupe is available with a number of options available which include features such as panoramic sunroofs, Burmester sound systems and wireless charging to name but a few. The current E Class also benefits from being fitted with the safety technology to that of its big brother the S Class and includes autonomous driving features which allows the car to drive itself up to speeds of 130mph. This is on top of the basic safety features offered as standard on the E Class which include; Antilock Braking System, brake pad wear sensor, all round airbags, Electronic Stability Program, Parktronic with reversing camera, child seat recognition sensor, fatigue alert for long journeys, collision prevention assist, blind spot assist, and brake assist for emergency braking combined with hold function as standard. As I’m sure you’ll agree the amount of safety features is second to none. Pedestrians aren’t neglected either, as the E Class is fitted with an active bonnet which raises the bonnet if it senses a person coming into contact with it. The E Class Coupe range is available with two common rail diesel engines and four direct injection petrol engines which are all mated to a 9 speed G-Tronic automatic gearbox. The engine options are as follows: Diesel E220d – a 2.0 litre 4 cylinder turbo unit producing 194hp/400Nm torque, available in 2wd or with Mercedes 4Matic all-wheel drive system. E400d – a 3.0 litre 6 cylinder turbo engine producing 340hp/700Nm torque and only available with the 4Matic system. Petrol E300 – a 2.0 litre 4 cylinder turbo engine producing 245hp/370Nm torque E350 – a 2.0 litre 4 cylinder turbo unit producing 299hp/400Nm torque E450 - a 3.0 litre 6 cylinder twin turbo engine producing 367hp/500Nm torque and only available with the 4Matic all-wheel drive system. E53 – is the AMG derived 3.0 litre 6 cylinder twin turbo engine producing 435hp/520Nm torque and only available with the 4Matic system. Plus it should average 30mpg as an added bonus. Driving the E Class Coupe The car on test is a 2018 E220d AMG Line which is fitted with the four-cylinder 2.0 turbo diesel engine which produces 194bhp and linked to the 9-speed G-Tronic automatic gearbox. To top it off this engine boasts MPG figures of 56.5mph combined. Sliding into the combined Alcantara and leather driving seat I found it to be very supportive, with very good side bolsters as well as being electrically controlled and fitted with lumbar support. Furthermore, I found there is plenty of space for front seat passengers but it might prove a struggle for rear passengers on longer journeys. But I must admit that the space for rear passengers is certainly improved over the previous E Class Coupe especially where height is concerned. As one would expect from a Mercedes the cabin has a quality feel with leather covering not only the seats but also the door cards and dash top. In addition, the infotainment screen is much larger at 12.3 inches than the previous E Class which further improves its usability. Pressing the engine start button the diesel engine bursts into life to a quiet idle. Selecting drive on the column shifter the E Class pulls away effortlessly thanks to the automatic gearbox which has both smooth and quick gear changes, combined with a good kick down. I found the 220d engine had more than enough power and torque for good acceleration and momentum in all driving environments but was slightly unrefined compared to some of its competitors. However, I must admit that this is a small negative in an otherwise good drivetrain which can get to 0-62mph in 7.4 seconds. I was further impressed by the handling of the E Class which ironed out the bumps well despite being quite hard, and surprisingly this still allows the handling to be composed yet comfortable. To further improve the comfort from the E Class, air suspension is available at extra cost. I have to admit that the suspension on the current E Class coupe helps reduce roll better than its predecessor which is partly due to the wider track. Furthermore, the steering is nicely weighted, allowing it to be light but precise, which is in part to Mercedes Direct-steer system which is also speed sensitive. One key foible I found whilst driving the E Class was the road noise, which could not be muted by the cabins sound deadening. However, I’ll admit this could be down to the Michelin run-flat tyres fitted to this vehicle and may be improved with a different brand of tyre. The handling package is finished off with large drilled brake discs front and rear which stop the E class effortlessly. The Motorists Guide View Overall I found the current Mercedes E class Coupe a nice car to drive combined with an impressive level of standard equipment compared to some of the rivals. Furthermore, the build quality is on par with other Mercedes products, with nice materials and a quality fit and finish that consumers have come to expect from Mercedes. However, despite being larger/roomier than its predecessor I felt that the previous model was slightly better all round. None the less the current E Class is certainly a comfortable and relaxing place to be for both sitting in and driving, which most owners will happily drive for long distances. Therefore, we’re confident that you’d be pleased with purchasing an E Class Coupe if you’re in the market for one and it's not one you should not discount when considering a premium coupe. Dimensions Length: 4,923 mm Width: 1,852 mm Height: 1,468 Curb weight: 1,605–2,048 kg
  5. Steve tests the new Ford Fiesta Zetec to see if it can live up to the Fiesta's renowned reputation The new Fiesta is available in Zetec (B + O Play and Navigation versions), Titanium (B + O Play and X versions), Vignale, ST-Line and ST-Line X. plus the all-new ‘Active’ Fiesta released in 2018, the first Fiesta ever to feature SUV styling. Engines available in both Petrol and Diesel – 1.0 EcoBoost, 1.1 Ti-VCT, 1.5 TDCi Duratorq and variety of power output applies across the engine range. Body styles are 3 doors and 5 doors with 6-speed Manual or Automatic Transmission options. ENGINE / DRIVETRAIN The 1.1 Ti-VCT with 5 speed manual gearbox as tested retails at £15,670, has an output of 85PS and has the least power of all the engines in the range. However, I found the engine gutsy and surprisingly had more than enough grunt for day to day driving, both in town and on country roads. The gear changes were smooth but I felt the car could have benefitted from a 6th gear for motorway driving. One drawback I found with the 1.1 petrol engine was that I struggled to get anywhere near Fords claimed 49.7mpg and achieved as little as 35.0mpg. The 1.0 litre EcoBoost Petrol engine has an output of 100PS and with Auto-Start-Stop technology to comply with emissions standards for many years ahead. With power output from the 1.0-litre EcoBoost engine being comparable to a 1.6-litre engine with performance enhanced by turbocharging, delivering both economy and driveability without compromise. The 1.5 litre TDCi Diesel engine output of 85 PS and economy figures quoted of 88.3 mpg (combined) with CO2 emissions of just 82-84 g/km. A 120 PS engine gives you 88.3 mpg (combined) and CO2emissions of 89 g/km. EXTERIOR The all-new Ford Fiesta exterior is still easily identifiable by its unique styling as Britain’s most popular but with a more up-to-date image. The Fiesta now comes with the option of a two-part, glass panoramic roof that either tilts or slides back over the rear roof section to create a light and airy interior. Whilst the roof allows natural light to flood in, solar reflective glass keeps you cool and protects you from UV rays. An electrically operated roof blind also enables you to cover or reveal the roof at the press of a button Halogen projector headlights with daytime running lights. A useful night-driving aid, Auto High Beam temporarily dips the headlights when it detects oncoming traffic or a vehicle ahead, stopping you dazzling other drivers. It then automatically reverts back to high beam, giving you maximum visibility. Body coloured electrically-operated and heated door mirrors with side indicators incorporate a Blind Spot Information System uses RADAR sensors to scan the blind spots on either side of the car. If they detect a vehicle you can’t see, an orange light that’s clearly displayed in the corresponding side door mirror illuminates to warn you. If you’re reversing out of a space, and have limited visibility of the traffic situation, Cross Traffic Alert can detect oncoming vehicles and sound a warning. The technology also illuminates a light in the wing mirror: left or right depending on the direction of oncoming traffic. Body coloured bumpers with mesh grille and body colour spoiler, door and liftgate handles further enhance the look of the All-New Fiesta. INTERIOR The entry level Zetec version was used for the road test was still reasonably equipped with DAB radio, electric front windows, electric mirrors, lane keeping assist, automatic headlights, automatic wipers, air conditioning and alloy wheels. However, there are many other features available for other variants within the range, either as standard or as an option, such as an Openable panorama roof and leather heated seats & steering wheel To further enhance the interior space, the Fiesta gives you more front and rear legroom than ever before by redesigning the rear seats to have sculpted, slim backs, therefore, the passengers can sit further back. Ford SYNC 3 is a state-of-the-art system that enables you to stay connected and control your phone, music and navigation system with intuitive voice commands, or an 8” colour touchscreen. It connects to Apple CarPlay and Android Auto too, and with Applink, you can access smartphone apps, including Spotify. Live Traffic can also help avoid the jams. The Fiesta now sports Emergency Lights so that if you have to brake hard for an emergency, the hazard warning lights come on automatically to alert other drivers. The brake lights flash too, providing following vehicles with some advance warning of a potentially dangerous situation. In addition to the driver and passenger front airbags, side airbags provide thorax protection and are designed to direct the occupant away from the impact area. They’re also able to raise the arm of the occupant providing better space between them and the intruding structure. Curtain airbags provide maximum coverage and headrests offer protection from whiplash. With front and rear seatbelt pre-tensioners and load limiters, plus seatbelt minders. TECHNOLOGY The Lane-Keeping System – including Lane-Keeping Alert and Lane-Keeping Aid works incredibly well but did have a tendency to seem violent in its approach to taking back control which can be a little disconcerting but overall, the accuracy of the system is not lacking in the slightest and is a very useful safety feature. Some of the following features are available as an option across the range: · LED Night Signature to rear lights · Traffic Sign Recognition and Driver Alert · Auto High Beam · Rain sensing wipers · Traffic Sign Recognition and Driver Alert · Power-foldable door mirrors with puddle lights · Rear privacy glass · Partial leather sports style front seats · Electronic Automatic Temperature Control (EATC) · Cruise Control · Ford SYNC 3 Navigation with 8″ Touchscreen · Centre console with armrest, openable stowage and 12 V power point · Auto-dimming rear-view mirror ROAD TEST SUMMARY First thoughts when driving it were how the 1.1 petrol engine responded much better than anticipated but mpg figures are far from impressive, and also how the interior cabin area gives the impression of a seemingly much larger car. Accessing the interior was generally quite uneventful, considering it was the three-door version and where it seems that most modern cars appear to work on the principle of design over function, no heads were bashed on door pillars on entry and the dashboard did not claim any knees either! Accessing the interior was generally quite uneventful and where it seems that most modern cars appear to work on the principle of design over function, no heads were bashed on door pillars on entry and the dashboard did not claim any knees either! The Fiesta is relatively easy to navigate through all the myriad of controls and electronic wizardry such as the Bluetooth connectivity, which was incredibly easy to sync and control through the cars’ audio system. Engine starting is via a conventional key on the Zetec model and incorporates ‘stop-start’ technology. Hill Start Assist was useful when manoeuvring on a slope on the odd occasion. Safety and driver assistance technology contribute to leaving you with the belief that you are driving something that will get you to your destination safely and allow to feel quite relaxed even after a long distance. The relief of the car being able to facilitate your driving, and in some cases making better judgements in situations such as distance control and lane guidance, all of which can result in draining the drivers’ energy after some time at the wheel. Ford’s Adaptive Cruise Control with Pre-Collision Assist is definitely a safety enhancement that is essential for safe driving at any speed. Ford has utilised the on-board technology to enhance the system to be an incredibly reliable and useful safety aid. Once used, it becomes difficult to switch off and solely rely on your own reactions. The system also features Traffic Sign recognition to allow the driver to set the speed limiting to stay legal at all times. Fuel economy was ok but given the roads used, traffic conditions and speed travelled, we obtained between 35.5 – 38.5mpg overall. For the size of the engine and the superb drivability experience, I was disappointed. The same can’t be said with regard to the handling which I was thoroughly impressed by. I found steering response and feel was very good whilst being light and nimble which was ideal for parking. The suspension absorbs most bumps well but a pothole or sunken manhole would result in a jolt. In addition, I found the Fiesta handled the bends well and certainly felt sure footed. Overall, the all-new Fiesta is a car loaded with useable technology and features usually reserved for much more expensive and up-market brands but delivers a similar ‘feel good factor’ from the driving experience with a smaller price tag. Dimensions Length: 4,040 mm Width: 1,734 mm Height: 1,483 mm Curb weight: 1,113–1,207 kg
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