Audi A3 (2003-2012)

When Audi introduced the original A3 in 1996 it created the first successful premium small hatch, and the car would go on to become hugely popular. It was with the second take on the formula though, that Audi really got into its stride. Sharing the Volkswagen Golf’s floorpan, the A3 featured a more upmarket interior and the understated styling for which the German brand is famous. With a lifespan of almost a decade, the second-generation A3 came with a huge choice of engines, trims, transmissions and bodystyles, which is why there’s bound to be one for you.

Key dates

5/03: The A3 Mk2 arrives with a wide choice of petrol and diesel engines.

7/04: A 2.0 TFSi (turbo petrol) joins the range, along with the five-door Sportback. 

5/06: A 2.0 TDi 170 is introduced, with optional quattro 4WD. 

10/06: A 1.8 TFSI debuts, alongside the quick S3.

5/07:  A 1.4 TFSi petrol engine is now available.

10/07: The ultra-frugal 1.9 TDie appears. 

4/08: The A3 cabriolet arrives, as the range is facelifted.

7/09: A 109g/km 1.6 TDi reaches showrooms; six months later its emissions are cut to 99g/km. 

1/10: A 1.2 TFSi engine debuts.

Checklist

• On manual cars, clutch judder suggests the flywheel is falling apart; it can happen after just 40,000 miles.
• A3 radiators can prove fragile, with leaks possible after just 18 months. Look for signs of coolant at the base of the radiator.
• Owners can get locked out of their cars if the door sensor microswitch fails. The doors lock themselves, with the keys left inside the car.
• Steering racks of early cars are prone to failure; replacements are costly but racks to the later design tend to be more durable.
• ECUs, electrics, electronics and associated sensors can all play up, so make sure all the warning lights go out and that everything works.

We like

• Wide model range
• Lots to choose from
• Build quality
• Strong engines
• Strong image
• Refinement
• Comfy seats

We don’t like

• Inert handling
• Less reliable than you think
• They’re everywhere
• Three-door’s cramped rear seats
• Firm ride of some models
• High purchase costs

Richard Dredge

Peugeot 207 (2006-2012)

It’s easy to see why the 207 was one of the most popular cars in its class when new. Keen pricing and a wide choice of engines, trims and bodystyles made it very accessible. Now the 207 is available only as a used buy, nothing has changed; you’re still spoiled for choice. When Warranty Direct claimed in 2011 that the 207 was the most reliable European car, Peugeot’s transformation appeared complete, but online forums suggest not all owners think their cars are so dependable. That’s why you need to check any potential purchase carefully, but a good 207 can represent spectacular value for money.

Key dates

5/06: The 207 hatchback debuts, with three or five-door options and any combination of 1.4 or 1.6-litre petrol or diesel engines. 

1/07: A 120bhp 1.6 VTi petrol engine joins the range, along with the 207CC (Coupé-Cabriolet), the latter with 1.6 petrol (normally aspirated or turbocharged) or 1.6 diesel engines. 

6/07: A 95bhp 1.4 VTI petrol engine and a 175bhp GTi debut. 

7/07: The 207SW (five-door estate) debut, with a pseudo off-roader edition soon after, the Outdoor. 

8/09: A facelifted 207 brings a fresh nose and interior, a higher quality cabin plus standard Bluetooth.

3/10: Allure trim is added to the range.

4/10: The 1.6 HDi is tweaked to comply with Euro 5 emissions regulations. A six-speed gearbox replaces the previous five-speed unit.

Checklist

• Peugeot recommends 10 years between cam belt renewals; six years or 60,000 miles is more advisable.
• Pairing a phone via Bluetooth can be a pain. Disconnecting the battery for a few minutes can fix things.
• The interior trim isn’t very durable, so check for damaged or missing parts.
• The dashboard’s LCD can fail. The only effective cure is replacement, which is costly.
• Anti-pollution warnings lead to the car reverting to limp-home mode. Effective fixes can be elusive.
• Gear selection problems and difficulty getting out of fifth gear is down to the linkage being incorrectly set up. It’s an easy fix.
• The ECU that controls the anti-lock braking module can fail, leading to warnings on the dash. Replacement is costly.
• The 207 has been the subject of a lot of recalls, so make sure any necessary work has been done.

We like

• Wide range
• Lots available
• Looks smart
• Great diesel engines
• Cheap to buy
• Comfortable ride
• Good to drive

We don’t like

• Small boot
• Cramped back seat
• Uncertain reliability

Richard Dredge

Land Rover Defender (1990-2015)

When Land Rover built the final Defender at the end of 2015, it may have looked as though it had driven straight out of the 1940s, but under that boxy skin was a car that had been constantly updated over the years. It was still noisy, slow, thirsty and agricultural, but if you’re looking for a weekend toy or a tow vehicle which can traverse even the most demanding terrain, the Defender is in a class of its own, while its relative simplicity makes DIY maintenance a breeze. However, you’ve got to be committed to buy a Defender as just about any rival is more comfortable, refined and high-tech, but somehow the Land Rover’s crudity is a large part of its appeal.

Key dates

1990: The Defender arrives, little different from the 90 and 110 that it replaces. There’s a V8 petrol option or a 200 TDi 2.5-litre diesel.

1992: The V8-powered 110 becomes special order only.

1993: The diesel is now a more muscular 300 TDi 2.5-litre five-cylinder unit, which is cleaner, more refined and smoother. There’s a slicker five-speed gearbox and disc brakes at the rear.

1998: The all-new TD5 engine replaces the 300 TDi, and electronic traction control plus anti-lock brakes are now standard.

2006: There’s an all-new 2.4 TDCi engine, six-speed gearbox and a heavily revised interior. 

2012: A new 2.2-litre diesel engine offers the same power and torque as before, but with far greater refinement.

2015: The last Defender is built, but not until Land Rover has offered three run-out limited editions. These are the Autobiography Edition (80 built), Heritage Edition (400 made) and Adventure Edition (600 produced).

Checklist

• Fuel consumption and CO2 emissions are high, so road tax is costly, especially for post-2006 cars.
• More Defenders are stolen each year than any other car, so check you can get insurance before you buy.
• Corrosion can be a real issue. Check the bodywork and chassis, especially the rear crossmember; replacing this can take 10 hours.
• Knocking from the transmission as you take up drive is usually wear in the gearbox or transfer box. Effective repairs are expensive.
• Waterlogged footwells are common, because of leaks through the windscreen seal, sunroof or the panel joint above the windscreen.
• If buying a 200 or 300 TDi check the head gasket hasn’t blown, and that the engine doesn’t overheat.
• Starting and running problems can be caused by a faulty fuel injection loom or ECU connector, a tired fuel pump or a blocked fuel filter.

We like

• Iconic design
• Appreciating asset
• Off-road abilities

We don’t like

• Lack of refinement
• Low-rent interior
• Not very comfortable
• Poor security
• Corrosion issues
• Poor on-road dynamics
• High purchase costs
• High running costs

Richard Dredge

Nissan Note (2006-2013)

With downsizing very much in vogue, it’s cars like the Nissan Note that make the trend so understandable. Combining a cleverly designed interior with discreet good looks, the Note is one of those cars that’s inconspicuous but very talented, leaving you wondering why you don’t see a lot more of them. Compact yet spacious, the Nissan Note is good to drive and surprisingly versatile, plus it looks smart too. Now the earliest cars are getting old, the Note still scores strongly for reliability. And with plenty of cherished low-mileage cars available, this ultra-practical Nissan is as appealing as ever.

Key dates

3/06: The Note arrives as a five-door hatchback only, with 1.4 or 1.6 petrol engines or a 1.5-litre turbodiesel. 

1/09: A facelift brings a fresh nose and a higher quality interior with more standard equipment.

8/10: Further revisions bring more tweaks to the exterior detailing plus extra standard equipment – significantly more, for the high-spec N-Tec. 

2/12: A final facelift means extra standard kit for the Acenta and N-Tec, plus a new range-topping N-Tec+ trim.

Checklist

• Squeaks and creaks from the front suspension suggest fresh anti-roll bar bushes are needed.
• Cars with 16-inch wheels and 55-profile tyres have a ride that you might find too firm.
• The engine auxiliary drive belts can wear quickly.
• The windscreen suffers from chips and cracks in the lower corners, which then spread throughout the screen.
• Steering racks aren’t very durable, so feel for play.
• Waterlogged footwells suggests the air-con system is leaking; repairs can be involved.
• The electrics can be unreliable, so ensure they all work. Pay particular attention to the powered windows and stereo; check the CD player too.

We like

• Versatility
• Practicality
• Smart looks
• Keen prices
• Reliability
• Driving experience
• Low running costs

We don’t like

• Bland cabin design
• Basic entry-level cars
• Cramped for five

Richard Dredge

Chrysler Grand Voyager (2008-2015)

Chrysler invented the people carrier in 1983 when it launched the Voyager, so it knows a thing or two about making MPVs. While some rivals are better all-rounders, when it comes to all-out practicality, little can touch the cavernous Grand Voyager. Even with all seats in place there’s a 756-litre boot; fold the various chairs flat and this jumps to a huge 3,296 litres, making even the biggest estate car seem small. Buy a Grand Voyager with the neat Stow ‘n’ Go system, which adds a DVD-based entertainment system and centre seats that can swivel through 180 degrees, and you’ve got the perfect family carry-all. But running costs can be high and reliability can be poor, so buy with care.

Key dates

2/08: The fifth-generation Grand Voyager reaches UK showrooms, with 3.8 V6 petrol or 2.8 CRD diesel engines and seating for seven. 

5/09: The Special Edition celebrates 25 years of the Voyager (a year late); just 100 were made, each with leather trim, DVD player and metallic paint. 

7/10: Revisions cut CO2 emissions and fuel consumption by 10%. Anti-whiplash head restraints are now standard too. 

7/11: A facelift brings revised lights, badging and grille along with improved seating and extra standard equipment. At the same time, the petrol engine is dropped.

Checklist

• Diesel-powered models are thirsty; petrol editions are very costly to run.
• All cars have powered side doors and tailgate as standard; the former can sometimes open for no reason.
• The paint gets chipped around the sat-nav screen, making the dash look tatty.
• Base models don’t get parking sensors as standard, yet they’re essential.
• The brakes have to work hard and can wear quickly, so check the discs and pads aren’t tired.
• Make sure all the electrical items work, such as central locking, windows, seats, doors and lights; these can all be unreliable.
• The quality of some interior plastics isn’t great, so look for marks in the fittings, and broken trim.
• The paintwork gets damaged easily, with the sills and leading edge of the bonnet the most likely to chip.

We like

• Space
• Practicality
• Comfort
• Refinement
• Equipment levels

We don’t like

• High running costs
• Poor build quality
• Heavy depreciation
• Chrysler defunct in the UK
• Poor safety rating
• Mediocre to drive

Richard Dredge

Suzuki Swift (2005-2010)

When the Suzuki Swift arrived in the mid-1980s, it failed to make much of an impact. But when the fifth-generation Swift was unveiled in 2005, Suzuki had really nailed it. Now, this left-field supermini is a used car bargain. Suzuki may not have got carried away with the choice of engine and trim options, but that doesn’t stop the Swift from being an enticing used buy thanks to the value, style and performance on offer. There are plenty of low-mileage cherished examples out there as the Swift is a popular private buy. With zesty handling and decent economy there’s plenty of fun to be had – at keen prices. 

Key dates

4/05: The fifth-generation Swift hatchback debuts, with 1.3 or 1.5-litre petrol engines and three- or five-door bodystyles. There’s an automatic gearbox option, but only with the 1.5-litre engine. 

1/06: A turbodiesel (badged 1.3 DDiS) appears, with a Fiat-sourced 1.3-litre engine; it comes in five-door guise only. 

9/06: A new flagship model joins the range; the 125bhp 1.6-litre Swift Sport, which comes solely in three-door form. 

1/10: The GL and GLX trims are replaced by SZ2, SZ3 and SZ4.

Checklist

• Go up and down through the gearbox several times, as a notchy gearchange is common.
• There’s no reach adjustment for the steering wheel, so the ideal driving position can be hard to find.
• The Sport’s suspension is very firm; if you’re considering one of these, give it an extended test drive.
• Dampers can be weak, so sharply push the car down at each corner and see if it quickly settles. If it doesn’t, the shock absorbers need replacing, in pairs.
• All sorts of squeaks, creaks and rattles can emanate from the cabin. Many come from behind the dash, which means they need major surgery to fix.
• Watch for uneven tyre wear, as the wheel alignment is usually thrown out if the car has been jacked up by its suspension at the rear.
• Listen out for a noisy gearbox on high-mileage cars, as the bearings can fail. Once this happens, an expensive gearbox rebuild is the only solution.

We like

• Sharp looks
• Keen prices
• Economical engines
• Reliability
• Sharp handling

We don’t like

• Low-rent cabin
• Limited engine/trim line-up
• Unrefined
• Firm ride
• Small boot

Richard Dredge

MINI hatch (2006-2012)

BMW struck gold with its first MINI (the German owners chose to capitalise the name, Ed.), so it was no surprise when the second take retained the qualities and looks of the original. Looking just as chic and offering the same opportunities for personalisation, the second MINI was a smash hit just like the first. However, despite its popularity and resultant ubiquity, you need to ensure the MINI is right for you as some rivals offer better value and practicality. There are so many combinations of engine, trim and options that it can be hard to pin down exactly what a MINI is worth, so don’t pay over the odds. As a premium small car you’ll pay for the privilege of buying a MINI but a good reliability record, sharp dynamics plus great styling inside and out mean there are plenty of reasons to opt for this baby BMW. 

Key dates

11/06: The MINI Mk2 is launched in 120bhp Cooper and 175bhp Cooper S forms, with 1.6-litre engines. 

3/07: A 1.6-litre Cooper D diesel and entry-level 1.4-litre 95bhp MINI One join the range. 

8/07: Stop/start becomes standard.

3/09: The 211bhp John Cooper is introduced.

7/09: The 1.4-litre MINI First becomes the new entry point and the One gets a 1.6-litre engine. 

9/10: A facelift brings new diesel engines and revised petrol units, even more personalisation options and mildly revised styling. 

9/12: The 218bhp John Cooper Works GP appears.

Checklist

• The windscreen glass is unusually thin and gets damaged easily; check for chips and cracks.
• The Getrag six-speed manual gearbox can be weak; play in the change signifies trouble ahead.
• Diesel MINIs can suffer from failure of the dual-mass flywheel, requiring costly replacement. Listen for rattling.
• If you’re looking at a MINI with an upgraded sound system, check the speakers work properly; sometimes they don’t.
• Weak starter motors can be a problem, so make sure what’s fitted will spin the engine over happily.
• The paintwork isn’t that tough, so look for chips, scratches and evidence of bird lime problems, especially on the roof.
• Electrical problems arise when the battery earthing strap fails; the electrics can be lost altogether.

We like

• Chic looks
• Strong image
• Sharp handling

We don’t like

• Cramped cabin
• Tiny boot
• Hard ride
• High purchase prices

Skoda Fabia (2007-2014)

The original Skoda Fabia represented a turning point for Skoda as it was the first supermini from the VW subsidiary that couldn’t just take on desirable rivals – it could beat them at their own game. But while the Fabia Mk2 is both practical and comfortable, it’s never offered much to those who enjoy their driving. Used values can also be surprisingly high so make sure you’re not paying over the odds for a car that’s no class leader. The Fabia’s excellent reputation means some sellers are asking inflated prices for a car that’s still a great used buy, but not as far ahead of competitors as some think it is.

Key dates

5/07: The Fabia Mk2 debuts with 1.2, 1.4 or 1.6-litre petrol engines, along with 1.4 or 1.9-litre turbodiesels.

1/08: The high-spec Sport arrives, alongside a five-door estate. 

4/08: The ultra-economical 1.4 TDI Greenline arrives.

7/08: The Fabia Scout pseudo off-roader appears. 

3/10: A facelifted Fabia arrives with more efficient engines, a revised nose plus S, SE and Elegance trim levels in place of the previous 1, 2 and 3 trims. 

5/11: The high-spec SE Plus brings climate control, privacy glass, powered rear windows plus a multi-function steering wheel.

Checklist

• Panel alignment isn’t always perfect, so if things don’t line up properly, don’t assume the car has been crashed.
• Squeaks and rattles can crop up, particularly from things like the dashboard rubbing against the windscreen surround and the pedals needing lubricating.
• Some engines come with a choice of low or high power outputs, so establish exactly what you’re getting.
• From 2009 there was no spare wheel fitted as standard, although it is possible to buy and fit one.
• The interior trim can be fragile as some of the plastics are cheap. Watch for trim coming apart and the electric window switches popping out of their sockets.
• Oil consumption can be an issue, especially on some of the more stressed (small capacity, high output) engines – up to as much as 1000 miles per litre.
• Many Fabia owners are disappointed with the standard headlights; swapping to Osram Nightbreaker or Phillips Xtreme bulbs is the preferred solution.

We like

• Reliability
• Spacious cabin
• Decent boot
• Strong engines

We don’t like

• High used values
• So-so dynamics
• Uninspiring cabin

Richard Dredge

Skoda Superb (2008-2014)

The original Skoda Superb pushed Skoda further upmarket than it had ever been before, and while it was a great car, buyers didn’t really latch onto its brilliance. So when the second take on the formula was launched in 2008, Skoda had to come up with something really special to be noticed – and that’s exactly what it did. This time round there was a novel tailgate arrangement, more space and equipment than before plus a great range of engines. You can now buy one of these brilliant cars for peanuts, making it one of the biggest – in every sense – bargains around. 

Key dates

9/08: The Skoda Superb Mk2 arrives with 1.4 TSI, 1.8 TSI or 3.6 V6 petrol engines, or 1.9 TDI (Greenline) and 2.0 TDI diesels, the latter in 140bhp or 170bhp guises. The 1.8 TSI, 2.0 TDI 170 and 3.6 V6 engines are offered with 4WD. 

2/10: A Superb estate appears, with the same engine options, and the 2.0 TDI 140 engine gets common rail fuel injection to make it smoother, more refined and more frugal than the previous PD unit. Later in the year the Greenline gets a 1.6 TDI engine.

5/11: The high-value SE Plus trim joins the range.

6/13: A facelifted Superb brings an overhauled interior, reduced emissions and a refreshed exterior.

2/14: The Superb Outdoor 2.0 TDi brings off-road styling and optional four-wheel drive.

Checklist

• The badges can corrode and look tatty after just a year. Dealers have replaced many under warranty.
• The leather trim can wear on the driver’s seat bolster. Again, dealers have fixed this under warranty.
• If buying a Superb that’s been used for towing, check its suspension, clutch and brakes aren’t worn out.
• Cars with the DSG transmission can suffer from jerky changes between first and second; software ‘fixes’ can make things worse.
• Superbs with the ‘KESSY’ keyless entry system can suffer from the car refusing to acknowledge the proximity of the key, so it won’t start.
• ABS sensors can fail, leading to the ESP, ABS and tyre pressure warning lights coming on. Fixes are cheap though.
• All Superbs have alloy wheels which can corrode under the lacquer. Dealers have replaced many wheels under warranty.

We like

• Reliability
• Practicality
• Comfort 
• Low running costs
• Spacious cabin
• Affordability
• Good engines
• Refinement

We don’t like

• Low-rent image
• So-so dynamics
• Awkward styling

Richard Dredge

Porsche Boxster (2005-2012)

Ever since the original Boxster appeared in 1996, rivals have struggled to keep up; Porsche’s entry-level model has always provided sublime handling, strong performance and excellent build quality, with a cast-iron image. This is a car that’s so good, it’s easy to wonder what the point of a 911 is – or any number of costly supercars. Fabulous to drive, fast, sharply styled and superbly built, the Boxster is one of those rare cars that’s so good, you wonder how it can be improved. So while the Boxster can cost a chunk of cash to buy and run, it’s still a bargain.

Key dates

1/05: The second-generation Boxster, codenamed 987 (the original was the 986) debuts in 240bhp 2.7 (Boxster) and 280bhp 3.2-litre (Boxster S) forms. 

7/06: The 2.7-litre engine is boosted to 245bhp, while the Boxster S gets a 295bhp 3.4-litre unit. 

1/09: A facelift brings improved steering, more standard kit and the option of Porsche’s brilliant PDK dual-clutch gearbox. There’s also a 2.9-litre engine for the Boxster while the S is boosted to 310bhp.

2/10: The Boxster Spyder is introduced. With more power (now 320bhp) and less weight (just 1275kg) the Spyder is the most involving Boxster of all to drive.

Checklist

• Transmissions are strong, but hard-driven cars may be suffering from a tired rear axle, so listen for whining.
• On very early 3.2-litre cars, a weak intermediate shaft (IMS) can lead to premature gearbox failure.
• Water pumps can fail in less than 40,000 miles, so check for coolant leaks and inspect the fluid levels.
• The roof mechanism can suffer from failed ball joints. Poor repairs can damage the roof, so check no water has leaked into the cabin.
• Stick with 17-inch wheels for general road use; larger wheels spoil the ride. Whatever is fitted, kerbing is common so check for damage.
• Pre-facelift cars (built before the end of 2008) can suffer from stonechipped paint all too readily.
• The standard seats are excellent, but the optional sports seats take comfort to a whole new level.

We like

• Build quality
• Refinement
• Performance
• Handling
• Usability
• Value
• Reliability

We don’t like

• Running costs can be high

Richard Dredge

Ford S-MAX (2006-2014)

When the Ford S-MAX arrived in 2006 it cut a dash like no other car in its segment. Seen by some as the world’s first seven-seater sportscar, thanks to its handling prowess, the S-MAX was capable enough to secure the 2007 European Car of the Year award. For many, having a family means an end to enjoying driving, but thanks to Ford, you don’t have to make such compromises. The S-MAX also makes a brilliant tow car when fitted with one of the larger engines; even when you’re not towing, some of the smaller units can feel a bit weedy. As an all-round family car however, the S-MAX is up there with the best of them, proving that the best things don’t always come in small packages.

Key dates

6/06: The S-MAX reaches UK showrooms in 2.0 and 2.5T petrol forms, alongside 1.8 and 2.0 diesels. 

5/07: ESP becomes standard range-wide 

8/07: A 2.3-litre petrol engine joins the range. 

3/08: A 175bhp 2.2 TDCi (in high-spec Titanium form only) debuts, alongside a 1.8-litre flex-fuel Econetic version that can run on E85 petrol; it’s badged FFV (FlexiFuel Vehicle). 

3/10: A facelifted S-MAX arrives, with a redesigned nose, new safety technologies, an upgraded interior plus new 2.0-litre petrol and diesel engines, along with a new dual-clutch transmission badged Powershift.

Checklist

• There’s no spare wheel and no provision for one; instead you have to use a tyre sealant.
• If the car has front parking sensors, make sure they work; they sometimes don’t.
• Some versions have hydraulic power steering, some electric. Both systems can be unreliable.
• The S-MAX is a heavy front-wheel drive car. As a result, the front tyres tend to wear quickly.
• The 1.8 and 2.2 diesel engines can be hesitant and suffer from poor economy if the ECU software hasn’t been updated since it left the factory.
• Electrics and electronics can play up, so make sure everything works. Focus on the climate control, rear window demisters, active lighting systems and stereos.
• Blocked ventilation drains can lead to the interior flooding, potentially the wiring loom. Fixing this properly is then very costly.

We like

• Value
• Choice
• Dynamics
• Practicality
• Smart design
• Spacious cabin

We don’t like

• Unreliable early cars
• Small boot seven-up

Peugeot 308 (2007-2013)

When it was launched in 2007, the 308 Mk1 was praised for its comfort, refinement, frugal engines and much-improved interior quality over the outgoing 307. Few small family hatchbacks offered the same sort of value as the 308, and as a used buy you get even more for your money. The 308 is safe too, with a five-star Euro NCAP crash test rating. Rear seat space isn’t great though and the 308 isn’t polished dynamically, but with decent fuel economy available from the diesel engines and very low purchase prices, the 308 can be just the job for a budget-conscious family.

Key dates

9/07: The 308 replaces Peugeot’s 307 in five-door hatch form in September; a three-door option arrives three months later. There are 95bhp 1.4 and 120 or 150bhp 1.6-litre petrol engines; diesels are 90/110bhp 1.6 or 136bhp 2.0 HDi units. 

6/08: The seven-seater 308SW arrives, along with the fleet-focused 308 SR which comes with standard navigation and bluetooth. 

4/09: The 308CC coupé-cabrio appears.

5/11: A facelifted 308 brings a revised nose and tail design, extra standard equipment and reduced CO2 emissions, including a 98g/km e-HDi model which arrives a few months later.

Checklist

• From January 2010 ESP became standard on all 308s, apart from entry-level Urban editions.
• If you don’t do many miles, cars with a diesel particulate filter are likely to give costly problems.
• The electrics can be erratic, with the engine cutting out and the column stalks packing in. Starting can also be a problem, so check everything works.
• The instrumentation can be troublesome, with trip computers and service indicators failing. The odometer can also over-read; the cure is a software update.
• The interior trim is sometimes weak, with squeaks and rattles common. Seats can also split, while carpets have been known to come adrift.
• Look for evidence of water leaking in through the windscreen seals, which can prove ineffective. Also check for cracks in the windscreen.

We like

• Strong diesel engines
• Low purchase prices
• Lots to choose from
• Wide range of engines and trims
• Five-star Euro NCAP rating
• Excellent refinement

We don’t like

• Patchy reliability
• Cramped rear seats
• Stodgy handling
• Unsettled ride
• Poor rear visibility
• Offset driving position

Richard Dredge