Hatchback Reviews

The Fiat Punto is back with a fresh face and a $4000 price cut. The Italian five-door hatch now starts at $16,000 drive-away, making it one of the cheapest Europeans on the market.The Punto disappeared from Australian showrooms three years ago after slow sales. But it’s back with a revised model line-up that takes in some minor visual changes to the lights and bumpers and an updated interior.Priced from $16,000 drive-away, the Punto now comes with Bluetooth phone connectivity but still lacks wireless audio streaming. The Punto Pop comes with a USB port located in the glovebox (hidden behind a little rubber bung type protector) while the Easy and Lounge have their Aux in and USB ports exposed in the centre console. The Punto also has one of the cheapest satellite navigation upgrades in the business. The $595 optional touchscreen plugs in to the top of the dash.The 1.4-litre four-cylinder petrol engine produces 57 kW and 115Nm. There's a choice of either a five-speed manual or five-speed robotised manual transmission.Armed with six airbags and stability control the previous generation Punto scored a five-star safety rating from ANCAP. The new one has not been tested but it’s unlikely to have gone backwards.The Punto has been around since 2006. As it approaches its eighth birthday (old age in the car world) this is its third update. It still drives well, soaks up the daily grind with ease and visibility is good all around because of the large glass area (at a time when car windows appear to be getting smaller).But the 1.4-litre petrol engine is a little underdone even in small car terms. When matched to the optional five-speed robotised manual ($1500 more) it can be downright frustrating. Unlike the more modern twin-clutch automated gearboxes, this is an older design and the shifts are slower and more pronounced.In practical terms it means the Punto is slow to grab a new gear and it can feel like an eternity, even if it does only take a few seconds to respond. Modern automated twin-clutch gearboxes shift in milliseconds. Three-point turns come with a new level of anxiety with one of these gearboxes. You have been warned.The reason the Italians are slow to embrace twin-clutch or even conventional automatic gearbox technology is because manual gearboxes still account for the majority of sales in Europe. In Australia it’s the other way around.Sharpening the purchase price makes the Punto a more attractive position than before but Fiat does not yet have capped price servicing, so be sure to shop around.Service intervals are 12 months or 15,000km (whichever comes first) and the warranty is three years/150,000km (the distance sounds generous but in reality Fiat know most drivers rarely do more than 50,000km over three years).This reporter is on Twitter: @JoshuaDowling

There's a melange of motifs in this little VeeWee. It bears the nameplates Beetle and Fender, the people's car and the original hard bodied electric guitar -- both modern versions of which are made at some remove from their respective places of origin.Its light-deflecting shade evokes both T-Model Ford industrial pragmatism and the preferred hue of rock 'n' roll T-shirts (and a few so-called “classic” rock albums). Primarily, the Beetle Fender Edition is a novel addition to second generation of the “new” Beetle range, one to raise a smile in a someone bitten by the black dog.VALUEA sticker of $34,490 puts the Fender neatly between entry level and top spec Beetles. It's a fair ask for a toy embellished by 18x8-inch alloys fashioned in the manner of the old Beetle's hubcaps, pearl black paint, chrome bits, Beetle and Fender badging, bi-xenon headlights and LED daytime driving lights.The chief feature is not visual but aural an eardrum bleeding 400 watt Fender Sound premium audio system with digital 10-channel amplifier, eight speakers and subwoofer. Though probably not best appreciated by someone whose idea of a decent sound system is his iPhone dock, this thing strikes even the cloth eared as a monument to clarity and power.Seven speed twin clutch auto (DSG) is the standard transmission. Options are satnav at $1,700 and sunroof at $2,500, which would serve mainly to consume the very decent headroom.TECHNOLOGYIt's more or less axiomatic that VW's tech of yesterday is most other brands' tomorrows. While the new Golf is built on a new modular platform, the latest Beetle comes off the surpassed Mark V/VI Golf's underpinnings. At the front end this includes extended electronic differential lock, the device which does so much to quell understeer on the GTI.Aft, however, is a different story and a reminder that the Beetle, like the Jetta, is built in Mexico. There's no multi-link rear suspension as per Australian Golfs, rather the simple torsion beam set up prevalent in the US-issue cars.And you care how much? In truth this is unlikely to cause hesitation in one drawn by what is an exercise in borderline kitsch. But it's not just you reading this, you know.Possibly of more interest is the twin charge engine, using both super- and turbo charging, also a memento of the previous Golf and driven via a seven speed DSG. This combo has of late been subject of much opprobrium and an ignominious recall. Again, though, we emphasise the most recent models to which this applied were built in 2011.DESIGNJust as the very notion of a “new” Beetle polarised the classicists and those who could care less about heritage but knew cute when they saw it, this version does so outside and in. As the man in Spinal Tap says: “It's like, how much more black could this be? And the answer is none. None more black.” Or at least none other than black, the sole shade for the Fender Edition.Within it's hard (for me at least) not to love the sunburst dashboard fascia just like a Fender. The flat bottomed wheel is another GTI nod, handsomely set in the brown decorative stitching that also adorns the handbrake lever, gearshift, leather surrounded seats and carpet floor mats.To complete our impression of an interior design catalogue, three colour ambience lights glows through fluoro white, angry red and cool blue. Nice. But no auto headlight setting? In a $35K car? A classic 2+2, the rear seats are for parcels or infants or folded down to expand the diminutive cargo area into one capable of carrying a holiday's worth of luggage for two.SAFETYFive stars from Euro NCAP in which agency's testing the Beetle scored especially well on adult and child protection 92 and 90 per cent respectively). In the safety assist category, the trick diff and advanced anti-slip regulators scored it 86 per cent. In the pedestrian assessment it rated 56 per cent, surely of itself an encouragement for looking before you blunder onto the road, something that listening to music through earpieces does nothing to constrain.DRIVINGIt might suffice to say that a bloke hereabouts who drives an ancient original Beetle to work had a go in this and vowed to buy it. Of course, the former device was conceived as a doughty means of mobility for the working man's family; only belatedly did it come to be considered cool.When reinvented in the late '90s it was with no notion but the latter, a fashionable tote for the urban lady. That it sucked so abjectly in just about every respect, not least the dynamic, was apparently beside the point.The newest Beetle is every bit further advanced as the decade plus between the two generations should suggest. By no means a sports car, nor even particularly sporty, its light weight and sophisticated little engine keep it on the fun side of the ledger.After the characteristic but momentary hesitation of the twin clutch to engage, the supercharger delivers off the line torque deceptively quietly, the turbo coming on as the revs move into four figures per minute. It's every bit as powerful as a much larger naturally breathing engine, but so much more efficient and compact.Any thought that the latest Beetle might have been a poor man's Audi TT are banished simply by looking at it. The VW stands much taller, about average hatch height, and its body roll in hard cornering is considerable, as is grip from that those big rubber boots. Shifting the stick to Sport (no paddle shifters to play with and, really, who cares?) stirs a response that's good deal more vigorous than Drive, holding onto gears that bit longer.VERDICTWhat price is fun? The black Beetle is a bright spark amid the grimness of the daily grind.

Doctor Frankenstein could not have done a better job on the new BMW 3 Series Gran Turismo. The family hatch with the 3 Series tag is more like a 5 Series in the body, more like a 7 Series in the cabin, and has - just quietly - more than a touch of Saab 9000 in the tail.It's also got frameless doors like a Subaru Impreza, a giant hatchback tail similar to a Ford Mondeo, and a pop-up rear spoiler that reminds me of a Porsche Cayman.And the styling? Well, even the Carsguide fans of the car admit it has a pregnant paunch, while others suggest it just looks butt ugly. If this sounds a bit confused or confusing, or a bit mix-and-match, it's not. It's monstrously good for anyone with a young family who craves the boot space of a wagon, the flexibility of a hatch, and the driving enjoyment of a 3 Series.I think the GT is an even better drive than a regular 3 Series and it's a car I would recommend to friends. It's definitely a leap forward from BMW's first GT, the over-hyped and under-done 5 Series model. As many as 500 Australian families are expected to choose a 3 GT for their next car, or around 10 per cent of total 3 Series deliveries.And it could easily mean the end of the Touring wagon down under. “We've had a bigger reaction to this car than we expected. It's got more interest than anything else recently,” says Tom Noble, head of marketing at BMW Australia. “It's one of those cars that people go, 'What's this then?' It's already working better for us than the 5 Series GT.”VALUEWould you pay more than $9000 over a 3 Series sedan to get a GT? That's what BMW is asking, even though it says the compensation comes with more equipment and a car that is majorly bigger than a four-door Three. The starting price for a 320i GT is $69,599, against $58,600 for a 320i four-door, rising to $71,800 for the 320d and $76,500 for the 328i Gran Turismo.The package includes an eight-speed automatic gearbox, a full suite of safety equipment, leather in the cabin, great aircon and a big infotainment display, as well as the electric assists you expect in a prestige car. As usual now at BMW, the specification choices are Modern, Luxury and Sport, but you can also spend big on things like M equipment and customised cabin pieces.“There is more specification in the car than the standard 3 Series sedan, and you've got more functionality and more space. And there is more metal in the car,” says Noble. “I think there is good value in it, because I don't think you get that combination in anything else. To put all those bits and pieces together, to get it to work, that's where the value is. I don't know if anyone else could build a car like that and get it to drive the way it does”.TECHNOLOGYThe Gran Turismo is predictably BMW in the raft of electronics inside the cabin and under the body, but the real technology is in building the body. The car is so different from a regular Three that it comes down the 5 Series assembly line in Germany, where they apply finishing touches that include a back end with everything from 520 to 1600 litres of storage, a big storage bin under the boot floor, an electric tailgate, rear-view camera and more.I'm not convinced by the 'active' rear spoiler, which only rises from the tail at 110km/h and can hardly make much difference at legal Australian speeds. The GT still comes with runflat tyres that have been despised by the Carsguide crew, although these latest Continentals are easily the best I've tried - even on 19-inch alloys. All three models come with stop-start.DESIGNThe GT wears a 3 Series badge but it shares very few panels with the sedan. In fact, it could be just the boot, as even the front guards pick up an extractor vent to cut drag, and the roof, frameless doors, and everything in the tail is new. The proportions of the car are somewhat, well, stretched. And not always in a good way, despite the curvy coupe-style roofline. There is a lot of bulk around the tail, although it's needed to package a car that is a full 200 millimetres longer than the 3 Series sedan and also 81 millimetres taller. The best thing is the 110mm stretch to the wheelbase that means rear legroom to trump a 7 Series and a more compliant feel to the ride.Inside, the rear seats are set slightly higher in the latest 'theatre' style for a better view, and they obviously split and fold - 40:20:40 in this case - to maximise the choices for carrying, as well as offering a slight recline.SAFETYWe have no reason to question the competence of a car that's almost an automatic 5-star NCAP car. There are six airbags, ESP and ABS, an active crash-preparation system, dynamic braking lights that vary their intensity in a panic stop and automatic wipers.DRIVINGThe early mail on the Gran Turismo is not promising, based on the bloated back end and driving responses that are more leisurely than we expect from a 3 Series. Then again, the latest Three is being smashed in showrooms and was easily trumped by the Benz C-Class in our last prestige comparison.So it's time for a fresh look and some family time, which quickly highlights the advantages of the GT. The boot really is huge, there is great space for a four-year-old in the back seat, and the car is comfy and quiet.On some nasty, bumpy roads in northern NSW - not recommended in the BMW drive route - the GT is surprisingly compliant and enjoyable. I'm spoiled a little by starting in the 328i, which makes 180 kiloWatts of turbo power with 350 Newton metres of torque from its force-fed four, but time in the 320i with 'only' 135/270 shows the same pattern.It's not a car to hustle or fuss, but the extra length between the wheels makes it more stable and the suspension settings are firm but not too sporty. It's also nicely quiet, although there is more tyre thrum in the 320, and well equipped with a punchy sound system. But I'm disappointed not to find a digital speedo readout and - horror of horrors - there is no wiper on the giant rear window, which means zero visibility until you're moving fast enough for airflow to clean the glass. After time with the 5 Series GT, which is a car I'm happy to forget, the new 3 is a pleasant surprise and definitely suitable for nuclear family work. The boot is a treat, there is lots of flexibility in the cabin and storage, and I'd take it every time ahead of the Touring wagon.It's nothing like an M3, but sales of SUVs prove there are lots of people who put families ahead of fun. And the GT is definitely better than an SUV to drive, with a boot that even beats an X3 or any of BMW's rivals. I had come to the 3 Series GT expecting to be disappointed, but find myself surprisingly happy with the car. It could have been created by Frankenstein, but it's not a monster.VERDICTThe best of both worlds, once you look beyond the bloated body.BMW 3 Series GTPrice: from $69,500Warranty: 3 years/unlimited kmResale: New modelService interval: determined by onboard computerSafety: 6 airbags, ABS, ESP etcCrash rating: 5 stars (estimate)Engines: 2-litre petrol turbo, 135kW/270Nm; 2-litre turbodiesel, 135kW/380Nm; 2-litre turbo petrol, 180kW/350Nm.Transmission: 8-speed auto, RWDThirst: 4.9-6.5L/100km, 129-151g/km CO2Dimensions: 4.82m (L), 1.82m (W), 1.50m (H)Weight: from 1560kgSpare: none

The Hyundai i30 SE is, for the moment at least, a genuine special edition. The company won't tell us exactly how many they've brought in, but the idea is to see if Australians are interested in a three door version of the smash-hit i30.It has divided opinion in the office - some of us (okay, me) think nobody will buy it, despite its many charms while others think it will sell like crazy. Only time will tell, but we can tell you that the i30 SE was predictable in some ways but in another way, sprung a huge surprise.VALUEThe i30 SE is a very simple proposition - $19,990 for the 1.6 litre manual and $22,190 for the six-speed automatic. For that you get a six-speaker stereo, air-conditioning, cruise control, keyless entry, rear parking sensors, a 5-inch touchscreen, power windows and a cloth covered interior. There's no leather but the plastics used throughout are pleasant enough, like any i30 (gearknob excepted).The stereo distinguishes itself by being quite good and very easy to use. It accepts a normal USB cable as well as Bluetooth streaming. The interface is simple to use but probably too simple when in Bluetooth mode as you can't change playlists.DESIGNThe obvious difference with the SE is the lack of rear doors. Everything from the A-pillar back is new, with new front doors, a slightly re-profiled roof, new bumpers and new, fixed rear windows. It gives the i30 a sportier, more purposeful stance, especially on the standard 16-inch alloys.There's a bit of chrome pinched from i30s higher in the range and a pair of boomerang-shaped daytime running lights for a bit of class. It looks pretty good. Inside is standard issue i30, albeit bottom of the range spec, with flip-forward front seats to allow access to the rear. Access could be a little better but once you're in there, there's plenty of space, almost as much as the five-door.SAFETYThe i30 maintains its five-star safety rating with seven airbags, ABS, traction and stability control, brake force distribution, brake assist and hill-start assist.TECHNOLOGYUnder the bonnet is Hyundai's Gamma 1.6 litre GDI directed injected petrol. Its 98kW of power come high in the rev range at 6300rpm while the modest torque figure of 163Nm arrives at 4850rpm. Hyundai claims 6.3l/100km for the manual and a 5 star green rating. We got closer to 7.5l/100km. The automatic will do a claimed 6.9l/100km with 4.5 green stars.DRIVINGThis is where the big shock came. While it's never going to win any races, except against an automatic i20, the manual car is much more fun to drive than you could reasonably expect. The job of being fun is supposed to fall to the Veloster Turbo, but the i30 SE trumps it for feedback and driving character.It still has its problems - the throttle response is woefully slow (to help less attentive drivers achieve smooth progress) and the gear ratios are too widely spaced, but once you're moving and on a good piece of road, it's unbelievably close to hot-hatch fun.The key is the suspension tune. In this case it's the UK setup, which delivers a smooth, quiet ride with excellent body control and heaps of grip from the Hankook tyres. It's not necessarily better than the Veloster Turbo - the quirky four-door is faster and will stop and go more quickly - but the SE is just more fun.Because the SE is a long way down on power, you have to work the gearbox, but the box itself is much more willing to play than the Veloster's and lets you shift faster. The clutch isn't afflicted with the usual Hyundai problem of being far too light. The electric steering, when switched to Sport mode, doesn't just add weight but also modest amount of feedback.You always know what the car is doing but more to the point, you can feel it. The Veloster is like an extra passive-aggressive cat in comparison. Most people who buy this car probably won't care, but it's worth knowing that it is the best chassis of any Hyundai on sale in Australia and everyone reaps the benefit - passengers and drivers.It's also very quiet inside the cabin, as long as the road surface is reasonable. Coarser surfaces cause a bit of a roar, but halfway decent roads mean a quiet journey. At 110km/h there's a faint rustle around the wing mirrors, but apart from that, relative silence.VERDICTThe i30 SE is a bargain hatch with the added bonus of being enormous fun to drive. Yes, it's slow and there's still a way to go before the i30 meets the VW Golf on level terms, but if the Korean company can keep this up, the rest of the competition has an even bigger job on its hands.Hyundai i30 SEPrice: from $19,990Warranty: 5 years unlimitedEngine: 1.6-litre 4-cylinder, 98kW/163NmTransmission: 6-speed manual, FWD Thirst: 6.3L/100Km, CO2 147g/kmKerb Weight: 1320kgSafety: 5 stars

Suzuki Swift was a big seller in Australia in the 1980s and '90s, but was inexplicably discontinued in 2000. Realising they had made a mistake, the importers introduced an all-new Swift in February 2005. The older Swifts, which incidentally were also imported by Holden and badged as Barinas are also worth a

A plastic electric car is just about the last thing you'd expect from the company that builds the stonking M3, the X5 family hauler and the luxury 7 Series. It sounds much more like a kiddie's toy than a breakthrough new BMW that is heading down the road to the future. But the i3 is not just a car.It's a new take on 21st century motoring, from its body design to the plug-in power pack and the way it's built, and is seriously impressive. The i3 is roomy, classy, perky, fun, and almost certain to go into the history books as a landmark car.The new-age electric car has a 200-kilometre range that grows to 300 if a buyer adds a tiny motorcycle engine for battery top-up charging and pioneers a new production process that could see plenty of body designs sitting on the same rolling battery pack.After spending time with the brilliant dinosaur called the Mercedes-Benz S-Class - one of today's glorious apex predators - my first drive in the i3 is like discovering the first mammal on the evolutionary road. So the S is brilliantly now, but the i3 is futuristically promising.I've got less than 10 kilometres and three hours to dip into the i3, at the first press preview drive in Munich, but it's enough. For now. The big questions will come for home-ground use from the middle of 2014, where things like the cost of plug-in coal power and the real-world range on Australian roads will be answered.Next year is also when we will know the driveaway pricing, the support system - which sets a new standard in Europe - and the ongoing warranty and service costs. For now, BMW Australia only admits the i3 will cost more than $50,000 and less than $70,000 and that it's doing its best on a dealer network that will sit inside but outside its regular system.The dealership differentiation is because the i3 is not just a car. Apart from the landmark construction process, where its carbon fibre-reinforced plastic body is bonded to a skateboard-style mechanical package like a life-sized Airfix kit, the i3 is the start of a new BMW Group sub-brand that's been created in a similar style to Mini. It will be closely followed by the i8 super coupe and other electrified newcomers.In Europe, the i line means everything from cheap energy deals to special home charging units and a satnav system that's all about finding the next plug-in spot and plotting routes that get maximum range from the lithium-ion battery pack under the floor.“BMW is playing an active role in changing the face of urban mobility. We come another step closer to reality,” the head of planning for Project i, Dr Martin Arlt, tells Carsguide, ironically, at a former World War II airfield.“Our development work has spawned a car that differs significantly from the current automotive industry norm in many ways. We haven't reinvented the car, but we have totally re-defined the basis on which it is created.”There is plenty to see, touch and hear about the i3, but this time it's all about driving. The technology can wait. There are four i3s ready to go, with only a small strip of silly camouflage on the bodywork but big cloth patches covering the cabin detail. Each is fully charged for driving on a course that's laid out to put the emphasis on acceleration, braking and cornering.So I jump onboard, stepping over the wide plastic door sills and through clamshell doors that give great access to the back seat, and slide in behind the wheel. Reassuringly, there are still two pedals on the floor, the wheel is nothing new, and - when I pull back the covers for a sneak peek - there are two big TFT screens to handle the gauges and infotainment.There is no key, just a press button, and once the dash lights up I flick a small switch into D and off we go. Select R and it spins the electric engine, which turns the rear wheels, the opposite way in the single-speed transmission.There is instant and eager response to the accelerator and I can easily believe BMW's claim of a 7.2-second sprint to 100km/h - which compares brilliantly to the 11.9 for a Nissan Leaf. There is no need for braking at first, thanks to a powerful regenerative system to top the battery, as a slight ease on the accelerator has it slowing fine for the first slalom.The i3 responds eagerly to the wheel and is well balanced without too much roll, but the tyres - just 155x19s in the interest of low rolling resistance - start to hum and then squeal long before the chassis reaches its limit.There are three driving modes - Comfort, EcoPro and EcoPro+ - but the difference is about range, although extracting maximum range does dull the response to the accelerator. There is a predictable whirring noise from the electric motor in the tail and a slight wibber-wibber-wibber harmonic at times which is apparently an aberration that will be removed before full-scale production.So I head back to a series of workshops in an aircraft bunker that fill in the detail. BMW claims the i3 is the world's first premium electric car and is intent on lifting any barrier that allows a showroom shopper to say “No thanks, not for me” to a plug-in electric car.There are already other nice electric cars including the Nissan Leaf and Renault Zoe, but not the awful Mitsubishi iMiEV, and the range-extender Holden Volt is also leading on the road to electrification of motoring. But they are really just converted petrol projects, not a ground-up electric deal that's already been tested using converted 1-Series ActiveE cars that have covered vast development kilometres.I've tried the ActiveE and found it great, if overweight, while the Leaf is nice for a while and the Volt is good for long trips but very cramped in the back and boot. The Zoe will be better but not an i3.What makes the BMW different is a rear-wheel drive layout, lightweight construction that means it weighs just 1195 kilograms, and a no-compromise approach that even means the plug-in port is in the right-rear corner of the car - where you would normally find a petrol point - because it cuts the length of cable needed to feed the battery.Engineers have cleverly sited the 125 kiloWatt electric engine at one side of the multi-link rear suspension, leaving a balancing void on the other side that can be occupied by the range-extender motor. Moving to create comforts, BMW has left the wood in the cabin unvarnished for a motor natural look, there are hemp-fibre door trims, and the lights are low-drain LEDs.In the past, BMW has rushed new technology to the road before it was really ready - I can still recall the original iDrive disaster - but the company is taking no chances with the i-car division. It's promising 30-minute fast charges, affordable eight-hour charging at home, an extended battery support package, and has even created a range of new buzzwords - like eDrive.The full production version of the i3 will be unveiled at the Frankfurt Motor Show in September, when we're also expecting firmer news on pricing and the dealer network for Australia. But, right now, the i3 looks impressive and headed for success.BMW i3Price: estimate $60,000Engine: 125kW/250Nm hybrid synchronous electric motorBattery: 360 volts, lithium-ionCharging time: 30-minute fast charge, 8 hours at domestic socketDrive: single-speed, rear-wheel driveSuspension: front MacPherson struts, rear multi linksTyres: 155x19Performance: 0-100km/h, 7.2s; top speed 150km/hRange: 130-300km

Our dog thinks he's a lap-dog, even though he's a German Short-Haired Pointer and can comfortably cover three laps if he tries - the Paceman is similarly confused, or optimistic.It's not a dog of a car as such, but it's a Mini, but not necessarily as I'd like it to be - an incarnation of the Countryman SUV platform, but with three doors, it gets the height and the heft of the AWD all-terrain wanna-be, without any AWD underpinnings, unless you ask for the JCW version.The Paceman in Cooper S guise is priced from a not-inconsiderable $44,100 for the turbo-four cylinder front-driver with a six-speed manual - standard gear includes 17 inch alloy wheels on runflats, fog lamps, rear parking sensors, a trip computer, power mirrors, remote central locking and a Sport mode to sharpen up steering (through the grippy sports wheel) and throttle response.The six-speaker sound system gets auxiliary, USB and Bluetooth (phone and audio) link, but the overly-complex menu system point-blank refused to play nice and I spent most of my time listening to the radio.Missing from the list is climate control (it's a $715 option, standard fare is air conditioning) and satnav, the latter was fitted as an option for $1150 - but a must-add is the Radio Mini Visual Boost option to get the appropriate control screen, which is another $750.Also on the test car's options list was the six-speed auto (with pointless gearshift paddles) at $2350, $1700 worth of 18 inch alloys, $475 of interior “piano black” trim bits, the double-pane sunroof (for $1990) and $800 for metallic paint - grand total just over $53,000. Ouch.Propelling the Paceman with some vigour is the four-cylinder 1.6-litre 16-valve twin-scroll turbo four-cylinder, which offers up 135kW and 240Nm (between 1600 and 5000rpm) by way of direct injection and variable valve lift control, with an extra 20Nm of torque on offer when demanded by the driver. The auto drives up the claimed fuel use figure from 6.6 to 7.5 litres per 100km - we had 10L/100km showing at the end of our time in the car.Tall and with the Countryman's bulbous snout, the Paceman isn't the most cohesive shape to emerge from the brand's Oxford digs. Function makes way for form in much of this car - four individual seats work for four adults and allowing almost reasonable amounts of space, with the centre tunnel able to have all manner of bits attached to the runners.The retro switchgear on the centre stack remains but handbrake looks more like a throttle lever from a 1980s jet fighter video game and it clashes with the auxiliary and USB inputs, all of which are difficult to get at because of the centre armrest. Bootspace at 330 litres isn't too bad (there's no spare eating into the capacity back there, thanks to runflats.While the NCAP crash testers haven't slammed a Paceman into anything yet, the Countryman donor vehicle has been sacrificed for safety and scored five stars. The Paceman doesn't have the AWD system but gets the full suite of traction and stability control systems, with the Cooper S-specific Electronic Differential Lock Control for extra traction under full throttle, automatic headlights and rain-sensing wipers, six airbags, antilock brakes and rear parking sensors.The spirit is willing but the flesh is considerable - the peppy little powerplant is asked for more by the Paceman than in it is in the 150-odd kg lighter hatch and it feels like it. The auto is not without its charms and makes the most of what it's given to send through the front wheels, but even with all the sport modes in play and manual changes made, the computer can still over-ride the driver's choice. Frustrating when you want or need to hold a gear.While the auto drinks more heavily it is on the pace during take-off - 0-100km/h is claimed in 7.8 seconds in the auto, only 0.3 of a second slower than manual. It zips through a series of bends without causing offence and delivers some fun for the driver, but it doesn't do it much better than a Countryman and is still on the heavy and tall side to live up to the Mini name.

There was barely a sliver of rice paper between the Honda Civic and Volkswagen Golf when they matched up on technology and price in 1976. Both companies - Europe's accelerating small-car maker and its nemesis from Japan - followed similar marketing routes using similar engineering grids.But while Volkswagen created a family to sweep global markets, Honda remained a spinster. Without a family to call on for help, price cutting overtook engineering cleverness and Honda trod water. The accountants held back funds destined for development, the shareholders put their hands out, the product became bland and sales slipped.Now, with the latest Civic, huge factories in England and a refreshed view of the world, Honda is coming back. It will never again match the giant 11-division company that is now Volkswagen but it can do what it once did best - family cars that are built well, fun to drive, cost-efficient to own and affordable. But a diesel?It's all true. The Civic is a great little car and one that small-car shoppers should not overlook. It is one of the neatest, most driveable hatchbacks on the market that isn't corroded by customer grumbles, major recalls and a global wave of repetitive mechanical problems.It also spawned a diesel version and commendable though it is, Australians probably need a diesel Civic with a manual gearbox as much as we need a Jazz Hybrid. But no denying it's a competent hatch and though it has fierce opposition, enters the market from England with a decent set of equipment, pretty shape, high safety specs and a sense of fun too often missing in diesel cars.A recent Roy Morgan report that found Honda owners were the happiest with dealer service even though there's no capped-price service program. Resale value is very strong.Unmistakably a Honda, from its short shovel nose to its tall, abrupt tail. It looks good and more expensive than the ticket price which is always a bonus when snubbing the neighbours. The attractive exterior extends inside. Double-storey instrument display looks odd but works well. Some switchgear could be better placed but the quality - including soft-touch plastic dash top - is apparent. Left-hand indicator will trick some Honda players, as will the space-saver spare set in a well suitable for a full-size wheel.Like the car, the 88kW/300Nm 1.6-litre engine comes from England and is shared with the CR-V. It's a derivative of the European-spec 2.2-litre diesel but with lightweight technology. To save fuel it gets stop-start with a dash read-out reporting on your driving style. Honda claims 4.0 L/100km and I got 4.6 L/100km. There's only a manual gearbox in Australia and the UK, though the English 2.2 is an automatic.Noise-cancelling technology banishes all the nasty sounds - predominantly from the engine - from the cabin using a system shared with the Legend. It's very clever because it works even when the audio is switched off. If it's too hard to figure out, just pretend it's magic. Speaking of magic, the Civic gets the same "magic seat" flexibility of the Jazz so opens up room for lots of cargo, from a generous 400 litres (seats up) to 1130 litres.As expected from Honda, it's a five-star car with all the electronic chassis and brake aids. There's also six airbags, emergency brake display, rear camera, hill holder, LED tail lights and daytime running lights, auto wipers and headlights, a tyre pressure sensor, fog-lights and heated mirrors. The spare is a space saver.Put on your diesel-driving hat and slip into the leisurely style adopted by Peugeot, Citroen and Volvo owners and the Civic diesel makes sense. The engine is quiet (thanks to noise cancelling) and frugal. It is relatively brisk off the mark though its strength is in the 2000-3000rpm band.The gearbox is a short-shifter with positive changes and its lightness - and that of the clutch - endear it even to the rigours of city traffic. But I was expecting more mid-range oomph. Handling is very good and Honda shows mastery of good electric-assist steering feel where some Koreans fail. Ride comfort is also very good despite low-profile 17-inch rubber.The best thing about this hatch is its simplicity and ease of driving. Yes, would sell in bucketloads if it was an automatic but I fear performance would be rather sluggish. So it's for a select few who enjoy a diesel, don't mind the feel of a good manual and cover a lot of kilometres each year.For high-kilometre motorists seeking a long time between fuel stops, who thrill at the feel of a delightful gear shift controlling a six-cog box and smile at the mid-range push of a turbo-diesel, this may be the answer.

With more than 3.5 million vehicles sold in the last 10 years the Mazda 3 is extremely important to the Japanese carmaker, no more so than in Australia where the ‘3 has been number one for the past tw

Renault has finally gotten a handle on what Australians want - and has launched a GT-Line variant of the Meganes to give to us. The hatch and newly introduced wagon join the line-up as part of a mid-life upgrade and prioritise driver involvement over vehicle acceleration.What they miss in a straight line they more than make up for when the roads start to twist and tighten. Toss in a decent ride over broken surfaces and it’s easy to see why Renault Australia expects the GT-Line to give the Megane a decent kick in sales.VALUEEntry to the GT-Line club starts at $26,490 for the 2.0-litre petrol hatch with a better-than-average continuously variable transmission. The 1.5-litre turbodiesel with a dual-clutch automatic is another $2500. Step up to the leather-clad interior of the GT-Line Premium Pack versions and the petrol model is $29,990; the diesel $32,490. Wagon versions of all models attract a $1500 premium over their hatch counterparts.GT-Line versions are easily identified by the honeycomb front grille flanked by boomerang-shaped daytime running lights, 17-inch alloy wheels and a revised chassis and suspension tune.  Beyond the “Cool Grey” heated leather seats, the Premium Pack adds a sunroof, reversing camera with overlaid guidelines and driver assistance software.TECHNOLOGYThe drivetrains carry over, making the Visio software the biggest innovation in the facelifted Meganes. The system uses windscreen-mounted cameras to scan the road ahead and will automatically switch the headlights from high to low beam if it detects approaching lights, the tail-lights of a car ahead or street lights indicating the vehicle is in an urban area. The system includes a lane-departure warning chime if it detects the Megane is starting to cross the white lines.DESIGNThe Renault exterior has aged well and still looks contemporary from any angle. It’s a different story inside where the layout has some obvious shortcomings against its competition - including a marked absence of cupholders. The single drinks stowage spot nestles at the front edge of the centre console, meaning tall bottles, or large cups of coffee, can block access to some of the sound system controls.The sound system itself has been overhauled and is operated with a logical joystick/button setup between the seats, rather than the in-car remote seen on earlier versions. The seats are wonderfully comfortable but the pedals are slightly offset to the right. It isn’t huge and drivers adjust within moments. The steering wheel adjusts for reach and height but Carsguide suspects the inclined instrument panel may be prone to reflections with the sunroof open. A road test will tell. Rear legroom is modest to the point not many adults will be prepared to spend much time down back. That’s common in the small-car segment so it’s more of a caution than a criticism.SAFETYRenault stacks up well on the safety front. ANCAP rates it a five-star and it earned a score of 35.83/37, with the local crash-testing authority noting of the offset test: “The passenger compartment held its shape well. There was a slight risk of serious chest injury for the driver”.  Six airbags are standard and the fundamentals - steering, chassis and brakes - are good enough to avoid most problems in the first place.DRIVINGThe driving experience has been as sharply honed as the price on the GT-Line Meganes.  The chassis and suspension are tauter than regular models without losing the ability to absorb smaller bumps. The steering has always been a Megane highlight and that continues, with a well-weighted heft and precise feedback on what the front wheels are doing. The focus is on handling rather than outright power, so it shares its engines with the rest of the range. The naturally aspirated 2.0-litre is the straight-line hero but a 0-100km/h time of 10.3 seconds shows it isn’t a hot hatch (the wagon takes another 0.3 of a second).The engine is matched to a continuously variable transmission that doesn’t exhibit the dreaded drone unless the pedal is to the floor. The 1.5-litre turbodiesel is the pick of the engines and has a better engine note than most oilburners when underway and there’s only a hint of diesel clatter when the engine is cold and idling. The dual-clutch auto can hesitate on take-off and occasionally slurs when chasing a higher or lower cog with the foot down. Less enthused driving is its preferred mode and in those conditions it is hard to fault. Natural rivals include the better-sorted cars in the small-car class such as the Ford Focus and Mazda3.VERDICTThe GT-Line Meganes are for drivers who value on-road dynamics without wanting to break the sound barrier. It’s a smart formula on our over-restricted roads and is at least a match for the local suspension tuning that has earned accolades for the South Korean carmakers.