Economy is one of the biggest commendations of the Delta. The 1.4 MultiAir variant returned 45.4mpg on our touring test – the sort of result you might have expected from a diesel hatchback of its size, armed with a clever twin-clutch gearbox, not so long ago.
For a manual petrol five-door family car, that’s an excellent showing, although the more ordinary 34.2mpg we averaged throughout the test suggests that the Delta only really serves up such good economy when you drive with frugality in mind.
That car’s economy is bettered by the 1.6 Multijet diesel manual, which promises a combined 60.1mpg and 122g/km (putting it in VED band D) for a premium over the 1.4 MultiAir petrol. When that car’s equipped with the robotised auto transmission, CO2 falls to 120g/km and scrapes into band C, but that car is more expensive than the manual.
Chrysler expects the 1.4 MultiAir in SE trim and the 1.6 M-Jet auto to be the most popular sellers in the UK. Meanwhile, the ambitious £25k asking price of the range-topping 2.0 MultiJet oilburner contrasts sharply with the attractive £17k tag on the most basic petrol model. That entry level 1.4 T-Jet sits in insurance group 17 and VED band F.
The Delta represents good but not outstanding value. Buying one at list price instead of a like-for-like Ford Focus or VW Golf represents a decent saving. Given the quality of both of those cars, you’d expect as much. But you can also expect a good discount from a Chrysler dealer if you time your purchase well. There’s also an initial offer to include five years’ free servicing in the car’s purchase price.
The Delta is unlikely to make a big dent in a class dominated by Europe’s automotive superpowers. According to its manufacturer – which plans just 2500 sales a year – that will allow the car to remain exclusive and have strong residual values.
Time will tell if its mathematical optimism is warranted, but our information suggests a Delta will retain about four percent more of its list price than a Focus over three years and 36,000 miles.