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Isn't interesting how things come full circle? Take for example the latest Citroen C4, the dramatic and stylish replacement for the uninspired mid-range Xsara and ZX models. After almost a decade and a half of Peugeot ownership, and the efforts to increase market share by making conventionally-styled cars, Citroen finally realised that the brand really needed to return to the defiant, innovative spirit that characterised models such as a DS, GS and CX from the 50s, 60s and 70s.

There used to be a joke in the 80s and 90s that each new Citroen model had to have a larger double chevron badge than the earlier models because it was increasingly difficult to tell Citroens apart from Peugeots and Renaults. Well, with the C4, this is definitely not the case, even if the double chevron has become larger and incorporated on the grille; this will be the new identity for all future Citroen models. Grille apart, the C4 has bold arching lines, making it look like a stretched and more dynamic C3. From the up turned headlamps in front, to the sloping rear, the C4 looks distinctive and unique, but also well proportioned and stylish. Even while standing still, its mild cab forward stance gives it a thrusting, forward motion. There is no mistaking this new Citroen for another brand of car.

On the inside as well, the C4 recalls the futuristic dashboards of Citroens' passed. The futuristic digital instrument binnacle is a floating pod located in the middle of a symmetrical dashboard. The speedometer, fuel and temperature gauges, as well as the distance-to-empty reading for fuel, are all displayed in this singular LCD panel, and it is impressively easy to read. More than just a conventional digital display, the panel is actually translucent, and it changes colour according to the amount of light falling on it.

The tachometer, gear selection and warning lights are mounted in a separate pod directly in front of the driver, and the entire assembly moves up and down when the steering is adjusted. Instead of having a red-line, the tachometer display itself changes to red when the engine is over-revved.

Perhaps of the most radical aspect of the C4's dashboard is the steering boss. Instead of turning with the wheel, it remains in place. This means the switches mounted on it (cruise control on the left and in-car hi-fi on the right) don't move, and are actually easier to use this way. Having a fixed steering boss also allowed for the mounting of a larger two stage airbag for the driver. Like all innovative designs, one must ask why nobody thought of it any earlier? It is refreshing that Citroen is designing interesting dashboards again through intelligent re-thinking and questioning of the status quo, and not just for the sake of being different.

But unique looks aside, the C4 is also a great drive - the throttle is lively and responsive, and the steering feels positive and tactile, on top of being a wonderfully innovative design. Citroens have always been involving and good to drive, but with the C4, they once again have the distinctive looks to match. Sure, Alfa Romeos sound better, Hondas are more free-revving and the Mini has a sharper steering, but the C4 drives as though its suspension, engine and chassis are perfectly choreographed, each component playing its part so that the whole ensemble gives an outstanding and well-rounded performance.

But probably the most significant, but rational aspect of the C4 is that it is utterly conventional. There is no hydra-active pneumatic suspension, and it doesn't have a mind-boggling fluid based clutch or powered steering. In fact, mechanically speaking, the C4 is almost entirely identical to the Peugeot 307. Yet, the two cars could not be more different. While the 307 is tall and spacious, the C4 is curvy and feels snug inside. While the Peugeot has a conventional cabin, the C4 is completely digital and avant-garde. In the 307, one rides tall, like in an MPV, while in the C4, the set up is sportier and one feels like piloting a futuristic spacecraft. A true Citroen fan might bemoan the fact that the C4 is mechanically conventional, but does it matter when it is likely to be more reliable because it is made this way?

So yes, the C4 is distinct and dramatic the way Citroen's used to be. It looks and feels different, and drives better than any of its peers. From the nice details, such as the integrated car-fragrance perfume container, to the striking silk-like textured surfacing over the dashboard, Citroen has shown in the C4 it is still tops for out-of-the-box thinking and design. We wholeheartedly welcome the new breed of Citroen that satisfies both the left- and right-side of the brain.

Kenji Alexis has been writing car reviews for close to 10 years. Come visit his latest website over at http://www.motorstop.asia to check out the in depth Honda cars reviews and all the latest automotive news.

BMW 1 Series 2004 To Date 1 FOR THE ROAD

BY ANDY ENRIGHT

Just as some will love Marmite and some will hate it, there won't be too many fence-sitters when it comes to BMW's 1 Series. While some will love its bold styling and distilled essence of 3 Series, others will see it as an overpriced clown shoe aimed solely at badge snobs and wannabes. It's easy to be cynical about the 1 Series until you drive it. Then you start devising ways to get your hands on one at the least possible expense. Here's how to bag a decent example.

HISTORY

It took the success of Audi's A3 to convince BMW that a business case could be made for a car to slot in below the 3 Series. The Munich company had never fully committed to this market sector before, their 3 Series Compact being a rather half-baked answer to the altogether more elegant Audi. The 1 Series marked a more concerted effort on BMW's part to snag a share of the action.

With the first cars arriving in dealers in June 2004, the 1 Series proved instantly popular. 116i and 120i petrol models and 118d and 120d diesel versions were the first to be imported and this range was fleshed out with the 118i petrol model and, in 2005, the seriously rapid 130i. Sales have outstripped BMW's initial expectations, the controversial styling proving acceptable to a surprising number of customers. Perhaps we've just got a little more accustomed to it.

A facelift of the range in the spring of 2007 tweaked the styling and heralded the arrival of the three-door 1-Series. Perhaps more importantly, it also brought massive improvements to the already excellent engine range. Economy and performance were boosted across the line-up while emissions came down making the 1 even more desirable to fleet buyers. The 116d model arrived at the start of 2009.

WHAT YOU GET

Although rear-wheel drive is great for driving dynamics, it doesn't always pay dividends in terms of packaging. In fact, there's less room in the back of the 1 Series than you'll find in a supermini like a Honda Jazz. With a six-footer behind the wheel, legroom is shockingly bad and the transmission tunnel means that you won't ever want to travel piggy in the middle on the rear bench. That's not what the 1 Series is all about. If you want a practical car, go and buy a mini-MPV. If you want the latest urban bauble that will turn heads and get tongues wagging, the 1 Series will be more your thing. At a stroke it manages to make the Audi A3 in particular look ridiculously staid.

Of course, that styling isn't going to rest easy on every eye. For what it's worth, we think it's ugly but interesting, the scalloped surfaces and bold slashes pure Bangle-era BMW. The bowing sills and stumpy tail aren't beautiful in any conventional sense but the 1 Series is a car that keeps you looking, trying to see what the designers were trying to pull off. If it was to merely make a very controversial shape, they've certainly succeeded. You'll forgive it the moment you sit inside. The rear wheel drive layout has done more than affect the way the car handles.

With no requirement to set the front wheels back to accommodate a pair of rear facing driveshafts, the 1 Series has a pleasantly roomy footwell with no offset to one side. The engine is instead mounted largely behind the front axle which gives rise to the long bonnet. The car's bulkhead is therefore set well back and, consequently, so are the windscreen pillars. This gives the 1 Series great all-round visibility without the mini-MPV feel of many small hatches. The way the windscreen pillars impinge on driver visibility in most rivals borders on the unacceptable but the 1 Series is again a welcome breath of fresh air in this regard.

WHAT YOU PAY

Bad news for used buyers - BMW 1 Series models hang onto their value with grim determination. Even the lowliest 116i is still worth around £7,350, coming off a base price in 2004 of £15,932. Go looking for big bargains and you'll come away crestfallen. Opt for an SE specification car and you'll need to earmark £8,350 with a couple of hundred extra for the Sport variant. If I was spending my money, I'd bypass the 116i and head straight for a more powerful model. The 120i is around in decent numbers and a base-spec car can be yours from £7,750 with an ES value model retailing at just over £8,775.

Probably the smartest pick of the lot is the 118d. Using ostensibly the same engine - albeit detuned - as the 120d, this is far cheaper and starts at £8,000 whereas the 120d kicks off around £1,000 more. Both are superb engines with decent torque and excellent fuel economy. A 118d Sport on a 54 plate will cost around £9,700.

WHAT TO LOOK FOR

The 1 Series is still too new for any major problems to show up so check the usual - service lights illuminated, body nicks and scrapes, damaged trim, cellphone mounting holes in the dashboard and a cast-iron full BMW dealer service history. The 120d is a car that has attracted demand but some owners have ‘chipped' their 118d up to and beyond the 120d's 163bhp output. This will have warranty repercussions so be careful if the 118d you're test driving is suspiciously rapid. If you are after a very rapid but economical 1 Series, this is one route to look at, and companies like Superchips can make a 120d absolutely fly while still retaining decent reliability and economy.

It's worth being fussy (avoid dull non-metallic colours, low ex-rep specifications and gloomy interior trim colours) so that, when resale time comes, you'll get a lot more for your part exchange than you might expect. Be suspicious of cars that have had many owners in a short time (this could be a sign of ongoing problems). If you really want piece of mind, buy from a BMW dealer - but be prepared to pay the premium.

REPLACEMENT PARTS

(approx based on a 118i) A clutch assembly is around £130. Front brake pads are around £40, a full exhaust about £360, an alternator around £100 and a tyre around £40. A starter motor is about £120. A headlamp is about £165.

ON THE ROAD

Designed to compete in the compact executive sector, the 1 Series might be truncated in length but spend any time behind the wheel and you'll soon realise you're not being shortchanged any of BMW's look and feel. Rear wheel drive has traditionally been something of an anomaly in this market sector and key rivals such as the Volkswagen Golf, the Alfa Romeo 147 and the Audi A3 are built around front wheel drive platforms. Asking the front wheels to perform the tasks of steering and deploying the power is distinctly sub optimum in terms of outright handling. How many Formula One cars are front wheel drive? Exactly.

Where front wheel drive has traditionally scored is that it's easy and cheap to manufacture a transverse engined hatch with a front gearbox and drive going to the front wheels. You needn't worry about a bulky transmission tunnel running through the cabin so it works in terms of packaging too. There are some great front-wheel drive GTis around too, but after just a hundred metres behind the wheel of the 1 Series it's apparent they're starting at a distinct disadvantage. The slick body control, the perfect balance in corners and the supremely judged damping shows that BMW's faith in the rear wheel drive layout has not been misplaced and their mastery of chassis dynamics shouldn't be taken for granted.

OVERALL

You've got to be able to live with the unconventional styling, be prepared to hand over a thick wedge of notes and not expect too much space in the back, but those caveats aside, there's really not too much wrong with the 1 Series as a used buy. To drive one is to love one and all other hatches instantly feel sorely compromised. I'd be tempted to look out for a low-mileage 118d and be prepared to haggle like crazy.

About the Author

By Andy Enright. Anybody thinking how can I sell my bmw should visit the UK's cash for cars Comparison Website / dealerbid

Need a repair manual for a 2000 Mazda MPV......?

Dealership wants $600 to replace alternator, and I decided enough is enough...( NAPA sold me the Mitsubishi alternator for $139 + core )I know this is a tough job, but I know with a repair manual I can do it myself. However, I cannot seem to find one for this year, which I understand is the first year to utilize front wheel drive... Does anyone know where a manual can be bought, or is it just plain non-existant ???Are there any Mazda mechanics out there who would be willing to tell me the shortcuts to an alternator replacement on this van ??? Maybe loosening up the top motor mount and raising the engine to access the alt. from the top ??? Any experianced dealership know-how would be very much appreciated !! Thanks !!!

dont know where it is located on the van but i have a 96 dodge neon and it was located on the right bottom side of the motor and i had to take off the right tire and the wheel well to get to the alternator it should be quite simple just look at the situation and try to figure out how thats what i did because could not afford manual plus i had to get altenator from junk yard for $30.00 well good luck hope that helped a little

1998 Honda Shuttle 2.3i SE from UK and Ireland - Comments
Handles well for a people-mover but no sportscar. Remarkably quick with a brilliant engine and smooth auto box. However, the engine can be a bit noisy when pushed.

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