VW Golf Plug-in Hybrid

It may showcase Volkswagen's eco technology, but the VW Golf Plug-in Hybrid is the worst version of the Golf Mk7 we’ve driven. The jerky drivetrain isn’t its biggest problem (although it needs to be smoother). It’s the price that makes it a very difficult car to justify. Sure, if you want a swift car that’ll run on electric power for a daily commute of around 30 miles each way, this could be for you. But we’d find it difficult for the numbers to really stack up.

As if there weren’t enough engine and trim combinations for your local VW dealer to explain on the new Golf, a plug-in hybrid will arrive at the end of next year, to complement the all-electric e-Golf that turns up in the summer.

The Volkswagen Golf Plug-in Hybrid (expect it to get a snazzier name by this time next year) combines the popular 148bhp TSI petrol engine with a punchy 108bhp electric motor. It’s a pairing that’ll also be seen in the Audi A3 e_tron and in the Golf it promises a claimed 188.3mpg, with a dash from 0-62mph in just 7.6secs.

It certainly feels swift enough, but it’s no GTI – to look at or to drive. It takes the restrained Bluemotion themes with eco-friendly wheels and tyres and a blue strip across the front grille and through the headlamp units where the GTI gets its red trim. Hidden behind a blue-rimmed, oversized VW badge on the nose is the charging socket.

? Volkswagen Golf review

There are four driving modes: when you start up, normal hybrid mode will be chosen for you, making the best use of the petrol/electric drivetrain. E-mode, unsurprisingly, will stick with electric power with a range of around 30 miles, Charge will keep the engine running and do all it can to refresh the batteries while on the move, and Maintain will reserve battery power for later in the journey when it can be used to best effect.

None of them provides particularly smooth progress, with the six speed dual-clutch DSG gearbox mostly to blame. Power comes in abruptly, while the brakes can grab and the gearbox jerk as energy is recovered as you slow down. Let’s hope there’s time for VW to smooth things out, although the DSG box has never been the slickest of downchangers.

The quietness of the power units, whichever combination is being used, sits nicely with the well-balanced ride of the Golf. The batteries under the rear seats don’t have much of an effect on comfort or handling, while passenger space is as good as in any other Golf. Right at the back, only the shallow storage area underneath the boot floor has had to go, so there’s still plenty of luggage space.

The biggest problem for this Golf, though, is likely to be its price. The performance/economy calculation might work for some, but as one of those cars that exists to ‘highlight the technology’ the price is likely to be scarily close to the range topping Golf R, which costs ￡29,900.

Let’s be honest, this car is mainly aimed at the diesel-phoebic US market. For us, the brilliant Bluemotion diesels make far more sense.

Price: ￡27,000 (est)Engine: 108bhp electric motor and 148bhp petrol engineTransmission: six speed DSG auto0-62mph: 7.6 secondsTop speed: 135mphEconomy: 188.3mpgCO2: 35g/kmEquipment: LED running lights, navigation system, climate controlOn sale: 2014For more breaking car news and reviews, subscribe to Auto Express - available as a weekly magazine and on your iPad. We'll give you 6 issues for ￡1 and a free gift!

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2011 Nissan Juke SL FWD

Review and photos by
Greg Wilson, Autos.ca

We recently tested a Nissan Juke SL AWD with Nissan’s new “torque-vectoring” all-wheel drive system that transfers power both front to rear and side to side at the rear wheels for improved traction and handling – a similar system to Acura’s Super Handling All-wheel Drive. This is an excellent safety feature for driving on wet, icy or snowy roads, and hopefully, this technology will migrate to other Nissan vehicles as well.

2011 Nissan Juke SL FWD

Unfortunately, the Juke’s AWD system is available only when matched to a continuously variable transmission – the standard six-speed manual transmission comes only with front-wheel drive.

Still, you can save about three thousand dollars by choosing the Juke front-driver with a manual gearbox, and it’s arguably more fun to drive with a manual transmission; plus it’s about 118 kg (258 lbs) lighter, weighing in at 1323 kg (2917 lbs). Another benefit to choosing the front-wheel drive Juke is the addition of a large, removeable plastic storage bin under the cargo floor made possible by the absence of a rear differential. It’s a great place for keeping cold drinks, groceries or valuables you want to keep out of sight.

Another difference between the front-wheel drive Juke and the all-wheel drive model is the type of rear suspension: the FWD model has a semi-independent torsion beam setup while AWD models offer an independent multi-link suspension. Having driven both (at different times) I don’t recall any major handling differences, but in theory the AWD model is better equipped to handle uneven road surfaces and provide a better ride. Still, torsion-beam rear suspensions, like that used in the Golf for many years, are proven to offer good handling and ride qualities in small cars.

Driving impressions

The Juke’s engine is a relatively small 1.6-litre DOHC 16-valve four-cylinder, but with the use of direct fuel injection, variable valve timing, and a turbocharger/intercooler, horsepower is a healthy 188 at 5,600 rpm and maximum torque is 177 pound-feet from just 2,000 rpm up to 5,250 rpm. Accelerating from a standing start, the engine feels a bit weak until about 2,000 rpm (turbo lag), but then it takes off with a surge of power that pushes the Juke from zero to 100 km/h in 8.0 seconds, according to AJAC. However, AJAC tested a Juke AWD with a CVT, and I suspect the lighter, front-wheel drive Juke with a manual transmission would be a least a half second quicker.The FWD Juke’s standard six-speed manual transmission has a meaty, shift knob that pokes out from what looks like a motorcycle fuel tank in the centre console. It’s easy to reach and easy to shift, and clutch engagement is generally smooth. However, the clutch is a bit sensitive when engaging First gear unless you give it some revs, and the first gear ratio is a bit too low, with the result that you need to rev it high before you move into second gear; shifting from second through sixth gears is a more progressive transition. At a steady 100 km/h in sixth gear, the engine turns over a quiet 2,600 rpm.

Juke SL models, both FWD and AWD, are equipped with a driver-selectable electronic performance adjuster called Integrated Control (I-CON) that gives the driver a choice of three different throttle and steering response settings, Normal, Sport and Eco. In the CVT-equipped Juke, Sport mode also includes simulated gearshifts and the ability to shift manually using the shift lever.

As you might suspect, Eco mode retards the throttle for slower acceleration and easier steering. Normal mode improves throttle response, while Sport mode offers a more aggressive throttle and steering feel. The one you choose will depend on whether you want to maximize fuel economy or enhance performance, but every time you start the Juke it defaults to Normal mode. Personally, I enjoyed the extra performance of Sport mode.

Perhaps because of this, my average fuel consumption worked out to about 10.6 L/100 km. Official Energuide figures are 8.3 L/100 km (34 mpg) city, and 6.4 L/100 km (44 mpg) highway when equipped with the manual transmission. The Juke with a CVT and AWD offers slightly better fuel consumption in the city, and slightly worse on the highway, but there’s not a significant difference. Premium gas is recommended for the Juke but not required.

Being a fairly small, light vehicle, the Juke stops quickly: AJAC recorded a 100 km/h to zero braking distance of 42.1 metres (138 ft.) in the dry. The Juke comes with standard four wheel disc brakes, ABS, Brake Assist, and substantial 215/55R-17-inch all-season tires.

With such a short wheelbase, the Juke is surprisingly nimble, has a good turning circle, and even though it has a high ground clearance, a tall roof, and a relatively narrow track, it feels quite stable when cornering aggressively. Understeer and oversteer are mitigated by standard electronic stability control and traction control. With a short wheelbase, the ride can be choppy and somewhat firm. However, its high ground clearance should prove an advantage on snow-covered side streets next winter.

The Juke driver has good visibility except at the right rear corner where a thick C-pillar and rear head restraint block the over-the-shoulder view. A variable intermittent rear wiper is very useful in keeping the rear window clean, and Jukes with the optional navigation system include a rear-view camera that’s handy when backing into a parking space. Interestingly, the driver can see the front turn signals through the windshield because they are on top of the front fenders under those bulging glass covers – this is the only vehicle I know where this is possible!

As other reviewers have reported, the Juke is a fun vehicle to drive with a playfulness you won’t find in slightly larger crossovers like the Hyundai Tucson, Mazda CX-7, and even the Acura RDX. That’s partly because the Juke is smaller and more nimble than those vehicles with a small, but lusty turbo engine that loves to rev. There isn’t really another vehicle on the market similar to it.

Interior impressions

The Juke’s small size has some disadvantages. The cargo area behind the rear seats is a joke. The floor height is very high and the sloping hatchback eats up a lot of vertical space. However, as mentioned earlier, the FWD Juke has a hidden storage bin under the cargo floor which measures about 90 cm wide by 15 cm deep. And once you fold one or both of the split rear seatbacks down, there’s plenty of cargo room. But if you want to transport four passengers and their luggage, you’re out of luck unless you have a roof carrier.

Another disadvantage of the Juke’s small size is access to the rear seats. The curvature of the wheelwell and the slope of the roof make for a rather narrow door opening when compared to the front doors. And while rear headroom and legroom is sufficient for adults and the raised front seats provide generous footroom, the rear seat does feel tight.

Up front, it’s a different story where there is more headroom and legroom. The driver’s seat is height adjustable but the front passenger seat is not, and neither have lumbar adjustment. The sporty leather wrapped steering wheel tilts up and down but doesn’t telescope in and out. Cloth seats are standard, but my Juke SL had the optional leather seats with seat heaters that are bundled together with the optional Navigation package and premium Rockford Fosgate audio system ($2,600). That’s a very good deal when you consider what’s included. One thing missing in the Juke is a centre armrest.

Between the speedometer and tachometer is an orange backlit information display with small fuel and coolant displays, odometer, outside temperature indicator, and trip computer which can be toggled between average fuel economy, instant fuel economy, time to destination, and distance to empty.

The Juke’s optional five-inch colour screen in the centre console provides audio and navigation functions and a rear-view camera when the transmission is put into Reverse. Though the screen is smaller than some of its competitors’, I found the letters and graphics easy to read and touch-screen ‘buttons’ easy to operate. Most of the audio controls – volume, Seek, Tune, Station – are traditional manual buttons anyway. And the steering wheel includes separate controls for Volume and Seek as well.

I also liked the navigation system’s ease of use and direction instructions, both visual and audible. After warning the driver of an upcoming turn, the map displays a large arrow and distance to the turn so that you don’t miss it. Inputting a destination can be done a number of different ways, and drivers’ can choose fastest or shortest route that minimizes toll booths, freeways or ferries. A real-time traffic information alert also shows road construction and delays. The map also shows points of interest. The navigation system can be set for English, French, or Spanish.

Commercial-free XM satellite radio, with a limited time subscription, is also included with the optional Navigation package, and that’s what I listen to when it’s included. Auxiliary, 12-volt and USB ports are also included on the lower console in front of the shift lever and Bluetooth hands-free phone system is standard in all Jukes.

Perhaps the most interesting part of the instrument panel is the dual climate control and driving mode display. By pressing the ‘Climate’ button, the illuminated display buttons switch to climate functions like fan speed and ventilation choices and the display shows climate functions. By pressing the “D-Mode” (Driving Mode) button, the same buttons switch to the I-CON mode with Normal, Sport and Eco, and the display shows performance functions. The latter even includes a turbo boost gauge, engine torque display, G-force meter, and fuel economy history.

The only drawback with this system is that if you want adjust the climate controls while in D-Mode, you first have to switch back to Climate mode. However, since it’s an automatic climate control system, this is not usually necessary.

My Juke SL test vehicle had the keyless door unlocking and keyless start feature which enables the driver to lock and unlock the doors and start the vehicle without using the ignition key. The driver simply pushes a black button on the door handle to lock and unlock the doors, and once in the driver’s seat, pushes the ignition button to start the engine. This is a useful, time-saving feature, but there is a flaw: if you hand your Juke over to your spouse and forget to give them the key, and they drive away and stop the engine, they won’t be able to start it again. Yes, this has happened to me!

Verdict

Those who prefer a traditional manual transmission will have to give up the advantages of all-wheel drive if they want a Nissan Juke, but they will save money on the price-tag, and still enjoy the Juke’s unique combination of weird looks and driving fun.

Pricing: 2011 Nissan Juke SL FWD

Base price: $23,548

Options: $2,600 (Leather seats, navigation system with five-inch colour touch-screen, rear-view monitor, Rockford Fosgate audio with subwoofer and upgraded speakers, XM satellite radio, USB connector)

A/C tax: $100

Freight: $1,560

Price as tested: $27,808

Specifications

Buyer’s Guide: 2011 Nissan Juke

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

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Range Rover Sport SDV8 Autobiography 2014 review

Adding the larger SDV8 diesel to the Sport line-up is a no brainer. Its characterful, torquey delivery is a great match for the car’s well-tuned chassis, and gives it a staggering breadth of capability, from mud-plugging off-roader with an 850mm wading depth, right up to a potent driver’s car that delivers a surprisingly engaging, accurate and well-honed way to take on your favourite road.

The Range Rover Sport is now available with the 4.4-litre V8 turbodiesel found in the full-size Range Rover. To suit its new application, the engine has been given its own ECU calibration plus a revised intake.

? Range Rover Sport in-depth review

And it’s the latter that makes is presence felt the most. Even under light throttle loads, and with the Terrain Response set to its default automatic mode, the engine emits a gurgling, bassy noise that penetrates the cabin much more obviously than in the Range Rover.

Press the rotary Terrain Response controller and rotate it all the way to the left and Dynamic mode is engaged. This gives extra weight to the steering, particularly when moving the wheel off centre, and the most aggressive response from the throttle and gearbox. The engine is a great performer, pulling strongly from low revs and giving the 20-inch wheels plenty to deal with, particularly if the conditions are wet. The Brembo brakes are impressive at shedding speed, too, and have a progressive, confidence-inspiring pedal feel, even after plenty of hard driving.

The firmer setup for the air suspension rounds off lumps and bumps in the road and keeps you connected to, rather than cosseted from, the road surface as it does in the Range Rover. Despite this being a large, luxury SUV, the body control is impressive, even with the heavier diesel V8 in the nose – dive under braking is minimal, while roll is well contained so your passengers won’t get thrown around the cabin.

The stiffer setup means turn-in is very sharp for a big car, too, and approaches a level of dynamism that only the Porsche Cayenne has offered so far. Dynamic mode gives the powertrain a rear-wheel-biased feel, which is particularly noticeable when accelerating through tighter bends, and makes the Sport a surprisingly engaging drive that’s not unlike a larger, faster version of the Evoque.

The gearbox is a good match for the engine, too. It’s the much-vaunted ZF eight-speeder used by BMW to great effect, and shifts quickly and smoothly, barely interrupting the passage of power from the Sport’s new engine to all four wheels. Manual shifts are very swift, too. These can be done by pulling the gearknob across to the left, then back for up and forward for down, just like the sequential box of a racing car, or via steering wheel-mounted paddles. The latter are the most practical, but it’s a shame that the paddles themselves are made of thin plastic, as they are right across the JLR line-up, rather than some nice, tactile metal as they are on a similarly priced Porsche.

And after all that fun, switch the Sport back to Auto and it becomes a luxurious, quiet cruiser. It’s a different animal to a Range Rover, and has quite a different appeal. But if you enjoy driving, rather than being driven, then the new diesel model could well be the sweet spot in a very competitive range.

Price: ￡81,550Engine: 4.4-litre V8 turbodieselPower: 339PSTransmission: Eight-speed auto, four-wheel drive0-62mph: 6.9 secondsTop speed: 140mphEconomy: 31mpgCO2: 229g/kmEquipment: 20-inch alloys, leather upholstery, climate control, xenon lights, adaptive cruiseOn sale: NowFor more breaking car news and reviews, subscribe to Auto Express - available as a weekly magazine and on your iPad. We'll give you 6 issues for ￡1 and a free gift!

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Audi S3 Saloon review

Never one to let a niche go untapped, building this Audi S3 Saloon is an obvious step for the firm. It’s a welcome one, too, as it makes gives the Saloon the performance to match its sharp, understated looks. It’s not a hardcore baby super-saloon like a Mercedes CLA45 AMG, but thankfully its price, subtle styling and the impressively capable all-rounder driving dynamics reflect that.

Although Audi’s hottest models wear the RS badge, the uninvolving drive of its top-drawer cars can be disappointing. But the S models, like this new Audi S3 Saloon, are more reliable – subtle, stylish and still devastatingly quick, they’re often more fun and better real-world choices.

??Audi A3 Saloon review

??Audi S3 review

And while there isn’t an RS version of the latest A3, it’ll have to be quite a big leap forward from the old RS3 to build on what the latest Audi S3 offers.

The saloon drives in a very similar way to the S3 hatch. Under the bonnet is the VW Group’s potent long stroke 2.0-litre TSI petrol engine. If you’re not on the turbo, there’s not much in the way of response, but as soon as you’ve built a few revs, the power and performance it offers, particularly in the mid-range, makes the S3 a very quick road car.

It’s similar in size to other hot hatches, but the S3’s chassis doesn’t feel alive and mobile in the bends like the?Renault Megane RS?265. Instead, it offers limpet-levels of grip when cornering hard and feels like it’ll never lose traction, even when accelerating out of the hairpins on our alpine test route.

The driving experience is best described as binary: press the accelerator and you shoot forwards with impressive urge, turn the wheel, the car scythes round a corner – no messing around. And while these traits are less desirable on an RS model, which should involve the driver more, they suit the S3’s ‘all-rounder’ brief.

There isn’t much feel from the steering wheel, but you soon learn to trust that the car’s nose with turn in sharply, almost regardless of the speed you’re doing. Likewise, the brake pedal doesn’t tell you much, but the firm initial bite gives you confidence, although a harder push of the pedal doesn’t yield brush off speed quite as quickly as the initial response implies.

??Audi news and reviews

If you’re a keen driver, we’d recommend the manual gearbox option. Although it doesn’t have the on-paper potential of the S tronic automatic version, the six-speed manual is much more engaging thanks to its slick shift and knurled R8-style gearknob that feels just right in your hand. The clutch is quite heavy, and you have to be careful to match the inertia of the transmission with the engine speed for a smooth start, but once you’re off and running, the change is excellent.

The Audi S3 Saloon is devastatingly quick when you get the chance to put your foot down, but this doesn’t come at the cost of the ride quality. The suspension is 25mm lower than the regular car and is quite firm, but it still easily rounds off the edges of lumps and bumps in the road. The cabin is really nicely built from some very solid materials, and the flat-bottomed wheel and supportive sports seats add just the right amount of extra bling to set the S3 apart from its siblings in the A3 range.

The S3 Saloon is a welcome addition to Audi’s ‘warm’ range of performance cars. It's quiet, docile and practical when you’re pottering about, but the potent engine and sophisticated chassis mean this is a real all-round, everyday performance car. The next Audi RS3 has a high bar to aim at.

Price: ￡33,240Engine: 2.0-litre 4cyl turbo petrolPower: 296bhpTransmission: Six-speed manual, four-wheel drive0-62mph: 5.3 secondsTop speed: 155mphEconomy/CO2: 40.4mpg/162g/kmEquipment: 19-inch alloys, xenon lights, sports suspension, leather upholsteryOn sale: NowFor more breaking car news and reviews, subscribe to Auto Express - available as a weekly magazine and on your iPad. We'll give you 6 issues for ￡1 and a free gift!

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Range Rover LWB 2014 review

Hugely spacious rear quarters with an unparalleled view out. It’s beautifully trimmed in the back, too.Even in access mode, it’s quite a hike up into the car. And please Land Rover, update the infotainment systemThe Range Rover has always had a greater sense of cool and occasion than any other luxury car. Now it has the space to match. It might not match the tech or the ultimate refinement of the new Mercedes S-Class, but the comfort and the view out of the back of a long wheelbase Range Rover has made this British luxury SUV even more appealing.

What a difference 200mm makes. That’s the extra length of the long wheelbase Range Rover models, with 186mm of that translating directly into additional rear legroom, answering just about the only criticism about our current Luxury Car of the Year.

Sure, there are plenty of long wheelbase versions of other luxury cars, but this new Range Rover feels far more spacious than most thanks to the extra height this SUV gives you in the cabin – it’s truly cavernous.

? Range Rover news and reviews

The Range Rover’s not as easy to get in and out of as its rivals, though, even when your chauffeur has lowered the air suspension by 49mm in access mode. But with deep side windows (the rear doors are now truly enormous) you get an unparalleled view out, which is heightened if you opt for the full-length panoramic sunroof. That grandiose vista makes the whole experience feel so much more special, whether you’re used to the VIP treatment or not.

Edge the front passenger seat forward and a six foot adult can just about stretch out fully in the back – especially if you opt for the new range-topping Autobiography Black model with an extra 17 degrees of recline in the seats and calf rests to support your legs.

The Black doesn’t arrive until next summer with a price tag expected to be in excess of ￡130,000, justified by a new level of luxury inside with everything from electric-powered pop-up tables to ten-inch screens for both rear passengers.

Outside, Black models get new black detailing to the front and rear lights, plus a shinier front grille and new wheel options. The Atlas side vents get chrome accents, too, while all long wheelbase models get a subtle ‘L’ badge at the bottom of the vents, too. If you can’t wait for the Black version, you can specify your SDV8 diesel or supercharged V8 petrol Autobiography model in long wheelbase form for ￡102,120 or ￡105,830 respectively – a ￡7400 increase over the 4999mm long car.

On the road, the long wheelbase models feel just as wieldy as the standard cars – the benefit of using lightweight aluminium throughout the car. And you still get one of the plushest rides in the back of any luxury car, with impressive levels of hush, too. Land Rover is quoting identical fuel economy figures for standard and long-wheelbase models, too, so claimed averages are 33mpg for the diesel and 22mpg for the petrol model we drove.

Price: ￡105,830Engine: 503bhp V8 petrol engineTransmission: eight speed auto0-62/top speed: 5.4secs/155mphMPG/CO2: 22mpg/322g/kmEquipment: full leather, reclining, heated and massaging rear seats; Meridian sound systemOn sale: March 2014For more breaking car news and reviews, subscribe to Auto Express - available as a weekly magazine and on your iPad. We'll give you 6 issues for ￡1 and a free gift!

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Audi A3 Cabriolet 2014 review

You buy a convertible like this new Audi A3 Cabriolet for style above all else, so taking the sharp-looking A3 saloon, and slicing the top off gives the Cabriolet loads of kerb appeal. It doesn’t come cheap, and rivals are more fun to drive, but it’s a comfortable, practical and spacious way of making quite a style statement.

The Audi A3 Cabriolet is the fourth member of the rapidly expanding A3 family, and it joins the pair of hatchbacks and new saloon from next April (although you can order one now). It has switched from the previous hatchback shape to a saloon bodystyle, boosting boot space by 60 litres to 320 litres when the top is up. The new A3 Cabriolet does use the shorter wheelbase platform of the three-door hatch, rather than the longer version shared by the five-door and saloon, to keep the proportions compact.

??Audi A3 review

? Audi news and reviews

When the sun comes out, a small switch in the centre console drops the canvas top into a compartment above the boot in a little under 20 seconds. Usefully, you can do this at speeds of up to 31mph, should the weather turn. With the side windows up, and the collapsible but unattractive wind deflector clipped into place above the rear seats, wind buffeting is well managed - although you do notice what a good job the roof was doing of keeping noise down. If it’s cold, the optional hot air blowers, mounted in the top of each seat back, keep your neck nice and warm.

The Audi A3 Cabriolet is lighter than before, but it doesn’t feel much stiffer. There’s a noticeable wobble from the rear-view mirror, and while the steering remains linear and accurate, you can feel the wheel moving around in your hands.

The diesel engine offers plenty of torque, but it’s quite a noisy unit. If you don’t do many miles, we’d steer clear and go for the smoother, quieter petrol instead. That torque also means you’re stuck with the jerky six-speed S tronic gearbox, if you opt for an auto, rather than the smoother-operating seven-speeder. The gearbox never seems to be in the right gear at the right time either, and it feels like the tuning hasn’t quite been finessed enough to take the car’s extra weight into account. The manual arrives in April, with the S tronic available from the summer.

The S line car we tested comes as standard with Drive Select, which helps give the car a decent ride by adapting the damping to suit. It does have a tendency to bob forwards and back over bumps whatever the mode, but the trade-off is a more compliant ride to suit the fact that this A3 has been tuned for comfort rather than a sharp drive.

The view from the driver’s seat is now very familiar – the same minimalist dashboard, solid-feeling surfaces and comfortable driving position are carried over from the rest of the range.
Up front, headroom isn’t compromised by the new canvas top, although you do notice that the screen’s pillars seem more prominent than usual, as they’re beefed up to withstand a roll-over impact. Rear seat space is pretty tight for both head and legroom, although the two rear seats are sculpted into a comfy shape.

With the roof in place, the new A3 Cabriolet is extremely quiet and refined – the triple-layer insulation smothering the clatter of the diesel engine and the road noise, which works its way up from the 18-inch wheels and tyres of our test car. The roof’s design doesn’t compromise the car’s looks too much, as it can with some soft-tops, ensuring the car still looks sleek, even when the British weather does its best to spoil things.

The switch from hatchback to saloon bodystyles has sharpened the looks of the latest A3 Cabriolet, and that gives it loads of showroom appeal. It’s not an especially sharp drive, especially with the diesel, but it’s comfortable, quiet and feels like a very polished addition to A3 family.

Price: ￡32,015 (est)Engine: 2.0-litre 4cyl turbodieselPower: 148bhpTransmission: Six-speed dual-clutch, front-wheel drive0-62mph: 8.6 seconds (est)Top speed: 137mph (est)Economy/CO2: 62.8mpg/121g/km (est)Equipment: 18-inch alloys, Drive select, climate control, triple-insulated roofOn sale: NowFor more breaking car news and reviews, subscribe to Auto Express - available as a weekly magazine and on your iPad. We'll give you 6 issues for ￡1 and a free gift!

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2011 Toyota Yaris sedan

Review and photos by
Haney Louka, Autos.ca

This may come as a surprise, but I was really looking forward to driving the 2011 Yaris. Now before you write in to AJAC challenging my qualifications as an automotive journalist, let me be more clear: I had the opportunity to drive the Yaris after a week behind the wheel of a Honda CR-Z hybrid, a car that, despite its sporting pretensions, I drove as if I was burning the last tank of fuel on the planet.

2011 Toyota Yaris sedan

The CR-Z’s approach to encourage efficient driving is very in-your-face. For example, there’s green-to-blue-to-red dash lighting to show you exactly how environmentally-friendly your driving habits are at any given moment. There’s also an Eco mode that introduces lazy throttle response and reduced climate control effectiveness to the driving experience. After one week of short-shifting at 1,700 rpm and holding up traffic while pulling away from every intersection, I found that my city-only consumption in the CR-Z hovered around 8.2 L/100 km.

So I drove the Yaris, sans trip computer, just as I would any other car. I accelerated smartly from stops, enjoyed what felt like spirited throttle response after Eco mode in the CR-Z, and on the odd occasion even drove more than one passenger around. After filling the tank, I calculated a consumption of 9.0 L/100 km, or only about 10 per cent higher than that of the painstakingly-driven CR-Z. Now, you tell me what’s more fun.Enter the Yaris: a fairly basic compact car, the Yaris has none of the eco-frills of the CR-Z, and it will most certainly not be cross-shopped against the sporty two-seater. What it does provide, though, is an old-school approach to efficiency. The Yaris is a light car (at 1,060 kg, it undercuts the CR-Z by a full 150 kg) with its only propulsion coming from a gas-powered internal combustion engine. Fuel consumption is rated at 7.0 L/100 km in the city and 5.7 on the highway. Since we’re comparing, the CR-Z gets better ratings of 6.5 and 5.3, but I’m after real-world numbers.

The point here is not that the Yaris is a fun car to drive (because it’s not), but that light, efficient cars can achieve consumption figures within spitting distance of those achieved by hybrids, without the additional weight and complexity of on-board batteries.

The Yaris I drove was the four-door sedan with the “B” (a.k.a. Convenience) package. If that description doesn’t get your pulse racing, I don’t know what will. Base for the sedan is $14,990. Opting for the four-speed slushbox adds $1,000 to the price, while the “B” package adds a further $2,725 to the bottom line. It also adds a bevy of desirable features, like air conditioning, power windows and locks with keyless entry, heated exterior mirrors, and a few other goodies.

Our tester also included the dealer-installed Bongiovi-enhanced audio system for $334.50 (more later), bringing the as-tested price to $18,050 before destination and taxes. There’s also a “C”, or Enhanced Convenience package, that adds cruise control for another $530.

While the Yaris is low on frills, Toyota has introduced the “Star Safety System” on all of its models for 2011. That means even the $13,995 Yaris hatch gets a full suite of collision-avoidance features, including traction control, vehicle stability control, anti-lock brakes, brake assist, electronic brake force distribution, and “smart stop” technology. The latter of those cuts fuel delivery and allows the brakes to take precedence in the event that both pedals are applied at the same time.Toyota doesn’t go out of its way to make the Yaris look like something it isn’t; a strategy that has its pros and cons. On the pro side, no customer will be duped into thinking they bought something that’s hip and sporty, but rather they’ll know they spent their money with economy and efficiency in mind and that’s exactly what they got. On the downside, though, Toyota is not making any effort to appeal to the younger car buyers out there. Not a problem, perhaps, since its youthful Scion division sells the xD for about the same money (this doesn’t help new car shoppers here in Winnipeg, though, but that’s another discussion).

While newer entries such as the Mazda2 and Ford Fiesta can compete against Toyota’s standard safety suite, the Kia Rio, Hyundai Accent, and Chevrolet Aveo don’t measure up in this regard.

The Yaris’ 1.5-litre four-banger makes the most of its 106 hp and 103 lb.-ft. of torque thanks to variable valve timing; it’s a shame the slushbox can’t reciprocate because it only has four forward gears. Nonetheless, the engine is smooth and refined despite its diminutive size.

As expected, the Yaris is suspended on MacPherson front struts and a torsion-beam rear setup; the finished product managing rough roads with more grace than anticipated. The ride is still a bit busy, but very good for this class. And because the car’s front and rear drop off rather quickly, its bright greenhouse affords an excellent view of its surroundings.

Inside, a Yaris trademark continues with the centrally mounted instrument cluster. The overlapping speedometer and tach dominate the small panel; nestled in the corner is a small digital odometer and fuel level display. Coolant temperature is relegated to a dummy light.

I’m a fan of the dual dash-mounted cup holders and wish more car companies would find room for them there. Overall it’s a comfortable interior but it has about as much pizzazz as the outside; certainly a car for the just-get-me-from-A-to-B set.Beneath the centre dash vents is the head unit for the Bongiovi-enhanced audio system. I’ve been impressed by the Digital Power Station in a few Toyota vehicles (Toyota, having signed a deal with Bongiovi Acoustics, is the only car company in Canada to offer this factory-backed accessory) but became less so after listening to it in the Yaris. The system works with what it has (which, in the Yaris, is not much) to digitally optimize audio quality, but at the end of the day it’s a weak system with four tinny speakers, so the DPS doesn’t work wonders like it does in other vehicles.

The Yaris proves that you don’t need to pay a hybrid premium to drive green. It’s a compelling value for those who place efficiency and safety above style and panache in their daily drive.

Pricing: 2011 Toyota Yaris sedan

Base price: $14,990

Options: $3,060 (“B” Package of air conditioning, power windows and locks with keyless entry, heated exterior mirrors, $2,725; Automatic transmission, $1,000; Upgraded stereo, $334.50)

A/C tax: $135

Freight: $1,350

Price as tested: $19,535

Specifications

Buyer’s Guide: 2011 Toyota Yaris

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

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