Articles by John Parry

Its target audience includes farmers, commercial operators and recreational users. The Tomcar ATV range will be built in Oakleigh under an agreement between Tomcar Australia and local component maker MTM Auto. The Melbourne-based project will be the first ATV assembled in Australia. It is expected to employ 50 people directly and up to 300 more in the supply industry. Prices start at $24,995 for the two-seater TM-2. There is also a four-seat TM-4 and a long-wheelbase two-seater ute, the TM 5. Hand-made around a tubular steel frame with an aluminium skid plate and heavy duty long-travel swing-arm suspension, the Tomcar is powered by either a 1.0-litre petrol engine or a naturally aspirated 1.4-litre diesel. It has a CVT transmission driving the rear axle through double roller chains and comes with low range and a differential lock. The base model weighs in at just 715kg, measures 2820mm long by 1780mm wide and has a ground clearance of a lofty 381mm. Originally built for the Israeli military, the Tomcar is also used by the US Customs and Border Patrol and the British Army. Up to 5000 Tomcars will be produced over the next five years for farming, mining, tourism, search and rescue, police, recreational and national parks industries. Tomcar Australia estimates local content will be almost 80 per cent and MTM Auto is planning to export to the Pacific region.                                            The Weekly Times

Incremental gains are the norm in the car industry, but not at Kia. The South Korean carmaker's latest Rio is such a quantum leap over its predecessor that it deserves a new name.If you could drive it with your eyes closed you would swear it was a premium small car from Europe, such is its tautness and finesse.DESIGNNow in its fourth generation, the Rio is yet another example of the attractive styling theme that permeates most of Kia's model range. From any angle it is well-proportioned with bold, confident lines and an athletic, purposeful stance.Add attractive pricing, lively performance, a stylish interior, respectable handling and a five-year warranty and the Rio banishes forever its previous life as a cheap and cheerless runabout.PRICEBut if the blandness of the previous model has gone so too has the budget price. The entry level 1.4 S at $16,290 for the six-speed manual (four-speed auto $18,290) is about $1300 more than its predecessor. Then comes the 1.6 Si at $18,990 (six-speed auto $20,990) and the 1.6 SLi at $19,990 (auto $21,990). On test were the SLi manual and automatic.Equipment in the S includes six airbags, stability control, a maximum five-star crash rating, brake assist, hill start assist, Bluetooth, single CD audio with MP3, iPod and USB connection, power windows, trip computer, heated mirrors and a full-size spare wheel. The Si adds the 1.6 engine, 16-inch alloy wheels, cruise control, higher grade audio, folding mirrors, upgraded instruments, fog lights and a centre console arm rest.ENGINE AND MECHANICALOutput from the 1.6-litre GDi (gasoline direct injection) engine is a class leading 103kW and 167Nm. Helped by short gearing, the six-speed manual is quick, eager and has plenty of punch for overtaking providing you are in the right gear.DRIVINGOn the highway it is spinning at an unobtrusive 2800rpm in sixth or about 300rpm more than the automatic, which doesn't feel as sharp as the manual and is noisier under load. If you like changing gears then the manual delivers with a slick gear shift and foolproof clutch. And it is $2000 less than the auto and a little lighter on fuel, with a combined average of 5.6l/100km compared with 6.1 in the auto, both a fraction more frugal than the 1.4. Suspension is well controlled, riding comfortably over bigger bumps and undulations, but spoilt by the SLi's overly wide tyres. All the controls and instruments are clear and easy to use, including intuitive steering wheel buttons. The hatch opens up a decent load area and the rear seats flip fold, though not to a flat floor.

In the pursuit of the ultimate workhorse, Nissan is treading where others have failed.Its high-output turbo diesel Navara 550 ST-X is the fastest production one tonner in its class.The hi-tech 3.0-litre V6 engine pumps out 170kW and 550Nm of torque, or 30kW and 100Nm more than the 2.5-litre four-cylinder turbo diesel version.But it is also 150kg heavier at a paunchy 2117kg. Offsetting this is the V6's seven-speed automatic transmission, two more ratios than the 2.5.It has a low first gear ratio to get it off the line, multiple middle ratios to keep it on the boil and a tall top gear. After a brief pause as the turbo spools up, step off is sharp, it pulls strongly in the middle range and lopes along on the open road with the engine ticking over at 1650rpm at 100km/h.Nissan claims the 550 will sprint to 100km/h in 7.5 seconds, which puts it clearly at the top of the segment. But in general use it doesn't feel that much quicker than the 2.5.The transmission is smooth and decisive enough but the calibrations have it holding on to gears longer than expected given the peak torque comes in at a low 1750rpm. This is presumably to help the transmission keep its cool when towing.It can be coaxed into shifting up earlier by using the sequential shift, but that tends to defeat the purpose of an automatic. On the flip side it is eager to shift down on trailing throttle.The engine is relatively quiet on idle but there is no doubt it's a diesel when moving. Fuel use on the combined cycle is 9.5l/100km compared with 9.0l/100km in the 2.5.The 550 ST-X costs $60,990 or $64,990 with a premium option pack. Apart from the engine and transmission, the additional features over the $50,990 2.5 ST-X include a hard tonneau cover linked to the central locking system, a black sports bar, fog lights, headlight washer, privacy glass, a tub liner and light, rear underseat storage, an engine immobiliser and 550 badges, mats and key ring.The premium pack adds satellite navigation, leather seats, a reversing camera, a DVD player, Bose audio and powered and heated front seats.Does it make sense to shell out the extra $10,000 over the 2.5 ST-X? Yes if you want the ultimate Navara. But if you want refinement as well as performance, then the 550 will leave you wanting.So, can the 550 succeed where others have fallen? Toyota tried it with the TRD HiLux and it failed to generate enough interest to guarantee its survival, but then that was a petrol engine. The benefits of a diesel may just be enough for Nissan -- time will tell.weeklytimesnow

Mitsubishi has joined the crowd of medium SUVs offering two-wheel drive instead of four.Why drive all wheels when two will do? It's a trend driving one of the fastest-growing segments of the car market.Almost all the popular SUVs are available with two-wheel drive, saving drivers thousands of dollars compared with their all-wheel drive stablemates.The difference here is the Challenger started life as a serious 4WD with a low-range gearbox, a full chassis and off-road capability, unlike most of its rivals which came with single-range all-wheel drive and more car-like underpinnings.And the Challenger 2WD is propelled by the rear axle not the front as is the norm.But while eliminating the transfer case and front drive line saves $5000 and about 120kg, there is a compromise or two.Stability is similar to the 4WD on high-grip surfaces, but this five-door wagon's high centre of gravity and relatively rigid suspension make it skittish on loose gravel and slippery surfaces, where it is heavily reliant on traction control to maintain directional stability.Clearance is unchanged and more than enough, but don't let anyone tell you a rear-drive Challenger will go where the 4WD will go.It's not supposed to, but with high clearance, it will clamber around the bush and potter around the paddocks as long as conditions are dry. It also retains a 3-tonne towing capacity, the highest in its class.Unlike its rivals, the Challenger is diesel only. The 2.5-litre engine is responsive and flexible, although there is no escaping its diesel origins accompanied by plenty of fan noise under load. Output is 131kW and 400Nm in the manual, with the same power but 50Nm less torque in the automatic. Fuel use is 8.2 litres/100km in the five-speed manual and 9.6 litres/100km in the five-speed automatic, a drop or two less than the 4WD models.Within the Mitsubishi stable, the Challenger sits between the Outlander and the Pajero. It is based on the Triton, but with a smoother-riding multi-link coil rear suspension, although it feels more rigid to drive than most of its car-like rivals.Styling is clean and functional. It looks and feels compact, with a commanding driving position. The interior is car-like, albeit with a high floor and low-geared steering.There are two versions -- the $36,990 manual and the $39,490 automatic. Equipment includes front airbags, stability control, traction control, emergency brake assist, 16-inch alloy wheels, a steel spare, cruise control, trip computer, side-steps and a five year/130,000km warranty and roadside assistance plus a 10 year/160,000km powertrain warranty.weeklytimesnow

Not content with dominating the people mover market for almost a decade, Kia is again piling on the pressure.This time it's with a new diesel engine for its eight-seater Carnival and the effect is like a heart transplant in an ageing body.ENGINE AND MECHANICALThe new 2.2-litre turbodiesel might be smaller in capacity than its 2.9-litre predecessor but it produces more power and torque and is smoother, quieter and more responsive. Output is 143kW and 429Nm of torque, an increase of 7kW, but more importantly an 86Nm boost in pulling power.Add a six-speed automatic transmission, up from five, and the combination copes surprisingly well with the Carnival's beefy 2100kg plus body weight. And fuel use drops 3.7 per cent to a combined average of 8.1-litre/100km.PRICE AND EQUIPMENTPrices are up by at least $2400 over the previous diesel but the Carnival is still a class act in value for money. There are three versions: the Si at $44,900, the SLi at $50,190 and the Platinum at $56,190, all about $4000 more than the petrol versions but offset by a more flexible engine, lower running costs and higher resale value.Equipment on the Si includes six airbags (front, side and curtain), stability control, 16-inch alloy wheels, a temporary spare wheel, heated mirrors, cruise control, power windows including the rear quarters, single CD audio with MP3, USB and iPod, Bluetooth, steering wheel controls for cruise, audio and phone and roof rails.The SLi adds leather trim, 17-inch alloy wheels, electric sliding side doors, a rear camera and an auto-dimming mirror. The Platinum adds a sunroof, an electric tailgate, rear parking sensors, tri-zone climate control, six-disc audio and privacy glass.Rivals in the diesel class are few, notably the more van-like Hyundai iLoad, Ssangyong's oddly styled Stavic and the more expensive Volkswagen Caravelle/Multivan. In terms of space-per-dollar and features, the diesel Grand Carnival is hard to beat.DESIGNSeating is arranged 2-3-3, with bucket seats in the first and second rows and a rear bench that split-folds 60:40 flat to the floor. The middle seats can also be removed leaving a van-like load area.Styling remains similar in silhouette to the first Carnival and the interior trim is showing its age with plenty of hard grey plastic trim and still no centre three-point seat belt in the second row, and the back seats are lap belt only.DRIVINGBut it is big, versatile, practical and serviceable. The diesel engine delivers brisk take-off, strong mid-range response and relaxed cruising. The MacPherson strut front suspension and rear multi-link design are calibrated to carry up to eight people in comfort.As a result the ride is smooth and cushy on smooth roads but with some thump and shudder over broken edges. Handling is secure enough at normal speeds but it tends to lean and wallow when stretched over secondary roads.The brakes need a decent shove but are up to the task and the steering is light and easy to manage, although with a length of more than 5m, parking is a challenge.

Taking time off has done wonders for Hyundai's Accent.After dropping out of circulation for more than year, this fourth-generation small car is back with a bang, its striking good looks the product of the company's stylish fluid design offensive.Armed with eye-catching lines, a peppy engine, a spacious interior and plenty of equipment for the price, it elevates the Accent to a level where it rubs shoulders with class leaders, such as the Toyota Yaris, Mazda2 and Ford Fiesta.The 1.6-litre engine puts out a class-leading 91kW and 156Nm. When matched to the six-speed manual (on test), it delivers lively and responsive performance. Some of its zip, however, is due to the relatively short gearing, which has the engine spinning at close to 3000rpm at 100kmh.Even so, apart from an eager buzz when working, noise levels are commendably muted. Fuel use is a frugal 6l/100km in the manual (auto 6.4), a fraction thriftier than its main rivals. The ride is comfortable and well-controlled and the handling is nimble and secure.The great economy, together with the light and responsive steering, makes this Accent more engaging to drive than its predecessor. The interior is bright and inviting, the controls and instruments are clear and uncluttered, the seats comfortable and the finish impressive.There is ample head and leg room front and rear for four average-sized adults and a decent boot. Visibility out the rear, however, is impaired by the upsweep of the rear pillar. The model range is the Active at $16,990 and the Elite at $18,490, both in sedan or hatch. The Premium hatch is $20,990. Add $2000 to all models for automatic transmission.If you are in the market for a light car, make sure you sample the Accent.

GOING it alone should pay dividends for the shyest of the Volkswagen family, the Jetta. No longer is it simply a Golf with a boot. It now comes as a standalone sedan in its own right. New from the wheels up, and longer and taller than a Golf, the Jetta has smooth, unobtrusive lines and balanced proportions that resemble a scaled-down Passat, which is just 25mm longer. On the road it is not as engaging to drive as a Golf but performs with undemanding maturity, poise and discipline. The interior looks and feels bigger than a Golf. It has its own dash design and layout, although it retains familiar controls and instruments.It has a huge boot and a full-size spare on most models.VALUEThere are now five models, instead of seven, and three engines, instead of five, including one manual and four with direct shift gearboxes.They are the 118TSI manual at $26,490 (auto seven-speed DSG $28,900), the 118TSI Comfortline with DSG at $32,490, the 103TDI Comfortline with six-speed DSG at $34,990 and the 147TSI Highline six-speed DSG at $37,990.The 118 comes with six airbags, stability control, airconditioning, Bluetooth, USB connection, cruise control, multi-function display, multi-function steering wheel, day lights, heated mirrors with indicator lights, six-way driver's seat adjustment, 16-inch steel wheels and a full-sized spare.It also has CISS, a crash impact sound sensor system that "hears'' the sound waves of an impact and speeds up airbag inflation. The 103TDI Comfortline adds 16-inch alloy wheels, dual-zone climate control, front and rear parking sensors, auto headlights and wipers and folding mirrors.TECHNOLOGYThe entry level model, a 118TSI, is about $4500 less than the previous range-starter, the less powerful 77TDI. On test were the manual 118TSI and automatic 103TDI. The manual brings out the best in the 1.4-litre turbocharged and supercharged petrol power plant. It is a cracker of an engine, armed with such instant and linear thrust that it feels much bigger in capacity. Output is 118kW and 240Nm, comparable to a naturally aspirated 2.0-litre engine. Acceleration from rest to 100km/h is a claimed 8.3-seconds in the manual and auto. Yet it is miserly on fuel, returning 6.5l/100km on the combined cycle, using 95 RON fuel.The gearshift is slick and, although the clutch uptake could be more progressive, it does come with a hill holder. Well proven in a long line of VWs, the 2.0-litre turbocharged diesel is strong and willing and all but silent on the move. Output is 103kW and 320Nm and is perfectly matched to the six-speed DSG, which is more refined than earlier versions, with less hesitation when engaging drive and reverse. A determination to shift into the tallest gear as early as possible helps deliver frugal fuel use of 5.5l/100km.DRIVINGThe interior, like the exterior, is understated but is comprehensively equipped and flawlessly finished, with quality soft-touch dash trim and clear and logical instruments and controls. No gimmicks or flashy styling, it is just elegant, warm and inviting. The longer wheelbase gives the Jetta a firm yet more compliant ride than its predecessor and handling that is confident and composed with high levels of grip. Steering is accurate and nicely weighted. Seating is firm and supportive and best for four -- although three slim adults will squeeze into the rear at a pinch. Head room in the rear is ample and the visibility through the side glass is unimpeded, as is rear vision for the driver. There is ample storage in the centre console, doors and cup holder slots. The rear seat has a fold down armrest with cup holders and a ski port. The backrests split fold, although not to a flat floor, and the opening through to the deeper boot is partially restricted by the bulkhead.  While the Jetta is not styled to startle in a competitive market, it is a polished performer with plenty of intrinsic value.VOLKSWAGEN JETTAPrice: From $26,490 to $37,990Warranty: Three years, unlimited kmEngines: Supercharged and turbocharged 1.4-litre (118kW/240Nm), 2.0-litre  turbodiesel (103kW/320Nm), 2.0-litre turbo petrol (147kW/280Nm)Body: Four-door sedanTransmission: Six-speed manual (1.4 only), seven-speed DSG (1.4 only) six-speed DSG (2.0-litre diesel and petrol engines)Thirst: 6.5 litres/100km 150g/km (1.4-litre petrol manual), 5.5 litres/100km, 143g/km CO2 (2.0-litre diesel), 7.9 litres/100km 183g/km (2.0-litre petrol)weeklytimesnow     Mat Watson road tests and reviews the VW Jetta.   

The case for diesel continues to be less than clear cut, especially if you are looking for a small car. Take Ford's latest diesel Focus sedan. The test car, a 2.0-litre TDCi diesel with six-speed dual-clutch automatic transmission in mid-range Trend trim, has a retail price of $30,500, or $3710 more than the 2.0-litre petrol auto Trend. That's a big gap even if you are not on a tight budget, especially considering higher pump prices for diesel. Some of that gap will be recovered on resale, but only about $1000 after four years.While the diesel is easier on fuel, it is not that much more frugal, with a combined average of 5.5litre/100km compared with 6.6litre/100km in the petrol Trend. But if you have to have a diesel, the Focus should be at the top of the list. It is cheaper than a comparable Volkswagen Golf and more rewarding to drive than a Holden Cruze. And for those with a soft spot for diesel power there is the appeal of the way the engine operates, delivering instant and effortless acceleration when and where it is needed.Like all turbo diesels, the Focus TDCi delivers its best at low to medium engine speeds, is flexible and tractable around town and composed and relaxed on the open road. It also has lower carbon dioxide emissions. The 2.0-litre Duratorq TDCi diesel engine has been updated to produce 120kW (up 20kW) and 340Nm from 2000 to 3250rpm. (up from 320Nm or 340Nm on an eight second over-boost).It has a new generation combustion system, higher pressure fuel injection and a small low inertia variable vane turbocharger. These help deliver stronger and more refined punch, at lower engine speeds, rapid and elastic mid-range acceleration and lower fuel use than its predecessor, all helped by smooth and decisive six-speed PowerShift automatic transmission. The engine is commendably quiet on idle and barely discernible from the petrol Trend on the move.Like the hatch, the latest sedan is longer, stronger, lower, a little heavier and sits on a longer wheelbase. Armed with sophisticated good looks, the sedan is identical to the hatch forward of the rear doors, but has a different rear end with a longer roof and larger rear quarter windows.The interior layout is attractive and well finished with quality trim. The cockpit-style driving position has deep-set instruments and an array of controls on the steering wheel and central command console that take time to master. Seats are large and well-bolstered with plenty of adjustment and the steering column adjusts for reach and tilt.The boot is large for its class and the rear seats split fold and the seat cushions flip up to allow the back seats to fold flat.On the road, the Focus remains at the top of its class in chassis dynamics. It feels taut, solid and agile and is inspiring and rewarding to drive with accurate tactile steering, a firm composed ride and secure and confident handling. It is also very quiet with very little wind and road noise, the 16-inch wheels and tyres on the Trend being quieter, more compliant and with a tighter turning circle than the 18-inch wheels fitted to the top of the range model.There are three trim levels in the diesel sedan, the Trend, the Sport and the Titanium, all automatic and all the same price as the hatch versions. The Trend comes with six airbags, stability control, a five-star crash rating, alloy wheels, cruise control, rear parking sensors, a single CD audio with voice control, Bluetooth and USB/iPod connection, fog lights, a space saver spare wheel, lumbar adjustment on the driver's seat and a bonus for a diesel, a capless fuel filler. A $300 option pack adds automatic headlights and wipers, auto-dipping mirror, and follow me home lights. Focus sales jumped 30 per cent last year in a total small car market that was up only 0.9 per cent, although not too many of them were diesels.

Peugeot's premium sedans and wagons have been to the cosmetic surgeons and look all the better for it. Gone are the gaping mouth and glitzy eyes of the previous 407. In their place are the more subtle and graceful lines of the 508. While the result is less distinctive, this latest generation Peugeot has a purity and balance more befitting the marque. Bigger all round than its predecessor, the 508 is 100mm longer, 42mm wider and a fraction taller. The interior is classy, well-appointed and thankfully free of gimmicks and complex controls. The dash layout is clean and uncluttered and mostly easy to master, although storage could be better. The front seats are supportive, with generous leg and shoulder room and plenty of adjustment, backed by a reach and tilt steering column. Rear seat legroom is the main beneficiary of the longer body, up by 53mm.PRICINGThe 508 comes in five models - three sedans and two wagons. Entry level is the 1.6 turbo petrol Active at $36,990, then the 1.6 Allure at $39,490, the 1.6 Allure Touring at $42,490, the 2.0 diesel Allure at $42,990, the 2.0 Allure Touring at $45,990 and the 2.2 diesel GT at $52,990.On test, the 2.0 Allure sedan had six airbags, stability control, quad-zone climate control, leather trim, cruise control, parking sensors, electric park brakes, engine stop/start button, trip computer, hill-start assist, heated and folding mirrors, single-CD eight-speaker audio with Bluetooth and USB connection, side and rear sun blinds, finger-touch locking and unlocking, auto-headlights and wipers, fog lights and day lights.The wagon adds a glass roof and an electric tailgate. The 508 goes into bat against the Ford Mondeo, Renault Latitude and Volkswagen Passat.TECHNOLOGYPeugeot has been a leader in turbo diesels since the robust 504 GLD in 1978. The 2.0-litre HDi engine in the 508 remains punchy and frugal. Output is 120kW, up 20kW, and torque is up from 20Nm to 340Nm at 2000rpm. The six speed automatic transmission makes good use of the engine's flexibility. It steps off briskly, delivers ample mid-range and overtaking response and has a tall sixth gear ratio to cruise serenely at 1750rpm at 100km/h.DRIVINGNoise levels are so low most passengers won't pick it for a diesel. Performance is deceptive enough to warrant an eagle eye on the speedometer around town. Acceleration times are much the same as the 407, but fuel consumption on the combined cycle drops to 5.7l/100km, down from 7.1l/100km. This, plus an increase in fuel tank capacity from 66 to 72 litres, extends the driving range to more than 1200km.A longer wheelbase than the 407 produces a more stable footprint. Handling is secure and predictable, with accurate turn-in and minimum body roll. The suspension is firm and well-controlled on smooth surfaces but, while the big tyres grip like glue, they also produce some thump at low speeds on choppy secondary roads.weeklytimesnow

Mazda’s success streak seems to know no bounds. Not content with having the top-selling car in Australia last year with the Mazda 3, it has backed up with the top seller in the small car class, the Mazda 2. That's impressive, considering the rivalry in the small-car class and for a car approaching its fifth birthday and available in hatch only after the sedan was dropped last year. Competitors are many and include the Hyundai Getz and i20, Toyota Yaris, Suzuki Swift, Ford Fiesta, Nissan Micra and Holden Barina.Mazda2 sales were up 18 per cent last year in a light-car market that shrank by 4.4 per cent. There is however a twist to this "who's on top" tale. Hyundai replaced the leader, the Getz, with the i20 and sold the two alongside each other last year. Adding them together would have allowed Hyundai to claim it had sold the most light cars.Pedantics aside, the Mazda2's key attributes are its savvy styling, nippy performance, agile handling and a cheerful and reasonably spacious interior, bolstered by regular facelifts and a solid reputation for reliability and retained value.VALUEThe latest upgrade came with the reintroduction of the top-of-the-range Genki last year after a six-month absence. The Genki gained climate control, a trip computer and automatic wipers as standard equipment, and the price dropped $445 to $20,495 (auto $22,145), helped by the strength of the Australian dollar.Equipment includes stability control, six airbags, a six-CD four-speaker audio system with MP3, but no Bluetooth or USB connection. There are also steering wheel audio controls, cloth seats and power windows. You need to be a car freak to pick the minimal cosmetic changes -- a chrome exhaust tip, revised alloy wheels and subtle changes to the front bumper.ENGINE AND TRANSMISSIONEngine output remains at 76kW and 137Nm from 1.5 litres, which combines with a light body to produce lively performance and decent pull from low engine speeds. The four-speed automatic transmission (on test) is generally smooth and disciplined, but can be snappy on kickdown and asks for plenty of engine revs under load. There are "second" and "low" gear slots, but no sequential manual shift mode.Not the most frugal in its class, fuel use on the combined cycle is 6.8 litres/100km in the automatic, and 6.4 litres/100km in the manual. However, a new direct-injection 1.3-litre petrol engine claiming as little as 3.3 litres/100km has been released in Japan and will make it here.DRIVINGWith an emphasis on fun, the suspension favours handling over ride with crisp turn-in, minimal body roll and confident grip. Ride is firm and well controlled on smooth surfaces, but it can be fidgety over bumpy roads and rough edges. The cheeky exterior styling is carried over in the bright and bubbly interior, and all the controls are easy to master.It has a height-adjustable driver's seat, low waistline for good visibility and a gearshift and handbrake placed close to the driver. Front seats are well padded and supportive and suit most frames, even though the steering wheel adjusts for rake only and not reach. Leg room is adequate in the rear seat, but headroom is tight for lanky frames.Storage is mediocre and includes a two-level glovebox, a single cup holder and door bins for small bottles. Load space in the deep boot is adequate for this class and the rear seats split fold, but not to the same level as the floor of the boot, under which rests a space saver spare wheel. Noise levels are average for this class with noticeable but not intrusive engine and road noise and some thump from the Genki's wider 16-inch tyres.MAZDA2 GENKIPrice: $20,940 (manual), $22,145 (automatic)Engine: 1.5-litre, 4-cylinder, petrolPower: 76kW/6000 revsTorque: 135Nm/4000 revsTransmission: five-speed manual, four-speed auto, front-wheel driveDimensions: 3913 mm (l), 1695 mm (w), 1475 mm (h)Wheelbase: 2490 mm, tracks front/rear 1465mm/1455mmWeight: 1038kgEconomy: 6.4L/100km (man), 6.8L/100km (auto)Emissions: 152g/km CO2 (man), 162g/km CO2 (auto).