Euro5 emission regulations determine that the 1.2-litre petrol is reasonably modern. Sure, 74bhp at 5500rpm and 109lb ft of torque at 4250rpm does not deliver performance to get excited about even in a 941kg car, with 0-62mph coming in at a slovenly 14.5sec. However, keep it below 2200rpm (as urged by the gearchange indicator) and progress is reasonably refined and more than sufficient for town use. Dacia claims 48.7mpg, too, and while that is inevitably optimistic, we did manage 42mpg.
Faster roads and overtaking inevitably present more of a challenge, but so long as you're prepared to plan ahead there is enough here to ensure you can keep with the flow of traffic at all times, albeit with an ever-increasing amount of engine and road noise intruding into the cabin.
Grip levels are slight, but the handling is accurate. However, flat, gripless seats do little to encourage spirited driving, and neither do the brittle ride and notchy gearbox. The Sandero, somewhat inevitably, is best viewed as a modest way of getting from A to B as opposed to a car in which to enjoy driving – beyond, of course, the certain smugness that comes with pushing a cheap motor along at the same pace as vastly more expensive rivals.
Taken at the same values, the cabin does an equally decent job. There’s no air-con, electric windows, central locking or even glove box light or vanity mirror, but the basics are present and correct and the recycled Renault switchgear doesn’t remotely shout ‘cheap’. The boot is a good size, the folding rear seats add an attractive extra dimension and there’s room for two adults and two children to travel in reasonable comfort (with a third rear seatbelt if you’re prepared to squeeze up).
This latest generation Sandero has yet to be tested by Euro NCAP.