Like its class-mate, the Astra, the new Golf is roomier, more refined, 'greener' and of course, heavier: it also comes with a remarkably wide engine range from the ultra-green 'Umwelt' diesel to a new and technically advanced narrow angel V6. This 174bhp, 2.8 VR6 engine is specifically designed for compact, transverse installations. It is VW's first six-cylinder and will make the Golf a mighty hot hatchback. The same engine will also be fitted into the bigger Passat and in the Golf-derived saloon when that arrives later. Completing VW's fleet appeals is the Polo, recently revamped, and the very capable Corrado coupe.
Renault's recent designs have lacked flair, but sell on their all-round abilities. The Sierra sized 21 comes as hatch, saloon and estate - with the last coming first, especially in the useful seven-seater form (definitely one for the user-chooser with a big family). The Escort -sized 19 (saloon and hatch) is another car that is more competent than it perhaps looks -especially the excellent 16V hot hatch - while the best of all is the Clio, a bigger and better replacement for the R5.
Citroën has been something of a one-model company in fleet terms, with its success owed almost entirely to the superb BX (though the little AX has chipped in a worthwhile chunk of the baby car market). The BX - the car which 'loves driving and hates garages' - transformed fleet buyers' perceptions of the French company. It has proved reliable, durable and cheap to run. The range has strength in depth, too, with excellent diesel and turbo-diesel from ultra-fast GTI 16-valve to diesel estate.
The only disadvantage is that the BX falls between the sector's two main size classes - Escort and Sierra. That could be a problem, now that the car has been joined by the Escort-sized by the Escort-sized ZX with an almost identical engine line-up. (Eventually Citroën will resolve matters by making the BX's successor a bigger car). Citroën lovers were rather disappointed by the ZX: it looks rather bland and has conventional steel springs rather than the company's favorite hydro pneumatics. For all that, the ZX has received wide praise for its space, handling and comfort. It is one of the new 'nine-plastic' generation, which is an improvement over the flimsy-feeling BX.
Few could have predicted Citroën's transformation from eccentric also-run to mainstream manufacturer. Fiat has what looks an easier jump to make - its cars were never as idiosyncratic as the French firms. Yet the Italians have been finding the going much harder. The new generation Fiats simply cannot seem to gain sales momentum, despite being pitched hard at company buyers. The Uno, Tipo and Tempra (in Fiesta, Escort and Sierra classes respectively) are all innovative designs, strong on space efficiency, good to drive and with long-lasting galvanized steel body panels. They deserve to fare better. Perhaps the addition of the Tempra Station Wagon and the exciting Tipo 16-valve hot hatch will start Fiat on a faster road.
As remarked, everyone nervously awaits the impact of the British-made Japanese. Given a suitable dealer network, the Nissan Primera must be a big seller. A European-minded machine, it comes in a wide range of hatches, saloons and estates. Nissan is expanding its Sunderland factory still further, with the Micra replacement arriving in 1992 and claiming 80 per cent European content from day one. Toyota starts production on the Carina replacement late in the year. The car, another competitor for the Cavalier, has an engine made in North Wales.
if new cry sales remain depressed, as predicted, and the company car sector comes under more governmental pressure, the arrival of the Japanese could see the gloves off and some vicious bare knuckle fighting for fleet car sales.***
Renault's recent designs have lacked flair, but sell on their all-round abilities. The Sierra sized 21 comes as hatch, saloon and estate - with the last coming first, especially in the useful seven-seater form (definitely one for the user-chooser with a big family). The Escort -sized 19 (saloon and hatch) is another car that is more competent than it perhaps looks -especially the excellent 16V hot hatch - while the best of all is the Clio, a bigger and better replacement for the R5.
Citroën has been something of a one-model company in fleet terms, with its success owed almost entirely to the superb BX (though the little AX has chipped in a worthwhile chunk of the baby car market). The BX - the car which 'loves driving and hates garages' - transformed fleet buyers' perceptions of the French company. It has proved reliable, durable and cheap to run. The range has strength in depth, too, with excellent diesel and turbo-diesel from ultra-fast GTI 16-valve to diesel estate.
The only disadvantage is that the BX falls between the sector's two main size classes - Escort and Sierra. That could be a problem, now that the car has been joined by the Escort-sized by the Escort-sized ZX with an almost identical engine line-up. (Eventually Citroën will resolve matters by making the BX's successor a bigger car). Citroën lovers were rather disappointed by the ZX: it looks rather bland and has conventional steel springs rather than the company's favorite hydro pneumatics. For all that, the ZX has received wide praise for its space, handling and comfort. It is one of the new 'nine-plastic' generation, which is an improvement over the flimsy-feeling BX.
Few could have predicted Citroën's transformation from eccentric also-run to mainstream manufacturer. Fiat has what looks an easier jump to make - its cars were never as idiosyncratic as the French firms. Yet the Italians have been finding the going much harder. The new generation Fiats simply cannot seem to gain sales momentum, despite being pitched hard at company buyers. The Uno, Tipo and Tempra (in Fiesta, Escort and Sierra classes respectively) are all innovative designs, strong on space efficiency, good to drive and with long-lasting galvanized steel body panels. They deserve to fare better. Perhaps the addition of the Tempra Station Wagon and the exciting Tipo 16-valve hot hatch will start Fiat on a faster road.
As remarked, everyone nervously awaits the impact of the British-made Japanese. Given a suitable dealer network, the Nissan Primera must be a big seller. A European-minded machine, it comes in a wide range of hatches, saloons and estates. Nissan is expanding its Sunderland factory still further, with the Micra replacement arriving in 1992 and claiming 80 per cent European content from day one. Toyota starts production on the Carina replacement late in the year. The car, another competitor for the Cavalier, has an engine made in North Wales.
if new cry sales remain depressed, as predicted, and the company car sector comes under more governmental pressure, the arrival of the Japanese could see the gloves off and some vicious bare knuckle fighting for fleet car sales.***
