Hatchback Reviews

The base model Hyundai i20 Active is part of a formerly rare but now growing breed of car on Australian roads - a cheap, three-door hatchback.We don't really like our cars without rear doors in Australia, but with the availability of the India-sourced i20 to whet our bargain-hunter appetites, the question must be asked: what am I getting for my lowly dollar?The range kicks off at $15,590 for the three-door six-speed manual but it's highly unlikely you'd ever pay that much given Hyundai's fondness for driveaway deals. For your closer to $14,000 spend, you get a 1.4-litre 16-valve engine good for 73.5kW and 136Nm of torque. Neither of these figures are world --or class-- beating, but it moves its slightly chubby 1121kg kerb weight with ease.Inside is a passable stereo, mildly comfortable seats front and rear, bluetooth, dodgy USB connectivity (which doesn't work) and old-school Hyundai design and quality. The carpets don't quite fit, there's exposed metal when you flip the rear seats up to fold the backrests and not everything works the way it should.Outside you get steel wheels and Hankook tyres but an otherwise classy look from the update of a couple of years ago.The light hatchback segment is fiercely competitive.A recent entry into the fray is the five-door only Thai-built Mitsubishi Mirage ES. The launch pricing of $12,990 for the base model ES is shortly to be revoked, sending the price northward to around $16,000 on the road. In every way it is a poorer car than the i20, with the exception of its 5 star ANCAP rating and operational USB port. It is noisy, uncouth and wobbles around in an alarming fashion on its skinny 14-inch wheels. It's also missing a gear and a cylinder, but is much lighter. It is absolutely no fun to drive or look at.The Nissan Micra ST is reaching the end of its life, but still looks and feels good. Like the Mirage, it's a missing a cylinder and a gear but is otherwise a reasonable little car and has added benefit of rear doors. It's rather more expensive than either the Hyundai or the Mirage, which is curious given it is made in low-cost India, as is the i20.The Volkswagen Up might be down on power and doesn't have an automatic option, but it's a Volkswagen. The i20's interior may be slightly more spacious, but he VW's is smarter and for $500 you can add satnav and Bluetooth. It also comes standard with city emergency braking, unique in this class. Yes, it is a fair bit more expensive to run and own, but sometimes the brand power is too much to overlook.The i20's nose got a good going over in 2011 and this yielded quite a change in character. Whereas the original 2007 model looked like it was trying to look like a Mazda and a Getz at the same time, this one has a distinctly European feel, almost Volkswagen-esque. Once you're past the B-pillar, it certainly looks like a Hyundai. The chintzy wheel covers don't help maintain the classiness, but it is quite sharp.The three door also looks better than the five door, which has that heavy-handed crease down its flanks.Inside there are echoes of the Getz in the dashboard architecture and the cheap stereo sticks out a bit, looking a little aftermarket. Everything fits, though, and there's a spot for your phone, wallet and a cup of coffee.There are some jarring moments - as with the steering wheel, the gear shifter is horrible urethane. There are also obvious seams in the dashboard and the little screen up on the top of the dash is hard to read.The i20 has a five star ANCAP safety rating by virtue of six airbags, ABS, traction and stability control. Such is the lack of power, the traction control light didn't wink once.The 1.4 litre engine nestling in the engine bay looks pretty agricultural and is, in a sense, quite simple. It's a 16-valve twin cam (what isn't these days?). Its 73.5kW is more than competitive from its displacement although a bit more torque would always be welcome.Power comes high in the rev range at 5500rpm but it doesn't feel peaky.The suspension is very traditional MacPherson struts up front and torsion beam axle at the rear, which may explain the relative liveliness of the handling.The technology in the car is quite straightforward, too. Apart from a half-decent stereo, the bluetooth works fine but the proprietary 30-pin iPhone/iPod connector was unable to coax the stereo into playing any music. Switching to bluetooth didn't help either, so we've no idea if it's any good.The i20 is a surprising amount of fun on the road. It definitely rolls in cornering, but not too much. The tyres on the base car are pretty ordinary but the tuned-for-Australia steering is, bizarrely, the best of any Hyundai I've tried, and that's most of them.The noisy engine comes to the party but is let down by the gearing - it's too tall and on slower ninety-degree corners, first is preferable to second. The clutch is also completely lifeless and you've no idea where the bite point is. On the upside if you just step off the clutch pedal on a downshift, you can coax the back end into a little waggle.It's quite lively when you push it, but the tyres quickly give up - with decent rubber, the i20 would be a lot more fun than it already is.Around town the i20 is quite relaxed as long as you're aware of the vagaries of the long ratio gearbox. It's quiet enough, too, although the tyre roar overcomes the engine noise once you're doing about 60km/h, and it can be tiring.The most annoying thing about the car is the driver's seat - there's a sturdy bar that neatly digs into your kidneys and the supportiveness of the seat leaves much to be desired.The Hyundai i20 is entering its twilight years with us and serves as a constant reminder of how rapidly the Korean giant is improving.It's cheap and cheerful, has enough power and handling to be almost fun and feels like it will hang together for some time to come. There's plenty of other cars vying for your sub-$15,000 spend, but the i20 is slightly bigger, gruntier and will be cheaper to own and run than almost any of them.

Having resurrected the Mini Cooper S Paceman 12 years ago, BMW is gradually morphing it into an entire range. In part, this mimics the variety of the original but BMW has gone further and faster.The German luxury leader set out to make Mini bigger, so to speak; it's now on the brink of realising that goal.So a measure of its success is this: it's difficult to imagine the revived Volkswagen Beetle or Fiat 500 being able to stretch as far, despite, in the 500's case, of following the Mini example into SUVs.It's there in the numbers; the Beetle has been around longer but Mini has outstripped it in sales -- 2.3 million against about 1 million -- and now reaches 100 markets. Last year was a record 301,000 sales.There was a danger that each additional Mini variant would add only marginal extra volume, while the Hatch remained the main game. But the Countryman shows signs of being able to stand on its own four wheels, with 250,000 buyers in just three years.It has meant Mini expanding beyond its manufacturing base in Britain, with the Countryman and Paceman built under contract in Austria. The latest move is to make Minis in Chennai, India, alongside BMWs.The eventual line-up will probably reach 10 or more, with concepts such as the Rocketman (a sort of city runabout), Beachcomber (a Moke-style buggy) and even an electric Mini scooter a window on its inventive thinking.There are signs the next generation -- the third -- is well advanced and this time BMW will reap economies of scale by sharing the underpinnings with its first front-wheel drive cars.Once drivelines and trims are factored in, there are about 40 Mini variants in the price list. The latest addition is a racy variant of the Countryman called Paceman -- a sort of SUV-coupe cross. It takes the model count to seven -- more if the battery-powered Mini E or track-focused GP version are counted.Parts commonality within the Mini line-up is already extensive, with Paceman sharing its cabin architecture and layout with the rest of the range. One exception is the (welcome) relocation of the window switches to the door from their usual spot low in the centre console.The Paceman starts from $44,100 and the ergonomics remain imperfect and there are familiar negatives: hard plastics, cheap ratchet-style seat adjusters, pointless push-in-key-and press-button start, gimmicky pizza-sized central speedo.Each additional Mini moves further away from the retro starting point. They encompass the Hatch, the new Mini with the complete suite of winning aesthetics, to the Countryman and Coupe which take Mini-ness a long way from Carnaby Street.The Coupe, for example, has an odd cap-shaped roof while the Countryman moves the badge into the booming premium small SUV segment. For the first time in a Mini, you get four doors and four-wheel drive.The ability to personalise your Mini has been vital to its appeal and it makes a habit of producing themed specials, from a budget version called Ray to an Inspired by Goodwood edition decked out in the Rolls-Royce manner.There's also a Monopoly Board of trim specials called Baker Street, Hyde Park, Bayswater and more. From the outset it had a companion go-fast sub-brand called John Cooper Works.Reportedly, the interior moves up a grade for the next wave and not before time. From the exterior, the Paceman is a sheet metal twist on the Countryman. Butch and bulky looking, it's a high-riding (and substantially heavier) version of the Hatch in effect, with raised ride height. It's one of the more appealing variants visually, with the darkened B and C pillars giving a wraparound look to the glass.Design has to win because it brings little in the way of extra practicality. Getting into the rear isn't the easiest despite long doors and the two seats are suitable only for short adults. The boot is deep and rear seats split-fold, but it's not all that capacious and cheaply lined.The engine and transmission line-up is familiar too. Petrol Minis employ a 1.6-litre four-cylinder in various states of tune, shared with Peugeot. It's naturally aspirated in the budget Ray and Cooper models and turbocharged in the Cooper S tested.This unit develops as much as 160kW in its highly tuned forms. Two turbocharged diesels offered elsewhere in the Mini range, of 1.6 or 2.0-litre, are not available in Paceman here.In the manual I drove it can reach 100km/h in 7.5 seconds, with the automatic adding 0.3s.The 135kW engine is feisty enough though, sounds good for a turbo and revs to 6500rpm, pulling with conviction. A notchy but likeable gearshift complements good pedals and the steering is also a strongpoint.It's a driveable thing with a terrific chassis. You feel its added height, but it handles sweetly nonetheless. Just like a Mini, in fact. In other words, the Paceman successfully translates the recipe into yet another shape.

Australians are moving away from large cars into smaller ones, but many are refusing to accept any loss of comfort or performance. And if possible they would like a solid dash of prestige at the same time.Audi invented the premium small-car category way back in 1996 and has worked hard over the intervening years to maintain its position at the head of the upmarket German field. The introduction of the third generation Audi A3 lifts the game significantly.DESIGNThe company’s designers have come up with a sleek, sporting stance that works beautifully. The shape of the famed Audi single-frame grille provide a focal point that carries back to create a continuous theme over the headlights then onto the distinctive highlights on the doors. The rear hatch is aimed at visually emphasising the horizontal shape.At this stage only the five-door hatchback is on sale. A four-door sedan will come downunder before the end of the year as will the full-on S3 variant. Quattro S3, powered by big grunt turbo-petrol engines, is something we can’t wait to sample when they arrive in the first few months of 2014. Other models are on their way, with an interesting plug-in hybrid due here in 2015.New A3 Sportback has a body and wheelbase that are greater than the outgoing model to improve cabin and luggage space. Yet a clever ‘back to the drawing board‘ redesign means its lighter and stronger.About 85 kilograms has been taken out of the A3, chiefly by the use of an all-new design of platform, tagged as the MQB. This minimises the use of materials, without the need for expensive metals. Aluminium is used in the bonnet and front guards, important crash safety areas use ultra-high strength steels.Despite the relatively steep slope of the rear, new Audi A3 Sportback has good headroom in the back seat. While aimed at the family unit of two adults and three children, it’s possible to fit three adults in the rear provided they aren’t into their large-teenage years.A3 is sold in two levels of trim, Attraction and Ambition and with several options packages to further let you customise them.TECHNOLOGYPrices begin at a handy $35,600 plus on-road costs for an Attraction with a 1.4-turbo-petrol and range up to $42,500 for the topline models with either a 1.8-litre turbo-petrol or 2.0-litre turbo-diesel engine.We drove a range of petrols and the diesel on a course chosen by Audi Australia in far north Queensland and found them to be impressively tractable at low engine revs. At the other end of the scale the petrol powerplants were more than happy to rev right up to the top of the tacho.Even the diesels can stretch out to 5000 revs, a higher than usual number for this type of powerplant, giving them a sportier feel than most others of their type.DRIVINGNimble handling shows the new Audi A3 is so well balanced it’s hard to realise it’s being driven by the front wheels. Comfort remains very high, despite the strong sporting dynamics tuned into the car.Noise and vibration levels are very low and more like those of much larger, more expensive luxury cars. Australia’s notorious coarse-chip surfaces did increase noise levels, but seldom to an irritating stage.VERDICTThe all-new Audi A3 Sportback provides an impressive combination of luxury and sportiness and seems likely to remain in a strong position in the premium small-car sales race in Australia.Audi A3 Sportback Price: from $42,500 Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety:5 starsEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver

The problem with getting to the top of the heap is everyone wants to knock you off.And when it comes to car makers, the battle is more mixed martial arts than Marquis of Queensberry. Volkswagen has engineered its seventh-generation Golf to take the fight to the Mazda 3 and anything else in the small-car class. At stake is the title of the best private-buyers' car in the country.

The problem with the A3 has been not so much what it is as what it isn't. It's been too much of a Volkswagen Golf and not enough of an Audi. Still, if you're going to embark on badge engineering you could do no better than to base your compact hatch on the same platform as that of the Golf, especially the deliriously received new Mk VII.If you're going to call it an Audi and charge a bulging premium before the buyer so much as ticks an option box (of which there are not a few), it had better boast some pretty dramatic points of departure. Or so goes logical thought.Audi's new boss Andrew Doyle will tell you, however, an A3 punter simply doesn't consider a Golf. Imagine a Grange lover going in for Koonunga Hill. If you don't do plonk, imagine eschewing a long neck of Cooper's Pale Ale for a can of VB.It's not that the A3 is better than the Golf in a functional sense because it isn't. This time though, it's different enough. Besides - and this is kind of its point - you look better in an A3 at the golf club.VALUEThis A3 starts at a new low price. So does the Golf (less than $23K) but enough of that for now. The auto trend of the year is affordable, compact, prestige hatches. The A3 belatedly joins BMW's 1 Series, Benz's A-Class and the V40 Volvo at the $35K starting point. It's been out for ages - before the Golf, in fact. (Sorry - it just keeps cropping up.)In entry level Attraction trim, the kick-off sticker is $35,600 for the 1.4 petrol and $36,500 for the 1.6 diesel with its meagre 3.9L/100km. Ambition is the top level before quattro and S models arrive later in the year. Starting price for both 1.8 petrol and 2.0-litre diesel is $42,500.All are decently equipped but Audis are built as essentially blank canvases to be coloured with options. There are no less than six bundles of these, Assistance package being the least expensive at $1800 for adaptive cruise control, lane departure warning and high beam assist, which dips the lights automatically as a vehicle approaches.For $2K more a Style package adds xenon lamps with daytime running lights and 17-inch alloys to Attraction variants. The Ambition version of that gives you the lights, 18s, sports suspension and 15mm lower ride. A Technik pack hits you for $2990 and adds navigation system with touchpad, seven-inch monitor and park assist with rear view camera.Had enough? Then chill with the Comfort kit, a $2200 ask for electrically adjustable and heated front seats with lumbar support, keyless go, auto dimming rear vision mirror and folding exterior mirrors with kerb view.Ambition owners can also chuck $4200 at the S line pack, which adds some of the above to 18s and go-fast-looking bits. These are largely superficial but it's almost necessary to add some - any - visual flair. Dual-clutch auto transmission is standard on all models. You want a manual? Really? It's special order - a free option no one will take.TECHNOLOGYHere's where the Audi begins to depart from its sister model. You begin to suspect you're in a good thing when, without prompting, a senior executive of another German car company starts praising the A3 for its use of aluminium to save weight. This model is up to 85kg lighter than the one previous with commensurate savings in fuel.If CarsGuide can at times appear infatuated with small and uber-efficient German turbo engines it's only because we are. Especially those that run on petrol. So sharp have these become that the economy advantage of turbo diesels - which is in any case largely denuded in urban traffic - is ever more slight. Generally it's a matter of about 1.0L/100km.Of the four VW Group engines in the starting line-up, the one unique to the A3 (oh, and Skoda's new Octavia) is the 1.8 TFSI, which CarsGuide drove earlier this month. No doubt capable of greater outputs than its 132kW/250Nm, this is nevertheless enough for a 0-100km/h sprint approaching that of a hot hatch - 7.3 seconds isn't much outside a MkV Golf (whoops) GTI. Its 5.6L/100km, however, would keep the A3 going long after the latter had dried up.Whether you call them S tronic, DSG or Fred Smith, the shift quality of twin-clutch automatics varies wildly between not just model lines but different cars. Audi's have as a rule been among the nicer to live with but they still frustrate those of us who believe the left foot is for braking. If you're not careful to lift clear of the stop pedal before pressing the accelerator, the throttle is electronically cut and an agonising pause can result - often just when this is least desirable.DESIGNThe car you see here is the new A3. No, really. Look again. All right, look closer. Understandably Audi has gone for design continuity, wishing to create from this still fairly recent model line the dynastic sense of, um .th.th. the Golf. This aspect of the brief just might have been taken too seriously, because if you can on first glance distinguish the new one from the 2005 model, I'd like the number of your optometrist.Our test car was of a dull grey hue. We used images of the red 90 TFSI, because these are not adjacent to invisible. Of course there are differences between old and new. For instance, the standard alloys are not as ugly as those previous.Open any of the Ambition's doors and the generational change becomes obvious, especially (but not only) up front. Not as overt as Benz's A250, this is still one of the inside stories of the year, a compacted but not diluted take on one of Audi's bigger luxury devices, such as the $80K A6.In S and special-edition variants, this interior will doubtless be embellished with coloured stitching and such-like, but not I hope to a distracting extent. The feature here is the four big circular air nozzles. As simple, functional and pleasing as these appear, they contain more than 30 separate parts, which reflects either over-engineering or pig-headed perfectionism.SAFETYPremium active safety technology is optional. To a land where the overtaking lane is for cruising below the limit and car makers might as well save themselves the cost of including indicator stalks, comes Audi's side assist.At 30km/h and above, two radar sensors in the rear monitor the area to the side of and behind to some 70 metres. If it detects activity in the blind spot or approaching it at pace to imperil a lane change, it flashes a warning in the relevant side mirror. If you are among the rare breed to activate the indicator, it blinks brightly and rapidly.DRIVINGPreviously Audi was apt to so stiffen its less able cars that they both rode and handled poorly. New platforms, lighter engines and the realisation that alert dynamics needn't mean busting your fillings have come to prevail.Even with its sporty embellishment the ride/handling character of our 1.8 TFSI is more in keeping with that of a compact grand tourer than a hellfire hatch.The steering still isn't sufficiently well-weighted for full-on apex hunting and after nearly 400km I still found myself readjusting through longer corners. It never conveys enough information as to what the front end is doing. There's a sense that more than a little is being kept in reserve for the overt variants, which arrive in coming months.Not that it lacks for straight-line pull. All of the 1.8's grunt arrives at 1200rpm and hangs in there until 5800rpm. It's difficult not to be in the fat of the range, the auto kicking down smartly for overtaking. The GT motif is emphasised by refinement not always or even often found in a small hatchback, especially not in the back.VERDICTIf you want $80K Audi refinement and luxury in a $50K five-door, here it is.Audi A3 Sportback 1.8 TFSIPrice: from $42,500 ($49,940 as tested)Warranty: 3 years/unlimitedCapped servicing: NoService Interval: 12 months/15,000kmResale: 58 per centSafety: 5 starsEngine: 1.8-litre 4-cyl turbo petrol; 132kW/250NmTransmission: 7-speed twin clutch auto; FWDThirst: 5.6L/100kmDimensions: 4.3m (L); 1.78m (w); 1.4 (H)Weight: 1280kg (unladen)Spare: space saver

The latest pret-a-porter for style seekers is the non-mini Mini Paceman that begs too many questions. It echoes the practice of eccentric European tailors who smile winningly while crafting clothes from the most ghastly coloured and patterned materials for sale to the rich and ignorant.Alarm bells should have gone off in the customer's head the moment he saw the checked shirt, paisley tie and candy-striped sports jacket with an outrageous price tag -- but he’s happy knowing nobody else will have the same outfit. The Paceman is the candy-striped jacket of the car industry's wardrobe.VALUEThis depends on how much money you have and by presuming you want people to know how much the car cost you. It's a status symbol. Style, as I have already established, is in the eye of the beholder.Creating an individual car from the base Paceman Cooper S leads to the creation of a new overdraft, with a toyland of options from $200 (the rail between the seats for accessories) to $2900 (19-inch alloys). The test car jumps from $46,450 to $56,800 with goodies including a sunroof, metallic paint ($900), clear indicator lenses ($250) and sat-nav at $1900.On-road costs add about another $3500. The downside is no capped-price service deal but the good news is a strong resale value of 56 per cent.DESIGNIt's no mini car and actually falls into the SUV category. The Pacemen is the Countryman without two doors, with a body top-hat of a raked roofline and wedged side-glass profile. The nose is a downturned grimace and the bonnet bulges awkwardly like an angry bulldog's face and, clearly, it's the rear end that is the most attractive.It's also big which contrasts to a small cabin and limited interior flexibility. It seats four on individual bucket seats and the rear seats fold forward for luggage but remain intrusive in the cargo area.Mini has moved the window switches from the crowded centre console to the doors - excellent move - but the dashboard switch arrangment remains confused. The imposing centrally-placed speedo is wasted - there's a digital speedo within the tacho ahead of the driver - and personal storage space is almost non existent. Basically, it's an ergonomic spotted shirt with a paisley tie.TECHNOLOGYThe Paceman doesn't share the Countryman's optional all-wheel drive system. It remains perfectly simple with the healthy 135kW/240Nm 1.6-litre turbo-petrol engine and either a six-speed manual or, as tested, a six-cog auto with paddle shifters.It's an excellent engine, surprisingly responsive auto and a compliant suspension set on a wonderfully stiff chassis. Mini claims 7.5 L/100km for the auto - I posted 9.2 L/100km - and a decent 0-100km/h sprint of 7.8 seconds, only 0.3 seconds slower than the manual.It's affected by a portly 1405kg weight and the aerodynamics of a house brick. To save fuel there's a stop-start system and electric-assist steering.SAFETYThe strength of the car is reflected in the heaviness of the doors, the solid clunk when they close and the bit of paper that says it has a five-star crash rating. There's also some merit, depending on circumstances, in the extra height of the Paceman that may reduce passenger injury in an accident.To avoid an accident, the Pacemen Cooper S comes with electronic stability and traction control, brake assist and hill-start assist. It also has a $350 optional electronic differential to prevent a spinning wheel when cornering at speed.There's also rear park sensors and a tyre-pressure monitor. Run-flat tyres are a $250 option. For other tyres, there's no spare but Mini includes a puncture repair kit.DRIVINGFamiliarisation of the switchgear is a starting point. Even the key action - slide into a horizontal slot and press the adjoining start button - is different. Awkward, even. The central speedo is pointless and the information on its dinner-plate size dial is mostly obscured by the sun's reflection.But the engine is the Paceman's soul. It's aural, acutely responsive to the right foot while the steering is firm yet accurate and belies its electric assistance. There's some softening of the power flow because of the auto but it's not bad and can be sharpened by manually shifting through the gears.Though huge by Mini standards, the Pacemen lacks little of the brand's go-kart reputation. It points perfectly into corners, squirts confidently off the apex and delivers a pleasant and purposeful exhaust note. The ride is firm but it's not harsh - certainly less jiggly than the shorter wheelbase Mini hatch.The seats are small in width and cushion height and lack much lateral support. But they provide sufficient comfort even if the driver tends to use the steering wheel as a crutch.The auto transmission's paddle shifters are all wrong with up-down rocker shift action on both left and right sides - like the Porsche 911 - which is awkward. Again.VERDICTThe non-mini Mini with the dog's breakfast dashboard redeems itself with off-the-wall styling and a great engine and chassis combination. Would I buy one? No.MINI PACEMAN SPrice: $46,450Warranty: 3 years/unlimited km, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 56%Safety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 1.6-litre 4-cyl turbo-petrol, 135kW/240NmTransmission: 6-spd auto; front driveThirst: 7.5L/100km; 95RON; 175g/km CO2Dimensions: 4.1m (L), 1.8m (W), 1.5m (H)Weight: 1405kgSpare: Repair kit

Volkswagen has decided to have another crack at the iconic Beetle with a newer version of what came to be known as the "new" Beetle from about a decade ago.It's a bit confusing but all you need to know is the latest version is a totally new car - from the wheels up. Oh, and it's much better than the previous Beetle - in every respect.DESIGNA much more ‘grown up’ design, the latest bug has a flatter roofline and more assertive face and variant rear end. It looks more substantial than its predecessor.Where the previous model had a slightly kooky look to it with round bug-eye headlights and tail lights, this one is athletic and even sleek from some angles. Optional curving LED daytime running lights are striking.INSIDEThe interior is a better rendition too with its ‘50s style painted dash that looks really cool. No flower though... thank goodness.Beetle is up against the Mini (possibly other prestige light/small cars including the Hyundai Veloster Turbo) and both have quite narrow appeal due to their retro looks. You either like them or not.When compared with the Mini, the Beetle is much better value especially with its 118kW/240Nm four pot petrol engine. It also costs about $1600 less than the Mini Cooper.ENGINEIt's a high tech, direct injection, 1.4-litre device with a turbo and a supercharger helping efficiency. The numbers aren't impressive on paper but the car has plenty of pep - believe me.That's because it starts pumping hard from as low as 1500rpm translating into impressive throttle response if not rapid 0-100kmh times. It's rated at 8.3 seconds for the sprint.Any potential lag in acceleration is neatly dealt with by the complex but efficient twin charge system. Recommended fuel is 95RON Premium.EMISSIONSMore important is the EU5 emissions rating and relatively low 6.4-litres/100km fuel efficiency in the seven-speed DSG manumatic model we drove. It's an extra $2500 on the six speed manual's $29,990 price and well worth the money.EQUIPMENTThere's only one model available - generously equipped and with a couple of option packs - the right way to sell a car.Standard kit includes Bluetooth phone and audio, multi-function wheel, media device interface, dual zone climate control, cruise, remote access auto wipers and front and rear park assist. Standard wheels are 17-inch alloys with 18s and 19s available.We really like the look of the bug which is practical despite being a two door. Access to the rear pews is easy and the four seats comfortable. The interior is user friendly and spacious offering plenty of head and legroom along with a pleasing ambience.DRIVINGBuilt on the just superseded Golf 6 platform, the Beetle has its own distinctive feel to go with the new looks. The drive feel is sporty heightened by powerful brakes, diff lock, a firmish ride and direct steering. The DSG also adds an element of engagement you don't get with the manual but paddles are optional.It sounds pretty good with the characteristic VW exhaust pop on up changes. Out of VW's Mexico factory, the Beetle feels solid as a rock on the road and has the usual quality VW feel and look. The boot is a reasonable size.VERDICTLike it a lot. Good value, plenty of technology, toned down styling is welcome change. Shop it every day against Mini.

Mitsubishi Mirage was a major player in the small car scene in Australia during the 1970s and into the '80s. Indeed it was built in Adelaide for much of its time on sale here. Mirage faded from the local scene when the local branch of the giant Japanese company got into financial strife and closed its factories, but

There's no argument that the car market has changed. The once dominant big cars are on the nose, replaced largely by other big cars in the form of SUVs, but at the same time small cars that were once shunned by all but the poverty-stricken are enjoying unprecedented popularity.This newfound popularity has meant that carmakers have put more effort into making them attractive to this new generation of buyers instead of stripping them of everything but the basics in the hope of making a buck as they once did.The result is cars like the Thailand-produced Ford Fiesta, an attractive, fun-filled little car that drives well, is economical, and has loads of neat features. Ford offered two body styles, a four-door sedan that gave you the security of a boot and a little more body stiffness to aid handling, and a five-door hatch that was more practical and versatile.There were also two engine options to choose from, a 1.6-litre petrol four and a 1.6-litre turbo-diesel. Both were quite economical, the turbo-diesel more so by quite a margin, and both performed quite nicely.The only criticism of the petrol engine was that it lacked a little performance at low revs, but it was still perfectly adequate for the job. At the same time the turbo-diesel was lauded for its sparkling performance, the downside was that it only came with a five-speed manual gearbox.For those wanting an auto there was no choice but to go for the petrol engine, and you could then opt for the new six-speed auto, which was in fact a dual-clutch DSG gearbox.All models boasted standard stability control, but the base CL only had two airbags unless it was equipped with the $600 option that upgraded it to the seven that all other models had.A downside that needed to be understood is that the Fiesta didn't come with a spare wheel, for that you had to pay extra. Instead it had an aerosol kit for use when you get a flat.Ford made choosing a Fiesta a challenge. The turbo-diesel was a winner, in both performance and economy, but it only came with a manual gearbox.If you wanted an auto transmission you had to forgo the economy of the diesel and buy a petrol engine, which wasn't as economical and lacked the diesel's performance.But given the auto is a DSG, which can prove troublesome, perhaps the best option is to avoid the complication of technology and opt for a simple manual gearbox.If you really want the auto test-drive it thoroughly to try and find any faults it might have. Don't just drive it around the block; take it for an extended run, driving it under varying conditions, high speed, low speed, walking speed, accelerating from a stop, overtaking etc.Check in the boot to see if your chosen car has the optional spare or not, and think about what you might do if it doesn't. If there is no spare check to see that the aerosol kit is there.Some owners say that their petrol models ping, which forces them to run them on 95-octane fuel instead of the cheaper 91. That, of course, increases the running costs significantly.Build quality is a complaint often heard from WT Fiesta owners, so take the time to inspect your chosen car closely.Inspect the body for bumps and scrapes, they always bring the value of a car down, and also check the service record to reassure yourself that the required servicing has been carried out.Questionable build quality detracts from an attractive package, but the diesel engine is worth the punt.

Kia Rio is a small-medium South Korean car that has picked up significantly in Australia since the launch of the all-new model of September 2011. After two generations of Rios with conservative shapes, the 2011 Rio came with stunning styling that pushes it ahead of many competitors from Japan and Europe from a visual point of view. Build quality wasn’t too bad on the first generation Rios, sold from July 2000, improved significantly in the gen-two cars from August 2005 and is impressive from 2011 onwards. The bodies of the older models were generally better assembled than their interiors, though we do see the occasional rough one inside and out.Tip: Don’t forget that professional inspection.The Kia Rio is sold as either a four-door sedan or a five-door hatchback and has good interior space that can seat four adults, though two grownups and two or three kids is a more practical load.On-road dynamics and build quality have improved over the years and the latest models provide a fair degree of enjoyment for the keen driver. However, some may find the ride a little too firm on rough roads. Try it for yourself during your private road test.A good set of tyres can work wonders for the handling and steering feel of older Kia Rios.Kia Rio is powered by a 1.5-litre four-cylinder engine in the pre-2005 series. If worked moderately it will sound and feel fine, but drive it hard and it gets noisy and can be harsh. Engine performance is generally fine as this is a relatively light car. But it can struggle a bit on hills, so it's smart to find a hilly area to do some of your pre-purchase road testing.The newer, from 2005, Rios have a more modern 1.6-litre four-cylinder engine that’s significantly more powerful, smoother and significantly better in the refinement stakes. The engine was further improved in the 2011 series Rios.A lower cost 1.4-litre engine was added to the range in March 2007, its performance is OK if you’re willing to work at getting the best from the car.Transmission options are five-speed manual and four-speed automatic in the first two Rio ranges. Six-speed units, both manual and automatic were a big feature of the all-new model that arrived in 2011, putting the car ahead of many of its rivals.The four-speed auto takes the edge of what performance the older engines do deliver. It’s smooth enough and obviously makes life simpler in the suburbs, the natural habitat of a vehicle like this.The experienced home mechanic can do a fair bit on a Kia Rio. Underbonnet access is good and these cars have old and tried technology. A workshop manual is a low-cost investment that can save you lots of hassles. Don’t do any safety-related work yourself, leave that to the professionals.Insurance is normally towards the lower area of mid-range, but seems to vary more than usual from one company to another. So it pays to shop around, as always make sure you understand what you get, and don’t get, for your premium.Poorly repaired crash damage will show as paint which doesn’t match from panel to panel; and/or a ripply finish in a panel. Check for tiny specks of paint on non-painted parts such as glass and badges. Look at the interior and boot for signs of general wear and tear.The engine should fire up within a second or so of the key being turned, even when it’s cold. As soon as it starts it should settle into a steady idle. There should be no smoke from the exhaust pipe even if the engine is worked hard. Letting it idle for about a minute, then flooring the throttle in a quick takeoff will aggravate the problem.A manual gearbox should be moderately light in its action and not crunch on any of the downchanges, no matter how fast they are made. The third-to-second gearchange is usually the first to give trouble. If the automatic transmission is slow at picking up a drive gear from Park or Neutral it may be because it’s due for a major overhaul.Check the brakes pull the Rio up squarely and that ABS, if fitted, operates when you push the pedal hard.Cars that have spent all their lives in the open air are far less desirable than those that have generally been kept under cover. Faded paint and dried out dashtops are the easiest way to pick ‘outdoor’ cars.