Enough tributes have been paid to the Ford Fiesta ST of 2012-17 for us not to add to them here, save to say that if you’re looking for a class-leading hot hatch that’s also great value for money, you’ve just found it. Prices start at around £6000 for the first cars and go all the way to £14,000 for the last ST-3s with low mileage. All are powered by a 1.6-litre turbocharged petrol engine producing 180bhp and, thanks to an overboost function, 197bhp for a maximum of 15sec under full throttle. Lifting off briefly is sufficient to reset the timer and away you go again. This generation of Fiesta ST was the first to use torque vectoring, a system that brakes the front wheels individually to tame any incipient understeer. The ST also sits 15mm lower than standard models and has disc brakes all round. In short, it’s ready to play straight out of the box. This applies even to the most basic spec, called ST-1. Basic but still with a few welcome features, including 17in alloy wheels, a bodykit, Recaro front seats, a digital radio, air-con and twin tailpipes. An additional touch was the standard-fit ST mats but they’re probably looking a bit tired now. This version cost just £16,995 when new, but for another £1000, you could buy the ST-2 and most buyers did, attracted by its part-leather Recaros, rear privacy glass and starter button. Later on, the top-spec ST-3, costing £19,250, arrived bearing gifts such as a sat-nav, automatic headlights, climate control and power folding mirrors. Despite its price premium over the ST-2, it came a close second to it in terms of sales. As we explain below, the ST-2 is our pick. However, it’s worth pointing out that with so many used STs for sale, prices are all over the place and you could well bag a better-equipped ST-3 for the same or even less money. For example, we found a dealer-sale 2015/15-reg ST-2 with 40,000 miles for £8995 and a same-age, dealer-sale ST-3 with 45,000 miles for the same price. As always, the devil’s in the detail, with the ST-2 finished in Performance Blue and with upgraded alloys, and the ST-3 in less eye-catching red and standard alloys. The lesson when buying is to look around, compare prices and pay attention to colours and extras. Also, be particular about service history and tyres. Being so cheap, many Fiesta STs fell into the hands of those less able to afford to run them. Servicing, tyres and brakes were among the first casualties and that’s assuming the car wasn’t thrashed or crashed to destruction. Checking shut lines, crouching down and peering along the car’s sides for signs of body repairs and fresh paint, and scrutinising the underside for speed bump damage is vital. And as with all used car purchases, check the car’s finance and ownership status, too. But get a good one, and you’ll be laughing – especially on a B-road. Need to know The ST was launched as a three-door but a five-door version, costing £585 more when new, became available in 2016. A 31,000-mile 2017 ST-2 five-door is around £12,000 compared with about £11,000 for a three-door. In 2018, a recall was issued for early STs. It concerned the possibility of the cylinder head cracking due to localised overheating. Rectification included fitment of a new coolant level sensor with an alarm providing an audible and visual warning. Look out for STs fitted with the ST Style pack (£275 extra when new). It brings dark grey alloys, rear privacy glass (standard on ST-2), red brake calipers and illuminated ST sill plates. Servicing is every year or 12,500 miles and shouldn’t break the bank. The cambelt requires changing at 125,000 miles. Top spec pick With 212bhp on overboost, a shortened final drive ratio for quicker acceleration and tweaked suspension and steering, the limited-edition ST200 is the enthusiast’s ST. Our pick ST-2: This mid-range spec has heated part-leather Recaros, LED running lights, an upgraded stereo and privacy glass. It’s the best value and plentiful, too, so you’re sure to find a good one. Wild card Mountune’s power upgrade kit arrived in 2013. It cost £599 and increased performance by 33bhp to 213bhp. We spotted a tuned 67,000-mile 2014-reg ST-2 Mountune for £6700. Ones we found 2013 ST-2 63,000 miles, £6200 2015 ST-2 40,000 miles, £8995 2016 ST-2 50,000 miles, £9495 2017 ST200 43,000 miles,
Origin: Nearly-new buying guide: Ford Fiesta ST
Nearly-new
Nearly-new buying guide: Mercedes-Benz S-Class
Before we get too carried away with how cheap some S-Class cars look (their prices start at around £15,000), consider that at launch in 2014, the very cheapest, the 350 CDI SE Line, cost £62,000 while the most expensive, the S63 AMG, was twice as much. Basically, behind its enticing price, your bargain S-Class still has the appetite of a much more expensive car. That important caveat out of the way, we can get on with enjoying this most remarkable of vehicles, one that, now in its sixth generation, still sets the bar for luxury cars. It was developed in long-wheelbase form first, a decision that speaks volumes about its intended market and high standards because it meant no compromises were made in its torsional rigidity, the secret to a good ride. A short-wheelbase version followed but it’s the long one that you want and that’s more plentiful on the used market. Equally as plentiful are S350 CDI diesel versions because, let’s face it, the S-Class is an upmarket cab and a mid-power oil-burner is cheaper to run while providing the kind of waftability that executives believe is their due. A more powerful S400d arrived to partner it in 2018, but we’d plump for the 350 every time. Meanwhile, if you like the idea of tearing up £50 notes under a shower of premium unleaded, there are the petrol-powered S500 and S600 models whose generous power outputs we needn’t worry about but which show up the S-Class’s remarkable agility. On that point, the V8 S63 and V12 S65 will leave you speechless. New buyers seeking to reduce their tax burden were directed towards hybrid versions. Unfortunately, for private used car buyers, they only mean lower road tax, although plug-in versions such as the S500 do offer the possibility of up to 20 miles of electric-only running. Just don’t expect anything like the claimed economy figures. At the start of the model’s life, you could choose from SE, SE Line and AMG Line trims, but given the model’s aspirations, top-spec AMG Line was the most popular. Features include 19in alloy wheels and a subtle bodykit, but all have a large TFT display, LED headlights and an array of driver assist features. The model was facelifted in 2018 when, among other things, it received redesigned front and rear ends, more autonomous kit and two 12.3in displays. There were changes to the engines, too, while AMG Line, in Executive and Premium flavours, became the sole trim. An all-new S-Class arrives next year. It won’t affect the prices of older models but, if you’re in the market for a nearly new one, do bear the new model in mind because, to make way for it, Mercedes is likely to sweeten the deals on the last of the current-shape cars. This will hurt the values of late-plate motors, making your nearly-new S-Class no longer the bargain it seemed. Need to know In 2018, the S350d moved from being powered by a 252bhp 3.0-litre V6 diesel to a 282bhp 2.9-litre straight six. It’s even quieter and more refined and a great motorway cruiser. It prompts the question: why shell out more to buy the 335bhp 400d? It may be just about the best car in the world, but the S-Class’s reliability record is far from rosy. Malfunctioning airbags, seatbelts and gearboxes have all been recorded and the engines can suffer start/stop issues, turbocharger oil leaks and engine oil leaks associated with the cam chain tensioner. Because of the presence of its battery, the S560e plug-in hybrid has less boot space than standard models: 400 litres compared with 510. Where fitted, the optional fridge accounts for 40 litres, too. Our pick All the tech and space you could wish for. Early models were also available in lower, SE trim but AMG Line was the big seller and prices start at just £22,000. Wild card AMG S65: Wild is what this version’s all about thanks to its 621bhp V12 that outmuscles all of its rivals, including the Bentley Flying Spur. Prices start at £60,000. Top spec pick S600 L AMG Line: Not as powerful as the S65 but, otherwise, the 523bhp S600 wants for little in its specification. A 60,000-mile 2015-reg car with £20,000 of options costs £54,000. Ones we found 2014 S350 CDI L SE Line, 115,000 miles, £16,000 2015 S350 CDI AMG Line SWB, 70,000 miles, £25,000 2017 S350d L AMG Line, 30,000 miles, £37,000 2018 S500 AMG Line, 7000 miles,
Origin: Nearly-new buying guide: Mercedes-Benz S-Class
Nearly-new buying guide: Land Rover Discovery Sport
These days, if you want a family-sized SUV with five or seven seats, four-wheel drive, an economical diesel engine and a tidy driving experience, you’re spoiled for choice. However, only one model brings something of the great outdoors to the table and that’s the Land Rover Discovery Sport. It was launched in 2015 as a replacement for the popular Freelander 2, as well as a kind of cheaper and more practical alternative to the hugely successful Range Rover Evoque, launched in 2011. Today, 2015-reg examples of the Sport and Evoque start at around £13,000 for cars with 100,000-plus miles. At this money, they have the old-school 187bhp 2.2 SD4 diesel engine but the Sport has seven seats rather than the Evoque’s five and is four-wheel drive, whereas the Evoque is likely to be two. Unfortunately for the model’s early adopters, shortly after the Sport was launched, the 2.2-litre diesel engine was replaced by the new and improved EU6-compliant 2.0-litre Ingenium motor, available in 148bhp and 178bhp outputs. The 148bhp version was offered with a choice of two (badged eD4 as before) or four-wheel drive and a manual gearbox as standard, whereas the 178bhp 2.0 is four-wheel drive and available with an optional nine-speed automatic gearbox. This transmission is by far the most popular across the Sport model range. So equipped, the 178bhp 2.0 TD auto is our pick. Later on, a 238bhp version joined the line-up. On the matter of two-wheel drive, few eD4s were sold, which tells you all you need to know about this drivetrain’s suitability. However, it still looks the business, costs less to run and is cheaper to buy so may suit you, depending on circumstances. A petrol engine didn’t arrive until 2017. Also from the Ingenium family, the 2.0 Si4 petrol unit comes in 238bhp and 286bhp outputs. Both are rare but entertaining and, if you don’t do the mileage necessary to justify a diesel, worth considering. For many people, the Sport’s seven seats will be a big draw. They were standard on early models but, with the arrival of the Ingenium engine, became an option, albeit a popular one. Note, though, that Land Rover calls the arrangement 5+2, a hint not to expect much in the way of third-row space. The Sport was updated in 2017, when it received the car maker’s new InControl Touch Pro infotainment system with 10.2in touchscreen. Earlier this year, the model was given a much more comprehensive update and, by rights, should be called Discovery Sport 2 as it sits on a new platform inherited from the second-generation Evoque. But these 2017-on cars cost sky-high money and the real value is to be found at three years old with the balance of the optional five-year service plan – something like a mid-power, mid-spec 2016/16-reg 2.0 TD4 180 auto 4WD SE Tech seven-seater with 70,000 miles for £19,000. Need to know Where fitted and before you buy, give the car’s InControl Touch Pro infotainment system a workout. You’re checking for bugs. If you find any, the good news is that Land Rover released a fix in March 2018 called 17c or 3.5 that should nail ’em. Owners of diesel-powered Discovery Sports have reported fuel-oil dilution problems relating to regeneration of the diesel particulate filter. The message is, if considering a Discovery Sport, be sure your driving routine satisfies the operating criteria described in the handbook. Land Rover offers a five-year service plan on new cars so check if the vehicle you’re interested in was sold with this cover since its benefits are transferable to subsequent owners. Our pick Discovery Sport 2.0 TD 180 SE Tech Auto AWD: Mid-power version offers strong performance with good economy and refinement. SE Tech brings items such as sat-nav, auto lights and a powered tailgate. Wild card Discovery Sport 2.0 Si4 240 SE Tech Auto: If your mileage is low and you fear DPF hassles, bag a petrol Disco Sport. They’re rare (we found a 2018-reg with 14,000 miles for £29,995) but fun to drive. Top spec pick HSE Dynamic Luxury: To HSE Luxury’s Park Assist technology, cooled front seats and heated rear seats, Dynamic adds Narvik Black exterior details, a bodykit, 20in gloss black alloy wheels and special colours. Ones we found 2015 Discovery Sport 2.2 SD4 190 HSE 4WD 7st, 110k miles, £13,500 2016 Discovery Sport 2.0 TD4 150 SE Tech, 60k miles, £16,400 2017 Discovery Sport 2.0 TD4 150 Pure 4WD, 33k miles, £18,995 2018 Discovery Sport 2.0 TD4 180 4×4 SE Tech, 15k miles,
Origin: Nearly-new buying guide: Land Rover Discovery Sport
Nearly-new buying guide: Volvo XC90
Four years ago, the all-new Volvo XC90 arrived in a blaze of ice-cool Scandi glory – if that’s not a contradiction – and a price tag to match: £68,785 for the D5 First Edition. This limited-edition version was a showcase for the new Land Rover Discovery rival and featured air suspension, nappa leather and a 1400W Bowers Wilkins sound system, in addition to the model’s impressive and appealing roster of standard-fit safety kit. It was a lot of money, but then Volvo has always had an inflated sense of its own worth. Not so the used car market. It has a different view of the Chinese-owned Swedish brand, and the result is that today you can pick up a one-owner, 2015-reg First Edition with 52,000 miles and a panoramic sunroof for just £33,500. That’s more like it, but it gets better: if you’re happy to forego the First Edition, you can get into a one-owner, 2015- reg D5 Momentum – the entry-level trim – with 63,000 miles and full Volvo service history for £23,900. New, it cost £46,250, so happy days. The XC90 was made for the used car market, and not just because of prices such as these. There’s the apparently tank-like build quality to enjoy, for a start. A four-year-old 60,000-miler or even one of the many 100,000-mile-plus examples knocking about (we a saw a one-owner D5 Momentum with 112,000 miles and full service history for £22,000) seems like a safe bet. Or it would were it not for the fact that in the 2018 What Car? Reliability Survey, the XC90 ranked 18th out of 25 luxury SUVs. What’s more, the model has been the subject of a fair number of safety recalls, while software glitches appear not to have been very far away. At least it’s easy to get your head around the model range. Engines are 2.0-litre four-cylinder units in D5 diesel, T5 and T6 petrol, and T8 petrol-electric hybrid forms, while the gearbox is an eight-speed auto, drive goes to all four wheels and the car has seven seats. Trim-wise, there’s entry-level Momentum, mid-spec R-Design and top-spec Inscription. Adding a Pro suffix to each brings the Winter Pack, plus, on R-Design and Inscription, air suspension. Which ones to go for? The big seller, and our pick, is the 222bhp D5 Momentum. It has all the features you could possibly want, while its braked towing limit is a useful 2700kg. On the subject of towing, in 2017 Practical Caravan magazine voted the XC90 T8 its hybrid tow car of the year. Judged purely on economy, it’s hard to make a case for the 316bhp supercharged and turbocharged T6 and turbocharged 247bhp T5 petrol engines, but if your mileage is low, prices starting at £30,000 for a 40,000-mile 2015-reg T6 Inscription are not to be sniffed at. However, that’s still higher than the D5, and when it comes to a used XC90, you really don’t want to end up paying more than you have to. Need to know The XC90’s standard multi-link suspension features a composite transverse leaf spring at the rear for better packaging and improved interior space, but the optional air suspension offers a better ride plus the ability to raise the car’s body by 40mm in off-road mode. Optional red key can be bought for used XC90s. It allows the maximum speed to be pegged at 75mph, the greatest distance to be set when using adaptive cruise and the permanent activation of all the driver assist systems. The XC90 has experienced a number of recalls, some of them concerning its much-vaunted safety systems. Check they have all been actioned, since among the things requiring checking are airbags and safety belts. Our pick Volvo XC90 D5 Momentum AWD auto: Adaptive cruise, LED headlights, a powered tailgate, dual-zone climate control, leather seats, and Momentum trim has most of the safety systems you could wish for. Wild card Volvo XC90 T8 Inscription AWD auto: The petrol-electric hybrid T8 Twin Engine produces 395bhp. It is the fastest XC90 but has an electric-only range of just 25 miles. It’s expensive to buy new but 2016 examples cost half the price, from around £30,000. Top spec pick Inscription Pro: Inscription means nappa leather, thick pile mats and sun blinds; Pro adds the winter pack (heated wheel and windscreen, adaptive lights and bigger wheels) and air suspension. Ones we found 2015 2.0 D5 Momentum auto AWD, 63,000 miles, £23,900 2016 2.0 D5 R-Design auto AWD, 62,000 miles, £27,975 2017 2.0 D5 235 Momentum auto AWD, 25,000 miles, £30,000 2018 2.0 D5 Inscription auto AWD, 12,000 miles,
Origin: Nearly-new buying guide: Volvo XC90
Nearly-new buying guide: Seat Leon
The Leon is the fourth piece in the Volkswagen Group family hatch jigsaw, the one with Spanish eyes. It’s the partygoer, although whether you believe it rocks the night away or simply has an early night like its three siblings depends on how seriously you take Seat’s brand positioning. It certainly looks the part, with its sharp creases and flowing lines. Inside, though, it’s a bit more subdued, and the quality of some out-of-the-way trim is average. Fortunately, it comes alive with a broad range of mainstream petrol and diesel engines, while beyond these are sporty 2.0-litre engines producing up to 306bhp and found in the Cupra. The Leon arrived in 2013 atop parent company Volkswagen’s new MQB platform and bristling with driver aids and technology. The headlights were full-LED, at least on higher-spec trims – a first in the family hatch class. Three-door versions were branded SC but here we’re concerned with the more practical five-door. Today, prices start at around £4000 for a 2014-reg 1.6 TDI with 100,000 miles in entry-level S trim. The 103bhp motor is a workmanlike affair but the mid-power 148bhp 2.0 TDI 150 is more satisfying. An 84,000-mile 2015-reg is £7400. For more poke, there’s the 181bhp 2.0 TDI 184. We found a 2014-reg FR Tech Pack with 117,000 miles for £5995. Among the petrols, a 2014-reg 104bhp 1.2 TSI 105 with 80,000 miles is £4250. This engine is adequate for scooting around town but more demanding drivers should aim for the larger 1.4 TSIs with 122bhp and 148bhp outputs. The latter is a more appealing all-rounder than the 148bhp 2.0 TDI and our top choice. S trim’s drab 15in steel wheels do little for the Leon’s party animal image so go for friskier SE (leather-covered steering wheel, 16in alloys and hill hold but standard suspension). FR offers a sportier feel. In addition to sports seats and sports suspension it has Drive Profile, offering steering and throttle modes. The facelift came in 2017, bringing a sharper look, restyled lights and more technology. Seat’s Easy Connect system is standard but you have to go to SE Technology to get an 8.0in screen with DAB radio and satnav, or SE Dynamic Technology to get rear parking sensors, which seems mean. Frustrating, too, because the Leon’s stylish lines come at the expense of rearward visibility. A reversing camera is an option, so look out for cars with one. Meanwhile, the 1.2 TSI was replaced by a three-cylinder, 113bhp 1.0 TSI 115. It’s a sweet unit and one of our favourites. The VW Group’s new and impressive 1.5 EVO engines in 128bhp and 148bhp outputs replaced the 1.4s, while the powerful 178bhp 1.8 TSI was replaced by the 187bhp 2.0 TSI 190 with a DSG dual-clutch automatic gearbox as standard. Paired with Xcellence Technology trim, it’s a million miles from that 1.6 TDI S. Need to know Leons with less than 148bhp have a semi-rigid rear axle that gives a slightly springy ride; more powerful models such as the Cupra have a fully independent set-up. A new Leon, the Mk4, arrives later this year, bearing Seat’s new corporate face. It shares the current car’s MQB platform technology but has a slightly longer wheelbase to give a roomier cabin. There will be no three-door version. Keep your eyes peeled for strong pre-reg deals on run-out examples of the outgoing model. Seat’s approved used scheme offers a 12-month warranty and what it calls a ‘full service history check’. Crucially, the latter only claims to verify any Seat dealer servicing and is not a guarantee of full service history. Our pick Leon 1.4 TSI 150 FR Technology: The 148bhp engine is refined, responsive and economical. Add FR Technology’s 17in alloys, LED headlights, bodykit and sports seats and you have a good-value proposition. A 2017-reg with 24,000 miles is £11,500. Top spec pick Xcellence Technology: Live it up with lashings of chrome, ambient lighting, leather trim, keyless entry and ignition and convenience packs. A 2017 1.4 TSI 125 XT with 23k miles is £11,400 Wild card Leon 1.8 TSI 180 FR: The 180 sits plumb in the middle, offering strong in-gear performance and refined cruising, although it can sound strained at higher revs. A 2016 example with 21,000 miles is £12,500. Ones we found 2013 Seat Leon 1.2 TSI SE, 57,000 miles, £4200 2015 Seat Leon 1.6 TDI SE, 86,000 miles, £5995 2016 Seat Leon 1.4 Eco TSI 150 FR, 65,000 miles, £8040 2018 Seat Leon 1.2 TSI SE DT, 8000 miles,
Origin: Nearly-new buying guide: Seat Leon
Nearly-new buying guide: Audi A4
There’s been an Audi A4 saloon since 1994. We’re now on the fifth generation, which was launched in 2015 when it was billed as the most efficient, refined and high-tech one of all. No surprise there, but it takes nothing away from the fact that each generation of A4 has played its part in establishing the model as a serious player in the family saloon class. Among the current A4’s many attractions are a level of build quality that on occasion eludes its rivals. It has a clean and unostentatious appearance that buyers find appealing. And rather than excelling in one or two areas, it’s satisfying across most. It replaced the fourth-gen model that ran from 2008-15. Their registration years aside, you may struggle to tell the two apart. Our tip is to look for the kick in the baseline of the later car’s headlights. Fortunately, under the skin, the game had moved on rather more. For example, thanks to its new, aluminium-rich platform, the later model is 120kg lighter than its predecessor, despite being larger. It’s also better to drive, more luxurious and features more technology. At launch and later in 2016 there was the usual fleet-friendly mix of punchy 2.0-litre diesels, one of them, the 148bhp Ultra, being capable of a then-claimed 74.3mpg. But there was also a 148bhp 1.4 TFSI petrol as well as a 187bhp 2.0 TFSI. All bar the 1.4 were available with optional seven-speed S tronic dual-clutch automatic gearboxes. Today, on the used market, the numbers of manual and auto ’boxes are evenly split, but there are around 50% more diesel-powered A4s than there are petrols. Higher up the range were quattro versions of a more powerful 2.0 TFSI making 249bhp, a 3.0 TDI V6 with 215bhp and another making 268bhp, this time with a Tiptronic gearbox. Of all the versions, the humble 148bhp 1.4 TFSI represents real value for money, but don’t look for a 2019 car – last year it was dropped and replaced by a 148bhp 2.0 TSI. Meanwhile, there are lots of keenly priced 148bhp 2.0 TDI Ultras and not all of them at silly mileages. If you have a caravan or boat to tow, choose one of the powerful quattro diesels. In 2017 the 349bhp S4 surfaced. The quattro system keeps it planted but a BMW 340i is a more engaging car. The range was updated early this year with all engines, bar the new S4 3.0 TDI, now being 2.0-litre affairs. Other changes included updated infotainment and Audi’s Virtual Cockpit made standard. Throughout, SE has been the gateway trim, and given the A4’s modest abilities, pretty much the only one you need thanks to its xenon headlights, sound-deadening windscreen, parking sensors, tri-zone climate control and a well-equipped infotainment system. Sport adds a few more luxuries, but sporty, body-kitted S line serves only to remind you that you should have got that 3 Series M Sport. Need to know Regular A4s have an optional seven-speed S tronic dual-clutch automatic gearbox, while the most powerful diesel, and the sporty S4 and RS4 models, have an eightspeed Tiptronic torque converter ’box. Both offer manual override. Audi’s double-digit power rating-based model naming was rolled out last year. It addresses the fact that modern engine capacities are no longer indicative of power output. Across Audi’s range there are at least nine numbers, with regular A4s tagged either 35 (145-159hp), 40 (165-198hp) or 45 (223-244hp). Audi’s approved used scheme says only, somewhat ambiguously, that it will endeavour to provide a service history certificate at time of vehicle handover. Make sure you know the car’s history before you purchase it. Our pick A4 2.0 TDI 190PS SE: The high-power 2.0-litre diesel engine is smooth and refined; it’s lusty, too, with 295lb ft available. It’s a Euro 6 engine, of course, so no worries there. SE trim is great value. A4 1.4 TFSI 150 Sport: Not the swiftest A4 but plenty fast enough, plus it’s refined, comfortable and economical with it. Standard equipment includes 17in alloys, extendable squab sports seats and an upgraded sound system. Ones we found 2015 2.0 TDI 150 Ultra SE, 117,000 miles, £9750 2016 1.4 TFSI Sport, 60,000 miles, £10,295 2017 2.0 TDI Ultra Sport S tronic, 56,000 miles, £13,990 2018 2.0 TFSI SE S tronic, 19,000 miles,
Origin: Nearly-new buying guide: Audi A4
Nearly-new buying guide: Skoda Octavia
As a used car, the Octavia hatchback lives up to Skoda’s reputation as a great-value brand. Prices of new ones have been creeping up of late but used examples are much more realistically priced. How about £9490 for a 2016/65- reg 1.4 TSI SE L with 49,000 miles? It has one previous owner and full Skoda service history. Features include a sat-nav, electric windows all round, climate control, leather and suede seats and parking sensors. And that’s before we start talking about the massive, 590-litre boot (1580 litres with the back seats folded) and generous cabin space that come as standard with every Octavia hatchback. The current model was launched in 2013 in five-door hatchback and estate forms. It didn’t look radically different from the version it replaced but it was larger and lighter, some achievement for a car whose predecessor already dwarfed its class rivals. Four engines – two petrols, two diesels – power the regular versions. The 1.6 and 2.0 oil-burners were the most popular. The 1.6 is a little slow and has only a five-speed gearbox, which is why we’d plump for the lustier, six-speed 2.0. A 2014/14-reg 2.0 TDI SE with 60,000 miles costs £7500. Meanwhile, don’t pass on the 138bhp 1.4 TSI petrol. It’s a smooth unit and perfect for average-mileage drivers. More press-on types can choose from a couple of sporty vRS versions: a 217bhp 2.0 TSI (0-62mph in 6.8sec) and a 181bhp 2.0 TDI (8.1sec). Both make entertaining, value-for-money holdalls, with a 2014-reg TSI at 50,000 miles costing £10,500. The TSI’s power rose to 227bhp in 2016 and then to 242bhp in 2017. In 2016, the 1.2 TSI engine was replaced by the 113bhp 1.0 TSI. The seven-speed DSG automatic version is more economical than the manual largely because it shifts gears earlier than is sometimes comfortable. Still, if your idea of motoring is wafting about in a large, practical and understated motor of indisputable quality, it’s worth choosing. Prices start at £9300 for a 20,000-miler. The following year (2017) was facelift time, when the Octavia received a new nose with a larger grille and quad headlights. Inside, the infotainment screen grew to 9.2in on selected trims and the Columbus system, standard on the top-spec model, now boasted a wi-fi hotspot. Across the range, every trim could now claim alloy wheels, touchscreen systems, phone connectivity, air-con and a post-collision braking system. The new, more efficient 148bhp 1.5 TSI petrol engine also appeared at this time. From launch to the present day, trims have remained largely the same, with only Elegance getting the heave-ho. They’re underpinned by S, SE, SE L and Laurin Klement. From time to time, SE has been boosted by special versions called SE Sport, SE Business and SE Technology that bring lots of extra kit for next to no additional charge. They’re worth seeking out. Need to know The Octavia GreenLine of 2014, powered by a 1.6 TDI CR 110 diesel engine, has an official economy figure of 88.3mpg in part thanks to its low-rolling-resistance tyres and the stop/start system standard on all Octavias. However, in reality, expect around 55mpg. From 2017, Dynamic Chassis Control was offered as an option on all engines over 148bhp (badged 150 and upwards). It offers Normal, Comfort and Sport modes but don’t pay a premium for it since the standard set-up is perfectly good. Depending on trim, all Octavias came with elements of the Simply Clever range, comprising an ice scraper, a warning vest holder, a rubbish bin and a multimedia holder. It’s worth checking they’re present and not simply missing… Our pick Octavia 1.4 TSI 150 SE L: High-mileage drivers will want one of the diesels but all others should make a beeline for this mid-power 1.4 that blends strong performance with decent economy and impressive refinement. Wild card Octavia 1.0 TSI 115 S: They look mismatched but the 1.0-litre engine makes a good fist of hauling the Octavia. It’s a perky motor capable of 0-62mph in 9.9sec on its way to 125mph. Expect 40mpg. Ones we found 2015 1.6 TDI S 5dr, 104,000 miles, £4740 2016 1.2 TSI 110 5dr, 43,000 miles, £7990 2017 1.4 TSI SE DSG 5dr, 50,000 miles, £9890 2018 1.0 TSI SE 5dr, 18,000 miles,
Origin: Nearly-new buying guide: Skoda Octavia
Nearly-new buying guide: Porsche Macan
When it was launched in 2014, a few miles of sinewy curves and high-speed straights were all most seasoned drivers needed to understand that Porsche’s DNA had been successfully transplanted into the company’s new, mid-size SUV. Today, the classifieds are heavy with used Macans. New, the range opened at £43,000 for the Macan 3.0 V6 S, but today you can bag an early one with 48,000 miles and full Porsche history for £31,000. It’s not a huge saving as used cars go but that’s because the Macan is no ordinary used car. If it were pocket money, there’d be a problem. From new, most Macans were specced to their roofs with optional equipment. Extras worth having include the panoramic sunroof, Bose sound system and air suspension. Another is the Sports Chrono with its Sport Plus mode for an even sportier feel. Because sipping a latté while fantasising about the latest 911 is all part of the ownership experience, many Macans have been serviced on the dot by Porsche dealers. If that aspect of owning a used Macan fills you with dread, there are expert Porsche specialists who serve poorer coffee but charge less for the privilege. If you do desert the official network, make sure the independent you use is a recognised one, to protect the resale value of your car. The 3.0 S, which is powered by a bi-turbo V6 producing 335bhp and is the sweetest model, was joined at launch by the 3.0 S Diesel with 254bhp and a whopping 405lb ft torque. A 2015/15-reg with 65,000 miles and full Porsche service history is just £26,990. If you’re on a budget, you cover a lot of miles or you tow a boat (its braked limit is 2400kg) at weekends, buy it. Next up, the GTS is a kind of half-way house ’twixt S and Turbo, with 355bhp and most of the Turbo trimmings bar the price. Trouble is, it may leave you pining for the Turbo and with a 42,000-mile 2016-reg costing £44,000, it’s not much cheaper, either. No, if it’s performance you want, it has to be the 394bhp 3.6-litre Turbo (from £40,000 for a 50,000-mile 2014 reg). At the other extreme, the orphan in the Macan range ought to be the humble four-cylinder 2.0, also launched in 2014. However, it still manages to put out 233bhp for 0-62mph in 6.9sec, and most examples come laden with extras. A 2015-reg with 50,000 miles is £31,800. The engine went to 248bhp in 2016 (we found a 2016-reg with 20,000 miles for £34,000). If for you it’s all about the badge, the 2.0 litre makes sense. And then in 2018 the range was facelifted, the suspension revised, the diesel dropped and the 2.0-litre petrol re-engineered to produce 242bhp. New, the Macan is still the sharpest SUV in its class but as a used car you can add great value, too. Need to know If the standard Macan Turbo isn’t enough there’s always the Performance Package that brings another 40bhp and 37lb ft torque to the table. The result is 0-62mph in 4.4sec. Think of it as a Turbo S. Prices from £60,000. If you’re tempted by the Macan Diesel S’s claimed economy of between 44.8 and 46.3mpg, bear in mind that sister magazine What Car’s true figure is actually 32.8mpg. That’s still not bad for an SUV of such ability but it will cost you more than you might realise at the pumps. Selecting ‘Terrain level’ on the optional height-adjustable air suspension raises the Macan 40mm above the Normal setting and turns the car into a surprisingly good off-roader, especially in Diesel S specification. Our pick Macan Turbo: A match made in heaven. New, it cost around £65,000 but today prices start at £40,000 for a well-specced 2014/14-reg with 50,000 miles and full Porsche service history. Macan 3.0 S Diesel: A diesel-powered Porsche is a tough concept for some folk to grasp and yes, it lacks the knock-out punch of its petrol brethren. But your wallet will thank you in the long run. Ones we found 2015 Macan 3.0 S Diesel auto, 102,000 miles, £23,500 2016 Macan 3.0 S auto, 49,000 miles, £37,000 2017 Macan 3.0 S auto, 24,000 miles, £43,950 2018 Macan 2.0 auto, 6000 miles,
Origin: Nearly-new buying guide: Porsche Macan
Nearly-new buying guide: Ford Mondeo
Before PCPs allowed car buyers to realise their wildest dreams, motors such as the practical, spacious and good-to-drive Mondeo were what families bought and fleet bosses leased. The big Ford is still practical, spacious and good to drive, but times have moved on and it, and other large hatchbacks like it (it’s available in saloon and estate forms, too), are being left on the shelf. That’s good news if you’re a used car buyer, because while other people are paying top dollar for an SUV, the bargain hunter has the pick of Mondeos at lower prices. The model was launched here in 2014, two years after its US unveiling. In the interim, Ford of Europe had been tuning Henry’s world car for our tastes. The chassis might have lost a little engagement but its handling was as fluent as before and its ride and refinement stronger than ever. The cabin had lost none of its famed roominess, either. And then there were the engines: 1.0, 1.5 and 2.0-litre Ecoboost petrols spanning outputs from 123bhp to 237bhp, and 1.5 and 2.0-litre TDCi diesels ranging from 113bhp to 207bhp. Over the years Ford has refined the line-up, among the casualties being the 112bhp 1.6 TDCi, which, in 2015, was replaced by the 118bhp, Euro 6-compliant 1.5 TDCi. The pick of the crop? Depending on your requirements, it’s a toss-up between the 158bhp 1.5 Ecoboost petrol, the 148bhp 2.0 TDCi or a 118bhp 1.5 TDCi. Meanwhile, if you must have an automatic, the Powershift gearbox hurts economy but is a sweet-shifting thing. Only in its interior finish and design does the Mondeo betray its workaday roots. On the upside, infotainment is provided by Ford’s Sync 3 multimedia set-up. It’s not the most responsive but it’s got full phone integration and a digital radio. Every car has its orphan and in the Mondeo’s case it’s Style trim. Actually, it’s a big improvement on Edge, its equivalent in the previous-generation Mondeo, since it has alloy wheels, air-con and, crucially, colour-coded door handles, but the rear windows remain manual only. It’s good value but Zetec, the next trim up, is more plentiful and better equipped, with niceties including dual-zone air-con, rear electric windows and chrome and colour detailing. In 2016, it morphed into Zetec Edition with even more kit. It’s all you need really unless Titanium, the third spec, with its leather trim and parking aids, floats your boat. Also in 2016, ST-Line arrived. With lowered sports suspension, a bodykit, privacy glass and 19in alloys, it’s fun but pricey. The facelift came in this year, bringing a revised exterior, improved fit and finish (according to Ford) and new diesel engines. At prices to suit most pockets, the handsome, spacious and dynamically capable Mondeo makes a great used buy and, in this age of SUVs, it reminds us that riding high ain’t all it’s cracked up to be. Need to know The Mondeo HEV was Ford’s first hybrid car. It has a combined output of 185bhp and emits just 99g/km CO2. Prices start at around £10,500 for a 2015/15-reg example with 84,000 miles. If it’s a toss-up between a late 2018 or early 2019 Mondeo, it’s worth knowing that the model was facelifted in March 2019. It gained Ford’s new EcoBlue diesel engine (in 148bhp and 187bhp outputs) and an intelligent speed limiter. Confusingly, Ford operates two used car schemes. Ford Approved Used offers the balance of the new car warranty and a guarantee that the car has a full history. Ford Direct offers a two-year unlimited warranty and the assurance that cars are independently inspected and approved by the RAC. Our pick Mondeo 1.5 158bhp Ecoboost Titanium 5dr: This mid-power Ecoboost engine is punchy, reasonably economical and good value. A 2015/15-reg with 34,000 miles is £11,300 from a Ford dealer Mondeo 1.0 123bhp Ecoboost Zetec 5dr: This entry-level petrol engine struggles to haul the Mondeo and needs a light foot to return anything like its claimed economy. It’s good value, though, with a 35,000-mile 2015/15-reg car costing £9350. Ones we found 2014 Mondeo 1.6 TDCi Style estate, 129,000 miles, £4999 2015 Mondeo 1.5 TDCi Zetec 5dr, 117,000 miles, £6999 2016 Mondeo 2.0 TDCi 150 Zetec 5dr, 62,000 miles, £10,000 2018 Mondeo 1.5 TDCi Titanium estate, 18,000 miles,
Origin: Nearly-new buying guide: Ford Mondeo
Nearly-new buying guide: Vauxhall Corsa
The Corsa was the UK’s fourth-best-selling new car in June, a position it also holds in the current year-to-date rankings. That’s impressive for a car that, under the skin, dates back to 2006, when it was codenamed the Corsa D. The model under the microscope here is the Corsa E, launched in 2014. The change of letter suggests it was a lot more than a makeover. In fact, apart from some additional stiffening and revised locations for the suspension pick-up points, the platform was as before. Where the model’s step up the alphabet was more than justified was in its new engines and revised steering and suspension tailored for British roads but, most noticeable of all, its change of clothes. Apart from the roof, every panel was new. Inside, the car got a new interior featuring soft-touch plastics, better ventilation controls and a smarter music system. All but the most basic models gained Vauxhall’s IntelliLink infotainment system. Back in 2014, you could have your Corsa with a bewildering range of engines: a couple of naturally aspirated 1.2 and 1.4 petrols, a super-smooth 1.0-litre turbocharged triple in 89bhp and 113bhp outputs, a torquey 1.4 turbo in 99bhp and 148bhp flavours and a pair of fleet-friendly, Euro 6-compliant 1.3 CDTi diesels producing 74bhp and 94bhp. At the top of the pile sat the 202bhp 1.6 turbo in the VXR. The triples are worth seeking out but, if you want a little more oomph, choose the 99bhp 1.4 turbo. And then in 2018, they were all replaced by a quartet of Euro 6.2-compliant 1.4 petrol engines producing 74bhp, 89bhp, 99bhp and 148bhp. The 74bhp is plentiful and fine for town but you should hold out for the turbocharged 99bhp unit. The 148bhp engine is brisk but expensive. At launch, there were no fewer than 11 trims, but by 2018, they had fallen back to around nine, which is where they remain. Avoid the most basic and go mid-range, seeking out a combination of alloy wheels, air conditioning and 7.0in touchscreen featuring IntelliLink. On this basis, the Energy trim level gets our vote. Another is Sport, which is based on Energy and adds sports seats and pedals. With their special paint schemes, Red and Black Edition cars are fun and Griffin is good value but isn’t available with the later 99bhp 1.4 turbo engine. Factor in big new car discounts that fuel depreciation and the Corsa is a great used car buy. In fact, it’s a good time to pick up a late-plate model as Vauxhall dealers pre-register stocks to clear the way for the all-new Corsa that’s arriving later this year. For example, you can pick up a 2019/19-reg 1.4i 75PS Design 5dr with zero miles for £11,999, or around £1400 off the best discounted new price. At the other end of the cost spectrum, prices start at around £3500 for a high-mileage 2014 or well-equipped 15-reg Sting 1.4i. Need to know Laugh in the face of icy winter mornings: every Corsa from 2014 on has a heated windscreen. That’s every Corsa, from entry level to top spec. According to Vauxhall, it’s there because that’s what prospective buyers said they wanted. Or maybe it’s because the Corsa D suffered so badly from steamed-up windows? IntelliLink infotainment is standard on all trims bar Life and Sting. Featuring a 7.0in touchscreen and digital radio, Vauxhall’s connectivity system is also an extension of your Apple or Android phone. Although sat-nav is available on many trims, you’re better off using IntelliLink to access your phone’s navigation app. Vauxhall’s OnStar services will cease to be available from 31 December 2020, so don’t buy a Corsa on the strength of it alone. Our pick Corsa 1.4T 100PS Energy Air-con SS: The 99bhp engine is a spirited but refined unit that’s torquey at low revs. Add alloy wheels, IntelliLink and air-con and the model is a well-equipped all-rounder for sensible money Wild card Corsa 1.6T 205PS VXR: Fast, grippy and edgy, the VXR easily justifies its wild card status but also because these very qualities are what keep it in the shadow of the more poised and sophisticated Ford Fiesta ST. Ones we found 2015 Corsa 1.4i Sting 3dr, 103,000 miles, £3695 2016 Corsa 1.2i Design 5dr, 60,000 miles, £5789 2017 Corsa 1.4T 100 SRi 5dr, 40,000 miles, £7500 2018 Corsa 1.0 Energy 3dr, 10,000 miles,
Origin: Nearly-new buying guide: Vauxhall Corsa
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