Car Of The Year 2013

What half decent car website would be complete without a Car Of The Year post? Last year we crowned Ford's Focus 1.0T EcoBoost our winner having driven a vast array of models during 2012 - 2013.

Now after another busy year driving 70+ cars it's time to do the same again but this time we are going to do it a little differently. Rather that breaking down our accolades into categories (like last year) for Car Of The Year 2013 we are simply going to name four runners up (in order of favouriteness) then crown our winner. Got it? No wait....we struggled to stick to five so we have six... 

Citroen C3 Picasso ON THE ROAD

Review & Photos by Rob McSorley

What is it?

The C3 Picasso is Citroen's smallest MPV rivalling the Ford B-MAX, Vauxhall Meriva and Nissan Note amongst others. As its name suggests it's based on the C3 supermini but is taller, a little longer but rides on the same wheelbase. Having been on sale since 2009 it has recently gone under the knife with minor revisions to the front bumper and inside there are new options such as Citroen's eMyWay sat nav system and full leather for the first time.

One aspect that sets the C3 Picasso apart from its peers is its styling. For a car with such a cube-like shape it looks fantastic. It’s the details that make it stand out such as the curved rear window, character line that sneaks down beneath the rear quarter window following the curve of the door handles and the high-set taillights with chrome surrounds. The new Ink Blue paint finish also looks classy as does the new re-profiled front bumper with LED DRLs and chrome grill with Citroen chevrons

What's it like inside?

Firstly for a car that isn't much bigger than a supermini there is ample space for small families and the clever rear seats recline, slide forward or backwards or can be folded completely flat very easily. The spacious 385-litre boot also has a false floor with two different positions ideal for hiding smaller items away underneath.The passenger seat can also fold flat if longer items need to be carried.

The cabin has plenty of neat storage areas dotted around and thanks to generous windows feels light and airy especially when opting for the full-length panoramic roof fitted to our test car.

Citroen's flair for design isn't only evident on the outside. The Picasso's interior has a seriously funky design with neat air vents that sprout out from the dash top, a whizzy looking central speedo that let's daylight shine through and weird recesses in the dash that are finished in textured snakeskin-like plastic. Trim quality is far from plush but it feels build to last and the mixture of gloss black and silver trim certainly helps lift the ambience and the layout is easy to navigate.

The only letdown is the crudely integrated sat nav screen that's almost positioned in front of the central dials making it look like an afterthought. It's also disappointing that there are three different displays on show with completely different graphics. The multifunction computer looks particularly dated and the information it shows could easily have been integrated into the eMyWay system as in other applications.

Is it cheap?

The range kicks off at a very agreeable £12,995 for a 1.4-litre petrol VTi which is a little sparsely equipped doing without essentials such as air conditioning but good deals should be easy to secure from Citroen's dealers.

The VTi comes with remote central locking, electric front windows and mirrors, a CD player with MP3 connectivity and a host of safety kit although ESP costs extra. It's worth noting that the C3 Picasso only managed a 4 star Euro NCAP crash rating which is some way behind rivals such as Ford's B-MAX.

The car you see here is a range topping Exclusive which comes fully loaded with items such as alloy wheels, climate control, a leather clad steering wheel, electric front and rear windows, cruise control, rear parking sensors, Bluetooth connectivity and automatic lights and wipers. It also gets family-friendly features such as rear sublinds and fold-down tray tables with a small spotlight so the kids can see what they are doing in the dark. It will set you back a pricey £17,865 though.

You also must be careful with the options list too as our car was fitted with a panoramic sun roof (£550), black leather interior (£955), metallic paint (£495), eMyWay navigation system with reversing camera (£750) and a black pack (£210) which includes larger 17" wheels and gloss black bumper inserts. These push the price up to an astonishing £20,825 - that's slightly more expensive than the larger C4 Picasso VTR+.

Running costs are wallet-friendly across the range. Our car's 115 bhp HDi diesel engine can return 61.4 mpg on a combined cycle and emits a very good 119 g/km of co2 resulting in an annual tax cost of only £30. During its week with us we achieved around 49 mpg which considering the amount of congestion we encountered was pretty remarkable.

Is it any good to drive?

As long as you value comfort above fun which admittedly most buyers will. The C3 Picasso has soft suspension that does a decent job of soaking up ruts and ridges and is very refined on the move. The large alloy wheels do sometimes let the side down especially when riding over sharper undulations so unless you really need them stick to the smaller 16 inchers.

There is little to get excited about in the handling department. The steering it very light which is ideal for around town but provides little feedback and the soft suspension dishes out lots of lean in corners and the body tends to lurch and wallow around quite a bit .

With 115 bhp under the bonnet the 1.6-litre HDi unit is punchy and although a little gruff at times settles down at higher speeds and delivers its power smoothly. Annoyingly the 6-speed manual gearbox is vague and notchy but its location high up on the centre console is ideal.

The commanding driving position gives a great view out helped by the massive windows that present no real blind spots at all which is rare a modern car. The tiny front windscreen pillars make the biggest difference giving unparalleled visibility.

The seats are pretty comfortable especially those in the back although the front ones are a little flat and lack side support so you do find yourself leaning a bit when cornering. The drivers armrest is a welcome addition though.

Tech Data

Price as tested: £20,825 (£17,865 excl options)
Engine: 1.6 16v 115 bhp - 0-62mph: 11.2 secs - Maximum Speed: 114 mph -
Economy: 51.4 mpg (urban) 70.6 mpg (extra-urban), 61.4 mpg (combined) Emissions: 119 g/km (Band C) - VED (12 months): £30
Dimensions: Length: 4,078 mm - Width: 1,766 mm - Height: 1,670 mm - Wheelbase: 2,540 mm
*data from Citroen UK

DriverVIBE Verdict

Despite its advancing years the C3 Picasso still looks as fresh as it ever did.

It may not be the fastest or best handling but it offers all of the attributes that small families demand including high levels of comfort, practicality, low running costs and a versatile cabin full of clever design touches.The fact that it looks so good inside out is an added bonus and makes it stand out from the crowd.

It isn’t perfect though. If you opt for the higher trim levels and delve into the options list the price can get a little silly. Some may also be a little disappointed with the interior quality and notchy gearbox but most will probably look past this and will see the C3 Picasso as the accomplished all-rounder that it is.

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).

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.

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).

Citroen DS5 Hybrid ON THE ROAD

Review & Photos by Rob McSorley

What is it with the French and their refusal to conform to the proven luxury car formula that works so well for BMW, Audi and Mercedes? Whenever they come up with a new range topping luxury model you just know it's going to be scatty. 

Renault tried hard with their avant-garde Vel Satis which looked like a cross between a hatch and an MPV but sadly it remained a niche choice. Citroen had a go with their XM and then more recently their C6 which although distinctive only sold in small numbers compared to their German counterparts.

Still Citroen have given it another go but this time using their successful premium DS sub-brand as a launchpad and have worked hard to design an ultra modern executive model to rival the very best. The DS5 sits at the very top of Citroen's vast range and features enough wizzy technology to keep the most hardcore gadget geeks happy. But is the DS5 a credible executive choice that can tempt drivers from their default executive saloons? Read on to find out.

If executive cars were bought on their looks alone then BMW, Mercedes and Audi would be out of business and Citroen would dominate. Sadly the reality is quite different but it hasn't stopped Citroen flexing their creative muscle with the DS5. It follows on from the other models in the DS range that look very different from the mundane C-series Citroens.

Firstly the DS5 is a hatchback rather than a saloon and a massive one at that but it has one of the most striking and individual looks you will find. For starters the front has imposing lights with metallic effect eyebrows that oddly stretch all the way back to the windscreen pillars. Citroen's trademark double chevrons protrude from the top of the grill and have big C-shaped cutouts either side that house the DRLs. 

The windscreen has been pushed forward like in an MPV eating into the front overhang but the roofline is shallow and curves dramatically towards the rear like a coupe. The panel surfacing has subtle sweeps and creases over the wheel arches and the shoulder line kicks up to meet the rear quarter window at the rear doors edge. The rear is surprisingly squat with a postbox-like windscreen, boomerang light clusters and large chrome effect imitation exhaust surrounds. 

It comes together nicely and exudes a sense of premium that Citroen have never managed before and always demands a second look. The more time you spend with the DS5 the more you get from the epic design. Our cars 19 inch alloy wheels only increase the visual drama.

With an exterior so cutting edge Citroen would have been fools to have not gone equally mad with the interior and sure enough they have delivered. Firstly it's great that the DS5 has its own unique switchgear rather than raiding the PSA parts bin and the choice of materials really hits the right spot. From the thick, rubberised, soft touch dash to the brushed metal highlights and expensive feeling soft leather. It's all top drawer stuff. 

It's also beautiful to look at with an unusually high transmission tunnel that houses a lot of the buttons and a centre console aimed at the driver with large rotary knobs and a neat touch screen infotainment system. The flat bottomed wheel is lovely to hold and the dials which are split into 3 sections and are seriously classy. What may be a step too far is the analogue clock which some will find a little overkill but others will love.

The DS5s party piece however is its aircraft inspired roof which has an individual sunroof for each front seat occupant and another for those in the rear each with sun-blinds. In the centre there are a couple of handy storage spaces and quite a few controls that keep the dashboard less cluttered. The only issue is that it makes the cabin feel unnecessarily snug and encroaches on passengers headroom. It also has to be mentioned how the cabins strong emphasis on style comes at the expense of usability with quite a few finicky switches that take some getting used to.

For a car of such generous proportions you would expect there to be room to stretch out inside but oddly this isn't the case. Room in the front is good with comfy watchstrap effect red leather on the well bolstered seats and plenty of driving position adjustment. Headroom isn't all that plentiful wherever you sit but the biggest hardship is rear legroom which is lacking mainly because of the fat front seats. Getting in is also a bit of a mission as the wheel arches make for a narrow opening and the doors don't open very wide. 

Luggage space rivals many MPVs offering 465 litres and a nice square load area but our test car is the Hybrid4 model so has a bank of bulky batteries in the boot. It results in a much higher floor reducing space to a pretty stingey 325 litres and when folding the seats down there is a massive drop in the floor. Still at least the cabin has plenty of generous storage areas.

At the heart of the Hybrid4 is Citroen's superb 1997cc 16v 163bhp common rail diesel engine mated to a robotized 6 speed manual transmission. At the rear, mounted on the multi-link rear axle, is a 37 bhp electric motor with up to 200 Nm of torque powering the rear wheels. What makes this setup unique is that both power sources aren't mechanically linked in any way. Also there is no need to plug the HYbrid4 in to charge its Nickel Metal Hydride batteries. An energy recovery system turns the electric motor into a generator during deceleration. Clever stuff.

As with most hybrids there are a series of driving modes to choose from via the control selector mounted on the centre console. Most drivers will leave the car in Auto which cleverly juggles between power sources for optimised fuel economy. ZEV (Zero Emission Vehicle) mode is perfect for around town running on electric power alone for around two miles with the batteries fully charged. There is also a Sport mode where diesel and electric come together producing 200 bhp coupled with quicker gear changes for what Citroen calls "Dynamic Performance". Finally there is a 4WD mode for some mild off-roading.

The DS5 has a strong set of skills on the road that make it a very engaging drive. To start with refinement is very good with little tyre or road noise filtering into the cabin. It also turns in crisply and rewards with well weighted steering that is accurate and offers good feedback. Thanks to taut suspension the DS5 also handles well for such a big, heavy car remaining impressively flat in corners with lots of grip.

With a good quota of power on tap the DS5 is a very brisk performer thanks to good amounts of low end grunt but is let down by the gearbox which is too hesitant and causes the body to rock back and forth during changes. It also gets confused frequently sending waves of engine whine into the cabin as it revs the engine hard to make swift getaways. Unusually despite its 5 designation the DS5 is based on the same platform as the C4 and Peugeot 308 amongst others so non-hybrid versions have a basic torsion beam at the rear. It makes for a rigid, unforgiving ride but the Hybrid is different.

To accommodate the electronic trickery our test car had a more sophisticated independent multi link setup which does a better job of cosseting passengers from the UK's notoriously bad surfaces. The ride is well damped to a point but the massive wheels and stiff secondary ride result in a little too much pitter patter which sends vibrations through the cars body. It makes some country lanes a real chore but it smooths out noticeably at higher speeds making a convincing motorway mile muncher.

If you think the level of premium on offer won't cost very much think again. The DSport Hybrid4 200 Airdream EGS6 you see here costs an eye watering £33,360 but at least you get every conceivable option you could ever want. It includes electric, heated leather seats with massage function, lane departure warning, automatic wipers and dipping lights, sat nav, a reversing camera, cruise and climate control, keyless entry and those 3 sunroofs. Thankfully the jaw dropping looks are standard across the range.

What really sets the Hybrid model apart is its minuscule running costs which go some way to softening the blow of the initial cost of the car. Emissions are as low as 102 g/km which results in a tiny annual VED cost of £20 and it is also capable of returning 72.4 mile per gallon. Considering the DS5 can sprint to 60 mph in just 8.3 seconds we were dead chuffed to have returned 60 miles per gallon over mixed driving which really extends the gap between fill ups.

Tech Data

Price as tested: £33,360
Engine: 2.0 16v 163bhp (& 37bhp electric motor) - 0-62mph: 8.3 secs - Maximum Speed: 131 mph
Economy: 74.3 mpg (urban) –70.6 mpg (extra-urban), 72.4 mpg (combined) - Emissions: 102 g/km (Band B) - VED (12 months): £20
Dimensions: Length: 4530 mm - Width: 1831 mm - Height: 1539 mm - Wheelbase: 2727 mm
*data from Citroen UK

DriverVIBE Verdict

The DS5 is a very difficult car to not fall for. In terms of design it's a real return to form for Citroen and is the perfect fit to sit at the very top of their premium DS range. It looks like nothing else on the road and reeks of premium sophistication with a cabin that is styled to perfection. The quality of the interior is the best the brand has ever produced before and puts a lot of more expensive metal to shame. On the road enthusiasts will warm to the crisp chassis and talkative steering that inspires confidence. We found the economy and running costs of the hybrid model hard to ignore proving incredibly easy to live with. The 5 isn't perfect however. We disliked the jerky gearbox that strangles the engine at times and the ride is too jarring a lot of the time. The passenger space inside is also disappointing with headroom in short supply and the boot is reduced by quite a margin because of the battery pack. There are also minor issues with the fussy dash ergonomics where beauty has prevailed over ease-of-use. Still the DS5 is perfect for those who don't want a boring Germanic saloon and like to stand out so is well worth a look.

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).

Citroen DS3 Cabrio Racing Revealed

Words by Rob McSorley

Ahead of the Frankfurt Motor Show in September Citroën have decided to reveal its new DS3 Cabrio Racing at this weeks Goodwood Festival of Speed. 

At the moment it's strictly a concept car but there is a strong possibility that the ca

r will reach production in small numbers just like the DS3 Racing hatchback launched in 2010. Citroen say that the DS3 Cabrio Racing blends the best of the DS3 Racing hatchback with the sophistication of new DS3 Cabrio.

Tuned by the multi-WRC title winning team, Citroën Racing the DS3 is custom-built with plenty of performance and sporting looks. The DS3 Cabrio Racing features special gloss black 19” alloy wheels, a bespoke Moondark matt textured grey paintwork and Black Chrome inserts on the door mirrors, boot trim and handles.

Citroen say that the concept has a bold identity and is DS through and through. To enhance the bespoke look the b

rake callipers, wheel hubs, doors and parts of the lettering and badges are coloured in dynamic Carmin red. The brands distinctive DS pattern appears both on the black canvas roof  and also engraved on the door mirror housings.

Inside, DS3 Cabrio Racing mirrors the successful, stylish and sophisticated look of the rest of the DS3 range. In addition there are sporty bucketed seats available in three different types of fabric (Napa full-grain leather, DS-embossed leather and Alcantara). Special DS pearl top-stitching also features in the Carmin shade on the seats, dashboard and gearshift. The Carmin colour continues on the seat housings and dashboard, mirroring the door side strips.

Performance figures have yet to be released the the DS3 Cabrio Racing features a 1.6-litre turbo-charged petrol engine producing 202 bhp. It will enable the new model to reach 60 mph in under 7 seconds thanks to a weight increase of just 25 kg over the hatchback. Citroen are confident that the driving experience will be lively and agile thanks to uprated suspension and brakes.

  

For those who like to accessorise the DS3 Cabrio Racing concept also has a matching child seat coordinated to the seats and even a pair of co-ordinated rally helmets. Whether these will appear on the production model remain to be seen.

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).

UNSUNG HERO Citroen AX GT

Words by Rob McSorley

In Britain we absolutely love our hot hatches, we can't get enough of them and there's no shortage of models to choose from. In fact it's easier to list European manufacturers that don't offer a pocket-rocket than those that do.

As you will have heard hundreds of times over it was Volkswagen that gave birth to the idea of a brawny engine in a compact, featherweight hatchback for maximum smiles-per-mile. In my eyes it was Peugeot that tweaked the idea and really struck gold with their 205 GTi capturing the hearts of us Brits. It was faster and handled better than the iconic Golf GTi.

The 205 GTi is the very reason that my unsung hero is just that. The Peugeot's reputation and popularity was so great that its sister company could never get the exposure their barnstormer deserved. That car was the Citroen AX GT.

Designed in conjunction with the French government under the ECO 2000 project in the early 1980s the AX was one of the first cars to be designed from the ground up to be as fuel efficient as possible. It was achieved by designing the AX to be as lightweight as possible and spending endless hours in the wind tunnel.

Launched in 1986 the result was a rival to the Ford Fiesta that weighed as little as 640 kg and had a drag coefficient of just 0.31. It was completely ahead of its time and was the first model to feature PSA's (Peugeot-Citroen) all-new TU series of petrol engines. Available in 998cc, 1124cc and 1398cc versions its fuel economy was class leading at around 50 mpg.

The AX was so lightweight thanks to the use of plastic for many panels including the tailgate and varying the thickness of the steel used to the minimum needed for given loads. The car also used lightweight seats and trim and it was also thought that such a lightweight car wouldn't need such powerful brakes so lighter, small three stud hubs were fitted. Later a 1398cc naturally aspirated diesel was added to the lineup entering the Guinness Book of Records as the world's most fuel efficient car returning 87 mpg.

The letters G and T didn't grace the rear end of the AX until 1988 but it was soon to be a match made in heaven. Citroen went all out to make the GT look unique so out went the aerodynamic squared-off rear wheel arches replaced by a racy body kit with pronounced arches and a set of odd-looking alloy wheels. The interior was decked out with a thicker three-spoke wheel, black and red sports seats and a red stripe running the length of the carpet. There was also a rev counter!

The basic AX’s cabin was a delight with its simple yet functional design. For example Citroen only fitted speakers in the rear quarter panels leaving the exposed metal door panel with enough room for a 2-litre drink bottle in addition to the usual side bins. There was also a number of other cubbies dotted around including a recessed parcel shelf that could be used to store items or turned upside down to cover taller items. The dash design itself was pretty ghastly however as it was too square and made of brittle plastics that squeaked and rattled constantly. It was also prone to cracking in hot summer weather. Still for such a small car cabin space wasn’t too bad with just enough room for two adults in the back.

The most exciting part was under the bonnet where an 85 bhp 1.4-litre petrol engine with a twin-choke Solex carburettor lived, the same unit that was fitted to the Peugeot 205 XS. To prevent spirited drivers from ending up in a hedge the GT was fitted with anti roll bars front and rear which reduced the AXs comical body lean to palatable levels. By today's hot hatch standards 85 bhp seems like a tiny amount of power but as the AX GT weighed so little it could actually get to 60 mph in under 9 seconds and on to a top speed of 107 mph which at the time was fairly good.

The driving experience was pretty exhilarating too thanks to its pioneering suspension set up (only shared with its 205 cousin) at the rear comprising of a springless torsion beam. The GT handled incredibly well. Grip from the thin tyres was better than expected and the unassisted steering was accurate offering a connected with the road feeling. The five speed gearbox too was well upto the job if a touch loose. Despite a little too much bodyroll for some when threading the GT through a series of corners its chassis felt agile, poised and suffered very little from understeer. Instead lift-off-oversteer reared its head if taking a corner a little too fast. By backing of the accelerator mid corner the tail of the AX would swing round fairly quickly and if not caught you could find yourself facing the wrong way. A simple prod of the throttle soon remedied it though.

For a time when many car’s suspension was rather primitive in its design and ability to cushion occupants from the road surface the AX really was a revelation. In true French tradition it had one of the most comfortable rides around easily soaking up any bump in it's path which for such a small car was very impressive. Also thanks to the slippery shape wind and road noise were noticeably absent although mechanical refinement was a little lacking with plenty of roar from the carburetters under moderate acceleration.

In late 1991 the entire AX range was revised with major changes both inside and out. The exterior had new bumpers and front grill, a reshaped tailgate with smoother spoiler and smaller numberplate recess and revised rear lights.The interior received a completely new dashboard which looked and felt much more modern with larger instruments. There was also new door cards, steering wheel and additional trim added to the boot covering up the exposed metal. The revised model weighed a little more as a result of these changes.

Mechanical changes were also significant with the range of TU engines switching from carburettors to single point fuel injection which improved economy and emissions although a little performance was lost. The GT didn’t switch to fuel injection until a little later and also received an uprated gearbox and brakes and revisions to the suspension

In addition to the revisions was the introduction of an AX GTi which was vastly different from the GT that went before. Under the bonnet was the familiar 1.4-litre TU petrol engine but this time it was fed via multipoint fuel injection with power output increased to 100 bhp. It also had vastly improved suspension with four stud calipers although it retained the AX’s drum rear brakes. The anti-roll bar was also revised and attached to the strut via a drop link unlike before. Despite the extra power the GTi weighed quite a bit more than the GT so wasn’t actually any quicker but it was better to drive.

Towards the end of the AX’s life the GT and GTi models were dropped and Forte models were introduced which were a little less racy despite having the same body kit but crucially they were quite a bit cheaper to insure. There was also a 1.1-litre TU Forte which was fuel injected and looked just like the GT but was much more wallet friendly. In 1998 the AX ceased production and was replaced by the Peugeot 106 based Citroen Saxo. The 106 and Saxo’s core construction including its chassis and most of its engines are essentially the same as the AX.

Today there are very few Citroen AX’s around as most are now very old. AX GT and GTis are even more rare. What makes the AX GT such an iconic car is that it quietly went about it business in the shadow of the Peugeot 205 GTi and later the Peugeot 106 XSi and GTi. Owners absolutely loved their AXs as they were so much fun, had a much more understated image compared to a lot of its rivals and they weren't as common on the roads. I owned three and they were all a joy to own. To me the GT had a lot more charm and charisma than the 205 GTi which for me makes it my unsung hero.

If you are the owner of an AX GT or any other AX head on over to axownersclub.com and join the community of AX worshipers

Specials thanks to MajorGav for allowing DriverVIBE to use his photos.
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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).

5 Family Cars for under £2,000

Words by Rob McSorley

If you are like me and have a young family, spending out on a brand new car simply isn't going to happen. Instead you probably have a relatively small budget but still want a car that is safe, comfortable and reasonably reliable for your money. With a thriving used car market in the UK a budget of just £2,000 can stretch surprisingly far if you delve into the classifieds. We have put together a shortlist of five of the best family cars for those who have £2,000 or less to spend. 

Ford Mondeo (2000-2007)

The MK3 Ford Mondeo was widely praised at launch for its cavernous interior, respectable running costs and fun drive. Slightly bigger than the version that went before it has a massive boot, bags of room for five adults and comes with ABS, EBD and four airbags as standard which earned it a four star Euro NCAP crash rating. Theres a range of trim levels to choose from starting with the LX which still comes with four electric windows, remote central locking, air conditioning and a CD player. Pip for a Ghia X or Titanium model and you get climate control, alloy wheels, a CD multi changer, fog lights and cruise control. There's a choice of engines which are all very decent including 1.8 and 2.0-litre petrols, 2.5 and 3.0-litre V6 petrols and 2.0 and 2.2 diesels. 

Pick of the range

The smaller petrol engine is a little breathless so if you really want a petrol model go for the 2.0-litre which can still return around 47 mpg. For your money you should be able to pick up a tidy 2005 Mondeo which benefits from a mild facelift which includes restyled bumpers and revised switch gear including plusher materials. It also saw a boost in standard equipment such as cruise and climate control even on the base LX. The best engines are easily the diesels particularly the 2.0-litre unit which comes in either 115 bhp or 130 bhp. Either offer excellent pulling power and good economy of around 50 mpg. We would recommend the Zetec trim level which comes with sportier seats, silver trim inside and smart alloys and foglights.

What to look out for

Generally Mondeos are very reliable but there are a few things to look out for. The first is tatty high mileage examples that have been used as taxis. With so many Mondeos on the road walk away from battered examples with worn out interiors and damaged body panels as a few miles away there will probably be a mint one. That said Mondeos are capable of extermetly high mileages so as long a it has been well maintained they should be trouble free. The only real issues to look out for are knocking or vibrations from the rear suspension of hatches which could require a new rear subframe which is costly. There are also issues with very early TDCis which can suffer from common rail system failure. If you can only stretch to an early Mondeo go for the TDDi which although unrefined is bombproof but still economical.

Citroen Xsara Picasso (2000-2010)

Citroen's egg-shaped MPV was Britain's best seller for a reason. Based on the Peugeot 306 it has a vastly spacious interior with lots of neat storage areas and space for five adults. It also comes with three equally sized individual rear seats that can be reclined, slide forward, tumbled or removed completely. It also has a boot that offers around 500 litres of space for the family's clobber. It also has beautifully supple suspension that makes for a comfortable ride and it is also impressively refined. That said it isn't much fun to drive with too much roll in corners and little grip. There are three trim levels to choose from; LX, SX and Exclusive the latter is lavishly equipped with twin sunroofs, electric rear windows, climate control, powerfold mirrors, alloy wheels, foglights and cruise control on later models. Theres a good range of engines from the 8v 1.6-litre petrol, 16v 1.8 and 2.0 petrols and a 1.6 and 2.0-litre HDi diesel. 

Pick of the range

Firstly don't bother with the smallest petrol engine as it's an old design and lacks punch. The 1.8-litre is much better suited but isn't particularly economical. The 2.0-litre is much more spritely but can only be had with a jerky automatic transmission. Therefore the ones to go for are the brilliant HDi diesels that are smooth, refined and offer superb economy. The larger 2.0-litre produces 90 bhp but is an older engine so needs to be worked a little to get the best from it. A budget of £2,000 will probably make this engine your best choice but you may be able to stretch to a newer 1.6-litre HDi which is still fitted to new Citroens today. It's more flexible and much more economical. If you can find one go for the Exclusive as it looks nicer with colour coded bumper inserts, alloys and the twin sunroofs will be loved by kids. Avoid the base LX as it doesn't even come with air conditioning which is a must for a car with windows as big as the Picasso's.

What to look out for

Major problems on Xsara Picasso's are rare as its mechanicals are well proven across the Citroen and Peugeot ranges. As the interior is made of brittle plastics expect lots of rattles but make sure everything works as electrical niggles are the biggest annoyance. They don't cost much to repair however. HDis are robust as long as they have been maintained with regular oil changes and make sure you check the cambelt has been changed in good time. Also look out for heavy steering and knocking noises from the suspension as wishbones, top mounts, bearings and drop links can wear out quickly due to the Picasso's supple suspension that is always working hard. Don't be alarmed by a gear change that is wobbly and loose as it is like that from new.

Ford Focus (1998-2004)

At launch the Ford Focus completely turned the family hatch market on its head with its cutting edge styling, engineering and cracking driving experience. It made the Escort that went before look ancient. Thanks to its pioneering independent rear suspension the Focus brought new levels of driver enjoyment to the class with its direct steering, adept chassis and excellent grip levels. It also rides incredibly well considering the fun on offer. It's looks also drew a crowd with its sharp angles, exaggerated wheel archers and high mounted taillights. It's also available in a range of body style including a three and five door hatch, a cavernous estate and an ugly saloon. Trim levels range from the base CL which is very sparsely equipped to the Ghia which has electric windows all round, alloy wheels, a CD player, foglights, chrome exterior accents and wood trim inside. There is also a wide range of engines starting with a breathless 8v 1.4-litre petrol (only available in CL trim). Then there are 16v 1.6, 1.8 and 2.0-litre Zetec petrols and two diesels both of which are 1.8-litres badged TDdi and the far superior later TDCi available in 90 and 100 bhp.

Pick of the range

The Focus' success resulted in steady used prices but now that the market is saturated with used models and the introduction of two further generations the original Focus is now very good value. For your money you should be able to get your hands on a facelifted model (2002 onward) which has revised front lights with integrated indicators, new bumpers and different interior trim. ABS was also fitted as standard across most of the range which should have featured from the start. The best trim level to go for is then Zetec which has sporty alloy wheels, slightly firmer suspension, air conditioning, remote central locking, foglights and a CD player. The best engines are the 1.6-litre petrol which blends good economy with decent performance but if you must have a diesel the TDCi is superb in either power output. Avoid the older TDdi diesel as it's slow, noisey and not as economical as rivals.

What to look out for

Focus' are generally very reliable if well looked after. As there are so many around walk away from a car without decent service history or poor bodywork. Minor electrical issues are the biggest problem so make sure there are no nasty lights flashing on the instrument binnacle. Also look out for fast idling on petrols and stalling or misfiring which could indicate problems with the ECU. Repair costs are some of the lowest around so maintaining a Focus shouldn't break the bank. Some may find the boot a little on the small side so the cavernous estate is the one to go for although it's not as sharply styled as the hatch.

Rover 75 (1999-2005)

From birth Rover's 75 had a lot placed on its shoulders tasked with saving the brand. The lovechild of Rover and BMW it actually turned out to be a very likeable executive saloon later joined by an elegant Tourer. What impressed the most was its superb refinement thanks to a limo-like smooth ride. Although it divided opinion the 75 had classic British looks and a swish looking cabin. There are more than ten trim levels to choose from all of which are well equipped from the base Classic to the top spec Connoisseur. Engines range from a base 1.8-litre K-series petrol, a 2.0-litre V6 petrol and a 2.5-litre V6 petrol. There's also a 2.0-litre CDTi diesel sourced from BMW. Later on the smallest engine was replaced by a vastly better 1.8-litre turbo petrol which is just as economical.

Pick of the range

With the exception of the base 1.8-litre K-series petrol there isn't a bad engine in the range. You will however need deep pockets as the 75 is a large car so the petrols aren't cheap to run. For those reasons the diesel engine is the one to go for as it's punchy, quiet and economical. It's also bulletproof if looked after. Go for any trim level and you won't be wanting for kit. The Tourer makes the most sense as a family car as it has more rear headroom for passengers and a large boot which can be extended by folding the rear seats. The saloon also has a big boot but its usefulness is limited by the narrow opening. Since the demise of Rover used prices have hit rock bottom so a 2005 model is in easy reach which benefited from a facelift which saw it loose its elegant quad headlights. There are also minor trim changes but not much more.

What to look out for

Thanks to BMW engineering the 75 is probably one of the most reliable Rovers out there. Always go for a car with full service history and avoid models used as taxi cabs with colossal mileages and you should have years of trouble free motoring. The interior looks good but can be prone to squeaks and rattles and it's not uncommon for trim to come loose. It's easy to get sorted if you wish so shouldn't be a deal breaker. Before taking the plunge and bagging a Rover 75 make sure there is a local garage that can maintain the car as dealers have now closed leaving only an handful of specialists.

Audi A6 (1997-2004)

Don't think that a budget of just £2,000 means you can't afford a little luxury. Audi's A6 is a mid size luxury car with a peerless image as a robust, sophisticated executive car. Thanks to double wishbone suspension the A6 rides very well and although not as agile as its BMW rival it still offers a satisfying driving experience with its good levels of grip, chassis composure and cosseting ride. Available as a roomy saloon or gargantuan Avant (estate) there is a car to suit everyone's taste and budget. For £2,000 you can bag an A6 on a 2001 51 plate but be prepared to buy with a fair amount of mileage on the clock. There are a range of trim levels which all come loaded with kit and there is tons of cabin space. In true Audi fashion the interior is a work of art thanks to its faultless layout and brilliant build quality. On the engine front there are two diesels, a 1.9-litre four cylinder and a 2.5-litre V6. Both are super smooth and fairly economical, the larger unit packs up to 180 bhp so is no slouch. Petrol engines comprise of both four and six cylinder units including a 1.8 Turbo, 2.0, 2.4, 2.7 Turbo, 2.8 and a blistering 4.2-litre petrol. It's also worth noting that the A6 was available it Quattro four-wheel-drive giving superb traction and was very popular when fitted with automatic transmissions.

Pick of the range

All of the engines in the A6 range are very good indeed but you will need deep pockets to run most of them so stick to the 1.8-litre Turbo petrol which is brisk and not too thirsty. If you want a diesel the smaller 1.9-litre TDi is frugal and if you avoid the older 110 bhp version it has enough pull for most situations. Trim levels range from the base Standard Trim to the Sport but go for the mid spec SE and you get alloy wheels, dual zone climate control, cruise control, electric seats, a CD multi changer, remote locking and four electric windows. As a family car the Avant is far superior to the saloon as it not only looks better but has a massive boot and also makes a formidable tow car if needed.

What to look out for

Audi's are robust cars that can carry off huge mileages but make sure you buy an example with Audi service history as the A6 must be carefully looked after. Problems to look out for include body damage as it is a very large car that can be tricky to park and body repairs aren't cheap. Error messages and warning lights on the dash are the most common problems which could be costly to put right. There are also sometimes issues with the A6's front suspension which can wear prematurely so listen put for knocks or vibrations. Parts can be expensive so bear this in mind if purchasing a car that needs a little work. Otherwise A6 ownership should be hassle free.

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).