Hatchback Reviews

Here it is. The all-new singing and dancing Pulsar SSS, a name that set many a boy's heart racing a few years back. Most people will associate the name with the early 90s hatch with its defining high rise rear spoiler and bold, `monster' style SSS decals on the back.The new SSS sheds the boy racer looks, cutting a much more conservative figure but Nissan would probably like to think it holds the same sort of appeal. Maybe, maybe not?Priced from $29,240 for the manual and $31,740 for the auto, it remains an interesting proposition. The price buys you a 1.6-litre turbocharged engine with 140kW on tap, a body kit and 17 inch alloys - but you'd be forgiven for missing the understated kit that does little to lift the car's image.It is perhaps appropriate at this point to mention the option of the cheaper ST-S model, with the same 1.6-litre turbocharged engine priced from $24,990 - minus the body kit and a some other bits and pieces.At the same time we should all fall to our knees and thank the Nissan Gods for getting rid of the ugly, misshapen Tiida and for restoring the Pulsar name - we hate to say we told you so (but we did).Standard equipment this time around includes leather, dual zone climate air, xenon head lights, six-speaker audio and a 5.8 inch touchscreen computer with satnav and a reversing camera - but why no LEDs?The main selling point, the 1.6-litre direct injection, turbocharged four cylinder petrol engine is a detuned version of the unit that powers the Renault Clio Sport, with 140kW of power and and 240Nm of torque from 2000 revs, with a fuel consumption figure of 7.7 litres of fuel per 100km.This compares with the standard 1.8-litre Pulsar's 96kW and 174Nm, but who really cares? The more interesting figures are those for the 1994 N14 SSS powered by a 2.0-litre twin cam that produced 105kW of power and 179Nm of torque, and used 7.0 litres/100km (the increase in consumption can be explained by the additional weight of the new model with its extra safety systems).Several techniques have been used to reduce friction and make the engine smoother. These include a carbon coating for the valve lifters and mirror finish for the camshafts. Low tension piston rings with a hard ceramic chromium nitride coating are also used along with low friction engine oil. The turbo is paired with either the six-speed manual we tested or a CVT style auto with M or manual mode, the latter designed to optomise power versus economy.The car is surprisingly roomy inside, with an impressive amount of rear legroom that does not appear to have been at the expense of luggage space. The cabin is trimmed to a high standard, with faux carbon fibre surround for the centre instrument console while the computer screen is smallish but functional, with support for bluetooth audio streaming. The boot looks tacky in contrast and hides a full size steel spare wheel.It gets a full five stars for safety, with six airbags, electronic traction and stability control, anti-lock brakes, with brake assist and electronic brake force distribution.Our manual test car is likely to be the first choice for enthusiasts and while it generally works well, it can be easy to lose track of gates when banging through the gears. Fortunately the turbo doesn't suffer from the same shocking throttle flair that marks the 1.8-litre manual. There's a tiny bit in evidence, but thankfully not enough to be a nuisance.Driving the car for the first time, it's not the extra power but the significant increase in torque that is immediately apparent.  There's a spring in its step in just about every gear and it can make it difficult to identify what gear you're in without reaching for the gear stick.You can feel the car lift as the tacho approaches 3000 revs and the boost from the turbo kicks in. It's a bit awkward to get off the line cleanly, but offers strong mid-range response where you want it. Fitted with 205/50 17s the tyres look a bit skinny for the car, but do a good job of keeping it glued to the road. It felt flighty at first, but tucks into corners and rounds up nicely even when pushed hard.It's no Golf GTI, but then it's not trying to be (and it's about 10 grand cheaper). The SSS is more of an in-betweenie, with a significant increase in performance but there's still plenty of room for improvement in the looks department - Tiida or no Tiida. 

It might not be on Fusion Automotive's shopping list right now, but the diminutive Tata Nano does have some future possibilities. At least that's what we thought after squirting one around Tata's test track near Mumbai.The original idea was to put a car within reach of India's masses, but after a year there's been a re-think and it is now being plugged as a mini for the city.PRICE AND FEATURESThe big thing about the little car is its price. It costs the equivalent of $3000, which is less than many Australians pay for a push bike. Viewed in that light, it's a very attractive little jigger. And it's not so little inside.There's room for four tall people, it has aircon, and despite its 28kW/51Nm twin-cylinder 634cc motor and four-speed gearbox, it runs pretty well. That's because it has a mass of only 600kg. And one windscreen wiper, three studs to hold each of the saucer-sized wheels on, and a few other cost-saving measures.DRIVINGWe managed to wind one up to 85km/h on the short test track and the upside of that is very little chance of setting off a Multanova or other safety device the politicians think up. Suspension is all independent, but without anti-roll bars. And to reach the boot you need to fold the back seat down.The steering was a bit iffy, likewise the four drum brakes, but for three grand we reckon it's much better than a bicycle. Whether it would pass our safety crash tests is another matter. It has to fare better than a bike though.And if it can cope with India's roads, it can certainly last a long time on our smooth blacktop. We had a lot of fun in it. But don't hold your breath for release in Australia. Not for a couple of years, at least -- by which time our cities might be so congested that Nanos might be the answer.

Kia has launched the third generation of its Cerato five-door hatchback into the most crowded of all market segments in Australia. In recent years this South Korean carmaker has evolved into a producer of world class products with modern styling and high build quality.And there’s a touch of Europe in the lines of the new Cerato hatch, which is also wider, lower and has a longer wheelbase with shorter overhangs than the outgoing model.The $19,990 price of the entry-level Cerato S hatch is the same as that of the four-door sedan that was introduced back in April. Though it’s listed as being ‘plus on-road costs’, Kia in Australia is doing an introductory ‘driveaway’ offer, so the car is yours for $19,990. To be honest there are so many cars in this segment that don’t charge extra on-roads the Kia would have missed out on sales by not doing this.New Kia Cerato is well-equipped, with even the lowest cost S model getting cruise control, Bluetooth; Auxiliary and USB sockets; and steering wheel mounted controls.The mid-level Cerato Si gets 16-inch alloy wheels, smart key with push-button starting, chrome highlights on the body, a more upmarket interior trim; 4.3-inch display screen, a reversing camera and automatic headlights.Topline Cerato SLi has 17-inch alloys of a neatly sporting design, LED daytime running lights front and rear, leather trim, heated front seats with the driver's being powered, and dual-zone climate-control.Interestingly, satellite navigation isn’t standard on the Cerato SLi as had been anticipated. The importer reasons that many people already have a portable satellite navigation. So satellite navigation is on the options list, but only for the SLi, at $1000.Kia Cerato comes with a five year, unlimited kilometre warranty. Capped price servicing is offered for the five years or 75,000 km. Prices are different for each service and model, ranging from $261 to $496. We suggest contacting your Kia dealer for details.The gen-three Cerato features new petrol engines that trim fuel consumption and emissions in comparison to the superseded Cerato. The entry level Cerato S has a 1.8-litre unit producing up to 110kW of power and 178Nm of torque.The mid-level Cerato Si and topline SLi get a sophisticated direct-injection 2.0-litre petrol engine with 129kW and 209Nm. That torque figure is impressively high for an engine of this capacity, putting it up with the expensive German marques in efficiency. All three models offer a choice of manual or automatic transmission, both are six-speed units.Safety is strong on the list of items specified for Australia buyers. The Cerato hatch boasts a full five star ANCAP rating, with Electronic Stability Control with traction control, ABS brakes with electronic brakeforce distribution and brake assist; Emergency Stop Signal that activates the hazard lights under hard braking. Front and rear parking sensors prevent minor damage in tight situations. Six airbags prevent damage to people in major situations.The new Cerato, like all of the latest Australian Kia models, has considerable local input in the suspension department. It has an impressively smooth ride over corrugated roads.Handling is predictable and keen drivers will find there’s more feel and response in the Cerato that in most of its competitors from Asia. European it’s not, but this South Korean hatch comes a lot closer than you might expect.Some may find the ride firmer than they like, the endless compromise between ride and handling sees Cerato lean in the latter direction. Try for yourself by making sure your personal road test includes some rough and ready backroads.The all-new body has a solid feel that’s almost up there with the best of its European rivals in this class, with no squeak or rattles even on some pretty ordinary back roads we traversed during a Kia organised drive program out of the Gold Coast as part of the national launch.Though it’s classed as a small car in Australia, the Cerato five-door hatch really is a mid-sized machine that can be used as a family car. There’s enough legroom for four adults to sit comfortably, although it’s best if the rear occupants aren’t of above average height because Cerato’s sloping rear end does will infringe on headroom.This third generation Cerato is well worth consideration by all shopping in this increasingly crowded market segment.

More than just another model, the launch of Hyundai's sporty i30 SR hatch marks the next step in the evolution of the once unfashionable brand. Now sitting fourth in the Australian market, the “warm” rather than hot version of its best-selling model follows the Veloster SR Turbo and will itself soon be joined by an SR version of the smaller Accent.More sporty models could follow including a more powerful turbocharged version of the i30, in a drive to generate some much-needed excitement for the brand. In fact, the SR project is something of a test case that could have international implications if the idea takes off.VALUEThe manual i30 SR is priced from $27,990 and the auto from $30,190 before on road costs, the latter the same price as the luxury Premium model. Apart from the absence of a sunroof, heated front seats and an electric parking brake, the equipment list reads pretty much the same as Premium and includes a 7-inch satnav system.SR comes standard with 17-inch alloys, sports grille, a rear diffuser, xenon headlights, LED tail lights and SR badges. Inside there's metal-faced pedals, leather/leatherette upholstery, power adjust driver's seat and an auto dimming mirror. It comes in a choice of four colours, of which “Hyper” silver is exclusive to the model. A panoramic glass sunroof is a $2000 option.TECHNOLOGYBased on the five-door shell, in terms of power and performance it sits halfway between the standard car and the funky Veloster Turbo. The SR gets Hyundai's 2.0-litre direct injection engine with 129kW of power and 209Nm of torque, up from 110kW and 178Nm in the 1.8-litre i30.It's the same engine that powers sister Kia's top of the line Cerato and propels the manual from 0-100km/h in 7.7 secs and the auto in 8.6 secs. Combined fuel consumption for the manual is 7.2 litres/100km, while the six-speed automatic returns 7.5 litres/100km. In comparison, the 1.8 is good for 6.5/6.9 litres/100km.Hyundai reveals it has petitioned head office for an even quicker i30 with the Veloster SR Turbo's 1.6 litre turbo engine, but the problem could be supply, as it's having trouble keeping up with demand for the turbocharged engine in the Veloster.DESIGNThe look is understated, perhaps too understated. Aussies love their sports machines and as such they can never be too loud nor too colourful. The wheels are different, but no larger and although the front grille has been changed and a rear diffuser added,  but no body kit.We can only hope they are holding back these goodies for a full-blown turbocharged version down the track? Plenty of work has gone into tuning the ride and handling however, with re-valved dampers and unique front springs. Developed locally for Australian conditions, the SR's sports suspension is designed to deliver sharp, responsive turn-in and improved handling while retaining the i30's supple, rounded ride qualities.SAFETYFive stars -- same as the rest of the i30 lineup. Safety features include seven airbags including a driver's knee bag, Vehicle Stability Management (VSM), Electronic Stability Control (ESC), Traction Control System (TCS), and ABS with EBD and Brake Assist System (BAS). There's also a rear view camera.DRIVINGSports model or not, it's the i30 you want if you're after an i30. With around 20 per cent more power and torque than the standard 1.8, with only penalty to pay in increased fuel consumption  it's a no brainer really. Hyundai has done a great job tuning the ride and handling, with the help of consultant and one time rally champ David Potter. The ride is refined and remains composed, even on choppy back roads and should be adopted across the range.Both the auto and manual are fun to drive, the auto unexpectedly so but the lack of change paddles is disappointing. The Veloster gets them, the Accent SR will probably get them too so why not the i30? The gearing remains unchanged, apart from a slightly higher final drive ratio and the brakes have not been touched either, deemed more than up to the job. The 225/45 series Hankook tyres offer plenty of grip with progressive breakaway.VERDICTIt's good and our pick is the manual, but we can't wait for the turbo. 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 

The best AMG from this hallowed performance house is the newest and the cheapest by as much as $75,000. This car is nothing less than an historic event.In almost literally reversing the paradigm of what an AMG has been, Benz and its tuning partner conspire to deliver not only the greatest hot hatch, but effectively future proof this line against the coming day when the V8 rear-drive autobahn stormer is, if not actually illegal, so socially abhorrent as to make no odds.That this partly all-wheel-drive, but mainly bum dragging, five door is the fastest car under $100,000 is to some extent only to be expected. AMG was hardly going to halve its cylinder count and swap its drive wheels in order to bring the world a superannuated Golf GTI. This is a game changer, a paradigm buster, an accomplishment to make any thinking performance car buyer reconsider every perception and prejudice they've ever held dear.With the next rung up C63 AMG starting at around $150K, the A45 not only opens AMG to punters who would never previously have considered this brand while sober, it makes a powerful case for being the best value car on sale.Alright, $74,900 is a few grand over BMW's comparable M135i auto, but the latter is not a full-fledged M car and the A45 shows that the A-Class was in no little part conceived with an eventual AMG incarnation at top of mind, as marketing types say. Indeed, it is the whole 10 metres, a literally fully blown AMG.That “entry” sum buys the whole package. Only nice paint, sun roof and a few fancy fiddly bits are optional. You get COMAND satnav, hugely grippy 19s on cool alloys, enough body kit to satisfy all but the irredeemably kitsch, fireworks exhaust and seven-speed twin clutch auto with an aggressive sport mode and neck-snapping launch control.Factor in the capability of smoking most anything this side of a Porsche 911 S, but with suburban compatible passenger and load capacity, and you have a package that asks questions of everything from WRX STI to HSV. To the latter, particularly, it says: “This is 2013.” Arriving soon at some $10K more is the decidedly more stylish but twin under the skin CLA 45 AMG.I wasn't overjoyed to discover this version of 4Matic all-wheel-drive is not only part-time but channels only 50 per cent of the available torque to rear. Visions of the dull-witted, insincere devices typically attached to compact SUVs are rapidly banished. You'll need to dial off the stability program (and find a track) before the Pirellis are tested. The world's most powerful four cylinder packs more kilowatts than the six pot turbo135i and equals its torque.If the basic A-Class makes even those dismissive of hatches look twice, they won't be able to take their eyes off this. She's pretty sick, mate, especially from the rear three quarters where the rising waistline is set off by haunches like an East German shotputter, full of 'roids and ready to rush. It's a great cabin, rich and dark with performance accents that allude to its ability. I'd prefer the gear shifter on the floor rather than the tree, but that arguments been lost.Stop me if you're hearing this a lot lately, but five star crash rating aside, the A45 is all about active safety. It is mightily competent even under levels of duress you won't chart in civilian surrounds.“You don't have to brake for this,” scoffs the bloke in the passenger seat, for the A45 does indeed, as he asserts, “Benz the law of physics”. That line'd be lame if the littlest AMG didn't so much take corners as dismiss them.If there's not the engagement that you'll have in a truly sorted rear-drive device (such as, yes, the 135i) I'll swap that for the exhilaration of carrying so much pace through low speed bends with complete surety and safety. Indeed, on public roads I get nowhere near the limit of this spectacular hatch's mechanical grip.Power down, even in launch mode, is stunning. Not so much as a twitch through the front or the always communicative steering; power transfer takes some infinitesimal, imperceptible fraction of a second and 100km/h is achieved in a claimed 4.6 seconds, though the Benz bloke says 4.4's been realised in unofficial testing. You're apt to believe it.A track is of the essence if one is to climb over some sixth-tents of this blazingly quick and capable device. We strongly suggest all AMG owners take the offer of professional lessons. Even in the hands of a middling driver like me, the cheapest AMG by half is going to be the quickest by some way on interesting roads. Its compact competence ensures that.If it out-dances its boofy V8 stablemates, the A45 can't sing like them. Still, the assault rifle crackle of the exhaust in sport mode enlivens any domestic drive. Sport flays hopes of realising the claimed fuel figure, even as it rides as decently as any focused five door could be expected.A caveat is the twin clutch auto. In drive it races up the ratios, in sport it holds on while overruling manual down shifts. The latter matters only a little with so much grunt so readily obtainable and its aptitude for intuiting your intentions.Addictive and delightful. A landmark.

Apart from automatic braking the Volkswagen Up offers little that we haven't seen before. Volkswagen has built plenty of small cars in the past, it's just that we haven't seen them here like the Fox it replaces. But the Volkswagen badge at a bargain price is possibly going to exert a powerful attraction on brand-conscious teens where the look is everything.VALUEStarting price is $13,990 for the three door. Our five door test car is another $1000 and the satnav system which includes Bluetooth is another $500, bringing the total package to $15,490 before on-road costs.For that price you still get hubcaps, but a full sized spare is provided. Alloy wheels are part of the Comfort Style package, which is another $2500. The $500 satnav system tightly integrates with the car. It's a Navigon system just like your phone but you don't get speed camera warnings which is disappointing. We tried five times to transfer contacts from phone unsuccessfully (no contacts, no voice control).It's three cylinder rivals are Nissan's 1.2 litre Micra  -- which is slightly bigger, has slightly more torque but is cheaper and similarly equipped with six airbags instead of the Up's four -- and the Suzuki Alto and Holden Barina Spark, while the four cylinder Honda Jazz and Toyota Yaris just sneak in under the $15,000 mark.ENGINEIt's a 1.0-litre three cylinder engine that produces 55kW of power and 95Nm of torque, delivering that to the front wheels via a five-speed manual transmission. Because it has three cylinders, it is by design inherently unbalanced.  While one piston is going up the other two are going down and vice-versa which means it is not going to be smooth.SAFETYIt gets a full five stars despite the fact it has only four airbags with no bags covering rear seat passengers.DRIVINGIt's surprisingly responsive -- that is, if you work the gears hard and flog the thing mercilessly. The 0-100km/h dash takes 13.2 secs but we were stunned on more than one occasion to leave the traffic at lights behind. But being five-speed manual only, it can become a chore in traffic, but includes a hill holder to make take off easier on a slope. The wheel is not reach adjustable and while the front windows are power operated, the driver does not have a switch for the passenger window.  There are no centre air vents blowing air on to your face and we predict the system is really going to struggle through and Aussie summer.Rated at 4.9 litres/100km, it doesn't use much fuel regardless of how hard you drive the car. After close to 1000km and numerous traffic snarls we were still getting 5.2 litres/100km according to the trip computer. With a 35-litre tank it doesn't cost much to fill either, but bear in mind it takes 95 Premium unleaded which takes off some of the shine.VERDICTIt's kind of cute but you can do a lot better for the money if the badge is unimportant.Volkswagen Up five-doorPrice: from $14,990Engine: 1.0-litre 3-cyl, 55kW/95NmTransmission: 5-speed manual, FWDWarranty: 3 years/unlimited kmCrash rating: n/aDimensions: 3540mm (L); 1641mm (W); 1476mm (H)Thirst: 4.9L/100km 114g/km CO2

Finally some evidence Honda is not sitting on its technological hands with the appearance of a new turbo-diesel Civic. It's from Honda’s “Earth Dreams” program much like Mazda's SkyActiv and numerous other ‘green’ technology programs used increasingly by just about every manufacturer.They've had diesel Civics in the UK (where it's made) and Europe for yonks but the local Honda arm didn't think it would sell here. We'll see.At $26,990, it's a better proposition than many of the European diesels and every bit as good as the Koreans though with a six-speed manual only, broader appeal might elude it.They've fitted plenty of kit too with dual zone climate control, Bluetooth phone and audio, multiple info display, reverse camera, auto wipers and headlights and a noise cancelling system inside to reduce engine and road noise (works a treat).The Honda kicks out impressive power and torque for a 1.6-litre turbodiesel achieving 88kW/300Nm with fuel economy on the combined cycle rated at 4.0-litres/100km. It's a new all-alloy engine employing a new generation Garret turbo with variable nozzle control pressurising incoming air at 1.5bar.That partly explains why the Civic DTi-S has so much get-go. Once underway, acceleration is not a problem though it’s a little tardy off the mark. The six-speed manual is sweet enough but not in the same league as the Honda CR-Z we just had.The Civic DTi-S has plenty of systems to optimise performance and fuel economy while minimising emissions. The six-speed manual transmission is purpose-built for efficiency under the Earth Dreams program. Civic DTi-S has auto stop/start, fuel economy driver ‘coaching’ systems and economy calibrations for the engine and other mechanical functions on the car.We will have this car for three months and drive it about 6000km so the; assist driver coaching system will be an interesting experience. We are already engaged with the car's astonishing fuel economy and continually try to better it having already seen 4.0 easily. Why you'd buy the Civic Hybrid is beyond us.We like the looks outside (secret rear door handles and all) as well as inside which seems a cut above other Civics though similar in design. It's a practical thing too with Honda's clever ‘Magic Seat’ system in the back offering one touch access to numerous seat layouts.It seems this car will sip ridiculously small amounts of fuel and goes really well while having the capacity for five adults in its five door hatchback body. Perhaps we should challenge ourselves and see how much fuel we don't put in this car...Once the word gets out about the car's economy, performance and price we predict it will do well.

A warm hatch with a nice price - that's the bottom line on the Hyundai i30 SR. But there is more to the SR than just a little bit of tizzying and tweaking to the car that was a close second in the Carsguide Car of the Year judging for 2013. The SR shows that Hyundai is serious about sharpening the edge for Australia and, far more importantly, doing serious tuning of its cars for local drivers and conditions.PRICE AND EQUIPMENTThe SR is a genuine world leader, at least for Hyundai, because it stuffs the company's 2.0-litre engine into the i30 for the first time and delivers it with a starting price of $27,990 including nice kit such as Xenon lamps, leather seats, push-button start and satnav with Bluetooth.Hyundai believes it will account for about 10 per cent of its i30 sales downunder, up to 250 cars a month, and is already following-up with an Accent SR. Other SRs will follow, but none is likely to benefit from the 1.6-litre turbo engine in the model that introduced the badge to Australia, the Veloster SR, despite the potential for a truly hot hatch.ORIGINJust in case you're wondering, SR has no special meaning. It's not short for Sport Racing or Serious Rocketship, just "I think it sounds good", Hyundai's chief operating office, John Elsworth, tells Carsguide.But Elsworth, a high-profile Hyundai recruit last year from the second-top job at Holden, is committed to SR and what it means. "To me, it's about making the brand more multi-functional than being famous for great value. I think we already own that," he says."Having the local tuning program gives buyers a lot more confidence that the cars aren't just imported direct from the factory in Korea. The SR models are key to us in developing character."The SR story on i30 began just 10 months ago with a tease at the Australian International Motor Show in Sydney, which gave the support to drive the project forward. The show car was only cosmetic, but Hyundai knew it needed to do more and targeted the SP25 version of the Mazda3 and the Ford Focus Sport as the result it wanted.The go-ahead for production sparked intensive local development using technology that would not be out of place on a V8 Supercars racer, including live telemetry and dozens of individual sensors, in a program spanning everything from alpine and gravel roads to closed-course hot laps.The program was directed by Hyundai's local product planning chief, Andrew Tuitahi, but the keys to success were provided by British suspension guru David Potter. He's a motorsport veteran who has 15 years experience of local conditions and is described as a 'doctor of suspension' by Hyundai.WHAT'S THE DIFFERENCEWork on the SR concentrated on compensating for the extra 33 kilograms in the nose, because of the heavier engine, and giving a sportier feel. The car gets 17-inch alloys with Hankook rubber but the other changes, as far as Hyundai will share, run to heavier front springs and much different damper settings.ENGINE AND TECHNOLOGYThe SR is only mildly sporty, although the 2.0-litre four-cylinder petrol engine picks up 17  per cent more power at 129kW and a similar torque increase to 209Nm. The best measure of the improvement is the 0-100km/h time, which drops from 9.1 to 7.7 seconds in the manual. There is a six-speed automatic, but I chose the six-speed manual SR for my first drive in the latest i30.DRIVINGAfter the impressive performance at COTY 2013 I know the basics, but this is a car with a tougher job and much tougher opposition. The result of all the work transforms the basic i30 into a car which has a very mature feel, coping easily with the worst road conditions I could find while still delivering great grip and balance in corners.Within 10 kilometres I know the SR’s chassis is a winner. In fact, it feels like it could easily handle more grunt - and a bit more aural excitement above the standard exhaust. The body changes are only mild, and the leather seats are nice without being amazing, but the suspension tuning has made a huge difference.It's the control that's most impressive. Nothing upsets the SR, from full-power acceleration to hard braking or the worst potholes I can find. It's even better than the Kia Cerato hatch I've just driven, and that's saying a lot. The i30 SR is not cheap, but it is good value and it's the sort of car that makes living easy. In the history of Hyundai in Australia, it's a landmark car because it shows what can be done by applying tasty Australian icing - even though Potter is British - to a Korean cake.VERDICTThe Hyundai i30 gets a tasty tweak thanks to local SR development.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 

The Holden Cruze hatchback was largely designed in Holden’s Melbourne studio. It’s built at the Holden plant in Adelaide, and has undergone extensive local engineering for Australian conditions.  That’s not the only good news for the Australian automotive industry; the Aussie designed Holden Cruze is made in various GM factories worldwide and is being sold in more than 60 countries, where it’s generally badged as a Chevrolet.This significant Australian input in the Cruze enhances the reputation of our local engineers and stylists and will stand our country in good stead as the future of the industry shakes out over the next few years.Holden Cruze comes with a choice of three body types (sedan, hatch and wagon) four engines and in four specification levels, Equipe, CDX, SRi and SRi-V. Our test car was the sporty SRi hatchback and we found it to have just about everything we want in a midsize car. The buyer looking for a touch of sportiness in a sensible family car will love it.The Holden Cruze SRi has five-spoke 17-inch alloy wheels, a body kit comprising front and rear fascias and side skirts, front foglamps, a shapely rear spoiler, chromed grille and chrome inserts in the door handles.Holden Cruze has Bluetooth connectivity and there’s voice recognition for a good range of functions. The six-speaker audio system with in-dash MP3 compatible CD player can be operated via steering wheel-mounted controls.  At night the instruments are bathed in a clear blue light that we found just right. The automatic headlights have a ‘follow-me home’ function and there’s remote keyless entry.Cruze also gets MyLink, Holden’s new infotainment system that’s standard across the range. In addition to being able to call up stored songs from a phone or MP3 player and FM/AM stations via the car radio, when a mobile device with 3G data connection is hooked up to the MyLink system, the driver will also be able to get streamed digital content from applications including Pandora music radio and Stitcher on-demand radio.Drivers can access Pandora through the MyLink touch-screen, streaming favourite radio stations as well as using the ‘thumb up’ and ‘thumb down’ buttons to tune station preferences or select music genres. They can also pick out the next track via a steering wheel button or the touch-screen controls. Via the Stitcher embedded app, drivers can choose from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.The previous entry-level Cruze CD was dropped from the range earlier this year, being replaced by the Equipe. Starting at $19,490, $2000 less than the model it replaces, it offers excellent value. Added features include foglamps, sports grille, 17-inch alloy wheels and rear park assist as standard.Cruze CDX (starting from $24,190) gains premium features including keyless entry with push button start and a reversing camera. The last is also added to the range-topping SRi-V (from $26,490), while the SRi sport model (from $22,490) gets rear park assist as standard.Those familiar with the Aussie made Holden Cruzes will recognise three engines from the Series II range – the 1.4-litre iTi and 1.8-litre petrol engines and 2.0-litre turbocharged diesel.  The MY14 Cruze introduces an additional engine, a 1.6-litre turbo-petrol unit which is standard in the SRi and SRi-V sport models.  Average fuel consumption in our SRi test car was in the six to eight litres per 100 kilometres on easy country runs and motorways. The figure rises to nine to eleven litres around town if you’re combating commuting traffic.The cabin was welcoming and comfortable. The six-way adjustable driver and front passenger seats were appreciated. The seats have bolsters that support reasonably well in cornering, though you wouldn't call them true sportscar seats.  There’s good legroom for back-seat passengers, something that’s not always a given in this class of car.  There are twin fold-out centre drink holders for use in the front, but only two holders for the three riding in the back.A wide-opening rear hatch and low loading lip means easy access to the 413-litre boot. If you want a full-size spare wheel, it’s a no-cost option. But it cuts the boot space to 325 litres, though you pick up some of this with compartments under the floor providing nine litres of concealed stowage space. Luggage volume can be up to 1254 litres when the flat-folding 60/40 split rear-seat backs.The six-speed manual gearbox works well enough, though the ‘throw’ is rather long for our tastes. Having a manual helps to keep the engine on-song when you’re in a hurry. A six-speed automatic transmission with Active Select is also on the price list.Handling shows the Aussie influence of models for our local market. Ride is slightly firm to gain the best dynamics and we liked the way it remained reasonably neutral in its handling despite having front-wheel-drive. It responds promptly to steering and throttle inputs and corners safely at speeds that are unlikely to be reached by most owners.  A sports coupe it’s not, but Holden Cruze SRi provides an excellent machine for the family car driver that wants something more than mere transport.

Chinese manufacturer Chery had been hamstrung in Australia by not having stability control on its cars. The safety system is mandatory in Victoria and looks likes being mandatory elsewhere soon. Chery has a three car range here - the J1, J3 and J11. Price and equipment The price for the auto is $15,990 drive away,