Hatchback Reviews

The $50,000 question. Neither BMW nor Benz has played here. Neither has had a properly hot hatch that could be got on road under the ludicrous luxury car tax without undue deprivation of luxury.These turbo Teutons start at -- or not much above -- the norm for a European quick compact such as RenaultSport's Megane or Volkswagen's Scirocco. Indeed the entry Mercedes-Benz A-Class and BMW 1 Series variants have never been cheaper. It's at $50,000, however, they warm up. Benz's A250 Sport is the range topper until September when the A45 AMG arrives to take on the BMW's 135i. The 250's true rival is the 125i.VALUEUnadorned, both cars start just shy of $50K. Optioned to the extent of our test cars they're just shy of 60. The 125i's $46,100 starting price is illusory. Manual sales are next to zero and BMW want all of $3077 for its eight-speed auto.That's $49,117 to the auto-standard Benz's $49,900. The latter includes bi-xenon headlamps, reverse camera, parking assist software and a panoramic sunroof. For these, the 125i buyer drops $4000.  Both gouge for metallic paint. It’s $1308 on the BMW, $1190 on the Benz.As driven, the Bimmer is $58,116 -- the balance of that sum reached with the sunroof ($2246); sat-nav system ($1385) and the M Sports kits which includes taut suspension, 18-inch wheels and negligible visual adornment ($5385).Our Benz is $59,060 before charges, the cool red-cut leather upholstery and lurid seatbelts being standard. The "COMAND" pack with eye level screen and multi media set up including voice control and digital radio is $2990.An AMG Exclusive pack which brings real visual lustre adds $2490 with the same sum again for the Driver Assist kit's array safety warnings. You're getting into a fully equipped, fast and fun prestige cars for well under the starting point of an interesting 3 Series or C-Class.TECHNOLOGYIndeed, in terms of sophistication these little luxury cars lose little except space to a full-size 5 Series or E-Class. Both engines are 2.0-litre four-cylinder turbo with direct fuel injection. BMW uses an eight-speed torque converter (i.e.: conventional) automatic to transmit 160kW and 310Nm to the rear wheels. With all of the latter turning up from about 1300 revs, the 125i returns 6.2L/100km and 0-100km/h time of 6.4 seconds.The Benz's auto is of the twin clutch type (strictly speaking an automated manual, much like Volkswagen's DSG) with seven ratios to pluck its 155kW/350Nm for the figure of 6.6-litres in juice use and 6.6 seconds in the sprint. Drive goes to the front wheels.DESIGNNext to the lustrous 'look-at-moi' Benz, the BMW is a sombre Mormon. The barely discernible sports kit does nothing to lift it. Even the five-spoke 18-inch alloys somehow look undersized in a construct that remains visually and functionally awkward in its second generation.Unremarkable without, underdone within. This interior is worth 30 grand, not the double charged. BMW's much-vaunted dynamic advantage of rear-wheel-drive is a design dead end in a small hatch, the transmission tunnel rendering useless the centre rear seat. The other back pews are intolerable for anyone over average height. Not for nothing is this to be the last rear-drive 1 Series.By polar, shining contrast the Benz's cockpit could be that of a $150K sports car. It's one of the interiors of the decade to date, an outstanding interface of function and cool; sophisticated yet simple. In exterior terms there's hasn't been a more striking five door hatch. Each time you approach it will gladden your heart.SAFETYStaggering levels of front end grip and neutral handling are the best means of ensuring you never trigger the Benz's nine airbags. So it is with the BMW's intuitive and progressive driving character. Naturally both cars have the maximum crash rating.Unfortunately both have run flat tyres without a spare. The Merc has a proper colour reversing camera to the 125's dated colour coded proximity graphic. Only the former leaves no doubt as to when a child strays into your path. The BMW also lacks the Benz's digital speedo and blind spot warning lights.DRIVINGHere the 125i regains ground. With the crown of the 3 Series slipping, this has become the brand's default driver's car.Yet the expensive sport suspension is crucial to its full enjoyment, disciplining the ride without making it impossible as have previous combinations of M Sport and runflats. It's a tasty engine, one from which this intuitive transmission gets the best whether urban grinding or dashing from apex to apex.In Comfort mode, but particularly Sport, delivery is hot, strong and smooth in a way the Merc's twin clutch auto is not. That not the fact power goes to the nose is the Benz's shortcoming. In Eco mode it climbs the gears as rapidly as revs allow. In Sport it holds gears interminably. Manual selections made through the shifting paddles are too readily refused. It can be irritating.The ideal setting would be somewhere between Eco and Sport. So it is with the forthcoming CLA. We bet someone in Stuttgart is tweaking the software even now.It's almost a matter of indifference that front wheels have to steer and drive. The Benz is supremely sorted. The DNA of the AMG tuning arm is felt everywhere, not least through the tiller. If the ever terse ride is too a high a price to pay for body control of this order, try the cheaper A200.That said, the BMW's unadulterated steering feel — light at low speed, firm when needed — is delicious. Such trueness of feel made BMW's rep and the hardcore will consider this worth the compromises the 125i otherwise entails. But they will be alone.Mercedes-Benz A250 Sport4.5/5 starsPrice: From $49,900Engine: 2.0-litre 4-cyl turbo petrol; 155kW/350NmTransmission: 7-speed twin clutch auto; FWDThirst: 6.6L/100kmBMW 125i Auto3.5/5 starsPrice: From $49,177Engine: 2.0-litre 4-cyl turbo petrol; 160kW/310NmTransmission: 8-speed auto; RWDThirst: 6.2L/100km

The all-new Volvo V40 takes the premium hatchback to a new level. As well as arguably being the most stylish Volvo for many years, it’s undoubtedly the most intelligent and safe car in its segment. Indeed it can show many far more expensive cars a thing or two in these important fields.DESIGNAs well as the sleek body, Scandinavian simplicity and ergonomic design abound in the Volvo V40’s cabin. The T5 we tested had quality materials on sculpted R-Design sports seats with contrasting stitching; gearshift knob LED-illuminated from the inside and LEDs in the door panel storage pockets.If there’s anything we didn’t like it was the over-abundance of black inside our test car. The low roofline will have most occupants ducking to get in and out. A panoramic sunroof limits headroom. Legroom in the rear is adequate and shoulder space not overly cramped for three people of average build.TECHNOLOGYThe innovative Volvo Sensus infotainment system, in which information is presented on a five- or seven-inch colour screen depending on the model, in the upper instrument panel, makes it easy for the driver to keep his or her eyes on the road. All functions can be operated from the steering wheel or via controls located directly below the screen.Volvo My Car allows access to a wide range of settings, such as for City Safety, Collision Warning, Pedestrian Detection, Driver Alert System, Active Cruise Control, lighting, door mirrors, climate unit, central locking and the audio system.With the optional multimedia audio system, Volvo Sensus comes upgraded with a seven-inch screen that also displays information and images from the navigation system, phone, reversing camera, DVD player and more.A new digital instrument cluster directly in front of the driver uses a TFT (Thin Film Transistor) crystal display to present the most important information in any situation. The driver can choose between three graphic themes: Elegance, a traditional amber illumination; Eco, a green background illumination, designed to create an environmentally-inspired look.An Eco meter, plus current and accumulated fuel consumption figures are displayed. The driver gets a green light when eco-driving is optimal. The third theme, Performance, provides a sporting red background illumination.Vehicle speed is shown digitally in the centre of the display. The right display includes a power meter – a gauge that informs the driver how much power is available and how much power is being used at any time.Below the armrest is a storage compartment suitable for CDs and other small items, while the glove compartment includes space for two cans or bottles. The latter are cooled by air from the climate control system.SAFETYA major new safety feature is a world-first pedestrian airbag technology. Most serious head injuries involving pedestrians are caused by the hard structure directly under the bonnet, the lower edge of the windscreen and the windscreen pillars.Seven sensors in the front of the new Volvo V40 transmit signals to a control unit. When the car hits an object, the signals change, and if the car thinks the object is a human leg the pedestrian protection system reacts.The bonnet rear hinges are released and the bonnet lifts to get it away from the hard surfaces under it. The pedestrian airbag is activated. The airbag covers the entire windscreen wiper recess, about a third of the windscreen and the lower part of the A-pillars.Before this amazing technology springs into action, the V40 has already done its best to avoid the collision. The car ‘looks’ down for pedestrians and other risks and if need be applies full auto braking. This is part of the existing Volvo City Safety system and in its latest development it operates to avoid, or at least minimise, collisions at speeds up to 50 km/h.Keeping the car out of trouble are lane keeping aid with automatic steering, automatic road sign Information, park assist, active high beam headlights and a cross traffic alert radar system. These aren’t all standard in every model, contact your Volvo dealer for full specifications and optional charges.ENGINEThis high-performance Volvo V40 T5 R-design can cover the zero to 100 km/h acceleration test in just 6.1 seconds thanks to its five-cylinder 2.5-litre turbocharged engine putting out 187 kW of power and 360 Nm of torque.Interestingly, this powerplant is a relative of that used in the latest Ford Falcon with EcoBoost and there’s speculation Ford Australia may bring out a high-performance Falcon using an adaptation of the Volvo five-cylinder unit.In the R-Design Volvo the engine drives though a six-speed Geartronic automatic transmission, with a manual mode for sporting occasions. We feel it should have steering wheel paddles to add to the excitement.DRIVINGThe Volvo has smooth acceleration thanks not only to the design of the engine, but also because of impressively fast gear shifts. Steering is direct and produces positive feedback of the type that’s enjoyed by enthusiastic drivers.The Sport chassis, standard on the T5 R-Design, is 10 mm lower than the standard set-up. Springs and shock absorbers have a firmer setting, resulting in extra-responsive driving with sharper control.Steering has electrical power assistance and can be optioned in three ways: City, with a high degree of power support for easy manoeuvring; Normal offers more road response at higher speeds; and Sport, adds a dynamic character. Thank goodness for the body-hugging sports-style seats as it grips hard in all modes.The stiffer suspension works well on better bitumen surfaces, but supplies a harsh ride on surfaces that have seen better days. Recent heavy rain on the Gold Coast didn’t do the test car any favours, with pot holes and washouts jolting the body all too frequently.With a large C-pillar and small rear window reversing could be hazardous but for assistance from sensors all round the car. Auto dimming headlamps reduce glare for oncoming traffic, cornering lights are controlled by steering input.Daytime running lights, a safety feature invented by Volvo decades before the rest of the world caught onto the idea, provide improved visibility of the V40 to all other road users, be they drivers or pedestrians.VERDICTVolvo Cars is working towards its vision that by 2020, nobody should be killed or seriously injured in a new Volvo. A seemingly impossible target to our way of thinking, but the V40 certainly showcases the incredible amount of intelligent thinking the Swedish marque continues to put into safety.MODEL RANGEV40 D2 Kinetic 1.6-litre turbo-diesel five-door wagon: $34,990 (manual)V40 D4 Kinetic 2.0-litre turbo-diesel five-door wagon: $39,990 (manual)V40 D4 Kinetic 2.0-litre turbo-diesel five-door wagon: $41,990 (automatic)V40 D4 Luxury 2.0-litre turbo-diesel five-door wagon: $45,990 (automatic)V40 T4 Kinetic 2.0-litre turbo-petrol five-door wagon: $41,990 (automatic)V40 T4 Luxury 2.0-litre turbo-petrol five-door wagon: $45,990 (automatic)V40 T5 R-Design 2.5-litre turbo-petrol five-door wagon: $49,990 (automatic)Volvo V40 T5 R-Design 2.5-litre turbo-petrol five-door wagonPrice: from $49,990Engine: 2.5-litre 5-cylinder, 187kW/360Nm Transmission: 6-speed auto, FWD Turning circle: 11.7 mKerb weight: 1468 kgFuel tank capacity: 62 litresAcceleration 0-100 km/h: 6.1 secMaximum speed: 250 km/hThirst: 8.1L/100 km, CO2 189 g/kmBrakes: Ventilated discs (front); ABS with Brake Assist (BA), Electronic Brakeforce Distribution (EBD), Traction Control (TRC), Vehicle Stability Control (VSC)Steering: Electric power assistedWheels: Alloy 7.5 x 18-inch IXION II R-Design

Twenty years from now, the carscape will be vastly different. Electric cars will be commonplace, hybrids will be universal and the Aussie V8 muscle car will be a page in history.But a handful of 2013 cars will have survived the turmoil to attain classic status just as the Ford Falcon GTHO from the 1960s is considered even more desirable today than it was when it first hit the road. Classic cars are not necessarily about horsepower or price.We know a collector who loves the humble, bumbling Morris 1100 in his multi-car garage. The first Toyota Prius is a car to keep because of its place in history. The original Mazda MX-5 from 1989 is just as “classic'' as certain Porsche 911s. The key to classic status is simple: Emotion.A car does a job in the same way as a fridge but it's much more than a machine, from the shape of its bodywork to the touch-and-feel pieces in the cabin and the way it makes you feel when you're driving. The attachment could take the form of the love you feel for a first car, even a humble '50s Beetle, or the satisfaction of finally parking a dream machine -- even a Leyland P76 -- in the garage.Classic cars don't have to be affordable on day one, because depreciation hits everything. Not enough, perhaps, to make the LaFerrari more than a dream but it could help with a Porsche 911 or an Audi R8 that's definitely desirable despite the showroom sticker.Which current cars will achieve classic status? If we really knew, the Carsguide crew would be putting them up on blocks today as investments for the future. But here are some likely suspects:Abarth 695 TributoPrice: from $69,990Engine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed sequential auto, FWDThirst: 6.5L/100Km, CO2 151g/kmThe Italian baby is outrageously expensive but this humble Fiat 500 has been touched with the Ferrari wand, which makes it special. It looks wicked and is a hoot to drive. Just plain fun.Holden Commodore SS-VPrice: about $50,000Engine: 6.0-litre 8-cylinder, 270kW/ 530NmTransmission: 6-speed manual or auto, RWDThirst: 12.2L/100Km, CO2 288g/kmThe last in the long line of truly home grown Holdens will soon be one to enjoy, thanks to improved efficiency and an Audi-style luxury cabin. The SS-V and HSV's coming F Series cars will be historic and performance icons.Range Rover EvoquePrice: from $51,495Engine: 2.2-litre 4-cylinder, 110kW/380NmTransmission: 6-speed manual or auto, FWD or 4WDThirst: 4.9L/100Km, CO2 129g/kmThis one is a fashion item, not an SUV. The Evoque is all about the looks, a lot like a Mini, but it is also a great drive and we know the all-paw drive examples will go almost anywhere.Nissan GT-RPrice: from $172,000Engine: 3.8-litre 6-cylinder, 404kW/628NmTransmission: 6-speed auto, 4WDThirst: 11.7L/100Km, CO2 278g/kmGodzilla is already a collector's car, thanks to earlier models tied to the GT-R that won the Bathurst 1000. The new model is a better car, and still great value, but collectors will need to find one that hasn't been battered and abused.Volkswagen Golf GTIPrice: from $40,490Engine: 2.0-litre 4-cylinder, 155kW/280NmTransmission: 6-speed manual or auto, FWDThirst: 7.7L/100Km, CO2 180g/kmThe German pocket rocket is a top drive and the coming model, using the Golf Mk7 body, promises to be even better. The GTI has been a cult car since the '70s and truly great since the 2005 Mark 5.Subaru BRZ/Toyota 86Price: from $37,150/$29,990Engine: 2.0-litre 4-cylinder, 147kW/205NmTransmission: 6-speed manual or auto, RWDThirst: 7.8L/100Km, CO2 181g/kmPeople who love cars have fallen for the Twins, the sports cars that won Carsguide's 2012 Car of the Year. There is a waiting list for both and the keen are paying more than the showroom sticker, because they deliver exactly what they promise at a great price. Pushed, we'd go for the BRZ in Subaru's signature blue.

Need a small car but don’t want one that’s so sensible it’s ultra boring? Then iconic Italian automaker Fiat has just the thing for you. The Fiat 500 is as far from being mundane as you can possibly imagine, yet is far more practical than you would guess from its oh-so-cute lines.The original Fiat 500, usually called the Cinquecento (500 in Italian) was a tiny car that was a big hit when introduced in 1957 and remained on the market until 1975. Quite a few reached Australia and are now collectors’ items.When the modern-retro Fiat 500 was introduced in 2007, exactly fifty years after the original, it too grabbed plenty of attention. Styling to match the earlier 500s was admired by all.The new 500 - still called Cinquecento by many lovers of the marque, despite it having a range of engine sizes, none of which displace 500cc - is a couple of sizes up on the old 500, partly to provide crash protection, but also to give it reasonable interior space.Australian imports of new Fiat 500 three-door hatchbacks began in February 2008, with a two-door convertible / cabriolet joining the range two years later. Sales weren’t particularly good as the original importer charged top dollar for the cars - they also imported Ferraris and Maseratis, so are accustomed to charging what the market will bear…The pricing situation changed rapidly when the Fiat factory took over Australian imports in May 2012. A series of price drops - which didn’t exactly please existing owners - saw sales take off in a big way and the cute little Italian machines are now becoming a common sight on Aussie roads.Believe it or not, four adults can fit into this tiny car with more room to move than you would anticipate, that’s principally because they sit tall in the car. The resulting high driving position isn’t initially to all tastes, but owners report they quickly become accustomed to it.Owners say their 500s are great fun to drive and love the way that people smile and even wave to them, particularly when they’re in a convertible with its roof open. Boot space isn’t great, even less so in the convertible, but that’s the price you pay for having a reasonable back seat. Realistically, most Australian owners are singles or couples and use the fold-down back seats to increase luggage space.The diminutive dimensions of the 500 mean it has a short wheelbase, which can result in a choppy ride at times. Around town, it’s natural habitat, the Fiat 500 is great. It buzzes around in the traffic and can be slotted into minute parking spots. On long open-road trips the busy ride and the equally busy little engine means it’s less comfortable.Fiat 500 is sold in several models; Pop, Lounge and Sport. There’s also a hot sports version called the Abarth 500 Esseesse (try saying SS with an Italian accent and the name suddenly makes sense). Technically the Abarth isn’t sold as a Fiat, it should be referred to as an Abarth. Same with the crazily priced ($69,990) Abarth 695 Tributo Ferrari that’s crammed with Ferrari type features, though it’s only powered by a 1.4-litre turbo engine.The Fiat 500 has petrol engine capacities of either 0.9, 1.2 or 1.4 litres. The smallest unit has two cylinders (just like the old 500s), and is turbocharged. It has only been imported since 2012. The 1.2 and 1.4 are four-cylinder engines, with the 1.4 coming with or without a turbo - the blown examples being fitted in the hot Abarth tuned machines.There are turbo-diesel options, initially with a size of 1.3 litres, which was upped to 1.4 litres midway through 2011. Given that the petrol engines are pretty economical the diesel seems like a bit of an overkill on the Australian market, but owners say they love the big torque it provides.Transmissions are a five- or six-speed manual or a five-speed automated manual. The latter, like most of its breed, can be rough in its changes in the low gears but becomes much better in the higher ratios. Since Fiat took over importation to Australia the company has spent bulk money on constructing new offices, spare parts warehouses and appointing new dealers.This bodes well for the future, but it’s still wise to check on sales and servicing in your locality before falling for the appealing body shape and the sheer joy of driving. Insurance rates tend to vary more than normal from company to company, something that should settle down now Fiat is again part of the mainstream. Check by clicking and/or ringing around, but make sure you’re comparing apples with apples.WHAT TO LOOK FORThis is primarily a city car so the Fiat 500 may suffer the usual battle scars created by crowded parking areas, tight traffic and silly drivers. Check the body carefully for signs of damage or repairs to the same. Tiny repairs are acceptable, big ones aren’t.Look at the wheels to see if they have been kerbed, the front lefts are usually the first to suffer, but have a look at them all.Boot space is limited, particularly in the convertible / cabriolet so look for damage caused by luggage having been crammed in.Wheels with a lot of brake dust inside them probably indicate a hard driver.The engine should start easily and idle relatively smoothly from the moment it kicks over. The two-cylinder unit has a different note to the typical four- or six-cylinder to which the average Australian driver is accustomed. If you suspect there may be problems call in an expert.The interior is pretty well bullet proof, but we have experienced several cars where a piece of sound absorbing foam has fallen onto the floor beneath the glovebox - strange.CAR BUYING TIPCity cars with low kilometres may suffer from more wear and tear than country cars with much higher readings on the odometer.

And now for something completely different - yet at the same time something that’s a blast from the past. VW’s marketing gurus like the new model’s name to be spelled as up! – complete with lower-case ‘u’ and an exclamation mark. Our computer’s spelling checker hates it, but ...Volkswagen up! is the reigning World Car of the Year and is available in three- and five-door hatchback bodies, with just one equipment level but a number of option packages. More about the latter.There are a number of cost-saving cues in the up! including sealed side windows in the rear of the three-door version and hinge-out windows (only to about 10 degrees) in the five-door.Fuel consumption during our test week was generally in the six to seven litres per hundred kilometres range, on the open road it was possible to get it under five litres without using any extreme economy driving measures.There are three option packages available with the up!. The biggest seller will almost certainly be the Maps+More Package; a portable infotainment system displayed on a five-inch touchscreen monitor mounted onto a bracket above the centre console. Features include satellite navigation, Bluetooth phone and audio streaming, trip computer with a fuel-saving trainer and media player. At just $500 it’s a steal.The Comfort Drive Package ($600) provides cruise control, multi-function display and rear parking sensors. The $2500 Comfort Style Package includes 15-inch alloy wheels, front foglights, leather trimmed steering wheel, parking brake lever and gearshift knob, heated front seats and carpet floor mats. A panoramic powered sunroof is available for just $1400, so is also likely to be a popular option.Power for the cute little Volkswagen up! comes from a three-cylinder 1.0-litre petrol engine. Peak power is 55 kW at 6200 rpm and 95 Nm of torque between 3000 and 4300 rpm.By their nature lower-powered cars do require a bit more thought and planning in the driving technique needed to get best out of them. For the time being, there is no automatic transmission on offer. It’s sold only with a five-speed manual gearbox.The Volkswagen up! has a cheeky shape that’s like nothing else on the road. This is a very difficult thing to achieve because the smallest VeeDub could have looked like any other low-priced hatchback. Full marks to the designers who have used a clever front grille style and a distinctive kink in the rear pillar to make their up! stand out from the madding automotive crowd.There is seating for four, although rear seat adult passengers will need to impose on those in the front seat to get comfortable legroom. If you’re buying an up! as a small family car make sure the kids are aware that they won’t be able to wind down the rear windows.There are no headroom problems in any seat and just the occasional elbow bumping between the two front seat occupants.Maximising the size of the passenger cabin inevitably reduces storage space and, at 251 litres maximum, the boot is relatively small. However it is quite deep and can take a single large suitcase with several soft bags squeezed in around it. The rear seatbacks fold down to greatly increase carrying capacity.A major safety feature of the up! Is City Emergency Braking (CEM). This uses a laser sensor mounted at the top of the windscreen to scan a space in front of the car, detect the risk of imminent collision and selectively apply the brakes depending upon the force required. It will either prevent or reduce the impact of a collision at speeds up to 30 km/h.The blast from the past we mentioned in the intro is that there’s more than a hint of the original VW Beetle in the way up! feels on the road. Not in its handling, which is infinitely better than the old swing-axle Beetle that could see the car tipped onto its roof at a moment’s notice, but in the cheeky way it accelerated and the happy way it corners and stops. The buzzy sound from the three-cylinder engine is another endearing feature.If you don’t smile from time to time while in the driving seat of an up! we feel for you. At just 3.54 metres in length the VW up! is a delight in tight city areas and we found ourselves having access to parking spots that nothing else with four wheels could fit into.

A vehicle that is so radically different to the everyday petrol powered mid-size town car has no right to be so easy to live with, or so good looking to boot. But that’s the case with the Holden Volt electric car.There is little difference, apart from super fuel efficiency and, for the most part, absence of engine noise, to a conventional car.VALUEOn sale for $59,990, Volt is covered by a three-year/100,000 kilometre warranty on the vehicle, while an eight-year/160,000 kilometre transferable warranty covers battery and Voltec components, including all 161 battery components, charging and thermal-management systems and electric drive system components.Capped price servicing of $185 is offered on Volt’s first four standard scheduled log book services for the first three years or 60,000km, whichever comes first. The infotainment system has two 7-inch colour LCD screens for satellite navigation, Bluetooth, USB with iPod connectivity, a 30GB disk drive and DVD player, many of which can be operated through voice recognition.There is an extra level of interaction via a moving ball efficiency gauge that if kept in the centre of the scale shows the vehicle is being driven to optimal efficiency. But don’t become to distracted by this – or optimal safety suffers...The touch screen above the centre console displays instant information on energy use and power flow. It also gives feedback based on driving style, climate settings and energy usage.TECHNOLOGYThe latest in lithium-ion batteries allows an electric motor alone to drive the car up to 87 kilometres and a petrol generator that can produce electricity to keep the vehicle moving for up to 600 kilometres on a single charge and a full tank (35.2 litres) of premium (95 RON) fuel.The latter, a 1.4-litre petrol motor, extends the range by maintaining a charge in the battery to power the wheels until the battery can be externally charged. Different to most electric cars, Volt can be recharged from a regular household outlet via a six metre charging cord, stowed in the cargo area, for as little as $2.50, or through charging stations (charge spots) being set up around Australia by Better Place.Research has shown around 80 per cent of Australians living in major capital cities commute fewer than 80 kilometres daily and, therefore, could travel petrol-free. The lithium-ion battery can also gain charge from regenerative braking in which energy lost while the brakes are applied or when the car is running downhill is converted to electricity stored in the battery.Real freedom could come for the Volt and its follow-up vehicles with the take-up of induction charging; wireless connectivity between an electromagnetic source buried underground and the vehicle on top.These stations could be placed at strategic points such as loading docks for delivery vans, taxi ranks, or supermarket parking spots where electric vehicles spend short periods of time not in use.SAFETYThe Volt can call on a wide range of hi-tech safety systems to take care of people both inside and outside the vehicle. Occupants are protected in the event of a crash by high-strength steel body crush zones and eight airbags.Electronic stability and traction control look to preventing these events together with the latest technology such as lane departure warnings which alert the driver to wandering out of a lane without signalling. Front sensors can be set to one of three distances from a vehicle ahead. If the Volt edges too close, an alarm will sound. There is also a driver activated alert that warns pedestrians of the almost-silent car approaching at low speed.DESIGNVolt is built by Chevrolet in the United States and based on the Chevrolet / Holden Cruze platform. Fit and finish are very good. It features 17-inch alloy wheels, projector headlamps, LED daytime running lights and an integrated rear spoiler.A striking interior is lined with lightweight plastic, while Bose Energy Efficient Series speakers use 50 per cent less energy than comparable Bose systems, yet sound remains crystal clear. That’s clever. Occupants can settle into four leather upholstered seats (heated at the front) with contrasting-colour panels and double stitching and benefit from electric air-conditioning. There is no centre rear seat due to the space taken up by the batteries under the car and the rear seats have pretty restricted legroom unless those in the front are willing to give up space.Centre stack functions are easily operated by touch, while the screen directly in front of the driver is used to display info on speed, battery and fuel levels, tyre pressure and trip computers.DRIVINGDrivers can take advantage of three driving modes – Normal, Sport and Hold – at the press of a steering wheel-mounted button. Sport enhances Normal mode to give a more positive driving experience through faster response times and heightened feedback.‘Hold’ conserves battery power, drawing an electric charge from the petrol generator to drive the wheels. Electric propulsion delivered to the front wheels, gives the Volt instant maximum torque off the mark in immediate reaction to accelerator pedal pressure.Steering produces a positive feel at normal driving speed but is on the light side at low speeds and when parking. The suspension delivers a comfortable ride and handling stability in day-to-day usage. With a discharged battery and the petrol engine running at maximum need, the Volt test car, in a 70 kilometre-plus run in a mix of rush hour city traffic and motorway cruising, signalled frugal fuel consumption of 4.1 litres per 100 kilometres.In use, with the whole drive system in action there’s little noise, though the air-conditioning system sounds pretty noisy under those conditions.VERDICTVolt would best suit an owner with an ordered life; someone who has regular blocks of downtime for the car to be plugged in to power to keep the battery fully charged. While this is happening the car is going nowhere. More haphazard usage could present charging problems.Holden Volt 5-door hatchPrice: From $59,990Engine: 1.4-litre-4-cyl, 63kW/370NmTrans: Automatic, FWDThirst: 1.2/100km, 27g/km CO2

It's been a couple of months now and our time with Peugeot's classy 308 Allure is drawing to a close. We really like the car for a number of reasons not the least being the fact that it's different - you don't see one on every street corner.For some reason it's not on many people's radar but the Peugeot brand has been substantially rejuvenated in the past year or two offering style and efficiency in a range of affordable cars with that certain French chic.The six-speed conventional automatic places the sweet looking Pug in a torrid segment with up to eight direct competitors from Japan, Korea and Europe. The main one would be VW's Golf diesel.VALUEThe current, well featured Pug lineup deserves a second look particularly with fixed price servicing now included. Prices for the 308 range start at $22,990. The Allure tested here is the top of the range going from $37,990.It includes leather, premium audio, cruise with speed limiter, dual zone climate control, comprehensive instrumentation, multi wheel controls, auto wipers, park assist front and rear, Bluetooth, pollen filter with charcoal filter as well, rain and dusk sensors for wipers and lights, remote wheel buttons and a decent trip computer.We really appreciate the auto wipers and headlights and would like to see them adopted on all cars. How hard would it be? The lack of satnav as standard equipment is a bit of an issue for the $37,990 ask.DESIGNPeugeot upgraded the 308 mid-2011 with a sleeker look that toned down the large grille and gave the car a more prestige appearance inside and out. It is in fact available in three body styles, hatch, CC (coupe/convertible) and wagon.The 308 hatch looks good heightened this time around by some funky daytime running lights. Love the interior styling, Peugeot has really nailed it here. It has a French flair and is much better than Peugeot's efforts in the recent past.The firmish seats are comfy over a long drive and the stylish cabin is a pleasant place to be. It has room for five and the load space can be doubled in size with the rear seats folded. Fits easily in the garage too.TECHNOLOGYMechanically it's actually fairly mainstream - electric power steering, Macpherson strut and torsion beam suspension, 2.0-litre turbo diesel engine with 120kW/340Nm output and capable of clocking as little as 6.3-litres/100km. The tank is 60 litres. No drinking problem here thank you very much it's all about sipping the precious essence to elicit maximum yield in terms of output and economy.We really like the fact that this car has both a charcoal filter and a pollen filter for cabin air purification. It means no more toxic fumes while you drive along. The six speed conventional automatic transmission marries up well to the engine and is always at the ready with the right cog for any given circumstance. The manual dips into the fours impressive.Bear in mind that Peugeot's engine building operation supplies many highly regarded European manufacturers with diesel and petrol engines - the same as what is fitted to Peugeot's lineup (sometimes tweaked). The 2.0 turbodiesel isn't as advanced as the 1.6 turbodiesel also available in 308 but is good to drive with smooth operation and plenty of punch readily available simply by pushing the go pedal.SAFETYFive star safety includes all the usual equipment to achieve that and comes with what Peugeot calls an Assured Service Plan no more than $330 a year for servicing. The roll-on grunt available at most intermediate speeds makes overtaking safer and quicker.DRIVINGIt's been a pleasant dalliance with pretty much no down side and some surprises to help keep our interest. We prefer an auto turbo diesel because there's a smoother power delivery due to constant turbo speed and boost. Better around town too. The 308 would make a capable long distance touring car and equally proficient commuter.It gets going straight off the mark and delivers lineal acceleration right up to whatever you choose. Better yet the 308 is a good thing to drive, a touch of class for not a lot of money.Indeed, the really impressive thing is how it goes, rides and handles. Performance is never lacking with plenty of kick off the mark, in the mid range and to some extent up near redline at 4000rpm. Minimal noise or vibration enters the cabin and once a desired speed is attained, it's all quiet on the western front.Not billed as a sports hatch, Peugeot has been able to imbue the 308 with clever dynamics that see it corner flat as a tack (no body roll) and yet still smooth out rough roads with its supple suspension.We continue to be impressed by its flat stance through corners at speed which normally means a hard ride from a stiff suspension. Not so here as the small car soaks up the bumps without flinching and continues on the chosen trajectory through a turn.Funny thing is, the suspension isn't anything special in technical terms a strut front and torsion beam rear. Can't get simpler than that. We drive plenty of cars and very few have this flat cornering characteristic. It's good.Other dynamics are impressive - the brakes, steering and chassis are similarly competent in an unobtrusive way. You can feel it all working but don't realise it until you actually pay attention. It's like Peugeot's of old supple and controlled.VERDICTYes, interesting car, goes great, plenty of kit, economical, excellent long distance cruiser. Looks pretty good too. A worthy competitor in the luxury small European segment against the likes of Golf.Peugeot 308 Allure 2.0 HDiPrice: from $37,990Warranty: 3 years roadside assistEngine: 2.0-litre 4-cylinder turbo-diesel, 120kW/340NmTransmission: 6-speed auto, FWDThirst: 6.3L/100Km, CO2 164g/km

After someone asks me what car I'm driving, the next thing they ask is invariably, “What's it like?'' When the answer to the first question is, “a Mercedes'', then the answer to the second one is invariable too: “The older I get, the more I like them.''There are two thoughts at work here. First, that the finely calibrated discrimination of maturity is required to appreciate their qualities; like stilton or single malt, perhaps. But also, and more ambiguously for the brand, that Mercedes are old people's cars.The image of Mercedes as a venerable maker of ponderous limousines is something it has been trying to shrug off for decades. It has no choice because the prestige car market has been changing. Luxury buyers increasingly demand smaller cars and non-luxury buyers increasingly demand, well, luxury.Then there's the issue of tighter and tighter emissions regulations, which are impossible to meet without small cars in your line-up.In some ways Mercedes was an early mover here. Its first crack at the small market was the A-Class from 15 years ago. However, it was not a happy birth. The tall tiddler famously failed a swerve-to-avoid manoeuvre known as the “elk test'', undertaken by a specialist magazine, and needed a PR rearguard action to avoid disaster.“The prospects for premium compact cars have never been better,'' Mercedes boss Dieter Zetsche said when revealing the car last year. “We expect global demand to grow by more than four million units over the next 10 years.''Capturing some of those extra buyers is essential to Mercedes' goal of regaining No 1 spot in luxury sales by the end of the decade. “A stands for attack,'' Zetsche said, with 50 per cent of buyers expected to be new to the brand.At the Melbourne launch local chief Horst von Sanden was confident of selling 200 a month, many more than the previous A and B-Class put together. It will be a challenge for the dealer network, as Merc novitiates would demand the full three-pointed star treatment.“It's very important that we treat these newcomers to the brand like every loyal Mercedes customer would be treated,'' he said. “Although we have some aggressive and attractive pricing, they still accept a premium price, and for that they want something special.''VALUEThat price starts at $35,600, which is lower than the original 15 years ago. It sent a shiver through its rivals. Additional cost reassurance comes in the shape of a $1383 service contract to cover the first 50,000km or more than three years for an average driver. Who says Europeans are expensive to run?Equipment levels, however, would make a Merc buyer of only a decade ago recoil with envy. All cars are fitted with a seven-speed double-clutch automatic, so that's standard, so is useful stuff such as auto headlights and for the spatially challenged, a semi-automatic parking system. There are classy features such as ambient lighting and illuminated door sills.One feature much touted at last year's reveal was a high level of integration with Apple's iPhone. However, this requires a special kit that has yet to be confirmed for Australia. There's Bluetooth, but a $2990 option pack is needed for internet, digital radio and 10 gigabyte music storage.It's clear where costs have been cut. The leather is artificial unless you pay extra -- bundled with other bits it's $2490. Many levels have cheap racket seat adjustment and when the soft textures run out the plastics are any-level hatchback.DESIGNAn accessible price is just the start. Other A-Class lures are a combination of traditional Merc virtues and something new. The design is in-your-face, with large lights and grille the most conspicuous elements of a bulbous front end. There are pronounced style creases along the flanks, very much design du jour, while the rear is anonymous enough to be almost any small hatch. It's bold but not beautiful.The cabin is more successful. The surfaces are clean and uncluttered; there are soft textures at dash level and some below. The wands feel quality; so do the gearshift paddles and satin metallic highlights around door handles and vents. The button-gear and steering wheel are standard-issue Merc, a plus. A crisp control screen looks expensive. The boot looks big enough but the finish is not at mainstream Merc standards.TECHNOLOGYFor 2013, kit debuted only a few years ago on Merc's tech spearhead, the S-Class, has trickled down to the A. Of four engines on offer the turbocharged 2.0-litre petrol is quickest by far but requires buying into the Sport trim and comes with some drawbacks. Its bass soundtrack has a thrumminess at constant revs and the quicker Sport steering is too quick, if anything.SAFETYFor many, Mercedes' reputation for safety will be a wallet winner and the A-Class has form here, having introduced electronic stability control to the segment in 1997. It also has a collision prevention system that alerts the driver and primes the brakes if it senses imminent impact with a car in front at speeds above 30km/h.DRIVINGIts Sport suspension struggles to control body movements on Australian country roads and the ride quality is brittle. The high-output version of the 1.6-litre in the A200 is quieter and slower but easier to live with. It has enough get up and go, and actually sounds terrific when you push it. I preferred the steering and suspension set-up.The 1.8-litre diesel in the A200 CDI won't kid you into mistaking it for a petrol engine, as some do, but it does pull strongly and for long hauls would be worth considering. One problem for all the cars was a bit more tyre noise than expected, a common problem among European imports. It was one reason the A-Class doesn't deliver the serenity you expect in a Merc.VERDICTThere's enough brand feel-good to make this a convincing junior Merc. And as the young brand adopters get older, they'll have acquired a taste for full-strength versions.NEED TO KNOWPrice: From $35,600 (A180) to $49,900 (A250) plus on-road costsEngines: 1.6-litre turbocharged four-cylinder petrol (A180, A200); 1.8-litre turbocharged four-cylinder diesel (A200 CDI); 2.0-litre turbocharged four-cylinder petrol (A250)Transmission: Seven-speed automatic, front-wheel driveThirst: 4.6l/100km combined (A200 CDI); 5.8-6.6l/100km combined (petrol), CO2 135g/km

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?Our test car has the honour of being the cheapest car that Hyundai's currently makes and sells in this country. That's not necessarily a bad thing if you don't have much money to spend. I always get i20 and Accent confused but Accent is actually larger and more expensive.Prices start at $15,590 or you can have the five-door for another grand. That buys you a basic car with five-star safety, hubcaps/steel wheels, manual airconditioning, power windows and a Bluetooth equipped audio system.Kia Rio, Ford Fiesta, Holden Barina, Honda Jazz, Mitsubishi Mirage, Nissan Micra, Suzuki Swift, Toyota Yaris  to name a few (it's suddenly getting crowded down there in tiddlerville).Before the Accent arrived on the scene it scored the 1.6. Now it just gets the old school, multipoint injected 1.4-litre four with 73.5kW/136Nm paired with either a 6-speed manual or optional 4-speed auto.Surprisingly zippy, at least with one person aboard. None of the nasty throttle overrun that you usuallyt get with small engines either.Manual 5.3/auto 5.9 litres/100km. The tendency is to thrash it however and this impacts on economy (we were getting 6.5 litres/100km).Gets 5 stars from the Govt's Green Vehicle Guide, just like the Prius with emissions of 126g/km CO2.Gets a full complement of safety systems including six airbags and electronic stability and traction control.Hmmm? Unless you get the seat in just the right position, a ridge at the base of the seat tends to stick into your butt (it did for me anyway).Acceptable within limits. If you start to push it you'll find the tyres/wheels are the limiting factor, with plenty of early tyre squeal.We miss cruise and steering wheel audio controls but that's about it. The audio/communications package includes Bluetooth telephone and media streaming, CD player, MP3, WMA and AM/FM tuner. The auxiliary audio and USB inputs allow full iPod connectivity and connection to other external audio sources.You could do a lot worse than this car. It looks good, has a five-star safety rating, Bluetooth connectivity and a trip computer  all of which make it an attractive proposition.

Jazz is the smallest Honda sold in Australia and since its launch in October 2002 it has gained an excellent reputation for build quality and trouble free running. Style is also part of the equation and the Honda designers have come up with a tall machine that has plenty of character, yet doesn’t look like everything else in its class.Honda Jazz has a high roofline to maximise interior space in what is a relatively short body. It can seat four adults with little compromising on legroom so can be used as a family car even with kids in their teenage years. In Australia the Jazz is more likely to carry either a couple or a family with young children.There’s reasonably easy entry to the back seat, but some may find the rear door opening is a little tight in the original model. Jazzes sold from the new model of 2008 provide easier access.Honda Jazz has one of the best folding rear seat designs you will find anywhere. The rear seat slides backwards and forwards to let you choose your own compromise between people and/or luggage. The seat can be folded in a few moments to create a huge luggage area.Additionally, the front passenger seat backrest can be reclined all the way down to let you carry long loads extending from the dashboard to the rear window. Build quality is of particular interest as the Honda Jazz comes from Thailand, not Japan, to keep its price down.We have visited Honda’s Thai plant and came away impressed, though hardly surprised, to note Honda's big emphasis on quality control. In August 2008 Honda introduced a new Jazz that looked the same as the first generation, but was actually a major evolution of the old.The gen-two car is larger and sits on a longer wheelbase, so has significantly more space inside, particularly in the rear area of the cabin. Boot space increased and the 60/40 split rear seats could be folded flat without having to move the front seats a few notches forward as in the original model.At the same time the body was more rigid to improve NVH (Noise, Vibration and Harshness). The post-08 Honda Jazz has the sort of refinement that normally required a car a size larger.Handling of the little Honda is good if roads are reasonably smooth, but the older models can be bounced about on Aussie backroad bumps. On surfaces that suit it, the Jazz turns in easily, is happy to change direction in corners and is generally well set up for everyday driving. Keen drivers aren’t likely to be impressed, but it’s not that sort of car.Honda Jazz comes with a 1.3- or 1.5-litre four-cylinder engine. Though the engine sizes remained in the second-generation Jazz, they were actually all new designs. Power and torque were both increased, yet fuel consumption and exhaust emissions decreased.Best of all, the second generation engines, from 2008, have their torque spread over a wide range, with particular emphasis on the lower end of the tacho dial. The gen-one Jazz has a continuously variable transmission (CVT).The 1.5 CVT comes with a sports mode offering seven preset gear ratios operated by steering wheel shifters. The 1.3-litre engine runs purely as an automatic. Honda decided to go back to a conventional torque-converter automatic transmission in the gen-two Jazz as some potential buyers didn’t like the characteristics of the CVT, particularly the way it selected relatively high engine revs to gain maximum efficiency.An interesting new hybrid powertrain was added to the options list in early 2013. The extra charge for the clean, green petrol-electric drive system isn’t as high as it has been in the past, so buyers keen on minimising climate change are showing a lot of interest in the Jazz Hybrid.While the Jazz is reasonably easy for the amateur mechanic to work on, there is some underbonnet crowding that’s inevitable on a car of this size. Keep some band aids handy – and don’t forget the workshop manual.The Honda Australia dealer network is widespread in the heavily populated areas. Spare parts prices for Hondas are more reasonable now than they have been in the past thanks to a strong push on getting costs down over the last few years.Insurance charges for the Honda Jazz generally sit in the mid-range of the field. It’s always wise to spend some time shopping around for the best deal, though there isn’t a big spread on premiums.WHAT TO LOOK FORCheck that the engine starts easily and responds quickly and positively to the throttle, even when it’s completely cold.A continuously variable transmission should be crisp in its reactions to changes in throttle position and road conditions. Because a CVT transmission sounds and feels different to conventional automatics, have an expert drive it if you are not confident it’s working correctly.Make sure the brakes stop the car without any pulling to one side and that no one wheel locks while the others are still turning.Bodywork should be undamaged and free from rust. Corrosion is not common unless the car has been poorly repaired after a smash.Look over the interior to make sure it hasn’t suffered at the hands of uncaring owners, especially bored young kids.CAR BUYING TIPSpend just as much time shopping around for the best deals on finance and insurance as you do for the car itself.