Baby love

WHEN the offer to drive a new car back from the Geneva Motor Show to York was made to me a couple of weeks ago, it was quickly accepted. All those exciting cars lined up waiting ... should I go for the new lightweight Jag, latest Beamer or even the much-coveted Aston?

No, we would like you to test-drive the Daihatsu Sirion, I was told ... a 1.3-litre city car, of sit-up-and-beg design, about as exciting as a Black Cab. Too polite to back out now.

But I wasn't the only one involved. A dozen or so other motoring writers drove the cars to Geneva, and a dozen or so others, me among them, drove them back.

In my case, 989 miles and 48 hours later I was back home, tired but completely sold on the Sirion. As were (as it turned out) most of the other writers, representing newspapers throughout the country.

The Sirion is a continual surprise on wheels. It's not perfect in every way, but it is certainly far from being a dud.

In fact, for a supermini it's a real winner: class-beating for performance; class-beating for economy; class-beating for emission control and, importantly, segment busting when it comes to interior space and specification levels.

Dealing with the specification level first, all models (there are two engine levels, and two trim levels) are kitted with ABS anti-lock brakes with electronic braking distribution, driver, front passenger and side airbags, radio with CD player, electric windows all round, remote central-locking and electric power-steering.

And another plus is the price list: entering at £6,995 on the road for the five-door 1.0-litre S and £7,795 on the road for the 1.3-litre S, rising to £7,695 for the 1.0-litre SE, £8,395 for the 1.3-litre SE and £9,190 for the 1.3-litre SE with automatic transmission. Daihatsu reckon that this is £2,000 less than most mainstream competitors, especially considering the equipment level.

So what's the downside? Well, the drive-back car, the high-revving 1.3-litre engine lost its nerve surprisingly quickly when taking a hill, and needed plenty of gear change encouragement; also, what Daihatsu describes as "surprise and delight" features in the SE, turned out to be a pod-like oval speedo mounted on the steering column with a circular pod-like rev counter sitting on the dashboard, and both looked more add-on afterthoughts than integral design. But that is all in the eye of the beholder. This new car has been developed with parent company Toyota (which sells its own version in Japan), and is aimed directly at the Ford Fiesta market, and matches the Nissan Micra for size, but provides interior space found in cars the next-class-up.

The design provides strong-looking wheel arch flares to give a ground-hugging look and to also mask the taller-than-average build, which is part of the Sirion's secret to its roominess.

Inside, there are lots of cubbyholes and larger storage areas, and the fascia controls for heating, audio system and security are nice and large. There are controls for indicators and lights on the steering column, and electric switches for windows are also conveniently positioned.

All models have a 60/40 split-folding back seat, but with a difference: the seat cushions can be lifted on a hinge and then folded into the foot well, providing a soft carrying area for delicate items. It also means that when folded, the backrest creates a flat floor considerably deeper than would otherwise be possible.

Despite a lack of pulling power on what seemed fairly innocuous climbs, the 1.3-litre has a top speed well above the UK motorway limit, and is quite capable of leaping from 0-60mph in 10.9-seconds, and of returning a thimble under 59mpg at the cruising rate. At the same time, its emission figure is 137g/km, both figures recorded as better than the Fiesta.

The Sirion's 1.3-litre engine also features the world's first self-regenerating engine, and this means a longer working life, reduced maintenance bills, and low emission returns over a much higher mileage.

The engine (the same as supplied by Daihatsu to Toyota for the Yaris) is fitted with dynamic variable valve timing, and twin overhead camshafts.

Compared with the former Sirion, the engine power is now 87PS (was 102PS) but at 6,000rpm instead of 7,000rpm. Torque is the same 88.5lb.ft but at a much more useable 3,200rpm instead of 4,400rpm as in the previous model.

One of the biggest pleasures to come out of that long-haul drive was the comfortable seating: no aching back, no stopping for pain relieving stretches, yet there has been nothing especially ergonomically designed for the seating. They are just nice and comfortable. The driver's seat can be adjusted for height, and all five seats have height-adjustable head restraints.

Drive comfort has been helped by the specially adjusted chassis to cope with European roads, fitted with stout anti-roll bars and a wide track, so maintaining a straight-line stability.

A few facts to prove that size is important for the Sirion (which, incidentally, takes its name from the broad river in the book The Lord Of The Rings) is that it is a totally differently proportioned car to its predecessor, slightly shorter, but at the same time wider, although the actual wheelbase is longer, providing more interior cabin room.

Compared with the competition, it is longer than the Honda Jazz, shorter than the Ford Ka, taller than the Nissan Micra, and bigger than the Fiat Punto.

The all-new 1.0-litre model, not driven by me, is a three cylinder, twin-overhead camshaft, unit with a 998cc capacity (it was 989cc), and producing 69.3PS at 6,000rpm, with 69.3lb.ft of torque at 3,000rpm. It also provides a 0-60mph dash of 13.5-seconds, and fuel consumption is 64.2mpg at the urban rate, 56.5mpg combined.

Dealer: Atkin Motor Engineers, Swinton, Malton (01653 693610)

Updated: 12:51 Friday, March 11, 2005