Citroen C4 Picasso ON THE ROAD

Review & Photos by Rob McSorley

If you have a family to cart around including all of their clobber MPVs make an ideal choice. With hugely practical interiors full of innovative storage solutions, different seating permutations and high levels of comfort your precious cargo couldn't be in better hands.

Citroen has been in the MPV game for quite a few years now with their aptly named Picasso models and now there is a new one. Here we review the new second generation C4 Picasso five-seat MPV that’s the first PSA Peugeot Citroen model to sit an all-new platform dubbed EMP2. 

At a cost of £630 million the modular platform will eventually underpin the entire Peugeot and Citroen ranges as well as future GM models due to a recent tie-up. Constructed using the latest manufacturing techniques and high strength composite materials it weighs a lot less than before and is said to bring new levels of comfort and driving dynamics. It is also more space efficient

As a result this new C4 Picasso is smaller than the old car but bigger on the inside, has much sharper styling and packs plenty of modern technology. But how good is it? We find out.

Suzuki Alto ON THE ROAD

Review & Photos by Leo Kimitri

In a decade of never ending belt tightening, budget cars are in – as seen in Skoda’s astronomical rise in popularity. However, with Skoda moving ever more upmarket, other companies have taken on the baton of providing the most bang for your buck and reintroducing the £6,000 new car into Britain.

Dacia’s Sandero may have stolen the limelight as the UK’s cheapest car, but when Suzuki’s VAT free offer’s in town you can pick up the most basic version of Suzuki’s Alto for just £4 more. Unlike the Sandero, the £5,999 Alto doesn’t scream blatant cost cutting with luxuries Sandero Access owners can only dream of, such as painted bumpers, hubcaps, a radio with two speakers, front electric windows and most decadent of all, a choice of colours.

Though the cheapest Sandero is a large car for the money, even the most basic equipment has been stripped out, making it easy to see the Sandero’s £5,995 headline price as nothing more than a marketing ploy to get buyers into Dacia showrooms – before persuading them to part with much more cash for a higher spec model. It really is hard to imagine many people paying six grand just for the new car smell considering the Sandero’s minimal equipment tally…

In contrast Suzuki’s Alto secures its low price with its small size and simplicity and no doubt the fact that Suzuki sells hundreds of thousands of Altos in India. But how does it fare on UK roads?

Suzuki has a reputation for producing uncomplicated, bulletproof small cars and the Alto is no different. Fire up the engine and the tiny 1.0-litre three cylinder motor splutters into life with a fizzy enthusiasm. The gearstick slots between gears smoothly with little slack and even as you pull off the car feels light and the engine eager.

Another thing that you notice is that all the controls are a little heavier than you might expect from a city car, especially compared to newer rivals; if you want to put the least amount of effort possible into driving, you’ll find lighter steering and clutches in many other small cars. However, the flipside is that Alto gives lots of feedback through the steering wheel and a reasonable sense of how much grip the front tyres have.

Less impressive is the drab interior which features a very basic, plastic-heavy dashboard, shapeless seats and several buttons which become hard to read when the sun is shining on them thanks to grey text on a silver background. The dials however are extremely clear with a very simple, large speedometer dominating. Surprisingly however visibility isn’t great for a city car, with hefty rear pillars and small wing mirrors making the car feel more unwieldy than it should do on narrow urban streets.

Space upfront is reasonable, however the rear seats betray the car’s small dimensions – average height passengers will fit, but taller adults may struggle to get comfortable. The front seats don’t adjust for height either, so particularly short or tall drivers may find it hard to get the seat into a comfortable position. The boot is also comically small with an inconveniently tight opening and high lip, which makes it tricky to load heavier items.

Driving around town the engine feels responsive and performs well for a 1.0-litre motor, in part down to the Alto’s small footprint and light weight, though the engine requires revving to make the most of its performance and tackle inclines and it produces a charismatic three cylinder thrum in the process. The noise is not unpleasant, but is more intrusive than in some, admittedly more pricey rivals. 

The gutsy engine means that the Alto can maintain motorway speeds quite easily, picking up well from 70mph. At these speeds the car is surprisingly refined with the engine barely audible and only slightly high wind noise adding to the volume inside. Rough tarmac does throw up a lot of road noise though.

What is more of an issue, are the weak brakes. Brake hard on an A road and there is the very real possibility of locking the narrow wheels, which considering the Alto’s underwhelming NCAP 3* safety rating is a slight worry, especially for parents who might consider the Alto as new (read “safe”) wheels for their 17 year olds.

Another concern is that the ride is quite firm and allied to the car’s short wheelbase this seems to exaggerate any bumps in the road, meaning that the Alto can quickly become tiring to drive over scarred tarmac. The Alto does however, grip well around bends despite its skinny tyres, though flat seats and body roll discourage overly enthusiastic driving.

Other things that might become irritating are the lack of air conditioning, which can make for uncomfortable summer journeys and the absence of a pollen filter. Park under trees and the car will fire leaves and seeds through the vents when you fire the car up – considering how cheap a pollen filter must be, this feels like a false economy. 

Tech Data

Price as tested: £5,999
Engine: 1.0 12v 66 bhp - 0-60 mph: 13.5 secs - Maximum Speed: 96 mph -
Economy: 54.3 mpg (urban) 74.3 mpg (extra-urban), 65.7 mpg (combined) - Emissions: 99 g/km (Band A) - VED (12 months): £0
Dimensions: Length: 3500 mm - Width: 1600 mm - Height: 1470 mm - Wheelbase: 2360 mm
*data from Suzuki UK

DriverVIBE Verdict

Unlike Dacia’s Sandero, the Alto feels like a small, basic car, rather than a larger car which has had bits ripped off. It is perfectly competent around town and performs surprisingly well on faster roads, however it does have a number of downsides – though nothing you couldn't forgive considering the bargain price tag. However, many people will be better served by a larger used car. But, for those drivers who just want the cheapest, smallest car for pootling around town then the Alto could fit the bill.

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 208 XY ON THE ROAD

Review & Photos by Rob McSorley

With Peugeot's aspirations to push themselves upmarket out in the open the first model to be launched with this idea in mind is the new 208 XY. Intended to rival cars such as the MINI and its DS3 cousin the XY is aimed at the more fashion conscious among us - Peugeot say the XY is ‘designed to be the epitome of urban chic’.

It sits towards the top of the 208 range, just below the sporty GTi and promises to be the most luxurious supermini the brand has ever produced. We got our hands on an XY fitted with Peugeot's 1.6-litre 115 bhp HDi engine to see what it has to offer.

Luxurious cars have to be well kitted and the XY certainly delivers. There isn’t a huge amount it doesn’t have. Highlights include the seven-inch touchscreen multimedia system, DAB digital radio and sat-nav, special 17-inch alloy wheels, panoramic glass sunroof, automatic lights and wipers, ear parking sensors and dual-zone climate control.

To distinguish the XY from lesser 208s are completely unique paint finishes, purple badging, alloy wheels, headlight graphics, a slatted grill and chrome everywhere. It also borrows its wheel arch extensions and skirts with the GTi. It comes together well looking plush and sporty even in the girly Purple Night finish of our car.

The cabin has been given an upmarket spruce-up with plenty of silver, high-gloss plastics dotted around and great looking machined aluminium dials with purple digits. The leather seats with purple stitching are deeply bucketed are as comfortable as they look. The small steering wheel with high-set dials are pretty unique but we like them a lot. The materials used are also of good quality bar the tops of the door panels which are scratchy.

Cabin space is very competitive with plenty of room in the front and decent room for two in the rear although getting in isn't the easiest. The boot too is a good size and shape. The panoramic roof floods the 208s cabin with light and makes it feel larger than it is.

On the road the XY is a halfway-house between the standard 208 and the GTi as it shares its wider tracks with the latter but rides on standard springs and dampers. It means that you still get a composed and comfortable ride but in corners it's much more stable and planted. It has a pretty good chassis which turns in keenly and grips well but the steering is over assisted and lacks a little feel. 

Fitted with Peugeot's proven 1.6-litre HDi diesel unit you get a slick shifting 6-speed box rather than the horrible 5-speeder in the lower output 92 bhp variant. With 115 bhp and 199 lb ft of torque on offer from 1,750 rpm this 208 will scamper to 62 mph in a swift 9.7 seconds. It's a tad grumbly at times and a little docile at lower revs but once the turbo is awake it has plenty of power. 

Thanks to standard fit cruise control and low levels of wind and tyre noise the XY is great for tackling long motorway jaunts. Economy is very good returning a claimed 74.3 mpg on a combined cycle. We managed 63 mpg which is still pretty good. With low emissions of just 99 g/km buyer won't pay road tax or congestion charges thanks in part to an unobtrusive stop-start system.

Tech Data

Price as tested: £18,045
Engine: 1.6 litre 8v 115 bhp - 0-60 mph: 9.7 secs - Maximum Speed: 118 mph -
Economy: 61.4 mpg (urban) –83.1 mpg (extra-urban), 74.3 mpg (combined) - Emissions: 99 g/km (Band A) - VED (12 months): £0
Dimensions: Length: 3,962 mm - Width: 2,004 mm - Height: 1,460 mm - Wheelbase: 2,538 mm
*data from Peugeot UK

DriverVIBE Verdict

Adding an ultra-plush version of the 208 range makes perfect sense and provides Peugeot with a model to take on rivals from MINI, Audi and Citroen.

The standard 208 is a great place to start and the XY only improves on its strong talents. It looks great, drives well, is economical and comes loaded with equipment. It should appeal to those who want something a little special but perhaps can't stretch to a GTi which costs more to run and insure.

The only problem the XV has is that for the same money you can get yourself an Audi A1 or MINI which have the premium badge that so many people crave. The latter is also better to drive. Still the XY is a great alternative and is available with a range of different engine options to suit all tastes.

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).

Chevrolet Captiva ON THE ROAD

Review & Photos by Rob McSorley

The Captiva was the very first mainstream model launched by Chevrolet that wasn't simply a rebadged Korean Daewoo. It has since been followed by an entire range of General Motors related cars that really bolstered the credibility of Chevrolet in the UK. To keep the Captiva looking its best it has recently benefited from a series of minor revisions so we thought we would see what it has to offer.

With probably one of the biggest grills you will see on a European car the Captiva certainly has plenty of road presence aided by its generous dimensions. New for 2013 are revised front and rear bumpers, squarer twin exhausts and smart full LED rear lights replacing the tacky looking clear lense items that went before. 

In a world where manufacturers are constantly pushing the boundaries of interior quality the Captiva is pretty old hat. The trim feels cheap and doesn't look particularly appealing with smatterings of cheap-looking silver trim all over the place. The design too is showing its age with a steering wheel that appears to have been lifted straight out of a truck and the pixelated stereo display harks back to the era of Pac-Man.

Thankfully Chevrolet's obsession with handy storage compartments is evident - there are loads including a clever hidden compartment under the centre cupholders. The cabin is very spacious with our car boasting two additional seats in the cavernous boot that offer a little more room than a lot of other Captiva-sized cars. It's also a very comfortable place to be with a commanding view of the road and plenty of seat and wheel adjustment for the driver.

Our mid-level LT comes well equipped boasting alloy wheels, dual zone climate control, cruise control, front and rear electric windows, rear parking sensors, half leather seats, automatic lights and wipers and a USB and Bluetooth compatible DAB stereo. At £28,925 it is hardly cheap but it's certainly a lot of metal for the money and who pays list price for a Chevy anyway?

Propulsion comes from a 2.2 litre 16v 181 bhp diesel unit with 400 Nm of torque from 2,000 rpm. Having to lug around nearly 1,900kg means that performance is adequate taking 10.6 seconds to reach 60 mph topping out at 118 mph.

Engine refinement is respectable and the delivery of power is smooth with good mid-range muscle ideal for overtaking and climbing inclines. Our cars 6-speed auto box changes cogs pretty seamlessly but it is slow to kickdown and those changes are far from quick. 

The driving experience is pretty good as long as you aren't in a hurry. The Captiva rides comfortably and quietly only coming unstuck on really decayed surfaces and passengers are well insulated from external noises. The steering is also nice and light.

However keener drivers probably won't be drawn to the Captiva. When pushed it rolls excessively in bends and the steering is devoid of any feel amplified by the huge wheel itself. On sweeping country roads it also wallows around quite a bit and the chassis tends to run out of grip more quickly than you would usually expect of a four-wheel drive. Still when the weather turns ugly having all-wheel drive will be very worthwhile.

Running costs are another area that will make you wince with emissions of 208 g/km which results in an annual VED cost of £270 (Band K). It's worth noting that first year VED will set you back an eye-watering £600. Economy is also lacking, we only managed 27 mpg on a combined cycle which means frequent fill ups despite the large fuel tank.

Tech Data

Price as tested: £28,925
Engine: 2.2 litre 16v 181 bhp - 0-60 mph: 10.6 secs - Maximum Speed: 118 mph -
Economy: 27.1 mpg (urban) –43.4 mpg (extra-urban), 35.7 mpg (combined) - Emissions: 208 g/km (Band K) - VED (12 months): £270
Dimensions: Length: 4,673 mm - Width: 1,849 mm - Height: 1,756 mm - Wheelbase: 2707 mm
*data from Chevrolet UK

DriverVIBE Verdict

The Chevrolet Captiva isn't fast, economical or particularly plush inside. It’s also showing its age in a number of areas. But what is does offer is excellent levels of comfort, refinement, space and good kit levels. When driven in a relaxed manner - which suits its character - the Captiva makes a superb alternative to similarly priced rivals from Hyundai and Kia and is certain to prove dependable. The in-your-face styling also holds plenty of appeal.

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).

Suzuki Swift 4x4 ON THE ROAD

Review & Photos by Rob McSorley

So you are looking for a motor with added traction for those slippy rural tracks and icy British winters but you don’t want a big car and the associated running costs. What do you buy? 

You could pip for one of the many crossovers that are available with four driven wheels which would probably make perfect sense. But if your budget won’t stretch towards £18,000 there is only one option - Fiat’s dinky Panda 4x4. 

Well now there is another contender. Suzuki has very recently refreshed the Swift and have added a 4x4 version to the range. Suzuki has offered a four-wheel-drive Swift for quite a few years in other markets but now it’s available in the UK. We managed to get our hands on one of the very first to see how good it is.

Visually the changes to the popular Swift supermini are pretty hard to spot. There’s a reprofiled front bumper with integrated LED daytime running lights, a revised grill, new wheel designs and turn signals integrated into the wing mirrors on the top SZ5. It's no bad thing that the changes are minimal as the Swift still looks fresh with its massive front lights, floating roof and pert little rump.

The 4x4 version is differentiated from the rest of the range with a ride height increase of 25mm, black wheel arch and sill extensions and metallic skid plates front and rear. They are made of plastic though so are for show only.

Inside there are new seat fabrics but you would be hard pressed to notice them. The rest of the interior is the same as before so is well laid out, easy to navigate and is reasonably appealing but a little sombre - if acres of black trim is your thing you will love it. The trim looks better than it feels with an abundance of thin, hard plastics throughout.

At least the cabin is pretty spacious in the front with lots of headroom and rear passengers don’t fare too badly. For such a small car the seats are nice and large and very supportive and comfortable. The boot though is quite a bit smaller than a Fiesta at 211 litres and has a very high lip.

The 4x4 is available only in SZ3 and SZ4 trims - our car is the latter. It comes very well equipped with cruise control, electric windows front and rear, keyless entry, 16 inch alloy wheels, digital climate control and 7 airbags. Suzuki currently has a VAT-free deal on the Swift range - excluding the Sport - which makes this model yours for just £13,165 - usually £15,739. It’s certainly a lot of car for the money.

There is only one engine to choose from which is a 1.2-litre, 4 cylinder petrol unit serving up 92 bhp. With only 87 lb ft of torque at 4,800 rpm you really need to work the engine hard to make any sort of progress. 0-60 mph takes a leisurely 13.4 seconds and it feels it. The extra running gear on the rear axle weighs 65 kg so is partly to blame. The engine is however smooth and reasonably refined.

The rest of the driving experience isn't much different from other Swifts. The steering is light but sharp and offers plenty of feel. The 5-speed gearbox also has a precise action and well spaced ratios. Despite the extra ground clearance it still handles brilliantly with surprisingly little lean, excellent agility and absolutely oodles of grip. It also rides very well cushioning occupants beautifully from poorly surface roads.

The Swift’s four-wheel-drive system is pretty simple consisting of a viscous coupling and does without any selectable settings for different conditions. It means that the 4x4 is ideal for muddy country lanes and snowy conditions but little more. Despite the additional ground clearance the rear running gear hangs low under the car limiting the Swift’s off-road ability.

The penalty for the additional traction is smaller than we expected. Emissions are up by 10 g/km to 126 g/km and fuel economy down by 5.2 mpg to 51.3 mpg combined. We managed 45 mpg over a range of different conditions which is pretty good. Furthermore VED only costs £105 per year which is hardly a big price to pay.

Tech Data

Price as tested: 13,116
Engine: 1.2 litre 16v 92 bhp - 0-62 mph: 13.4 secs - Maximum Speed: 103 mph
Economy: 43.4 mpg (urban) –57.6 mpg (extra-urban), 51.3 mpg (combined) - Emissions: 126 g/km (Band D) - VED (12 months): £105
Dimensions: Length: 3,850 mm - Width: 1,695 mm - Height: 1,535 mm - Wheelbase: 2430 mm
*data from Suzuki UK

DriverVIBE Verdict

By adding a 4x4 variant to the UK Swift range Suzuki instantly has a rival to Fiat’s Panda 4x4.

The Swift 4x4 drives brilliantly, has a decent interior and comes with plenty of standard equipment - especially in SZ5 trim. There are also good levels of space for passengers. With running costs only marginally higher than the two-wheel-drive variant the penalty for the vastly improved traction in slippery conditions is well worth it.

It’s only let down by a small boot, breathless petrol engine and a cabin that is a little on the cheap side. However the latter is easily forgiven as the Swift 4x4 represents superb value-for-money costing just over £11,000 for the mid-spec SZ3.

Crucially the Swift 4x4 is cheaper, better equipped and nicer to drive than the Panda 4x4 so is definitely worth considering.

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).

Suzuki SX4 S-Cross UK Media Launch

Words & Photos by Rob McSorley

The new SX4 S-Cross - or just S-Cross as they would prefer you to call it - is a very important new model for Suzuki. We were invited to the UK media launch event at the quaint Fawsley Hall Hotel in Northamptonshire to get to grips with the new crossover.

The crossover market is currently booming with 105,000 units finding homes during 2012 and an astonishing 151,000 units sold so far this year. Suzuki has carefully thought about what makes an appealing crossover which includes SUV styling, a roomy and quality interior and a good level of safety. All of these attributes have been embedded in the design of the S-Cross from the beginning.

There are a number of reasons why the S-Cross is such an important new product for Suzuki. Firstly it is a trigger model that will see 5 new models launched every year over the next 5 years. Models will include a new A-segment model in 2014, a small SUV in 2015 and a B-Segment model to sit above the Swift in 2016. 

Secondly Suzuki sees the S-Cross as its first real family-friendly and fleet fit model in their range. Currently the fleet sector makes up a small percentage of Suzuki's new car sales compared to other car makers so it's seen as an ideal place to grow the brand.

The old SX4 was a supermini-sized cross between an MPV and a 4x4 but this new model is quite different. It has grown in size so is now aimed squarely at Nissan's hugely popular Qashqai - which was mentioned frequently during the presentation - along with all of the other C-Segment crossovers that crowd the sector.

The S-Cross has 39 mm more kneeroom and 44 mm more legroom than the previous SX4 and a large 430 litre boot which is 20 litres more than the Qashqai and 32 litres more than Suzuki's own Grand Vitara. 

There's also a new four-wheel-drive system called ALLGRIP which has four different modes to suit a variety of different conditions which includes Lock, Snow, Sport and Auto. Other firsts for Suzuki as a brand include sat nav with reversing camera, DAB radio, Tyre pressure monitor, cruise control with limiter, hill hold control and stop-start.

Suzuki and value for money have always gone hand-in-hand and the S-Cross is no exception with prices starting from just £14,999 for the base SZ3 rising to £23,549 for an all-singing, all-dancing SZ5. There is also an SZ-T trim level specifically targeted towards the fleet sector which includes DAB radio and sat nav. Naturally all of the models provided for us to try were SZ5s.

Equipment levels across the range are very generous with all S-Cross’ getting seven airbags, tyre pressure monitoring, DRLs, alloy wheels, cruise control, air conditioning, heated door mirrors, skid plates and arch extensions.

Two engines are offered - both of which are 1.6-litre 4-cylinder units with 118 bhp. The petrol is available with either a 5-speed manual or CVT transmission in either front or four-wheel-drive. The diesel has a 6-speed box and can also be specified with a choice of driven wheels.

Thanks to the use of high-tensile steel in its construction and engines tweaked for optimum efficiency the S-Cross offers class-leading economy and emissions. Front driven diesels emit just 110 g/km of CO2 and can return 62.7 mpg combined. At the other end of the scale the all-wheel-drive petrol manual emits 135 g/km and returns 47.8 mpg combined. Still hardly thirsty and some way ahead of the majority of the competition. Suzuki has also extended service intervals to 12,500 miles which will save owners cash in the long-term.

What's it like?

When I first saw pictures of the SX4 S-Cross I wasn't entirely sold on the looks but seeing the car for real it gels together much more successfully. The front lights are pretty huge as is the grill and they seem a little low but it looks pretty fresh. In profile the 17-inch wheels look quite small and the panel surfacing is simple but it is certainly neat. The rear is the only letdown for me with light units that ape the Qashqai a little too much and lack character. 

Inside anyone familiar with the Swift will instantly feel at home as most of the trim and switchgear is carried over. The design is a little staid but its simplicity it to be admired which extends the faultless layout.

The materials used are quite primitive and cheap-feeling with the only exception being a slab of tactile trim on the main section of the dash. The doors shut with a hollow twang but everything does feel very well screwed together. 

As Suzuki are so proud to point out cabin space is plentiful in the front, rear and the boot too is big with good access. The only minor issue is with rear headroom which is a little restricted due to the huge panoramic roof - without it there should be no problems.

During the launch I had the opportunity to drive a variety of versions. The first was a front-wheel-drive 1.6 DDiS diesel - expected to be the biggest seller in the UK - in rather fetching Boost Blue paintwork. With 236 lb/ft of torque from 1,750 rpm there is a good amount of power on offer and despite a little clatter under acceleration it’s a very easy engine to get on with proving smooth and punchy. The 6-speed gearbox is also a gem with a precise, snappy action.

You don’t expect a crossover to handle well but the S-Cross is a lot better than it needs to be. The driving routes we were given offered a good mix of conditions and the S-Cross was great to drive on all of them. 

The steering is light but direct and communicative making it easy to place the car on the road. It handles very well with a little magic from the Swift shining through with plenty of poise and grip making it feel very agile indeed.

If there was one aspect of the S-Cross that I didn't shine to it was its refinement - or lack of it. Wind noise is very noticeable most of the time and although the ride is far from uncomfortable it is a touch underdamped. This was particularly noticeable when driving over manhole covers which you could hear and feel a little too much.

Next up was the 1.6-litre petrol with ALLGRIP. The difference is staggering as the petrol unit produces just 115 lb/ft of torque which is half that of the diesel so it means you have to work the engine hard to get the best from it. Power delivery is smooth and the 5-speed box is just as sweet at the 6-speeder. Performance is pretty leisurely even if you really rev the engine hard but it is certainly very refined. 

The ALLGRIP system adds a bit of extra weight to the S-Cross but it makes it feel a little more planted during cornering and the additional grip is always welcome. There wasn't much of an opportunity to try out the four-wheel-drive system but Suzuki is very experienced in this area so it should be more than capable of scampering down the odd muddy farm track.

After a much needed break for lunch it was time to try a 1.6-litre petrol CVT with ALLGRIP. First impressions weren't great because the CVT transmission revs the engine very hard when trying to make swift progress which isn't very pleasant. If taking things a little more slowly it isn't so bad with reasonably smooth changes and the option of using the column mounted paddles. If you really must have an automatic there are worse gearboxes out there but the manuals are definitely the ones to choose.

After a day getting under the skin of the new SX4 S-Cross it was easy to see that Suzuki’s absence from the C-Segment crossover sector has worked to their advantage. They have been able to see what the competition have to offer then have tailored the new car to the offer a little more in all of the key areas.

The Suzuki’s biggest asset is its driving experience which is really very good and almost fun. Its cabin is spacious and well designed and the S-Cross looks good too. Its pricing also seems to be spot on undercutting quite a few of its rivals and low running costs are sure to appeal.

Stay tuned as in the coming months we will be getting to know the S-Cross over a longer period of time to see what it is like to live with.

A special thanks to the Suzuki UK PR team for their kind invitation to this event.

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).