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The new Mokka-E impressed us, but how will petrol versions fare?
Alloy wheels, LED headlights, 7in multimedia touchscreen, 7in digital instrument cluster, air conditioning, low-speed collision warning, autonomous emergency braking, speed sign recognition, cruise control with speed limiter, lane departure warning with lane-keeping assistance.
100hp 1.2, 130hp 1.2
SE, SRi, SRi Nav, Elite Nav, Ultimate Nav, Launch Edition
Six-speed manual, eight-speed automatic
The Mokka has recently undergone a transformation. The previous version, initially called Mokka and then Mokka X, arrived eight years ago and was largely developed by the Korean division of General Motors as the Chevrolet Trax.
It was an early entry in the then burgeoning compact SUV sector, popularised by the Nissan Juke in 2010.
Available in petrol and diesel versions with the option of four wheel drive, the Vauxhall had broad appeal, although it was never really thought of as a class leader.
Sold on value, with large discounts and attractive deals often available, as well as its practicality, it was a better prospect than the Ford Ecosport, which arrived around the same time - but that was hardly setting the bar high.
As Vauxhall and Opel became part of French automotive giant PSA (which recently merged with Fiat Chrysler Automobiles), new models adopted Peugeot and Citroën architecture.
The first to do this was the Crossland X - now just called Crossland - which was derived from the same platform as the original Peugeot 2008 and the current Citroën C3 Aircross.
The Crossland, also a B-sector SUV, has just undergone a major mid-life revision and is expected to continue in the range until 2025. The new Mokka also has French underpinnings, but this time it has components in common with the latest Peugeot 2008 and DS 3 Crossback.
We recorded our impressions of the fully electric Mokka-E in February's Business Car, which appeared to set a benchmark for compact electric vehicle - although it didn't look particularly good value against Peugeot's E-2008 and Mazda's MX-30.
This high-end pricing also applies to the petrol and diesel versions of the Mokka, which is a result of market positioning alongside the Crossland. The former targets the likes of the Ford Puma, with the latter pitched at more budget-conscious buyers who might have the Ford Ecosport on their shopping list.
There is a logic to it, but if transaction prices are substantially lower than the brochure prices, the impact on residual values makes the car appear more costly in a running cost calculation based on the official list price.
Depreciation costs already appear to be around 2p per mile or so higher than some of the Mokka's key rivals, which could be a result of sales strategy and the knock-on effect of new models reaching the market at discounts.
Of course, it means fleet customers are getting the benefit of those discounts, so depreciation costs are lower than the figures suggest, but it doesn't appear to be a game Ford is playing with the new Puma.
It would be a pity if the Mokka became seen as a car that sells because of its discounts, because fundamentally it is a great car. It carries off Vauxhall's new design language very well, with great kerbside appeal. The Mokka is also reasonably spacious and comfortable, and has a smooth and willing engine in the 1.2-litre petrol version we tried.
It's also well equipped for the money, and comes with a range of safety features as standard. We hope as it finds its place on the market, people will begin to discover it and appreciate it for its merits, of which there are many.