The original Punto was a car that did much good for FIAT. Launched at the end of 1993, you would think it was just in time to be judged for the European Car of the Year accolade, but it was an award that it would not pick up until 1995, when the car had been a familiar sight to people for over a year. Replacing the boxy and aged Uno, it was styled by Giugiaro and had unrivalled interior space for the segment. Featuring updated versions of the well regarded FIRE (Fully Integrated Robotised Engine) unit, it was competitive up until 1999 when FIAT announced a second generation. Penned once again by an Italian design house (this time the IDEA studio that had been behind the Tipo and Alfa 155) it was another handsome car that played the style card very well. The front end was neat and featured a very aggressive pair of front headlamps that would later appear on the ill-fated MG SV supercar.

Despite the second generation of Punto looking like another stylish small car from Italy’s main manufacturer, it did not move the game on from its predecessor in any significant way. The arrival of the Toyota Yaris six months before had shaken the supermini segment upside down and for FIAT, a Punto that was merely an update of the last model meant it was never going to be top of the class. The Japanese rival felt much more solid in comparison and featured a cabin that was just as roomy; with innovative features like a sliding rear bench that also split folded (the Punto’s rear bench only folded in one piece). The FIAT did however have an ultra modern electric steering system on its side that, while devoid of feedback and totally lacking the response of a hydraulic system, featured a ‘City’ button which made it much lighter for parking. It was also once again a very spacious car and gained very much on the safety front, earning top marks in Euro NCAP at the time.

Basic trim levels for the Irish Punto range varied little between 1999 and 2003 in a range that featured 1.2 litre 8 valve (59bhp) and 16 valve (79bhp) petrol engines in three and five door body shells. The base model was the Active, which was mainly seen on eight valve models and featured all the basics such as power steering and central locking. The ELX was the next trim level up, standard on the 16 valve and came with body coloured bumpers, upgraded interior trim featuring rear headrests, electric front windows and a CD player. The 1.2 litre 16 valve is the better and more robust unit, but was never that popular due to the 8 valve being the only model that could be purchased on FIAT’s infamous ‘Open Book’ finance deals of the time. It featured in the three door Sporting model in conjunction with a six speed gearbox as well as a multidisc CD changer, heavily bolstered sports seats and upgraded three spoke steering wheel.
Less common variants of the Punto in Ireland were the 1.9 JTD common-rail diesel. Despite its frugality and huge efficiency, the Irish government’s ignorant CC (Cubic Capacity) based tax system saw an end to the chance of anything other than a handful of sales in this country. In 2001, a high performance1.8 litre Abarth version arrived, producing 130bhp and a 127mhp top speed. Only a small amount were sold and it is rare on the used market today.

As the Punto grew holder and FIAT’s general market share was dropping in this country, the rolling out of special editions began in 2002. The first model was the Punto ‘Elegance’, which was based on the Active 8 valve but gained body coloured bumpers, 14 inch alloy wheels and a CD player. Mid way through the year, this was replaced with an edition that had even more generous spec. The Active ‘Sound’ added an electric sunroof and trip computer to the list at a price lower than €12,000 and was available well into the 2003 model year when the Punto received a facelift.

For the 2004 model year, the Punto changed externally and lost the distinctive projector style headlamps that were previously much admired. In place was a more ‘Germanic’ looking front end that was akin to the look of the Stilo and keeping in theme with the ‘blandification’ of FIAT styling of the time. The trim levels also changed and in place of the ELX was now the ‘Classe’, which gained multi function steering wheel, front fog lamps, among other things over its predecessor. A very impressive 1.3 litre Multijet diesel engine also became available, in addition to a new version of the Active trim level known as the ‘Active Sport’, available exclusively in the three door body shell.

The Punto has a legendary reputation of unreliability and poor quality that is largely undeserved. Despite tales of head gasket failure, prematurely worn clutches and broken timing belts, there are still many cars that have clocked up huge mileages without missing a beat. It could never said to be as durable as its Japanese rivals or as high in perceived quality as the Polo, but it still does its job once regular maintenance and items on the service schedule are adhered to. That means always using proper coolant with regular level checking as well as timing belt changes every three years or 48k miles. That said; the FIRE engines are totally non-interference in their design, meaning that should the timing belt break the valves do not come into contact with the pistons. If the worst should happen, just stick a new belt on and you’re back motoring again.

Other common issues on the Mk2 Punto are disintegrating wiper arms (which are a cheap job and easily sorted) and failure of the electric power steering. Instead of a hydraulic pump, the power steering is driven by an electric motor on the steering column. This requires a new rack in most cases but these days there are specialists who can repair the motor for much cheaper. A common misconception with the Mk2 Punto is that it features a red master key which is vital to hold onto during ownership of the car. This is however not the case. There was such a key that existed on the previous generation Punto as well as other models, but on the Mk2 Punto the only keys that ever came with the car were two identical blue ones.

The Mk2 Punto was a hugely popular car in its time and sold very well in its first few years. That means there are plenty to choose from on the used market, but it is rather difficult to find one that looks to be cared for or even has a well presented advert at least. If possible, search for a high spec model with the 16 valve engine. These engines are very durable and less prone to head gasket issues than their 8 valve brethren. Neglected cars without NCT and adverts that do not inspire confidence can be found for 500 euro or less, but 700-1000 can get a very nice car through proper searching and undertaking of the right precautions.

Judging by the box office draw of Hollywood ‘remakes’ of classic movies, the public appetite for nostalgia shows no signs of decreasing. It is no great surprise then that certain car manufacturers, perhaps taking their cue from the movie makers, have taken to resurrecting models long-departed to motoring heaven. This pursuit as had varying levels of success. The ‘new’ VW Beetle has sold relatively well but has yet to catch the public imagination and extend its sales pitch as anything other than a ‘novelty car’. The BMW built ‘new’ Mini is perhaps the most obvious success, becoming almost as ubiquitous in the 00’s as its diminutive predecessor was in the 60’s.

Rather than risk an attempt to repeat past glories, many manufacturers have adopted the safe option of reviving the ‘spirit’ of old models. For example, the Volvo C30 is marketed as invoking the ‘spirit’ of the old 1800 ES, conveniently bypassing the not so evocative 480 ES. Renault even attempted to market the Kangoo as the ‘spiritual successor to the Renault 4’, notwithstanding the fact that the two vehicles clearly had nothing in common other than sharing the same badge.

Considering this topsy-turvy history of automotive reinvention, the outstanding triumph of the Fiat 500 is all the more impressive. With hugely successful small cars such as the Panda, Uno and Seicento nestling in the Fiat back-catalogue, the 500 had a lot to live up to. It was released in 2007 amid great fanfare and quickly heralded as one of the best designs of the decade. Designer Roberto Giolito did not to deviate wildly from Dante Giacosa’s original 1957 design brief which was to produce a cheap and practical town car. This was a wise decision by the Italian design team as Fiat succeeded in retaining the charm and presence of the 1957 500 without compromising on build quality or specification.
One of the main selling points of the new 500 upon its release was the myriad of engine and specification options available to prospective buyers. The model I drove recently was a 1.4 litre petrol engined model. While there are also 1.2, 1.3 and 1.3 turbo diesel engines to choose from, not to mention the 135hp Abarth model, I believe the 1.4 unit to be the best of the lot and the one most agreeable to Irish driving conditions. With 100hp powering the front wheels of this small car, it was possible to mix city driving with long-distance journeys without putting strain on the engine itself or the fuel economy which was consistently excellent.

There were no less than 500,000 different customisation combinations available to buyers of the new 500, which makes for a diverse buyers market. However, even the basic spec ‘Pop’ trim level in the car I drove provided excellent levels of refinement with electric windows, remote central locking, power steering and a CD player adorning the stylish colour coded cabin. The dashboard is simply gorgeous, managing to perfectly blend old and new without compromising on ergonomics. The large retro clocks present a logical and easily discernible layout for the driver.

The driving position is surprisingly comfortable with ample legroom and easily adjustable seats. Although the 500 is a small car it has an upright stance on the road and is actually taller than many bigger family hatchbacks, making for excellent front and rear visibility. Space in the back may be confined for adults but there is a reasonably sized boot to compensate. Safety levels are also extremely high with the little 500 boasting a staggering seven airbags within its small shell along with ISOFIX child seat mounts and seatbelt pre-tensioners. Despite the height of the car, there was minimal body roll even on the twistiest of Irish roads and the 15 inch alloy wheels provided excellent traction and grip in wet conditions.

Ownership costs are minimal, thanks to the low emissions tax band and fuel efficient engine technology. While there are no reports of any reliability issues with the 500 thus far, it is important to note than main dealer part prices can be prohibitive. Rest assured then in the knowledge that in the short time since its launch the new 500 has already adopted the sort of cult following which defined the legacy of its predecessor. Various owners clubs for the new 500 have already surfaces, attracting many members and providing a highly valuable source of knowledge, information and second-hand parts.

Belying the fortunes of the used car market in general, examples of the new 500 demand a high premium. Currently on CarsIreland.ie, models are trading from 8995 for a basic spec 1.2 to 18995 for the top of the range Abarth. While other small cars may be available on the market for less money, there is no doubt that the 500 represents the safest bet in terms of retaining its residual value. Indeed, with the supermini market becoming more and more dominant, there is every reason to suggest that the values of the Fiat 500 will hold firm for some time. As the makers of Hollywood blockbusters could attest, never doubt the public appetite for ‘new’ classics.

There are a couple of cars from the 1980’s that stand out as icons for individual reasons, all gaining notoriety for a characteristic that was not inherent in the class they competed in. At one end there was the Audi Quattro, with its huge rallying ability and pioneering four-wheel-drive system; it cemented the reputation of the Volkswagen Group luxury brand and is partially responsible for its success today. The Peugeot 205 was another, with its chic French style and nimble handling; it quite literally saved the fortunes of the company that produced it. The 124 Series E-Class from Mercedes-Benz on the other hand was a strong sensible car that was typical of the generations that it succeeded, featuring a ‘hewn from granite’ like build quality and a bullet proof range of engines. Over a twelve year production run that saw the launch of a saloon (W124), estate (S124), coupe (C124) and latterly a convertible (A124), the time came in 1995 for successor to bow in and take over the reins as the mid-range car in the Mercedes-Benz line-up. ‘W210’ was to be the model designation for this new car and its task was to replace the saloon and estate models of the 124 range, while a C-Class based coupe and convertible that we now know as the CLK would take over from the two door models in 1997/1998. There was no doubt that this car had a tough act to follow.

The W210 E-Class range initially consisted of petrol and diesel engines that were carried over from the W124 Series in slightly updated form. At the bottom of the range were two four cylinder variants of the M111 engine; the E200 featuring a relatively modest 134bhp and the E230 producing 150bhp with a slight boost in torque over its E220 predecessor. These two units are largely reliable, with head gasket failure being the only suspicious problem on the 2.3 litre. Further up the range the M104 straight six saw service for a couple more years and lived out its final days in this model in both 2.8 litre and 3.2 litre configurations (194bhp and 220bhp respectively in the E280 and E320 models). These are quite similar to the four cylinder units in their construction and are robust despite the odd bit of head gasket trouble. Diesel power came from the OM604, OM605 and OM606 in-line engines (the last digit referring to the cylinder count). These powered the E220, E250 and E300 in both turbocharged and normally aspirated form, although the E300 would not become turbocharged until 1997. Being remnants left over from the golden era of Mercedes-Benz quality, they are very strong and can regularly be seen approaching seven figure mileages in taxis on the continent.

In 1996, the E36 AMG arrived as the performance model. In what was a tuned variation of the M104 straight six, it delivered a Nissan Skyline matching 276bhp and was the main performance model until 1998 in most markets. Towards the end of this year saw the arrival of the capacious estate model, featuring the usual unprecedented luggage space seen in E-Class wagons. In late 1997 a new range of V6 engines (M112) replaced the units that saw service in E230 and E320 models up until that time. Gone was the 2.3 litre four cylinder in the E230 and in came a bigger 2.6 litre V6 (E26) with 170bhp and 177 lb ft of torque, resulting in the misleadingly named ‘E240’. A 3.2 litre version of this engine (E32) then slotted in at the top of the range and gave 218bhp in addition to 232 lb ft of torque. It was the first time Mercedes experimented with V6’s and they have continued to use them up to this day. Like most Merc engines, they are chain driven and largely reliable with the exception of one part known as the harmonic balancer. These are essentially a damper for the crankshaft which reduce vibration and are known to disintegrate, causing major damage to the timing as well as other ancillaries. There was a fix implemented by Mercedes free of charge on some cars, but it was never said to have fully cured the problem.

In 1998, two new range toppers arrived in the form of the E430 and E55 AMG. These featured the new M113 V8 engine in both 4.3 litre and 5.5 litre capacities. The comfort oriented E430 delivered 279bhp and 295 lb ft of torque, while the performance E55 AMG produced 342bhp and a considerable 376 lb ft. The following year, a facelift for the range was announced in June. Featuring repositioned headlamps, a smoother bonnet and bumpers as well as different rear light clusters, it also adopted the wing mirror integrated side repeaters that were an innovation on the W220 S-Class and are now commonplace on today’s cars. Internally, there was a subtly restyled interior with new multi-function steering wheel and a restyled centre console for the facilitation of the optional ‘Comand’ navigation/multi-media system. Standard equipment now included ESP, traction control, side window air bags and partial electric front seat adjustment. The 161bhp supercharged E200 Kompressor became the new entry model and a new range of diesel engines were implemented featuring common-rail technology. These consisted of an updated version of the then-new E220 CDi common-rail with a 12bhp boost in power to 143bhp and variable geometry turbocharger, the 170bhp 5 cylinder E270 CDi and the range-topping six cylinder E320 CDi delivering 197bhp (Autocar, 1999). This facelift largely saw the 210 Series E-Class through until 2002 when it was replaced by the W211.

Up to now, I am sure this review of the W210 E-Class has painted a picture of a car that is quite dependable and not without the MB qualities of old. This is however not the case, as most of the issues attributed to this model revolve around the cost saving production measures Mercedes implemented on its models at the time. The engineers unfortunately lost their battle against the accountants in the development of this car and this can be seen through the unacceptable levels of rust seen on even the very last production models. This is also attributed by some to a poorly managed switchover from oil to water based paint. Commonly affected areas are on the doors and around the boot lock, with more serious cases being corroded front strut tower perches leading to collapsed suspension.

Window regulators are also an issue on W210’s, so it is worth checking all windows operate as they should with no obvious signs that indicate that they are anything less than in perfect working order.

The W210 E-Class is considered a rather old car now, with two generations having passed since it finished production. With our ridiculous and illogically thought out road tax system for pre 2008 cars in this country, anything above an E200 can be had for buttons, diesels included. Despite various asking prices in excess of two thousand euro, 1.5k should be enough to buy you a very presentable E200 Kompressor/E240 V6 that dates from a little past the turn of the century.

I often wondered if there was a car on the market that I wouldn’t need to put any options on to make it look like the advertising pictures I see everywhere. Well I found it, the Skoda Superb 4×4.

Now don’t go thinking that the 4×4 bit means you’ll be climbing mountains, it doesn’t have the ground clearance for that. It will easily pull you along a muddy path or icy road, that’s not what this car is about.

Luxury isn’t a word I’d associate with the brand Skoda, sensible, smart, affordable, big boot; but not luxury. All that changed when I got into the new Superb, it has every conceivable convenience under the sun. From a voice controlled split view sat nav to the 4×4 system and everything in between. The Elegance model which surrounded me in leather, plastic and metal that are arranged in a way that should worry the German luxury car makers.

While the exterior can look a little odd from certain angles there’s a good style and decent look to everything. One really good feature is the size of the back doors; they make access to the rear so easy for either children or even the more portly figure. The other, most important feature is the boot.

It looks like a saloon and indeed the boot opens as normal, just below the rear window but, should you want too, the boot can also open lift back style. This means that if you’re trying to get something that’s a bit oddly shaped it won’t be a problem because the shape of the opening goes from saloon to something the size of a small moon at the touch of the button. The shear size of the boot is something to behold, you could get a couple of double buggies in there and still have room for a weeks worth of shopping.

You might be thinking that all this boot space means that the cabin suffers for leg room. This couldn’t be further form the truth, I’m 6’1” and if I set the front seat for me I still have 6 inches of space for me knees in the back seat. It really is very like a limo in the rear, in fact you might want to hire a driver just so you can travel in the back.

Driving the Superb is a simple affair; the DSG box gets on with shunting the gears leaving you with just squirt and go driving. The cabin is supremely quiet out on the motorway and on the back roads you can have fun with the 4×4 system that will keep you on the straight and narrow.

Prices for the Superb start at €23,995 for the entry level 1.4TSI but the one you want is the 2.0TDI 140BHP with a DSG auto box in Elegance spec for just over 40k, you will never need any more car because it has all the good toys and can even park itself.
Get into your local Skoda dealer because when you have a drive of the Superb you’ll soon find out that it lives up to it’s name…Superb.

When picturing an executive coupe, brands such as BMW, Mercedes and Audi immediately spring to mind. When a car manufacturer from outside this German clique dares to challenge their supremacy the results have frequently been mixed (Rover 800 series anyone?). In 1997 Volvo launched the C70, hoping to succeed where so many others had failed. This was not a branch into unchartered territory for Volvo as such, but an attempt to succeed where previous models had sometimes floundered. Following the legendary P1800 was never going to be easy but flops such as the 262 coupe and 480 ES had left a bitter taste in the mouth of the Swedish motoring giant.

Somewhat appropriately, the release of the C70 coincided with the demise of the sturdy but staid 400 series, representing a milestone in the midst of the Volvo ‘rebirth’ and an end to the ‘boxy but good’ styling which was typical of much of Volvo’s range in the 80’s and early 90’s. Peter Horbory, the Volvo design chief from 1991 to 2002, remarked that, with the C70, Volvo threw away the box, but ‘kept the toy inside’! The model I recently tested was the 2001 Volvo C70 cabriolet, equipped with a 2.0 litre LPT engine.

Although the C70 cabriolet was introduced in 1999, two years after the coupe, it actually went on to outlast its predecessor with production continuing until 2006. While the design of the C70 is now fifteen years old, it remains striking even in the present day. The low stance and large allow wheels gives the car a muscular, aggressive road presence. This elegant fusion of Swedish solidity and functionality with a swooping, elegant style means that the C70 more than holds its own in the looks department when compared to its German rivals. Indeed motoring journalist Quentin Wilson remarked upon the C70’s release that it looked ‘good enough to stop a speeding train’.

But does the C70 drive as good as it looks? Well, the 166hp 2.0 litre engine that powered the model I drove was more than adequate, providing 0-100 kph acceleration in around ten seconds, a considerable achievement for a car of the size of the C70. If however you fancy challenging the BMW M series at the traffic lights, then the 2.3 litre T5 engine is most definitely the one to go for. Derived from the 850/S70 T5, this iconic engine transforms the C70 from a luxurious mile-muncher into an altogether more serious sports coupe. However, this will come at the expense of fuel economy which was surprisingly efficient in the 2.0 litre variant I drove. Drivers can expect 30 – 35 mpg on long journeys, dropping to 30 mpg in urban driving.

The C70 was in fact a joint venture between Volvo and TWR (Tom Walkinshaw Racing) who did much work on the cars suspension. It will not be too surprising then to learn then that this is the best handling Volvo in quite some time, with a road holding ability and stance big enough to match the vehicles impressive physique. The overall driving experience is aided by a plush interior. The beautiful leather seats which adorned the model I drove are, thankfully, standard on most of the C70 range. The American-inspired walnut veneer trim may not be to everyone’s taste but it certainly adds a dash of elegance and is in keeping with the upmarket feel of the plastics. There is a fantastic Dolby Pro-Logic sound system, comprising no less than 10 speakers and a 3-CD changer system. It was quite advanced in its day and is easily the equal of some of the best modern in-car technology. Combined with a dual-control ventilation system and – that staple of all modern Volvos – heated seats, the C70 boasts one of the most luxurious interiors your money can buy.

Volvo was the first car manufacturer to use safety as a selling point and, while the designers may have let their hair down to a certain extent, this did not compromise the manufacturer’s traditional ethos. The cabriolet comes standard with automatic (pop-up) rollover hoops, seat belt pre-tensioners, front and side airbags and a safety cage comprising a horseshoe-like structure around the passenger compartment. Simple piece of mind for those who like to enjoy the benefits of open-air motoring without concerns for safety.

The C70 is not without its drawbacks. As with all coupes, rear visibility is quite limited. The cabriolet can also suffer from severe scuttle shake, again a common trait for convertibles. Prospective buyers need to most aware of electrical gremlins and signs of moisture in the footwells which can indicate leaks via the door mirror housings. Parts can be pricey when sourced from the main dealer. But with the newest second-generation C70’s now seven years old, they can be sourced second hand quite easily.

Overall, while this Volvo may be something of a relic of the Celtic Tiger, in recessionary times it represents serious value for money as a used buy. Clean, low-mileage examples with NCT can be sourced on CarsIreland.ie for as little as two thousand euro, rising to five or six thousand for the latest models. That buys you a car with luxury, comfort, style and no end of exclusivity. The Volvo C70, it’s not boxy but it’s certainly good.

There is one simple question that has puzzled car designers since before the first car rolled off a production line; what makes a great car? If you could give the answer to that you would make a lot of money because in the hundreds of cars that I’ve driven over the years there are only a handful that have been truly great.

Nonetheless, when the designers in Audi sat down to make a new A6 they must have started with that same question but it went more like; ‘How do we make a great car?’ Because they did. The A6 has everything I want in a car and some things I didn’t know I wanted but I need them now. The model I drove is the 3.0tdi Quattro with air suspension, in other words it is the top model in the country. The A6 range starts at €42,500 and for that modest price you get a lot of kit including Leather seats, alarm, alloys, climate control and MMI to name but a few. My test car has €46,500 worth of options fitted which means a total price of (deep breath) €103,400. You could buy two entry models for that and have enough change left for a huge holiday!

What a package it is though, I could set the adaptive cruise control to follow the car in front of me while listening to the Bang and Olufsen stereo belt out some Radiohead song in the full knowledge that if anything happened on the road in front of me the car would automatically stop. Even on some of Irelands worst roads the air suspension just cushioned out all but the worst of ruts, most of the time the road surface merely changed colour. The car can even be raised at the touch of a button just in case you encounter one of those speed bumps that are way too high or you need to follow an off road vehicle up a green lane. Of course the comfort was helped by the 20
way leather heated seats that you can adjust to hug you in all sorts of ways.

The Quattro system has been around since the early 80′s, it’s makes the car a four wheel drive sending 60% of the power to the rear wheels
and the rest up front. In the event of a skid the sports differential sends power where it’s needed most so that the car is quite literally
glued to whatever surface you’re driving on. I haven’t mentioned the heat sensing night vision camera with pedestrian detection, the camera
in the front window that looks out for speed signs and puts the speed limit on a heads up display that seems to float just off the bonnet of
the car. Neither have I mentioned the DVD changer in the glove box, the four zone climate control, 7 speed DSG gear box, 0-100km per hour in
6.1secs and the 6ltrs per 100kms fuel economy that I got from it, all that in tax band D!

Quite honestly the A6 is a fantastic car and you will be just as happy in the 2.0ltr TDi model because all the best essentials are still
there. One problem I do have, the A6 might just have ruined it for all the other cars I still have to test this year. I’m not sure anything
else will live up to the way the A6 made me feel, I will miss it when I have to give it back it has been a special week.

At the turn of the millennium, the mid size car market was a very different sector to what it has become today. If you were a sales rep, middle aged man with family or both, there was still an array of volume car manufacturers battling to get your attention. If you were to pick up a car magazine from 2001, you would find new offerings like the new Citroen C5, Ford Mondeo as well as the facelifted Toyota Avensis and VW Passat. If you were to count the Audi A4, there was also a totally remodelled version launched that year too, which would make a significant impact into the market share of the above brands. There was barely any sign of the crossover at this time, with Nissan yet to give up on the Primera, having a brand new model in the pipeline to be launched the following year.

Renault launched the all-new Laguna at the beginning of 2001 and with it came a list of technological innovations that made it a car befitting of the modern times that were approaching. Despite being relatively unsophisticated on the engineering front (many rivals by then had gained multi link rear suspension where Laguna II made do with a torsion beam) it featured party tricks that aimed to lure the buyer such as a credit card shaped key which facilitated keyless entry and a tyre pressure monitoring system. Neither of these were reliable in the long run however and eventually would come back to haunt the car along with a host of other issues. This was a shame, as at launch it had a huge amount going for it, with handsome styling influenced by the ‘Initiale’ concept car of the mid 1990’s and an estate derivative (Sport Tourer) that was arguably the best looking car in its class. It was also the first ever car to achieve the maximum 5 star rating in the Euro NCAP crash test, which was a massive selling point that Renault rammed home in marketing throughout the first few years of the car’s life.

At launch, the Irish spec Laguna II featured a 16 valve range of belt driven petrol engines available in both 1.6 and 1.8 litre capacities. These produced 110bhp and 118bhp respectively and were quite closely matched in terms of performance, with the latter being slightly torqueier and about 0.7 seconds quicker from 0-60 mph. Diesel power featured in the form of the 1.9 dCi with 101bhp and 240 Newton Metres of torque. Trim lines included ‘Sport’ (in conjunction with 1.6 litre and 1.9 DCi only) and ‘Supersport’ (1.6 litre and 1.8 litre). The standard equipment on these trims was highly impressive, even for today. A look back at the equipment list of the time shows that rare and usually costly features such as xenon headlights and electric folding exterior mirrors were standard, in addition to an electric glass sunroof and an on-board computer. Externally, the two specs were differentiated by the Sport spec featuring standard 16 “ ‘Rhodes’ alloys, while Supersport models came with larger 17” ‘Silverstone’ items which further enhanced the Laguna’s already sharp styling.

At the end of 2001, the Renault Laguna II had had a lucrative first year on the market and to add to this, it received the Semperit Irish Car of the Year award for 2002. A base model was also launched which did without many of the gizmo’s of the launch cars, as well as more obvious things like alloy wheels. From here on in, the range went on without any great changes until 2005. In 2003, the Mirage model was launched and featured full leather as standard. These models proved popular and further enhanced the Laguna as a value proposition in its segment. A 120bhp version of the dCi engine also became available in Supersport trim, but is rare compared to the standard 101bhp model.

On the reliability front, the Laguna II did much to tarnish the reputation of the manufacturer that produced it and perhaps featured too much technology for its own good, particularly considering the fact that electrics were never a strong point with the French. Fancy equipment like the key card proved to be a disaster in some cases, and most cars with the tyre pressure monitoring system have them deactivated today due to previous malfunction. Xenon headlights are also known occasionally to have trouble with self levelling, but only on some cars.

Apart from the diesel, Laguna II’s can be mechanically fine however and enormous mileages are not unheard of. Timing belt intervals are recommended at every 70k miles in the handbook, but people who have experience with the cars advise that 50k would be on the safer side. 1.9 dCi diesel engines are also prone to sticky exhaust gas recirculation valves that lead to engine failure, with symptoms being slow acceleration (ref: AutoExpress). It is the electrical issues though, like the ignition not recognising the key card, which mainly hamper reliability. In 2005, the car was significantly improved with a mid-life revision which boosted reliability as well as build quality. This revision saw power on the 1.6 litre petrol increase to 115bhp and the discontinuation of the 1.8 litre engine. A new 120bhp dCi diesel unit also became available and it was upon these two units that the remaining sales of this generation Laguna were spread out upon in this country until it was replaced in 2007 by an all-new model. As a used buy, these post 2005 models make a very shrewd purchase on the used market today, as they have little of the reliability problems that previously affected the pre-facelift model. Indeed, in a reliability survey by well regarded German auto association ADAC, the post ’05 Laguna II came out on top of staple cars in the segment such as the Ford Mondeo and Opel Vectra.

Although the Laguna has faded away into obscurity today as a new purchase, a used model represents fine value and a lot less risk than one might think provided they go for the post ’05 model. Early ‘01/02 models are trading firmly at banger money now, with ones for the brave advertised on CarsIreland.ie for well under a grand. To get into the seat of a newer model, asking prices start at around 2.5-3k for a 2005 model. As I write, an ’05 1.9 dCi model with 200k miles on the clock is presently advertised at 2.5k, which shows they are capable if nothing else. I would however advise that with whatever potential purchase that you tread carefully, verify service history and thoroughly check electrics.

Kia is the one car maker that worries all other companies, ever since they brought out the C’eed they have been going from strength to strength. Two of my favourite cars last year were the Sportage and Picanto, there was something in the design that was lacking in a lot of other cars I tested; personality.

The exterior styling has hit the nail on the head; it looks low and wide giving the appearance of something very sporty. That same Kia family nose sits at the front, now a trade mark of the designer Peter Schreyer. Despite the wrap around rear end, there’s a decent boot opening and plenty of space inside.

The cabin has lots of space too, the drivers’ seat hugs in all the right places. There’s loads of adjustment in both the seat and steering wheel so whether you’re big or small you’ll find a comfy place for your behind. All the materials used are top notch and in the EX model there’s lots of toys as standard, Bluetooth, remote controls on the steering wheel, a decent stereo and USB/AUX connector for your music, air conditioning, 4 electric windows. Even safety hasn’t been overlooked with lots of acronyms as standard to keep you on the straight and narrow.

It’s some package; all wrapped up in a seven year warranty with a hundred thousand kilometres of worry free motoring. Surely there’s some downside here, I know that you’re all waiting for the but…there isn’t one.

On the road, the Rio is firm and happy no matter the surface. Primarily being a town car, it’s most at home in traffic. There only the smallest sound of an engine ticking over under the bonnet and even when you push it the 1.25 petrol engine makes a great sound. Ok so there’s only 83 bhp on tap but it’s more than enough to pull the little car around. Also on offer is the 1.4CRDi diesel unit, while it doesn’t have much more horse power (89) it’s superbly economical even out on the motorway giving me 4.5ltrs per 100kms.

Due to the extra weight over the front wheels the diesel unit handles a tad better than the petrol but you’ll really have to look hard to notice. Speaking of handling, the electric steering does feel a little on the light side when treated roughly but the upside of that is the car is simple to park even in the tightest spots. Even the service interval is 2 years or 30,000kms, life is easy with the Rio.

To make choices simple, there are only 3 models. The 1.25LX kicks off at €15,550, the EX model is €16,775. In diesel it will be the 1.4EX please for €18,190; easy huh?
Get into your local Kia dealer where I’m sure you’ll go for a test drive and come back with a smile on your face because the Rio will make you happy.

At the turn of the 21st century, Saab Automobile was a company that still traded off its quirky appeal and distinct attributes upon a range of just two models. The only problem was that that appeal was dwindling; after a decade of underwhelming progress under GM ownership that spawned the underwhelming NG 900 (later improved and renamed 9-3) as well as a replacement for the 9000 known as the 9-5, which looked distinctly average when accompanied in a class that was also occupied by the then extremely talented E39 5 Series. It could be argued that it was a period when the rot began to set in and lead to the company’s recent demise.

Rather suprising then that General Motors actually increased its stake to full ownership in the year 2000 and bought out the Wallenberg family’s remaining share. With this, plans were put in place to revitalise the Saab brand and create a credible rival in the 3 Series segment that would boost the company back into profit and increase volumes. They also enticed Michael Mauer, a former designer at Daimler Chrysler who today designs Porsches, to the position of design chief.

The second generation Saab 9-3 debuted in the fall of 2002 and had a troubled gestation period that would not be exposed until later in its production life. As platform sharing was a common concept by this time and a thing that was nothing new to Saab, it was to be expected that General Motors would want the car to share their all-new Epsilon platform that was to underpin many of its mid size cars globally and take advantage of the efficiencies that it provided. A sign that Saab engineers were not happy with the components that their parent company provided them with was the re-engineering of several key parts, which created much extra cost and made their adaptation of the platform almost unique. This infuriated GM management, who then reacted by postponing the development of the estate model and withdrew most of the budget for creating a quality interior that could live up to the standards of the time that saw quality in the form of that of the B6 Audi A4. Legend has it that GM intended to produce the Pontiac G6 convertible on the same production line as the 9-3 and the pick-up points wouldn’t fit such was the extent that Saab engineers had modified the platform. Indeed, when Saab Automobile was sold to Spyker years later in 2010, the 9-3 did not incur any licensing fees to GM due to the fact that the platform was essentially a design that was unique to Saab.

The 2002 Saab 9-3 was a car that would upset Saab traditionalists over two factors; its exclusive availability in only a saloon bodystyle and an engine line-up where there was not a single ‘H’ block to be found (a unit that had been the staple of the brand since the early 1980’s and could trace its roots back some twenty years previous). The petrol engines were exclusively from the General Motors ‘Family II’ range and initially came in three outputs, all featuring turbocharged technology and controlled by Saab’s own Trionic engine management system. There was the confusingly badged 1.8t (which in fact wasn’t a 1.8 at all) that featured low pressure turbocharging and 148bhp, the mid range 2.0t with medium pressure turbocharging and173bhp and the fully blown 2.0T Aero (higher case ‘T’ signifying full pressure) that produced 210bhp. Diesel power came from an agricultural Isuzu unit delivering 125bhp and 210 lb ft of torque, which was definitely from another era compared to the engines that were on offer in rivals at the time.

In 2004 the 1.8i arrived, which was a normally aspirated unit that was seen in the standard Vectra. It was boring and slow and many of the cars fitted with it were not usually well specified either. In this same year however the well regarded FIAT diesel engines arrived from the Italian company’s ill-fated alliance with General Motors. Produced by the original inventor of common-rail diesel technology, they were very competitive and gave power and economy in equal measure. Aside from some tales of water pump failure and other issues that have cropped up during warranty periods, they are generally reliable too. Initially available in 120 and 150bhp outputs respectively (both with six speed gearboxes), a more powerful version with two-stage turbocharging would later arrive in 2007 with 178bhp and 295 lb ft of torque.

In 2005, a V6 powered Aero was launched to be sold alongside the regular four cylinder version. It featured an engine developed by sister company Holden and was produced with a variety of outputs until 2010, featuring both low and high pressure turbo technology, most notably in the 276bhp Aero X that arrived in late 2008 featuring Haldex’s brand new at the time cross-wheel drive technology with torque vectoring, which individually controlled the amount of power that was sent to all four wheels.
Trim levels of the 9-3 initially consisted of Linear (entry level), Arc (luxury), Vector (sport) and Aero, which was both a trim level as well as a model in its own right. Where Linear traditionally had basic interior trim and did without the likes of body coloured exterior parts, and Vector had two tone leather/cloth interior and 17” alloys, this became muddled in later years with the addition of ‘Linear Sport’ and ‘Vector Sport’, as well as the discontinuation of Arc.

In late 2003, the convertible model arrived and featured a range of trim and engines that largely mirrored the saloon. The Sportwagon would eventually arrive in late 2005 for the 2006 Model Year, featuring an emphasis on lifestyle versatility over outright luggage capacity typical of bigger estates. In the following six months an update was introduced for the interior which partially addressed the criticism that had been levelled at it up until that period. This predated an exterior facelift in late 2007 that featured all new panels at the front and new projector style headlamps that curved around into the wings, as well as frosted rear tail lamps that were similar in theme to those that were seen on the Sportwagon. Saab also increased their offering of Biopower E85 compatible engines (which proved immensely popular until the VRT changes of mid 2008). Changes after this were minimal, with the company battling for survival under GM ownership. In late 2010 however, a further update was shown that was to carry the 9-3 on until the new ‘Phoenix’ model was ready in a couple of years. It featured minor changes to the headlamps and bumpers, two new trim levels known as ‘Vector Griffin’ and ‘Griffin Aero’ as well as revisions to the range of diesels that lead to the range topping 178bhp version getting under the 120 g/km barrier, which was an amazing achievement and beat anything available in that class producing that level of power.

With Saab Automobile having gone to the wall in the days leading up to last Christmas, the 9-3 range is proving more of a bargain than ever. Parts supply should also not be an issue for the foreseeable future, with many companies and organisations having been set up in recent weeks to deal with this. Looking at MG Rover as a case in point, there still can be many models seen running on the road today nearly seven years after the company’s demise, so if anything that is reason enough not to worry, in addition to the fact that many identical parts can be sourced through the Opel and FIAT network channels.

Fiat has earned a reputation as one of the most successful small-car manufacturers in history. From the 500 to the Uno, the Italian automotive giant has become synonymous with small and perky city-cars that are fun to drive and easy to live with. The Punto was launched in late 1993 as the latest in this long line of small and smart Italian automobiles. It has since become one of the biggest selling models Fiat have ever produced and arguably the most profitable. The fifth generation Grande Punto was an attempt to build on the overall success of the Punto range but with improved build quality, styling and specification.

Upon its launch in 2006, the all new Punto certainly stood apart from many of its contemporaries as well as the models own predecessors. The clean cut styling of the original Punto was one of the cars strongest features. Unfortunately subsequent models became increasingly more staid and predictable in their appearance. Like the original model, the 2006 Grande Punto was designed by Giorgetto Giugiari who gave the car a sleek finish more typically associated with Alfa Romeo than the generally more family orientated Fiat range. In 2012, the design may not be as striking as it was six years ago, but is still visually appealing none the less and has certainly stood the test of time.

Build quality has been an enduring bugbear with Italian cars, the Fix It Again Tomorrow jokes still resonant in many cases. However, with the Grande Punto Fiat have made a concerted effort to eliminate some of the flimsiness which dogged previous incarnations. The doors ‘clunk’ shut with a solidity not typically associated with Italian cars. There is also a very noticeable improvement in interior fit and finish, with higher quality plastics and firm seats. The simple functionality of the radio/CD system, complete with finger-tip controls on the steering wheel, as well as excellent all-round visibility, makes the Grande Punto driving experience more in line with some more upmarket rivals from manufacturers such as Volkswagen and Toyota. In fact, the main niggle I encountered testing this car was the irritatingly small cup holders!

Thankfully, the designers of the Grande Punto have maintained some of the quintessentially Italian features that Fiat and Alfa drivers tend to be so fond of. The suspension is quite firm and sporty for a family hatchback, the steering responsive but not overly so. Initial acceleration from the 1246cc diesel engine which powered the model I drove was sapped from turbo-lag. However, once in the higher rev range the Punto performs well and is more than capable of holding its own either on suburban runs or long haul dual carriageway driving.

The Grande Punto also continues to provide excellent fuel economy. The 1.3 Multijet engine returns an average of 60-65mpg/6l per 100 km. While an engine with small cubic capacity does have its drawbacks, there are also important positives in this regard, namely lower road tax and potentially smaller insurance premiums. The Punto has traditionally been a favourite amongst young learner drivers, therefore safety is an obvious concern. With dual front and side curtain airbags as well as numerous other state of the art safety features, the 2006 Punto received a five-star NCAP rating.
The fifth-gen Punto represented a step upmarket for one of Fiat’s most successful models, raising the bar in terms of styling and refinement.
However, it also retained many of the defining features which made the Punto such a popular choice for Irish motorists upon its release in 1993 and earned the original model the coveted European Car of the Year award in 1995. There were multiple engine/model specifications available in Ireland, with the 1.2 litre engine variant again the most popular. However, having driven the 1.3 litre Multijet diesel, I can honestly say it represents the best value in the Grande Punto range. The sheer volume of Punto’s on the market means that tidy low-mileage examples of the Grande Punto are currently trading for less than 5,000 euro. This represents excellent value for a car that is small yet stylish, fun yet frugal. In other words, everything would expect from the masters of the supermini.