Hatchback Reviews

Why fit amazing technology to a car and then try to conceal it? Audi's new A3 Sportback 1.4 TFSI S tronic COD features new, multi-displacement technology that slashes fuel consumption and turns the 1.4-litre four cylinder petrol engine into a 700cc two cylinder at times.They're calling the system COD but it stands for Cylinder On Demand rather than Cash On Delivery -- though it could deliver a little of both. The thing is there is nothing to indicate when the change takes place, unlike the three other Audis that already have the tech.In fact, Audi has tried to make the transition from four to two cylinders and back again as seamless as possible. In contrast, in the S6, S7 and RS6 models, a dash indicator tells the driver when the car is operating at half capacity.Try as we might we couldn't secure any real explanation from Audi, apart from the fact that the proof was in the pudding -- drivers can see the benefits when they refuel. You see the “COD” technology is claimed to cut fuel consumption by as much as 20 per cent and that is all that really counts, explains Audi Australia boss Andrew Doyle.The car is one of two new models that Audi have added to the A3 Sportback lineup this week. The other is a range topping (for now) 1.8-litre turbocharged petrol model with the addition of Audi's ‘quattro’ all-wheel drive system.VALUEPrices start at $35,600 for the entry level 1.4-litre Attraction. For $36,500 you can have the same car with a 1.6-litre diesel, or for $37,900 you get the new COD model -- all in Attraction trim. Stepping up to the Ambition model gets you a 1.8-litre turbocharged petrol engine or 2.0-litre turbocharged diesel, either of which will set you back $42,500 before on-road costs  or the new 1.8-litre quattro for $45,500. The red-hot all-wheel drive S3 arrives later in the year priced from $59,900.The Sportback's standard equipment list includes leather, climate and cruise control, auto lights and wipers, 16 inch alloys, dynamic suspension, 8-speaker audio system with music interface and Bluetooth phone audio streaming.DESIGNBased on the Volkswagen Golf, the A3 Sportback is Audi's swoopy backed A3 hatch-cum-station wagon. It's a car with which Audi claims started the premium hatch segment with its launch back in 1996. The addition of the two new models brings the number of Sportback variants to six, with entry level Attraction and aspirational Ambition trims and a number of add-on packs as options.Part of the new-generation A3’s design brief was to reduce weight, and as a result it's up to 90kg lighter. This has been achieved mainly through the introduction of lightweight aluminium parts. High tensile steel is used for the passenger cell and the bonnet and front guards are all aluminium.TECHNOLOGYThe 1.4-litre turbocharged four cylinder petrol engine in the COD produces 103kW of power and 250Nm of torque, compared to the entry level model's 90kW and 200Nm. It accelerates from 0-100km/h in 8.4 seconds, with fuel consumption of just 4.7 litres/100km. The larger 1.8 turbo four delivers 132kW and 280Nm and is good for 6.8 secs, at just 6.6 litres/100km.The latter's ultra-flat torque curve sees maximum torque kick in from a low 1250 revs right through to 5000 revs. Both engines are teamed with Audi's S tronic, twin-clutch auto as standard that includes steering wheel mounted paddle shifts.Of note the 1.4 is teamed with Audi's dry-clutch 7-speed box and the 1.8 with the wet-clutch 6-speed unit, the latter to cope with the extra power. Any of the petrol models can also be ordered with a six-speed manual at no extra cost.SAFETYFive stars for safety, with seven airbags and a complete suite of safety systems. A reversing camera and rear parking sensors are standard. For $1800 the optional Assistance Pack adds adaptive cruise, high beam assist and lane departure warning. The car also scores a 5 star rating from the Government's Green Vehicle Guide -- the same as the benchmark hybrid Prius.DRIVINGWe had a crack at both cars in the rolling hills outside Adelaide. For an extra $2300 the 1.4 litre COD offers considerably more power and torque than the entry level Sportback. Power rises to 103kW and torque increases 20 per cent to 250Nm, and the COD system slips easily into two cylinder mode when full power is not required.This will generally occur at cruising speeds on the motorway or at other times when the engine is not under load. We couldn't tell if or when the change took place, so there's no real downside to the equation. The more powerful 1.8 offers stronger straight line acceleration, tighter body control and plenty of mid-corner grip thanks to all wheel drive. But it's still not as good as BMW's more powerful but more expensive 125i Sport. If you want more than the 1.8 can offer, then you'll have to wait until December for the fire-breathing S3 because there's nothing in between.VERDICTBoth cars are good but we are not sure the 1.8-litre model is worth the extra dough. The 1.4-litre model offers plenty of punch, all the grip needed and near diesel levels of fuel economy and for that reason alone stands out.Audi A3 Sportback 1.4TFSI CODPrice: from $37,900Warranty: 3 years/unlimited kmSafety: 5 starsEngine: 1.4-litre 4-cyl turbo, 103kW/250NmTransmission: 7-speed dual-clutch auto; FWDDimensions: 4.3m (L), 1.8m (W), 1.4m (H)Thirst: 4.7L/100kmAudi A3 Sportback 1.8TFSI quattroPrice: from $45,500Warranty: 3 years/unlimited kmSafety: 5 starsEngine: 1.8-litre 4-cyl turbo, 132kW/280NmTransmission: 6-speed dual-clutch auto; AWDDimensions: 4.3m (L), 1.8m (W), 1.4m (H)Thirst: 6.6L/100km 

Let's face it, if you're a front runner in Formula 1 you know a thing or two about cars. Renault knows a thing or two about F1... and after more than a century, road cars as well and the cross-pollination between the two has yielded arguably one of the best light cars available in the new Clio.It's actually bigger than the accepted light car size being more like a small car and will no doubt pinch a few sales from that segment too. The Clio sets a benchmark thanks to Renault's expertise in extracting the utmost from current technology and also using a smattering of clever stuff to finish off the job.ENGINES AND TRANSMISSIONSFollowing the engineering trend towards smaller capacity high-tech turbo engines new Clio has either a 900cc three-pot turbo petrol or a 1.2-litre four-pot turbo petrol under the bonnet. Buy the three banger here and it's with a five-speed manual transmission only. Buy the four banger and it's a six-speed dual-clutch manumatic (auto) only.Clear cut but problematic, given the majority of cars in this segment are autos and usually the base or one up from base models. The 0.9 engine (called the TCe90) is good for 66kW/135Nm and 4.5-litres/100km while the 1.2  (TCe120) achieves 88kW/190Nm and 5.2-litres/100km.The larger engine has direct fuel injection while both have a small turbo charger integrated into the inlet manifold for maximum efficiency. Variable valve timing is used on both cams and the engine is actually modular -- the three is pretty much the same as the four with one lung lopped off.STYLENew Clio is slightly larger than its predecessor but lower in ride height and roofline. What's under the skin counts for plenty in a car but so does the outside and in this regard, the Clio is way out in front with arguably the best looking, sassy sheet metal going around on a five door hatch.It features the new 'big eye' Renault front with a large centrally located badge and gorgeous curves all over the place. The rear doors have hidden latches and the car's powerful haunches make it look crouched ready to pounce. Rear styling is just as imposing and distinctive as the front.PRICES AND FEATURESPricing starts at $16,790 for the Authentique TCe90 rising to $23,200 for the TCe120 Dynamique. The Clio has an impressive interior with a large central iPad-like panel housing most of the car's functions including the latest in digital connectivity while the actual instrument pod is highlighted by two eye catching dials with a large digital speedo in between.A number of fascia are used, including a soft feel dash pad with a square hatched texture, textured metallic surfaces on some models and splashes of colour. It really is something else in a sea of sameness from other offerings in the segment. Standard kit is generous and Clio gets a five star safety rating.ECONOMYFuel economy is boosted by auto stop/start on the three pot,  'eco' coaching and eco switch for the driver, active front air vents that close at speed and low rolling resistance tyres among numerous other fuel saving techniques featured. They cut 100kg from Clio's flanks this time around but boosted chassis strength and safety through better design and selective use of high strength steel. The wheels are lighter, the stabiliser bars are hollow, the chassis crossmember is lighter but stronger and they even cut weight from the engine with hollow camshafts.DRIVINGThis is where the new Clio really shines. It rates as one of the most engaging drives for the money and we haven't even got to the high performance RS version yet. That's here soon. Dynamics are sharp and responsive from the simple strut front and torsion beam rear suspension. But then that's to be expected from the company that produces the dynamite Renault Megane RS265.The Clios we drove are engaging to drive, stable, well planted and responsive. You can have a ball without going at ballistic speeds. The 1.2 has plenty of get go while the 0.9 is not bad as a city runabout except for the lack of an auto tranny.We'd go for the TCe120 every day - with the electric pack for an extra $300 that includes electric rear windows, electric boot release, remote unlock and auto wipers and lights. The Clio can be customised inside and out for not much money with a range of wheels, colour options, interior materials and other cool stuff.VERDICTWe would have one in a flash, the mid-range Expression TCe 120 would be our pick at $19790 -- a bargain. Looks great on the driveway, and is something different.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Volkswagen's entry level Golf. This is generation seven of the world's best selling hatch, but you'd be forgiven for not being able to pick it from the old one the exterior changes are subtle.How much?Prices for Golf start at $21,490, although our test vehicle in Comfortline trim is one step up the ladder at $24,990. That price does not include an auto which adds $2500 nor a decent paint which is another $500.What are competitors?You name it. The Mazda3 is Australia's best selling hatch followed closely by the Corolla but many people aspire to own a Golf.What's under the bonnet?A 1.4-litre turbocharged four cylinder petrol engine that produces 90kW of power and 200Nm of torque, the latter between 1400 and 4000 revs. It's mated with a six-speed manual as standard or 7-speed double clutch style DSG transmission as an option.The XDL electronic differential lock is now standard in all models and improves both traction and handling.How does it go?The turbocharged engine offers punch, but throttle response can be jerky in traffic. The brakes can also be quite aggressive.Is it economical?Gets auto stop/start which contributes to the excellent fuel figures: 5.4 for the auto and 5.7 litres/100km for the manual, bearing in mind that it takes premium 95RON petrol.Is it green?Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide, just a whisker less than the hybrid Prius.Is it safe?No probs here. Gets a full five stars for safety and has done so since 2005, with seven airbags and electronic stability and traction control as standard.Is it comfortable?Golfs are built for big people and bogans like us fit easily. Too bad the plastic cap on the seat back adjustment fell off the first time we used it.What's it like to drive?We're in two minds. Golf nails the figures but the combination of small force fed engine and robotised double clutch gearbox is just not as smooth as a standard setup. As such we didn't find the experience particularly relaxing.Is it value for money?More so now that Volkswagen has adopted fixed price servicing. Comfortline is the one to get with dual zone air, reversing camera, front and rear parking sensors, auto lights and alloy wheels. But it's a $30K car by the time you get it on the road.Would we buy one?Having recently driven the new Mazda3 overseas we'd prefer to drive them back to back before making that call. The 3 is impressive, maybe more impressive than the Golf?

Hyundai has expanded its i30 range with the introduction of an 'SR' version. Little changed from the concept car that gained positive feedback when displayed at the Australian International Motor Show in Sydney late last year, the SR has a shadow style body kit, a warmed over engine, sports suspension and a revised interior with leather trim, sporting alloy-faced pedals and a self dipping interior mirror.So important is the Australian market to Hyundai these days that we were chosen as the first in the world to receive this new SR model. One reason is the considerable amount of work put into the local suspension tune by engineers from Australia, the UK and South Korea.PRICINGThe Hyundai i30 SR is best regarded as a warm-hatch rather than a hot hatch. But it provides decent performance at a pretty modest price: $27,990 for the manual, $30,190 for the auto. A panoramic sunroof adds $2000.ENGINE AND TRANSMISSIONThe engine is a 2.0-litre direct-injection unit producing 129 kW of power and an impressive 209 Nm of torque. That’s over 100 Nm per litre, an output only achieved from a few expensive European engines. The torque is there from lower revs than you would expect from a non-turbo engine and continues in a delightfully linear fashion well into the rev range. However, the engine isn’t all that happy as it gets near the redline, becoming a bit noisy.Sitting alongside the high(-ish) performance Hyundai engine is the choice of either a six-speed manual or six-speed automatic transmission with manual overrides.SAFETYHyundai is one of the leaders in crash avoidance and survival through a collision. The i30 meets five-star crash safety requirements, thanks in part to seven airbags; ABS brakes with EBD and BAS; Vehicle Stability Management with ESC and TCS; rear view camera; and rear park assist.DRIVINGDuring our road testing at the global launch of the Hyundai i30 SR in northern NSW we found the car on its 17-inch alloy wheels with 45 Series tyres to be firm in its ride, but not unacceptably so.Changes on the manual are about average in quality for a front-drive car, but we had hoped for better in a sporty model. The auto is willing to change down to grab extra revs, but we really feel a car like this should have paddle shifters, not just a floor selector.Steering is beautifully direct in the central position; where many cars have a dead spot just either side of straight ahead, the SR has instant reaction and excellent feedback to the driver’s hands.Handling is safe and sure with the sporty Hyundai remaining neutral and safe well beyond speeds likely to be attempted by almost all drivers. Near its limit the i30 SR shows some understeer but it’s easy to dial out - with the security of sophisticated traction control as a backup should you still get it wrong.Moving slowly seems like an odd way of getting into fast cars, but Hyundai is playing the cautious game with the introduction of the SR range. Rather than being seen as frustrating, this should be regarded as a sign of maturity in a company that’s becoming increasingly well regarded as one of the major mainstream global players.It seems certain we will one day see full-blown hot hatches, perhaps taking the full 4WD big-turbo route that will provide serious competition for the established Japanese and European players. Competition that may well shock the others in its affordability.Time will tell, but we can’t wait for the introduction of a 180kW all-wheel-drive street and track stormer from Hyundai.VERDICTIt’s not a true hot hatch, but Australian performance car enthusiasts can still take pride in the fact the Hyundai i30 SR made its global debut in this country, and that it has significant Aussie input in the suspension dynamics field.Hyundai i30 SRPrice: $27,990 (auto $2200)Engine: 2.0-litre four-cylinder petrolPower: 129kW and 209 NmThirst: 6.5-7.2 litres/100kmTransmission: six-speed manual and auto, front-wheel drive 

Small-car buyers have plenty of reasons to welcome the Nissan Pulsar back to their shopping lists. Around 18,990 of them, by our count.That's the driveaway price for the Pulsar sedan and hatch until the end of this month, and it's unlikely to go much higher in 2013 as boatloads of the born-again Japanese small car continue to dock in Australia. Nissan has set a year-end target for deliveries of its born-again baby and is now landing the cars needed to hit the bullseye, with big incentives on several fronts to ensure it happens.The current deal includes on-road costs and a $1000 bonus, labelled as the 'Switch' incentive, but if you drill a little deeper you discover the reality of Nissan's pricing push. It effectively means the Pulsar - if you allow $2000 for on-roads and then add the extra $1000 - is a $15,990 car in Australia at the moment. And that's unbeatable buying.The Pulsar is not the best car in the class, and we think it's a bit dowdy in some areas, but it does the job and a lot of people are coming back to the badge after the unfortunate experience - for Nissan and its customers - with the underdone Tiida. What the Pulsar really means is that any brand with a small car to shift needs to be setting the bar low enough to compete with the new Nissan, both sedan and hatch.We've seen it many times in recent years, back from the 1990s when Hyundai was the first to go big on driveaway pricing with its Excel tiddler and other rushed to join the feeding frenzy. It's been the same more recently with five-year warranties and capped-price servicing, which are both intended to give customers a benefit that doesn't affect the car's resale value while also giving them certainty on their purchase.Not long ago, baby cars like the Hyundai i20 were pegged at $15,000 and $19,990 became the default setting for small cars. Toyota admitted as much last year when it landed its all-new Corolla and priced it just below the psychological barrier at $20,000.But the Nissan push has driven down the transaction prices - the level at which cars are really sold, not advertised and definitely not the Recommended Retail Price - considerably below the $19,900 level before on-roads or the near-essential automatic gearbox that drives the deal closer to $25,000.If you scan the advertising over the past month it's easy to find driveaway rivals at $18,990, including the Ford Focus, with most small cars now pitched with an on-road price at $19,990. We've compiled our list of contenders using the RRP because there is always going to be some sort of sales incentive, so keep a sharp lookout and watch for the day when your first choice goes on sale.Best of all for buyers, the price genie is now out of the bottle and - as Nissan continues to push the Pulsar - there will be deals through to the end of 2013 and probably well into next year. And beyond.Holden Cruze Price: from $19,490 Output: 1.8-litre four, 104kW/176Nm; 5-spd manual/6-spd auto, front-wheel driveThirst: 7.0L/100kmThe surprise packet this year, as a seemingly-minor facelift makes the locally-made Cruze a better drive with more class. Now a car you definitely recommend to friends, especially with a tasty starting price.Hyundai i30Price: from $20,990Output: 1.8-litre petrol four, 110kW/178Nm; 6-spd manual and auto, front-wheel driveThirst: 6.5L/100kmAs good as the Toyota Corolla for comfort and class, but better as a value deal and definitely the one to benchmark in this class. The former Carsguide COTY winner has always been good buying, too.Ford FocusPrice: from $20,290 Output: 1.6-litre four, 92kW/159Nm; 5-spd manual/6-spd auto, front-wheel driveThirst: 6.2L/100kmThe best driving car in the class thanks to a tight chassis, although the 1.6-litre base engine is nothing special and nowhere near the fun factor providing by the turbo in the 2-litre ST. A sensible choice, although the dashboard is a confusing miss-match of switches.Nissan Pulsar Price: from $24,990 Output: 1.8-litre four, 96kW/174Nm; 6-spd manual, CVT auto, front-wheel driveThirst: 6.7L/100kmA lot of people have been waiting for the Pulsar to return and it's a solid contender, not an outright leader. Quiet and comfy, for sure, but not as good as some of its rivals. But Nissan has big ambitions for the Pulsar and it's the leader on dollar deals.BUYING SECONDHANDThere was a time, for a very long time, when a Toyota Corolla was the automatic choice for anyone looking to buy their first car. That drove up secondhand prices and helped provide plenty of willing buyers who graduated to a Corolla for their first new car. But not now.The first Japanese baby car to really hit the sweet spot in Australia has been overtaken by compact contenders from South Korea and the Hyundai i30 is the current Carsguide choice for savvy secondhand shopping. A Corolla might look good, and plenty of people still recommend them, but their prices are artificially inflated by their history in Australia.The i30 matches the Corolla in most areas including comfort and economy, and is bulletproof reliable. But it's smarter buying and you can get an equivalent car, or something newer or with fewer kilometres, than you would spend on an equivalent Corolla. What makes the i30 more enticing is the five-year warranty, which means buying near-new at around $15,000 can provide a car that still has the remainder of the manufacturer's cover.If you're spending more, or intent on a diesel engine for long-distance driving, the i30 ticks that box. And there is also an i30 wagon, in a class where SUVs have virtually exterminated the once-popular baby station wagon. 

The 3-Series was once the model that opened the bidding for the BMW brand. It was the model you bought if you sought the prestige that comes from driving a well-respected European brand on a budget, but as the 3-Series grew in size, equipment and refinement it became more aspirational and less affordable.NEWBMW thus needed a new entry-level model below the 3-Series and that was the 1-Series the company unveiled in 2004. It was still a prestige model that fitted into the small car class at the top end, but it was a more affordable model for those for whom the 3-Series was now out of reach.Within the 1-Series range was a host of models, from economical hatches and frugal diesels to sexy convertibles and sporty coupes. There was a range of four-cylinder engines ranging from a modest 1.6-litre to a free revving 2.0-litre that was the pick of the bunch for most people.For more zip you could opt for a six-cylinder engine and BMW offered two: a 3.0-litre and a more powerful twin-turbocharged 3.0-litre for those who wanted the ultimate in performance. On top of that there was the choice of a couple of diesels for those who wanted to stretch the interval between visits to the service station and who appreciated the strong mid-range performance a diesel offers.Like all BMWs the 1-Series chassis was well balanced, sure-footed and agile on the road, and being rear-wheel drive it had an engagement others struggled to match. The ride was firm, accentuated in some models by the use of run-flat tyres. The appeal of the 1-Series is that it looks like a BMW from all angles, and one of the good things about the brand if you value badge prestige is that their cars are always readily identified as being BMWs.The 1-Series shape is attractive, the lines well developed and there's the familiar kidney shaped grille. It all spells BMW. The cabin was a bit of a squeeze, particularly in the rear and the boot wasn't the biggest going around. But all models were well equipped, as you would expect for a premium model.NOWThe 1-Series is a solid all round performer with good build quality, but that doesn't mean a trouble-free run is guaranteed. BMWs do breakdown, like any car, but when they do you can expect to pay more for the repairs and the parts, particularly when you have the work done by a factory BMW dealer.It's strongly recommended that you have your BMW serviced by an independent mechanic who knows the brand intimately and has a source of more affordable parts. Smart mechanics are now buying parts overseas at prices we can only dream of here, and they're genuine factory parts.Servicing is vital for your car's good health; regular oil changes keep the engine ticking over sweetly. Failing to change the oil will eventually lead to a major rebuild after the oil galleries have become clogged with sludge and no longer allow the oil to get to the parts of the engine it's needed. Check the service record carefully to make sure all has been done according to the book, even when someone other than a BMW dealer has done it.Over time the plastic fittings BMW uses in the engine bay become brittle and break up. Once one goes they might as well all be replaced because they will all go and it's cheaper to do them all at the same time than do them one at a time as they fail. Look for oil leaks, listen and feel for sloppy suspension bushes, and expect faster brake wear, pads and discs, than on other cars.Some owners of cars fitted with run-fat tyres were so appalled at the ride that they swapped the rubber for regular tyres. The cars with run-flats never had spares in the boot, just a repair kit, so if your car was originally fitted with run-flats and now has conventional tyres check for a spare.BMW recalled the 1-Series to fix an electrical connection with a battery cable that could affect the operation of the door locks and prevent the car from starting. In extreme cases the engine may stall and lose power steering.SMITHY SAYSHas the badge, but hard ride, modest performance and tight cabin make it a compromise.BMW 1-Series 2004-2010Price new: $34,900-$62,000Engine: 1.6-litre 4-cylinder, 85 kW/150 Nm; 2.0-litre 4-cylinder, 95 kW/180 Nm; 2.0-litre 4-cyinder, 110 kW/200 Nm; 2.0-litre 4-cylinder turbo-diesel, 105 kW/300 Nm; 2.0-litre 4-cylinder turbo-diesel, 115 kW/330 Nm; 3.0-litre 6-cylinder, 160 kW/270 Nm; 3.0-litre 6-cylinder, 195 kW/315 Nm; 3.0-litre 6-cylinder turbo, 225 kW/400 Nm.Transmission: 6-speed auto, 6-speed manual, RWDEconomy: 7.3 L/100 km (1.8), 7.9 L/100 km (2.0), 9.2 L/100 km (3.0), 6.6 L/100 km (2.0TD), 8.7 L/100 km (3.0), 9.6 L/100 km (3.0TT)Body: 5-door hatch, 2-door coupe, 2-door convertibleSafety: 5-star ANCAP 

Ford's Fiesta is a small car on the up. Since its fairly low-key start in 2004, when it sold a very respectable 3900 units, the small Ford takes up around ten percent of light car sales, up against the Toyota Yaris and Mazda2.This is a hotly contested segment as the target market is made up of bits of multiple demographics. Ford says first-time buyers, first-time new car buyers and also empty nesters buy these sorts of cars, but a lot more besides will consider it.Ford is at great pains to point out the "premium-ness" of the Fiesta. For now, the Thai-built five-door range is composed of one engine and two models - 1.5 litre four cylinder Ambiente and Trend. Gone is the old diesel - nobody (well, around 3% of buyers) bought them and Ford says that the extra outlay for the diesel made no sense with the petrol engines returning such good fuel economy.The basic Ambiente with steel wheels and a five-speed manual starts at $15,825, rising to $19,825 for the Trend PowerShift. All Fiestas get SYNC, bluetooth and power windows all round as well as cruise control. The Trend  adds 15-inch alloys and front fog lamps to the reasonably generous spec of the Ambiente.In December, the Sport will join the range in either five-speed manual or six-speed PowerShift for $20,525 and $22,525 respectively. The Sport adds bigger wheels again, part leather trim, firmer suspension, Sony stereo (which looks like an explosion in a button factory) and the 1.0 litre EcoBoost engine. Capped priced servicing applies to all and will be around $1900 over six years.The new Fiesta is the old Fiesta but with a mid-life refresh. Cynics might say that the virtually unchanged looks means the company is being lazy, but when a car looks good already, why mess with it?There's been a bit of fiddling with lights and bumpers. The most notable change is the nose - the trapezoid grille has been lifted higher and now sits more proudly, bringing it into line with the rest of the global Ford range.Inside it feels a little dated. The plastics are a bit hard and shiny but seem tough enough. The entertainment controls still look like a 2001 Nokia mobile phone and there are too many buttons. The interior's materials have had a refresh, lifting the cabin. But it's very black in there, saved only by the light-coloured headlining.There's been a fair bit of change under the bonnet. The 1.6 litre petrol is gone in favour of a similar, but smaller, 1.5 litre. It's a bit peaky, 82kW at 6800rpm, but the 140Nm arrives earlier at 4400rpm. It's not relaxed by any stretch, but most buyers won't care. There's a choice of five-speed manual or six-speed double clutch, which Ford calls PowerShift.In December, things get a bit more interesting - Ford's EcoBoost 1.0 litre turbo triple cylinder will come on stream, meaning an impressive 92kW and 170Nm.As before, the Fiesta is a very competent and sometimes even fun car to drive. While the tyres are a bit skinny, there's plenty of grip from the front wheels and a little bit of life in the lax rear end.Ford of Europe took care of the ride and handling, making a few detail changes to the Fiesta. The anti-roll bars are 15 percent stiffer and the electric steering has been tweaked to suit the changes.While the rear-end is still quite soft, the Fiesta's handling finesse has improved. It can be thrashed quite mercilessly through tight and twisty bends, while maintaining composure. It does roll, but it's controlled and progressive.The launch test loop featured some fast bends, one of which had a gigantic dip, but the car shot through it, shrugging off the dive without a noise and the cabin without a squeak.Its limits aren't lofty, but you can have some fun. If you want something with a bit more go, best wait until the 1.0 litre EcoBoost, which is a brilliant engine already available in Ford's EcoSport.The engine gets a bit buzzy towards the redline and seems to sound more breathless in the PowerShift than the five-speed manual. Both transmissions are fine, although you have to wonder why there are only five speeds on the manual.Ford explained that just 30 per cent of Fiesta buyers choose manual. It's not really an excuse in a "premium" hatch, but the dual-clutch PowerShift makes up for it with a sixth gear. Unlike VW's DSG, the Ford is much better off the line, much smoother.It also shifts very smoothly through the gears, even in sport mode. It would be nice for gearshift paddles to be standard, but they are unavailablePassengers should enjoy the ride, too - for a stubby little car, it's very well damped over even big bumps and will handle both highway and city without ruffling anyone's lunch.There's a new ECO feature on all Fiestas, which is  a shift-up indicator on the dashboard, letting you know when to move up a gear to save fuel. If the car thinks you're doing a good job, little tree leaves grow in the dash screen. Cute, but we were too busy having fun on the launch drive route to test that feature, so that will have to wait for a more rigorous test.

The Peugeot 208 GTi is in serious trouble. Just two weeks after we praised it, we've driven the second in a wave of affordable hot hatches coming our way, the Fiesta ST. We're in love all over again, and it's the real thing.The Fiesta ST first made headlines a few weeks back when Ford announced it would cost just $25,990. Standing back and looking at the prices, $25,990 is not a lot more than the excellent but much slower Suzuki Swift Sport, $2000 less than the VW Polo GTI and $4000 less than the 208.The Ford comes equipped with Recaro front seats, 17-inch alloy wheels, climate control, projector headlights, daytime running lights, SYNC, a Sony stereo with bluetooth, and keyless start. A 4.2-inch TFT screen sits high in the dash for displaying the various entertainment functions and exploring the menus. Cruise control is also standard.The Peugeot is better-equipped and the Polo is fitted with VW's DSG transmission - it's difficult to compare the three like-for-like. But cars like this are bought by people who care about the driving, not whether it has sat-nav or dual-zone climate control.The ST is three door only. It's meaner than the five door, lower too. In profile it looks like a big cat with its ears pinned back. The rear seat is easily accessed and while there's enough room for a couple of sub-six footers, their heads will be close to the roof. The new, higher front grille is replaced with blacked-out honeycomb, a subtle rear wing and new front and rear bumpers.The interior is all cloth and because the car comes out of Ford's Cologne plant in Germany, the plastics are all a notch above those found in lesser Fiestas from the Thai plant.Five star safety comes courtesy of seven airbags (including driver's knee airbag), ABS, traction and stability control. An additional feature for wayward teenagers is the ability to set the top speed, an annoying speed limit warning chime and the upper volume limit on the stereo with Ford's MyKey technology.The Fiesta ST also uses a paired mobile phone to place a call to emergency services with a vehicle mounted GPS unit grabbing the location and sending it through. The system is activated by airbag deployments or the fuel cut-off being activated.The ST is powered by a 1.6 litre turbo four cylinder EcoBoost engine. In normal driving it develops 134kW and 240Nm of torque. If you put the boot down, the figures increase to 147kW/290Nm of torque. To do this, the engine management goes into overboost for a maximum of twenty seconds. Ford claims 6.2l/100km and 145g/km of CO2 and a 0-100km/h time of 6.9 seconds.Inspired. The Fiesta ST was tuned by Ford's Team RS crew in Germany, the same people responsible for the Focus ST. A drop of 15mm, a new rear twist beam and thoroughly reworked springs and dampers turn the accomplished Fiesta hatch into a tarmac eating monster.It's much stiffer than the basic car and over poor surfaces, you'll feel it - if you're going slow enough. Kick the car into action, though, and the stiffness melts away into one the finest small car chassis ever to roll off a production line. The front wheels carve through the curves with a simple roll of the wrists. Mid-corner bumps are dismissed, rough tarmac just a mild wriggle while the torque vectoring system (inherited from the Focus) sorts out the mess while you line up the next bend.There's no standout feature, all of it works together beautifully. The brakes - discs all round, unique to the ST - are strong and fade-free, the traction and stability control systems' interventions are subtle and well-tuned. The grip seems never-ending, the ST can be adjusted with brake or throttle right up until you turn in to the corner, the wheels talking to you the whole time. The torque slingshots you out the other side, your whoops of delight echoed by the turbo's "weeee!". There's so much twist you can leave it in third and concentrate on the braking, acceleration and turning.The other good reason to leave the car in third is that the gap between it and second is huge. Shifting down simply causes a racket from the engine as it bounces off the redline in all but the tightest of corners. When you're off the gas, it behaves almost like any other Fiesta, just a bit stiffer. If you're stuck in traffic, you've got a good Sony stereo to entertain you and the ride, while firm, will leave your vertebrae in place.

It’s only been a few months since Volvo launched the new V40 small hatchback -- a handsome little devil if ever there was one. Now, they’ve added to the line-up and brought back the Cross Country name -- all in one package in the new V40 Cross Country. And no, it’s not an XC, that moniker is reserved for more purposeful, dirt-capable Volvo SUVs.DESIGNIt’s a five seater with 60/40 folding rear seats for additional luggage space but you can configure it as a four seater using the centre armrest as a seat divider. It’s a V40 hatch in high heels with the ride height jacked up by about 40mm, sundry body cladding and `skid plates’ in a more rugged style. Other styling tweaks include a honeycomb grille, dual oval exhausts, some body hardware blackouts and LED driving lights. Inside, the Cross Country is equipped to V40 luxury standard with leather, an illuminated gearshift knob, adaptive digital display, theatre lighting and plenty more.PRICES AND MODELSTwo models are offered each with auto stop start and regenerative brake system. The D4 front wheel drive, 2.0-litre turbo diesel five cylinder at $47,990 and the all-wheel drive T5 turbo petrol five cylinder at $52,990. Both get a six speed automatic transmission but no paddle shift. Engine outputs are impressive with the diesel achieving 130kW/400Nm using 5.3-litres/100km and capable of an 8.3 second 0-100kmh sprint.The petrol cranks out 187kW/360Nm using 8.4-litres/100km and clocks a 0-100 sprint in 6.4 seconds. The desirable driver support pack with advanced driver assist systems costs an extra $5000.Among other things, the support pack has adaptive cruise control with auto brake, blind spot warning including cross traffic alert for seeing both sides when reversing, park assist pilot, active high beam and roadside info that recognises signs and informs the driver. It’s all really useful stuff that arguably should be included as standard kit.SAFETYHowever, plenty of advanced safety technology is provided like city safety with auto brake at speeds up to 50kmh, pedestrian air bag, forward collision warning, lane keeping alert and pedestrian and cyclist protection using auto brake. Five star crash safety is a given in the V40 Cross Country.DRIVINGWe had a crack at both models over some searching roads out of Canberra. First up was the T5 with Driver Assist Pack. It’s firmer than expected especially over rougher roads and has a distinct sporty hatch feel that is slightly incongruous in a Cross Country vehicle.But it goes like the clappers and has strident roll on acceleration virtually at will accompanied by a nice bark to the exhaust. Cornering is a strong point enhanced by the all-wheel drive and a torque vectoring system that applies the inside brake on a tight corner taken at speed. Both models get this feature and responsive electric power steering. We groped for a paddle shift on some tight roads but it’s not there -- which is annoying. The car has a stylish interior brimming with luxury kit that engages driver and passengers. Communication and entertainment technology is high end. Love the 18-inch alloys, 7-inch navi screen with voice control functions.The diesel offers a similar drive feel with a little less urgency but plenty of kick at most speeds and it’s just as quiet cruising as the petrol. We reckon it has a lighter feel too, which is probably traceable to the all-wheel drive system on the T5 petrol. We’d go the diesel every time – costs less, uses less fuel, just as refined in the cabin, plenty of performance and looks the biz. Volvo could be a tad optimistic with the pricing.VERDICTThe Cross Country is truly a 'soft roader' in that you can possibly drive it on gravel roads with better results than a standard road car.Volvo V40 Cross CountryPrice: from $47,990 (diesel)Warranty: 3 years, unlimited kmWeight: 1561kgEngine: 2.0-litre 4-cylinder turbodiesel, 130kW/400NmTransmission: 6-speed-auto, FWDThirst: 5.3L/100Km, 139g/km CO2

The A45 is the AMG brand’s greatest departure to date from its roots of high performance rear-wheel drive sedans with big-capacity V8 and V12s.Over the past decade, the three-letter badge from Affalterbach has appeared on all sorts of hot Benzes; with stonking performance and ‘that’ trademark exhaust growl available in anything from coupes to convertibles, wagons and SUVs. With the arrival of the new A45 from September, it can add the hottest of hot hatches to its impressive repertoire.Despite being based on the humble A-Class small hatch, the all-wheel drive A45 promises supercar levels of performance, garnished by Mercedes’ boast that its 2.0 litre turbocharged engine is the most powerful four cylinder unit currently in series production.This may be half the average AMG cylinder count, but the A45 also more than halves the AMG price of entry, and delivers efficiency to prove the AMG formula can be successfully morphed for the future. VALUECompared to the current AMG-entry C63 sedan’s $154,900, the $74,900 A45 AMG looks like a performance bargain. The A45’s claimed 0-100km/h figure of 4.6 seconds is just two tenths behind its 6.2 litre V8-equipped sibling, and their standard spec lists and interior packaging are surprisingly comparable.Against more realistic rivals like the $64,900 BMW M135i or the segment stalwarts $59,990 Subaru WRX STi or the $56,990 Mitsubishi Lancer Evolution, the A45’s bargain status does diminish, but none can match the A45 for performance, freshness of design or spec.The A45’s list of standard features includes a panoramic glass sunroof, seven inch multimedia screen, with satnav, 10GB hard-drive and internet capability, plus 12 speaker Harmon Kardon audio, dual-zone climate control and heated seats with memory adjustment. The only remaining options are ($490) blackened wheels, ($1990) 20% stiffer coil springs, a ($1990) aero package, and a spacesaver wheel to expand on the standard puncture kit. DESIGNIn isolation, the A45 with its standard 19-inch wheels looks every bit an AMG tearaway, but alongside the already hot but non-AMG A250 Sport, there’s little visual differentiation aside from wheels and badging, extra black detailing, a unique grille and trapezoidal exhaust outlets.For those wishing to shout their AMG status from a greater distance, there is the Aerodynamics Package fitted to our test car adds black ailerons and a larger front splitter to the front apron, and a boisterous wing to the hatch.The interior is unmistakably AMG, with red highlights against perforated leather and trim, aluminium and carbon-look details, specific sports seats, and numerous AMG logos. The instrument cluster also includes a lap-timer, which is controlled by the steering wheel’s audio controls. German austerity this isn’t, but it suits the A45’s hardcore performance overtones.The only concession to practicality is the loss of lesser A-Class’s front under-seat storage in favour of a lower seating position, but a useful 341L/1157L cargo area remains in the rear. ENGINE AND TRANSMISSIONThe A45’s top-dog petrol 2.0 litre punches out 265kW and 450Nm, with the latter on tap between 2250-5000rpm thanks to a flexible twin-scroll turbocharger. The highly-strung unit is kept reliable with the finite control of piezo direct-injection, plus the added strength of a forged crankshaft and pistons. Like AMG’s bigger engines, each A45 powerplant is hand-assembled by a sole engine builder.All A45s come with a seven-speed Speedshift dual-clutch auto transmission, which incorporates an aggressive sport mode for rapid-fire shifting and launch control to show off that 4.6 second 0-100 figure. Despite all this caged mechanical lunacy, the A45 uses standard start/stop to return an amazing 6.9l/100km official combined fuel figure – less than a base model Toyota Corolla.SAFETYThe A45 builds on the lesser A-Class model’s five star safety rating, with three stage stability control offering three choices of safety net, plus Distronic Plus active cruise control, blind-spot and lane-keeping assist.DRIVINGOur drive route included a stint at the Phillip Island race circuit, with the notorious circuit’s combination of high speeds and undulating bends ideal for showcasing the little AMG’s capabilities. Using the integrated launch mode, the A45 rockets off the line, with the standard sports exhaust barking a proper worked-four snarl, with aggressive pops on heavy throttle gearchanges and lift-off.From 0-100km/h, the A45 will (just) beat an Audi RS4, so it’s capable of shaming some highly respected names. We saw 230km/h at the end of the main straight, and it was still climbing steadily toward the A45’s 270km’h speed limiter.The A45’s transmission snaps through the gears as only a twin-clutcher can. Left in Sport mode, it will downshift satisfyingly under heavy brakes. At first the transmission’s willingness to downshift can seem a bit timid, but is tuned to keep revs within the engine’s 2250-5000 torque band. There are paddle shifters behind the wheel, but we found the intelligence of Sport-automatic well up to the task of track work.The 350mm front/330mm rear steel stoppers reeled in the 1555kg A45 lap after lap without complaint, and the 235-section Dunlop Sport Maxx RTs on all corners gripped amazingly through The Island’s slower corners. The A45’s focused chassis is a huge leap above any other A-Class, with a specific four-link rear end and heavily revised front  suspension keeping the little hatch planted, with little roll and plenty of travel for swallowing bumps.The A45’s Haldex all-wheel drive system sends up to 50 per cent of drive to the rear wheels when needed, which means that the huge task of delivering power to the ground is generally left up to the front wheels. However, torque steer amazingly near-absent and the weighting and feel of the electric-assistance is a surprising delight. The flat top and bottomed leather and alcantara wheel is a lovely thing to look at and grip, but feels a bit like a 50 cent piece during heavy twirling. The A45’s sports seats are well up to the cornering forces of the track, and remained comfortable for this real-world human.While the big rear-wheel drive AMG’s are known for their tail-wagging track antics, the A45 just picks up its skirt and rockets out of corners. This safe and predictable power delivery is more like a scaled-down Audi RS or Nissan GT-R, and it’s a better real-world car for it. Left in Comfort mode on some real-world rural roads, the A45 winds back its raucous nature with softer gearshifts and the active exhaust no longer cracks and burbles. It still makes a nice rasp, and the ride is sharp but liveable over rural surface irregularities. The A45 is always a hot hatch, but it’s only an aggro beast when you want it to be.VERDICTFor the first four cylinder AMG model, Mercedes-Benz has certainly gone about it the right way. The A45’s price is sure to introduce the AMG brand to many, and it delivers easily accessed and stonking performance. The fact that it all comes wrapped within a practical five-door hatch body only sweetens the deal.Mercedes-Benz A45 AMGPrice: from $74,900Engine: 2.0-litre 4-cylinder turbo; 265kW/450NmTransmission: 7-speed auto, all-wheel-driveThirst: 6.9L/100km