Holden Barina Spark Reviews

Graham Smith road tests and reviews the used 2010-2012 Holden Barina Spark.

Some bright spark forgot to include an auto in Holden’s light hatch when it launched in 2010. The Spark (Holden calls it a Barina Spark but it is no relation to the light-sized car) now belatedly has one as it chases the estimated 70 per cent of light car buyers who opt for a self-shifting transmission. The adage that you get what you pay for has never been truer and the $14,490 price reflects its cheap interior and average handling.The Spark only comes in one spec and the four-speed auto adds $2000 to the $12,490 price. Equipment runs from alloy wheels to Bluetooth connectivity, auxiliary and USB inputs for the four-speaker stereo and steering wheel-mounted controls for the phone and audio. That compares well with its competition, but back seat passengers will have to work out how to use a manual window winder.The 1.2-litre four-cylinder engine has another 43cc of capacity to give a bit more grunt than the one used in the manual Spark. With 63kW/113Nm it leads the sub-$15,000 pack for on-paper performance. The auto also gains electric power steering that has been locally tuned to improve response.There’s nothing wrong with the outside of the Spark. It sits on 14-inch alloy wheels and has a trendy look to it. The same applies inside, where the motorbike-inspired instrument display should appeal to students looking for cheap transport or first time car buyers. But the plastics look and smell a generation old, clearly showing its Daewoo origins.The Spark trails only the VW up! for safety but is still only a four-star car as judged by ANCAP. The body is solid but some of the impact is transferred into the cabin, posing a potential risk to the chest and upper thighs. It earned 31.02/37 overall to be just behind the Nissan Micra but light years above the Alto. Six airbags and ABS with stability and traction control are standard.The Spark responds relatively quickly and will be a good thing around town or on the highway. Put some weight on board and point it at a decent hill and the transmission’s age dulls the experience like an authoritarian parent at a teenage party. The auto reacts too quickly to any change in accelerator pedal pressure, hunting for a higher gear before slurring back into a lower cog when it realises it can’t hold revs.Nothing dramatic, but it will see a lot of owners burying the right foot and blowing the claimed fuel consumption. The torsion beam rear end and limited suspension travel also see the Spark bang through decent bumps rather than roll over them.The steering is direct and only needs a light touch to change direction, but the lack of feedback means there’s a disconnect with exactly where the wheels are pointing. The instrumentation is clear enough, though, and the seats are OK, but interstate runs won’t be recommended with adults in the back. The cargo area is a modest 170 litres, reinforcing its status as a shopping trolley.

Meet the cheapest mass-produced electric car on the road today, the US version of the Holden Barina Spark. When it goes on sale next year it’s expected to cost less than $30,000.But with the US government’s $7500 incentive for electric vehicles and the Californian government’s $3500 rebate, the price will likely dip under $20,000. That’s Toyota Corolla money.The Spark EV’s nose is covered in checkered camouflage because we had a sneak-preview drive ahead of its unveiling at next week’s Los Angeles motor show. But if you imagine the shiny grille treatment of the Holden Volt grafted onto the front of this hatchback you’ll have a pretty good mental picture of how it will look.This is General Motors’ first all-electric car since the ill-fated EV1; the company accused of killing the electric car in a documentary movie has re-invented it. The Spark EV might have cutesy looks but it is the fastest electric hatchback on the road to date.Engineers have also given it sports suspension and wider tyres – the opposite of the skinny rubber favoured by eco cars. It will be built in South Korea and sold in North America at first but Australia is on the distribution “wish list”.“With the Volt, we’ve introduced the notion of electric Holdens . We’re well positioned to take advantage of other GM global EV projects should the right level of market demand become apparent,” says Holden director of external communications, Craig Cheetham.Electric cars still don’t make economic sense, but the Spark EV puts the technology within reach of mass-market buyers for the first time. The petrol-powered Holden Barina Spark starts at $13,990 – so it would take decades to recoup the $15,000 or so price difference in fuel savings from the $30,000 fully electric model.But that’s still a much lower price premium compared to other electric cars such as the Nissan Leaf and Mitsubishi iMiev which each cost about $50,000 – or about $30,000 more than similarly-sized petrol cars. The cost of electric cars aren’t expected to make another large step down for another five years, the estimate the industry gives for the next change in battery technology.The Spark EV has an electric motor under the bonnet and a 255kg lithium-ion battery pack under the back seats, straddled over the rear wheels. Both are elegant installations. The technologies are borrowed from the Holden Volt plug-in hybrid but are different in design and capacity.The Spark EV’s electric motor has about 100kW of power and a phenomenal 542Nm of torque – just 8Nm less than the V8 in the Holden Special Vehicles GTS sports sedan. And all this in a car that weighs 1346kg – 500kg less than the HSV. By comparison the bigger and heavier Volt has a 111kW and 500Nm electric motor, which makes the Spark EV quicker from 0 to 100km/h (less than 8 seconds).Press the “power” button to start the car and the computer does 1400 diagnostics checks in the time it takes the instruments to light up. Recharging time is 8 hours from empty, but a fast charger can bring the battery pack to 80 per cent full in 20 minutes.General Motors wouldn’t reveal driving range until next week (it said the battery had a capacity of “at least 20kWh”). If it had a 24kWh battery pack a driving range of 100 miles or 160 kilometres would be possible. Most motorists drive less than 80 kilometres to and from work daily.Below the shiny Volt-like grille and hidden behind the bumper are “shutters” that close at high speeds to improve airflow around the front of the car, and open at low speeds to improve cooling.The underbody is almost completely flat to allow it to better slip through the air; even the rear spoiler and side moulds have subtle curves in them to make a clean “break” with the air to reduce turbulence.The interior is largely unchanged from the regular Spark, but the instrument cluster has been replaced with the digital display from the Volt. It looks small (the Spark competes in the city-car segment) and has seatbelts for five – but it can fit four adults in relative comfort.It is yet to be independently tested but there’s no reason to suggest the Spark EV would not get the same 4-star ANCAP safety rating as the petrol-powered model. Six airbags are standard.Last year a Volt battery pack caught fire weeks after a US government crash test because it was not drained properly. But before and since that incident the Volt battery packs have been tested in severe impacts – mounted in cars as well as standalone in laboratory conditions – and none have caught fire on impact.Emergency services are also trained on how to deal with electric car battery packs after a crash. Following cyclone Sandy in New York, 16 electric sedans made by Fisker caught fire – after one became submerged in salt floodwaters for hours and then wind carried flames to 15 others parked alongside on the shipping dock.But the company said it was the Fisker’s 12V battery that caused the initial spark, not the lithium-ion battery pack, when it fed power into the circuit. However a Fisker car’s lithium-ion battery pack did catch fire earlier in the year after the supplier installed faulty cells.Here’s the big surprise. The Spark EV is awesome to drive. It shouldn’t be a surprise, though. This little car has more torque than a Holden Commodore V8 – and only 1.4 per cent less torque than the almighty HSV GTS sports sedan.General Motors has tweaked the electric motor gearing slightly to make peak power arrive at 65km/h – the speed at which most other electric cars tend to taper off -- on the way to a top-speed in excess of the speed limit.It also steers well and handles bumps much better than the regular petrol-powered Spark. That’s because engineers gave the Spark EV a wider “footprint” – by pushing the wheels further out to the extremities of the car. And then they fit wider rubber (15 x 6-inch up front and 15 x 6.5-inch at the rear).You read that right. The rear has wider rubber than the front (just like HSV performance cars do) to handle the weight of the big battery pack in the rear floor. Now, if only Holden could make the regular Spark handle like this.

Did you get a shock a couple of weeks ago when the price of petrol jumped almost 30 cents litre at the pump? Fear not, help is here.There’s little you can do about the rising cost of oil – but there is a choice of fuel-efficient cars with most mod-cons for less than $14,000 drive-away, no more to pay. Previously, it hasn’t always made economic sense to trade-in your old banger and buy a new car purely to save money on petrol. More often than not, the fuel savings are evaporated by the high cost of a new model.But that’s changing. The strong Australian dollar – and the most competitive new-car market in the free world – means you now get much more for your money. Standard fare typically includes six airbags, air-conditioning and, in most cases, wireless Bluetooth phone connectivity. That’s in addition to the miserly consumption and peace of mind new cars provide.As ever, the headline prices are for cars with manual transmission. Figure on another $2000 for auto (where available). One other word of caution: always ask how much metallic paint costs. Holden charges as much as $550 extra (Hyundai and Nissan $495 and Suzuki $475) which takes some of the shine off the bargain price.With all that in mind, we’ve assembled the four cheapest – and most worthy – fuel misers money can buy.Holden Barina SparkSales of the smallest new Holden money can buy have fallen off a cliff this year because of newer competition and the lack of an automatic transmission. But the baby Barina Spark will be worth another look in January when it finally becomes available with an automatic transmission – two years after it went on sale.The Barina Spark is among the smallest of this bunch but it comes with five doors and five seating positions, although there is really only room for two in comfort in the back. The interior has a futuristic design. It’s a user-friendly layout, with plenty of storage cubbies, although the plastics are hard to the touch.The 1.2-litre four-cylinder engine is willing but, as with most cars in this class, you need to keep the revs up to maintain momentum up hills. Or keep with the traffic. Road holding is sound but not best-in-class. Happily, there’s a full-size spare in the boot.The sound system is below average and Bluetooth is not standard (it’s a $410 accessory). In North America the Barina Spark is available with internet radio; Holden is rolling this feature across the range starting with the regular Barina in the new year.As with many brands, Holden offers fixed price servicing. But check the fine print: Holden requires you to service the car every nine months, not 12, which makes it dearer to maintain over the three-year warranty period. And another thing: Holden has the dearest metallic paint option in this group. At $550 extra, be sure to haggle.VERDICTSharply priced but lacks some features standard on rivals. Wait until January for the updated model.Holden Barina SparkFrom: $13,990 drive-awayEngine: 1.2-litre four-cylinderEconomy: 5.5L/100kmTransmission: 5-speed manual, 4-speed auto from JanuaryHyundai i20In the past few months the Hyundai i20 has had a facelift and a price cut, and it’s now back to being a bargain buy. When the i20 was released two years ago, Hyundai initially set the price at $16,990 – and buyers stayed away in droves.The Hyundai i20 has the longest warranty of this lot – five years and unlimited kilometres – but at this price only comes with three doors. Standard fare includes six airbags, Bluetooth connectivity (including music streaming) a new six-speed manual or optional four-speed automatic transmissions.The i20 is among the roomiest of this quartet, with the biggest boot (Hyundai i20: 295L, Nissan Micra: 227L, Barina Spark: 170L, Suzuki Alto 110L). As with the others, it comes with a full size spare. The Hyundai i20 is also the only car in this price range to score a five-star crash safety rating (the Volkswagen Up is five-star but it is $13,990 plus on-road costs, giving it a drive-away price closer to $17,000).The Hyundai’s interior is neither striking nor dull, it’s been designed to make life easy with 12V and USB power sockets, decent sized door pockets and a roomy glovebox. Given that the i20 has the biggest engine of this bunch, it’s no surprise it has more go and copes with the daily grind with less stress than the others.Road holding is near the top of these four cars but not class-leading. We’re not a fan of the Kumho Solus tyres in the wet. In the dry they’re fine. Hyundai’s fixed-price servicing deal is among the cheapest available – but the offer runs out after three years. Disappointingly, service costs return to free-market prices in the last two years of Hyundai’s warranty coverage.Given that it has just introduced this program, here’s hoping Hyundai extends the servicing deal to five years before the first customers hit this hump in their ownership experience. And another thing: Hyundai makes a point of the fact that the i20 was designed in Germany – but it’s built in India.VERDICTThe roomiest, zippiest and safest among this quartet (also has the longest warranty). But you only get three doors at this price.Hyundai i20From: $13,990 drive-awayEngine: 1.4-litre four-cylinderEconomy: 5.3L/100km manual, 5.9L/100km autoTransmission: 6-speed manual or 4-speed autoNissan Micra STWith its bubble-shaped cutesy looks, you could be forgiven for thinking the Nissan Micra is a bit of a toy car. But it’s surprisingly capable and, in the three-cylinder guise we’ve chosen, more fuel-efficient in the real world than the rating label suggests.The Micra very nearly won a host of Car of the Year awards when it was released two years ago, winning praise for its road holding and fun-to-drive dynamics. It tops the class in this price range (and has the tightest turning circle this side of a Smart car).Picking the right time to buy is key to the Micra's appeal. It has been priced as low as $12,990 drive-away for a manual model (an absolute steal), but the current cash offer is $13,990 drive-away – or 0 per cent finance for 60 months. However, if you take the finance offer you must pay full retail, which is closer to $15,990 drive-away.Our advice? Pay cash or arrange your own finance and shoot for a $12,990 drive-away price and see if you can get a Nissan dealer to take the bait. As with the Hyundai i20, the Nissan Micra has an inoffensive but functional interior, with plenty of hidden cubbies, big door pockets and glovebox and (for an economy car) surprisingly good seats.Although there are seats for five, it’s better off carrying a maximum of four. An unusual omission, the centre back-seat position lacks a head rest. The sound system may look bland but the audio quality is above average, and the Bluetooth set-up works a treat – but it doesn’t yet include music streaming and there’s no USB power source, just a 12V socket.Nissan offers fixed price servicing for the Micra (and the rest of its range) but it’s the dearest in the business. Nissan requires a visit to the dealer every six months – and the cost of each visit is higher than the competition. And another thing: Depending on overseas demand, Nissan sources the Micra from factories in Thailand and Indonesia.VERDICTOur pick based on its current discount price, the Nissan Micra is the best to drive in this group and (contrary to the label) among the most frugal.Nissan Micra STFrom: $13,990 drive-awayEngine: 1.2-litre three-cylinderEconomy: 5.9L/100km manual, 6.5L/100km autoTransmission: 5-speed manual, 4-speed autoSuzuki Alto GLIf you really want to drive your dollar further, the Suzuki Alto is the champion. Priced at $11,990 drive-away, it’s making life hard for the other mainstream brands – and even the cut-throat Chinese car makers struggle to undercut it.The Suzuki Alto is three years old now but is standing up well to the test of time. Its 1.0-litre three-cylinder engine is not the most refined in its class, but it operates with sewing machine-like reliability. It’s also the most frugal car in this group – in part because it demands premium unleaded petrol (95 octane), which is dearer to buy but goes further than regular petrol.The Suzuki Alto doesn’t come standard with Bluetooth but the current $11,990 offer for the “Indie” pack includes a portable navigation unit which comes with Bluetooth. The Alto has a hard-wearing functional interior that probably won’t win any beauty contests, but it’ll likely outlast owners. At least Suzuki is honest about how many people can fit comfortably; it only has seatbelts for four occupants.The boot is small (at least there is a ful size spare underneath) but as with all the hatchbacks here, the back seats fold so you can fit more gear. And another thing: Suzuki is the third-biggest car maker in Japan and outsells Mitsubishi, Subaru, Honda and Mazda in Europe. The Alto comes from India, where Suzuki is the market leader.VERDICTAt this price, nothing gets close. The limited edition ‘Indie’ pack is a bargain as it includes navigation and Bluetooth.Suzuki Alto GLFrom: $11,990 drive-awayEngine: 1.0-litre three-cylinderEconomy: 4.7L/100km manual, 5.3L/100km autoTransmission: 5-speed manual, 4-speed auto 

…and competent budget cars rolling out of Australian showrooms.Cheap in 2011 no longer means tin-can terrible; from $11,790 for the Suzuki Alto to $12,990 for Nissan's Micra there's the choice of five, five-door hatchbacks safer, better-equipped and better-built than ever.Ten years ago the cheapest cars on the local market were the likes of the three-door Hyundai Excel at $13,990 and the Daewoo Lanos at $13,000.Since then average Australian income has jumped 21 per cent in real terms according to the ACTU even though petrol's gone from 80 cents a litre to $1.40 and more.But car prices have fallen in real terms, thanks to increased competition, a strong dollar and new brands headed this way from China.Technology, trickling down from higher-priced machines or, like stability control, mandated by authorities has made these budget cars more attractive than ever.Malaysian maker Proton were among the first to slice retail prices in the face of a feared onslaught from China, dropping the $11,990 S16 sedan into the light car battle market last November.Now Suzuki has taken the lead on pricing. (And Proton, with stock tight while waiting for a replacement, perhaps cheaper, model later this year couldn't make it to this comparison with an S16.)Their rivals are all finding new homes. While the overall car market is sluggish, down 5.3 per cent on last year, light cars have slipped only 1.4 per cent. Some 55,000 light cars were sold to the end of May, the second biggest segment after small cars and ahead of compact SUV sales figures.Suzuki Australia's general manager Tony Devers says the light car segment has grown dramatically over the past five years as Australians become more urbanised, more inner-city focussed.For Suzuki, light car buyers are split into two camps - over-45s looking for a second car and under-25s looking for university and city transport."What's the alternative - a four or five year old car with less fuel effciency and safety?" Devers says.VALUEYou get a surprising amount of kit in a cheap car these days: electric mirrors (in all but the Alto), airconditioning, plenty of safety equipment, electric windows (front only, but all four in the Chery) and quality sound systems.There is only $1200 between the cheapest and the dearest and the resale values are pretty close, too.Vehicle sizes are also much the same as is power. You would have to be Mark Webber to pick the difference between the least powerful (Alto 50kW) and the most powerful (Chery 62kW).The Micra wins on features with Bluetooth, USB input and steering wheel audio controls, but it is also the most expensive.The Alto is cheapest, but doesn't miss out on too many creature comforts except electric mirrors. And for an extra $700 the GLX has fog lights and alloys.TECHNOLOGYThe four cheapies we tested come with the new age of downsized engine. In the Micra and Alto, they are three-cylinder powerplants. The three-cylinder models were a little rough at idle, but so economical they mark the way of the future for city cars. In real world conditions, it was difficult to pick any power differences."It's surprising they are three-cylinder cars," says guest tester William Churchill. "They're pretty zippy for a three." On a low-tech note, it is difficult to distinguish the lock and unlock buttons on the Alto and Chery key fobs, while the Micra adds a car locator button that blows the horn.DESIGNThe Micra looks the most grown up and least quirky, having lost its bug eyes in the latest restyle. It also sits the nicest on its wheels, with marginal gaps in the wheel arches.One of our guest test-drivers, Amy Spencer, says she liked the slightly SUV look of the Chery. It also has smart alloy wheels and an instantly appealing interior.The Chinese have tried hard to funk up the cabin space, even if the seats lack support and some of the fit and finish isn't the best. Alto and Barina look similar on the exterior. Inside, both have comfortable and supportive seats, but the Holden trip computer is a bit too fussy and busy for easy reading.Cabin dimensions are similar across the four, although the Micra has best back seat legroom and the most luggage capacity, while the Alto's boot is tiny.The Chery also scored points with Spencer for its handy dashboard storage compartment.She and fellow volunteer test driver Penny Langfield also noted the importance of vanity mirrors on the visors. The Micra and Barina have two vanity mirrors, while the Chery has one on the passenger's side and Alto has one on the driver's side.SAFETYLangfield commented that safety is one of the most important aspects to consider."That is the thing you worry about the most with a small car," she says.But cheap doesn't mean they have scrimped on safety features. All have electronic stability control, ABS and electronic brakeforce distribution.The Chery has only dual front airbags, but the rest come with six airbags.According to the Australian New Car Assessment Program, the Chery has a three-star crash rating, Barina and Alto four stars and the Micra has not yet been tested, but the previous model with only dual front airbags had a three-star rating.DRIVINGWe took our three young volunteer drivers on a short city-based drive with plenty of hills and some freeway cruising. The Chery suffered a little from being straight out of the box with only about 150km on the odo and most of that on test.It may still be bedding in the brakes, but they felt mushy until they warmed up. Then they got a bit firmer, but still lacked initial bite and feel.The Chery's airconditioning also has a ringing sound in the fan which may go away after a while.We also noticed it revved a bit when you pushed in the clutch, indicating perhaps a slightly sticky throttle while still new.Yet the Chery drew favourable comments from all quarters for its responsive and "zippy" engine. However, Langfield noted it was "a bit sluggish coming up the hill"."I've heard all the hype about this being the cheapest car, but it goes better than I thought it would," she says. Spencer was rapt with the sound system: "It's great when you ramp it up."However, she instantly fell in love with the Micra."I liked this car from when I reversed it out of the carpark. It's quite zippy. I love the big mirrors. I like how the dashboard gives it a bit of space. It's not cramped up."She also liked the fact the seat height adjustment in the Micra and Suzuki: "It's great for short people."Churchill says the Micra's instruments are easy to read and found the audio controls on the steering wheel convenient."Smooth" was the word for Langfield to described the power, gearshift and ride."It's got a good audio system. The radio is nice and high," she says as she pumps up the volume on Triple J. She also likes the ample cup holders.The Barina is a no-fuss, solid and strong city car. "It's simple to drive but the LCD screen on the instrument panel is a bit distracting and very busy," says Churchill. Langfield agrees, but says, "I'm sure you would get used to it after a while."She liked the "smooth gear action" but found it "a bit gutless in places, but it picks up when you need it".The Suzuki surprised us all with its plucky three-cylinder engine. "It takes off when you want it to. It feels more intuitive and responsive," says Langfield.But Spencer laments the lack of boot space. "There'll be no camping weekends with this boot."Churchill says the gearshift was easy and the clutch feels light. "It's the most simple to get in and just drive."VERDICTThe Chery is the real surprise. It's better than we thought and attracted some good comments for styling, audio and power.The Barina feels safe, strong and reliable, while the Micra feels the most refined, although the most expensive. But we have to agree with the punters.While we found good and different points across the four we appreciate the Suzuki's willingness and price point as the leader of this pack.Last word goes to Langfield: "All these cars are better than my car so I really can't complain."VOTINGPenny Langfield: 1 Alto, 2 Micra, 3 Barina, 4 Chery. "It just feels good to drive. You feel like you are driving a real car, not a toy".Amy Spencer: 1 Micra, 2 Alto, 3 Barina, 4 Chery. "An all-round good car. It has a bit of storage space and just looks and feels good to drive."William Churchill: 1 Alto, 2 Barina, 3 Chery, 4 Micra. "I can get in and didn't need to get used to driving it. The dashboard is also easy to use."SUZUKI ALTO GLPrice: $11,790Body: 5-door hatchbackEngine: 1 litre, 3-cylinder 50kW/90NmTransmission: 5-speed manual (4-speed auto option)Fuel: 4.7l/100km; CO2 110g/kmDimensions: 3500mm (L), 1600mm (W), 1470mm (H), 2360mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3-year/100,000kmResale: 50.9%Green rating: 5 starsFeatures: 14-inch steel wheels, A/C, aux input, full-size steel spare, front power windowsBARINA SPARK CDPrice: $12,490Body: 5-door hatchbackEngine: 1.2 litre, 4-cylinder 59kW/107NmTransmission: 5-speed manualFuel: 5.6l/100km; CO2 128g/kmDimensions: 3593mm (L), 1597mm (W), 1522mm (H), 2375mm (WB)Safety: 6 airbags, ESC, ABS, TCSWarranty: 3 year/100,000kmResale: 52.8%Green rating: 5 starsFeatures: 14-inch alloy wheels, front power windows, A/C, USB & Aux audio input, auto headlights off, optional full-size spareCHERY J1Price: $11,990Body: 5-door hatchbackEngine: 1.3 litre, 4-cylinder 62kW/122NmTransmission: 5-speed manualFuel: 6.7l/100km; CO2 159g/kmDimensions: 3700mm (L), 1578 (W), 1564 (H), 2390 (WB)Safety: ABS, EBD, ESP, dual front airbagsWarranty: 3 yr/100,000kmResale: 49.2%Green rating: 4 starsFeatures: 14-inch alloys, full-size steel spare, A/C, 4 power windows and mirrorsNISSAN MICRA STPrice: $12,990Body: 5-door hatchbackEngine: 1.2 litre, 3-cylinder 56Kw/100nmTransmission: 5-speed manual (four-speed auto option)Fuel: 5.9l/100km; CO2 138g/kmDimensions: 3780mm (L,) 1665mm (W), 1525mm (H), 2435mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3 year/100,000km, 3-year 24-hr roadside assistResale: 50.8%Green rating: 5 starsFeatures: Bluetooth, A/C, 14-inch steel wheels, full-size steel spare, aux in, front power windowsPROTON S16 GPrice: $11,990Body: 4-door sedanEngine: 1.6 litre, 4-cylinder 82kW/148NmTransmission: 5-speed manualFuel: 6.3l/100km; CO2 148g/kmDimensions: 4257mm (L) 1680mm (W) 1502mm (H), 2465mm (WB)Safety: Driver's airbag, ESC,Warranty: three year, unlimited km, 24-hour roadside assistResale: 50.9%Green rating: 4 starsFeatures: 13-inch steel wheels, full-size steel spare, A/C, remote central locking, front power windowsUSED CAR OPTIONSTHERE are a number of options to an all-new light car if shopping for something secondhand and sensible.Among these, Glass' Guide lists manual versions of Honda's 2003 Civic Vi five-door hatchback at $12,200, the 2005 Toyota Corolla Ascent sedan at $12,990 and Mazda's 2004 Mazda 3 Neo (sedan or hatch) at $12,400.The Civic impressed at the time with good interior space and comfort, reliable reputation and a long list of gear including dual airbags, ABS plus power windows and mirrors.The Mazda3 range was an instant hit with critics and consumers, bringing style back to the marque. The Neo's standard gear included air-conditioning, dual airbags, CD player plus remote central locking. Toyota's Corolla has long been a safe and solid performer in the small to compact class; 2005 versions arrived with dual airbags, air conditioning, ABS and proven reliability.

I was ready to spend the next 600 words bagging out this car. But then the boss (she who must be obeyed) reminded me who Holden's Barina Spark is targeted at. And that's city dwellers who just want something cheap to get them from A to B. Something that's easy to park and doesn't use too much fuel. At a starting price of $12,490 plus on road costs, the Barina Spark (not sure what the deal is with the dual name) does this admirably.Built in Korea like most Holdens these days, Spark is one of the new breed of tiny hatches with a small footprint and deceptively large interior, a little like Doctor Who's time machine.The design is funky and kind of cute, even to someone of the definitely wrong generation like myself. It's a design that's been popular in Japan for many years where space has always been at a premium, but is just starting to gain a foothold here.Spark sits on a set of the tiniest wheels and tyres that we've seen for some time, with 14 inch 155/70 profile tyres. The colour palette is bright and attractive, especially the metallic green of our test vehicle.The cool instrument cluster takes its inspiration from motorcycles, with steering wheel audio controls and a four-speaker AM/FM audio system, with CD player, iPod/iPhone AUX input and a USB input for MP3 players. Sounds pretty good but the playback quality is average. The trip computer details distance to empty but not average fuel consumption. Bluetooth is noticeably absent.Spark gets a five-star rating in the Federal Government's Green Vehicle Guide (same as a hybrid Prius) but the jury is still out on safety on safety because it's yet to be crash tested. It does however come with six airbags, electronic stability control and anti-lock brakes as standard.Spark is powered by a similarly tiny 1.2-litre four cylinder petrol engine that delivers the best fuel economy of any Holden currently available, but probably less torque than any other model too. The 1.2-litre in-line DOHC 4-cylinder 16-valve engine produces 59kW of power at 6400 revs and maximum torque of 107Nm at 4800 revs. It's mated to a tried and true five-speed manual, but surprisingly there's no automatic.Given it's role as a city car where you're going to spend plenty of time sitting in traffic, this is hard to fathom? Fuel economy is officially rated at 5.6 litres/100km, but it has a small tank.Torque's the stuff that gets you up and running quickly and provides the pulling power to dispatch long hills. In this context, let's just say hills are best taken at a run and the best idea is to stay in low gear and keep the revs up. If you get caught behind someone, it's not going to be pretty.We gave our entry level CD model a damn good thrashing and were surprised to find how refined the ride is. It also handles quite well to a point, but it's easy to engender plenty of tyre squeal.The seating position is upright and close to the steering wheel and that means keeping your accelerator foot in a prone position for long periods which can become tiring. The clutch action is light but it can be difficult at first to operate smoothly, particularly holding the car on hills and during stake offs. Being so close to the wheel we found ourselves continually knocking the fan speed control for the airconditioning.For another $1500 the CDX model adds a few more goodies. You get what you pay for and this case that's slightly better performance than the segment leading Suzuki Alto, which comes with a 1.0 litre engine.

What makes for a good city car? If you want something that's small and nimble enough to nudge right up to your favourite barista's elbow - and won't bust your fuel budget idling through the traffic to get there - slip into the Holden Barina Spark.But if you want to spend the peak hour pretending you're Michael Schumacher, look elsewhere. The Spark lacks, well, spark.However it's cheerful, economical transport with enough features to keep you comfortable and amused around town.The base model CD at $12,490 is the choice against the Suzuki Alto at the same price. And while the Proton S16 and Chery J1 are $1000 and $1500 less respectively, they both feel even cheaper.Hyundai's Getz from $13,990 feels more solid, but lacks features the baby Holden has even at base level.The Spark CD gets all the usual kit, but also has stability control, six airbags, traction control and anti-skid brakes with electronic assistance systems, 14-in alloys, sporty body kit accents, and the crucial - for its target market - iPod/iPhone and USB inputs.Spending $13,990 for the Spark CDX doesn't get you much more: 15-in alloys, colour-accented vinyl seats, power rear windows, sporty steering wheel and a rear spoiler that adds to the looks but has no practical reason to exist.The bodykit touches give it a perky and cheerful face, and behind that there's a lot of practical space.Concealed handles on the rear doors and a larger spoiler on the CDX help disguise the blunt lines of the tail. But that squared-off butt coupled with the high roofline means you can get five adults in there reasonably comfortably, although the three in the back won't thank you after a long trip.The cabin combines function and funky, with a lot of backlighting on the centre stack, and instrument clusters styled to resemble aftermarket tech additions. The coloured seat accents and saddle stitching liven them up, but the mock sports design isn't as comfortable as it looks.When they named it Spark, they weren't thinking of the engine. The 1.2-litre four-cylinder will give you an anaemic 59kW of power and 107Nm of torque. The low outputs are probably the main reason there's only a five-speed manual transmission - an automatic would risk making the engine even more apathetic.It's frugal, no doubt, with a claimed fuel consumption of 5.6L/100km that is never going to break the budget.But you can't help thinking that a slightly larger engine with a bit more oomph, coupled to even the simplest four-speed auto, would be a better bait to lure the city driver.We shouldn't quibble about it having a four-star ANCAP crash rating, which is pretty much par for cheaper end of the light car class. And the Spark gets applause for having that well-stacked list of safety features.But a stronger body and swapping the rear drums for disks would add more confidence.It's happy enough on the urban circuit where it can show off its tight turning circle and compact body by slipping into tiny parking spots and skipping through narrow back alleys. And doing it all on a mere whiff of petrol.In town, also, hills and fully-laden trips are bound to be short. The Spark will struggle with both those tasks on any longer-term demand, and the engine's buzzy fretting as you raise the revs will let you know it's unhappy.The vague and relaxed gearing is frustrating in city traffic, and on the highway it takes planning - and a bit of courage -- to tackle overtaking. You'll need to push it hard to build up jousting speed. And even then, it will take fair amount of fortitude to tackle getting past a semi, and the Spark's light body will have you wondering if you can break free of the 18-wheeler's vortex.Long trips are also where you'll start to feel the cheapness of the seat design and the lack of noise dampening. The Spark is a city dweller, and happiest there.It's a good town car. If Holden added substance rather than dubious style for the up-specced CDX, it could be a great one.

I AM so delighted that Holden released the Spark on the Australian market. For quite a while, I didn't have much to complain about. Now, thanks to the Spark, I do.This is a car that is perfect for the city. It's compact, cheap to buy and run, has excellent safety gear - it even has stability control - seats four people and is as nimble as a small motorbike.The trouble is that all this comes at the cost of any performance. The 1.2 litre engine is made for the job but the cost is a car that has to be revved hard to keep up with traffic.  It's just made for the commuter, not the driver, which is par of the course for this sub-light car that costs from only $12,490.It's cheap but there's no doubting that it has lots of features to lure the motorists who's more interested in getting frugally from A to B.For example, while the chassis dynamics and engine's power delivery are rubbery, they are overlooked in favour of the cabin's bright ambience, the four-adult seating, iPod-compatible sound, an efficient airconditioner, electric windows and heated mirrors and a flexible interior.The CD costs $12,490 and gets cloth seats, 14-inch alloys and electric front windows. The $13,990 CDX tested here adds vinyl seats (yuk) and 15-inch alloys but not a tremendous much more.  Both have standard electronic stability control and six airbags.  Given the Spark is more for the commuter of the family, rather than the enthusiast, go for the CD.It's a metal box with a pronounced, chunky nose - hardly a stylist's headache - which evolved from the 2007 Chevrolet Beat concept hatch.  Its bold nose and slanted headlights create a lot of on-road presence. Coming down the road looks like someone shrank a Volkswagen Crafter van.Other than the Spark's face, it's just a box. But it uses its angular lines to push out cabin space to the slab sides and to the rear wheels, allowing it to fit four doors and accommodate four adults.The rear doors have Alfa Romeo-style hidden handles built above the waistline to give it a three-door look - a feat carried off well and which creates a clean body shape.Inside it's generally simple and functional. However, the dashboard is "try hard" with a funky combination of bolt-on speedo and digital side panel that tries to compete with the very ordinary styling of the rest of the dash.So you have a small digital panel for things like start-up warning lights and an LED fuel gauge, while extraneous alerts - seatbelts and airbag, for example - are mounted in a wide plastic-fronted slit atop the centre console.Okay, so it works but it's a bit like a dog's breakfast.  The rest of the CDX's cabin is simple, with small seats in Korean-grey and black vinyl - just the thing for the trip back from the beach on a 36C day - and yet it's on par for the car's market and price.Again, think simple. The 1.2-litre engine is a revision of the GM-Daewoo small-bore powerplants and will disappoint those seeking a car that lives up to its Spark name.However, commuters who trawl through traffic will delight in the miserly fuel economy and in theory, can get up to 600km from the tiny fuel tank.  It comes only with a five-speed manual and you can hear prospective buyers backing out of the showroom right now.If you're interested, the chassis is a simple MacPherson strut/torsion beam arrangement with front disc brakes and the world's smallest rear drum brakes - you can laugh at them behind the spokes of the alloy wheels - and all spun on hydraulic (not electric) assisted steering.The Spark gets a four-star crash rating but will win friends with its primary safety benefits of nimble manners.  The standard ESC and six airbags are an excellent sales inducement and sufficient to lift this car to a more desirable level than something in the second-hand market.  However, the Spark is a sub-light car and that translates to its light road feel that doesn't build much driver confidence on freeways.Basically, you can gauge how the Spark will drive simply by looking at it. And the picture isn't all pretty. The torque figure of only 107Nm - think Malvern Star - comes in at 4500rpm.That's a lot of revs. Because it's not supported by much under that engine speed, you have to get up there - noisily - before the car confidently moves forward.If you take it easy, you'll be fine. But the problem isn't you. There's hundreds of other impatient motorists out there who are quite prepared to run you down because you're slow and small.I had a woman in a Prado trying to push me through a 50km/h zone. She was so close to the rear of the car that I could only see the grille in the rear vision mirror as I edged up towards 60km/h.On the freeway at speeds of about 100km/h it is at the mercy of brisk side winds and the vortex caused by passing trucks. It's also an environment where the little engine buzzes at 3000rpm and starts to compete with the radio.Put your foot down and there's no change. The speedo stays at 100km/h for a long time because there's not much torque available and you're still 1500rpm shy of the maximum 107Nm.Take it back to the city, however, and the Spark's pin-sharp steering and weeny 9.9m turning circle makes you a star driver.  It has great visibility that complements the near vertical shape of the rear hatch.What continually frustrated me was the rubbery gear shift - remember, no automatic option here - which played guessing games with me as I went for the next cog. Finding reverse really tested my patience.The engine has nothing - I repeat, nothing - below 2000rpm except noise. You have to sweat hard to predict the engine delivery to the point where a graph of the power-torque curve should stuck on the dash.But get it right and the little engine loves to sing its heart out. That contrast of a high-revving city car may be new to Australia but it's stock issue in Europe.

For a start, this is not the new Barina as such. That comes late next year to play against the Mazda2, Ford Fiesta, Hyundai i20 and - at some point - a sub-Polo sized Volkswagen.This, on the other hand, is a newer notion for Holden, an even smaller (though handily roomy) car to which the familiar Barina name has been appended as a blatant localised marketing ploy - the rest of the General Motors world calls it the Spark. The latest South Korean (and soon to be South African) made "Barina" is meant to play against the driveaway and eventually chuckaway likes of Suzuki's Alto and Nissan's Micra.Marketed solely and more than somewhat patronisingly to what can only be incorrectly, but accurately, described as chicks, the whole venture hinges on one seemingly insurmountable obstacle. Are femmes prepared to forsake an automatic transmission option for the safety, sharp shape and eco-friendliness that the Spark brings to the table?The manual only gambit keeps the starting price of the entry CD variant down to $12,490, for which it gets fruit including 14-inch alloys, body kit, front fog lamps, rear spoiler, power adjustable exterior mirrors, vanity mirrors, CD player, iPod/iPhone AUX input and a USB input for MP3 players, steering wheel-mounted audio controls, remote keyless entry operates doors and rear tailgate.Yep, the econo-car motif has moved on a bit since the original Hyundai. The CDX adds 15s, more exterior bling, and nicer paint options.You're not burdened with tech at this end of the market, save for the standard audio and safety fixtures. The steering is hydraulic, MacPherson struts up front, torsion beam at the back and, really, you can't complain. The diminutive 1.2-litre four cylinder engine puts out a seemingly feeble 59kW/107Nm, but also only 128 grams of C02 per kilometer while using a claimed 5.6L of unleaded per 100km.This is where Holden hope, rather than reckon, objections to having to move the left foot and hand to change gear will be overcome. The Alfa Romeo-like hidden rear door handles suggest a coupe's lines. There are so many sharp angles you want to watch cutting yourself.  With only 3.5m in length to work with, design cues have been fairly crammed in.The exterior either works for you or it doesn't. Less equivocal is the interior, and the most impressive aspect of it is the space.In the unlikely event two men ever occupy this car at the same time, a tall burly one can sit behind another with room to move. More funky - and don't Holden abuse that word - is the motorcycle-like instrument cluster mounted on the steering column which includes an green illuminated analogue speedometer with digital tachometer (so you greenline rather than redline) and trip computer.The Spark won only four star in European crash safety testing due to the stability control being optional in that market. Here ESC goes with anti-lock brakes and six airbags as standard, which should aid its quest to win five sparklers from forthcoming round of ANCAP tests.Well, you have to change gear yourself, babe. A lot if you want to maintain progress. Though not quite so much as you might have expected.The 1.2's output, while hardly neck-snapping, isn't exactly snore-inducing. Though our exposure was limited to 85km with two adults on board, the Spark didn't exactly fizzle when called upon to haul up hills or even cut through a few mildly interesting twisty bits of bitumen. It is borderline fun, in fact, though carrying four adults - or too great a haul from the seasonal sales - will tax it.Road noise is minimal, suggesting that boasts about insulation aren't empty. The CDX probably shades the CD when hustled along a bit, but who are we kidding here with talk of dynamics?The Spark will get you to the next Mimco clearance and back, girlfriend, no problem. Just as long as Mum and Dad made you get a manual license.