Performance
Hilux buyers can choose between 101bhp or 118bhp 2.5-litre turbodiesels and a 168bhp 3.0-litre diesel. The entry-level model is best avoided, because it struggles to keep up with the ebb and flow of traffic, even when the loadbed is empty. The higher-powered 2.5 is a much stronger option. In fact, it makes the flagship 3.0-litre engine feel redundant.
Ride & handling
Firm suspension gives the Hilux decent body control when tackling corners or undulating roads and the steering is reassuringly weighty. Unfortunately, the trade-off for its composure is ride comfort. Around town in particular, the Toyota tends to thump over potholes, shaking occupants in their seats. There's a shortage of rear-end grip when the loadbay is empty, too.
Refinement
All three Hilux engines are noisy, whether you're trundling around town or cruising on the motorway, but the smallest engine is worst because it needs to be worked hard to make up for the dearth of power. Big door mirrors cause plenty of wind noise at the national limit, but occupants are well isolated from road noise
Buying & owning
Company drivers who use a commercial vehicle like the Hilux for relevant businesses pay tax at a flat rate rather than on a portion of the list price, and this makes them much cheaper to run than an equivalent-priced car. Alternatively, if you're a VAT-registered trader, you can claim back the VAT. Maintenance and fuel bills are competitive.
Quality & reliability
Over the years, the Hilux earned a reputation for unbreakable mechanicals and build quality, and this version should prove similarly durable. Its cabin is a little dull, being dominated by dreary grey plastics, but everything feels reassuringly solid and hardwearing.
Safety & security
Every Hilux comes with two airbags, but side and curtain bags aren't even an option, and there's no stability control. On the security front, etched windows and plenty of marked mechanical parts make the car easier to trace should it be stolen. HL3 models and above also have an alarm, but Toyota doesn't fit deadlocks to the Hilux.
Behind the wheel
The Hilux has chunky controls for the heater and stereo, and they're placed high on the dashboard to be within easy reach. On the downside, some drivers will find it difficult to make themselves comfortable, because the steering wheel only moves up and down and there's no seat height adjustment.
Space & practicality
Toyota offers the Hilux in two-seater Twin Cab and five-seater Double Cab forms, with the latter sacrificing some load space for its extra seats. There's also a Extra Cab model which has two occasional rear seats. The rear bench in the Double Cab flips up to reveal some useful cubbies, but a centre rear occupant only gets a lap-belt rather than a full three-point seatbelt.
Equipment
Even entry-level HL2 models have air-conditioning, powered windows, remote central locking and a CD player with MP3 compatibility. Moving up to HL3 brings you electrically adjustable heated door mirrors, velour rather than cloth upholstery and alloy wheels, and the top Invincible trim brings a six-disc CD multichanger, satellite-navigation and rear privacy glass
Toyota Hilux Pick-up
Volvo C30 Hatchback
Performance
The five-strong petrol line-up kicks off with a 99bhp 1.6-litre and tops out with the 217bhp 2.5-litre T5, which provides massive mid-range muscle. Diesel fans are offered 108bhp 1.6, 134bhp 2.0 and 178bhp 2.4-litre D5 units, but the D5 is best avoided because it's only available with a slow, unresponsive five-speed automatic gearbox.
Ride & handling
Short-travel suspension keeps body movement in check, so the C30 remains composed on twisty country roads. The payoff is a rather firm ride, but it stops short of being harsh and improves with speed. The steering is also well weighted and quick to respond, but it has a rather numb feel.
Refinement
The C30 is a decent motorway cruiser, although some wind noise does build up around the door mirrors, and it lets in road noise on rougher roads. The petrol engines are pretty civilised, but the 2.0-litre diesel emits a telltale rattle around town and the D5 can be boomy
Buying & owning
The C30 undercuts rivals such as the Audi A3 and BMW 1 Series on price, but looks a bit expensive compared with the Volkswagen Golf. Fuel bills are reasonable unless you choose the T5 flagship, plus maintenance and insurance shouldn't break the bank. Residuals are strong, too.
Quality & reliability
The C30 may be Volvo's smallest car, but that doesn't mean it has skimped on the interior fittings. Dense, soft-touch plastics cover the upper dashboard, the switchgear operates with precision and it generally feels built to last. Volvo also has a good reliability record, and the mechanicals are proven.
Safety & security
Volvo is famed for safety, and the C30 is said to perform just as well as the larger S40 in a rear-end shunt, despite having a significantly shorter rear overhang. Every model has stability control, six airbags and active anti-whiplash front head restraints, while deadlocks, an integrated stereo and a visible VIN number all help to deter thieves.
Behind the wheel
The C30 shares its dash design with the S40, V50 and C70. There's the same simple dash and ‘floating' centre console that's attached top and bottom, but has open space behind. It looks great, but the narrow strip of switches on it are fiddly. A wide range of driver's seat and steering wheel adjustment means it's easy to get comfortable.
Space & practicality
There's plenty of head- and legroom upfront and enough space for a pair of adults to get settled behind. Most rivals are roomier in the back, however, and the C30 has two individual rear chairs rather than a bench, so you can't squeeze in a third. The boot is a good square shape, but also small and shallow. The luggage cover is fiddly, too.
Equipment
Every C30 comes with climate control, an MP3-compatible stereo, electric front windows and alloy wheels, while SE adds steering wheel-mounted stereo controls, plusher upholstery and cruise control. Stepping up to SE Lux brings you leather upholstery, heated front seats and power-folding mirrors. The R-Design Sport and SE Sport models get a bodykit, aluminium interior trim and a sports steering wheel
Seat Leon Hatchback 2.0 TDI FR
Performance
The FR is available with two engines, the 197bhp 2.0-litre turbo from Volkswagen's Golf GTI and a 168bhp diesel. In petrol form, there's plenty of urge, even at low revs, and strong pull all the way to the red line. The diesel doesn't have the same linear power delivery, but is still usefully flexible. The Cupra adds a bigger turbocharger to the FR's petrol engine to give 237bhp. There's a bit more lag, but its pace is blistering.
Ride & handling
Seat is VW Group's sporty brand, so the hot Leons have a stiffer suspension set-up than their Golf GTI or Skoda Octavia VRS stablemates. This provides excellent body control and composure through corners, and there's tenacious grip and sharp steering. The downside of this sporting bent is that the Leon's already uncompromising ride is even firmer.
Refinement
The petrol engines emit a pleasant rasp under acceleration and are hushed when you settle to a cruise, while the diesel never lets you forget which fuel to put in - yet it's still far from unrefined. Wind noise is minimal at the national limit however, road noise finds its way into the cabin. The six-speed manual gearbox has a positive action.
Buying & owning
The FR gives you a lot of dash for minimal cash, undercutting most key rivals on price. The Cupra is pricier, but the power hike justifies it. Residuals are reasonable, although no match for those of a GTI, and insurance groups are also low given the pace on offer. Fuel consumption does suffer if you use the performance to the max, but go easy on the throttle and you'll get a reasonable return.
Quality & reliability
All the controls operate with precision and the cabin feels solidly built, but some of the materials used look a little drab compared with the best rivals'. Most of the mechanicals are shared with the latest Golf, so should prove trouble-free, while Seats tend to perform well in customer satisfaction surveys.
Safety & security
Like the rest of the Leon range, the FR and Cupra models come with a comprehensive list of safety equipment. Twin front, side and curtain airbags are fitted as standard, while an electronic stability control system is on hand to help should you get into difficulty. As a rule, VW Group cars are hard to steal
Behind the wheel
Supportive sports seats with big bolsters hold the driver in place through corners. The dashboard has a logical layout, and there's two-way steering adjustment and a height-adjustable driver's seat. Less impressive are the thick, sweeping windscreen pillars create large blind spots when you're exiting junctions.
Space & practicality
There's plenty of head- and shoulder room for four six-footers, as well as ample legroom in the back. Some practicality has, however, been sacrificed at the altar of style. The Leon's boot is generous enough, but its entrance is awkwardly shaped and there's a high load lip to negotiate.
Equipment
The sporty Leons are generously equipped, with dual-zone climate control, electric front and rear windows, electrically adjustable and foldable door mirrors, a trip computer and cruise control all fitted as standard. There's also an MP3-compatible CD player with steering wheel-mounted controls, while options include automatic wipers and lights and satellite-navigation
Hyundai Coupé Coupe
Performance
The 1.6-litre engine in the range is underpowered so, unless you take life at a seriously leisurely pace, opt for the 2.0-litre or 2.7-litre V6. The six-speed V6 is the quickest, but the 2.0-litre isn't that far behind, even if you do have to stir the five-speed gearbox a fair bit to keep it going on a hilly route.
Ride & handling
The steering could do with more feedback, but it doesn't pull any nasty surprises and the car understeers only a little. The Coupe is reasonably well composed, limiting body roll well through corners, but the suspension can kick a bit too much on bumpy surfaces.
Refinement
The V6 is smooth, but makes a pleasing snarl as the revs rise. The 2.0-litre is coarse when revved hard, while all models suffer from too much wind and road noise. A long journey on a motorway will leave you tired
Buying & owning
The Hyundai is a cost-effective way into a stylish-looking coupe. It comes well equipped for the cash, and the warranty package is outstanding. The 2.0-litre is only a little thirstier than the slow 1.6-litre, but the V6 will have to take significantly more trips to the petrol pumps. Resale values are likely to be reasonably strong, but not outstanding.
Quality & reliability
The Coupe's mechanicals are well proven - a polite way of saying they've been around for a long time, but can be relied on. The cabin has some old-fashioned-looking plastics, but feels well built and should stay largely rattle-free. Electrics are the most likely thing to go wrong - check sunroofs, too.
Safety & security
Every model in the range comes with front and side airbags, but only the V6 is given stability control - something we want fitted to every car on sale. Remote central locking and alarm is standard - a Thatcham Category 1 version for the V6 - but don't expect deadlocks or marked parts
Behind the wheel
Controls are well laid out and easy to use - you'll quickly adapt to having the indicator stalk on the right and could well prefer it (you can change gear and indicate at the same time). The torque indicator dial seems a little over the top, and it's best to ignore the fuel consumption dial situated next door if you're in the V6. Handy features include a mobile-phone slot, cup-holders and a hatch release button.
Space & practicality
The Hyundai is particularly poor for headroom. The steering wheel also only adjusts for height, and the position of the clutch pedal may make it difficult for some to make themselves comfortable. Rear seats are understandably thin, but the hatchback opens to reveal a large load area with a net to secure loads. The split rear seats can fold to increase capacity even further.
Equipment
All models have air-conditioning, electric windows, remote central locking, an alarm and a MP3-compatible CD stereo. The 2.0 and 2.7 V6 add leather seats and a sunroof. The V6 comes with a standard six-speed gearbox or an optional Shiftronic semi-auto; the 2.0-litre comes with a five-speed manual and an optional four-speed auto.
Volkswagen Eos CC
Performance
There are four petrol models and one turbodiesel to pick from. The entry-level 1.4-litre TSI model only has 120bhp, so the 148bhp 2.0-litre is a better bet. A 2.0-litre turbo is borrowed from the Golf GTi and is more fun to drive. The 3.2 V6 is impressively quick. The 2.0 turbodiesel offers decent pace.
Ride & handling
VW has worked wonders with the Eos to create a convertible that is almost totally resistant to squirms or shakes on any type of surface. This gives you excellent ride comfort, even if you opt for the Sport models with their firmer suspension and larger alloy wheels. Handling is much like the Golf hatch's: grippy and safe.
Refinement
The Eos succeeds where many rivals fail, in that when the roof’s in place it’s hard to tell it’s a convertible because wind and road noise are so well isolated. You don’t get buffeted by the wind much when the roof is down, either. Engine noise isn’t a problem with the petrols, but the diesel is noisy at all times and sounds coarse when pushed.
Buying & owning
The VW Eos is pitched somewhere between rivals from Vauxhall and Peugeot and more upmarket competition from Volvo and Audi. This makes the Eos look pricey against VW's more usual rivals, but the Eos has the image to carry it off, and this is reflected in strong resale values. Insurance is pricier than for some rivals.
Quality & reliability
Eos owners are unlikely to complain about the car's price when they feel the quality of construction. It's a class act and the interior has a solid, crafted look and feel. Tried and tested VW components mean that the Eos should only require regular servicing. The folding roof mechanism is complex, but has a well-engineered feel.
Safety & security
VW's side airbags act like curtain airbags in the event of a side collision - but there is no airbag protection for rear-seat passengers. ISOFIX child seat mountings are fitted front and rear. All Eos models come with stability control as standard, while roll hoops spring up from behind the rear headrests if the car senses it might tip over. With the roof raised, the Eos is as secure as a Golf hatch.
Buying & owning
The VW Eos is pitched somewhere between rivals from Vauxhall and Peugeot and more upmarket competition from Volvo and Audi. This makes the Eos look pricey against VW's more usual rivals, but the Eos has the image to carry it off, and this is reflected in strong resale values. Insurance is pricier than for some rivals.
Quality & reliability
Eos owners are unlikely to complain about the car's price when they feel the quality of construction. It's a class act and the interior has a solid, crafted look and feel. Tried and tested VW components mean that the Eos should only require regular servicing. The folding roof mechanism is complex, but has a well-engineered feel.
Safety & security
VW's side airbags act like curtain airbags in the event of a side collision - but there is no airbag protection for rear-seat passengers. ISOFIX child seat mountings are fitted front and rear. All Eos models come with stability control as standard, while roll hoops spring up from behind the rear headrests if the car senses it might tip over. With the roof raised, the Eos is as secure as a Golf hatch.
