Hatchback Reviews

New Nissan Pulsar hatch has joined its sedan sibling that arrived here in February, finally putting an end to the era of the capable but sadly misunderstood Nissan Tiida.We’ve told the story on numerous occasions of the big sales slump that followed on from the decision by Nissan Australia’s corporate masters in Japan to replace the Pulsar nameplate with the new global Tiida badge. Suffice to say that in the four months that the new Pulsar sedan has been on sale it has already sold nearly twice as many units as the Tiida sedan and hatch combined did in the 2012 calendar year.Some of this can be explained by the fact that it’s a new model but there’s no question that many Australian buyers have been sweating on the return of the Pulsar badge, and especially with the five-door hatchback body.In our previous review of the Pulsar sedan we commented on the surprising amount of interior space and this is carried across to the hatch with enough rear leg space and headroom to comfortably sit a pair of six-foot passengers.Even more keenly anticipated, according to the company’s own research, is the SSS variant which hasn’t been available since 2000. The new Pulsar SSS that only comes in hatch format, is powered by a modern 1.6-litre turbo-petrol engine with direct injection combined with a single scroll turbocharger and an intercooler. These combine to provide 140kW of power with peak torque of 240Nm at 2000 rpm. SSS also gets sports tuned suspension and steering.There are three other variants in the Pulsar hatch range. The entry level Pulsar ST and the ST-L share the same 96kW/174Nm 1.8-litre petrol engine as the sedan while the ST-S also gets the turbo. All Pulsar hatches come with the choice of six-speed manual or CVT automatic with the two turbocharged models also getting a manual mode in the CVT.In such a competitive market segment pricing is paramount and Nissan has screwed down the price of its entry level manual ST to $18,990, a thousand less than the equivalent sedan.Equipment levels are modest in the ST and although it does include Bluetooth telephone you need to get up to the flagship SSS if you want audio streaming. Indeed even a USB socket is missing from the ST which relies on its CD slot or Auxiliary input for entertainment.Safety equipment is good with all models having six airbags, ABS brakes with brake assist and electronic brakeforce distribution; stability and traction control; and cruise control.The $22,490 ST-L adds front foglights; rear spoiler; USB socket; 4.3-inch colour display; and a rear seat centre armrest. The ST-S Turbo ($24,990) gets 17-inch alloy wheels compared to 16-inch in the ST and ST-L. The extra $4000-odd for the SSS buys a modest body kit; xenon headlights; 5.8-inch touch screen; satellite navigation; Bluetooth audio streaming; reversing camera; leather-accented seat trim; and push-button engine start.CVT adds $2250 to the price of the ST and ST-L and $2500 to that of the ST-S and SSS. All the above prices are recommended retail and do not include on-road costs which Nissan Australia estimates at between $2900 and $3100 depending upon the model.We were able to sample each of the new Pulsar hatch models during the launch test drive. The 1.8 pulled smoothly from as low as 1500 rpm and strongly from 2500 revs. Handling is competent enough, without having any pretensions to sportiness.Nissan was one of the early adopters of CVT transmissions and the Pulsar hatch has what Nissan calls Smooth Start Assist control which reduces the sounds which has turned off some drivers. As it’s a CVT acceleration is super smooth and the strong torque of the engine lets the transmission hold onto high ratios when climbing all but the steepest of hills.Ride comfort is reasonable with moderate tyre noise on all but coarse-chip surfaces, with the Pulsar being particularly smooth and quiet on good quality motorways. Expectations were high for the new Pulsar SSS and it didn’t disappoint. This is an excellent engine highlighted by a lovely sporting note and with plenty of punch even at low revs. Turbo lag is imperceptible. The manual gearbox is light and smooth while the paddle shifts add variety to the CVT’s operation.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.For years Nissan fans have been clamouring for the return of the Pulsar and in particular the SSS so we’d be very surprised if dealers aren’t in for a hectic time. If the impressive early sales of the sedan are anything to go by then the new Pulsar hatch may even challenge the Toyota Corolla and Mazda3 in the sales race.

The on-going quest to reduce fuel consumption was always going to throw up a car like the Suzuki Alto, a tiny hatch with a miniscule engine that could provide the answer for anyone looking to slash their fuel bills.NEWAs much as many tried to laugh it off, the India-made midget was no joke; it was a serious little car that really did ask the question of those serious about cutting their running costs.When launched it was presented as the first of a new generation of micro models that were expected to land here from places like China, Korea and India. That hasn't yet eventuated, leaving Suzuki alone to seed the market.The Alto measured a mere 3500 mm long and 1600 mm wide and weighed just 850 kg. But that didn't mean it was compromised when it came to safety. Through the use of high-strength steels Suzuki and a power of electronics has managed to achieve a creditable 4-star safety rating from ANCAP.When launched the base model GL didn't have electronic stability control, to get that you had to go upmarket to the GLX. That was rectified in 2010 when ESP was added to the entry model. Power came from a 1.0-litre three-cylinder engine that generated 50 kW at 6000 rpm and 90 Nm at 3400 rpm.That meant it had to be revved to get the most out of it, which was something new to owners who were used to larger engines with enough torque to pull from lower revs. While the fuel economy - 4.8L/100km with the manual 'box - was admirable it lost a little of its gloss when it was realised that it required the more expensive premium unleaded.Two transmissions were offered, a five-speed manual that delivered the best fuel consumption, and a four-speed auto. Despite its small size the Alto offered reasonably comfortable accommodation, at least for some. Front seat passengers had good head and legroom, those in the back were a little cramped and the boot was small.The equipment level was quite good given its modest price tag. The GL had air-conditioning, CD sound, MP3 connectivity, remote central locking and power front windows, while the GLX had all of that plus alloys, fog lights, six speakers and tachometer.NOWFour years on from the launch and on the whole things appear to be going swimmingly for the little Suzuki. Suzuki is renowned for building quality small cars that punch well above their weight, and that seems to be true of the Alto.Owners are generally content with their decision to buy the budget hatch, which is delivering the promised fuel economy while at the same time giving little trouble. The thing most complained about is a lack of performance, but that appears to be more about the driver than the car. Most of those who complain have stepped down out of a larger car with a bigger engine that doesn't need to be revved the way the Alto's does to extract its zip.Most people also go for the auto transmission, which adds to the dull feel of the car off the line. There have been a couple of recalls of the GF Alto. The first was in 2009 and related to a wiring problem that could cause the stoplight to cease functioning.The second, in 2010, related to a potential fuel leak during refuelling. While the trade gives the Alto a big tick of approval, it comes with a warning about servicing. It's vital that the oil be changed as recommended; skipping oil changes is a recipe for an expensive engine meltdown. Cheaper cars tend to be the most neglected when it comes to maintenance, so check the service record to make sure everything is up to scratch.SMITHY SAYSNeed a run-about that's easy on the wallet? Give the Alto a go.Suzuki Alto 2009-2011Price new: $12,490 to $16,490Engine: 1.0-litre 3-cylinder, 50 kW/90 NmTransmission: 4-speed auto, 5-speed man, FWDEconomy: 4.8 L/100 km (man), 5.5 L/100km (auto)Body: 4-door hatchVariants: GL, GLXSafety: 4-star ANCAP.COMING UPDo you own a Jeep Compass? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010. 

‘Huh, that’s...interesting looking.’ Our friend’s offhand comment about the Kia Soul+ surprisingly riled us. We immediately jumped to the Soul’s defense, spouting praise for its look, drivability, and price tag. We shoved our friend inside (the passenger seat, not the more-deserved boot), and as we drove around Sydney he came to his senses.The styling of Kia’s Soul may be unique, but standing out from the crowd is praise worthy, and the Soul deserves all that it gets.At  $26,990 the Soul+ 2.0-litre petrol comes with 18-inch alloy wheels, roof rails, multi-function trip computer, leather-wrapped steering wheel with audio and cruise controls, 12-volt power outlet, ABS, ESC, iPod compatibility, power bass, Bluetooth, six speakers, and a pollen and dust filter for those allergy prone souls. The front-wheel drive, six-speed automatic, 2.0-litre petrol Soul+ has 122kW@6,500 rpm and 200Nm@4,800 rpm. The official fuel combined is 7.5/100km. We found 10.5/100km fuel combined, 8.5/100km on the motorway and 14.3/100km in the city.The external design is fairly boxy, but with smart lines, tinted glass, and a dark chrome radiator grille, it works. The boxy frame gives the interior an airy feel, leaving even passengers in back with plenty of leg and head room. While the back seats aren’t as comfortable as the front, they leave little to complain about, though our friend did gripe about the lack of a cup holder in back after we bought him a coffee.The driver’s seat comfortably places you high above the road. The height of the seating allows for easy entering and exiting, making it a breeze for older passengers to access, though with the option of dragon, houndstooth, and racing stripe decals, the Soul is definitely marketed toward Gen Y.The cloth door trim blazes the Soul logo, so despite how much you switch off you won’t forget what you’re driving. The boot has 222 litres of storage with seats up, 700 litres seats down. Remove the underfloor tray next to the spare wheel and you get 340 seats up, 818 down. ABS, ESC, driver and front passenger, front side, and curtain SRS airbags, child restraint anchorage points, three-point ELR seatbelts, and active front headrests help the Soul achieve its five-star ANCAP safety rating.The Soul+ is a fun drive, with responsive steering, little cabin noise, and a peppy feel.  It handles well and has good grip. We have to admit we liked the diesel version better as it gave a bit more oomph, but the 2.0-litre petrol holds its own.Climbing large hills on the motorway gave the Soul+ a little pause, but once it found the right gear it kicked in just fine. Blind spots to the side and rear were the only real annoyances, and if those bother you too much you can opt for the rear park assist.While some may think the Soul is quirky we just have to say it’s a really enjoyable drive -- small enough to navigate through tight traffic, and large enough inside for any sized adult. The Soul+ 2.0-litre petrol has plenty of personality.A fun, unique, and easy drive, Kia’s Soul+ 2.0-litre petrol is calling.

Audi A3 1.8 Ambition and Mercedes-Benz A200 go head-to-head in this comparative review. 

The Astra was a star in the House of Holden for years, starting in 1984 with the Australian-made five-door model also sold, with some changes, as the Nissan Pulsar.In 1996 this first Astra was replaced by an Opel-based model from the German division of General Motors that, as the Holden Astra sold here in large numbers until it was replaced in 2009 by the Daewoo-based but later locally-built Holden Cruze.Now the German automobile maker is running its own race in the Australian market. Opel has reclaimed the name, with the latest Astra being launched here in a number of petrol and diesel-powered variants.Topping off the range is the $42,990 Astra OPC 2.0-litre turbocharged three-door hatchback. The hero car, based on the Opel Astra 1.6-litre GTC turbo, ploughs a new sports furrow for the European-sourced hatch.A shopping list of chassis modifications is designed to cater for the significant boost in performance of the hot engine, which produces 206 kW of power and 400 Nm of torque.With the legendary Nurburgring 20.8-kilometre Nordschleife race circuit – the Green Hell – running past the front door of the Opel Performance Center is it any wonder OPC tagged sports cars can be relied on to dish up a wild ride? The Astra is no exception with 10,000 kilometres under race conditions on the track, equal to around 180,000 road kilometres, under its tyres.While the OPC owes much of its exterior styling to the GTC, visual characteristics have been taken to the extreme, with specially sculpted front and rear bumper, side skirts, aerodynamic roof spoiler and twin bumper-integrated tailpipes. Wheels are 19-inch alloys with 245/40 ZR tyres standard fitment. Twenty-inch versions are available as an option.Inside the cabin is a cross between a smart city hatch and a track-day toy. Focus is a flat-bottom steering wheel, its diameter reduced from 370 mm to 360 mm compared with other Astras, making the steering feel even more precise and direct. A stubby sports stick adds to the effect, while alloy-plated pedals incorporate rubber studs for greater shoe grip.There’s no excuse for the driver not to get comfortable, with a quality Nappa leather seat having a manually extendable leading-edge cushion and electric lumbar/side-bolster adjustment providing 18 different seat settings to choose from.Mounted 30 mm lower than in the standard Astra Hatch, both front seats are aimed at giving occupants closer sensory connection with the car’s chassis. With average build occupants up front, rear legroom is adequate; headroom not so accommodating.Under hard acceleration, the Astra OPC sets off to the exhaust accompaniment of a pack of barking dogs out for the kill. A target of travelling at 100 km/h is reached in just six seconds.Thanks to the removal of one of the GTC’s three silencers, there’s a great burble at idle, all emanating from twin parallelogram shaped tailpipes integrated into the rear bumper.Clever technology has cut fuel consumption by 14 per cent over the previous model, down to a combined urban / highway cycle 8.1 litres per 100km, and has reduced emissions to 189 grams per kilometre. However, we used 13.7 litres per 100 kilometres with the test car running around town and 6.9 litres on a motorway trip.To provide a level of racy ride and handling rarely found in a road-going vehicles, engineers have worked their magic, the Astra OPC coming under the ‘spell’ of Opel’s HiPerStrut (high performance strut) system to improve steering feel and help reduce torque steer and FlexRide adaptive damping system.The latter offers a choice of three chassis settings which can be selected by the driver at the push of dash-mounted buttons. ‘Standard’ delivers all-round performance for a range of road conditions, while ‘Sport’ stiffens the dampers for reduced roll and tighter body control.‘OPC’ amplifies throttle response and alters damper settings, ensuring the wheels quickly regain contact with the road after hitting a bump, giving the car a soft landing. This ‘all-singing-and-dancing’ system cheekily announces itself to the driver by switching the instrument backlighting from white to red.Motorsport was never far from the mind of Astra OPC engineers who developed a race-bred limited-slip differential to optimise traction under acceleration through bends or over changing cambers and surfaces.Even with the boosted LSD workings, retuned traction control and electronic stability control, wheel spin was not entirely eliminated with the test car in the wet. Good fun if you’re paying attention, potentially dangerous if you’re not...Simple – sit down, strap in and enjoy the ride. We certainly did.

The current Subaru WRX STI is a beast: powerful, capable, but something less than pretty. Despite its ungainly looks, it has made fans out of us and out of a large chunk of the populace. But it's due for replacement soon.So we took the opportunity to spend the better part of a week with the car in Ireland and on the Isle of Man as a sort of send-off. We're glad we did.Even in the five-door STI, which skips the massive wing of the sedan, there's no mistaking what you're driving, either from the curbside or from behind the wheel. The STI cuts an iconic figure like nothing else in its price segment--and it performs like nothing else, too.DRIVINGWhether over the bumpy, often broken, insanely narrow, recessed roads of the Isle of Man or the comparatively wider, smoother roads of Ireland, the STI's rally-bred suspension proved its mettle, absorbing the worst of the hits and smoothing out the smaller irregularities.The strong engine, six-speed manual gearbox, and scrappy all-wheel drive system provided the go and the grip to fly down the paved pathways at speeds that should really never be seen outside of a competitive rally--like, say, the Manx Rally. Or, say, setting the four-wheeled record around the Isle of Man's Snaefell Mountain Course, where the TT is run.But despite the almost unflappable adaptability, we did find a few faults to gripe about--faults we hope will be fixed in the upcoming re-design of the car.Turbo lag, the worst of our gripes, was quite noticeable. Perhaps more noticeable than it would be on our wider, more open roads, or most of Europe for that matter, the turbo lag at lower speeds, in lower gears (1st-3rd), was ever-present and rather annoying at times, occasionally requiring a wait of nearly two seconds from throttle application to response.While the WRX STI is a fairly large hatchback from the outside, on the inside, passenger room is at a bit of a premium, both in the front and the rear--doubly so if you're trying to stick a trio or foursome of six-footers inside. Can more legroom be dug out of the car's interior without extending the exterior to gargantuan proportions for the next STI? We certainly hope so.And, ultimately, the STI has continually proved itself to be a bit thirsty (13.8/10.2 L/100km city/highway), even considering its performance level. While sending extra fuel through the 2.5-litre turbocharged four-cylinder Boxer engine might help preserve its longevity at its rated 221kW output, it also eats into the owner's wallet.These faults - or, perhaps, compromises - are by no means deal-breakers, however. For the money the STI is still an incredible combination of utility and performance, essentially unmatched by anything else on the road, despite being about six years old.Whether launching from a stop with boost-assisted, all-wheel drive pace or rocketing along a treacherous back road, the the STI is a willing and faithful companion. It's also a tremendous amount of fun.VERDICTWe just hope the next generation of STI keeps that magic, whatever else changes. For now, however, we say goodbye to the STI. Fare thee well, little rally-inspired buddy. We hope to find you again one day, perhaps at a bargain in a used car lot. Subaru WRX STIPrice: from $59,990 as testedEngine: 2.5-litre turbocharged four cylinder,  221kW/ 350NmTransmission: 6 speed manual / 5 speed automatic, AWDThirst: 10.5 litres/100km, 243 g/km CO2Body: four-door sedan or five-speed hatch www.motorauthority.com 

A feeling of warmth pervades the very middle of the small car class. Barely discernible at the year's outset, the sensation spreads slowly but surely.We speak of the warm hatch - a sub-species to be found pretty much at the mid-point between the $19K economy five-door and the $40K hottie, a la Volkswagen's Golf GTI. As yet there's not a lot of competition in this league - the three you see under “rivals” are almost the field - but the return of a badge to which boy racers once aspired is a sure sign that the game's afoot in the middle ground.The SSS is, for those of a certain age, synonymous with a hatch less ordinary. Discontinued in 2001, it was the model that informed then big-car-loving ‘Strayans that a small car could come with a satisfying serving of performance and a soupcon of fun without being a Subaru Impreza.It's to the middle way that the revived SSS returns, with a slightly lesser ST-S variant to keep the price nicer.Nissan's new hatch range starts from a cheeky $18,990 for the ST manual, a symbolic but meaningless $500 under the far better equipped entry Cruze.ST-S is a new model name, one that includes all the bits found in the mid-grade ST-L but with the turbo engine of the SSS. At $24,490, this is in almost every respect a direct rival for the Cruze SRi, with the expected step above entry kit including front fog lights, rear spoiler, small colour display plus 17-inch alloys and auto adds $2500.From $29,240, the SSS cops intelligent xenon lights, front spoiler and skirts, bigger screen with satnav, rear-view camera with distance guidelines, leather trim and keyless entry and go. This is a shade north of the SRi-V version of the Cruze but the latter lacks satnav, so the triple-S makes the running in this still new terrain.Direct fuel injected four-cylinder turbo petrol engines are de rigueur in European cars, driven by the push to lower emissions. It's been long acknowledged in that part of the planet that a 1.6 or even 1.4 turbo engine can out pull a much bigger and heavier naturally aspirated engine while returning far superior economy.It's a rule that applies beyond affordable small cars. The entire engine line-up of BMW consists of direct injected turbo engines. Take the humble Falcon (please - someone take it): the four-cylinder direct injection Ecoboost loses nothing in performance to the ancient straight six while sipping and emitting far less. Yet among Japan’s makers, Nissan is almost alone in grasping let alone implementing this.This example of the species puts out a nice 140kW/240Nm, placing it firmly in the thick of the warm hatch milieu. Naturally a six-speed manual is the standard transmission but the Pulsar's auto option - uniquely in this sub-segment - is a continuously variable jobbie with manual presets.The Pulsar sedan, released earlier this year, is among the better selling small cars. You could be forgiven for being unaware of this, so utterly anonymous is its design. Possibly there have been cars of less inspiring appearance but the Nissan four-door is nigh on invisible.The hatchback, of which two milder versions are released this week in addition to the turbo twins, is going to be easier to find in a crowded carpark.It's very much of the moment stylised lights, sharp creases and high sill line, which does little for the little ones who want to see out of the back.That incremental price increase between grades - some $5000 between ST-S and SSS - is fair enough given the step up in quality. Still, this is no Audi, nor even a Golf - though at the moment that could be a good thing.But seriously, folks, you might get leather and bigger satnav screen in the SSS but you're not unaware that this is (like the Cruze SRi-V) a mildly embellished econo-car. Yet there's plenty of air in there. As it stands a smidge taller than most small cars, grown-ups won't hate being in the back.Pulsar's sedan was smashed into the wall by ANCAP earlier this year, earning the maximum five-star rating. The local crash test authority made particular mention of advanced seat belt reminders fitted to the front seats.“In the frontal offset crash test,” it found, “driver chest protection was acceptable and upper leg protection was marginal. Passenger chest and leg protection was acceptable. In the side impact crash test, driver chest protection was acceptable. Head protection in the side pole test was good.”So there you are.The legend grown in the telling? Or was it not much of a yarn in the first place? Who can remember? And who, today, cares?Suffice that on the road, the story of the resurrected SSS has been adapted for our times, a narrative of urban utility and family friendliness enlivened by a spicy B-road subplot.You can't say this otherwise worthy but unremarkable Thai-built small car has been transformed per se but it's certainly been enhanced. A modicum of suspension and damper tautening, and no more than that, abets a talented little engine that delivers torque almost immediately north of idle and keeps it coming hot and strong.This engine works in the city, where the need to work the manual shifter is largely removed, as well as on amusing stretches of road, where it nevertheless revs cleanly to 6000rpm without protest.It would have been informative to sample the CVT/turbo combo (none was available so we'll bring that to you soon) but for once it's not merely an auto hack's indulgence to extol a manual. Yes, fewer of you want to swap cogs for yourself, but if ever you've derived satisfaction from this simple but fulfilling act here's a manual well worth trying. A silken shift marries happily with this clutch's progressive take-up.Again though, this is about a nice warm feeling rather than stove hotness, and the SSS's notable body roll and comparative softness serve to arrest back-road banditry. These characteristics would be grievous faults in a GTI or Focus ST yet they serve here to inform the drive and make tolerable the ride.An unusually spacious car for its type seems to shrink around you when driven with intent, a neat trick and just the double act required.  Lesser in terms of kit and price, the ST-S loses nothing on the road. The Cruzes against which these Pulsars are positioned are that bit more adept and can be optioned with one of best six-speed autos around. The comparison awaits.You need no longer drop $40K for a fun-to-drive small car. The SSS and sibling confirm the arrival of the warm hatch, the car that comes in a family-sized serving with individual satisfaction.

Honda Jazz Hybrid and Toyota Prius C go head-to-head in this comparative review. 

Fiat Australia has a plan. It wants to transform the streets of Australian cities so they look like those in Rome, Paris, London, Milan and many other fashion conscious European cities.Anyone who’s visited Europe recently will have seen Fiat 500s by the thousand. The retro shape of the new 500, based on the tiny Fiat 500 Bambino launched in 1957, works brilliantly. Even better, owners customise their Fiat 500s inside and out in many imaginative ways, further brightening up the cityscape.New Fiat 500s first arrived in Australia in 2008, imported by the same company that brings in such upmarket supercars as Ferrari, Maserati and Lotus. The little Fiats were highly priced and aimed to compete head-on with new Mini and New Beetle. Last year Fiat’s head office took over the Australian operation and has decided to bring the little car down to mass market levels.Prices have been slashed. The range now starts at just $14,000 driveaway for the Fiat 500 Pop with a five-speed manual gearbox. This brings the 500 into the same price group as imports from Japan, Korea and Thailand.A stylish Italian machine for the price of a low-budget Asian car is a proposition that seems sure to tempt many Aussies who are keen drivers and/or automotive fashionistas.However, prices climb if you don’t want a 500 Pop manual. With an automated manual gearbox it has a recommended retail of $15,500 to which on-road costs have to be added. Given that the majority of Fiat owners are likely to prefer doing their own gear shifting this may not be a hassle.The Fiat 500 Pop is no stripped down special, having air conditioning, central locking, power front windows and door mirrors, and a trip computer. Communication uses the Fiat / Microsoft co-designed Blue&Me voice-activated system with Bluetooth, USB and Aux connectively.Next up the list is the Fiat 500 Sport. In addition to the Pop gear it has a 1.4-litre engine (up from 1.2 litres), 15-inch alloy wheels, larger brakes, foglights, a sports body kit that includes a rear spoiler, sports seats with red stitching, a flat bottom steering wheel again with red stitching, and dark tinted glass. Prices for the 500 Sport begin at $16,900 for a hatch with a manual gearbox.Then comes the Fiat 500 Lounge. With a starting price of $20,300 it has Fiat’s ultra-economical 875 cc turbocharged twin-cylinder engine. Official fuel consumption is just 3.9 litres per hundred kilometres. Additional equipment over the 500 Sport includes a fixed glass sunroof, climate-control in the air conditioning and chrome inserts in the bumpers.At the pinnacle of the new range comes the limited edition Fiat 500 by Gucci, a collaborative design by two famous Italian brands. Still reasonably priced, from $23,200, the Fiat 500 by Gucci is offered in gloss black or white. It has Gucci’s signature green-red-green colours as exterior stripes; these run lengthways over the top of the roof on the cabriolet, but around the centre of the body on the hatch.The green-red-green theme is repeated in various places in the interior - including on the seat belts. Even the key cover gets that treatment.The Gucci also has 16-inch alloy wheels, chromed door mirror housings, and xenon headlights. Inside there are two-tone leather seats, a leather trimmed steering wheel, and an Interscope sound system with six speakers plus a subwoofer. The Gucci is powered by the same four-cylinder 1.4-litre engine as the 500 Sport.Only 101 Fiat 500 by Gucci models have been allocated to Australia. All models are sold as three-door hatchbacks or two-door cabriolets with a huge fold-back roof.Safety is high on the list of priorities, with a full range of crash prevention electronic assistance items, as well as no fewer than seven airbags to minimise injuries should a crash still occur.We took several Fiat 500 models on extended road tests – as well as having a fang on a go-kart track.We have to admit to a dislike of automated manual gearboxes with their irritating slowing on gearchanges in the lower gears. Give us a proper manual any day. Then again there are many who have no problem with the auto. Try before you buy.Engine response from the 1.2 and 1.4-litre engines is excellent and immediately gives the little Fiat 500 a real sporty feel.The economy 875 cc two-cylinder unit often requires downchanges to give it decent performance. Obviously, that’s more than balanced out by the fact that it’s more economical than many small diesel engines.Handling is excellent with a nice balance on offer by way of the steering wheel and throttle. The Italian Fiat is way ahead of even the best of the Asian cars in this class and is guaranteed to bring a smile to the face of those who love driving.Ride comfort is good on smooth roads, but deteriorates on rough surfaces due to the short wheelbase and the firm-ish setup of the sporty suspension system.

Image is everything in the minds of many car buyers. Motoring journalists have a saying, “People pay big dollars for the front two inches of their cars”.EQUIPMENTThe Hyundai i30 Premium CRDi we have just returned after an extended review is a classic case in point.It was positively crammed with luxury items of the sort found in big name Euro cars: leather trim; a panoramic glass sunroof; satellite navigation with Suna traffic control; powered front seats with heating; connectivity by way of Aux, USB and iPod/iPhone inputs, as well as Bluetooth; hands-free phone; audio streaming; keyless go. The list just goes on and on.VALUEDespite the huge levels of standard equipment, people gasped when we told them the i30 Premium CRDi had a recommended retail of $32,590 – saying it was a lot of money for a Korean car.Which brings us back to our comments about image being everything – one of the big name German marques in this class would come in at close to $70,000 if loaded with the same gear. Yet many would have described the $70,000 price tag as being a bargain for a Merc, Beemer or Audi. Logical? Not...ENGINEPower is provided by a 1.6-litre turbo-diesel engine with a high-tech six-speed automatic transmission. The engine produces up to 94 kilowatts of power, and 260 Newton metres of torque. We found the transmission nicely interactive as it responded quickly to our desire for a different gear by way of the ‘throttle’ pedal.At motorway speeds our Hyundai i30 CRDi had fuel consumption in the six to seven litres per hundred kilometres range. This increased to nine to ten litres per hundred in the hard grind of typical city commuting. The best European turbo-diesel engines in this class can do significantly better than this, showing that the Asian car makers still have a distance to go in their designs of car diesel engines. Knowing Hyundai, that won’t take long.SAFETYHyundai i30 has been praised as, “one of the safest in the small-car category” by ANCAP (Australasian New Car Assessment Program), after gaining the maximum five-star safety rating.Seven airbags and rear parking sensors are standard across the Hyundai i30 range. There’s a full suite of active safety technology, with ESC, TCS, ABS, EBD and BAS all being standard in every model. The budget priced Hyundai i30 is on a par with far more expensive passenger vehicles.DRIVE IMPRESSIONSHyundai i30 Premium is pleasant to drive, albeit with the nose heavy feeling of any front-drive car. Interestingly, the driver can vary the feel of the car by dialling up one of three steering modes with Hyundai's fascinating Flex Steer system.In ‘Normal’, Flex Steer provides a balance between steering input and feedback, making it ideal for the majority of roads; ‘Comfort’ reduces the weight of steering, allowing for effortless manoeuvring and relaxed driving cruising; ‘Sport’ increases steering weight and feedback for increased driver involvement.The suspension and steering have been tuned for Australian conditions. However the semi sporting setup designed for keen Aussie drivers means it’s over firm on rough and ready back roads.Instruments are made easy to read with sports-style layout and blue back lighting. The engine fires up via a start/stop button, while an electronic park brake makes life simpler. The seats are comfortable and the ergonomics work in a sensible, comfortable manner.VERDICTImage is everything, and despite above remarks that could be taken as being sarcastic I have to admit that I’m as good a consumer as most others around me. Give me $70,000 and my heart would see me in a Merc, Beemer or Audi any day. But the head still says Hyundai i30 Premium CRDi makes a lot more sense...Hyundai i30 Premium 1.6-litre turbodieselPrice: from $32,590Warranty: 5 years, unlimited kmEngine: 1.6-litre 4-cylinder turbo-diesel, 94kW/260NmTransmission: 6-speed auto, FWDThirst: 5.6L/100Km, CO2 147g/km