By Ken Fletcher

IT’S THAT time of the year when all good little boys and girls write their Christmas list on a big of paper and chuck it up the lum to wing its way to Santa.

For ‘big’ boys, like me (and girls), it’s usually grown up pressies that are required and what better to ask the big man in red and white in Lapland to come up with a new car with which to enjoy 2017.

So, here’s my Top 10 – and, as in all beauty contests, we’ll be starting in reverse order, with the first three this week (or the last three, depending on how you look at it!).

No 10 ... The Ford Ranger

I’VE driven everything from supercars to luxury saloons this year, but of the pick-ups that came my way, the Ford Ranger stood out.

Now the top selling pick-up in the UK, the Ranger has managed to be the all things to all people in that it is very much a workhorse when you want it to be through the day and something you can take people to a city event in at night.

In my review of the Ranger, I wrote: ‘It looks the part. It has a certain aura of invincibility about it. It has a whiff of a pair of dungarees about its nether regions and you certainly feel that wellies are de rigueur for driver and passengers.

‘That's what pick-up trucks are all about. But, and it's an important but for those wishing to save cash by slimming down their garage from two vehicles (ie, a workhorse and a 'go to Embra for dinner' type vehicle) to just one. Because, with a quick hose out (and you can with the more workmanlike models) you can go from dungarees to dinner jaiket in jig time.’

But it’s not all about flashy looks, as the latest models are also up there with the competition with the most frugal vehicles of this type ¬– even when the really sweet auto gearbox is chosen. There are three engine choices to give a wide range of performance ¬– a 2.2-litre turbo diesel can either give you the entry spec’ 128bhp or tweaked to 157bhp, while the larger 3.2-litre turbo diesel has 196bhp on tap.

That latter model is the choice to make if you have a load of towing to do, with some really impressive torque figure giving considerable back-up when under load, but don’t discount the 157bhp 2.2-litre version. Either engine in the Ranger is rated to tow up to 3.5 tonnes (braked and with 4 x 4 versions only).

Depending on the axle ratio and gearbox, fuel consumption will range from 34 to 43.5mpg with the 2.2-litre engine, but the bigger motor will be a little more costly to run, returning 34mpg (or 31.7mpg in automatic form).

The transmission choice is either a six-speed manual or six-speed automatic transmission, but I wouldn’t discount the auto-box as it’s very smooth and doesn’t eat up power the way earlier versions did. There are four-wheel drive and two-wheel drive variants, but the top-of-the-range Wildtrak models have all-wheels driven as standard.

Body style choices are the two-door single cab, a 'super cab' with additional rear-hinged doors accessing short-erse second-row seating, and the full-blown four-door double cab. Each style though has the ability to tote at least a little more than one tonne in its load box, all the way up to 1270kg in single cab form.

An electronic transfer case allows drivers in 4x4 models to shift on the fly from 4x2 to all-wheel-drive, but there's also a low-range 4x4 gearing which also has the ability to switch on an electronic locking rear differential, for really rocky or tricky terrain.

Inside the cab, the good news continues as event the lowly versions of the Ranger are quite well equipped. The better spec’, though, adds things like Ford’s voice-activated SYNC 2 connectivity system, with an eight-inch touchscreen and an array of driver assistance technologies. There’s also a host of add-ons, like 'lane keeping alert and aid', 'adaptive cruise control', front and rear park assist, rear view camera (very handy on a pick-up given the predisposition of farmers to adopt the 'stop when you hit something' method of driving), while the standard Electronic Stability Control system has both rollover mitigation and trailer sway control.

Other gizmos include hill launch control, plus hill descent control are useful in hilly terrain, while the adaptive load control adjusts the stability electronics to match vehicle loads.

Prices start at £16,745 (ex VAT) for the single cabs and range up to almost £26k for the Wildtrak spec’ – which is available only with the 3.2 engine.

No 9 ... The Jeep Renegade

SO THERE’S a conflagration of compact SUVs out there from which to choose from, but one of the best that came my way in 2016 was Jeep’s cheeky little Renegade.

It’s up against formidable competition from the likes of the Renault Captur, Nissan Juke, Mazda CX-3 and the Suzuki Vitara – with ¬ the latter two being able contenders too.

This also represents Jeep’s first vehicle which has been made in Italy as a result of its venture with Fiat and its first step into a growing segment of the market. But, it is with a vehicle which takes away Jeep’s holy creed that ‘all-wheel-drive rules’, for a two-wheel-drive variant is available. It also shares the same chassis and engine set up that is the basis of Fiat’s compact SUV, the 500X ¬– but with which it shares nothing in looks, apart from some of the switchgear.

I like its quirky, but quite boxy looks which set it apart from say the likes of the Captur and Juke (and the Fiat). Judging by the numbers you can see on Scottish roads, quite a few of you agree and while it is targeted at younger drivers, there’s no reason why older people should not be attracted by its comfort and its easy driving characteristics.

For country users, its sit-off-the-ground stance, makes it look as if it could handle the rough stuff quite well and a test drive confirmed that it does as well, if not better in this respect than most of the opposition.

Like the Fiat version, there’s a worryingly comprehensive array of engines and spec' levels. It would be easy to be confused, but do not despair. From the six engine choices, the one which will interest country users most will be in the Trailhawk models as they come with the best inventory to cope with off-road work.

It comes with Jeep's Active Drive Low and Selec-Terrain system, with hill descent control and 'rock' mode. Its ride height is also raised by 30mm, compared to the 4x2 model and has chunky mud and snow tyres. And, it is also the only one to come with the 168bhp version of the punchy 2.0-litre MultiJet II turbo diesel and the nine-speed automatic transmission, plus chunky off-road-style tyres.

That transmission is another plus in favour of the Renegade. This smooth little operator is a sector leader in offering such a sophisticated auto’ box in this size of SUV and also make it highly suitable for light towing duties. It has filtered down from Jeep’s much larger vehicles, the Cherokee and Grand Cherokee, so should be well up to living well in a smaller car.

The four-wheel drive machines can be specified with or without a low-ratio, with the Trailhawk getting this as standard.

The 168bhp cars can go from 0-62mph in under nine seconds, while a 148bhp diesel manual does it in a second more. Four trim levels are available - Sport, Longitude, Limited and Trailhawk and although the Sport is the entry level, it still has a high level of spec', like a five-inch Uconnect touchscreen with a DAB radio and Bluetooth plus auxiliary and USB connectors, a 3.5-inch Electronic Vehicle Information Centre, air-conditioning, electric parking brake and 16-inch aluminium wheels.

Inside, there's tonnes of room for the front pairing, though maybe not so much for those in the back. There’s a generous luggage space of about 351 litres, which moves up to 1297 litres by folding down the rear seats. All specs have air-conditioning, but of different abilities depending on the trim chosen.

One of its main selling points to me was that it will be cheap to run. The combined fuel economy figures range from 40.9mpg for the 1.4 MultiAir 4x4 automatic, to 61.4mpg for the 1.6 diesel manual. Even the more powerful 2.0-litre diesels acquit themselves well ¬– the 138bhp version averages 55.4mpg, while the 168bhp diesel engine returns a really outstanding 47.9mpg considering the power that it has. Emissions of 134g/km and 155g/km mean you'll pay £130 and £185, respectively, for annual road tax.

The downside is that they are not that cheap to buy. The 1.6 petrol Sport at £16,995 is the cheapest, but most of the expected big sellers will be well over the £20k mark and the highest at £27,995 for the Trailhawk is quite an eye-watering amount.

No 8 ... Audi A4 Allroad

They have almost become so ubiquitous that you hardly notice them anymore, but Audi’s recently revised A4 saloons and estates have a secret weapon for tempting country peeps – it’s the Allroad Quattro estate designation, which does what every good bra should do, it lifts and separates and makes it stand out from the crowd!

It is the first Audi Quattro to get the latest incarnation of this popular 4 x 4 system, which rocketed Audi to success in the 1980s rally scene. Essentially, this remained the same in the two previous versions of giving all-wheel-drive all of the time. Now, Audi has redeveloped the system to be more akin to the modern ‘on demand’ style of operation – it calls it Quattro Ultra.

This means that it is in two-wheel-drive for most of its working life, but instantaneously kicks in the four-wheel-drive operation when conditions merit it. This has, of course, quite a beneficial effect on operating costs via lower fuel use and reduced tyre scrub.

The Audi Avant Allroad sets itself apart from the rest of the marque’s crowd by having a more purposeful stance – it is raised up by 40mm from the standard Avant to 180mm ground clearance – and has pretty noticeable front and rear metal scrub plates and some unseen protection to keep the oily bits underneath from becoming in contact with the nasty bits it may have to travel over. Also noticeable is a chrome front grill and black plastic anti-chip surrounds for the wheel arches, plus prominent roof rails.

A recent test of the 187bhp 2.0-litre turbo diesel showed that this was well up to the task, though the same engine is to be used in a 148bhp version. There are also two mapped versions of the V6 3.0-litre turbo diesels available with 215bhp and 268bhp, respectively.

But what sets this latest Allroad apart from its predecessors is its outstanding economy. This was one of the first diesels that I’ve encountered that had the AdBlue filler next to the fuel one ¬– in most of the opposition which have AdBlue, they seem to be trying to keep a dirty little secret by hiding the after exhaust treatment filler somewhere else to be found only by a trained engineer!

You can expect the 2.0-litre diesel to return close to 60mpg, though you won’t be too disappointed with the early 50s mpg achieved by the more powerful of the three-litres.

The Allroads all have climate control, 17-inch alloy wheels and Audi’s MMI infotainment system, while the Sport trim adds LED lights all round, as well as dynamic, 18-inch alloys and tinted rear glass.

In practical terms there’s a lot to like. There’s around 500 litres of space with the rear seats up, but with both the split folding rears down, there’s treble that, making it quite a hefty load carrier. Useful in this department is the addition of a strip of LED lights on either side of the boot to illuminate it at night. There are also a creditable number of storage bins dotted around plus a deep cubbyhole under the centre armrest.

It’s not a cheap option, though, as the range starts at a tad over £35,000 and ranges up to more than £40k. The choice version would be the 2.0-litre TDI in S spec at just under £40,000, though for under £2k more you can get the lower powered of the 3.0-litre diesels.

IN THE NEXT FEW DAYS: Keep an eye out for updates on 1 to 7 on the run up to Christmas.