Used Car Review

Chrysler Grand Voyager (1997-2001)

Chrysler must get a little upset at Renault’s blatantly revisionist history when it comes to MPVs. Most people would identify the Espace as the car that pioneered the MPV boom but Chrysler had been turning out Voyagers for years before that. Likewise, Toyota were rather less than gruntled when Renault again claimed credit for the mini-MPV from their pioneering Picnic but that’s a different story. The French company even cribbed the idea of a long wheelbase version (shamelessly prefixed ‘Grand’) from Chrysler. The Grand Voyager arrived in 1997, the Grand Espace in 1998. If you want the original, here it is.

HISTORY
Chrysler rather dipped its toe in the water with the Grand Voyager, initially only offering one trim level and one engine. Back in March 1997, the only variant sold was the 3.3-litre LE petrol version. Well equipped with cruise control, power-adjusted driver’s seat, adjustable steering column, alloy wheels, a roof rack and front fog lights, this model soon found favour with UK customers and demand was such that in September 1998, Chrysler added the plusher leather-trimmed LX version. More importantly for buyers with fuel economy in mind, a 2.5-litre turbodiesel variants was also slotted in, with a choice of SE or LE trim. A thoroughly revised Voyager was announced for the 2001 model year.

WHAT YOU GET
All Grand Voyagers comes with seven seats – individual ‘captains chairs’ for the first two rows and a comfortable fold-away bench at the very back. As usual in MPVs, you can fold, reverse or remove the seats as you wish. Where the Grand Voyager was almost unique however, is in the way that it solved the traditional People Carrying bugbear. It’s all very well being able to seat up to seven people but where on earth do you put their luggage?  Buy a Ford Galaxy/VW Sharan/SEAT Alhambra (all the same design) or indeed the Peugeot 806/Citroen Synergie/Fiat Ulysse (another joint effort) and you’ll probably also have to buy a roof-box. The Grand is different. For a start, the short wheelbase model offers 671 litres, as well as 150mm more cabin space. Take all but the front seats out and the capacity rises to a vast 4880 litres – almost enough to move house with. By today’s standards, the Grand Voyager is lacking in safety provision compared to most family-friendly vehicles and it’s worth bearing in mind that this vehicle never did particularly well in crash tests.

WHAT YOU PAY
The first of the 1997P Grand Voyager 3.3-litre LE models should cost around £5,100. The Grand Voyager LX version starts on 98S plates at about £6,500. The Grand Voyager with the 2.5-litre turbo diesel engine starts at £6,400 and reaches £9,000 for 2001 X-reg models, while the Voyager diesels retail from about £8,100 in SE trim on the same plate.

WHAT TO LOOK FOR
The Italian-made VM turbo diesels need their oil changed more regularly than the petrol models so check the vehicle’s service records to make sure the former owners have done so. US engines are renowned for going long distances without trouble and the petrol-powered cars have no known problem areas but, as with the diesels, a service history is always desirable and may help when selling on.
The interiors are well enough assembled though the plastics used aren’t up to the best European standards. Check that all the ‘convenience’ features like the central locking, electric windows and mirrors plus the air conditioning are working properly as they’re expensive to fix. Also look for worn interior trim as a result of hard family use and check the body extremities for parking scrapes – these cars are often driven by people unused to their sheer bulk.

REPLACEMENT PARTS
(Based on a 1999 3.3-litre SE – approx excl VAT) A replacement clutch assembly will be about £375. A new starter motor is close to £295, a radiator is around £500 and a replacement headlamp will cost you around £170.

ON THE ROAD
The VM turbodiesel is not the best of its type in terms of refinement but nevertheless pulls lustily through the gears and returns far better economy than the V6 – around 33mpg compared with 23. If you can afford the heftier fuel bills, the 3.3-litre V6 is much quieter and smoother helped in no small part by the four-speed automatic with its shift lever mounted on the right of the steering column, saving costs on the right-hand-drive conversion, you might suspect.
The Voyager’s handling isn’t quite on a par with the Ford Galaxy/VW Sharan/SEAT Alhambra products – but then this is a bigger car. Nevertheless, it’s surprisingly good for a model developed primarily for American tastes.

OVERALL
The Grand Voyager does a very good job of shifting people in a modicum of style. Where this vehicle fails to cut the mustard is in terms of what we expect from a contemporary car in terms of safety provision. My tip would be to keep saving and go for a post 2001 model.

Chevrolet Captiva (2007 – To Date)

4×4 vehicles might form an integral part of virtually every mainstream car manufacturer’s model range these days but it wasn’t always so. Retreat through the annals of history for a few years and the 4×4 was a more specialist proposition that comparatively few manufacturers paid much attention to. One hangover from this era, for people who remember it, is that certain badges sit more comfortably on the nose of a 4×4 than others. Land Rover, Jeep and the big Japanese names all have longstanding pedigrees in the field and are names that seasoned buyers will trust. Chevrolet does too, even if it may have escaped many in the UK, and that could bode well where its Captiva compact 4×4 is concerned.

HISTORY
Chevy pick-up trucks like the S-10 and Silverado, along with SUVs carrying the Blazer and Suburban badges, are massive in America – that’s in both senses of the word. They’ve been household names since the early 80s and while they were never sold officially in the UK, they do indicate an element of 4×4 expertise on Chevrolet’s part. Admittedly, it was large, profligate vehicles in this mould that were latterly responsible for leading parent company General Motors into a spot of financial bother but the Chevrolet Captiva is on a far more reasonable scale designed to tally with European sensibilities.
The Captiva was launched in 2007 a little in advance of the arrival of its sister vehicle, the Vauxhall Antara. It was a larger and consequently more practical proposition than most of the rival compact 4×4 models on the market at the time and the roomy cabin allowed the inclusion of two extra seats in the back of higher spec models. With a seven-seat capacity, the Captiva had the ability to crossover into the market for larger family 4×4s and a distinct edge over many of the compact 4×4 alternatives.
The car was launched with a 2.4-litre petrol engine and a 2.0-litre CDTi common-rail diesel that originated from the Vauxhall stable and was to be the big seller. LS, LT and LTX trim levels were offered with the LT and LTX having the seven-seat option and the LS offered only in front-wheel-drive form. An Ikon special edition model was launched in 2009 bringing a package of styling accessories and extra equipment at a reduced price.

WHAT YOU GET
The Captiva isn’t one of these SUVs that tries to smooth over its styling in a bid to look more like a conventional car. All the tell-tail 4×4 styling devices are present, from the cavernous wheelarches to the chunky bumpers and big chrome grille. The design is clever in reducing the perceived bulk of what is a surprisingly spacious vehicle. Viewed in isolation, the Captiva looks to be about the size of a Toyota RAV4 or a Suzuki Grand Vitara but the tale of the tape shows that it’s a much heftier piece of metalwork. For a start, it’s fully 4,639mm long, compared with the 4,415 of the Toyota and the 4,470mm of the Suzuki. That’s why the Chevy has room for three rows of seats in some versions.
The Captiva’s rear seats are usable too, that’s by fully-grown people with a full complement of limbs. As an adult of six feet tall, you’d need some considerable powers of endurance to sit out a long journey in the third row but you could do it, unlike in many of the Captiva’s rivals. For kids, the space is generous. In the five-seat versions or with the rear seats folded, there’s a 465-litre luggage capacity and by folding all of the back seats down, it’s possible to fit a huge 1,565 litres of stuff inside. General build quality around the cabin is also pretty good and certainly better than you’ll find in some of Chevrolet’s smaller passenger car offerings.
The suspension layout consists of a MacPherson strut configuration in front and an independent four-link design in the rear. Ventilated disc brakes are standard on all four wheels. The Captiva’s 4×4 set-up is an on-demand system, meaning that as driving conditions require, the rear axle is instantly activated via an electromagnetic coupling to give maximum traction through all four wheels. The set-up also seamlessly interacts with the ESP and ABS systems, enhancing driver control of the vehicle and safety margins. The ESP itself has additional functions like HBA (Hydraulic Brake Assist), HDC (Hill Descent Control) and ARP (Active Rollover Protection).

WHAT YOU PAY
The compact 4×4 market was booming at the time of the Captiva’s launch with sales rising and numerous new entrants arriving to try and cash in. It was a tough market and the Captiva didn’t achieve the success that it perhaps deserved. It’s quite a rare sight on the roads as a result but that shouldn’t stop you from seeking one out. The cheapest prices quoted are invariably for the front-wheel-drive 2.4-litre petrol cars. It’s an outdated engine that’s best avoided if the budget will allow it. A 2008 car with this powerplant can be had for just over £8,000 with the more desirable diesels of similar age going up to £13,000.
The price range for the earlier 2007 models is between £5,000 and £8,500. The Vauxhall Antara holds its value quite a bit better thanks to a name that’s more recognisable to UK buyers but it’s virtually identical beneath the skin, so the Captiva should be the bargain hunter’s choice.

WHAT TO LOOK FOR
What you don’t want is a Chevrolet Captiva that’s been owned by a forest ranger or some Ray Mears wannabe who’s driven it to the brink of destruction on a weekly basis. In truth, the Captiva isn’t the kind of 4×4 that’s likely to attract the hardcore off-road driver but just in case, check the alloy wheels for excessive damage, have a look underneath the car to ensure the exposed areas are clean and abrasion free and avoid any seller decked out in army surplus camouflage fatigues whose other car is a Chieftain tank.

REPLACEMENT PARTS
(Approx – based on a Captiva 2.4 LS) Consumables for the Captiva are reasonably priced, an air filter retailing at around £11, a fuel filter costing around £21 and an oil filter £9. Spark plugs are £5 each and a new cam belt adds up to approximately £60.

ON THE ROAD
The engine range kicks off in unspectacular style with the rather aged 2.4-litre petrol engine, then perks up considerably with the 2.0-litre VCDi diesel. Crucially the entry-level cars are front wheel-drive only, the decision to forgo the complex and weighty 4×4 system doing much to keep running costs down. The front-wheel-drive versions feel little different from the 4×4s, which run in front-wheel-drive mode until traction is lost anyway, and will be fine for buyers intending to stick to light duties on the tarmac. Owners intending to tow or who regularly tackle adverse weather conditions will feel the benefit of the 4×4 system and it’s a must of course if you’re heading off-road. There’s a 2,000kg maximum towing limit on the 4×4 cars.
The petrol option has 133bhp and will detain you for 11.5s while it zips up to 60mph. The front-wheel-drive diesel has 150bhp and a 10.8s 0-60mph time, which is half a second quicker than a four-wheel-drive Captiva fitted with the same engine. Combined economy is 32mpg for the petrol and 38 or 39mpg for the diesel depending on the drive system.
The Captiva isn’t the most nimble thing on the road but it has decent ride quality for a 4×4 of its size. An automatic gearbox option was offered with the diesel engine in the higher trim levels but it reduces economy to 33mpg and takes the edge off performance.

OVERALL
Chevrolet has quite a history when it comes to 4×4 vehicles but the Captiva has little in common with the behemoths that the brand became associated with across the pond. It’s a sizable car by our standards and the roomy cabin is probably its major strength, especially with seven seats installed. The diesel engine is a good one but the petrol isn’t and is best avoided. Build quality should throw up few problems and the ride comfort is a plus, even if this isn’t one of the best handling compact 4×4s around. Buyers seeking a big and practical family vehicle should get on well with a used Captiva, particularly considering the prices at which it’s now available.

As the preferred option for compact executive car buyers who like an engaging drive to go with their brushed aluminium and brand equity, the BMW 3 Series always looked likely to go down a storm in coupe form. With the saloon’s athleticism and unerring engineering packaged within a more graceful amalgamation of body panels, it was hard to see how the coupe could fail on the occasion of its 2006 launch. Fail it didn’t and as a used buy, there’s no reason why a two-door version of BMW’s most bountiful cash cow shouldn’t be a similar success.

HISTORY
BMW had ruffled a few feathers amongst its loyal customer base with the Chris Bangle-devised styling of its 2002 7 Series and 2003 5 Series. In conservative market sectors like these, where a rough approximation of the status quo tends to be the best target for new product development programmes, the sharp creases and concave surfaces had proven too challenging for some. BMW had shown conviction that Bangle was right and that everyone would eventually come to realise his genius (what else was it to do with his workmanship filling its showrooms?) but a lot was riding E90 3 Series and it was no great surprise when it adopted a more measured approach.
Stylish, well proportioned and notably non-controversial, the E90 Three was BMW back doing what it has always done best. The E92 Coupe model arrived a year after the saloon. It was the first BMW in a while with which you didn’t need to hunt around for faint praise adjectives like dramatic and charismatic. This car was genuinely pretty with its sleek silhouette and clean lines. With the styling nail firmly bashed into the timber, BMW’s prowess in the engineering department could shine through.
The Coupe featured a truncated version of the saloon engine range with the different units arriving in stages over the six months from Autumn 2006. The more affordable small petrol and diesel engines that the 3 Series saloon tempts tax battered company car users with were not offered, so things kicked off with the 320i and 320d, both featuring 2.0-litre four-cylinder engines. From there, despite what the nomenclature might lead you to believe, all the mainstream engines were 3.0-litre six-cylinder ones. The 325i and 330i petrol cars are normally-aspirated but the 335i has twin turbochargers. The diesels are all common-rail turbo units, with the 325d and 330d using a single turbo and the 335d having two. The M3 Coupe went on sale in April 2007 packing a 420bhp V8 and more attitude than a teenager with a trust fund.
In the Autumn of 2007, BMW included its EfficientDynamics package across the 3-Series range with impressive results. The technology used varies according to the engine and model but significant fuel economy savings were made to most Coupe models from the 57-plate onwards.
A facelift early in 2010 brought styling upgrades designed to produce a more sporty look. LED lights were included and a single wide air-intake was introduced beneath the bumper. Small improvements were made to the economy and emissions of various engines and the 320d model was upgraded to 184bhp. Leather trim became standard on all models at this stage but prices took a jump too.

WHAT YOU GET
The 3 Series Coupe rides on the same front-engined, rear-wheel-drive platform as the saloon but there are differences aside from the two missing doors. The kidney grilles at the front of the 3-Series Coupe were restyled to give a simpler, cleaner look while the headlamps have a more piercing stare. Move round to the rear and you’ll pick out the broad tail light clusters that incorporate horizontal LED rods. On the way, you’ll spot the sculpted flanks and should you tap the front wings, you’ll find that instead of the high-pitched ring of steel, you’ll hear the duller thud of plastic.
In a bid to cleave weight from the 3 Series Coupe, BMW used plastic as well as the more traditional method of ‘tailored blanks’ – panels that are thick where structural rigidity is needed and thin where it’s not. With a fixed centre console dividing the rear seats, the 3 Series Coupe is a proper four seater with room in the back for two adults. The 440-litre boot and folding rear seats add a welcome dose of practicality but this is, above all, a coupe model.
All models came with close-ratio six-speed manual gearboxes as standard but there was also a very decent automatic option that halves the shift times of a conventional auto thanks to a smart interface between software and torque converter. There is even a pair of paddle shifts behind the wheel for when the driver wants to have some fun. That three letter word figures large in the 3 Series vocabulary. One look at the aluminium suspension parts and the direct rack and pinion steering shows that BMW was serious about upholding its reputation for producing the Ultimate Driving Machine.

WHAT YOU PAY
Even the entry-level versions of the 3 Series Coupe are very satisfying cars but there should be a plentiful supply of models from right across the range on the used market thanks to the strong sales levels this car enjoyed. An 07-plate 320i SE will now start from around £17,000 but the earliest 06-plate 325i cars are under £16,000. The 330i SE starts at £20,500 on 07-plates with an automatic gearbox, or around the same money for an M Sport version with the manual ‘box. A 335i will be £17,500 on an early 06-plate or £19,000 in M Sport guise.
The diesels were extremely popular and hold their value with more tenacity. They kick off at £19,000 for an 07-plate 320d SE, with a 325d SE at £20,500. Automatic gearboxes add £1,000 to these models and M Sport trim is another £1,000 on top of that. The 330d is available from £19,000 on an earlier 06-plate and a 335d of the same spec will be around £1,500 more. The M3 ranges between £35,000 and £45,000 on 07 to 58 plates.

WHAT TO LOOK FOR
No major faults have been reported with this generation 3 Series, BMW learning their lessons from the old car’s problems with sub-par South African cars and lingering Nikasil cylinder lining grumbles. Always go for metallic colours.
Be suspicious of cars that have had many owners in a short time (this could be a sign of ongoing problems). If you really want peace of mind, buy from a BMW dealer – but be prepared to pay the premium.

REPLACEMENT PARTS
(approx based on a 2006 320i Coupe) A clutch assembly is around £150. Front brake pads are around £60, a full exhaust about £500, an alternator around £150 and a tyre around £90. A starter motor is about £170.

ON THE ROAD
The 3-Series coupe’s focus on shaving weight comes hand in hand with some seriously powerful engines and that will be enough to pique the interest of any keen driver. The petrol line-up starts with the 320i, then comes the 218bhp 325i model, which sits just below the 272bhp 330i derivative. At the top of the pile sits the legendary M3 but another version that gets everybody in the know excited is the 306bhp 335i. This was BMW’s first turbocharged petrol unit offered in this country since the 2002 turbo, a car that was pensioned off in 1975. That leaves the diesels. These start with the 320d, then come the 325d and the 330d. The diesel flagship is the 286bhp 335d.
Accelerating from zero to 60mph in just 5.5 seconds, the 335i is a car that’s almost as fast as the previous generation M3 yet which is far less temperamental. As is the norm with high-end BMW models, the top speed is electronically limited to 155mph. Ignore the badge on the back, this is no 3.5-litre unit. Instead it’s a twin-turbocharged 3.0-litre powerplant, each blower supplying compressed air to three cylinders each. Using smaller turbos helps to overcome the inertia of one big unit. In turn, this lack of turbo lag helps this forced induction engine to replicate the progressive power output of a big, normally-aspirated powerplant. Mind you, even the 325i petrol model is no sluggard, punting the Coupe to 60mph in 6.6 seconds and on to 155mph.
The 3 Series Coupe is a wonderfully involving thing to drive, talented and communicative in the extreme. It steers, goes and stops with real athleticism regardless of the engines installed but it’s only the really powerful units that let you get the most from the chassis. The ride is on the firm side and that is the one area where people regularly find fault with the car. It’s not harsh but it’s a sporty set-up in keeping with the character of the 3-Series and there are those who prefer more of a cushy ride.
It’s also worth noting the fuel economy that’s obtainable from this highly capable sports coupe. BMW introduced its EfficientDynamics technology shortly after launch, so 57-plate cars and later gain a useful boost in economy of between 3 and 5 miles per gallon. The diesels shine particularly brightly with the 320d returning an outstanding 59mpg and 128g/km emissions. Even the 335d can still manage 42mpg and 177g/km, while the petrol options are hardly profligate either. The 44.8mpg 320i has 151g/km emissions and the 335i can return 31mpg with 218g/km emissions.

OVERALL
The BMW 3 Series Coupe offers four-seat practicality and a sparkling driving experience powered by a fine range of engines. The set-up might be a little too focused for some tastes, particularly in the firmly suspended M Sport models, but keen drivers will love the accurate steering, handling balance and performance. The engines also turn in first class economy figures completing a sensibly sporting package.

It was as if a light had suddenly pinged on in the Bentley product design department. “Get stylist Dirk van Braekel on the phone. Tell him that Bentleys don’t have to be square.” The Continental GT coupe was a very bold move, marking the first Bentley to be delivered under the stewardship of the Volkswagen Group. Of course, the simple and safe thing for the company to have done would have been to ape the styling of previous Bentleys in a pastiche of Britishness as they eased their Rohans under the table. Fortunately it didn’t work out like that and instead, we were treated to one of the most technologically advanced cars ever seen. Here’s how to track down a decent used example.

HISTORY
This bold take on what a modern Bentley coupe should represent was first unveiled at the Paris Motor Show in September 2002. Drawing almost universal acclaim, few were prepared for quite what a technological tour-de-force this model represented. Advance orders poured in and when the cars first appeared in dealerships in March 2003 business was, to say the least, brisk. Beloved by Premiership footballers and raffish city boys alike, the Conti GT spawned a special edition ‘Diamond Series’ and, in summer 2006, a convertible GTC model.
The 600bhp Speed model arrived in mid 2007 billed as the first 200mph Bentley. At the same time the standard GT models received a number of revisions many lifted from the Speed model itself. Weight saving measures knocked 35kg from the car’s kerb weight while low friction dampers boosted ride comfort and the steering was tweaked to give greater feel. A new exhaust system helped deliver a 3.5% reduction in emissions and economy.

WHAT YOU GET
Here is a Bentley that weighs in at Porsche money, that stakes a claim as the most technologically advanced car on sale, and which at the time of launch, was billed as the world’s fastest four-door coupe. Powered by a 6.0-litre twin turbocharged W12 engine good for 555bhp, with four wheel drive and a paddle operated gearbox, the Continental GT was born in a virtual world. Every nut, bolt and washer was designed in concert with the Data Control Model – the computer simulation that would then design the tooling to physically build the car.
Certain Bentley trademarks endure – the bullseye chromed ventilation outlets and the organ stop controls, but don’t get the impression that this interior is a quaint retro pastiche. A touch screen LCD display on the centre console controls the air conditioning, satellite navigation, computer information and entertainment systems, whilst many of the minor controls can be operated without removing hands from the steering wheel. It’s this blend of old and new that’s particularly fascinating. Craftsmanship techniques have been similarly updated. For instance, wood paneling can be dramatically curved in a way that was once impossible. By the same token, while the leather is still applied to the car with the same hand crafted care, it‘s cut from hides using a digitized process that reduces waste and optimizes efficiency.
400 Continental GT Diamond Series cars were produced featuring exclusive 20″ 12-spoke forged alloy wheels. The Continental GT was already fitted with the largest brakes on any production car but the ones on the Diamond Series are bigger. The black 8-piston callipers that peep purposefully from between the wheel spokes clamp down on 420mm carbon-silicon carbide cross-drilled discs at the front and 356mm versions of the same at the rear. Inside, the Continental GT Diamond Series is based on the Mulliner Driving Specification package that was developed by Bentley’s bespoke coachbuilding division to give an added sporting dimension to the standard car. Quilted leather seats and door casings feature along with drilled alloy pedals and a sports gear lever in chrome and leather. The ubiquitous Bentley wood finishes are either dark stained walnut or piano black wood for a more contemporary feel.

WHAT YOU PAY
After the initial feeding frenzy when used GTs were changing hands at huge premiums over the £110,000 list price, values settled and, more recently, have dipped rather sharply as newer attractions from Aston Martin, Ferrari and Porsche have become hotter tickets. These days, you’ll need a mere £78,000 to land an 03 plated Continental GT. New prices nudged up first to £112,750 in early 2005 and then to £115,000. Insurance for all models is Group 20.

WHAT TO LOOK FOR
The Continental GT is an extremely reliable car. Many of the oily bits have racked up millions of miles underneath the skin of Volkswagen’s Phaeton with very little complaint and the additional tender loving care that Bentley owners lavish on their cars means that the Continental GT is a solid used buy. Strangely, one of the few ‘faults’ that has been mentioned is the fact that darker coloured paint finishes can go rather ‘swirly’ through overpolishing!

REPLACEMENT PARTS
(approx based on a 2005 Continental GT excluding VAT) Parts for the Continental GT vary in price wildly. Those which are common to Volkswagen group products like the Phaeton aren’t horrifically expensive with a starter motor retailing at £159. The Bentley specific bits are eye wateringly dear though. A replacement windscreen with rain sensor is £1,285 while a headlamp unit is £925.

ON THE ROAD
Power is transmitted to the road via a rear-biased four-wheel drive set up which gives the Continental GT a handy advantage when the going gets slippery. The link between the driven wheels and the engine comes courtesy of a six-speed automatic transmission built for Bentley by ZF. This can be marshalled via paddles behind the steering wheel should you wish, or else it can be driven like a conventional automatic. This was a surprisingly controversial feature, with some engineers arguing that a car with this much torque didn’t need a six-speed gearbox. Yes, you could lock the Continental GT into third gear and surf languidly along for much of the time, but the enthusiast owner profile eventually dictated the six ratios.
Another first for Bentley was the attention to aerodynamics. A car that can accelerate to 60mph in less than five seconds and on to the far side of 190mph requires sufficient aerodynamics that its owner can be assured of it remaining dirty side down. The Continental GT benefits from the expertise of the best aerodynamicists the Volkswagen Group had. The venturi tunnel under the rear of the car and the cooling ducts in the engine bay all attest to their labours.

OVERALL
Although some have criticised the Continental GT for lacking the unbridled sense of occasion possessed by Bentleys of yore, it’s tough to quibble with the product itself. Awesomely powerful, beautifully screwed together and dynamically excellent, the continental GT will be remembered as a landmark car. Now could well be a good time to buy used as early cars that are still feeling fresh are priced attractively low.

How quickly things change. The first Audi A3 was hailed as a landmark in small car quality but seven years is a long time in this market and by 2003, things had changed. What was once deemed superior build quality had become rather run of the mill. Audi realised that if they wanted to preserve their pricing differential over the Mk V Volkswagen Golf, something special was required. That something special was the second generation A3 range. As a used buy, a compact car doesn’t get much more bulletproof than this.

HISTORY
The original Audi A3 changed the way many premium manufacturers thought about small cars. Although Mercedes had a go at adding value to the sector with the C Class Sport Coupe, it just wasn’t special enough and nor was BMW’s 3 Series Compact. Audi had thought long and hard about what buyers in this sector wanted and they certainly didn’t want a ‘lite’ option of an existing model – which was what the BMW and Mercedes in effect represented. Therefore the A3 had to be substantially different to the A4. This formula has served the Ingolstadt company well and was reprised when the second generation A3 was launched in summer 2003. With a range of high tech engines, the A3 was launched as a three door variant only, with initially no sporty ‘S’ versions and quattro all-wheel drive transmissions only fitted to the top of the range 3.2-litre cars. In summer 2004 the A3 Sportback five-door model was announced, offering a longer car for five-door customers and later that year a 1.6-litre FSI engine was introduced. The impressive 2.0-litre FSI turbo unit that powered the Golf GTi was also made available in the A3.
All 3-door cars sold from early summer 2005 were given the Audi ‘single frame’ grille. This featured on the Sportback from launch as well as on most of the other Audi models by this time. The S-line sport pack was also made more widely available, bringing an added sporty dimension to the car. The 2.0 TDI 170 diesel engine was introduced in the summer or 2006 and the impressive DSG gearbox became known as S Tronic at around the same time.
The S3 put in its appearance during the autumn of 2006 and it did so with a 263bhp version of the 3.2 V6 engine up front. Then, later that year, the normally-aspirated 2.0-litre FSI engine was given the old heave-ho in favour of a 1.8-litre turbo FSI unit with 158bhp. This was followed in mid 2007 by the 1.4 TFSI which replaced the 1.6 FSI.
In mid 2008 the A3 underwent a facelift across the range. Stylish improvements to the vehicle included the front wings and the grille becoming shapelier, the headlights were made sharper-looking and the side repeaters were incorporated into the door mirrors. A 2.0-litre common-rail engine was introduced. This was followed in summer 2009 by a 1.6-litre TDI common-rail engine.

WHAT YOU GET
Longer, wider and lower than its predecessor, here is a car that has punted the A3 back into pole position as the item of choice for the discerning young professional. The most obvious change over the previous generation car is the increase in wheelbase. The styling is largely evolutionary, remaining obviously an A3, only looking a little stretched. The additional 65mm in wheelbase has rectified one of the old A3’s faults, namely that rear seat accommodation was a bit pinched. The extra 30mm of width also helps a little with shoulder room.
Three-door versions arrived first with five-door Sportback models arriving later. That mirrors the evolution of the old A3 range and, like the old A3, this version rides on Golf underpinnings. Not just any old Golf though. The A3 was the first car to use the 2004 model Golf chassis, a vehicle platform that allows for far more customisation than before. In a way, it’s the Volkswagen Group’s tacit admission that certain Audi/SEAT/Skoda/VW models of the past were a little too similar to justify their vastly divergent prices. The Mk V Golf platform allows more far more components to be chopped and changed, making for more variation and more choice for customers.
Standard safety equipment includes window airbags, electronic stability control, ABS, brake assist, a part-electric power steering system and anti-whiplash head restraints. The cabin has been restyled to offer a little more design flair, Audi realising that high quality alone isn’t enough to lure buyers into showrooms. There has to be some style on display too. The fascia struts ape the interior design of the TT, as do the round air vents and chrome-rimmed dials. It’s still not what you’d call revolutionary, but it’s beautifully executed.

WHAT YOU PAY
If you want quality, you’ll have to be prepared to fork out for the privilege. Opening prices for the late shape A3 start at £8,575 for an 03 plated 1.6-litre model. The sporty 2.0-litre FSI petrol engine starts at £9,250 and you’ll need at least £11,350 for the 3.2-litre quattro model. The diesel options are well worth exploring starting at £9,275 for the 1.9-litre version and £10,125 for the 2.0-litre models.

WHAT TO LOOK FOR
It’s a testament to the quality of modern Audis that most used guides have nothing to report. ‘Too new to report any problems’ or ‘nothing significant’ are the usual commentaries on the A3, and it’s the same across the Audi range. Reliability of the A3 has been excellent so far, so just look for main dealers service stamps, a sheaf of receipts and check for the usual accident or misuse damage.
On the models fitted with low profile tyres, check the expensive alloy wheels for kerbing damage, and insist on locking wheel nuts. Other than that, buy with confidence.

REPLACEMENT PARTS
(approx based on an A3 1.6)   Potential buyers will be cheered to know that premium pricing does not stretch to Audi’s parts prices. A replacement headlamp unit is £165 and a starter motor a comparatively inexpensive £150. An alternator costs in the region of £145, and front brake pads should cost £50. A clutch assembly is around £155. Not too painful is it?

ON THE ROAD
The A3 certainly offers a few mouthwatering selections. The two most popular engines are the 150bhp 2.0-litre FSI petrol engine that was so successful in the A4 range and a 140bhp 2.0-litre TDI diesel that had never been seen anywhere before. The 168bhp 2.0-litre TDI 170 unit that was introduced later is a great compromise between pace and economy. You can also order a more affordable 105bhp 1.9-litre TDI, a turbocharged 2.0-litre petrol and a less affordable 250bhp 3.2-litre V6. A 1.6-litre petrol engine is also offered as an entry-level model. The V6 is fitted with quattro all-wheel drive transmission as standard and it’s optional on the 2.0-litre diesels as well as the 2.0-litre FSI Turbo.
The popular TDI 140 diesel offers the sort of performance you’d expect from Audi. It hits 60mph in 9.2 seconds and tops 130mph, which makes it only marginally slower than the 2.0-litre FSI.  With 60% more torque, however, there’s no doubt which of the two cars will feel the stronger when accelerating down a motorway on-ramp. It’s pull matches the 3.2-litre V6 model, a car which makes 60mph in 6.7 seconds and tops out at 153mph. Driving manners across the range were improved over the previous generation car with even the humblest versions riding on multi-link rear suspension.
Where Audi really pulls clear of the opposition is in the availability of its revolutionary S Tronic Dynamic Shift Gearbox (DSG on the early cars but known as S Tronic on later models) on the most powerful petrol and diesel models. First seen in the TT 3.2 V6 coupe, this system is based around a sequential manual gearbox but utilizes an ingenious twin clutch system to ensure creamy smoothness. Engage first gear and the gearbox will pre-engage second gear in advance, the second clutch engaging as soon as you flick up to slot instantly into second gear. This means a seamless flow of power. The electronics predict what gear you’re about to engage, depending on whether you’re accelerating or braking and the result is astonishing, making every other gearbox look distinctly clunky. The other option is to slip it into ‘D’ and drive it like a normal automatic. Even in this mode it’s butter smooth and makes other attempts at sequential manual systems appear distinctly clunky and yester-tech.

OVERALL
Although BMW’s 1 Series and Mercedes’ C-Class Sport Coupe arrived to challenge Audi’s A3 as the premium compact executive hatch, neither can match the A3 in terms of packaging and practicality. Plus Audi’s range of engines and fitment of quattro all-wheel drive to their upspec models offers them a competitive edge. Factor in the engineering genius – for there is no other word to describe it – of the DSG gearbox and you have a car that justifies its own existence without recourse to badge equity. You’ll find plenty of well looked after used examples. Just don’t expect any screaming bargains right now.
20th October 2008

The Aston Martin DB9 is a car that creates a physical ache of envy. It’s effortlessly beautiful, still reasonably rare and is a car that’s far from an obvious choice. All of these factors have boosted its desirability and make well looked after used examples worth tracking down. It’s a car at a vintage stage in the company’s development, retaining a lot of character of the older Astons but adding a welcome dose of quality control and 21st century technology.

HISTORY
The Aston Martin DB9 was introduced as an effective replacement for the last-of-the-line DB7 GT and although it carries over much of this car’s V12 engine, even the most cursory inspection will show how far quality and modernity were improved. Both coupe and Volante cabriolet models were launched in late 2004, with the car receiving a mixed press, most observers seduced by the styling but relatively unenthused by its Grand Touring agenda and automatic gearbox.
The DB9’s position in the Aston Martin firmament was very much underlined with the latter introduction of the more aggressively sporting V8 Vantage model and as a sop to DB9 drivers who loved the car’s looks but wanted a more engaging driving experience, the company introduced a Sports Pack suspension upgrade and the six-speed manual gearbox expected from the outset.
The manual ‘box is an Italian-made Graziano six-speed and specifying it turns the DB9 into a much more engaging driver’s car, with the added benefit of shaving £3,000 off the list price of the automatic version. Aston Martin clawed most of that back with a £2,495 Sports Pack that features stiffer springs, roll bars and dampers, revised alloy wheels with titanium bolts and an aluminium undertray that acts as an additional bracing member.

WHAT YOU GET
Underneath the sleek bodywork resides Aston Martin’s VH platform, upon versions of which the V8 Vantage and the eventual Vanquish replacement will sit. It’s a mixture of extruded, stamped and die-cast aluminium, bonded together into an extremely light, yet rigid superstructure. What’s more, experience with the Vanquish enabled Aston Martin to develop the chassis in a cost-effective manner; essential when dealing with relatively low volume production runs. Most of the exterior panels are aluminium, bonded into position by Aston’s sole robot assistant, nicknamed James Bonder. The bootlid and front wings are made of a composite material, helping to keep weight down to a relatively low 1,760kg.
Although the asking price may seem heady, when judged in context, it almost seems underpriced. The interior offers a sense of occasion unmatched at this price point with beautifully finished aluminium dials, lustrous leather and quality wood cappings. So many manufacturers fail to get the balance between wood veneers and ‘technical’ finishes correct but the interior of the DB9 is a case study in how to effectively mix traditional and modern materials. As well as the aluminium, wood and leather, there’s even a glass starter button on the centre console. A satellite navigation system is secreted in a pop-up dash top panel. In the unlikely event that you should tire of the majestic engine note, there’s a 1300 watt Linn stereo system to keep you entertained.
Everything about the car feels substantial. Take a good look around the cabin and you won’t find the quality wanting. Aston Martin have engineered the steering to feel meaty with a decent amount of heft to the helm. The ride is firmer than you might expect, especially if you opt for the Michelin Sport rubber rather than the preferable Pirelli P-Zero Rosso tyres but body control is reported to be superb as a result, the Aston by no means left struggling against some of the best handling cars in the class. With power being directed to the rear wheels, the British car can’t match the all-wheel drive grip of the Porsche 911 Turbo or the Lamborghini Gallardo but a whole host of electronic trickery ensures that power is deployed cleanly on all but the greasiest surfaces.

WHAT YOU PAY
Where the DB9 does differ significantly from its predecessor is in terms of production volumes. During the first decade of DB7 production, a mere 5,000 cars rolled from the gates at Newport Pagnell. Fully 2,500 DB9s are built every 12 months which, coupled with the fact that it only has one genuine competitor car in the Bentley Continental GT, means that according to simple supply and demand, depreciation is going to be significant. Early DB9 coupes are currently retailing at around £90,000 with later 2005 model year vehicles fetching around £115,000. Volantes tend to add another £10,000 to those prices.

WHAT TO LOOK FOR
The switch to a more modern manufacturing plant at Gaydon has done wonders for the consistency of output, especially where the DB9 is concerned. These cars are relatively sturdy for a vehicle with supercar performance and appeal, years of expertise in V12 engine production giving Aston a serious amount of experience to fall back on. Some of the early 2004 cars did have some niggling paint issues but these have largely been ironed out under warranty and the paintwork on later cars should be mirror smooth.
Brake squeal is an issue some DB9 owners have identified and in a few cases brake pads have needed to be replaced in as little as 4,000 miles. It’s worth asking the keeper of any prospective DB9 if they have ‘uncorked’ the exhaust valve. This is a job that takes a few minutes and makes the car sound noticeably sportier and consequently louder without affecting the fuelling. If you want drama and a magnificent exhaust note, it’s definitely recommended, although if you’re a higher mileage driver who does a lot of motorway work, you’ll find it a little wearing. Otherwise there’s not a lot to look for. The alloys are prone to kerbing, and the front end can pick up stone chips and spoiler scrapes very easily but the interior is hard wearing. One issue that has proved a common fault is the top-spec Linn stereo not releasing CDs and there have been gripes about electric window reliability, faulty dash sensors and juddering steering, all ironed out on later cars.

REPLACEMENT PARTS
(approx based on a 2005 V12 coupe)  Most services will cost around £700 with the big expense of any enthusiastically driven DB9 being rear tyres. The rears are usually sourced at around £450 a pair although prices can vary. Some report being charged up to £750 for a set of identical rear boots. Brakes also take a hammering with pads being around £400 a pair. The bumper, bootlid and front wings are all lightweight composite parts and are very expensive to replace.
Finally, a tip about replacing wiper blades. When the wiper is in its rest position, it sits in a lip behind the leading edge of the bonnet making it impossible to change the blade. To make this replacement possible, turn the key to the second detent and depress #’s 7 & 8 on the infotainment center and the arms will come up half way on the windshield. It won’t work if the bonnet is open.

ON THE ROAD
In these days of super coupes pumping out five or six hundred bhp, the DB9’s 450bhp output may not seem initially outstanding, but the engine that does the cranking is a thing of beauty. It’s essentially an uprated version of the DB7 Vantage’s V12 and it sounds utterly intoxicating courtesy of revised cams, inlet and exhaust manifolds and an exhaust tuned for the enthusiast ear. Although a little more discreet than the banshee wail of the Vanquish, the DB9 is still a car that will have you dropping the windows a few millimetres when you spot a tunnel approaching.
In truth, it leans towards the more sporting end of the spectrum, thrusting to 60mph in just 4.8 seconds and on to a top speed of 186mph. Although the ‘Touchtronic 2’ gearbox that accompanied the first production DB9 models may not seem overtly sporting, featuring as it does an automatic-style torque converter, the change is slick and positive enough to please keen drivers via steering wheel paddle controls. It actually handles automatic changes a whole lot better than sequential manual units. In ‘manual’ mode, it holds onto gears throughout corners, never shifting up and leaving the car wallowing mid-bend without drive as some less intelligent units are wont to do. It matches downshifts with a sharp blip of the throttle and has a neat trick up its sleeve as well. Knock the left paddle to downchange a little too early and the engine’s electronics will remember this input and only downchange when the speed drops to an acceptable level.

OVERALL
The Aston Martin DB9 is a car that rewards careful consideration when buying used. Our tip is to speak to as many current owners as possible and buy as late a model as you can sensibly afford, sticking to the classic colours.

Midlife facelifts can be tough things for car manufacturers to carry off, especially when the car in question has already established a reputation as one of the best-looking models in its class. Such a quandary confronted Alfa Romeo when tasked with giving their 147 hatchback range a wash and brush up in 2005. By modern standards of automotive product planning, five years was a long time for this car to have been on sale with no major amendments and few thought the revisions would add up to much but the changes have been universally admired. Giving the 147 an even sharper, more distinctive appearance without uglifying the basic shape in any way, this is one of the most deft tweaks in recent memory. Small wonder that sales have been revitalised and low mileage examples are still hot ticket items in the used arena.

HISTORY
In order to understand the position that Alfa Romeo found themselves in when tasked with updating the 147, a brief primer as to what went before is in order. The potted history includes a 1998 European Car of The Year title, the introduction and then deletion of a fire breathing 3.2-litre GTA variant, the unveiling of increasingly competent diesel models and then a revision of the range’s trim designations shortly prior to the facelift.
February 2005 was the date that the revised cars rolled into dealerships and there are now quite a few low mileage cars to choose from. They’re distinguishable by their pointier front headlamps, their reshaped bumpers and their larger rear light clusters. More salient was the JTD 16v engine’s increase from 140bhp to 150bhp and some comfort-orientated tweaks to the suspension settings. Some late stock GTA models were also registered on later number plates but the GTA was never treated to the facelift. In spring 2006 Alfa introduced a value-packed TI model that offered sporty looks and an aggressive price tag. A limited slip differential was made available early in 2007. Offered with the 150bhp diesel engine, models featuring this gadget were badged Q2.

WHAT YOU GET
Taking its cue from the marque’s excitingly styled Brera, the revised 147’s headlamps are a good deal sharper, tapering to inboard points. These lamps feature triple lamp clusters and a revised bumper houses tiny front foglamps and far more aggressive air intakes. The rather odd black rubbing strips that sat below the lights on the old car were replaced, giving the latest 147 a far more chiselled look. Walk round to the rear of this Alfa and you’ll spot a chromed strip at the bottom of the tailgate which should do a very good job of dissuading following drivers from high beaming you. The rear lights are a good deal larger than before, smeared across the tailgate and rear wing. A redesigned lower bumper assembly houses the number plate and the rear end of the car is nicely finished by a reprofiled tailgate that makes the Alfa badge significantly more prominent. It’s tough to spot one bad angle.
This facelifted 147 enjoyed more than just a mere freshening. Fundamental aspects of the car were thoroughly revised. The interior came in for a little attention, the designers charged chiefly with improving the perception of quality. Soft touch two-tone fascias came in, as did moves to make the instruments that little bit more legible. Other more elemental changes to the car included a revision to the suspension, aimed at improving ride quality. A ‘Comfort’ option on some models allowed for a more relaxed ride. Revised damper settings and a wider availability of electronic driver aids such as anti lock brakes, brakeforce distribution and stability control were also featured.

WHAT YOU PAY
A 1.6-litre TS three-door is the bottom rung of 147 ownership and can be yours from £6,000 on an 05 plate which makes a more tempting alternative than an new Kia Rio, to me at least. Opt for a five-door Lusso on the same plate and you’ll be looking at £6,750. The 2.0-litre model is usefully quicker (the 147 body is rather heavy) and prices here start at £7,375 for a three-door Lusso with a Selespeed-equipped model adding £300 to that asking price.
The JTD diesels are well worth tracking down as they ally mini-exotic styling to almost citycar running costs. Pay £6,900 for an 05 plate Turismo fitted with the 115bhp 1.9-litre powerplant or £7,450 fitted with the 150bhp unit. Insurance ranges from Group 11 to Group 14 for facelift 147 models.

WHAT TO LOOK FOR
The 147 feels well built and for those who do know how to wield a spanner, it isn’t the nightmare to work on the Alfas of yore were. The Selespeed model has an appetite for clutches if used predominantly as an urban scoot and you should also check wheels for kerbing. The interior trim is generally of good quality although the metallic paint on some of the plastic surfaces isn’t too durable. The batch of porous engine blocks that plagued old 147s became a distant memory with this facelifted version, crushed under the weight of vastly improved quality control. The 147 is also very colour sensitive, working well in bold solid colours and subtle metallics. In-between colours like Gabbiano Blue and Giannutri Green may be harder to shift. Negotiate hard for discounts on less-favoured paint finishes. Nuvola Blue is always a favourite.

REPLACEMENT PARTS
(based on a manual 2.0 Lusso) A clutch assembly is around £138. Front and rear brakepads are around £50 per set of each, a rear exhaust box about £143 (excluding catalyst), a starter motor around £190. A replacement headlamp is about £175.

ON THE ROAD
Alfa has gone to great lengths to make huge steps forward over the 145/146 generation of hatches. That much is evident as soon as you drop into the driver’s seat and thunk the door shut. It’s a completely different prospect, with some resolutely high tech touches like its Vehicle Dynamic Control, a stability control system which aims to prevent the 147 spinning. It’s on a par with the PSM program used by Porsche in the way that it credits the driver with some leeway before gently stepping in to restore equilibrium if progress is overenthusiastic.
Whilst it always seems such a great idea in principle, driving a Selespeed-equipped clutchless 156 often left one wondering whether the handbrake is sticking. Not so in the 147. The system was optimised for smoother full-throttle gear changes and a cleverer full-automatic mode, though it still helps to lift off the gas whilst changing up through the ‘box. The way the engine blips the throttle for you on downchanges is one of the enduring pleasures of using Selespeed, and you’ll be enjoying it even more in the 147. Unlike the early 156, which has relied on some rather unappealing buttons mounted on the face of the steering wheel, the 147 gets for proper paddles located behind the wheel, much as you’ll find in a Ferrari. These move when you spin the wheel, making it far easier to snick up and down the box, and the car’s telepathically quick steering means you’ll rarely have to lift your hands from that optimum quarter-to-three position. Unfortunately it also means a turning circle visible from space.
The manual car is still the most popular option for keen drivers and the rest of the 147’s chassis is well up to par with the slick gearbox. The Ford Focus and the Honda Civic are probably superior to the 147 over a twisty road course, but neither gives you that buzz when your garage door whirrs up. That sort of emotional twang is what kept people buying Alfa Romeos when they were, frankly, pretty poor. Now that they’re as good as the 147, you may find yourself rapidly running out of excuses.
Some elemental changes to the facelifted car include a revision to the suspension, aimed at improving ride quality. There’s a great deal of ‘tuneability’ in the double wishbone front and MacPherson strut rear setup and weight has been reduced significantly. A ‘Comfort’ option on some models also allows for a more relaxed ride. Revised damper settings and a wider availability of electronic driver aids such as anti lock brakes, brakeforce distribution and stability control are also featured.

OVERALL
Although it’s still an individualistic choice, a used 147 is no longer quite such an adventurous one. All the years of manufacture ironed out any niggling issues and the 147 is now a pretty well sorted car, the facelift giving it a decent wash of modernity too. The pick of the bunch is probably the 150bhp diesel, but other than the slightly overwhelmed 1.6-litre petrol engine, it’s tough to make a bad choice. With a respectable amount of used stock to choose from, take your time and track down a car to be proud of.