Hatchback Reviews

Picture this. A deserted canyon road on the edges of the desert in California. A lone eagle wheels high overhead, a squirrel bounds crazily across the road as the sound of a car approaches.It comes roaring around the corner, engine revving, tyres squealing, the driver struggling to maintain contact with the road, travelling much too fast for comfort. No. It's not a Corvette, nor a Porsche nor for that matter any of the likely European candidates - just a humble Japanese hatch.But humble is perhaps not the right word because this the latest Mazda3 has what it takes to mix it with the best, certainly better than anything else from the Japanese and at least the equal of the ubiquitous Golf. Impressive. That's the word that springs to mind.New from the ground up, the third generation Mazda3 lobs here late January at the earliest and for Mazda it probably won't come a moment too soon as it struggles to hang on to the 3's crown as Australia's best-selling car.It's too early to hit the panic button yet but the figures show Toyota's evergreen Corolla outsold Mazda3 for the first time in many months in June, with the excellent Hyundai i30 so close behind it must feel the Korean's breath on the back of its neck.VALUENo word on the price of the new Mazda3 yet, apart from the fact it will not be $19,990, the run-out price for the current model. Mazda reckons it's better than that, a “game changer” and new benchmark for the small car segment, it says.But take a look at the opposition and you can bet your bottom dollar the figure won't to be too far from any of them, with Pulsar priced from $18,990, Corolla and Lancer from $19,990, Civic from $20,490 and the i30 from $20,990 - with the base model Golf kicking off from $21,490.We're tipping Mazda3 will be priced from $20,990, with at least three grades from which to choose - although prices, grades and equipment levels are all still to be finalised. Set the price too high in this segment, no matter how good the car might be, and it would be tantamount to shooting yourself in the foot.TECHNOLOGYMazda has resisted the trend to smaller, force-fed engines. It believes it can achieve the same if not better results using existing engines, which avoids the weight and complexity issues added by turbos. The car will be offered with a choice of two engine at launch, the Skyactiv G 2.0-litre petrol engine and the new Skyactiv G 2.5-litre petrol engine. The chassis, body and indeed every part of the car have been engineered to work in harmony, with the overall weight reduced by 70kg.The 2.0-litre option produces 114kW of power and 200Nm of torque while the larger 2.5-litre power plant has an output of 138kW and 250Nm. They are the same engines that can be found in the CX-5 and larger Mazda6 models and will be paired with either a six-speed manual or optional six-speed automatic transmission.A diesel model will follow later, but there's no word on when and the jury is still out on the MPS performance model - we're told it's way down the list of priorities. Fuel consumption for the 2.0-litre engine is estimated at 5.7 litres/100km and for the larger 2.5 engine, 6.1 litres/100km. These figures have been achieved without the i-ELOOP system fitted to cars in the States, deemed too costly for our market. This means no brake energy regeneration and no front air intakes that open and close automatically to improve air flow. We will however get automatic engine stop/start that cuts fuel consumption.DESIGNIt was penned by the same Japanese bloke who gave us the CX-7. The all-new Mazda3 is a totally new design, from the ground-up , with an emphasis on Mazda's flowing KODO `Soul of Motion' design theme and a suite of Skyactiv fuel saving technologies.With its long bonnet and upright radiator grille the hatch looks for the all the world like a lowered, scaled down version of the CX-5 or the Mazda6 in the case of the sedan which will be launched at the same time. The low nose is said to express a sense of forward motion while the headlights resemble the sharp eyes of a predator. A sense of speed is also conveyed by the roof spoiler at the rear along with the sleek, compact shape of the tail lights.The long bonnet that dominates the design was in fact necessary to accommodate the new exhaust manifold, an integral part of the Skyactiv improvements. The car's wheelbase is 60mm longer and it is 40mm wider and 15mm lower than its predecessor. But the hatch is the same length and the sedan just 10mm longer. The tradeoff is less luggage space in the boot, both in the sedan and hatch.SAFETYWe'd be surprised if it didn't get five stars, but Mazda is still to confirm how many of its new safety systems will be offered with the car. Smart city braking and blind spot awareness have been confirmed, but things like lane departure warning and radar cruise control are still up in the air. Likewise we don't know yet whether all grades will get a reversing camera or even whether the entry level model will get alloy wheels (we predict not).DRIVINGWe drove all three variants of the hatch this week in California: manual and automatic versions of the 2.0-litre petrol model as well as the larger 2.5-litre model that comes only as an automatic. Unfortunately, the cars were all pre-production models and the much hyped multimedia system with its tablet-like touchscreen interface was not enabled in any of them. Maybe they'll have a separate launch for it?The heads up display was working however and displays a digital version of the car's speed along with other information on a plastic screen that sits above the dash, much like the system pioneered by Peugeot. The car displayed an amazing amount of grip on the winding canyon roads that we encountered and remained controlled and composed at all times even when pushed very hard.The manual is light and easy to use and the auto transmission is quick, but perhaps not as quick as VW's dual clutch box, as claimed. It is however smoother and more refined, a feature that most drivers will probably value more.The electric steering system is another highlight of the car, light but communicative, with good turn into corners. The 2.0-litre model with the manual change is fun to drive, the 2.0-litre with auto less so - but the 2.5 with its extra torque stands out, with gear change paddles and a sport button offered for the first time. We got tired of chasing the change paddles around the wheel on the seemingly endless canyon roads, but the sport button with a more aggressive gear change pattern performs exceptionally well.VERDICTA worthy successor to the current Mazda3. It's styling is different but just as distinctive. This is an extremely important model for Mazda as it represents up to 50 per cent of all sales. Ride and handling is impressive, but we'll have to wait and see how it fares on Aussie roads with different tyres before passing final judgment.Mazda3On sale: Late January 2014Price: From $20,500 plus on-road costs (estimated)Engines: 2.0-litre and 2.5-litre four-cylinder petrol enginesPower: 114kW and 200Nm (2.0) and 138kW ad 250Nm (2.5)Transmission: Six-speed automatic and six-speed manualConsumption: 5.7L/100km (2.0), 6.1L/100km (2.5)Service intervals: 10,000km, six monthsWarranty: Three years/unlimited kilometresFull-size spare: NoSafety: Six airbags, stability control. ANCAP safety rating TBA 

Japanese cars have a reputation for being boring. European cars typically take the kudos for styling flair.That means small-car buyers are usually faced with a choice between a dull and dependable car -- or a four-wheeled fashion statement that might conk out in the middle of an intersection.Mazda, made and designed in the land of the Rising Sun, has been trying to bridge that gap with the past two generations of its Mazda3 small car. With the new, third generation model, however, it may have cemented the great divide.The new Mazda3 looks like an Alfa Romeo from the outside, a BMW from the inside and has Audi-like instruments. It is possibly the most the most Eurasian car to date -- not just in the way it looks but the way it feels and drives.That’s because it is new from the ground up. Rarely is a car deserving of the description “all-new”. Customarily at least some of the parts or engines and transmissions are carried over, sometimes for decades. But every major component in the new Mazda3 is new. It means engineers got a rare chance to start with a clean sheet of paper.It’s the main reason the new version of the Mazda3 finally has the technology and fuel economy it has sorely lacked (which, incidentally, hasn’t affected its appeal among buyers who voted it Australia’s top-selling car for the past two years in a row).Nevertheless, the new model can’t arrive soon enough. The Mazda3 has been overtaken in the new-car sales race by the Toyota Corolla in the past two months. The new model has the makings of another top-seller, but will it have the price?“This car needs to be a winner for us and we believe it will be,” says Mazda Australia boss Martin Benders. “We are yet to confirm pricing, we are still on our hands and knees negotiating with Japan.” Mazda has foreshadowed a possible price rise from the current RRP of $20,500 plus on-road costs (however you can buy a runout model today for $19,990 drive-away).“Price is not a key issue for this car,” said Benders. “Plenty of people want it. You won’t see a $19,990 price on the new model. It is a step up and it will get the price it deserves. We think this car is going to reset the benchmark in the small car segment.”Mazda will announce price and equipment details closer the car’s on-sale date in late January. Our guess? Expect touch screen navigation, a rear view camera and social media connectivity to appear on all but the most affordable models.The new version of Australia’s favourite car will be able to read out email messages, Facebook and Twitter updates and tune into 40,000 internet radio stations via a new smartphone app called Aha.To combat the potential for driver distraction the new Mazda3 will also be available with a radar system that automatically slams the brakes in slow-moving traffic if the driver does not brake in time. Such technology has typically been exclusive to luxury cars but its availability on a mass-market vehicle will likely reignite debate driver distraction technology.However Mazda’s chief product planner says the new levels of connectivity will not distract drivers. “More and more people would like to enjoy while driving, but in the worse case they are looking at their smartphone,” said Ryuichi Umeshita. “In order to minimise that distraction we are showing that information in the car.”The email and social media functions are displayed on a screen in the centre of the dashboard. Mazda says it deliberately chose not to display “non-driving” information in the heads-up display that is reflected in the driver’s line of sight. “We believe it would be more dangerous to show that information all the time,” said Umeshita.Mazda says it has taken other safety measures, too. Most of the social media functions can only be controlled by voice when the car is on the move -- or via a touch screen on the dash when the car is stopped.The new super-efficient 2.0-litre and 2.5-litre engines slash fuel consumption by up to 30 per cent (from 8.2L/100km to 5.7L/100km for the 2.0-litre). But, as we would discover, the 2.0-litre is the more impressive and perkier engine.The heads-up display is rather rudimentary. Luxury cars reflect the speed into the windscreen but the Mazda3 reflects the image into a small plastic panel, similar to that used by Peugeot. It’s still effective, and a welcome feature on Australia’s strictly enforced roads.Other gadgets such as radar cruise control, blind zone warning, cross traffic alert and headlights that illuminate corners bring the Mazda3 up to par with some European rivals.The new Mazda3 might have a European flavour but it was designed in Japan and then showcased to the world for approval. In non-technical terms, it got two thumbs up. The sleek shape is slightly lower and shorter than before -- and boot space in the sedan and hatch is slightly smaller -- but the interior roominess is unchanged.The aerodynamic lines help it slip through the air (0.255cD for the sedan and 0.275cD for the hatch, for the technically minded) at freeway speeds. The interior is particularly impressive, with good quality materials and a precise feel to the Audi-like dials.But it’s not perfect. The centre screen on the base model looks like a cheap remote control from the 1980s (according to the pictures, none were present at the media preview). And the door pockets only have enough room for one bottle of water each.Six airbags, stability control and a foreshadowed five-star safety rating. Mazda will build different strength bodies for different markets but the company says Australia will get Grade A versions. However, the variation in body strength does highlight the potential for anomalies when viewing overseas results for ANCAP crash test ratings.The new Mazda3 is predictably a big improvement on the current model, particularly in terms of refinement and presentation. But on first impressions it doesn’t challenge a Volkswagen Golf for overall feel, comfort, quietness and driving dynamics.The Mazda’s 2.0-litre petrol engine is surprisingly more impressive than the so-called sportier 2.5-litre petrol engine available in dearer models. The smaller engine feels perkier than the 2.5 from low revs. On first impressions I wouldn’t stump up the extra cash for the dearer and bigger-engined version.Unusually, the 16-inch Yokohama tyre package on the base model was more fidgety at low speeds on what appeared to be smooth roads. When we mentioned this Mazda was quick to point out that Australia will get different tyres to the ones we drove on.The sporty 18-inch Dunlop tyres on the 2.5-litre model tested felt more cushioned and compliant (typically low profile tyres are too firm). But we may not get these tyres either, so probably best to not put too much weight in handling impressions until we drive it locally.The engines might be a little underdone in order to achieve super-low fuel economy numbers, but the new Mazda3 will be a surefire sales hit regardless. It has the style, quality, technology and enough driving flair to distance itself from other Japanese and South Korean cars. Just not quite enough to topple Europe’s best.

New Mazda3 is due in Australian showrooms in late January but we've just driven it on the outskirts of Los Angeles.First impressions? It's more Euro-Asian than ever before, both in the way it looks and drives.The key things current Mazda3 owners probably want to know:-- it's quieter and more fuel efficient than before-- it is loaded with technology such as Pandora and Aha (opening up 40,000 internet radio stations on the high grade models)-- some models wil be able to read out email and social media messages-- top end models have auto emergency braking and radar cruise control-- Australia-bound Mazda3s don't get the regenerative braking technology that's on the Mazda6 and was recalled for possibly catching fire-- the suspension on the 2.5-litre models is softer than before but the base model feels firmer and less comfortable-- the so-called sporty 2.5 litre engine is disappointing, but the 2.0-litre in the base model is surprisingly perky (by small-car standards)-- the visibility isn't as bad as we were expecting, despite the tapered roofline-- the boot is slightly smaller in both the sedan and hatch-- both models are slightly smaller on the outside but inside roominess is the same

Holden Barina CDX and Toyota Yaris YRS go head-to-head in this comparative review.

Light cars used to be the second car, the one that'd begrudgingly be taken to the supermarket when the real car was out. Not anymore. Light cars now make sense as the sole vehicle for city dwellers without kids - they're easy to park, will carry four adults in varying degrees of comfort and don't cost a fortune to fuel up.The rush to downsize means more than one in 10 cars sold today is from the light category. Carmakers have responded to that growing market with more standard gear at lower prices. They also understand a positive first experience could get you back to the dealership for your next vehicle, so you won't be ignored for looking at the “cheap” cars.They will try to upsell you into a higher model, though, so beware of alloy wheels and dual-zone aircon if steel rims and a power window is all you need. The average cost of the light cars in this field - entry level autos - is just north of $17,000. The Volkswagen is the dearest at $19,490 and is the only car here to demand premium unleaded petrol. It also feels to be the best built, but all of these cars are sturdy, reliable transport. Budget buyers should consider the Mitsubishi Mirage if outright performance isn't an issue. It costs $15,290, is the cheapest to refuel and annual servicing costs are just $250. The Mazda2 proves this segment isn't entirely price-driven. The little hatch leads the sales field this year, followed by the Toyota Yaris and Hyundai i20.They're not the cheapest cars to buy or run but they have a reputation for reliability and value that - at least in the case of the Mazda2 - has it campaigning strongly despite its age. Honda's Jazz has the best resale of this bunch, reflecting the brand's (slowly waning) reputation for producing better-built vehicles. The Barina is the thirstiest, needing 7.3 litres to travel 100km. That's half a litre more than the Mazda2.Carsguide has used the national average of $1.49.4 for unleaded petrol and added 8 for the 95RON fuel needed to keep the VW on the street. We have each car travelling 15,000km a year for three years. Price: from $17,290Residual value: 48 per cent $8299.20Servicing: $780 ($260 first year)Thirst: 6.3L/100km $4235.49   Price: from $17,490Residual value: 46 per cent $8045.40Servicing: $840 ($280 first year)Thirst: 6.1L/100km $4090.05   Price: from $17,990Residual value: 46 per cent $8275.40Servicing: $740 ($246.67 first year)Thirst: 7.3L/100km $4907.79      Price: from $15,240Residual value: 45 per cent $6858Servicing: $750 ($250 first year)Thirst: 4.6L/100km $3092.58   Price: from 17,690Residual value: 48 per cent $8491.20Servicing: $1284 ($398 first year)Thirst: 6.2L/100km $4168.26   Price: from $17,440 (Neo)Residual value: 48 per cent $8371.20Servicing: $1949 ($599 first year)Thirst: 6.8L/100km $4571.64   Price: from $17,990Residual value: 55 per cent $9894.50Servicing: $1711.58 ($537.42 first year)Thirst: 6.6L/100km $4437.18   Price: from $19,490Residual value: 50 per cent $9745Servicing: $1085 ($347 first year)Thirst: 6.0L/100km $4249.80   Price: from $18,590Residual value: 50 per cent $9475Servicing: $567 ($189 first year)Thirst: 5.9L/100km $3966.57   Price: from $18,290Residual value: 42 per cent $7681.80Servicing: $841 ($239 first year)Thirst: 6.3L/100km $4235.49  

One of the perks of this job is getting to drive cars before anyone else. One of those is the blistering Renault Clio RS 200 EDC, the hot version of Renault's small hatch that's due here early next year.VALUEIt's tempting to call the Clio a little firebrand. But it's a larger, more refined car than before and almost the size of a Golf. Australia is one of the largest markets for Renault Sport products. We love our sports models and with this in mind the local outfit has opted for the harder edged Cup edition.There's no word yet on how much the car will cost, apart from a pledge that it will be less than the current RS 200 that retails for $36,490.TECHNOLOGYThe engine has been downsized. Power in the new RS comes from a 1.6-litre turbocharged four that develops 147kW of power and 240Nm of torque. A version of the same engine will power the new Nissan Pulsar SSS and it is hooked up to a six-speed twin clutch transmission that Renault calls EDC (Efficient Double Clutch). There is no manual.The dash from 0-100km/h takes a rapid 6.7 seconds and the car has a top speed of 230km/h. The RS's most direct competitor is the Peugeot 208 GTi that delivers the same amount of power but considerably more torque at 275Nm. That's on paper.Don't dismiss the RS because it's a cracker, with some lovely snack, crackle and pop from the exhaust and a transmission that blips the throttle on the downchange. Who needs a Ferrari? But in this segment it's all about the figures. In this context you might also like to look at the Polo GTI, Citroen DS3 and Opel Corsa OPC all of them cheaper.DESIGNThe new RS combines benchmark dynamics with carefully optimised fuel consumption. You can say what you like about Renault, but one thing it sure knows how to do is build performance vehicles. The Megane RS 265 is a case in point, one of the finest handling fronties we've ever driven.The design has been refined through racing, so you get a chassis that is a match for the increased performance of the drivetrain. Hell, this thing could take a lot more power without blinking and we look forward to special editions.SAFETYIt gets 5 stars from Euro NCAP, even though it comes with only four airbags, how does that work?DRIVINGYou can't help but love this car. The purists will deplore the lack of a manual, but the EDC transmission is a thing of wonder. We had a short crack behind the wheel over some winding roads outside Paris earlier this year.It was the first time anyone from Australia had driven the harder-edged Cup version on the road. There's two things you need to know. The change paddles are a lift from the Nissan GT-R and fixed to the steering column, so there's no chasing them around the wheel.The second thing is the Renault Sport button that delivers various drive modes including a full track mode with everything off. Having driven the RS on the road we're looking forward to having a second crack on the track.VERDICTA worthy successor to the previous RS. It's larger, sleeker and easier to drive and is sure to hit the sweet spot with discerning drivers.

During the latter stages of the life of its ill-fated Tiida, Nissan Australia conducted research into the significance of model names to potential buyers. While it came as no surprise that the Pulsar name had been greatly missed, what did raise eyebrows was the fact that the SSS name rated even more highly than that of Pulsar.That research played a large part in Nissan Australia’s decision to reinstate the SSS model as a member of its just launched 2013 Pulsar hatch range.Now, much to the delight of its fans, the Pulsar SSS is back, priced at just $29,290, putting it around $10,000 less than models such as the Subaru WRX and Golf GTi, albeit with significantly less performance than they provide.To distinguish itself from the standard Pulsar, the SSS gets a sportier look with front, side and rear skirts, a modest rear spoiler, front foglamps, LED rear lights and 17-inch alloy wheels.This time around the Pulsar SS comes with a 1.6-litre turbocharged, DiG Turbo (Direct Injection Gasoline) engine pushing out 140 kW of power, and 240 Nm at just 2000 revs.The engine comes with a single scroll turbocharger that sends the SSS sharply off the mark with almost no lag. It’s a punchy unit that’s at its best from 2000 rpm upwards. While the engine note can’t match that of its hotter rivals it still adds a bit of character to the car.We reviewed both the six-speed manual and CVT variants; the manual is light and smooth with plenty of grunt even in sixth gear for safe overtaking. While the manual is still our transmission of choice the addition of steering column mounted paddle shifts to the CVT makes it almost as much satisfying, although it does add $2500 to the price.Suspension is firmer than in the other variants without compromising ride comfort while handling and cornering on the wet roads that we encountered were safe with only slight body roll.There’s excellent interior space in all Pulsar models with well-sized seats and although the SSS does get some extra bolstering it’s not the hip-hugging compression of many similar cars. Pulsar also ticks another of our boxes in that there’s excellent visibility with a large front and rear windscreens and a low beltline.Affordability is the name of the game in the new Nissan Australia lineup and the Pulsar SSS provides plenty of driving excitement at a modest outlay.

Being first isn’t always best but the move is likely to pay off for Audi as it sets the pace in the prestige compact sedan. The A3 might lack the dynamics of a BMW or Mercedes-Benz - and that’s yet to be established, given its rivals haven’t hit the streets yet - but Audi research shows premium compact sedan buyers invest in style and brand.The A3 sedan backs that up with build quality and on-road manners to tempt potential owners behind the wheel and keep them there.VALUEA $3000 premium over the comparable A3 Sportback models adds a 425-litre boot and a similarly large lift in style. Local prices haven’t been finalised - the cars won’t land here until January or February - but expect prices to start around $38,600 for the 1.4-litre petrol that will be sold in Attraction specification, rising to $45,600 for the 1.8-litre petrol and 2.0-litre turbodiesel in the higher Ambition spec.The dual-clutch S-tronic transmission is the default option, with six or seven gears; a six-speed manual is a no-cost special order. Sitting behind the wheel, the car feels more expensive and expansive than the price suggests, to the point potential A4 buyers may decide they can do with marginally less space. Standard gear is fairly basic at this level but Audi has bundled its best features in a variety of packages that cost from $2000-$3000.TECHNOLOGYCylinder deactivation flows to the compact class in the base 1.4-litre petrol launch engine (the same size engine without deactivation will arrive next year). It’s a clever approach that uses camshaft sleeves with two different profiles.When the engine is under low load and running at 1000-4000rpm, the sleeve rotates to avoid activating the valves on two cylinders Audi says it trims fuel use by 0.4 litres/100km and shut down is all but imperceptible, with a tiny jolt when the driver accelerates and the cylinders kick back in.Weight savings are evident across the range and in every area of the car, from an aluminium bonnet to the alloy crank. Audi continues to turbocharge all engines to satisfy power/economy targets to the point even the 1.4 is capable of axle tramp on a wet road yet officially uses just 4.7 litres/100km.DESIGNAudi has gotten kinky and it transforms the A3 sedan into the edgiest-looking sedan in its range. The sharp crease-lines typical of the brand now extend into three dimensions - the shoulder and character lines aren’t creases so much as extruded edges and it gives the profile a genuinely sporty look.Flared guards with a recessed rim enhance the effect. The back is just as distinctive - identifiably Audi but with more character than other models. The VW Group’s MQB chassis let the engineers trim the front and rear overhangs and the body is wider and lower than the five-door A3 Sportback.The interior is at least a match for the quality seen in the larger, more expensive, and supposedly more luxurious A4 sedan. All surfaces are soft touch or hi-gloss contrast inserts and the tactility of the switchgear, from the vents to the electronic park brake is as good as you’ll find in any vehicle.The seats are supportive and a pair of 180cm adults can sit in the front or back, though the centre rear seat doubles as the ski port, so it is hard on the back and will be uncomfortable after more than a couple of blocks.SAFETYThe A3 is a five-star car and the sedan is a step up on the Sportback. Gas-charged struts pop the bonnet to counter ANCAP noting the already-released Sportback poses a potential risk to passengers. Seven airbags are standard, though buyers will pay around $1990 for the advanced safety systems such as adaptive cruise control, lane departure and blind spot warnings.A reversing camera isn’t standard - it is paired with the MMI Navigation Plus package that extends the pop-up infotainment screen from 5.8-inches to 7-inches and adds satnav and auto-parking software. The package is expected to match the $2990 cost on the Sportback.DRIVINGA patchwork of repaired potholes and distinct wheel track ruts make the Hungarian back-roads close to Australian country conditions and the compact sedan shines. The ride is expectedly firmer than Asian cars without being harsh and will only be improved when Audi releases its optional magnetic dampers soon after the car’s local launch.It handles like a small car but rides like a mid-sized sedan and even in the back seat there is little perception of body roll or pitching. Wind noise is subdued but Carsguide suspects the optional low-profile 19-inch rubber fitted to the 1.8-litre petrol car will generate some tyre noise on our coarse-chip bitumen.The steering is light and direct but lacks the feedback of its German rivals, so cornering is based on visual rather than visceral stimulation. The 221kW S3 sedan should arrive in March to satisfy four-ringed fans who want more driving dynamics. A quattro system for the regular 1.8 model will be available at launch for those who want to take advantage of the ski port in the rear seat with trips to the snowfields.VERDICTAudi needs something special to take on the Mercedes-Benz CLA and the still gestating BMW 1 Series sedan. The A3 is that car - at least for those who want a premium sedan that performs but aren’t too bothered about buying a pseudo sports car.Audi A3 sedanPrice: from $38,600 (est)Warranty: Three years/unlimited kmCapped servicing: NoService intervals: 12 months/15,000kmSafety rating: 5 starsEngines: 1.4-litre turbo 4-cylinder, 103kW/250Nm; 1.8-litre turbo 4-cylinder, 132kW/250Nm; 2.0-litre turbodiesel 4-cylinder; 110kW/320NmTransmissions: 6-speed manual, 7-speed dual-clutch auto, FWDDimensions: 4.46m (L), 1.8m (W), 1.42m (H)Thirst: 4.7L/100km, 109g/km CO2 (1.4), 5.6L/100km, 129g/km CO2 (1.8), 4.1L/100km, 107/km CO2 (2.0)Weight: 1250kg-1315kgSpare: Space-saver

It's a measure of the transformation of small cars in the last couple of decades that the new Hyundai i20 boasted features reserved for high-end luxury cars a tick over 20 years earlier. With a large number of buyers downsizing from the traditional larger models small cars have had to offer the sorts of things only their bigger cousins once did.NEWIn the case of the i20 it was things like auto on-off headlamps and auto door locking, unthinkable in a 1990s model.The i20 was an attractive little hatch with pleasant styling and neat proportions with good all-round visibility. It was available as a three-door model that opened the range as well as a number of five-door models.Inside it boasted comfortable accommodation for four with a boot of decent proportions to carry their gear. The range was made up of three models beginning with the Active, which was available as a three-door and a five-door hatch that had standard air-conditioning, remote central locking and fold-flat mirrors.In the middle of the range was the Elite, which was only available as a five-door hatch, but added a trip computer, leather-wrapped steering wheel and alloy wheels to the list of features.If you took another step up the range you arrived at the Premium five-door, which got you such previously undreamt of luxuries as automatic air, bigger alloy wheels and a smattering of leather trim.Two engines were offered. The entry level Active was powered by a 1.4-litre engine that produced 73 kW and 136 Nm and delivered performance that was modest, but adequate for the class. Had you chosen the Elite mid-ranger you were given the choice of the 1.4-litre or a larger 1.6-litre engine that gave you the extra punch of 91 kW and 156 Nm.All models offered the choice of five-speed manual and four-speed auto transmissions, and drive went through the front wheels.NOWAfter a rocky start in Australia when a serious chassis flaw in early Excels threatened to ground the brand for good Hyundai has had a largely trouble free run and has built an enviable reputation. Quality has improved markedly, reliability is on the up and the model offerings are more attractive.It's mostly good news for the brand in general, which should give buyers confidence when out shopping for a used car. The i20 is one of the latest generation of models and is showing no signs of having any major flaws that should be of concern to potential used buyers.There was one recall to replace a label on the jack, but that's a relatively minor issue that has no bearing on the car's reliability.Something buyers need to be aware of is that the first Active cars to arrive here were only equipped with front airbags, which meant it was rated at four stars by ANCAP, but later models had a full complement of front and side airbags and was rated at five stars.Importantly all had electronic stability control, as well as ABS brakes, traction control and electronic brakeforce distribution, all of which contributed to an impressive safety level. As with any used car purchase make sure your potential choice has been serviced as per Hyundai's recommendation.SMITHY SAYSGood value-for-money, solid performance, top safety and it's reliable, check it out.Hyundai i20 - 2010-2012Price new: $14,990 to $23,490Engine: 1.4-litre 4-cylinder, 73 kW/136 Nm; 1.6-litre 4-cylinder, 91 kW/156 NmTransmission: 4-speed auto, 5-speed man, FWDEconomy: 6.0 L/100 km (1.4), 6.1 L/100 km (1.6)Body: 3-door hatch, 5-door hatchVariants: Active, Elite, PremiumSafety: 4/5-star ANCAP 

A defining car for Nissan in the past, the Pulsar SSS, has made a welcome return and promises to reignite the passions of many budget conscious young and not so young sporty hatch drivers. The segment is well provisioned with choices ranging from high cost European models that all have huge appeal through to the likes of Holden's new Cruze SRi-V.The latter is a direct competitor for Pulsar SSS albeit with slightly less power but more kit. The arrival of a new SSS at sharp pricing may make buyers think twice given the performance levels on tap.Pulsar SSS was last available here back in 2000 having earlier sold up a storm particularly with a generation of young males who fitted loud exhausts, bigger wheels and even went so far as turbo-charging and other modifications to boost their pride and joy's performance and appearance. The standard SSS was pretty much a cosmetic upgrade sharing the same underpinnings with garden variety Pulsar but that didn't seem to matter.The latest SSS (and cheaper ST-S) have a completely different powertrain to other Pulsars along with other tweaks befitting their sporty intent. The SSS rides in on the back of a new Pulsar hatch range complementing the sedan that lobbed a few months back. It's available with a six speed manual transmission or optional CVT sports shift with manual mode.Nissan pitches the new SSS, indeed the entire new Pulsar range at the affordable end of the spectrum. Value for money is high with generous standard equipment across the range.Where the ‘normal’ Pulsar hatch has the same 1.8-litre engine as the sedan the SSS (and ST-S) are powered by a 1.6-litre DIG (Direct Injection Gasoline) turbo engine with variable valve timing. It's capable of returning 7.7-litres/100km fuel economy. The single scroll turbo-charged engine is good for 140kW/240Nm output.Refinement is boosted by many low friction techniques used inside the engine. These include a diamond-like carbon (DLC) coating for the valve lifters and mirror finish camshafts. Low tension piston rings with a hard ceramic coating are used along with low friction engine oil.Sodium filled valves lower temperatures to reduce engine knock, while the valve springs themselves are of a novel lightweight ‘beehive’ design, fatter in the middle than at either end.Filling the wheel arches are sharp 17-inch sports alloy wheels on ST-S and SSS. But differentiation is assured on the SSS with a fully integrated sports body kit, comprising front and rear spoilers and side skirts. Dusk-sensing xenon headlights with auto levelling and washers finish the sporty frontal design of the car. A full-size spare wheel is provided.Pulsar Hatch SSS is priced from $29,240, with standard kit including dual zone climate control, air-conditioning, cruise control, premium six speaker audio, Bluetooth phoned and audio, power windows, remote central locking with keyless entry, front fog lights, body aero kit, leather accented sports seats, auto xenon headlights, 5.8-inch integrated colour display with touch screen and steering wheel-mounted controls, satnav with 3D mapping, rear-view camera with distance guidelines and push button start.The drive feel isn't in the same league as the likes of a VW Golf GTi or Ford Focus ST but is halfway between one of these really sporty hot hatches and a run of the mill car. By far the most impressive aspect of the new SSS is its engine which delivers strong, smooth and economical performance. The rest of the car has more in common with other Pulsars in terms of ride and handling.