It might be a little difficult to get the best out of Skoda’s new eco-minded Fabia – so is this extra frugal version of the VW Eos any better?
The sun-seeking coupé-cabriolet is the latest model in the German maker’s range to be offered in BlueMotion trim. That means it features stop-start, longer gearing, regenerative braking and low-rolling-resistance tyres.
When fitted to this 138bhp 2.0-litre turbodiesel model, the tweaks hike fuel economy to an impressive 58.9mpg on the combined cycle. It also puts out only 129g/km of CO2 – which means a road tax bill of £90 a year, as well as a competitive tax rate for company car users.
So the Eos looks good on paper. But how does it shape up on the road? Well, the diesel engine is very quiet and smooth, and provides peppy performance – although you do notice the long gearing. Even so, with 320Nm of torque, the TDI unit has plenty of grunt and flexibility, which should mean owners will be able to get close to VW’s fuel economy claims.
Aiding this is the unobtrusive stop-start system – as you come to a halt at traffic lights, you barely notice it cutting the engine’s power, then firing it up again. The long gearing means this Eos excels on motorways.
And although the folding metal roof can be a little creaky over bumps when it’s fixed in place, when you fold it – a process that takes just a flick of a switch – there’s very little in the way of buffeting. So high-speed cruising is very relaxing. Factor in composed handling and a comfortable ride, and you’ve got a car that’s easy and enjoyable to drive, whether around town or on the open road.
The Eos falls down slightly on its standard equipment list – it’s short on goodies when compared to newer rivals such as the Renault Mégane Coupé-Cabriolet. This SE model costs £24,570, but Bluetooth phone connectivity, cruise control, climate control and an iPod dock are all optional extras. Nevertheless, it should hold on to its value well, and as an all-rounder the Eos still makes a great deal of sense.
The new SLK will arrive just in time for summer, but does Mercedes new roadster have what it takes to be called a mini SL?
Is this the car that finally gives the Mercedes SL a baby brother? The German company claims that the all-new third-generation SLK roadster is more luxurious, comfortable and fun to drive than ever. But is that really the case? We tried the new model ahead of its UK on-sale date in June.
The new SLK is certainly a more grown-up machine. From the moment you set eyes on it, you get the feeling that it really is a mini SL. It’s much more spacious inside, too, thanks to the fact it’s 31mm longer and 33mm wider than the car it replaces, and the main difference is that there’s a lot more shoulder room.
The new car is stiffer and lighter, too, thanks to more extensive application of high-tensile steel and aluminium. The latter is used for the front and rear cross members – as well as the bonnet and front bumper as before – while carbon fibre has been used for the rear body panels. Further weight is lost by using a magnesium frame for the folding hard top, which also features a new, faster electric mechanism.
There are three options to choose from when it comes to the new SLK’s roof. The the standard ‘vario’ roof, the same top in a darker finish than the rest of the bodywork, or the optional Magic Sky Control roof. The latter adds around £2,000 to the SLK’s price, but it’s an option that’s well worth it, particularly for UK buyers. Why?Because it comes with special glass that allows the driver to change the roof’s transparency. It can be darkened to keep the cabin cool on hot days, or it lets in lots of light in winter to give you a ‘roof down’ feel.
It works very well – indeed, you don’t even need to use the air-conditioning when it’s hot. All you have to do is to push a button above your head, which generates an electric charge that causes the particles in the glass to realign themselves in order to let light through. When this charge is interrupted, the particles reorganize themselves to block the light. Mercedes first used the system on the Maybach 62 limo, although it couldn’t perform the cooling function it manages in the SLK.
There are other highlights inside. The dashboard is sportier and more modern, courtesy of elements inspired by the SLS AMG supercar, while the boot is bigger, with a twin-height floor for bulky items. The rear-wheel-drive chassis features a revised ESP system that adds torque vectoring brakes that prevent understeer in corners.
Other tweaks include softer standard suspension. In addition there’s a Sports suspension setting and adjustable electronic dampers, which provide a smooth ride on poor surfaces and become stiffer under hard cornering.
From June, there will be three engine options.The SLK 200 with a 181bhp 1.8-litre turbo petrol engine, the SLK 250 with a 201bhp version of the same engine, and the 302bhp 3.5-litre V6 powered SLK 350. Later in the year the SLK 250 CDI arrives, packing a 201bhp 2.2-litre diesel, while the SLK 55 AMG, which gets a 422bhp 5.5-litre V8, joins later.
We tried the SLK 250, which does 0-60mph in around six seconds, yet returns 44mpg. It sounds good, too, thanks to a module placed in the throttle valves which selects pre-defined frequencies and delivers them to the cabin. It’s not all about the sound, though as the engine is responsive across the rev range, while the optional seven-speed automatic gearbox is smooth and precise.
On a twisty road, the chassis is impressively stiff, even with the top down, but the SLK isn’t the sportiest roadster on the market – our standard steel-sprung car felt more comfort-oriented. Perhaps the other suspension set-ups will offer a more engaging experience. But for now, this is a desirable drop-top that certainly feels every inch the baby SL.
STYLING Buyers who liked the bold looks of the outgoing BMW 5-Series are likely to be disappointed by the latest car. Taking it cues from the large 7-Series, the newcomer is a little conservative. Standard SE models get alloy wheels, while racy M Sport version are distinguished by a rather aftermarket looking aerodynamic bodykit, larger rims and a lower ride height. On the plus side, the versatile Touring estate is handsome and well proportioned.
INTERIOR While the 5-Series’s exterior is rather uninspiring, the cabin sets the standard for the class. Not only is it spacious, it’s beautifully built and thoughtfully laid out. And as you’d expect from BMW the quality of the materials is straight out of the top drawer. Refinement is excellent, with road, wind and engine noise kept to minimum. All models get leather trimmed seats as standard, together with a classy high gloss black finish for the dashboard, centre console and door pulls. Climate control and ambient cabin lighting complete the list of executive car must-haves.
DRIVING AND PERFORMANCE There’s no escaping from the BMW 5-Series’s size, and down twisty back roads it feels very big. Fortunately the rear-wheel drive chassis feels composed, there’s plenty of grip and the steering is direct. Sadly, the 5-Series lacks the engagement and feedback of its predecessor, plus M Sport versions suffer from a firm ride. Optional adaptive dampers and four-wheel steering help to improve the car’s dynamics, but come at a considerable financial cost.
MPG AND RUNNING COSTS As ever, the BMW’s engine line-up doesn’t have a weak link, with all units delivering a fine blend of performance and economy. The entry-level 2.0-litre 520d will sprint from 0 to 60mph in 8.1 seconds and return an impressive 57.6mpg.
PRACTICALITY Given its huge exterior dimensions it’s no surprise to find the BMW 5-Series boasts a spacious interior. Occupants in the rear are treated to generous head and legroom, plus there are plenty of useful storage cubbies dotted about the cabin. Open the tailgate of the saloon and you’ll discover s a useful 520-litres of carrying capacity. However, a folding rear bench is a costly optional extra. The Touring can accommodate a maximum of 1,670-litres of luggage, although this trails the Mercedes E-Class estate by 280-litres.
RELIABILITY AND SAFETY The BMW 5-Series scored well in every area of the EuroNCAP test, making it one of the safest cars in the class. A strong structure, six airbags and anti-whiplash head restraints feature on all cars, while a full complement of electronic safety aids help you avoid an accident in the first place. The previous generation 5-Series was marked down in our annual Driver Power survey for its poor reliability – expect an improvement for the latest version.
