1. Ford S-Max Titanium

On test: Ford S-Max Titanium 2.5T (2006 onwards model)

• Model: Ford S-Max Titanium 2.5
• Bodystyle: MPV
• Engine: 2.5-litre turbo petrol
• Transmission: Six-speed manual
• Date of Test: June 2007

What is it?

Ford’s attempt to make the MPV interesting and even sexy. Good looking, roomy and practical it could also be seen as an attempt to coax people out of their SUVs and into a car that has most of the SUV advantages – perceived space, looks, practicality, high riding position - without the disadvantages of thirst, dodgy handling and image problems. It’s clearly working too, since it is selling like hot cakes and was also awarded the coveted Car of the Year title for 2007 – marking Ford’s first win here since the first Focus in 1999. This version is the top of the range 2.5 turbocharged petrol version.

Where does it fit?

It is closely related to the Galaxy MPV, which is slightly larger and more spacious but nothing like as handsome, and it is still a 7-seater, if you want it to be, with fold flat back seats. It of course shares its main chassis platform with the Galaxy and indeed many other cars in the blue oval empire including the new Ford Mondeo, the newish Volvo S80, and the newish Land Rover Freelander 2 – but is none the worse for that as all are fine cars. Its precise rivals are few, if only because most resemble minibuses in looks and driving ability – but those looking at an S-Max will also look at the Renault Espace, VW Touran, Toyota Verso, Citroen C8 and Vauxhall Zafira, as well of course as its Galaxy sister car.

Is it for you?

If you have a family – or are planning to have one – or even if you just need to shift lots of stuff around regularly, quite probably. Nearly everyone who I mentioned this car to who fits into these categories took a great interest in it, and the friend who drove in it loved it. The crucial advantages that it has are that it drives as well as a normal car, looks great, and has a high driving position. Indeed our test car, which admittedly is the most bling-looking model in the range, complete with optional 18” alloy wheels, even got admiring glances – which is certainly not something you get when in a Chrysler Grand Voyager…

What does it do well?

It looks good and drives sweetly. This turbo-charged petrol version gives real guts to an already strong drive and the car was happy to be pushed around twisty mountain roads on our week-long test in Snowdonia in North Wales, with little of the body roll that you might have expected from such a large and relatively tall car – all aided by a super slick six-speed manual gearbox. The seats are comfortable and the controls sensible with a quality feel that give the impression they will last. The Titanium spec version on our test car came loaded with goodies including MP3 connection, rear tinted glass (which was a bit too Victoria Beckham for my tastes), cruise control and front and rear parking sensors.

Like all modern Fords it has a whole batch of passive safety features including multiple airbags, and has a 5-star NCAP rating. The rear set of seats fold completely flat in a very quick and simple way, making a very usable space. Finally, it’s good value; you can pick up a new bottom-of- the-range S-Max from around £17,000, and for this one at the top it’s only £22,000. Options will cost you obviously, but the car is well equipped throughout the range.

What doesn’t it do well?

This version is hot, so it has more thirst than you might like. Our test car had optional 18” alloy wheels which look good but don’t do much for the ride – the standard 17 inchers should be fine. Elsewhere, unlike most modern estates, there’s no way to cover up the contents of your boot, and there isn’t much luggage space if you have the third row up. Nor is there much headroom back there – the price you pay for the lovely curvaceous ‘swoop’ of this car which makes it much more elegant than the Galaxy.

The 'airliner' style handbrake is bit OTT – a simple electric button might be better, while the optional satnav fitted to our car (£1,500) wasn’t quite as easy to use as some. Finally, the giant windscreen reflects the giant dashboard far too much, perhaps because of the heated-screen element embedded within. The 220hp engine is a good one – but has less lugging-power torque than the biggest diesel.

What’s it like to live with?

Very good. You’ll enjoy owning this car, which is practical as well as good looking. Servicing will be fairly cheap and reliability decent. It’s early days, but depreciation is looking good thus far. It is comfortable and easy to spend time in, but in this hot version you are going to have to become reasonably well acquainted with petrol stations. The climate control system quickly delivered copious cold air when required, and your children will be happy, comfortable and safe within, especially given its Isofix child-seat points.

How green is it?

This car has many recyclable parts, but there is no avoiding the fact that this is the fastest version and green credentials take a hit. We averaged 26mpg (against a listed combined figure of 30), while official CO2 emissions are 224 g/km – just sneaking into band F and thus narrowly avoiding the killer G band, whose onerous tax implications will serve to savage residual values in the future. If fuel economy and emissions are important to you, you should look at the diesel versions.

Would we buy it?

Yes. It’s the best looking MPV on the market bar none and the best driving. There are niggles, but all are outweighed by the positives. Even this fast 2.5 turbocharged petrol version might make sense against the more economical diesels as an ultimate compromise vehicle for the family torn between a greed for speed and a need for space and practicality. Instead of the expense of owning a practical car AND a sporty one, just get both in the same car. Sure it will cost more on petrol, but involve a lot less cash than running two cars, and greener to boot.

2. Citroen C4 Picasso

Citroen C4 Picasso (2006 onwards model)

We were running behind on the C4 Picasso launch, and didn’t even arrive at the hotel until late afternoon. Everyone was itching to drive the cars. Not yet, we were told. First we had to sit through the press conference.

In a hot, dark, muggy room: yes, lecture room fever soon set in. But suddenly, I was roused from my lethargy. Not by a flying white board rubber, but a video. Showing a French hottie folding the Picasso’s middle seat for access to the rear. She pulls the backrest lever, up glides the base to hinge against the backrest, allowing the whole thing to slide forward. Brilliant. And that was just the start: the video went on to introduce the system that tells you whether parking spaces are big enough, it showed the illuminated strips in the dash, roof and door panels, the lights in the rear picnic tables, even how the door bins light up as your hand approaches. I held back from clapping at the end.

When we finally got to the cars, the good feeling continued: it even looked good. Competing against the Vauxhall Zafira, VW Touran and Renault Grand Espace, this new seven-seat compact MPV has shunned the utilitarian look of some rivals and gone all-out to catch eyes. Through well-surfaced lines, neat detailing and, above all, the most amazing panoramic windscreen. Stretching deep into the windscreen, it doubles the driver’s field of vision and creates a totally unique feel from within, for all passengers. Coupled with large quarterlights and thin windscreen pillars (cyclists rejoice!), this is the airiest-feeling compact MPV you can buy. Does wonders for mood, even on grim French evenings.

Interior design equals the flair shown outside, and adds top-drawer quality to the mix, too. Hardly something Citroen’s renowned for, the money saved in basing this on a stretched C4 platform has partly been spent in specifying soft-touch trims, canny details and high-line assembly standards. The split air con controls are tactile, colour-changing instruments are cool and the whole appearance is sophisticated. High-set seats are firm (again, very un-Citroen), the driving position as normal as the zany fixed-hub steering wheel isn’t.

The rearmost seats, while folding cleverly flat, are best left to children. It’s better in the middle row, with bags of width and three individually-sliding seats. The pews themselves are firm and funny shaping to the floor and can annoy feet, but it’s up to class standards. Even better, the big windows flood the rear with light, and an optional separate compressor for the air con gives true four-zone climate control. The optional panoramic sunroof will make it a necessity. Don’t worry about saggy rears when fully laden with large people either: another compact MPV first is pneumatic self-levelling rear suspension.

Engine choices

Four engines are offered in the C4 Picasso – 127bhp 1.8-litre and 143bhp 2.0-litre petrols, plus 110bhp 1.6-litre and 138bhp 2.0-litre HDi diesels. Two thirds will go for diesel, the majority choosing the 1.6-litre. Rightly so as it does nearly 48mpg, has a torquey, easy-going nature and generally decent refinement (though there are quieter engines in the class). The 2.0-litre HDi is appreciably punchier and the choice for laden Picassos. And the petrol? We only drove the 2.0-litre and found it hard work and lacking in torque. Not helped by the Electronic Gearbox System (EGS) semi-auto gearbox. Now, this marks a policy change for Citroen, and we’re not completely convinced by it here.

Auto or manual?

Basically a paddle-shift clutchless manual with auto mode, the EGS ‘box is efficient and clever, but its quick shifts can be jolty in auto guise. Things are better in manual, particularly as the paddles are lovely things, but it’s still not as smooth as a well-driven manual (even one as sloppy as the Picasso’s). However: on the 2.0-litre HDi, it’s the only option. On other variants, Citroen would prefer you chose it too, and has fitted a cool box on the dash in such models to encourage you. The company is sure we’ll all gradually shift to semi-autos: we’re not sure the EGS, which works pretty well in the standard C4, complements the C4 Picasso quite well enough to convince.

Driving ability

It does make gearshifting easier though, something that suits the character of the car. Suspension is soft, typically French, and gives a fluid, cushioned feel on smooth roads that’s extremely relaxing. Throw in a few undulations and it can feel underdamped, while surface harshness can introduce a gritty feel (and some noise). But with generally high levels of refinement, it makes a sweet cruiser. It handles well too – once you accept the high levels of roll and super-light, over-assisted steering, the C4 Picasso threads through bends with honest appeal. Your lolling passengers may have words, mind.

What it costs

There shouldn’t be such grumbles from your bank manager. When it’s launched in January, Citroen predicts prices will be between £15-£20k. The entry-level model will feature ESP, climate control, cruise control, seven airbags, anti-lock brakes, electric windows and a CD player; not bad then, and a greater kit count than the rivals it’s priced on a par with. Citroen is also making concerted efforts to reduce its dependency on cashback deals, and improve the residuals of this all-important model: in some ways, it’s the most important new car from the French maker this decade, such are the aspirations touted for it. You can tell this by the effort that’s gone into it.

Verdict

Okay, the Picasso is not quite the best thing in this class to drive, but it’s nevertheless characterful and does enough to set it apart from rivals. It’s in the design and ergonomics where it really wins, with enough originality to shame some of its competitors. We weren’t quite as roused after our drive as we were after the press conference, but still came away impressed. Oh, and if you’re wondering about the name, so too were we: old Picasso remains on sale until 2009, new Picasso joins it, meaning we must emphasis the ‘Xsara’ and ‘C4’ tags. Trust modern art to complicate things. But, nevertheless, this new MPV paints a pretty good picture.

3. Renault Expace

On test: Renault Espace 2.2dCi Privilege (2003 onwards model)

Overview:

• Bodystyle:Full-sized MPV
• Engine:2.2-litre dCi 150bhp
• Fuel type:Diesel
• Transmission:6-speed manual
• Date of test:February 2003

What is it?

Introduced in 1984, and now in its fourth incarnation, the Espace is the vehicle that introduced European buyers to the idea of the 'Multi Purpose Vehicle', or MPV as they're commonly known. Not a huge seller in its formative years, the Espace started a slow revolution in the car world, there now being various different size categories for MPVs, even mundane saloons and hatchbacks featuring MPV-inspired design details inside and out. As the originator Renault aims the Espace at the top end of the market, with more engine choices and trim levels available than less expensive competition. Aiming the Espace high pitches it against luxury saloons, estates and 4x4s, none of which can offer anything like the versatility of the big Renault. There's even the choice of a bigger 'Grand' Espace for those needing to carry seven on a regular basis with their luggage too. At only £1,000 more than the standard Espace it's well worth considering.

Where does it fit?

Right at the top of the MPV heirarchy. The Espace is up there with other premium MPVs like the Chrysler Voyager, Toyota Previa and Mercedes V-Class. Positioned slightly above models like Ford's Galaxy, VW's Sharan and the PSA group offerings of the Citroen C8 and Peugeot 807 the Espace offers a more extensive range of engines - including petrol and diesel V6s. In UK sales the Espace fights for third position with the Chrysler Voyager, the only one of its rivals, which like it, is offered in two sizes. It might not manage the huge sales of the Ford Galaxy, but the Espace sells well to private buyers, in trim levels far higher than those of the majority of the competition.

Is it for you?

If you've got a lot of children, or need a classy vehicle to ferry clients around in for business then the Espace is a seriously attractive proposition. The five individual rear seats are all the same, making moving them around to suit your requirements easier than the majority of the competition. There really is space for five adults in the rear, though luggage space is limited if there is a full compliment of passengers on board - there's always the Grand Espace if you need the additional space. It really does feel a cut above the majority of the competition, it's supremely quiet on the move, right up there with the best of the executive machinery which it aims to steal sales from. A versatile and stylish vehicle, the Espace makes a lot of sense.

What does it do well?

All vehicles of this type offer versatility that conventional cars cannot hope to offer. Seating for seven, on individually moveable, removable and foldable chairs the Espace can carry all but the biggest families. It looks fantastic too, Renault's stylists being a bit more restrained with the Espace compared to more recent offerings. The diesel is refined, offering excellent low and mid-range lugging ability, that six-speed manual hardly needing stirred to maintain decent progress. The air conditioning, or climate control on more expensive models, has outlets throughout the entire cabin, meaning everyone will be able to travel in comfort. The huge expanse of glass up front, slim windscreen pillars and high driving position enhances all-round visibility while also adding to the overall feeling of spaciousness. Equipment levels are high and safety equipment is comprehensive across the entire range - Renault confident that the Espace will continue the trend for its cars to obtain five star ratings in the EuroNCAP tests.

What doesn't it do well?

More expensive than the majority of its rivals the Espace offers little more in the practicality stakes, unless you factor in the availability of the Grand Espace. The cabin might look and feel good, but on all the examples we drove there were squeaks and rattles from all those seats and the roof lining. The firm ride is fine for those up front, but it can feel slightly choppy in the rear. Without the optional panoramic sunroof the cabin feels a bit dark, with it the rearmost passengers are robbed of headroom. All come with traction control that incorporates understeer control - it's just as well, as with it switched off the Espace ploughs on in tighter corners. A great system, that masks a shortcoming of the chassis.

What's it like to live with?

Living with an Espace should be great, if you need all that space of course. It's a fine all rounder, with executive levels of comfort, refinement and equipment, while there's also a huge amount of standard passive and active safety kit too - which is bound to attract family buyers. The large glass area up front makes it easy to cope with its size and it is a great looking alternative to more common rivals. The only worry is over its reliability. The old Espace had a patchy reputation, lots of niggling faults cropping up through time. If Renault has sorted this out with the new model it'll be a winner. There were squeaks and rattles apparent on our test vehicles, which had the capacity to annoy, but it seems they may have just been more noticeable due the Espace's near whisper quiet operation whether around town or on a high speed motorway cruise.

Would we buy it?

Of the seven seat MPVs the Espace is arguably the most attractive of the bunch. It feels like a premium machine inside too, until the odd squeak and rattle from the trim intervenes. It does come with lots of equipment, and Renault's reputation for safety would be a huge selling point to us if we were carrying that most precious of cargoes - children. Increased competition in this sector from new models like the Peugeot 807, Citroen C8 and Fiat Ulysee with their useful sliding doors and similar size are difficult to ignore against the Espace. Upmarket it may be, but it offers little extra in the way of practicality over such rivals. The all-seat ventilation system is excellent, the ride and handling impressive and it's undeniably stylish. A wide engine and trim choice enhances the very attractive package. With the Espace it seems the premium might just well be worth it.

4. Vauxhall Zafira

Vauxhall Zafira (2005 onwards model)

How many people do you know with five children? I struggle to think of anybody I know with more than three children, or more than two siblings. I’m the youngest of three; which is a fairly unusual number in these days of shrinking family sizes.

New Vauxhall Zafira

Not that the car manufacturers seem to be paying attention. They seem to think that we’re all breeding like rabbits, with more seven seaters available to buy now than ever before. It’s not dodgy demographers to blame though, it’s all Vauxhall’s fault. When Vauxhall introduced the Zafira back in 1999 into the relatively new compact MPV market it caused a revolution in the class. The innovative, yet delightfully simple Flex7 seating truly setting standards in interior space utilisation and packaging among the new compact MPV class. While seven seats were nothing new in 1999 in so-called full-sized MPVs, Vauxhall had taken a fresh look at the concept to fit it into the compact MPV. It did so by folding the rearmost pair into the boot floor usefully out of the way when not in use.

The result was extraordinary, their innovative approach resulting not only in Vauxhall claiming a huge slice of the seven-seat MPV market as their own, but also sending rival manufacturers back to their design studios to hastily create rivals.

That’s why today there are now so many out there. But few do it as well as the Zafira. However, it’s been around for long enough now for Vauxhall to have a rethink and give us a new Zafira. Few could ever get too excited about the old car’s styling, so with this one Vauxhall has smartened it up, the new bolder head and tail lamps and sharper body creases making for a slightly more appealing, if still rather conservative look. It’s not able to claim to be revolutionary inside either, it did that back in 1999. What Vauxhall has done is improve the areas that needed improving, like the driving position, and left the rest largely alone.

Obviously it’s now based on the new Astra platform which means the Zafira can now be had with its IDS-plus (Intelligent Driving System) with its Continuous Damping Control, and the optional SportSwitch which improves accelerator and steering response for a more involving drive. But forget all that, it’s a competent enough drive without all the fancy acronyms.

Engines

Borrowing heavily from the Astra’s wide range of engines and transmissions, four petrol units and two turbodiesels are offered. There’s an entry 1.6-litre Twinport delivering 105bhp, a 1.8-litre Ecotec with 140bhp, a 150bhp 2.2-litre direct injection engine and a turbocharged 2.0-litre unit with 200bhp. That engine will form the basis for the range-topping 240bhp VXR model for school mums and dads in a hurry, which arrives later this year. Fun as that VXR model might sound it’ll be outsold countless times over by the Zafira’s diesel alternatives. With around 60% of Zafira sales being diesels Vauxhall offers two versions with its impressive 1.9 CDTi engine with outputs of either 120, or 150bhp. The former being available mated to a new six-speed automatic transmission.

We drove three versions, the 200bhp petrol and the two diesels, the lower power version mated to the automatic transmission. While the 2.0-litre turbo provided plenty thrills with its impressive 9 second 0-60mph time, its rather frenetic pace is at odds with the Zafira’s otherwise relaxed nature. With its stiffer suspension and larger wheels it never felt as composed as the lesser models, feeling fidgety and demanding constant attention on poorly surfaced roads. The new higher mounted gearshift in the 200bhp turbo also lacks the precision of that in the 150bhp turbodiesel, it being more troublesome to engage smoothly in this installation, making for a fast if slightly disappointing drive.

The diesels are a different proposition though. Their plentiful torque at low revs demands less haste when changing gear resulting in a smoother shift. Opt for the smaller output version with the automatic for an easy life though, the self-shifter changing cogs almost imperceptibly. Both diesels impress with their refinement and on road composure. The suspension smothering poor surfaces while retaining excellent body control and poise through the corners and the engines remain quiet even when pushed hard - which they never need to be. Given the Zafira’s increased height over its Astra relative, its largely similar handling is an impressive achievement.

Neither of the diesels give away much in performance to the 2.0-litre turbo petrol engine either. The 150bhp turbodiesel manages 60mph in just 10.5 seconds, which is only a second and a half to 60mph slower than the petrol. Shear sprinting ability here is a largely academic measure as in the real-world mid-range acceleration is far more telling. Here both the diesel choices claw back an advantage, their ample torque making is presence felt, with the 150bhp version matching 200bhp petrol’s 6.0 second 30-60mph slog in fourth gear and the 120bhp version not far behind at 6.8 seconds. The final argument for the diesels though is consumption. Both deliver official combined consumption figures of 45-46mpg; the closest petrol alternatives in the range offering around 10mpg less, while CO2 emissions are also significantly lower.

Inside

Those diesels may be the sensible choice, but this is after all a sensible family car. As such the interior remains as functional as ever, but it now all feels much better built. The materials in the cabin exude a quality look and feel, proving a vast improvement over the previous car. There’s more storage space in there than you could ever possibly need too, with up to 30 cubbies around the cabin depending on the specification. Passenger space is good, we managed to seat adults in all three rows of seats making it a credible six-seater. More likely though is its role as a child carrie and here the it’ll carry five children in the rear with relative ease.

Do so and you’ll have no space to carry anything else though, the Zafira for all its clever seating still not able to solve the problem of all compact MPVs; that being carrying luggage and passengers at the same time. However, remove your human cargo and the Zafira is a cavernous load carrier, with up to 1,820 litres of luggage space with all the seats stowed, or 645 litres in five-seater format. Tick the option box for Vauxhall’s useful, and shamefully not standard FlexOrganiser and the Zafira’s boot proves hugely versatile. You might have to option the useful FlexOrganiser in the Zafira but otherwise its equipment is fairly comprehensive across the range.

All come with extensive safety equipment, allowing the Zafira to score a five-star Euro NCAP score, though we’d consider only suggest Club models and above as they also include full-size curtain airbags, alloy wheels, steering wheel audio controls and body coloured bumpers and door handles. The range starts at the headline-grabbing figure of £12,995, but for the best compromise on equipment levels, and those curtain airbags the Club models represent a true starting point at £15,195.

Verdict

With its smarter new looks, increased safety, car-like dynamics and better quality, yet similarly versatile interior the new Zafira retains its predecessor’s position as the best compact 7 seater on the market. Sure, it’s unlikely that you’ll ever use those extra seats in the rear, but when did you actually ever have to actually need something to want it? The Zafira’s trick is that it’s a good car in its own right without the seven seats, that it offers them is just something of a bonus - particularly if you’re feeling frisky.

5. Mazda 5

Mazda5 (2005 onwards model)

Mazda’s new MPV slides into view on July 22 – a date that, we’re told, “coincidentally coincides with the launch of the new Zafira”. No prizes for guessing which car Mazda considers to be its key rival.

There are now many compact MPVs, but it’s the Zafira that gave the sector real impetus when launched back in 1999. It proved that seven seats could be slotted in, while proving easy to slot away when not in use. This ‘lucky’ perch count has now become the accepted norm, and Mazda was never going to compromise itself with its all-new offering. So, the Mazda5 features two rear seats that fold cleverly into the floor when not needed. The action is low-effort and easy, and they’re roomy enough for even adults on short journeys, with a little compromise.

But, looking at the pictures, the rear doorhandles are in the wrong place. Why? Because the Mazda5 is the first compact MPV to offer twin sliding doors at the rear. And what a success they are. Access is simple, exiting in tight car parks is easy and, unlike most other sliding doors we can remember, these are effortless to operate – shutting without the need for a slam. With the sliding middle seats too, they also allow easy access to the rear. Their only flaw is the lack of a door-mounted arm rest for middle-seat passengers, as the doors squeeze so tightly to the rear panel when open. It does feel awkward, but at least there’s a comfy central arm rest. Hang on though, surely a seat should be there?

Yes… here’s another smart Mazda5 trick. The outer two seats are larger and more accommodating, with the middle seat taking the form of an ‘occasional’ perch. The backrest flips into a padded armrest when not in use, also clearing the way for a ‘walk through’ to the rear. And the base? Flip the nearside seat base and it folds in, like a Russian doll. They call it karakuri, we call it magic.

Inside and out

How Ford must be regretting its decision to make the Focus C-MAX a five-seater only. Because the Mazda5, with which it shares a platform, proves there’s the room for seven seats to work. And it drives almost as well too. The C-MAX is a driver’s dream but, while the Mazda5 is slightly softer for a more compliant ride, it’s still fun through the corners too. This MPV really handles, thanks primarily to its independent rear suspension, giving a feeling of agility rare in a people carrier. The way we threw it about like a hot hatch on the test route was quite something. Yet, even on the large-wheeled ‘Sport’ test car, the ride was absorbent and fluid. The semi-bucket front seats are supportive too.

Engines

Unlike VW Group cars, Ford prefers its companies to have more independence – share the platform but don’t make it obvious. So the Mazda5 uses engines from the Mazda6 – two petrols and one diesel, offered in two power outputs. Only the 145bhp 2.0-litre petrol (122mph, 10.8secs to 60mph) was available for testing, and it proved a reasonably useful engine in normal motoring, if you can accept a real lack of oomph below 2,000rpm. It also becomes raucous when revved over 5,000rpm, but has very smooth manners when driven more gently. However, as it adds over 10mpg to this car’s 34mpg consumption figure, we’re sure the diesel will be the preferred choice – particularly if it comes with a dash-mounted gearshift that’s as slick and positive as the petrol cars’.

The gearlever sets off a smart, well-built interior that’s rather darkly-trimmed but still airy-feeling. Again, all the controls are Mazda’s own, and will be familiar to drivers of more recent models. We liked it and, as with the exterior, considered the finish to be truly flawless. This is one brilliantly assembled new car. Equipment levels will be competitive in all three trims (TS, TS2 and Sport), as will prices. The 2.0-litre Sport costs the same as a 2.0-litre C-MAX Zetec, yet offers two more seats and much more kit. Stability control, climate control, CD autochanger and 17-inch alloys are standard, but lacking on the Ford.

Verdict

The C-MAX platform means it drives very well. Yet it also stocks seven seats, accessible through sliding doors, and is very well-built and equipped and all at prices that undercut its Ford-badged sister. The Mazda5 certainly has a lot going for it, even if the petrol engine isn’t as strong as the rest of it. Could it be the compact MPV to beat? We’ll need to drive the Zafira on UK shores to say for sure… so watch this space!