.4- 4 -


56 motorsfyyffiffi www.motorstoday.co.uk toad test


Is it too good to be true? Quite possibly S


PEND any time with a Ford C-MAX and you may well find a niggling ques­ tion preying on your mind.


Time and again, you’ll guiltily look for


excuses to drive it and the same question forms as soon as you step out and plip the remote. “Am I totally missing the point here?” You see, the C-MAX is such a capa­ ble and enjoyable driver’s car that it tends to overshadow its more practical side. You become suffused with a rosy glow of affec­ tion towards the car based on its ability to tackle a comer and walk away with little or no idea as to how it would cope with family duties. The powerful C-MAX 2.0-litre model only exacerbates this problem. With 144bhp on tap, this 2.0-litre


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Duratec engine will punt the C-MAX to 60mph in just 9.8 seconds and on to a top speed of 127mph. Despite these impressive figures it will still return a fuel consumption figure of 38.7mpg. Although nowhere near as good as the diesels in terms of fuel econo­ my, this is still an impressive return. Plus prices which start at £15,995 on the road mean that the C-MAX 2.0-litre is a good deal more affordable than you might at first think. Still, the suspicion that driver enjoyment


clouds your critical perspective is never far away. Few cars invite you to miss the point quite so seductively as the C-MAX. Ford claims the C-MAX moniker is an amalgam of both the C-segment in which it competes and a combination of maximum comfort, maximum confidence and maximum con­ trol. While some of this sounds like market­ ing flannel, it’s a source of great importance for Ford that the C-MAX should uphold the reputation of its Focus progenitor as a sparkling drive.


By ANDY ENRIGHT Ford has thought long and hard about


this car since its original launch, hence the recent styling changes and the dropping of the ‘Focus’ name from the title. The looks are a good deal less introverted these days with a redesigned front end that includes design elements from the S-MAX - most notably, the lower trapezoid front grille, a redesigned upper grille, headlights and tail lamps. Specify the optional bi-xenon lights and a light strip runs across the top line of the lamp unit. I t’s all rather Audi, as are the LED tail lights. On the road, the celebrated control blade


rear suspension ensures that the C-MAX feels a very capable handler. Riding on the chassis of the new generation Focus hatch, the C-MAX 2.0 is the car to go for if you want your MPV to handle. In this respect at least it’s as much of a true multi-purpose vehicle as anything you care to mention as it offers a very entertaining drive as well as being able to cope with more mundane duties. Few mini-MPVs can put a smile on the drivers face. This one does. Despite its keen road manners, delve a


li tt le deeper and you’ll find Ford have indeed done their homework. The market­ ing department is utterly convinced that there’s an untapped market for vehicles that offer five seats with MPV-style head- room and versatility but which still offer keen driving dynamics and styling th a t doesn’t resemble a downsized burger van. Think about how we use our cars for a moment. Many of us rarely even use the back seats for anything but shopping bags and jackets.


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04 54 PORSCHE 911 (997) CARRERA S 6 speed manual, meteorite grey metallic, black leather sports seats, sunroof, Porsche communications management including sat nav and telephone module, Bose surround sound system, sports chrono pack including stop watch, multi function steenng wheel, xenon headlights, 19” alloys, multi CD player, UK supplied car with a full Porsche service history, the ultimate usable performance car availaole...........................£49,995


01 51 PORSCHE 911 (996) CARRERA 4 T1PIR0NIC S “ 2002 FACELIFT MODE**, arctic silver metallic, black leather, digital climate control, CD autochanger. 1ET alloys, 66,000 miles, M serace htstoiy a! Porsche and Poische specialist fabulous performance with leliabily .....................429,995


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98 S PORSCHE 911 (996) CARRERA TIPTBONIC S, cobaK blue met, grey leather intenor, elec mernoty seats, sunroof, alcantara headlining, sports exhaust, upgrade colour crested sport design, 18" alloys, Becker CD player, on board computer, FSH, previously sold by ouiselves, must be seen & driven to be fully appreciated...............£24,995


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05 05 BMW M3 SMG CABRIOLET; Titan silver metallic, black leather sports seats, satellite navigation, bluetooth phone, upgrade 19' alloys, digital climate control, cruise control, auto xenon headlights, factory supplied hard top, only 26,000 miles, full service histoiy at BMW having just been serviced, arguably the best M3 on the road ...................£29,995


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If you’ve got a family in tow, you may well need four or even five seats but if you seri­ ously need seven seats, it makes sense to go with the additional carrying capacity of a full sized MPV like Ford’s Galaxy or S-


MAX models. If the exterior may still be a little under­


whelming, the C-MAX more than makes up for it with the ideas factory that is the cabin. Although it’s unlikely to be available on entry-level versions, Ford’s rear seat flex­ ibility system really is the ace in the C- MAX hole. A 40-20-40 “tip and tumble” rear seat sees the centre section flip rear­ wards into the luggage compartment, leav­ ing the remaining two seats to slide diago­ nally along a runner towards the centre of the car, giving unprecedented levels of space for four. The rear seats are set high, which does


away with the usual mini-MPV complaint of virtually sitting on the floor and means that the kids get a great view forward. The flipside to this is th a t if you’re regularly carting taller passengers about, that slop­ ing roofline may cause a few grumbles. With 100mm of extra legroom and 60mm


of additional shoulder room over a standard Focus hatch, space is otherwise pretty gen­ erous in the back of the C-MAX. Even in the standard three-abreast bench position there’s plenty of room, offering 946mm of legroom and 582 litres of luggage compart­ ment space. Remove the rear seats alto­ gether and there’s a monstrous 1,692 litres available. One trick Ford did miss was the ability to


tumble the front passenger seat forward to a flat position. The fascia design of the C- MAX reflects the exterior lines in its calm maturity.


o \ l Automotive Marketing at its best im a a e s ’ S C i 0 1 S S S 4 4 2 4 6 0 motorstoday.co.uk read test


That petrol emotion with the Alfa Romeo


m mfall l J l t i f e s l hillendale.co.uk Clitheroe Advertiser &Times, Thursday, November 1 st, 2007 57 i P U l K i t l l g i l l f j S S l P ,* ,1 / ; ...?


p a s s


what the fastest, the biggest, the most expensive and the most beautiful cars are. By the same token we’re also


A


curious as to what the slowest, the smallest, the cheapest and the ugliest models are. Cars that come somewhere


in the middle require a little more mental processing to pigeonhole and, as such, these essential compromises are often easy to overlook. Take Alfa Romeo’s 159


2.2JTS model. I t sits in the middle of their petrol line up between the 1.8 and 3.2-litre cars. In many respects it’s the unexceptional model, the one you will most likely not buy. Go beyond the superficial, however, and there are some compelling reasons why this car makes all sorts of sense. Doing your homework when


it comes to buying a new car is rarely time wasted. If you’re in the market for a mid-range Alfa Romeo 159 and you’ve taken a quick look at the 2.2- litre JTS model, you’ve doubt­ less also glanced a t the relative value propositions of the 1.8- litre MPI petrol and the 1.9- litre JTD MultiJet diesel. If I was spending my own money, the diesel-engined car would get the nod every time. Virtu­ ally as quick as the 2.2JTS, way more economical and £500 cheaper model for model, it would appear to be a no brainer. That ignores the significant


percentage of buyers who won’t countenance a diesel engine, even if it is as good as the JTD MultiJet unit. These customers prefer the broader spread of torque of a decent petrol engine, abhor the turbo lag that’s inherent in even the best turbodiesel installations and also dislike the noise at start-up, the temperamental cold weather s ta r tin g , the messy refuelling procedure and the absence of the s tirr ing soundtrack that accompanies a tuneful petrol engine. If you’ve read this far, the


+


chances are you’re one of these people. You’re willing to forgo a few hundred pounds in annu­ al running costs in order to not drive a diesel. If that is indeed the scenario, the 2.2-litre JTS


S a species, we have a weakness for superla­ tives. We love to know


By ANDY ENRIGHT


model’s case becomes really rather convincing. Compared to its 1.8-litre MPI petrol sib­ ling, i t ’s only marginally thirstier (a combined economy figure of 30.1 compared to 36.7mpg), quicker out of the blocks (getting from rest to 60mph in 8.5 seconds as opposed to 10.2) and you get this extra urge for the relative­ ly affordable premium of about £2,750. Th at money buys you an


extra 45bhp, the 1.9-litre car knocking out 140bhp whereas the 2.2 nets you a hefty 185bhp and torque is much improved too, the 2.2-litre JTS engine serving up 230NM as opposed to the 1.8-litre’s 175Nm show­ ing. Otherwise there’s not a huge difference between these two


petrol cars. They share a lot of common


p a r ts including brakes and gearbox, but the 2.2-litre model can be identified from a dis­ tance by its twin chromed exhausts whereas the 1.8-litre model just sports the one tail pipe. Available in either Turis- mo or Lusso trims, the range opens at £21,250 and tops out at £22,650 for the saloon mod­ els. The Sportwagon estates are also well worth investigat­ ing. Lusso trim gets you extras like leather, rain sensing wipers, automatic headlamps, rear parking sensors and 17- inch alloy wheels. The Joint Thrust Stoichio­


metric (JTS) engine uses the principle of direct gasoline injection as used by Mitsubishi with their GDI powerplants and Renault with their HPI


range of units. These fire fuel into the cylin­


der on the inlet stroke and meter their petrol ration minutely for optimum swirl, burn and a happy customer. This lean running results in superb economy, but these engines have traditionally had an Achilles heel. The pistons and inlet ports are designed for low-down economy, and the engine reverts to a normal - or stoichiometric - mix of air and fuel when you plant the loud pedal. Research has shown that Alfa owners enjoy doing


this. A lot. ‘ ■’ V v ; | ' t >»«?: T 4


Dear Customer wm°bedC £ ^ ms 7 ®rrys Perrys are one of v/ai.vh^n*___ .


Why would we do this .


Simply put us to the test and see


tms... Sounds too good to be true? Vai Y aiiv


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Chris Bagshaw Manager


Aiu-muiton Ro.ut, Burnley


• Eilnrtoiil Komi. Clitlieroo


,


Ninth Valiev Komi. Colne


Tel: 0845 263 6567 Tel: 0845 263 6625 Tel: 0845 263 6618 lial!:. CtlrtuJtNl <»l liVril


0|>t»n 7 ilay». Mon • h i •> iV<»tt' i>\ * iV;mi i> tVa-it i.oViV tt Sun 11 iV.t n K* f> AV i“ www.perrys.co.uk \ This advert replaces all previously advertised offers. Models shown for.illustratibn purposes only. Finance subject to status. -


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