Chevrolet Trax ON THE ROAD

Review & Photos by Rob McSorley

Just when you thought you had seen enough small crossovers another one arrives. This time it's Chevrolet's turn to have a go. Cousin to the Vauxhall Mokka the Trax is based on the same platform as the Aveo and is aimed squarely at the Nissan Juke, Renault Captur and Peugeot's 2008 (reviewed last week). We got the keys to a top spec LT manual 2WD fitted with GM's trusty 1.7-litre VCDi diesel lump to see what it brings to the party.

Chevrolet is keen to emphasise that although there are obvious similarities between the Mokka and Trax - sharing the same chassis, engines and basic architecture - they actually don't share any body panels inside or out. They are however both available with either two or four-wheel-drive.

To these eyes the design team behind the Trax have done a great job. It has a blocky, butch look to it proudly wearing Chevrolet's large, split grill and bow-tie emblem. Chiseled surfaces and squared off, bulging arches make it appear larger than it really is when in reality it's footprint is smaller than a VW Golf. Its plastic body cladding and slightly raised ride height enforce its crossover aspirations.

Inside the Trax is unmistakably a Chevrolet with its flawless ergonomics, clear layout and appealing design. Just like the Aveo there's a motorcycle inspired instrument cluster with large rev counter and digital speedo but this time its more successfully integrated within a traditional binnacle. 

The choice of materials used are pretty workmanlike but at least they don't look it - in fact they appear quite the opposite. Build quality is up to GM's usual high standards with everything feeling really substantial.

Practicality is one of the Trax's biggest assets. Inside it feels much larger than it is with excellent levels of passenger space both front and rear - headroom is particularly generous. The boot is as spacious as any of its rivals but none can match the amount of neat storage areas dotted around the cabin - we counted 12 in the front alone. We were really surprised to find a 230v 3-pin plug socket in the rear - genius!

There are three powerplants to choose from - two petrols including a normally aspirated 1.6-litre and a turbocharged 1.4-litre. Fitted to our car is the only diesel engine offered - a 1.7-litre kicking out 128 bhp and 221 lb ft of torque from 2000 rpm mated to a 6-speed manual gearbox - an auto is also available.

One thing's certain - there's plenty of power on offer despite the units narrow powerband requiring frequent gearchanges to keep it on the boil - 0-62 mph is dispatched in a brisk 9.6 seconds. 

What's really disappointing is how noisy it is. At idle, under acceleration and when cruising it constantly chatters away just like a diesel engine from a decade ago. Adding high levels of tyre roar into the mix makes for tiring journeys. 

Crossovers aren't expected to offer an exhilarating driving experience but they do need to be comfortable as after all they are designed with families in mind. Disappointingly the Trax falls short. 

An overly firm ride means that the Trax struggles to deal with uneven surfaces which occasionally crash through the cabin. Only the smoothest surfaces give the suspension a chance to settle down. The suspension is also quite bouncy which is particularly noticeable over sleeping policeman.

Thankfully the firm suspension does enhance the handling. The Trax has lots of grip and is reasonably neutral with well contained bodyroll. The firmness of the ride does however cause the rear to shimmy out of line when encountering mid-corner bumps. 

The steering is also over assisted and has an unpleasantly elastic feel making it difficult to judge exactly what the front wheels are doing which doesn't inspire confidence. 

At £18,945 the Trax LT is keenly priced against the competition and comes with a good tally of equipment. Automatic lights, air conditioning, rear parking sensors and camera, 18" alloy wheels, cruise control with speed limiter and four electric windows are all standard. As is Chevrolet's MyLink 7 inch touchscreen infotainment system that is a doddle to use and looks thoroughly modern. Linking up all manner of devices via Bluetooth or USB is very straightforward. It can even work in conjunction with your phones sat nav app displaying directions on the screen.

Running costs won't break the bank either as 55 miles-per-gallon is achievable and with emissions of just 120 g/km VED will set you back just £30 per annum (Band C). Furthermore all Chevrolets come with a 5-year warranty and should prove to be reliable.

Tech Data

Price as tested: £19,915 (18,945 excl options)
Engine: 1.7 16v 128 bhp - 0-62mph: 9.6 secs - Maximum Speed: 116 mph -
Economy: 52.3 mpg (urban) - 70.6 mpg (extra-urban), 62.7 mpg (combined) - Emissions: 120 g/km (Band C) - VED (12 months): £30
Dimensions: Length: 4248 mm - Width: 1797 mm - Height: 1674 mm - Wheelbase: 2555 mm
*data from Chevrolet UK

DriverVIBE Verdict

The Trax has a lot to offer buyers in search of a compact crossover. 

It looks great, has a well designed and highly practical interior and is generously equipped. It also handles reasonably well and its diesel engine is punchy and economical. 

Unfortunately it has a few dynamic shortcomings. The ride is a little on the firm side for British roads and the unrefined, boomy nature of the engine and high levels of road noise make the Trax an arduous car to drive on long journeys. 

It's a real shame as the little Chevrolet has all the ingredients of a really great car. If Chevrolet could get the ride sorted and improve engine refinement the Trax could rival the very best - let's hope they do.

All photographs and text are the exclusive property of Rob McSorley (except where stated otherwise). They are made available for your personal viewing enjoyment only. No images are within the Public Domain. The photographs may not be copied, reproduced, redistributed, manipulated, projected, used or altered in any way without the prior permission of Rob McSorley (info@DriverVIBE.com).

Honda Civic i-DTEC ON THE ROAD

Review & Photos by Rob McSorley

With sales of diesel cars at an all time high Honda has finally added a smaller engine to their arsenal to join the larger 2.2-litre unit. With its healthy 120 bhp and impressive 94 g/km emissions we wanted to find to out if it is any good. What better way to do that than in Honda's perennial Civic.

Now in its ninth generation this time round Honda has gone down the subtle evolutionary road. The Civic's styling isn't as bold as its predecessor - if a little fussier in places - but retains its coupe-esque roofline and concealed rear door handles. 

Inside Honda's obsession with digital speedos and analogue ancillary dials continues with a driver focused dash that sweeps around you. It works incredibly well with the speedo viewed from above the steering wheel with a large, high-quality multifunction screen just to the left. Through the wheel you view the rev counter, fuel gauge and engine temperature readout. The dials themselves are very clear with their white and blue backlighting.

Not only does the interior look fantastically space-age but it is also highly functional with simple controls and plenty of useful storage areas including a huge glove compartment. For the first time Honda has moved the Civic upmarket with materials that feel premium but still built to last.

For a hatchback of such modest proportions - one of the smallest in its class - the Civic boasts an ingeniously cavernous cabin. For starters its fuel tank is cleverly positioned under the two front seats which frees up useful space in the boot and beneath the back seats. 

Honda's amusingly named "Magic Seats" - similar to those found in cinemas - flip up and lock in place with a simple tug of the seat base creating a large area for all manner of clobber without having to fold the rear seatbacks. When you do want to fold the seats it's nice to find that the base lowers with the seat back creating a completely flat floor.

The boot too is absolutely massive offering 477 litres with a further 50 litres tucked out of sight under the false floor. You can also pivot the floor panel down into the recess to make better use of the space on offer. The Civics load capacity dwarfs all of its rivals by some margin.

Although sharing the same oily bits as the previous model, Honda has made a lot of fuss about how this Civic's chassis has been tuned specifically for European roads. Interestingly its suspension bushes are now fluid-filled making them much better at absorbing small to medium sized road imperfections. It means that the rear suspension in particular can cope with stiffer damping without detriment to comfort levels.

It seems to have paid off as the Civic has a beautifully cushioned ride that does an admiral job of smoothing out any surface in its path. Despite a little initial body roll it handles much better than before too with a crisp turn-in and good composure on twisty roads. The chassis is nicely balanced, neutral and grippy although ultimately it isn't as fun as a Ford Focus.

What Honda has always managed to get spot on is steering feel which is very natural, weighting up noticeably when cornering. It is however a little lacking in feedback but it is never difficult to place the Civic accurately on the road. The six speed gearbox is also a gem with a smooth, snappy action and the pedals are easy to modulate.

If you are thinking Honda's 1.6 i-DTEC engine is just another rattly oil-burner you can think again. It's the first engine to be launched in Europe incorporating the brands "Earth Dreams" technology. But what does it mean?

For starters it's largely made of aluminium making it the lightest engine in its sector but offers class leading torque at 300 Nm. It is also capable of returning up to a claimed 85.6 mpg despite its very generous 120 bhp. It also qualifies for free road tax thanks to emissions of just 94 g/km. The entire design philosophy behind the engine is low weight and decreased friction for optimum efficiency.

It's certainly an impressive unit when powering the compact Civic. It pulls strongly without a whiff of turbo lag making overtaking easy. It feels quicker than the 10.5 second 60 mph sprint would suggest. At times though it can be a little noisy. When not pushed it remains refined going about its business without any fuss. What makes it so pleasant it its revvy nature and beautifully smooth power delivery. 

Economy is nothing short of outstanding averaging 75 mpg whilst with us even when driven enthusiastically making the tank good for over 700 miles. There is also an ECON button that optimises the air con for greater efficiency and provides the driver with a guide to economical driving in the form of changing colour graphics either side of the speedo. Colours range from deep blue (inefficient) to deep green (greatest efficiency).

In mid-level ES trim our test car will set you back £20,780 which isn't cheap but at least equipment levels are decent. Standard kit includes a reversing camera, dual zone climate control, cruise control, Bluetooth connectivity, auto lights and wipers and alloy wheels.

Tech Data

Price as tested: £22,005 (£20,780 excl options)
Engine: 1.6 16v 120 bhp - 0-62mph: 10.5 secs - Maximum Speed: 129 mph -
Economy: 70.6 mpg (urban) 85.6 mpg (extra-urban), 78.5 mpg (combined) - Emissions: 94 g/km (Band A) - VED (12 months): £0
Dimensions: Length: 4300 mm - Width: 1770 mm - Height: 1470 mm - Wheelbase: 2595 mm
*data from Honda UK

DriverVIBE Verdict

The Civic is a really competent family hatch that does everything you could ask of it. 

It has a clever interior, huge boot and ingenious "magic seats" and offers good space for passengers. The interior itself is thoroughly modern and the use of posh materials adds to the upmarket ambiance. 

Behind the wheel the Civic is good to drive and handles tidily but its strongest asset is that it's easily one of the most comfortable and refined cars in its class. 

When fitted with Honda's new i-DTEC diesel engine economy is outstanding considering the power and performance on offer. It's a superb unit that really enhances the driving experience although it is let down a little by its noisiness at certain points in the rev range

The Civic isn't perfect though. We found the styling a little fussy compared to the organic look of the old model and the driving experience isn't as well-rounded as some of its rivals.

All photographs and text are the exclusive property of Rob McSorley (except where stated otherwise). They are made available for your personal viewing enjoyment only. No images are within the Public Domain. The photographs may not be copied, reproduced, redistributed, manipulated, projected, used or altered in any way without the prior permission of Rob McSorley (info@DriverVIBE.com).

Peugeot 2008 ON THE ROAD

Review & Photos by Rob McSorley

Crossovers are big business right now. So far this year 151,000 units have found homes in the UK alone. Building on the success of the larger 3008, Peugeot is the latest manufacturer to join the smaller B Segment crossover market. The 2008 promises the same core features of its bigger brother such as rugged looks, a practical interior and low running costs but in a more compact package. When we attended the UK Media Launch a few months back we really liked the new car but what is it like to live with day-to-day? We got our hands on a 1.6-litre 92 bhp 2008 in plush Feline trim to find out.

One thing is for sure, the 2008's interior is perfectly suited to family life. Its larger dimensions over the 208 mean that seating four stocky adults comfortably is easy with plenty of leg and headroom. The boot is a useful size and shape easily accommodating a couple of buggies and the seats fold completely flat without an annoying step in the floor.

The cabin is a bright and airy place to be thanks in part to the Cielo panoramic glass roof and light seat fabrics. The design is lifted straight from the 208 so looks and feels upmarket with the same small wheel, raised dials layout that we get on well with. The only real differences are some rather odd trim finishes and a stubby, naff handbrake lever. 

If you like your toys then the Feline trim of our car is the one to go for. 17 inch alloys, touchscreen satellite navigation, automatic dual zone climate control, auto lights and wipers, USB and Bluetooth stereo input and cruise control are all included. Oddly our car came with what Peugeot calls "Panama premium trim" which doesn't feel half as nice as leather - a no cost option on Feline models. Park assist was also fitted to our car which at £300 isn't to be sniffed at.

On the road it's evident that Peugeot has placed the emphasis on comfort rather than sportiness which will appeal to most potential 2008 buyers. It rides very softly which is ideal around town so when cornering there is plenty of bodyroll but the chassis feels nicely grippy and light on its toes. External noises are nicely subdued and the engine is very refined.

All that gets in the way of a truly great driving experience is the vague steering, stodgy gear change and a clutch pedal with too much travel that sits much higher than the others. The 2008 is far from bad though.

Despite its modest 92 bhp output the 1.6-litre diesel engine is a perky performer despite taking an unimpressive 12.8 seconds to hit 60 mph. Thanks to 169 lb ft of torque from 1,750 rpm it's easy to exploit what is on offer. Keeping up with the flow of traffic is easy and the units eagerness to rev and smooth power delivery hold plenty of appeal. 

It's worth noting however that a 115 bhp variant of the same engine offers the same economy, falls into the same VED band but offers 199 lb ft of torque. Crucially it also comes with a far superior 6-speed gearbox that has a much nicer shift action than the sloppy 5-speeder fitted to our test car.

If you are looking for a car with low running costs this particular model will hit the spot. You can expect economy in the mid-to-high 60s and with emissions of 103 g/km it sits nicely in VED band B - that's just £20 per year to you and I.

Finally the 2008 has a sharp set of clothes. Photos only tell half the story as in the metal it's easy to appreciate the chunky stance and modern detailing which all comes together very well indeed. The claw-like rear lights and stepped roofline are particular highlights along with the edgy front lights and slatted grill that are set to be rolled out across the Peugeot range.

Tech Data

Price as tested: £19,440 (£18,645 excl options)
Engine: 1.6 8v 92 bhp - 0-62mph: 12.8 secs - Maximum Speed: 113 mph -
Economy: 60.1 mpg (urban) 78.5 mpg (extra-urban), 70.6 mpg (combined) - Emissions: 103 g/km (Band B) - VED (12 months): £20
Dimensions: Length: 4159 mm - Width: 1829 mm - Height: 1556 mm - Wheelbase: 2538 mm
*data from Peugeot UK

DriverVIBE Verdict

The Peugeot 2008 is entering a saturated market heaving with similar sized models from a whole range of manufacturers all fighting for the limelight.

It doesn't really bring anything new to the segment but its strongest assets are its comfort, refinement, excellent economy and spacious cabin. It's also a very attractive design inside and out.

It may not be exciting to drive but for many it will strike the perfect balance appealing to small families looking for hassle-free transport.

We would however recommend trying the higher powered diesel variant as it's just as cheap to run but comes with a vastly better gearbox.

All photographs and text are the exclusive property of Rob McSorley (except where stated otherwise). They are made available for your personal viewing enjoyment only. No images are within the Public Domain. The photographs may not be copied, reproduced, redistributed, manipulated, projected, used or altered in any way without the prior permission of Rob McSorley (info@DriverVIBE.com)

Citroen DS4 ON THE ROAD

Review & Photos by Rob McSorley

We have already had a big slice of DS pie with the sporty DS3 and opulent DS5 and now it's the turn of the middle-child, the DS4. It's a bit of a confusing car in that it has raised suspension, a slick coupe-esque roofline but has five doors and plenty of bling. To find out what's what we got our hands on a top-spec DSport fitted with the most powerful diesel engine available - a 163 bhp, 2.0-litre - mated to Citroen's 6-speed auto box.

One thing's for sure, the DS4 is a striking motor. Sure from the front it reeks of C4, perhaps a little more than it should, but the rest is bespoke. The roofline is sleek and low with cleverly hidden rear door handles and neat creases over the wheel arches add interest. To really hammer the premium feel home beautifully detailed, gargantuan 19-inch Cairns alloy wheels look fab and everywhere you look splashes of brightwork contrast nicely with the Pearlescent White bodywork.

The cabin too has been given a classy makeover in its transition from everyday Citroen C4. Everywhere you look there are plush materials, lots of metallic accents and mock carbon fibre trim on the centre console. The dials too look great and you can even change the backlighting colour from grey through various shades of blue - perhaps a bit gimmicky but still a nice feature. The design itself is a little uninspiring and although everything is where you would expect it to be the steering wheel is littered with buttons.

The gorgeous watch-strap effect Habana Club leather seats on our test car really lift the impression of luxury and although they are a cost option - a snip at £590 - they are unbelievably comfortable. There's also respectable levels of room in the back although it is a very dark place to spend time. It's also a shame that form overruled function when it came to the rear doors as the windows are fixed and the opening is very narrow making getting in a bit tricky. That said it is still much easier than a three door coupe. The boot too is a useful size and shape.

Citroen is keen to emphasise that just like the DS3 the DS4's suspension and steering has been thoroughly reworked to improve handling and driver enjoyment over the C4. It seems to have worked as the DS4 has nice, progressive steering that is direct and in corners it remains composed, resists roll and grips keenly. There is certainly some fun to be had behind the wheel.

Much to our surprise - despite the 19 inch wheels - the DS4 is also very comfortable. It has a forgiving ride that cushions poor surfaces well and only becomes unsettled when riding over large manhole covers or mid-corner ruts when those wheels make themselves known. It's also refined thanks to little wind or road noise and the engine too barely makes a noise.

Packing 163 bhp PSA's 2.0 HDi diesel unit is economical and has plenty of muscle making for swift acceleration just sneaking under 10 seconds to 60 mph. It delivers its power smoothly and is wonderfully flexible. The 6-speed automatic transmission fitted to our test car is also a gem changing ratios smoothly and rarely getting confused. It makes it simple to exploit the DS4's sharper dynamics but its laid back nature always shines through.

Standard kit on our range-topping DSport is plentiful including massaging front seats, a blind spot monitoring system, front and rear parking sensors with park space gap measurement, tinted windows, dual zone climate control and sat nav. You also get a huge panoramic windscreen with visors that slide back above your head flooding the cabin with light. We would however avoid the £1,190 Denon stereo upgrade which includes a boot subwoofer as you will be hard pressed to notice the difference.

Tech Data

Price as tested: £27,960 (£24,840 excl options)
Engine: 2.0 16v 163 bhp - 0-62mph: 9.9 secs - Maximum Speed: 129 mph -
Economy: 38.2 mpg (urban) 60.1 mpg (extra-urban), 49.6 mpg (combined) - Emissions: 149 g/km (Band F) - VED (12 months): £135
Dimensions: Length: 4275 mm - Width: 1810 mm - Height: 1523 mm - Wheelbase: 2612 mm
*data from Citroen UK

DriverVIBE Verdict

We really enjoyed our time with the DS4 warming to its bold, modern styling, luxurious cabin and enjoyable on-road manners. We also found the auto box a perfect match to the HDi units strong performance adding to the refined, laid back nature of the car.

What we didn't like so much was the unimaginative cabin design with button-heavy steering wheel, claustrophobic rear seats and the high asking price.

At £24,840 - without options - it makes you wonder who will buy the top spec DSport DS4 because for the same money you could park a BMW, Audi or Mercedes on your drive. Admittedly the Citroen is infinitely more distinctive but we feel that lower trim levels would make a little more sense.

All photographs and text are the exclusive property of Rob McSorley (except where stated otherwise). They are made available for your personal viewing enjoyment only. No images are within the Public Domain. The photographs may not be copied, reproduced, redistributed, manipulated, projected, used or altered in any way without the prior permission of Rob McSorley (info@DriverVIBE.co.uk).