Articles by Chris Riley

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers.

Inoffensive. In a word. The Civic used to be such a fun, sporty little car but who's hiding it and when can we get it back?Honda is doing a great job out of Toyotaring Toyota, with a car that does everything extremely well but is almost totally devoid of character. This one on the other hand feels like it is targeted at retirees (not a bad thing considering this is a growing market).PRICE AND EQUIPMENTPrices for the VTi-L start at $20,990 plus on road costs. The auto adds $2300 bringing the total to $23,290. But the Sport at $27,990 is another $4700 but includes the auto. The extra dosh buys you a sunroof, leather upholstery, fog lights and 17 inch alloys. Standard features in both models include Bluetooth and iPod connectivity.TECHNOLOGYEven though the VTi-L has a smaller engine than the Sport, it goes nearly as well and is not disappointing. The VTi-L model’s 1.8-litre SOHC four-cylinder petrol engine with 16 valves and a dual-stage intake manifold is a refined version of the previous engine.The engine produces almost identical figures to last year's model at 104kW of power and 174Nm of torque. It's hooked up to either a five-speed manual or five-speed adaptive auto with steering wheel mounted paddle shifts. The Sport in comparison produces 114kW/190Nm seems hardly worth the effort.The new engine has extensive changes that reduce friction, improve emissions and increase fuel economy. The changes have reduced fuel consumption from 7.2 litres/100km to 6.7 litres. During our test program the car returned a figure of 7.4 litres/100km which shows it is more than achievable. CO2 emissions are slightly down too at 158g/km (previously 164g).SAFETYGets a full five stars for safety. A long list of standard safety equipment including front, side and curtain airbags, anti-lock brakes and next-generation Vehicle Stability Assist (VSA).DRIVINGThe VTI-L is a big vehicle for a small car with plenty of room for mature adults. It’s easy to get in and out of and easy to drive and park. The Motion-Adaptive Electric Power Steering (EPS) improves steering response at low speeds. I like the big centrally located digital speedometer which makes it easy to tell exactly how fast you're going at a glance. But I don't like the space saver spare, even though there's room for one in the biggish boot.The VTI-L is extremely smooth and quiet inside and zips through traffic with consummate ease. It lacks the low down torque of the Sport with its larger 2.0-litre engine but there is very little difference in the way they drive once it's up and running. With the ECON economy option activated, throttle response is more gradual, shift pattern is reconfigured in the auto and climate control operation is altered. It certainly saves fuel but throttle response is sluggish.VERDICTAfter driving the two Civic sedans back to back I've come to the same conclusion as last time. And that is, forget the Sport, save your money and stick with this the entry level VTi-L model.2012 Honda Civic VTI-LPrice: from $20,990Warranty: Three years/100,000 kmEngine: 1.8-litre, 4-cyl petrol, 104kW/174NmTransmission: 5-speed manual, front-wheel driveBody: 4540mm (L); 1755mm (W), 1435mm (H)Weight: 1180kgThirst: 6.8 L/100km, 161 g/km CO2

The Mitsubishi Evo has something of a reputation as a boy racer. But at a price of almost $75,000 you're unlikely to see too many "boys" driving this particular model. The Lancer Evolution or EVO for short is everything Mitsuibish does best rolled into one, gleaned from years of rally experience.I remember the first time I drove one of these cars, the Evo VI Makinen special edition. It was back in 2001 before they were commercially available in Australia. Man, what a piece of work  but at $80,000 it was a big ask.These days it's still a big ask but you get a hell of a lot more car for your money  although less performance some might say. Back then the EVO had a cheap, plastic interior with a single basic CD player from the standard Lancer. These days the EVO is almost sumptuous in comparison.It's a 2.0-litre turbocharged and intercooled four with 217kW of power and 366Nm of torque. The turbocharged MIVEC Engine is 12.5kg lighter than before, with a new titanium turbocharger that delivers an improvement of up to 18 per cent in response time. The MIVEC system has also been refined with a direct-acting valve-train for additional weight reduction and optimal power.Power is transmitted to all four wheels through the the Twin Clutch Sport Shift Transmission (SST) and super all-wheel drive system, with different settings for tarmac, gravel and snow. It rides on Bilsteins and Eibach springs with lightweight BBS alloys that are shod with 245/40 series rubber.You can change gears manually via the paddle shifts which are fixed to the steering column just like a Ferrari. The stoppers are Brembos all round of course. Inside there's leather clad Recaros and satellite navigation. The CD player is still a single but it's hooked up to a hi-end Rockford Fosgate system with nine speakers including a separate subwoofer. What's not to like?The EVO's arch enemy is of course the Subaru WRX STI. The thing is the top of the whiz STI.Spec R is $9000 cheaper and arguably faster, at least off the mark. The manual does the dash in 5.4 secs and the SST in 5.6 secs, compared to 4.9 and 6.0 secs respectively for the comparable STI Spec.R sedan. But it's like Fords and Holdens  you're either an EVO devotee or an STI diehard and the never the twain shall meet.Fabulous. Feels much better than the less powerful Ralliart model. Apart from the performance, the big difference is in the way the EVO sits on the road and responds to the wheel as well as the speed with which the twin-clutch tranny hooks up (the Ralliart has a particulary annyoying lag).The turbocharged engine revs all the way to 7500 revs but it's way too noisy in the cabin even at low speeds. Available as a sedan only, the EVO has a strong road presence with its large rear wing that will make you the envy of your mates (and their sons).Also: Mitsubishi Evolution MR SST review | long term 2

Don't try to tell Toyota this is a people mover. It might have a third row of seats and it might seat seven people, but the marketing people rejected that description from the get go  because nobody wants to drive a mum bus do they?Of course that does not stop us calling Toyota's new seven-seat hybrid Prius V a people mover, albeit a fairly compact one. It's priced from $35,990 with a more expensive and better equipped model due later in the year.PRIUS WHO?These days there's three Priuses: Prius, Prius C and now Prius V. We're told there won't be anymore but it still leaves the door open for something a bit sportier and more dynamic. Just about everyone knows what a Prius is, now in its third generation here.Prius is Toyota's answer to the looming fuel and climate change crisis. It's a hybrid car with petrol and electric motors that still takes petrol but is far more economical than a standard car.The Prius C (for city, compact and clever), launched a few weeks ago, is a smaller, cheaper hatch powered by the original 1.5-litre powertrain. Launched this week the new Prius V (for versatility) is the largest of the three with a third row of seats and seating for seven people. It's powered by essentially the same 1.8-litre hybrid powertrain and CVT transmission as the Prius  but with a few differences.SO WHAT'S DIFFERENT?Apart from the fact it seats seven, the big difference is that this time around they've opted for a lithium-ion battery. Mounted vertically beneath the centre console between the front seats, it's 50 per cent smaller and 7kg lighter but has the same capacity.The batteries in Prius and Prius C are of the older nickel metal-hydride variety.The goal with the larger V was to reduce the car's overall weight, in order to provide a satisfactory level of performance. The lithium-ion battery, resin fuel tank, aluminium bonnet and aluminium bumper reinforcements have helped bring down the weight to 1565kg  135kg heavier than the Prius. The V also has lower gearing to compensate for the extra weight, which is reflected in slightly higher fuel consumption figures.FUEL CONSUMPTIONPrius sets the pace with 3.9 litres/100km which is one of the lowest fuel use figures around. Prius C also uses 3.9 litres/100km. Prius V, in comparison, is rated at 4.4 litres/100km, which is still excellent for a car this size.During a run down from Sydney to Thirlmere on the NSW south coast, we got figures of 5.3 and 4.1 litres/100km over the course of about 200km. However, hybrids which reclaim energy from braking tend to excel in urban environments where the car is continually stopping and starting.Incidentally the Prius takes premium 95RON unleaded, not standard petrol. With a higher fuel consumption than its siblings, it will be interesting to see whether the Prius V scores a five-star rating from the Government's Green Vehicle Guide. At the moment the reigning champion for low fuel consumption in this country is Ford's diesel Fiesta Econetic hatch which uses just 3.6 litres/100km.THE THIRD ROWIt's a 135mm longer than a Prius and has an 80mm longer wheelbase. The third row of seats fold into the floor when not in use providing a reasonable amount of luggage space. But there's not much room left over when the seats are in use.In terms of size and legroom, think small children only. We note the lack of airconditioning vents in the rear of the car, both for second and third row occupants. A central outlet in the dash is supposed to carry air all the way down to the back. Anyone who has ever spent any period of time in a third row of seats will attest to the fact that air and plenty of it is essential  otherwise you could have some carsick passengers.HOW'S IT GO?The system has a combined output of 100kW, but its difficult to put a figure on the combined torque output of the petrol and electric motors, rated at 142 and 207Nm respectively. There weren't too many hills on our drive route.We spent most of our time on the Hume Highway dodging speed, red light and so called safety cameras of which there an abundance.Unfortunately the V is not equipped with GPS and even the more expensive model with satellite navigation will not provide speed camera warnings when it arrives. The car goes well enough with two adults aboard, but we worry about the level of performance with all the seats occupied?PORPOISE FREEThe Prius V introduces a new anti-bounce technology that will gradually roll out to other models. It's called pitch and bounce control and is supposed to stop the car porpoising on undulating roads. This is where some cars have a tendency to rock from front to back in a wave like motion. Not a good look for those sitting in the rear.SAFETYIt gets seven airbags and a full complement of electronic wizardry including a reversing camera, hill-start assist, stability and traction control, and anti-skid brakes with brake assist and electronic brakeforce distribution.It hasn't been tested yet, but Toyota has engineered the car to score a full five stars for safety. Time will tell. The spare by the way is a space saver.GOODIESHeads up display is standard which projects a holographic image of the car's speed and other information into the lower area of the windscreen. You also get climate air, six-speaker audio, Bluetooth and a USB input for iPods and other music players.Standard features include daytime runners, fog lights, 16-inch alloys, cruise control, auto lights, smart entry/push button start, rear side sunshades and driver's seat lumbar adjustment.VERDICTIf you want something to get from A to B, that doesn't use much fuel and like the utility of a wagon or need the extra seats, then the Prius V could fit the bill. There's a lot of technology thrown in to justify the price, but more demanding drivers may be turned off by the performance (or perceived lack of it). We'd certainly recommend taking it for a good test drive before making any hasty decisions, especially loaded up with a few kids in the back.

The Outback has been around for a while but the technology is new. Safety conscious Subaru has lifted the bar again, with the addition of some active safety featyures usually found only in high end European cars. It is the first Japanese car maker to do so. We're talking about the new Eyesight system.WHAT IT ISEyeSight uses stereo camera technology to provide driver assistance in a variety of conditions. Among other things it features include Pre-Collision Braking that can stop the vehicle if it detects the risk of frontal collision. The two tiny cameras are located inside the cabin either side of the rear vision mirror at the top of the windscreen.WHAT IT DOESFirst off you get active cruise control. Set the speed and if the car detects another car in front of it travelling slower than your set speed it automatically slows the car to maintain a safe distance. If the car in front brakes suddenly and you're too busy playing with your iPhone, then the system will automatically apply the brakes on your behalf to prevent a nasty accident. That doesn't mean you're should be playing with your phone. You also get a reminder when the vehicle in front starts to move again. The system also warns you if you stray out of the line markings of your lane with a series of audible beeps.DOES IT MAKE A DIFFERENCE?Active cruise is great if you're travelling in a string of traffic that is speeding up and slowing down all the time. For example on long weekends when you're heading of the city and down the coast. You can adjust the distance between you and the car in front.The minimum distance depends on the speed you're travelling. Unfortunately it's not small enough to prevent other drivers from cutting in which can be really, really annoying. They on the other hand probably think you're dawdling.WORTH IT?Eyesight is standard with the Outback 3.6R Premium automatic ($57,490) as well as the Liberty 3.6R Premium auto sedan ($53,490). We like everything about the Outback apart from the fact it's so visually challenged. It's safe, rides and handles well, with relatively good fuel economy for a biggish petrol engine (we were getting 9.8 litres/100km). Comes with plenty of kit including a huge touch screen satnav system. At the same time, strangely it misses out on an auto dimming rear view mirror. VERDICTIt's standard on our test Premium model. The thing is with safety features, people are reluctant to pay extra for them, but if they're part of the bundle that's okay. If your speed is less than 30 km/h, Subaru says the car may be brought to a complete stop prior to impact. Your insurance company will love you (Volvos with this system attract a discount).Subaru Outback 3.6R PremiumPrice: From $57,490Engine: 3.6 Litre, 6 CylinderOutputs: 191kW/350NmTransmission: Five-speed Sports automatic.Economy: 10.3/100km combined. CO2 Emissions: 242g/kmCrash rating: 5 stars ANCAP 

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Honda's Odyssey needs no introduction. It's the people mover you want when you don't want a people mover, courtesy of the fact it drives more like a car than any of its competitors.How much?Odyssey comes in two flavours. The Luxury as its name suggests is the more expensive of the two at $44,920 (but with sales the way they are we reckon you could probably bargain them down).What are competitors?Noteable competitors include the Kia Carnival, Chrysler's Grand Voyager, Hyundai iMax and of course the Toyota Tarago. Apart from the very van like iMax, they are all more expensive.What's under the bonnet?A 2.4-litre four cylinder petrol engine with 132kW of power and 218Nm of torque. It's hooked up to a five-speed automatic with paddle shifts.How does it go?Not bad. Lacks low down torque, but the tranny does a good job of harnessing the engine's output. Of course the more people you have aboard, the bigger dent it is going to put in this.Is it economical?Takes standard unleaded. With a 60-litre tank fuel consumption is rated at 8.9 litres/100km (we were getting 9.0).Is it green?Not bad. Scores 3.5 out 5 stars from the Govt's Green Vehicle Guide (Prius sets the benchmark with 5).Is it safe?Fitted with front, side and curtain airbags Odyssey scores four out of five stars for safety. Not bad but not as safe as it could be and more importantly should be.Is it comfortable?Comfort is one of the car's fortes. It's like a loungeroom in there.What's it like to drive?Snack to drive. The reversing camera is a bonus not just in terms of safety but also for making parking easier. At 4.8 metres however you have to be aware of its length and factor this into your cornering calculations.Is it value for money?Odyssey comes with a satellite navigation featuring USB connectivity with iPod integration, Bluetooth connectivity and audio streaming, live traffic updates, SD card map updates, rear reversing camera and a DVD player as standard.Would we buy one?It would be very tempting if we were in the market for a seven-seater. It does what it does very well and is going to he heaps cheaper to run than a four wheel drive wagon  but lacks luggage space when all seven seats are in use. Wish they'd stop fooling with the styling which now carries too many embellishments. 

We've been waiting to drive this particular car for some time.Billed as Australia's "most affordable" diesel car, we reckon it would be perfect for someone who travels long distances each week, such as an interurban commuter. Why catch the train when you could have one of these babies?It's the same 1.6-litre CRDi turbo diesel that can be found in the larger i30, with 94kW of power and 260Nm of torque from a low 1900 revs. The difference is this car is about 200kg lighter which in theory means it should go further. Wrong.Fuel consumption figures for the Accent and i30 are almost identical at 4.5 litres/100km a piece for the manual and 5.6 litres/100km for the auto (i30 5.7). In comparison the 1.6-litre petrol model is rated at 6.0 and 6.4 litres/100km respectively. With a 43-litre tank, that gives the diesel Accent a theoretical range of 955km but with a larger 53-litre tank the i30 still has the edge. During testing we clocked up 560km at a rate of 4.6 litres/100km.They don't cost the same, so what's the pros and cons of buying a diesel over a petrol model? The equivalent petrol model is $16,990 while the diesel at $19,490 attracts a $2500 premium. When we checked the price of fuel, both petrol and diesel was $1.47 a litre near the office. At that price $2500 buys 1690 litres of petrol that translates to 28,000km of driving. That means you'd have to travel about 115,000km before the two break even, excluding service costs. If petrol was $1.38 and diesel $1.54 a litre  it's 185,000km.Like the i30 it's only a four-speed auto. It's another $2000 but will use another 1.1 litres of fuel per 100km (about 25 per cent more). The auto is going to be better in city traffic, instead of working a clutch. We generally recommend an auto with a diesel because it makes the whole experience so much smoother. But if economy is the goal, you'd be forced to stick with the manual. Your call?It's not all about fuel economy of course. Anyone who has driven a diesel car can attest to the fact that it's a comparatively easy, relaxed driving experience. With 260Nm of torque, the diesel has a lot more "pulling power" and this makes it effortless to drive  if perhaps a little less refined. Although it's the base Active model it surprisingly well equipped, with a Bluetooth and full iPod connectivity.A fantastic little car. Performance is strong and it is surprisingly smooth and quiet for a diesel, especially one of this size. The only thing we'd wish for is cruise control, a must for driving long distances  but it's not offered with the Accent. The catch is ... like most people, if you do 20,000km a year, then it's going to take six years to recoup the difference. Having said that it's the gap between refills and the superiour driving experience that are the big attraction of the diesel  an extra $2500 won't make a huge difference to your loan repayments.

In a sense, the i30 is the car responsible for the renaissance of Korea's solid but unfashionable car maker. With the launch of this car, the company turned a corner -- with a model that was suddenly desirable and as good as any of the Japanese fare.The fact wasn't lost on reviewers, or the buying public either, who voted with their hearts and wallets. Carsguide was quick to recognise a quality product when it saw one awarding the i30 Car of the Year in 2007. It's a hard act to follow but here goes...Think more of the same. The car is longer and wider than but sits lower than before giving it a sportier profile. The restyled body brings it into line with the "fluidic'' lines that have come to characterise the rest of the range. The front is sharper and more aggressive with a more dominant hexagonal grille and the rear looks far more contemporary with its new horizontally mounted tail lights.They say the first i30 was benchmarked against the VW Golf.  Be sure to check out the car from directly behind because I could swear those hips have been borrowed from the Mazda3 (another hugely successful car in this segment). In Europe, it's been panned for bearing too close a resemblance to Peugeot's 308 hatch.The next-generation i30 is expected to arrive in Australia in mid 2012.  Pricing and specification details will be released closer to the launch, but it is sure to come heavily optioned like other models, with Bluetooth, full iPod connectivity and the works.Sorry folks but the wagon is over and out. Although it represents 20 per cent of i30 sales, production of the i30cw has been switched from Korea to Hyundai's plant in the Czech Republic making it unavailable to our market (too far and too costly to bring here). This could change in the medium term however as initial demand for the new model eases freeing up the required production space on the line in Korea.The 1.6-litre CRDi turbo diesel carries over from the previous model, with 94kW of power and 260Nm of torque, along with the six speed manual. The big news here is the addition of a six speed auto that the replaces the hoary old four cog. The dash from 0-100km/h is said to 10.9 secs and the car has a top speed of 197km/h.The 2.0-litre petrol engine, however, has been replaced by a 1.8-litre unit which it turns out is a straight lift from the gorgeous Elantra. As such it has multi-point injection rather than the preferred direct injection that is the current trend.In Europe the car is offered with a 99kW 1.6-litre direct injection engine but Hyundai obviously felt this was too modest for our roads and tastes. The 1.8 might be smaller than the engine it replaces but it actually produces more power though slightly less torque at 110 versus 105kW and 178 versus 186Nm.In the European market the diesel will also be offered in Blue Drive spec, with fuel saving technology such as Integrated Stop & Go (ISG), low-rolling resistance tyres and an alternator management system.  With 94kW of power and CO2 emissions below 100 g/km the 1.6-litre diesel will feature a best-in-class power to efficiency ratio.We had a crack at both the petrol and diesel models we’ll be getting here. The petrol car was surprisingly nimble and responsive.  We gave it a right old caning up one twisting mountain pass -- which brought a cheer from the Koreans. Despite the damp at times foggy road conditions the car displayed plenty of grip, with an electronic stability system that is not intrusive.With the addition of a six-speed auto, the diesel is a much better thing. But returning to it after a long spell it felt heavy in the front end and overly slow to respond in comparison. For long distance motoring, however, it's going to provide unbeatable fuel economy.In Europe the car will be offered with Hyundai's new Flex Steer option. With three operating modes -- Comfort, Normal and Sport -- it provides varying levels of steering assistance and feedback to the driver. Takes standard unleaded and has a 53-litre tank.  Over the same distance as we crossed Korea the diesel returned 6.4 litres/100km while the petrol engined car returned a very credible 6.9 litres/100km. These are only our figures but the auto should bring down the official figure for the diesel compared with the current model.Modelled on the i40 it's a much ritzier more contemporary look this time around, with greater use of soft touch surfaces. We're told there's more room inside the cabin, along with 10 per cent more luggage space too. The centre console is dominated by a large 7-in trip computer screen that's just crying out for a satnav unit.If you're a fan of the current i30 then you're going to like the new i30 even more.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?The Wheels Car of the Year for one thing. Strange decision but perhaps not so strange after you drive the car  this thing ain't half bad.How much?Prices start at $34,990 for the Sport Manual, $37,290 for the Sport with CVT and $40,790 for the Luxury CVT. Our test vehicle was the entry level manual.What are competitors?None really. There are other hybrids, but not in this configuration, not with a manual and certainly not for this kind of price.What's under the bonnet?The CR-Z pairs a 1.5-litre i-VTEC engine and Honda's Integrated Motor Assist (IMA) system, delivering a combined power figure of 91kW with 174Nm of torque for the manual transmission and 167Nm for the CVT.How does it go?It's no red light racer, but there's enough mid-range poke to deliver a satisfying drive, particularly when combined with the car's excellent ride and handling dynamics. We like the option of running it in eco, normal or sport modes too (a mode for every occasion).Is it economical?It's a hybrid. It ought to be. Also gets auto start/stop. The manual gets a claimed 5.0 litres/100km. We were getting 7.7 after about 300km of mostly enthusiastic driving.Is it green?Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide. Prius sets the benchmark with five. The manual generates 118g/km of CO2 (slightly more than the auto).Is it safe?Full five stars for safety with electronic stability control, active headrests and six airbags to protect the occupants in the event of a crash.Is it comfortable?Yep. The seats are great and the cabin dynamics are first rate. Controls are separated into groups and are large and easy to use.What's it like to drive?Suprisingly fun. If you enjoy you're driving the manual is definitely the pick. Steers and handles well, with a really slick six speed gear change which will have you going back for more.Is it value for money?Cutting edge technology plus all the mod cons. Includes 16in alloys (195/55s), LED runners, climate air, bluetooth, iPod connectivity and rear parking sensors.Would we buy one?About the only drawback is lack of rear legroom which makes it a 2+2 rather than a true four-seat hatch. Not much luggage space either with the rear seat in place but it folds down. The big problem is that you could pick up a Civic Type R for around the same money which would be really hard to pass up.2012 Honda CRZ SportPrice:$34,990Warranty: 3 years, 100,000kmEngine: 1.5 litre, 4 cylinderTransmission: 6 speed, manual, front Wheel driveOutputs: 91kW/174NmThirst: 5.0/100Km

The more I see of the Skoda Yeti the more I like it. In many ways it feels like the original Subaru Forester, before it morphed into just another compact SUV. It is likely to appeal to the same kind of people too.Prices start at $32,990 for the manual and $35,290 for the auto version of what is basically a small offroader from VW's bargain brand -- but more of a jacked up wagon than the current crop on the market. Until now you have been able to get a front drive petrol or diesel all-wheel drive, but not petrol all wheel drive Yeti. The 112TSI with its 1.8-litre turbcharged petrol engine changes that and it's a beaut, especially the sporty manual.MECHANICALThe 1.8-litre turbocharged petrol engine delivers varying amounts of power depending on the transmission attached. With the manual its 118kW at 5000 revs and with the auto 112kW at 6000 revs.Torque remains constant at 250Nm from 1500 revs. Although it is turbocharged, we like the fact it has a larger capacity than seems to be the current norm which conceivably means it is not under as much stress.You get a choice of six-speed manual or six-speed DSG manumatic style transmissions. The Octavia however with the same engine gets the seven-speed engine. It's got something to do with the car being developed originally for the Russian market (say what?)The manual is slick and can be worked hard to deliver a sporty driving experience. While not as spirited the DSG also performs flawlessly. Fuel consumption is 8.2L/100km for the DSG and 8.4 litres/100km for the manual. We got 11.1 and 10.8 respectively on the test drive, but we weren't exactly holding back.ON THE ROAD Let's face it, not many people are going to take this car off road. Sand and dirt roads are probably the limit, so the front drive version is worth consideration. Having said that the 112TSI comes spec'ed to the same level as the diesel, but costs $2500 less.It's easy to get in and out of. Comfortable and easy to drive, with plenty of zip and a reasonable amount of luggage space. Rear seats are raised for a better view. The variable layout features three separate rear seats with adjustable backrests. The outer seats slide backwards and forwards. With the middle seat removed, the outer seats can be moved towards the centre.Or the seats can be folded and removed completely. Bluetooth is standard along with a trip computer, auto lights and wipers, roof rails and 17 inch alloys. Nice to see a full size spare is standard. And that it gets a full five out five stars for safety with seven airbags, stability control and a host of safety systems.VERDICTGreat little car that should do very well for Skoda. Maybe it's the one that will finally put the company on the map in Australia (we think so).