Hatchback Reviews

Mercedes-Benz has never been afraid to pioneer new tech, trends and styling. But you could argue the brand’s more conventional, old-school, take on what a compact family car could be, was the B-Class’ biggest hurdle. Certainly, by the time the world arrived at 2019, and the W247 (in Benz-speak) landed in showrooms, the concept Mercedes was chasing was definitely out of fashion. While other carmakers were adding plastic wheel-arch flares, larger bumpers and a jacked-up ride height to cash in on the tidal wave of compact SUV ownership, Mercedes-Benz stuck with a more traditional people-mover concept. The writing was already on the wall, of course, and you suspect that was the mood even within M-B, as the B-Class range shrunk from a choice of engines and trim levels to a single drivetrain package and a single trim level. And by 2024, it was all over for the concept as far as Mercedes-Benz in Australia was concerned, and the B-Class disappeared from price-lists. But a lack of fashion-sense has never meant a particular car has no other redeeming features, and the Mercedes B180 (as the single model was badged) certainly had its followers. You get the feeling, however, that much of the appeal might have been an adverse reaction in some quarter to the march of the SUV. But that was never enough to sustain the B-Class as a stand-alone, single-spec model (although, like many M-Bs, there were packages the buyers could specify). Mechanically, the B180 used a 1.3-litre turbocharged petrol engine driving through a seven-speed dual-clutch transmission to the front wheels. It was a five-door vehicle with seats for five and sold against vehicles like the Audi A3, BMW 2-Series Active Tourer and Volvo V40. The B180’s biggest problem was that it was simply an old-fashioned concept; a people-mover at a time when everybody wanted an SUV. But it was also flawed in terms of its driveline and the combination of the small turbocharged engine which could feel slow to build boost, and the dual-clutch transmission meant progress was not always as composed or serene as a Mercedes-Benz badge suggested. Quality, however, was better than some less recent Benzes and the multimedia system was modern and sophisticated. The B180 was also a very safe car with a great package of inclusions to keep you safe before and after a crash, including side-curtain airbags for every outboard seating position. As such, it makes decent sense for a younger or first-time driver, as well as smaller families. Modern Mercedes-Benzes don’t seem to share the same reputation for bank-vault reliability as some of the brand’s previous efforts. But to be fair, the B-Class of this era was a decently reliable car. That’s on the condition, of course, that it’s been serviced and maintained correctly and driven appropriately. The major problem areas with the Mercedes B180 are shared with many other cars of this era and this level of technology. Probably the main issue is the dual-clutch transmission which can be jerky on take-off and then shift harshly. Often, this is traced to old or dirty transmission fluid which a full service should solve. In some cases, the problem may be with the electronic control module for the transmission. Oil leaks are not unknown on the W247, so check under the car or on the ground where it normally parks. The fuel injectors are also somewhat prone to carbon build-up which reduces their efficiency and plays against performance and fuel economy. You should also perform a full and complete check of all the car’s electronic functions before making a decision to purchase. Make absolutely sure that every button and switch does what it is supposed to and run through all the functions of the multimedia system. Don’t forget to check the air-con blows cold and that the cruise-control works properly. The B180 was recalled only once, to warn owners that the emergency call function (after a crash) was potentially not working. A software glitch meant the car may have deactivated this function without the owner knowing. The good news was this recall required no action by the owner, as the software update was to be delivered to the car over-the-air from Mercedes-Benz. This vehicle was not subject to a facelift or other revisions during its lifespan, so there are no 'good' or 'bad' production years. In any case, as with any second-hand car, you should buy on condition, kilometres travelled and – above all else – the service history. Since the B180 was largely reserved for urban duties (and the fact that it’s still a relatively young car) only a handful for sale right now have travelled more than 100,000km, and the vast majority a lot less than that. That makes it a bit difficult to forecast what the useful life of a B180 might be, but you need to consider that the small turbocharged engine works pretty hard and that any car like this can fall victim to slack maintenance and servicing. The other point to remember is that racking up big distances in this model will make it potentially a lot more difficult to move on when it’s time to trade up. There was only one model and trim level offered in the B180 of this era, so there are no real choices to be made in terms of which variant to buy. That said, Mercedes-Benz has always been very keen on extras packages and this car was no different. With that in mind, we’d look for an example with the upgrade from synthetic leather to genuine hide, and what’s called the Vision Pack which included the full-length panoramic sunroof. The B180 was a sub-$50,000 car when it was brand-new, which means prices are getting more reasonable now, but still a substantial outlay for what is a small people-mover. The most affordable examples are now popping up for sale in the high-teens and for that you’ll be buying a car with something like 100,000km on its odometer. A fully loaded B180 with super low kilometres (less than 30,000km) on board will be closer to $30,000 with $35,000 being asked for the very best examples with all the option packs. The M-B brand has been around in Australia for a long time now, and even though its dealer network is not as extensive as some, you’d be surprised at some of the regional centres that do, in fact, boast a Mercedes dealership (the cars were always popular with farmers in the good years). But beyond that, there’s also an extensive network of independent specialists who know their way around the brand and the cars. They can also often supply parts at a lower cost than dealerships. There’s also a huge online supply of M-B parts thanks to its status as an established global brand. Mercedes cars are highly regarded in many countries, meaning there are some good bargains to be had by shopping globally on the internet. The B-Class generally and the W247 B-Class specifically, were never great sellers for Mercedes-Benz in Australia. It’s difficult to know how many were sold overall, but estimates put the number at around 3000 examples.

The Leapmotor B05 Design is a new, would-be rival to the likes of the BYD Dolphin, GAC Aion UT and MG4, as well as petrol or hybrid hatchbacks like the Toyota Corolla, Mazda3 and Kia K4, blending European expertise with Chinese value.  Priced from $39,990 drive-away, this electric hatchback isn’t the cheapest on the market, but it does come reasonably well equipped for the price. Leapmotor B05 Design standard equipment: 19-inch alloy wheels LED headlights  8.8-inch digital driver display 14.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Satellite Navigation Wireless phone charger NFC & Bluetooth key Fixed panoramic glass roof with electric sunshade 12-speaker Surround Audio System  Interior ambient lighting Heated steering wheel Heated front seats Rear centre armrest and cupholders While the B05 was very much driven by the European side of the Leapmotor International operation because of its preference for hatchbacks, there’s no doubt it has a distinctive family look to sit nicely alongside the B10 and C10 SUVs. The company says it has a ‘coupe silhouette’ and a ‘wide-body stance’ to give it a sporty look, which also helps it cut through the air better and help with the range. While it’s very much a conventional five-door hatch, it does look well proportioned and inoffensive, which is a good place for Leapmotor to find itself in these early days in Australia. Inside, the overall level of design and finish has been lifted from previous Leapmotor models, and while not yet to European or even some Japanese standards, this is a clear step forward for the brand. Technology is clearly a key selling point for Leapmotor, with a lot of its marketing presentation focused on a younger demographic  It certainly has a clean and straightforward interior, but that’s expected from most modern cars, but in particular the Chinese. There are the two screens for all information and entertainment, but almost no buttons or switchgear.  It means you need to either rely on the voice command, which can be hit and miss, navigate the multimedia screen menus or remember what each of the multi-purpose buttons and dials on the steering wheel do. In short, it’s not a particularly user-friendly car to drive, especially when you’re new and learning its controls. The digital key is a nice touch, but the need to place the NFC card into a specific spot feels like it diminishes the ease-of-use for what is a ‘keyless’ car. The B05 Design is powered by a 160kW and 240Nm electric motor which, unlike most hatches these days, drives the rear wheels.  The Design is powered by a 67.1kWh lithium phosphate battery (LFP) that provides a theoretical driving range of 482km. On the safety front, the B05 Design is equipped with enough safety features to score a five-star ANCAP rating. However, some of the systems are poorly calibrated, in particular the lane keeping assist, which diminishes what is an otherwise pleasant driving experience.

BMW has made so much noise about its latest electric ‘Neue Klasse’ models, the iX3 and i3, it’s easy to forget about its expansive line-up of internal combustion models. While the shift to electrification is undeniable, there’s still a healthy appetite for petrol cars, especially when it comes to high-performance models like the BMW M135. Even though the hot hatch segment is slimmer than it once was, there’s still a few solid options at the premium end. At $85,500 before on-road costs, the BMW competes with other Germans including the Volkswagen Golf R ($71,990), Audi S3 ($78,800) and Mercedes-AMG A35 4Matic ($89,700) as well as Japan’s finest, the Honda Civic Type R ($85,000), although the latter is manual only. So it’s more affordable than the Benz but pricier than the Audi. Luckily BMW includes a healthy standard features list for the M135. The M135 comes with the following: 10.25-inch digital driver’s display 10.7-inch multimedia display with BMW Operating System 9 Wireless Android Auto and Apple CarPlay Wireless smartphone charger Digital radio Keyless entry and start Head-up display Powered tailgate Active LED headlights with high-beam assistant 12-speaker harman/kardon audio system Heated front seats Heated M Performance leather steering wheel Panoramic sunroof Front sports seats with lumbar support and massage function Over-the-air updates BMW Intelligent Personal Assistant Personal eSIM and onboard 5G connectivity On top of that the safety offering includes: Auto emergency braking (AEB) Steering and Lane Control Assistant Adaptive cruise control with Stop & Go Lane keeping assistant with active side collision protection Lane change warning Front and rear cross-traffic warning Rear collision warning Overspeed warning Surround-view camera with 3D view Park assist The Brooklyn Grey metallic paint of the test car is a $1700 option. For too long BMWs and other European carmakers scrimped on features, instead relying on their premium brand position to sell cars. Not anymore. The standard features list in the M135 stacks up and it makes for a properly premium small car. A couple of years into its lifecycle, the 1 Series is still a handsome little hatchback, with a squat stance and lovely proportions. The redesigned front end gives it a sharper modern look, too. Inside it features integrated twin screens familiar to other BMW models and while it doesn’t have the latest in-car tech from the iX3, it’s still an appealing cabin. The screens and air con vents are all angled towards the driver which adds to the cockpit feel. There are few buttons aside from what’s next to the gear shifter on the console - drive modes, demisters, hazard lights - but the cabin doesn’t feel overly minimal. Being an M Performance model the M135 gains some snazzy interior touches like red and black synthetic leather upholstery on the seats and door panels which brightens the space considerably. It’s sporty yet still looks premium. Those front seats offer the perfect level of upper and lower body support. Some BMW M car seats are so heavily bolstered they’re almost uncomfortable. That’s not the case here. The M steering wheel has a flash of red at 12 o’clock and like most BMW tillers it’s a bit too thick for me. But the paddle shifters look good and got some use during a dynamic drive. Storage wise there’s a long but shallow centre bin, a couple of cupholders and a wireless charger. The door bins are awkwardly shaped so only smaller bottles will fit, but there is an extra nook for other items. The multimedia setup is not as intuitive as the latest setup in the iX3. The app page features lots of little icons that change dynamically based on what you’ve used most recently. It’s not a challenging system to navigate, which is a plus. There’s two USB-C ports up front if required. The panoramic glass sunroof only has a mesh fabric blind and while it’s much better than some similar shades from other makes, nothing can beat a solid blind when it comes to keeping Australia’s blazing sub out of the cabin. Sitting behind my six-foot tall driving position, the rear row is quite cramped. Legroom is tight - my knees touch the back of the front seats. The roof has been scalloped out for more headroom but it’s still tight because of the sunroof. It has a bulky transmission tunnel so the middle seat is all but useless. There’s two USB-C ports, short and narrow bottle holders, a centre armrest with two cupholders and knee-level air vents. Boot space is 380 litres (increasing to 1200L with the rear seats folded) which is better than the Audi S3 (325L). It has a powered tailgate standard. There’s no spare wheel, only an awful repair kit, but the M135 has handy dual-level boot storage. Under the sculpted bonnet of the M135 is a 2.0-litre four-cylinder turbocharged petrol engine delivering 233kW of power and a meaty 400Nm of torque. It drives all four wheels via BMW’s xDrive system and has a seven-speed dual-clutch ‘Steptronic’ transmission. It can hit 100km/h in just 4.9 seconds and official fuel use is 7.8 litres per 100 kilometres. Over a week of both easy urban driving and enthusiastic back road blasts, I recorded a thirstier 10.3L/100km. Poke your right foot and you’re met with a beat of turbo lag followed by incredible acceleration - that 0-100km/h time is no joke. The engine note is also a delight and adds to the whole experience. BMW’s smooth seven-speed dual-clutch snaps through the gears at the perfect time almost every time. Accelerating quickly to a lower speed limit might require a flick of the paddle shifter. The brakes with the sexy blue callipers are incredibly strong and the steering is super sharp, changing direction crisply. The M135 has loads of grip, holding on to the road even when pushed up a sharp, sweeping incline. Phenomenal stuff. Ride quality is mixed - it’s firm which isn’t surprising for a European hot hatch that’s designed for performance driving. It’s less noticeable at speed on a twisty back road. That firmer ride is more evident driving on pockmarked urban roads at lower speeds, where it can get a little jiggly. But by no means would this sway me from owning the M135. Drive modes include Personal, Sport and Efficient - I didn’t bother trying the latter. Sport mode makes the BMW even quicker, to the point where you need to hold the steering wheel even tighter, particularly on uneven road surfaces. I never felt in danger of losing control or even losing traction.The engine note amps up a notch, too. One quirk that won’t annoy everyone is the auto stop/start. I turned it off every time I drove the car as I found it a little laggy. The advanced driver assist systems work without interruption in the background. No need to switch any of these off. European brands like BMW continue to lead the way with this tech. The M135 is covered by BMW’s five-year/unlimited kilometre warranty which is now the norm for premium brands. BMW’s ‘condition-based servicing’ means the car’s computer tells you when it needs a service. Currently a five-year/80,000km pre-pay package is $2470.

Leapmotor is looking to expand its appeal in Australia, with its latest addition being the all-new B05 hatchback. This is a more European-focused model than its previous Chinese-centric SUVs, which is why development was shared with the European-based engineers from Stellantis. But Leapmotor has already earned a reputation for sharp prices and the B05 is no different. The entry-level B05 Style starts at $35,990 drive-away. For that price you receive the essentials, but not much in the way of luxuries. B05 Style standard equipment: 19-inch alloy wheels LED headlights  8.8-inch digital driver display 14.6-inch multimedia touchscreen Wireless Apple CarPlay and Android Auto Satellite Navigation Wireless phone charger NFC & Bluetooth key While the B05 was very much driven by the European side of the Leapmotor International operation because of its preference for hatchbacks, there’s no doubt it has a distinctive family look to sit nicely alongside the B10 and C10 SUVs. The company says it has a ‘coupe silhouette’ and a ‘wide-body stance’ to give it a sporty look, which also helps it cut through the air better and help with the range. While it’s very much a conventional five-door hatch, it does look well proportioned and inoffensive, which is a good place for Leapmotor to find itself in these early days in Australia. Inside, the B05 offers a good level of space and practicality for a hatchback, however, the Style does miss some basic elements, such as a rear armrest, which means no cupholders for those in the back. Technology is clearly a key selling point for Leapmotor, with a lot of its marketing presentation focused on a younger demographic. It certainly has a clean and straightforward interior, but that’s expected from most modern cars, but in particular the Chinese. There are almost no buttons or switchgear, which means a not particularly intuitive or user-friendly operating experience. The B05 Style is powered by a 160kW and 240Nm electric motor which, unlike most hatches these days, drives the rear wheels. The Style features a 56.2kWh lithium phosphate battery (LFP) which provides up to 410km of driving range, according to the WLTP test cycle. In terms of safety, Leapmotor has included all the necessary features to score a five-star ANCAP rating. However, the brand still needs to better integrate and calibrate the advanced driver assistance systems (ADAS) to ensure they do not irritate the driver.

Leapmotor has taken its next leap forward with the arrival of its first hatchback - the B05. It brings more European handling and practicality, at a Chinese price. But there are still key areas it needs to improve in to become a more popular choice for Australian buyers.

In a world of more and more electric car drivers are you a Subaru Impreza driver? You either know this already or might know after our quick review of the Impreza 2.0S. Ten years ago the Impreza was one of the go-to small small cars buyers choose, along with the Hyundai i30, Mazda 3 and Toyota Corolla. These four small cars ruled suburbia and they’re still Aussie favourites, but the world is changing and now more people are heading to electric cars and hybrids such as the Chery Tiggo 4 SUV and MG 4 hatch. And that reminds me, opting for the Impreza represents a choice not to buy an SUV, too.  In fact, buying one of these is showing a bit of resistance to just doing what everybody else is and that’s pretty great. The 2.0S is the most expensive grade in the Impreza range at $40,990, before on-road costs, which is about $7500 more than the entry-grade 2.0L. Can I just also throw it out there that for less than $8000 more there’s the close-to-perfect-for-the-money sporty sibling to the Impreza - the entry grade Subaru WRX with the six-speed manual gearbox?  I don’t know… you’ve come this far, knocked back an EV, snubbed SUVs… and the WRX is iconic and probably one of the best performance cars I’ve driven for the dollars. Totally up to you. Did I say it had a manual? All right, I’ll stop. The 2.0S is good value and I think the standard features list is better than almost all its rivals with a 10-speaker Harman Kardon sound system, leather seats (heated up front and power driver’s), 11.6-inch media screen with Apple CarPlay and Android Auto, a wireless phone charger, proximity unlocking, 18-inch alloy wheels and LED headlights.  Some quality touches such as the alloy pedal trims and rear door sills with mountain motifs just reinforce the Subaru reputation for making affordable cars that (I think) are so much better than they need to be. That better-than-it-needs-to-be business I’m talking about is apparent in the driving of the Impreza, too. All-wheel drive is completely unnecessary, but the stability and traction it brings makes this a safer and more enjoyable car to drive. Same goes for the horizontally-opposed 'boxer' engine. A very different design to its rivals' powerplants, it sits lower and improves handling. The ride comfort is also lovely for a car at this price, and if that’s what you're looking for the WRX with its harder ride is definitely not for you. Really, the only part letting the side down here is the continuously variable transmission (CVT) which I’ve always felt stifles a car’s ability to lock in power to its wheels and that affects the fun factor for me, big time.  You can’t get the Impreza with a manual, unfortunately, so you’ll have to live with acceleration which isn’t bad but also not great. The Impreza’s four-cylinder engine with its 119kW and 196Nm is more than capable but, yes, the CVT clips its wings. Even with a dull CVT I think the Impreza is a lot more fun to drive than an EV, and being a regular hatch rather than an SUV makes it so lovely to pilot with none of that wobbling raised wagons do through every roundabout and over speed bumps. Talking of SUVs, the Impreza and the Subaru Crosstek small SUV are very closely related in almost every way apart from looks, but the engine and platform are identical.  Even so, the Impreza is much better to drive because of its lower ride height which brings better dynamics.  The only downsides are for those who want to sit a bit higher in traffic and the scrapping of the Impresza's surprisingly low front lip on driveways (occasionally... sorry, Subaru!).    The 2.0-litre four-cylinder engine in the Impreza does not have a hybrid system and its 7.5L/100km official fuel consumption is looking very high in an era where large hybrid SUVs are boasting 6.0L/100km. I saw that figure go up to an average of 16.5L/100km according to the trip computer and that’s after 177km of motorways, suburban roads and city streets. In the Impreza’s defence this test car had not been run-in and had less than 50km on the odometer at the start of my test and fuel consumption is considerably higher in the first 1000km of a car’s life. So, I’d expect the fuel consumption to drop a lot closer to the 7.5L/100km Subaru says you should see.    This is important. The Impreza was updated with new safety features last year which helped it achieve a maximum five-star ANCAP rating in 2025.  So, if you’re buying an Impreza make sure it was built after April 2025 as this version received the update which included traffic sign recognition to an already solid list of safety technology. Fortunately, the safety tech is not too intrusive in terms of alerts which are currently a big source of complaints regarding new vehicles. Standard safety features include’s Subaru 'EyeSight' camera-based system, AEB (auto emergency braking), lane keeping assistance and blind-spot warning. All of the expected safety items are covered in the Impreza. Onto another kind of coverage, the warranty, and the Subaru Impreza is covered for five year, unlimited kilometre. Servicing is recommended every 15,000km or 12 months. Subaru has capped price servicing for the Impreza and you can expect to pay about $2450 over five years.   That warranty is short compared to many rivals and that service pricing - ouch! It's high. As a prospective Impreza owner, ready to ignore what many buyers are doing in choosing an EV, you’re also picking a hatch over an SUV which is almost the default bodystyle for consumers now. I really like that individualism.  I also like the styling of the Impreza. It’s a pretty little beastie and the new Citron Yellow Pearl paint adds to the insect-like look. You can see my little video on the paint colour, too. It’s not as rare as you might think and many brands use it in their ranges. The Impreza is only offered in hatchback form which is better for practicality than a sedan with the rear tailgate opening wide and offering 291 litres of boot space which also happens to be the same cargo capacity of the Crosstrek SUV. That’s on the smaller side but the Impreza isn’t huge at 4490mm long. Cabin space is good, however, and even at 189cm tall I can sit behind my driving position with legroom to spare and headroom back there is good, too. Cabin storage is more than adequate too with big door pockets, shelves in the dash and four cupholders onboard.

The Civic Type R might be the best front-wheel drive hot hatch ever built. It's almost certainly one of the greatest cars of this century so far. In fact, you can meet me outside if you reckon the Type R isn’t the most capable sports car of its kind ever built. Now that we’ve got that out of the way, let’s get into why. The 2026 Honda Civic Type R, at an uncomfortable $85,000, drive-away, isn’t a car you can just go and buy. At least not all the time. The latest run launched in July this year, with just a tick under 100 units anticipated for local buyers. Deliveries start in December. It’s more expensive than another benchmark rival, the VW Golf R, by almost $15,000 and it’s not as practical to live with. But even though you can run your daily errands in the Civic Type R, that would be doing it a disservice. See, the Type R is a five-door hatchback with only four seats, and the front two are very figure-hugging sports bucket seats. It’s also only available in manual, so that rules it off the list for some seeking an easy daily driver.  Its 2.0-litre turbo-petrol four-cylinder engine is probably a bit much for the daily grind, too, producing 235kW and 420Nm and sending that entirely through the front wheels. But there is a Comfort mode, and you even get a wireless phone charger. Heated seats? No, but the climate controls are always there - because they’re physical buttons and knobs. And the knobs are delightfully clicky. This is all to say that when you shell out your $85K, you’re paying more for what’s under the metal than the mod-cons in the cabin. Here’s what you do get: 10.2-inch digital driver display  9.0-inch multimedia touchscreen Wireless Apple CarPlay and wired Android Auto Digital and AM/FM radio Bluetooth and USB connectivity Eight-speaker audio LogR performance data tracking system  Red suede-style upholstery Type R sports bucket front seats Alloy shift knob Alloy sports pedals Wireless phone charger Dual-zone climate control Keyless entry with push button start LED headlights (auto-levelling and dusk-sensing) and tail-lights 19-inch black alloy wheels Michelin Pilot Sport 4S tyres (265/30 ZR19) It all comes together in a package that looks rather aggressive and modern, but feels just far enough removed from the software-driven cars of today that it’s still focused on the driving experience. The exterior styling in particular when it comes to the FL5 Type R (launched in 2023) compared to the more angular FK8 that proceeded it seems to be less divisive. It looks slightly less like it’s come off the screen of an anime, for better or worse. Some specific praise can be levelled at the toning-down of decorative elements that made the FK8 look overly busy. But that doesn’t mean it’s any less suited to total road domination. The FK8, a car I spent plenty of time in during the late 2010s, won awards all over the world for its prowess.  I’ve driven the FL5 on track, but not on public bitumen before this road test. It was immediately obvious this car holds the same ability to turn from a sharp yet manageable city car into a slick corner-hunting weapon outside of urban areas. Nothing had been lost between FK8 and FL5. Praise be. The current Type R continues to be arguably the most capable hot hatch around, with its individual elements - steering, brakes, clutch, all of it - working perfectly and obediently to make this Civic move as quickly as possible. And with little fuss. The front tyres are surely working hard, but there’s mechanical grip in abundance and the helical limited-slip differential ensures traction. It also does this without sacrificing ride quality. Even in Comfort there’s cornering ability on tap, while Sport or R+ don’t turn the chassis into a giant shaker. It's the rear axle that’s particularly impressive, though. Its multi-link rear follows the MacPherson and dual-axis strut fronts with such compliance it’s as if the engineers whipped a fear of rebelling into the Type R’s back-end. During most road tests, there’s little point in trying to push a car - even a sports car - to 10 tenths. Most people won’t and it’s not sensible to try. But, more than most cars, the Type R feels like you could if you wanted to. On a winding road outside of Melbourne, the Type R felt mechanically flawless. Its shift-feel is smooth but decisive, steering is precise and weighted perfectly for input adjustment, throttle response and brakes require no guesswork, and even its seat should hold most drivers in a sturdy position. No notes. The boring bits when it comes to Type R ownership aren’t as grim as you might expect from such a pricey hot hatch. Where some performance cars would push fuel consumption into double-figures, the Type R’s mill only sipped 8.9L/100km on a very spirited route with some highway driving either side. Its claimed consumption under WLTP testing is 7.1L, so that feels reasonably achievable. Honda’s warranty and service schedule is also decent, all things considered. The five-year/unlimited kilometre warranty is starting to feel the bare minimum, but Honda’s $199 capped price for the first five services (every 10,000km or 12 months) is excellent.

The Honda Super-One is the brand's first EV for Australia, and what a statement it makes! On paper, the big price and small battery range may put many buyers off, but it isn't trying to be a cheap urban EV like the BYD Atto 1. Instead, the Super-One is a sporty, driver-focused rival to premium Euro retro EVs like the Mini Cooper and Fiat 500e.

In just a couple of years, it will have been a decade since the current Mazda 3 made its debut. In that time, it’s outlived many a rival to remain one of just a couple of traditional hatchbacks on sale alongside the ever-present Toyota Corolla, Honda Civic and, if you count it as a Cerato successor, the Kia K4.  But how does the 2026 Mazda 3 feel in a new car market that looks very different to the late 2010s when it was just a pup?  Refreshingly simple and tactile is the quick answer to that question. But let’s get into why. The specific variant on test here is the Touring hatch, which is the top-spec as far as grades with the smaller 2.0-litre four-cylinder engine go.  It starts from $35,410, before on-road costs, and can be had with the brand’s Vision package for an extra $2000 to add surround-view parking cameras, front cross-traffic alert and driver monitoring as well as traffic support (lane and speed assist) and front parking sensors. It’s worth adding, in my view. The Touring also scores: Leather upholstery  Electric front seats Wireless Android Auto and Apple CarPlay Wireless phone charging  Keyless entry and push-button start Dual-zone climate control Two USB-C ports 10.25-inch multimedia touchscreen Multimedia control wheel 7.0-inch TFT driver display Digital radio Satellite navigation Paddle gear shifters Back to the engine, the 114kW/200Nm 2.0-litre petrol unit falls short on paper compared with the 2.5-litre engine also available (with 139kW/252Nm), but the Touring’s outputs are adequate for a front-wheel drive hatchback. Its 5.9L/100km fuel consumption figure is where some might have doubts over the Mazda 3’s suitability, especially when real-world driving returns a figure in the mid 7.0-litre region, but its lack of a hybrid option means it falls behind its contemporaries regardless of opinion. Still, its six-speed automatic torque-converter transmission is smooth and makes decent use of the modest four-pot. The real treat from behind the wheel is the steering and its ride, though. The Mazda 3 is almost a dynamic benchmark in terms of elevating a capable hatchback into one that’s fun to drive without the assistance of more power. The 3’s steering is direct and weighted just right to be engaging without being tiring, and there’s a level of communication from the front wheels during dynamic driving that you won’t find in a lot of new small cars. While the engine can seem like it’s working hard at times, if you value a car with direct feedback and confidence-inspiring handling, the Mazda 3 will keep you happy. Stepping up to a G25 with the larger engine isn’t a bad move, though. The seating position, control placement and general ergonomics of the cabin make doing anything on the move a breeze, especially the scroll wheel that operates the multimedia screen. It’s on the way out in the next generation if the new Mazda CX-5 is anything to go by, which is a shame. It means not needing to lean and use the Mazda 3’s touchscreen on the move and allows you to navigate both its (ageing but easy) native software or a phone mirroring system. Similarly, the driver display is visually getting on in years, but it’s elegant and shows you what you need to know. It’s also housed in a perfectly shaped binnacle for looking at through the top of the steering wheel. It’s one of the little things that make the interior of the Mazda 3 as impressive as the exterior when it comes to design. The sleek interior manages to blend minimalism and function without sacrificing buttons, a lazy cost-cutting move many manufacturers (including Mazda in its newer models) have started leaning on. Climate controls and a few shortcut buttons around the multimedia control wheel, not to mention the traditional gear shifter, all blend nicely into an interior that rivals (and in some cases bests) the interior design of some highly-regarded European brands. Its gorgeous exterior design does have a downside, though - the boot is relatively small and the rear seat feels tight for adults, plus there’s not a lot of light and the thick C-pillars result in a rather large blind-spot. There are a couple of things to consider if a Mazda 3 is on your list, starting with its safety credentials. Because the current generation was tested in 2019, its maximum five-star rating has expired and it’s unclear how the car would perform against current testing procedures. Mazda has updated the safety kit for the 3 in that time, with some ADAS (Advanced Driver Assistance System) features and seven airbags working to keep occupants safe, the tech is ageing and the 3 is missing a front-centre airbag that can be important in side impacts. The Mazda 3 is covered by the brand’s five-year/unlimited kilometre warranty, which is starting to lag behind other mainstream brands, while servicing averages $475 for the first seven years (subject to change), every 12 months or 15,000km. Mazda also offers five years of roadside assist.

Mazda hasn’t forgotten the little things. Most carmakers are moving away from little hatchbacks as sales dwindle as buyers jump into SUVs instead. Mazda has stayed true to its roots by refreshing its ageing Mazda2 instead of tossing it into the too hard basket, giving new and urban drivers a quality choice of wheels. The 2 is no longer the sub-$20,000 proposition it once was with the base Evolve grade tested here starting at $27,290 (before on-road costs). The better-equipped GT grade adds $1200 to the price, and you can get the GT in sedan form for the same price. That makes it about $2000 cheaper than the most affordable Toyota Yaris, which has the added benefit of hybrid power, and about $3000 thriftier than the Volkswagen Polo. A new wave of Chinese machines undercut it, with the MG3 about $7000 cheaper, while even BYD’s electric Atto 1 costs about $5000 less. Relying on purely petrol power the Mazda2 shows its age without any form of electrification in an era when hybrid is king and electric is the wannabe usurper. It uses a 1.5-litre naturally aspirated four-cylinder engine that makes 81kW and 142Nm, matched to a conventional six-speed automatic transmission that drives the front wheels. Mazda claims it drinks just 5.0 litres of the cheapest petrol per 100km. Rival hybrids slash at least 1.0L/100km off that figure and deliver more zip from the petrol-electric combo. The 2 is a handsome machine, and has its competitors beat for design. It wears Mazda’s trademark features with an elegance long gone from small cars. Buyers can expect 16-inch black alloy wheels, LED headlights with auto on and off feature, auto folding black side mirrors, chrome exhaust and a little body coloured garnish in the front grille. Step inside and you’re greeted by a cabin that hasn’t been corrupted by modern distractions. A 7.0-inch multimedia display is small by modern standards, but that’s probably a good thing for young drivers. It is controlled via the touchscreen or rotary dial in the centre console when stationary, with touchscreen controls taken away when moving. The idea being you keep your eyes on the road more. The rotary dial is a bit of overkill as the screen controls so few functions that a touchscreen would suffice. It comes with wired Apple CarPlay and Android Auto smartphone mirroring, digital radio and in-built sat nav. The driver’s instruments are analogue with just an old school digital readout that gives Casio watch vibes for some functions. A head-up display is one of the most useful features in modern cars, and a must for new and experienced drivers alike. Mazda’s head-up display uses a little folding clear screen to project vital information such as travelling speed, posted speed limit and some safety warnings in front of the driver in an easy to view and read spot. Passengers are greeted by black cloth-wrapped seats with red contrast stitching that are well cushioned and comfortable enough for long drives. The GT grade ups the ante with synthetic leather and suede upholstery. A leather-wrapped steering wheel, gear shifter and hand brake give it a more premium feel. Well placed and easy to read steering wheel buttons for volume, multimedia, cruise control and answering the phone are a win for users. There are physical dials for climate functions that are easy to use on the go and a pair of USB-A ports up front so modern phone users beware you’ll need a different charging cord or adapter. A physical handbrake means storage options in the centre console don’t go much further than two cupholders and very small storage bin. This is a little car, so storage options in general are limited. This extends to the rear seat, which is cramped and best suited for only two adults and long-legged humans might struggle on longer trips. Front facing child seats can fit easily but rear facing or capsule seats will severely restrict front-seat passengers. The boot is mini at just 250 litres, so think moderate weekly shop or a few overnight bags. If you need more the sedan ups it to a substantial 440 litres. You can fold down the back seat in both to liberate more space. It does have a space-saver spare tyre under the boot floor, which is a positive. The Mazda2 is one of the most compact machines you can buy at 4085mm long, 1695mm wide, 1495mm tall and with a wheelbase - the distance between the front and rear axles - of 2570mm. You’ll feel tiny on the road, with dual-cab utes and large SUVs towering over you, but in urban environments, tight city streets and underground carparks, the size difference pays off with easy commuting and access to parking spots others just drive right by. It is a commendable city driver that feels most at home in traffic and city streets, as it feels a little breathless and lightweight on motorways. The small engine is perfect for urban driving but you’ll need to work it hard to get up to speed with power delivered very high in the rev range. This means you’ll hear the engine revving to the sky when you accelerate. It feels asthmatic when travelling up steep hills with the car noticeably struggling on the sizeable inclines in and around Sydney. In flatter cities such as Melbourne or Adelaide you’d barely notice it running out of puff. It is a great little car to steer, with great feedback, well balanced, direct and responsive steering. It is light, so you’ll feel bumps and lumps along the way but it does a great job of ironing out the road imperfections for a little machine. Road noise is intrusive at higher speeds and on coarse chips roads, but mostly it is composed and refined. Mazda’s driver’s side mirror is magnified, which takes some getting used to and the jury is still out if it is absolutely necessary. All driver aids work as advertised. The car automatically applying the brakes if it detects a potential collision, it’ll warn you if something is in your blind spot or if a car is approaching from the side as you reverse and an array of sensors will help keep you centred in your lane. Mazda backs it cars with a five year/unlimited kilometre warranty, which is par for the course these days and quickly becoming a subpar package as more brands switch to seven, eight or ten-year guarantees. Seven years of capped price servicing will cost $3286, which is pricey compared to the rival Toyota Yaris. Owners need to visit the workshop every 15,000km or 12 months, whichever comes first.