Hatchback Reviews

It's the car world's equivalent to a returning messiah but the latest Golf still carries dents from recent wars. There's no doubt that Volkswagen is shaken, not stirred, as quality issues with its seven-speed DSG transmission and engine breakdowns rattle owners and quietly amuse rival carmakers.It says the issues are behind it. It launches the seventh-generation Golf to an Australian small-car market that is very astute with buyers aware that there's 30 other name plates from which to choose.The market has also twisted its focus from fuel-saving diesels - a Volkswagen hallmark - to recognising a new breed of petrol engines that are almost as economical, more convenient to refuel and cheaper to buy. The Golf is a new car for a new age.VALUEVolkswagen has aggressively priced its cars over the past five years to such an extent that in Australia it almost mirrors pricing of its discount sister, Skoda. Golf Gen-7 prices start at $21,490 but that model is a bit bare and you'd be happier with the features of the Highline automatic range at $31,990 for the 103TSI petrol and $34,490 for the 110TDI diesel tested here.Choose diesel for long-distance range but for most of us, the 103TSI will save $2500 in purchase price and cost only $55 a year extra in fuel (based on averages). The diesel costs $876 to service for three years and the petrol is $931. Resale values are identical at a high 58 per cent.DESIGNCrisper, neater and oddly not too far departed from the previous Golf's style, the latest is both attractive and purposeful. No wasted line, no extraneous metal or plastic. Better, it won't tend to date. The cabin is even better.Electric park brake, lots of personal storage - including a driver-side glovebox and underseat drawers - add to the liberal passenger room and reasonable 380-litre boot (Mazda3 is 340). Soft-touch dash, piano-black and metal trim, instrument and switch clarity, the touchscreen and high-resolution reverse camera plus superb build quality put it into Audi territory.TECHNOLOGYThe platform is Volkswagen Group's MQB version designed to suit all its front-wheel drive cars. The chassis is lighter, stronger and cheaper to make. Engines are tweaked for more fuel economy and Volkswagen says the latest DSG transmissions won't have the same problems as previous versions. There's more focus on driver-focussed tools - sat-nav, smartphone integration and voice control - but nothing is complex or excessive. Golf models also get an Eco Tip function to help drivers save on fuel.SAFETYThe five-star car has seven airbags and a host of electronic aids. Aside from stability and traction control, all new Golfs get the GTI models' upmarket electronic limited-slip differential. The Highline adds daytime running lights, corner lights, auto headlights and wipers, emergency brake flashing, driver fatigue detection, hill holder, tyre pressure monitor, heated mirrors that dip when reversing, front and rear park sensors, reverse camera and a space-saver spare wheel.DRIVINGThis is so quiet. The engine is suitably muted but the cocoon-like cabin dismisses road noise like a luxury saloon. Everything feels tight and gauges are clean and simple while controls move positively and crisply into action. It reeks of attention to detail.The drivetrain is familiar and noted by the hesitancy of the diesel engine to arouse the six-speed dual-clutch automatic, the confident pull of the strong mid-range torque and the abrupt upshifting as that same torque seeks to save fuel flow to the engine.Handling is spot on and a credit to how good an electric-assist steering system can get. The ride isn't as firm as previous Golfs yet its suppleness doesn't upset the handling's fun factor. But I'm still not a fan of those awkward moments when the engine is called on for power and it's found sleeping with the transmission - a period of lag that gets very annoying.VERDICTHard to compare this to price-like rivals when the Golf is such a great drive. The diesel's love-hate relationship with the DSG means drivers must learn to be patient. Overall, the 103TSI petrol version may be better value.

Life is tough for those selling car marques operating in the mid-price range in Australia. Their problem is that the Asian makers are trying to lift themselves upmarket, while the big-three German prestige brands are moving down into smaller models at relatively low price points.Peugeot, the world’s oldest car name, is caught in the pincers between these two dissimilar groups. So the French maker has come out fighting by going boots and all into the hot-hatch arena.Peugeot’s 205 GTi was one of the major players in this exciting field way back in the 1980s, a stunning little machine with superb handling and a highly responsive engine, the 205 GTi is still looked back on with affection by we motoring journos who were there at the time.But Peugeot lost its way after the 205 GTi, producing what might be termed ‘lukewarm-hatches’ in the 206 and 207 ranges. Which was strange because during that period the company was heavily involved in the big-end of motorsport; particularly in long-distance endurance events (including Le Mans), off-road rallies (Dakar), hill-climbs (Pikes Peak) even dabbling in Formula One for a while.However, that quiet era has passed and Peugeot is back in the hot-hatch arena with a bang. Witness the introduction of the 208 GTi, a genuine high-performance car aimed at full-on car enthusiasts.TECHNOLOGYPeugeot 208 GTi has a highly tuned 200 horsepower (147 kW in non-performance speak) turbocharged engine stuffed under its shapely nose. This petrol unit produces up to 275 Newton metres of torque at just 1750 rpm.The engine only sits beside a six-speed manual gearbox as Peugeot feels the true driver is more than happy to make their own decisions on gear ratios. Sure, a double-clutch auto might prove faster, but it doesn’t offer the same pleasure as full manual gear shifting.DESIGNStyling of the three-door French hot-hatch is seriously modified from that of the standard 208. As well as the lowered suspension and a bold body kit it carries numerous items of bling on its body.Inside, there are race-style seats, leather trim on the handbrake lever – and healthy dashes of red highlights in various placed, including the instrument dials, the centre console and door sill panels.A controversial feature of the Peugeot 208 range is the tiny steering wheel’s position. While all like the size and that little bit of extra controllability it offers, some find it blocks their view of the instruments. It’s obviously a personal thing, but make sure you check it out during your own test drive.SAFETYSafety is looked after by the usual suite of active and passive devices, which include six airbags. An unusual feature is that the hazard warning flashers come on under heavy braking.DRIVING We road and track tested the 208 GTi over glorious mountain roads behind the Gold Coast and at the racetrack-like training facility among the cane-fields at Norwell.On the road sections the little Pug was a sheer delight. The engine has torque to spare in almost all conditions, responds virtually instantly to the throttle and is happy to rev to the top end of the tacho. Handling of the Peugeot 208 GTi is excellent and its light weight, just 1130 kg, makes it nicely nimble through the twisty bits.At the Norwell track we were assisted by a couple of professional racing drivers – Jason Bright and Andrew Jones – and took the lovely little French flyers to extremes. They are predictable and easy to control even when taken to their limits.The brakes did get very hot in these harsh conditions, so Peugeot 208 GTi won’t be a track-day car without better brake pads. It’s not exactly alone in this, it’s just that we feel you should be warned because plenty of you are going to be tempted by track driving.VERDICTWell priced at $29,990, Peugeot 208 GTi offers style, smile-inducing dynamic and powertrain performance that should guarantee it sits high on the shortlist of hot-hatch buyers.Peugeot 208 GTiPrice: from $29,900Engine: 1.6-litre 4-cyl turbo, 147W/275NmTransmission: 6-speed man; FWDThirst: 5.9L/100km, 98RON

Kia has shifted its assault on the fiercely competitive small car class into second gear with the arrival of the new Cerato hatch, four months after the sedan made its local debut.Building on the already celebrated sedan, the new hatch matches its four-door brethren on price and spec levels, and Australia’s preference for five-door practicality fuels Kia’s expectation that the hatch will attract 70 per cent of mainstream Cerato sales.The niche-market Cerato Koup and Veloster-rivalling Pro cee’d GT will arrive by early next year to complete Kia’s small car artillery, but the Cerato hatch will likely be Australia’s small-car Kia of choice.The third-generation YD Cerato hatch replaces the TD generation hatch that has continued to be available alongside the new sedan, and brings fresh design, impressive specs and visual appeal to help it continue the Korean brand’s recent run of winners.The Cerato hatch’s sedan-mirroring price and spec levels mean the entry S kicks off at $19,990 (drive-away at launch), before moving up to the $23,990 Si and $27,990 SLi range-topper.All Cerato hatch models come equipped with air conditioning, cruise control, flex-steer adjustable power steering, front and rear parking sensors, six-speaker audio with Bluetooth audio and telephone. Also across the board is Kia’s five-year unlimited kilometre warranty, capped price servicing plan, and one year roadside assistance to help make a compelling ownership proposition.The Si adds a premium steering wheel and gearknob, 4.3 inch colour multimedia touchscreen with reversing camera, extra chrome exterior detailing, auto headlamps, folding door mirrors with puddle lamps, proximity keys, and 16 inch alloy wheels.The top-spec SLi gains leather trim with front seat heaters and power memory driver’s seat adjustment, dual-zone climate control, power sunroof, HID headlamps, LED daytime running lamps and taillamps, auto-dimming rear view mirror, chilled glovebox, and 17 inch alloy wheels. Satellite navigation is only available as a $1000 option on the top-spec SLi models, which also brings a seven inch multimedia screen.Matching the Cerato sedan from the B-pillars forward, the hatch rides on the same 2700mm (50mm longer) wheelbase as the sedan improving rear seat legroom by a similar margin. The back seat is a genuine adult-carrier, with plenty of space for legs and heads beyond the six-foot barrier.Overall length is 210mm less than the sedan due to a shorter rear overhang, which also sees seats-up cargo capacity drop by 97 litres to 385L (VDA), which should easily be balanced by the real-world practicality of the hatch’s huge opening. Impressively, all models are fitted with a full-size spare wheel that is surrounded by under-floor storage cavities.The body’s increased use of high-strength steel compared with the previous hatch has resulted in a body that is 37 per cent stronger, yet 44-61kg lighter depending on spec. The hatch is not simply a bobtail sedan though, with a cohesive overall aesthetic that complements Kia’s existing designs, and even the basic S grade looks quite muscular from a rear three-quarter view.The hatch also matches the sedan’s engine lineup, with the S equipped with a 110kW/178Nm 1.8 litre petrol four, and the Si and SLi grades moving up to a 129kW/209Nm 2.0 litre direct injected petrol four.A six-speed manual is standard on all Cerato hatch models, with a six-speed auto available for a further $2000. The Cerato hatch’s combined fuel consumption figures are equal with the sedan, despite weighing 20kg more. This means 6.6l/100km (manual) and 7.1l/100km (auto) for the 1.8 litre S, and 7.4l/100km for the 2.0 Si and SLi variants with either transmission.Like the sedan, the Cerato hatch has achieved a five star ANCAP safety rating, with six-airbags, stability and traction control, and hill-start assist.The Cerato hatch is barely discernible from the sedan to drive, which is no bad thing. Significantly quieter and smoother than the previous hatch, the new Cerato’s construction has an air of quality that easily rivals the segment-leading Toyota Corolla, Mazda3 and the mechanically similar Hyundai i30.We had the chance to drive both 1.8L and 2.0L Cerato hatches, paired with the six-speed automatic transmission over a good mix of sealed road conditions, ranging from urban stop-start to high-speed bumpy rural ribbons of road.The 1.8 litre drivetrain proved adequate for hauling the circa-1300kg hatch over much of our route, but its meagre 110kW/178Nm made uphill acceleration and overtaking a chore. The 129kW/209Nm 2.0 litre offers far more relaxed progress over the same terrain, and would be a wise choice if you intend to use the hatch’s five seats with any regularity. The six-speed auto attached to either engine shifted smoothly and responsively, with none of the pronounced tendency to hold taller gears for fuel efficiency of some contemporaries.Like other recent Kia models, the Cerato hatch benefits from local suspension tuning, which is immediately apparent when the road turns rough. Carefully chosen damper rates help to maintain comfort and control in these conditions – a situation no doubt also aided by the hatch’s ‘wheel at each corner’ wide-track stance.The Kia Cerato hatch is certain to win many hearts on the Australian market. Like the Cerato sedan, the hatch is a value package that also boasts refinement, practicality and quality, with design appeal from all angles.

I keep joking that someone should hold a seance to find out what the original Mini's designer Alec Issigonis thinks about the new one, especially the growing diversity of models.Old Sir Alec died 25 years ago but back in his day there was just the Mini and the Mini wagon/panel van, as well as a ute but that was about it. Fast forward and we have just finished driving the seventh variation of the new Mini  the Paceman.VALUEA two-door, four-seat coupe, based on the off road Countryman, the Paceman is priced from $35,900, or from $44,100 for the more powerful Cooper S model (the subject of our review). Built in Austria standard kit includes 16 inch alloys, sports suspension, sports seats, leather steering wheel, front and rear fog lights, automatic lights and wipers, Chrome line interior and Bluetooth with USB interface. The Cooper S adds Dynamic Traction Control, Sport Button, 17inch alloys, clear indicator lenses and stainless steel trim for the pedals and footrest.TECHNOLOGYIt's powered by the same 1.6-litre engine as other Minis, this one with a twin-scroll turbocharger and direct injection producing 135kW of power and 240Nm of torque, with an extra 20Nm available briefly via overboost between 1700 and 4500 revs. The engine is paired with a six-speed manual or optional six speed automatic gearbox, with drive to the front wheels.Overseas the car is also offered with all-wheel drive, like the Countryman on which is is based. It's fitted with lowered sports suspension as standard, but still rides about 10mm higher than a regular Cooper S  although the car can also be ordered with regular suspension and ride height as a no-cost option.The Cooper S version also comes with DTC (Dynamic Traction Control) that allows controlled slip through the driven wheels. When the system is deactivated an electronic diff lock brakes whichever drive wheel is spinning to enhance handling. In terms of performance the sprint from 0 to 100 km/h takes 7.5 seconds and it has a top speed of 217 km/h. Fuel consumption for the manual is 6.6 and for the auto, 7.5 litres/100km (we were getting 7.8 after about 600km of mixed driving).DESIGNWe don't get it, but like a shark the Mini has to keep moving forward or it drown and sink to the bottom. In effect, this is the Mini equivalent of the equally weird looking BMW X6, also described as a sports activity vehicle. It's almost as big and heavy as the Countryman and the only one so far to have a name on the back. BMW of course owns the Mini franchise.SAFETYUnlike the Mini Cooper, which scores a full five stars for safety, Countryman gets only four stars for from the Australian ANCAP organisation and we can only assume Paceman will score the same (it hasn't been rated yet).Comes with a full complement of safety equipment including six airbags, electronic traction and stability control, an electronic differential lock and anti lock brakes with brake assist, corner braking control and electronic brake force distribution.DRIVINGCan't argue with the way it goes. It's a great engine that likes to rev with plenty of torque down low. The manual shift is easy to use and third gear offers a broad range for corner to corner work. But the car has a tendency to move around on choppy, secondary roads when put under pressure, especially the rear wheels which are prone to lift off.Fitted with 205/55 17s, the tyres have plenty of grip but the taller body structure and higher centre of gravity come into play eventually, reducing the limits of its handling. Having said that it was more than a match for a group of motorcycles that we encountered during a searching test drive, although by the looks of them they were still learning how to setup their corners properly.A defining feature of the car, the huge centre speedo is almost impossible to read at a glance, but fortunately the smaller unit atop the steering column offers a digital readout. Although described as a four seater larger passengers may find it a bit cramped back there.VERDICTWe like it. The head says no but the heart says yes  but if we were contemplating the purchase of a Mini any day soon we'd probably opt for the regular one and a Cooper S (the JCW is just too expensive).Mini Paceman Cooper SPrice: from $44,100Warranty: 3 years/unlimited kmCapped servicing: noResale: 56% (Glass's)Service interval: 12 months/25,000km (condition based)Safety: 5 stars (Countryman)Engine: 1.6-litre 16-valve direct-injection turbo 4-cyl, 135kW/240NmTransmission: 6-speed auto; FWDThirst: 7.5l/100km, tank 47 litres, on test 10.6, 95RON PULP; 166g/km CO2Dimensions: 4.1m (L); 1.8m (w); 1.5m (h)Weight: 1330kgSpare: run-flats

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?The is the 1-Series you'd have if you couldn't run to the six cylinder 135i. It's a classy, quick five door hatch.How much?The price is $49,500 for the 125i with M-Sport package that includes eight speed auto transmission and premium satnav. It's right on the money with competitors.What are competitors?Plenty of new (front drive) cars coming through including the Benz A250, Audi A3, Volvo V40.What's under the bonnet?It's a petrol four cylinder with variable valve timing both side as well as variable valve lift, twin scroll turbo and direct fuel injection. Power is 160kW with 310Nm of torque. Drive is to the rear wheels.How does it go?Zot. Quick no matter how you look at it, this is a quick little device with zip off the mark and strong pull right through to engine redline. Great dynamics too, sporty and comfortable, excellent steering with variable sport steer system, strong brakes.Is it economical?OK at around the 7.0 mark, better if you're careful on at least 95 RON petrol.Is it green?Fairly, Has auto stop/start, EcoPro drive mode and other techy stuff.Is it safe?Five starsIs it comfortable?Well featured with Bluetooth phone and audio, leather sports seats, dual zone climate,voice control, on board computer, rain sensor, keyless entry and ignition. Seats for four adults and some luggage.What's it like to drive?Sharp. Enthusiast drivers will like this one. The wheel feels good in your hands and there are plenty of choices to customise the drive feel. The eight speed auto is superb and comes with paddle shift and multiple modes.We had to continually remind ourselves we were in a 1-Series and not a 3-Series. It has a sporty feel to the dynamics, excellent steering thanks to the variable sport steering system, strong brakes and even sounds pretty good.Is it value for money?You'd have to have it on the short list. Feels like a 3-Series from behind the wheel, Goes like a sports sedan in a straight line and around corners.Would we buy one?Maybe. Not really fans of the new 1-Series styling particularly the frontal treatment. But it's great to drive and has plenty of kit spoiled a tad by the cost of options and packages. It is after all a small five door hatch, albeit, a supremely safe and well built one.BMW 125i M-SportPrice: from $49,500Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS with EDB, TC, ESCCrash rating: Five starsEngine: 2.0-litre turbo four-cylinder, 160kW/310NmTransmission: 6-speed manual, 8-speed automatic, rear-wheel driveBody: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)Thirst: 6.6/100km, 154g/km Co2

Until the launch of the all-new Honda CR-Z, which the Japanese company has billed as ‘the world’s first hybrid sports coupe’, the only reason to buy a petrol-electric hybrid was to minimise emissions and fuel use.Honda CR-Z aimed to change that by making hybrids desirable – and succeeded enough that it took out the Wheels’ magazine 2011 Car of the Year award.Now the big names in sportscars are also working hard on developing hybrid cars, amongst them Ferrari and Porsche. These supercar hybrids are not only immensely more complex in their drivetrains than the little Honda, but also don’t do your bank balance any favours.Honda’s long overdue NSX hybrid supercar, due in 2015, is likely to rival the big name Europeans in performance, although probably not in price – we can’t wait to get into one ourselves.ENGINE, MOTOR AND TRANSMISSIONPower for the Honda CR-Z comes from the combination of 1.5-litre i-VTEC petrol engine and Honda’s Integrated Motor Assist (IMA) electric system. Maximum power output for the combined petrol/electric system is 100 kW with peak torque of 190 Nm (manual) or 172 Nm (automatic CVT).CR-Z comes with a choice of six-speed manual and CVT. Though we admit that CVT is a more efficient way of transmitting power, thankfully our road test car had a ‘proper’ manual gearbox.STYLINGStyling of the Honda CR-Z is distinctive with a sloping rear glass roof and chopped off tail that are reminiscent of the old Honda CR-X and the original Honda Insight. The latter being the first every production hybrid to go on sale in Australia.The horizontal split panel arrangement of the rear windscreen doesn’t do a lot for vision. Drivers who don’t adjust their door mirrors correctly could get themselves into strife.INTERIORHonda CR-Z is best considered as a 2+2 with the rear seats only there for emergencies. Front leg, shoulder and headroom are all good. Luggage space is reasonable at 225 litres, expanding to 393 litres with the rear seatback folded, the latter is a feature not always available in hybrids.SAFETYStandard safety features include front, side and curtain airbags, ABS brakes with electronic brakeforce distribution and brake assist, stability and traction control. On the crash avoidance front there are daytime running lights, LED taillights and rain sensing windscreen wipers.TECHNOLOGYUpmarket interior features include satellite navigation, reversing camera, panoramic glass roof, leather-trimmed front seats, climate-control air conditioning, cruise control, leather-wrapped steering wheel, Bluetooth connectivity, steering wheel-mounted controls and USB and Auxiliary inputs.DRIVE IMPRESSIONSThis is the sort of car that cries out to be taken to your favourite country roads when traffic is light, or preferably non-existent – hills and curves that test car and driver to the limit if you want to really press yourself. The Honda couple sliced along in a most delightful way, hugging the curves and remaining beautifully balanced. The little high-revving Honda engine, aided by the extra torque provided by the electric motor was very much part of the driving enjoyment.Torque is paramount for most driving enthusiasts and, as with all pure electric or petrol/electric vehicles, there’s plenty of it at low revs meaning that it can accelerate sharply from a standing start. Add the high revs that are characteristic of Honda engines and there’s plenty to enjoy.Just as importantly, the CR-Z performs well in daily commutes because energy that would otherwise have been lost in a conventional car, is stored in a battery for reuse when taking off again. Once more the added torque that’s such a feature in country driving comes to the fore in traffic.On test our fuel consumption was between four and five litres per hundred kilometres in easy freeway running, rising to sixes and sevens in town. Impressive figures given that we made no real attempt at economy driving.Honda CR-Z has a three-mode drive system (Sport, Normal and Economy) which controls steering, throttle response and IMA assistance. ‘Sport’ mode increases throttle and steering responsiveness and increases electric motor power assistance. ‘Economy’ mode tunes the system for optimal fuel economy. ‘Normal’ balances performance, economy and emissions to suit most driving conditions.As part of a 2013 upgrade Honda’s new Plus Sport (S+) feature was added. With the press of a button this provides extra engine and electric motor assist power. It can be used with any of three drive modes. Other 2013 enhancements include a lithium ion battery; rear LED lights; redesigned front bumper and grille; 17-inch two-tone alloy wheels and two additional exterior colours.VERDICTThe very clever Honda CR-Z adds driving enjoyment to fuel savings and low emissions and is a true little sports machine that appeals to many drivers. Honda CR-Z Price: from $38,490 (manual), $40,790 (CVT), Engine: 1.5-litre 4-cylinder petrol/electric hybrid, 100kW/190Nm (Maximum)Body: three-door hatchCapacity: 1.497 litresTransmission: 6-speed manual or CVTBoot space: 225 litres (393 litres with rear seatbacks folded)Turning Circle: 10.8 metresKerb Mass: 1115 kgFuel Tank Capacity: 40 litresThirst: 5.0L/100km CO2 118g/kmWarranty: three years, 100,000 kilometres

The Peugeot 205 GTi held the hot hatch crown in the 1980s, and helped cement Peugeot’s motorsport reputation. It was raw, lively and fun, but with the uncivilised potential to get you into serious trouble. And the way it covered the ground between here and the horizon was astounding.With its demise came a series of hot hatches that had all the Peugeot DNA, but they were neither lively nor fun. So with the new 208 GTi launching under the tagline “The GTI is back", Peugeot is hoping that means the magic is back as well.DESIGNThe GTI-is-back line isn't just restricted to the marketing either, it's part of the car's styling - most obviously in the logo on the C-pillar, where once you would find a 1.6 or 1.9 badge. Echoing its ancestor, the wheel arches are all appropriately flared with plastic extensions, although the 208's are painted and less cartoonish.Sadly absent is a reboot of the signature 205 GTi wheel designs – early telephone dial and multi-spoke Speedlines made famous by WRC cars – in favour of a more modern and intricate style. The body doesn't squat down over those wheels and from behind, you'll be hard-pressed to guess it from the rest of the range, apart from the trapezoidal exhausts.From the front, there's a more aggressive bumper, grille and daytime running lights unique to the GTi - once you recognise them, you'll always see one coming. It sits lower and has wider front and rear track (10mm and 20mm respectively), with 17-inch alloys wrapped with 205/45 rubber. On the inside there's acres of piano black, set off by the retro cues of red stitching, red accents and squared off seat bolsters.Peugeot's fondness for nostalgia does not, thankfully, extend to the cabin equipment. A high-tech interior comes with a complicated seven-inch touchscreen, with bluetooth, sat-nav and two USB ports. The dash and fittings are made from nicely textured soft plastics and the doors are capped with more piano black plastic that appears to bleed red over the handle.VALUEThe GTi hits our roads for $29,990, a full five grand cheaper than the run-out Renaultsport Clio (and probably the new one), but almost five more than the just-announced Ford Fiesta ST. It also has the cheaper - and popular - VW Polo GTI to contend with, which also has a DSG auto and two extra doors. Peugeot will also offer future assured value via their finance arm, as well as capped price servicing.TECHNOLOGYUnder the bonnet is the same engine found in the RCZ and Citroen DS3 Sport - plus (whisper it) the Mini Cooper S and JCW. And it delivers just as much fun as in any of those cars. Smooth and muscular, it's good for 147kW and 275Nm of torque with just a six-speed manual available.But sadly, despite the efforts of the exhaust engineers, the 208 doesn't have the sporty exhaust note they were looking for and none of the exuberant poppity-pop of the JCW. It certainly moves the 1167kg 208, reaching 100km/h in 6.8 seconds. The cornering control system uses the ABS sensors to nip a rear disc to help bring the back end into line if it all gets a little unruly.SAFETYSix airbags, ABS, traction and stability control and electronic brake force distribution all add up to five stars.DRIVINGThe driving position and controls might take a bit of getting used to. The steering wheel is genuinely tiny and with the flat bottom, there's less of it than if it had been round. It doesn't really make sense - the idea of a flat bottom is to make room for your knees.You have to drop the wheel low so you can see over it to the dashboard, which seems counter-intuitive but it works, especially once you've found the paddle holding the cruise control. You may have to sit a little higher than you might normally.Out on the road, it's a very easy car to drive, even in traffic. The ride is almost limo-like for a hot-hatch, something Peugeot used to do really well. Combined with the generous seats, clear vision out and an easy clutch and gearbox, this could be any good hatchback in everyday driving.Floor it, however, and it comes alive with plenty of grip and plenty of character. Firing into a tight bend, you can feel all four corners working hard, with tyres at both ends happy to make noise as you head for the apex, letting you know where you've gone wrong and gently suggesting what to do about it.Too fast? Just lift off the gas and the nose comes straight back with a vengeance, giving you confidence and the heroic feeling that you've found its limits. The body rolls a little bit more than expected but it delivers a better experience overall than a harder, lower machine might.The brakes are strong and took a pretty serious pounding around the track and on the road without feeling like they would give up. The steering, while weightless, responds immediately, allowing you to dart left and right with a flick of the wheel - but it's not so fast a sneeze will cause an unscheduled lane change.VERDICTIs the GTi back? Yep, but it’s learned some extra manners. The 208 is civilised at all times but when you give it a kick, it'll fire up and show you it still knows the GTi tricks -- without ever losing patience and chucking you backwards through a fence.The 208 is entering a war zone that in twelve months’ time will be packed with a battalion of hot hatches to choose from. It's got a big job ahead of it but for the first time in 20 years, Peugeot is well-armed for the conflict.Peugeot 208 GTiPrice: from $29,900Warranty: 3 years/100,000kmCapped servicing: $270/yr for 3 yrs/60,000kmService interval:12 months/20,000kmSafety rating:  5 starsEngine: 1.6-litre 4-cyl turbo, 147W/275NmTransmission: 6-speed man; FWDThirst: 5.9L/100km, 98RONDimensions: 3.9m (L), 1.7m (W), 1.4m (H)Weight: 1160kgSpare: Full size 

Fresh from the excitement of slashing prices and therefore greatly increasing sales of the Fiat 500 in Australia, the new importer has reintroduced its Punto hatchback.Now that Fiat Australia is controlled by the Italian head office, rather than a private importer, the Italian marque is pushing to become a mainstream player.Punto came to Australia between 2006 and 2010, but sold in modest numbers as it was expensive and not promoted with any real vigour. That’s about to change as the ‘new’ Fiat Australia has dramatically reduced prices and is about to launch a major advertising campaign.Almost nine million Fiat Puntos have been sold globally in the past 20 years and the new president of Fiat in Australia, Veronica Johns, is confident she can play her part in helping it reach the magic figure of 10 million in the next year or so.Unlike the cute Fiat 500, and the trendsetting Fiat Panda that’s due in Australia late in 2013, Fiat Punto is aimed at relatively conservative buyers. Hence it has neat but somewhat subdued styling. While the Punto has lines that are smooth and likely to prove timeless, it certainly didn’t create any visual interest from during our introductory test drives out of Brisbane.In Europe the Punto’s chief competitors are Volkswagen Polo, another vehicle that leans in the conservative direction so there’s no doubt the Italian designers are on the right track.However, Fiat dealers carry an extensive range of customisation gear so your Punto can take its own direction in the styling stakes. More about this in a moment.The engine in the Punto is the basic version of Fiat’s 1.4-litre four-cylinder unit. With only two valves per cylinder it has a power output of just 57 kW. Peak torque is 115 Nm at 3250 revs.The recommended retail price of $16,000 driveaway for the Punto Pop five-speed manual is significantly lower than that of Polo, Yaris, Mazda2, i20, Rio and a host of other cars in an exceptionally crowded market segment. Should you want an automatic transmission, Fiat’s Dualogic, which is an automated manual not a full auto, costs $17,500 driveaway.Be aware that these driveaway prices are only for the Punto Pop, you have to factor in on-road costs in the other two models in the Punto range.Far from being a stripped down ‘get-them-into-the-showroom’ special the entry level Punto Pop has a fair bit of gear; the denim inserts in the seats make a statement, the six-speaker radio/CD/MP3 audio system has steering wheel controls, and the Fiat Blue&Me hands-free Bluetooth phone setup reduces the dangers of driver inattention.Next up the line, the Punto Easy has 15-inch alloy wheels, a fancier design of dashboard, a leather wrapped steering wheel and gear lever, a front seat armrest, and rear parking sensors.The range-topping Fiat Punto Lounge has 16-inch alloys, a pair of sports seats in the front, a soft-touch finish to the dash, climate control air conditioning, ambient lighting and automatic windscreen wipers.A huge range of accessories and custom features is on offer. Some of our favourite dress-up items are checkered-flag covers for the door mirrors, Italian national-colours decals on the B-pillars, a twin-tailpipe extension on the exhaust and Fiat embossed covers for the tyre valve caps. Not to forget a huge choice of side stripes and alloy wheels.Major active safety items are ESC and ABS and hill-hold. Passive safety is by way of seven airbags on all models with the exception of the Pop, which misses out on a driver’s knee bag.It comes as no surprise that this low-power engine is no ball of fire and requires frequent use of the gearbox to keep it working in a reasonable manner. The change action of the manual is better than average for a front-drive car and driving a car like this can be fun for those who love their manuals.The Dualogic generally changed down promptly under its own volition, and has manual overrides should you decide your driving skill need to be called upon. Having said all that, if you’re looking for a performance hatch you should probably shop elsewhere.

You've got to hand it to Fiat for having another crack at the Aussie market after a number of previous half-hearted attempts under private importers. They're serious this time with a factory owned local operation.First cab off the rank, the tiddler-size 500, recently came in for some "repositioning" (price reductions) and now the Italian manufacturer is re-introducing the Punto, a biggish light car now offered from a start price of $16,000 drive away for the base model Pop.Before the end of the year we'll see the practical little Panda coming in to compete against a rash of similar size small SUVs from left, right and centre. Fiat also has two light commercial vehicles in the Ducato and Scudo vans and there's also the Freemont people mover (aka Dodge Journey).But focus this month is on the rebirth of Punto, a model that's been around since 2006. The local Fiat outfit has opted for Punto in five door hatch configuration only in Pop, Easy and Lounge grades. All share the same naturally aspirated 1.4-litre petrol engine while the Pop is the only one to get a five-speed manual with optional five-speed Dualogic automated manual transmission ($1500)  standard on Easy and Lounge grades.The engine passes Euro 5 emissions regulations despite having a single camshaft and only eight valves. It's an old plonker for sure but sips 91 octane fuel lightly on the way to achieving a modest 57kW/115Nm output.This is adequate to push the one tonne Punto along at a respectable clip provided you don't expect anything remotely sporty. In Dualogic mode, it's even more relaxed and has the annoying trait of lurching between gear changes. Get the manual every day unless you want to turn into a nodding dog.Punto has auto stop/start, gear shift indicator and eco:Drive software to help drivers learn economical driving techniques.It's all adhoc stuff that skirts the real issue  a lack of powertrain technology to assist efficiency.Punto scores a five star ANCAP rating and comes with a reasonable amount of equipment in the base model including a multi-function wheel, Bluetooth phone, USB connector, decent audio, aircon, power front windows, remote headlight height adjust, daytime running lights, folding rear seats, full size spare and other stuff.But you only get plastic wheel covers for the cheap 15-inch steelies, a hard plastic dash, wind up rear windows, drum rear brakes and modest rear seat legroom.The Punto is old school hatchback, innocuous but not exciting at all. It looks a little like a Nissan Micra at the front and an earlier Ford Fiesta at the rear.  It won't offend anyone that's for sure. It's the same in the cabin -- small econobox, nothing flash but it's functional and has a pleasing appearance to the dash.We drove Punto Pop in a city environment and it proved quite a handy tool nipping through tight laneways, parking in small places and using as little as 7.4-litres/100km in the city. That drops to 5.4L on a combined city/highway circuit for the Dualogic cars.The ride is comfortable from a strut front and torsion beam suspension system and the electric steering is light and has some 'feel.' But you have to row through the gears to get it going with any purpose. With Dualogic, that means using the manual selector system.We kinda like the Punto because it's something different to the rash of Japanese and Korean cars in this segment. We'd have one over something like a (cheaper) Suzuki Alto or Mitsubishi Mirage every day because Punto has a proper four cylinder engine and doesn't look like a Noddy car. But it needs a turbodiesel engine option -- possible down the track.

BMW’s Mini seems intent on becoming all things to all men and women, continuing to come up with new versions of the iconic British brand. The John Cooper Works high-performance range is now offered in every model: Mini, Clubman, Coupe, Cabriolet, Roadster, Paceman, Countryman and GP.HISTORYJohn Cooper, who gained legend status during the 1950s and 1960s designing Formula One and Indianapolis 500 race cars, began putting a sting in the tail of competition Minis – he designed the first high-performance Mini Cooper for the 1960 Monte Carlo Rally - and perking up the performance of production models. These days, many gentleman of a certain age glaze over at the mention of the Mini Cooper - enough to bring a tear to a glass eye. John Cooper died in 2000, aged 77. Cooper’s son, Mike, has brought the same passion to the company as his father and John Cooper Works continues to pump JCW Minis into a market attracting enthusiasts of high performance vehicles with individuality, versatility and, in this case, an impeccable pedigree. ENGINE AND TRANSMISSIONHeart and soul of the range is a new generation 1.6-litre four-cylinder engine featuring twin-scroll turbo technology, direct fuel injection, variable valve lift and timing, and a reinforced cylinder head and pistons, sodium filled exhaust valves and lightweight crankshaft, all fashioned from the racing-car list of goodies With a maximum output of 155 kW and 260 Nm of torque, (280 Nm with overboost), which increases to 160 kW and 280 Nm (300 Nm with overboost) in the ALL4 all-wheel-drive Mini JCW Countryman and Mini JCW Paceman. Mated with a standard six-speed manual gearbox, an optional six-speed automatic transmission is available for all Mini JCW variants except the GP limited edition model. TECHNOLOGYDepending on the model, a Mini JCW sports suspension, with dynamically tuned dampers and anti-roll bars, comes as standard or as a no-cost option. Stopping is guaranteed with a standard high-performance sports-brake system. A ‘Sport’ button on the centre console allows the driver to change engine response and accompaniment, as well as the power steering effort. In auto models, engaging Sport mode also quickens shift times. DRIVE IMPRESSIONSWe tested the latter models to great effect in cold and damp conditions on several sections of the Targa Tasmania route outside Hobart. A raspy motor note rang out through the narrow, twisty tree-lined avenues courtesy of the standard JCW sports exhaust system, which was cut to popping and crackling on over-run. Smiles all round. Precise speed-sensitive steering enabled the steerers to put the cars in perfect alignment over the fast and testing stages, while the tightly tuned suspension maintained the cars’ handling stability. However, there was a downside, with the Paceman producing a choppy ride over uneven road surfaces. It was similarly the case with the GP on the track, a fact that was highlighted by the media minder for the day, Mike Eady, the BMW driver trainer flown in from New Zealand. A former racer in Europe with much experience testing on the Nordschleife of the Nurburgring where the Mini JCW GP was shaken down, he suggested turning down the damping a notch or two would not have sacrificed performance to the production of a smoother ride. We spent time under the direction of Eady in the Coopers barreling around Baskerville circuit, near Hobart, weaving through cones in a rapid direction-changing exercise and scorching up the straight to come to a stop with heavy braking testing to the full the ABS effectiveness. No brake fade became evident in any of the cars – JCW hatch, Coupe, Roadster or GP - throughout the entire uncompromising workout. Star of this event was undoubtedly the limited edition GP which, with its stripped-back 1160 kg unladen weight and highly modified 1.6 litre turbo engine pumping out peak power of 160 kW and maximum torque of 260 Nm, traction control system with a specific GP mode, as well as a bespoke racing suspension and braking system, is the essence of the John Cooper Works philosophy. Aerodynamics, consisting of under-body panelling to reduce drag and a carbon rear wing to improve down-force over the rear axle, give the Mini JCW GP a strong street presence. The driver and co-driver are securely supported in heated leather Recaro sports seats with contrasting red stitching and a special knee roll for bracing during all-out driving.  The fastest series production car to come from the British marque, only 2000 with a single specification will be produced, with 55 pencilled in for Australia, on test in the ‘Green Hell’ of Nordschleife clocked a very respectable lap time of 8min23sec, 18 seconds faster than its predecessor, the Mini Cooper S with JCW GP kit.VERDICT No doubt for the driving enthusiast with a fancy for the ultimate sporting Mini, the new GP cannot come quick enough. MODEL LINE-UPMini JCW: from $50,400Mini JCW Clubman: from$51,800Mini JCW Coupe: $52,600Mini JCW Roadster: $55,100Mini JCW Cabrio: $58,500Mini JCW Countryman ALL4: $56,800Mini JCW Paceman ALL4: $58,600Mini JCW GPII: $56,900Note: These prices do not include government or dealer delivery charges. Contact your local Mini dealer for driveaway prices.Mini John Cooper WorksPrice: from $50,400Engine: 1.6-litre turbo petrol, 155kW/260NmTransmission: 6-speed manual, FWDThirst: 7.0-litres per 100km, CO2 163 g/km