Hatchback Reviews

Baby bundles rarely come as cute - or as affordable - as this trio of light cars. They are archetypal city cars - born and bred with the sole purpose of fitting your life into the city. Cheap to buy, cheap to run and so easy to drive, they cope well with freeways but really come to the fore in congestion.Filed into the light-car category, each is similar in size and packaging. Though there are some differences in engine layout, they are separated by badges and the stylist's pencil.It is glaringly reflective of the competitiveness of the light car market - the segment into which 20 different makes and 44 models engage in bitter fighting for sales - that each has strong warranties and capped-price service programs to ensure maximum ownership economy for budget buyers.On the sales chart, the long-standing Mazda2 holds more than 14 per cent of the segment, followed by the Mitsubishi Mirage and Toyota Yaris. That's an amazing grip for the Mazda that launched in 2007 and is one of the oldest in the class.The new Volkswagen Up may be one of the sales minnows in the segment but its uptake is strengthening and last month it outsold its Polo sister and was only seven units behind Nissan's Micra. The Mitsubishi Mirage comes out of left-field, replacing the long-standing and recently fizzled-out Colt with a clean-sheet approach.No surprises about the Toyota Yaris. It's been a pillar of the small-car brigade since it was called the Echo and despite the years and fresh rivals, remains a favourite. The trio here are small in fuel consumption, size and weight. But far from feeling unnervingly flimsy, they are solid performers.Yes, there is a sense that their diminutive size may increase occupant injury in an accident but each is rated at the maximum safety crash standard and equipped with top-end electronic aids. The specifications here are base-model - befitting the economy of ownership - but for more pampered buyers, there's some additional trim levels and options to lift any low-rent perceptions.For example, an automatic transmission - not available on the Up - may be preferred by Mirage or Yaris buyers and alloy wheels (standard on Mirage Sport) may lift visual appeal. It's your city - it's up to you.VALUENone of these breach $15,000 (though depending on where you live, on-road costs will push that out by about $3500). Bluetooth, a minimum of four speaker audio, iPod and USB connectivity, airconditioning and electric front windows and mirrors are the basics here.Mirage adds alloy wheels. The Yaris' cabin is the best looking, the Mirage is neat but conservative and the Up reflects the cool Teutonic approach with a big list of standard features, most impressively the automatic braking at low speeds to avoid a traffic jam bingle.Each has a capped service program (see spec boxes) to save you money. Again, VW rises to the fore as offering the most comprehensive service program but the Mirage has the best warranty and has full five-year roadside assistance.WINNER: VolkswagenDESIGNMitsubishi takes the conservative line but the Mirage looks - and feels - good. Mirage's cabin is traditional though gloss plastic trim works well.The Yaris is more edgy - just look at its RAV4 and Corolla sisters - that extends to the premium look of the dash and even the weird single windscreen wiper.The Up is a clinical design exercise that maximises cabin space, even though it ends up looking like a cardboard box with chamfered corners. Inside, The Up is functional, minimalistic and only comes alive when you add the $500 optional dashtop sat-nav/trip computer unit.Yaris has the longest wheelbase - by 60mm on the Mirage and 103mm on the Up - and its overall length exceeds Mirage by 175mm. That gives the Yaris its bigger cabin space. The Yaris driver also gets more adjustment than the others.WINNER: ToyotaSPACE AND COMFORTThe Yaris wins the luggage space game with a 286-litre boot area (rear seat up) but the space-saver spare wheel is partially responsible for the extra room.The Up offers 251-litres, and has a full-size spare, while the Mirage is 235-litres with a space-saver spare. Up and Yaris have a split-level boot floor. Each seats four adults but the seating positions and facilities are markedly different. Again, the Yaris is the more accommodating for rear passengers, followed by the Mirage and then Up.The Up has an upright rear seat with sufficient headroom and adequate legroom. Both the Yaris and Up three-doors need some limbered limbs to get in the rear and are no place for a baby seat.The Mirage, as a five-door model, is obviously the best for rear passengers. The Up's front seats are firm and comfortable but there's no switch for the driver to open the passenger side electric window. There are also only two vents - one each for the front occupants - which is simply insufficient in an Australian summer. A central vent directs air to the ceiling but its barely effective.The Mirage and Yaris get four dash vents though the former's central outlets are modest performers. Mirage has three child seat tether anchors and two Iso-Fix rear seat child restraints fitted, the Yaris and Up have two anchor points.WINNER: Toyota.TECHNOLOGYAll have five-speed manual gearboxes and are front-wheel drive. The Mirage is a better drive with the optional auto (add $2250), the Yaris is fine as it is and the Up only comes with a manual gearbox, severely limiting its audience.Yaris has a 63kW/121Nm 1.3-litre four-cylinder engine and is up against a new breed of three-cylinder mills - the 57kW/100Nm 1.2-litre Mirage and 55kW/95Nm 1-litre Up. Yaris' bigger engine claims the biggest petrol thirst - though at 5.7 L/100km it's still a sip - while the Up is 4.9 L/100km and the Mirage the best at 4.6 L/100km. Up's clever low-speed auto braking is a gem.All cut body weight by high-tensile steel and compact dimensions, lightweight components and general corner cutting. As such, the rear suspensions are bare-basic torsion beams to save on price, weight and space - precisely the type of ingredients for the budget commuter.WINNER: VolkswagenSAFETYDespite their size, these are five-star crash-rated cars. Electronic stability control, brake assist and ABS brakes are standard. Yaris will automatically stop if the brake and accelerator pedals are pressed simultaneously. Up has class-leading automatic braking to avoid low-speed dingles and auto flashing brake lights in emergency braking plus is the only one with a full-size spare wheel. No model has park sensors or a reverse camera.WINNER: VolkswagenDRIVINGAll are fun and each lures with its intrinsic ability to delight the driver, generally at the expense of the passenger. But they are different animals.The Yaris' four-cylinder engine needs a solid right foot and complains noisily, but the fact it has one more cylinder than the others makes it smoother. The gearbox is a bit vague but the box feels solid.The Mirage and Up introduce the odd-ball three-pot beat into the cabin almost as a boast. Both are as quick as the Yaris and as responsive - especially the Up that loves a rev - but the Mirage has a reluctant gear shift action and the Up's change tends towards the rubbery.Electric-assist steering suits the car's target market and each works well, as does the stopping power despite all having rear drum brakes. Under acceleration, they all are relatively noisy. But for general city-suburban routes, it's not an issue.Even ride comfort is similar though the Yaris suited me better while the Up felt a bit “tinny”. Handling and lane-changing is more secure in the Yaris and Up, while the Mirage was let down by some steering vagueness.WINNER: Toyota

At last there is a Corolla with character, engagement and desire. Yes, you are reading me right. No longer is Toyota's top seller a plain Jane with about as much imagination as a fridge. Instead, the 11th generation Corolla is great to look at and drive, while adhering to its traditional virtues of reliability, good

Carsguide will next week head to South Australia to drive BMW's new 3 Series Touring. OK, the wagon is a marginal seller in this part of the world, but it’s been 13 months since the sedan lobbed and that’s quite a wait for a family friendly car that promises to be a good thing.Carsguide has just driven BMW's new 3 Series Gran Turismo, a car that redefines marginal. And mongrelised. Not a sedan, not a wagon, not a hatch, not a coupe, not an SUV - though it has elements of all - the so-called GT is coming our way in late June.    VALUESeldom has this question been so much in the eye of the beholder. You might consider that you're getting three cars for the price of one. Equally you could see it as too much money for not enough of anything.BMW is yet to finalise GT prices beyond saying it will come at premium on the wagon, which in turn is priced above the sedan. That means a price range of $70,000 to $76,000.Aside from Audi's A5 Sportback (a reinvention of the elongated lift back style which was also popular on the last Mazda6) there are no direct rivals, which says something in itself.While the GT ought, at that premium, to provide more, it provides only difference. Four cylinder engines and trim choices mirror the rest of the 3 Series range. The Sport line package - a monochrome interior partially enlivened by silver accents - is most popular. An M-Sport kit comes in late in the year with big wheels and sports suspension.Likewise the 320i with its fast but frugal turbo petrol engine. Yet that was not available to drive in Palermo. The X3 SUV, which has the GT's elevated driving position and storage uncompromised by a whimsical shape, starts at $59,200.The 320i and the diesel 320d open the local batting with the fully tuned 328i lobbing later.Our 3 Series sedans, with the exception of the hybrid, are made in South Africa. The interior quality of these has not impressed. The GT comes from Germany. Would that the proportion were inverse.TECHNOLOGYAs per the 3 Series sedan it’s a tech tour de force with class leading turbo engines and eight speed automatic transmission. The 320i is a case in point, smaller in size than the six cylinder engines for which BMW is famous, but as rapid and more efficient - so much so you wouldn't bother with diesel.Riding on a longer wheelbase version of the wagon platform, the GT requires the same optional enhancements to make it ride decently. It strikes a discordant note that the "sheer driving pleasure" brand no longer comes with an acceptable default setting.DESIGNWe’ve suggested Walter da Silva, the designer of the A5 Coupe was backed over by an outgoing 3 Series Coupe. Certainly its rear end made an impression on him.In designing its belated riposte to the A5 Sportback BMW can't be accused of knocking off anyone else’s work. They've  considered the Audi's appeal and taken the polar opposite approach. It isn't as overwhelmingly ungainly as the 5 Series GT, but that's only because it's a bit smaller.The Gran Turismo is slightly longer and taller than the 3 Series wagon. The front and rear passengers sit higher than those in the sedan but the swooping coupe roof compresses head room. Yet the backseaters can stretch their leg. So again, no real advantage, just a point (and not a very good one) of difference.The tailgate is another of the new wave that responds to a sensor in the proximity key fob. You open it by waving a foot under back end. Great if you're hands are full of shopping or a mountain bike. It's cleverly laid out too with extra under floor storage and space to stow the cargo covers.If only there was more space. Constricted as it is by the funky or fugly shape (take your pick) most self-respecting wagons or SUVs match its load capacity.  You can drop the rear seats, but that's so of any hatchback and doing so means you also drop three passengers. Again, the point is elusive.Are we making too much of this? I don’t think so. The GT demands to be judged on its design. Just as BMW has diluted the driverly virtues that distinguished the 3 Series, the GT suggests they've forgotten what one should look like.The shudder felt on seeing the malformed X6 quasi-SUV now seems premonitory. Far from being a elaborate practical joke that eluded only the Americans who build them and largely buy them, its malign influence has spread. Presumably the 3 Series GT is also aimed at them.Why then build it in right hand drive? Because more models means more sales? Good luck - the Yanks are ignoring the 5 Series GT in the same proportion as Australians. Releasing a new niche variant every five minutes works for Audi because although its entry models aren't much to drive, they look pretty good. At any rate they don’t look like this. The GT falls short on form and function.       SAFETYThe five safety stars earned by the sedan extend to this, although it’s customary to test crash cars by the front end not the back as seems to have occurred here. Indeed, such unfortunate serendipity might explain its shape.Standard is a reversing camera, optional is the full surround camera and head up display.  As ever with BMW there is no spare wheel, only run flat tyres, because driving conditions in Australia apparently mirror those of Germany.DRIVINGOf the available test cars only the diesel 320d is of interest to us. The same engine and transmission runs the 520d, to which we've awarded two stars from five.The 3 Series GT is by no means as poor as the marginally bigger, far heavier and more expensive model, but then it couldn't possibly be. On rutted Sicilian roads, all too like those at home, the GT was no more comfortable than any 3 Series without the expensive addition of M Sports suspension. Eight centimetres might not sound much, but that extra height over the sedan is felt when cornering.Still, it does get closer to behaving as a buyer has very right to expect from a car with this badge. Sending all the drive forces to the rear wheels leaves the front free to steer and this simple formula, of which BMW remains one of the few remaining practitioners, works in the form of fluency on back roads and a tight turning circle in town.The eight speed auto isn't easily caught out. It's almost always in the right gear, plucking the optimum from a great, grunty engine that is exceptionally refined and at its best doing highway cruising speed If you associate diesels with coarse agricultural devices, think again. You really ought to drive the 320d next to a 320i.But in another model line perhaps, because if you associate 3 Series with great driving and graceful design, this is not the 3 Series for you.VERDICTBuy the 3 Series wagon or X3 SUV. Or an Audi A5 Sportback.BMW 320D GTPrice: From $70,000Warranty: 3 years/100,00kmCapped servicing: NoResale: N/AService interval: 12 months/15,000kmSafety: 5 starsEngine: 2.0-litre 4-cyl turbo diesel; 135kW/380NmTransmission: Eight-speed auto; RWDThirst: 5.8L/100kmDimensions: 4.8m (L); 1.48m (h); 1.8m (w)Weight: 1540kgSpare: none

Nobody can accuse GM Holden of relaxing on the Cruze. Indeed, the Aussie auto maker has set a new benchmark with its 2014 version of the small sedan and hatchback. (American companies traditionally release their new models eight months before the start of the year, hence the MY14 designation that may appear odd to Australians.)With 31 models selling for less than $30,000, the new Cruze which goes on sale in April, faces a congested small-car market where competition is red hot.The entry-level Cruze CD has been cut out of the range, being replaced by the Equipe. Starting at $19,490, which is $2000 less than the model it replaces, it offers excellent value. Added features include foglamps, sports grille, 17-inch alloy wheels and rear park assist as standard.Cruze CDX (starting from $24,190) gains premium features including keyless entry with push button start and a reversing camera. The last is also added to the range-topping SRi-V (from $26,490), while the SRi sport model (from $22,490) gets rear park assist as standard.New Holden Cruze sees for the first time in a locally built car the introduction of MyLink, a new infotainment program that’s standard across the range.In addition to being able to call up stored songs from a phone or MP3 player and FM/AM stations via the car radio, when a mobile device with 3G data connection is hooked up to the MyLink system, the driver will also be able to streamed digital content from applications including Pandora music radio and Stitcher on-demand radio.Drivers can access Pandora through the MyLink touch-screen, streaming favourite radio stations as well as using the ‘thumb up’ and ‘thumb down’ buttons to tune station preferences or select music genres. They can also pick out the next track via a steering wheel button or the touch-screen controls.Musical tastes cover hundreds of styles offering more than a million tracks representing the music of more than 100,000 artists. Holden even has its own dedicated driving music channels.Via the Stitcher embedded app, drivers can choose from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.Cruze benefits from capped price servicing – petrol $185, diesel $335 – for up to four standard scheduled services for the first three years or 60,000 kilometres, whichever comes first.Those familiar with the Aussie made Holden Cruzes will recognise three engines from the Series II range – the 1.4-litre iTi and 1.8-litre petrol engines, and 2.0-litre turbocharged diesel. Now the MY14 Cruze introduces an additional engine, a 1.6-litre turbo-petrol unit which is standard in the SRi and SRi-V sport models.A sound insulated, lit luggage space provides 445 litres of storage in the sedan and 413 litres in the hatch with the rear seat backs up. (I once had a car salesman mate who used to illustrate boot space of a vehicle to potential buyers by climbing inside). He would have loved the Cruze; a huge 1254-litre selling point out back to curl up in with the seats folded and tyre inflator kit in place.With safety never far from car makers’ minds, later this year Holden Cruze MyLink will take up Siri Eyes Free Integration which means owners with a compatible iPhone running iOS 6 can direct the system to perform tasks by voice.Eyes Free integration stops the screen from lighting up, ensuring drivers are not tempted to look at their phone screen. Owners simply connect their iPhone to the MyLink radio via Bluetooth and use the steering wheel voice activation button to begin and end sessions.Drivers can make voice-activated, handsfree calls to contacts on their iPhone, and compose and send an iMessage or text message to a phone number, or anyone in their saved contacts, and access their calendar and add appointments.Occupants can settle in a range of supportive seats and are protected by active and passive safety systems such as electronic stability control, antilock braking, electronic brakeforce distribution, traction control and brake assist.Six airbags - driver, front passenger, front side and curtain – and collapsible pedal release system, together with a sturdy passenger shell, have helped earn the MY14 Holden Cruze the top five-star ANCAP crash rating.Launched in Tasmania, it was a Vivaldi sort of day – four seasons in one – from winter fog to spring rain to summer sunshine to autumn hues and back, as the Cruze convoy snaked out of Hobart.Over the next 24 hours or so and more than 500 kilometres the motoring media were introduced to a range of MY14 models on some of the best and most testing roads in the country.While the 1.4, 1.8 petrol and 2.0-litre diesel engines hooked up to a mix of manual or automatic transmissions had the Cruze skipping along the narrow twisty roads at full tilt, it was the sporty 1.6 petrol turbo six-speed manual that offered the most driving satisfaction.All the 230 Nm of torque was put to good use running down slower traffic, even on steep inclines. Merely dropping back to fifth gear was enough to clear the slow coach convoys.

IT wasn't too long ago that the cheapest class of new car was something of a driveaway then chuckaway choice.Hyundai's Excel was a game-changing device that appealed not so much for its compact, urban-friendly size, but because here was a functional new car for $13,990 with five years' warranty coverage. If it was a rudimentary device, it was also less than half the price of a new Commodore or Falcon -- the default choices in those days. Great numbers of these were used, abused (many a bonnet was never so much as opened, let alone routine maintenance performed) and, yes, chucked away for whatever trade-in or private buy could be eked. Much has changed.While still driven by price -- a new Suzuki Alto has an $11,790 starting price -- the city car segment is no more driven by that than any. These are proper cars, stuffed with the technical, safety and feature comfort equipment of anything bigger and more expensive -- think the full outfit of airbags, the latest engines and Bluetooth streaming.At least the most recent are, which is why those you see on this page are no more than five years old. Competition is feverish for the 130,000-odd annual sales in this segment.As the weekday traffic conditions of Melbourne and Sydney have increasingly come to resemble those of Rome or London, it's started to dawn on us that small of size (less than 4m long) and frugal of thirst (under 6L/100km) is just what's required for a commute that's typically less than 15km.They're also sound family second cars, useful for a dash down the shops, and ideal for the leaner driver in your clan. Being small and not over imbued with power, a city car is a great starting point for the L-Plater to acquire the basics.HOT TIPSManuals almost always work better with small engines.Cheap cars aren't always maintained so buy from a dealer.Ensure your selection has the latest safety upgrades -- they used to be optional on city cars.2011 Honda Jazz GLI GEEngine: 1.3-litre 4-cylinder petrolTransmission: 5-speed automaticThirst: 6.6L/100km CARSGUIDE SAYSThe spacious and practical Jazz is a favourite for its use of interior space. The 2011 safety upgrades bring it up to class standard.2007 Toyota YarisEngine: 1.5-litre 4-cylinder petrolTransmission: 5-speed manualThirst: 5.8L/100km CARSGUIDE SAYSThere's been a new generation Yaris since but it retains much of this car's hardware. Indeed, some argue the interior fit and finish is superior on the older car. If this automatic sedan is about to see 100,000km, we know owners who are happily north of 150,000 with nothing to complain of.2008 Mazda 2 GenkiEngine: 1.5-litre 4-cylinder petrolTransmission: 5-speed automaticThirst: 6.8L/100km CARSGUIDE SAYSThe first of Mazda's jellybean 2s still sells on looks alone five years after it replaced the staid, boxy first generation model. The 100K on the clock is generally no big deal. Against the high klicks is the kit of the top spec Genki, which came with the full complement of safety kit airbags which were originally optional on the lesser variances.

There is a little touch of Godzilla about the new Renault Clio RS. Just like the Japanese juggernaut, the new French funster has a turbocharged engine with an entertaining soundtrack and is capable of punching above its weight.But take a close look in the cabin and you find exactly the same gearshift paddles as the ones used in the GT-R, snitched for double duty thanks to family ties through the Renault-Nissan alliance.The classy alloy paddles are no surprise in a new RS that's had a massive makeover as part of the Clio 4 conversion. The fourth-generation French baby now comes with five doors, a six-speed double-clutch gearbox, and even brakes taken from the V6-engined Laguna.Australian buyers will get the sharper Cup chassis settings and standard RS equipment includes red-stitched leather sports seats, as well as the R-Link system that allows data logging and lap times for owners who want to hit the track on weekends."The Clio range is incredibly important to us. It's the return of an icon and the Renault Sport model is the halo over the range. It's the hero," the managing director of Renault Australia, Justin Hocevar, tells Carsguide.The pocket rocket goes up against a wide spread of rivals in Australia including the Mini Cooper S, Opel Corsa OPC and Volkswagen's Polo GTi, but is not coming for another year because of the slow ramp-up of production at Renault Sport in France.When the RS does arrive, following the regular Clio in September, it is promised with a value price tag that will undercut the current $36,490 sticker.I'm not exactly sure how it will perform down under, because the press preview drive in Spain put me into a Sports chassis for the majority of the driving. It's nice, and nicely compliant and mature, but misses the edginess I expect from a Clio RS. Track time in the Cup car promises the answers, but rain ruins it. I know it is a nicer car than Clio 3, but the course is flooded and it's like driving on ice, so the RS Cup cannot give its best. I'm convinced that it's a very good car, but I don't know if it will be great in Australia.VALUERenault is doing a Toyota with the RS, committing to a price cut even though the car is not coming until 2014."It certainly won't be more than the outgoing car. That's $36,490," Hocevar reveals."And we've got capped price servicing at $299 with one service a year, so we have a good story for the customer. What does a Corolla cost to service? There are two a year, for a start."Renault Australia has only sold 500 Clio RSs since the car returned to the range in 2007 and it could easily top that number in the first full year with Clio 4.It's banking on the appeal of the five-door body, which boosts flexibility and includes a roomy boot - without any sort of spare - as well as plenty of standard equipment.The RS gets the usual stuff including power steering, aircon and electric windows, but it's things like the body kit bits, bigger alloys, sports suspension and bigger brakes that boost the bottom line. There is a built-in bonus to the six-speed double clutch gearbox, which functions like an auto until you take manual control.The Clio RS is not as cheap as a Skoda Fabia RS, or even the Polo GTi that sits in the same size line, but it is edgier and more exclusive.TECHNOLOGYClio 4 is a much better base for the Renault Sport engineers, from the bigger footprint of the chassis to a smoother body and suspension that's better in coping with 147 kiloWatts and 240 Newton-metres of torque.Some RS owners and fans will question the decision to switch to turbo power and bin the manual gearbox, but the turbo and EDC - efficient dual clutch - six-speed gearbox are typical of the moves across the performance car landscape. We've already seen it in cars up to the BMW M5.There is lots of impressive stuff in the car, from an electronic launch control and hydraulic bump stops in the dampers to an electronic differential, as well as the R-Link infotainment system with data logging for track work. It also does well in engine efficiency, using just 6.3 litres/100 kilometres with CO2 of just 144 grams/kilometres.Importantly, the Cup chassis is the choice for Australia to satisfy the proven customer preference. It sits three millimetres lower and gets springs that are more than 20 per cent stiffer, as well as special damper settings."We think the Cup chassis is what Australians will gravitate towards. That's been the experience with the Megane. Early in life of Clio there was Sport and Cup, but then we just started doing the Cup chassis," Hocevar says.On the electronic side, there is a three-position system that runs from Normal to Sport and Race, sharpening throttle response, adding more heft to the steering, cutting electronic intervention and making for quicker shifts with full manual control of the gearbox.Hold the left-hand paddle and it even makes multiple downshifts, something previously only seen in the Ferrari 458 and McLaren MP4-12C.DESIGNThe Clio RS is cute more than crazy. It looks sharp with twin exhausts and 17-inch alloys - 18s are optional - as well as red stitching on the seats and colour highlights in other areas of the cabin.The basic work on Clio 4 means the back seat is pretty roomy, the boot space is useful and it's a quiet car. There are sports bucket seats in the RS, and alloy pedals, as well as those shift paddles and a dashboard that integrates the R-Link system very well.SAFETYThe regular Clio is a five-star car that actually topped its class in European crash tests, which is good news also for the RS.Predictably, there is a full suite of airbags and electronic stability and braking controls, although - no surprise at the size and price - no sign of radar cruise control or automatic braking systems.The R-Link system is expected to be standard for Australia, which brings a rear camera in addition to parking radar.DRIVINGI have driven a bunch of Renault Sport cars and I came to the new Clio with baggage. I expected it to be a rorty little roller skate with an over-sharp focus on WRX-style thrills.But the Clio is sensible and refined, surprisingly mature but also plenty quick with a 0-100km/h below seven seconds. It also cranks up plenty of aural action, helped by the twin-pipe exhaust and a tube that feeds inlet sounds into the cabin.I'm immediately impressed by the comfort and cabin quality, even though there is a lot of hard plastic and some switches are tucked away, and when I ease into the traffic in Spain the car is quiet and compliant.I'm surprised by the punch from an engine with only 1.6 litres, but not by the slick and quick shifts from the EDC gearbox. It works fine as an auto and is great for manual changes, although the paddles are a better choice than the long-throw lever and the pedals are too close for comfortable left-foot braking.But … here it comes … I'm driving the Clio Sport and not the Cup car we'll get in Australia. That means it lacks the track-tautness of other Renault Sport models, although the brakes are good, it grips very well in turns, and there is plenty of performance.So I'm looking forward to track time in a Cup car on a tight-and-twisty course. Until it rains. The track is like ice and, even though the Clio RS is great fun, I want more. I want to know how it rides, if it's too noisy, if it delivers the thrills I expect from an all-out Renault Sport rocket.The surface dries a little and my second run shows there is great compliance and no crash-bang nasties over kerbs, as well as a great response from the engine and genuine enjoyment from the double-clutch six speed. But it's still too damp to really, really know.So, as I slide back into a Sport model for the run back to the airport, I'm happy and impressed. But I still have too many questions to give you all the answers.VERDICTEverything points to a Renault Sport winner that is going to make the new Clio a cult hero.Renault Clio RSPrice: less than $36,490Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TCCrash rating: 5 starsEngine: 1.6-litre turbo petrol, 147kW/240NmTransmission: 6-speed dual-clutch; FWDThirst: 6.3L/100km, 144g/km CO2Dimensions: 4.09m (L), 1.73m (W), 1.43m (H)Weight: 1204kgSpare: none

It was only a decade or so ago that motorists who equated car length to masculinity freaked out at the trend to downsizing.The table has turned. Now it's not your masculinity under question for owning a large car, but your sanity. Simply, small cars work.They are quick, comfortable, well equipped, economical on fuel and ownership costs, plus fit into small parking bays or tuck neatly into peak-hour traffic queues.They are also relatively inexpensive and there's about 30 different car models and 280 distinct versions to choose from. More importantly, budget motoring means there are thousands of near-new used small cars on the market.Pick your next pre-owned car carefully and it's likely you'd find one that retains a portion of the new-car warranty. While some car buyers may look at features and paint colour before safety ratings and reliability, even if you've few aspirations to venture outside the city perimeter, it's important to keep safety, reliability, comfort and durability as part of the purchase criteria.Consider also factory-fit Bluetooth and audio streaming. Hands-free telephone calls and portable and interactive music are pivotal to young car owners and increasingly to the people who end up buying your car.PS: Ensure the car has been serviced to the manufacturer's requirements (it's stamped in the service book that should be in the glovebox -- if it's not there, neither should you be. Bent or buckled number plates indicate a prang.Tyre tread worn on the edge or in the centre indicates the car needs a wheel alignment (or may have been in an accident). Always get the car checked out.(Search for hundreds more choices)HOT TIPSDon't be put off by high kilometres if it's a country car. Later models will have full safety and current tech upgrades. Check that service record.2010 Mazda3 MaxxEngine: 2.0-litre 4-cylinder petrolTransmission: 5-speed autoThirst: 8.2L/100CARSGUIDE SAYSWell-equipped version of Australia's most popular car appears to have covered a big distance given its age. That may be due to use as a country car, thus the lower price compared to a similar model with lower mileage. Mazda's 3 is a very good all-rounder with excellent safety standards and generally a nice ride, though cabin noise is intrusive. Twice yearly servicing needed and no capped service program means it may be a bit more expensive to maintain than, say, a Corolla. 2010 Toyota Corolla AscentEngine: 1.8-litre 4-cylinder petrolTransmission: 4-speed automaticThirst: 7.7L/100CARSGUIDE SAYSSecond series of the Z-code Corolla that started in 2000 just improves year after year. It's solid, dependable (no camshaft belt to break), inexpensive to own and fuel, roomy and holds its value. Capped service can save money but Corolla still has a twice-yearly maintenance schedule. In a five- and six-speed auto world, the Corolla's four-speed auto is ordinary. But it's strong and reliable. This car is in line with average driving distances. 2010 Hyundai i30 SLXEngine: 2.0-litre 4-cylinder petrolTransmission: 4-speed autoThirst: 7.6L/100CARSGUIDE SAYSThis former Carsguide's Car of the Year is a smart buy, even two years down the track. It retains some three years of its five-year warranty. The i30 is simple, secure and fuss-free. It's relatively economical but not as sprightly as the Mazda3 that has a similar engine. Mileage is a bit high and the car may be due for a new camshaft belt. But it looks good with 16-inch alloy wheels, has a high five-star safety rating and a comfortable cabin. 

It’s no secret that Mercedes-Benz Australia wants to compete in the affordable small-car market in this country. Well, in the top end of the affordable market - you wouldn't expect the iconic German luxury marque wanting to be down amongst the cut-throat entry-level Asian cars.This small Mercedes-Benz will appeal to the young and the young at heart. A combination of style and image means that something like 1000 Aussie buyers have already shown a serious interest in it, an interest likely to result in many names on dotted lines. If you’re halfway interested it might be an idea to get in touch with your local Mercedes dealer soon to avoid a waiting list.In September an extra-hot A45 AMG will be introduced. The ’45’ doesn’t stand for the engine size but to celebrate the 45th anniversary of the founding of AMG, the hot ‘tuning’ arm of the Mercedes-Benz group. Expect a price tag in the vicinity of $80,000.We attended the global launch of the A-Class in Europe midway through last year. Now the car has made it downunder - and has a price list starting at just $35,600 plus on-roads for the A 180.Despite that low price, for its upmarket class that is, the Mercedes A-Class is certainly not a stripped down special aimed at pulling customers into the showroom in the hope of selling them.Every model in the range has alloy wheels, cruise control, sports seats, a trip computer, a minimum of six speakers in the audio system, active park assist and a reversing camera, and an electric parking brake.The A-Class is almost an iPhone on wheels with the way it lets you communicate and/or entertain its occupants. Expect the features to become available on the bigger Benz models soon, but the A-Class has them first.All are automatics, using a seven-speed double-clutch transmission. Power comes from a choice of turbo-petrol or turbo-diesel engines. The petrol is a 1.6-litre four-cylinder unit in two stages of tune; producing 90 kW of power and 200 Nm of torque in the A 180, and 115 kW / 250 Nm in the A 200.The A 200 diesel’s peak figures are 100 kW and 300 Nm.We reported on the A 250 Sport two weeks ago on a separate launch. Its 2.0-litre turbo-petrol engine has 155 kW and 350 Nm.The third-generation A-Class has moved in a completely new direction – from being quirky at its 1997 launch to becoming a leading-edge contender for top marks in the automotive fashion scene.New Mercedes A-Class will sell on style alone. Just look at the bold front that carries more than passing styling cues to the high-performance AMG Gullwing SLS and Roadster. Then admire the way the style lines on the doors swoop up boldly to almost join the taillights.The all-new A-Class isn’t just about style; under that shapely skin it has the features you just don’t see in this class. Because in luxury, connectivity and safety it’s as well equipped as its big brothers.Mercedes has fitted the A-Class with multiple crash avoidance items of the type previously only found in much more expensive Mercs. Lane departure, blind-spot and tailgating warnings are all offered. Should everything still go wrong, the Mercedes-Benz A-Class has occupant protection systems to minimise harm to occupants.You are given the choice of multiple driving modes ranging from sedate to sporting. This isn’t really intended to be a sports hatch – at least not until you get into the A 250 – but if a keen driver turns on all the correct settings in the lower cost models it gives them plenty of driving pleasure.New Mercedes A-Class has a nicely balanced feel and almost gives the dynamics of a rear-wheel-drive car. Throttle control is easy and the steering feedback is excellent. Yet, even with the sports setting turned on the car didn’t lose a lot in comfort, even on some of the interesting backroad Mercedes-Benz Australia Pacific chose for our initial drive program out of Melbourne.

The recent emergence of Opel in the Australian car market makes for interesting times for small car buyers. The car once sold here as the Holden Barina is back, this time carrying its original name of Opel Corsa.Opel, a division of General Motors since the 1930s, hopes to gain an image that’s European, thereby pushing itself further upmarket than the Asian produced small cars.Made in Germany and Spain, the Opel Corsa offers buyers the chance to own a sporty looking hatch - albeit with less-than-sporty performance. However, it’s a chance to own a European compact hatch at a competitive price.VALUEThere are three variants – Opel Corsa, Corsa Colour Edition and Corsa Enjoy; bright and breezy names to give it a different place in the overall scheme of small cars.Prices start at $16,490 for the Corsa three-door manual and top out at $20,990, plus on-roads, for the Enjoy five-door automatic. Our test car was the latter with manual transmission, which sells for $18,990.The Colour Edition comes standard with a black painted roof, 16-inch alloy wheels and is available in range of bright exterior colours, which are carried through to the interior where the colours and instrument panel patterns create a two-tone effect. A seven-speaker audio can be controlled via steering wheel-mounted controls, while USB connectivity has just been added to Bluetooth with voice recognition plus auxiliary input.Added appeal comes from Opel Service Plus, with the Corsa costing a reasonable $249 for standard scheduled services in the first three years of ownership. Also available is Opel Assist Plus, an Australia-wide 24-hour roadside assistance program for the first three years from registration.TECHNOLOGYThere is a choice of either five-speed manual or four-speed automatic transmissions. No choice with the engine, though, just a 1.4-litre producing 74 kW of power at 6000 rpm and 130 Nm of torque at 4000 revs.  DESIGNThe Australian Corsa has been the subject of serious design upgrades recently in a move to give the hatchback more road presence. The lower of the double radiator grilles is expanded, giving width to the front of the car. The Opel Blitz (lightning) badge is incorporated in a sculpted chromed bar, adding to the assured appearance.The Corsa joins the rest of the Opel range by incorporating wing-shaped daylight running lights in the headlamps. Fog lamp units with integrated chrome blade complete the assertive character of the car.Black plastic surroundings and dark material seat coverings give the interior a utilitarian look, the only contrast being a matt silver centre stack panel. Analogue instruments are clear and simple to read, while audio, fuel, air-con and other information is displayed on a screen centrally located on the dashboard.With room for up to five occupants, shoulder space with three in the back is not the best and not up to the legroom, which is ample for the average-sized person. With power front windows only, the folk out back are left to twiddle the window winders by hand.At 285 litres with the rear seats up, cargo space is at a premium. However, fold the backs down and there’s 700 litres and up to a maximum of 1100 litres to take bulky items.SAFETYThanks to a rigid passenger cell with computer-modelled deformation zones and high strength steel sections in the doors, Euro NCAP awarded the Corsa the top rating of five stars for passenger safety.Restraints include two-stage front airbags, dual side airbags and dual curtain airbags. Opel’s patented Pedal Release System and front active headrests are standard throughout the Corsa range.DRIVINGWhile Corsa sets out to put on a sporty face, the performance falls short. Best kept in the upper rev range, the five-speed manual transmission calls out for the extra cog. A six-speed manual would make the car a much livelier, more appealing driving proposition.With a zero-to-100 km/h saunter taking 11.9 seconds, the five-speed manual test vehicle made its way through heavy traffic consuming more than eight litres of fuel per hundred kilometres, while stretching its legs on the highway the Corsa cut an economic dash at six litres per 100km.VERDICTNeat styling gives the Euro Opel Corsa a head up in the affordable car stakes. Anyone wanting more performance from an Opel Corsa – a lot more performance – can opt for the recently introduced Corsa OPC, the acronym standing for Opel Performance Center, which is to Opel models what HSV is to Holden.Opel CorsaPrice: from $18,990 (manual) and $20,990 (auto)Warranty: Three years/100,000kmResale: N/AEngine: 1.4-litre four cylinder, 74kW/130NmTransmission: Five-speed manual, four-speed auto; FWDSafety: Six airbags, ABS, ESC, TCCrash rating: Five starsBody: 3999mm (L), 1944mm (W), 1488mm (H)Weight: 1092kg (manual) 1077kg (auto)Thirst: 5.8L/100km, 136g/km CO2 (manual; 6.3L/100m 145g/km CO2 (auto)

NEW - Ford has always used performance as a selling tool, well, that is except for a few periods where it appeared to be trying to re-invent itself. Over the years the RS badge has been a major part of the company's go-fast image, only the RS500 has topped it.So it was rather comforting to see the company launch the Focus RS, a genuine no-holds-barred performance version of the Focus in 2010.It wasn't cheap, but it could justify its lofty $59,990 price tag by its genuine claims of being able to compete with the likes of the VW Golf GTi and Subaru WRX STi, the benchmarks in the go-fast class. Ford said the RS was all about overt performance and it wasn't kidding.One look at it, with its vibrant colours, pumped guards filled with massive 19-inch alloy wheels, plunging front spoiler and twin-plane rear wing was enough to tell you it meant business.When pressed to the limit it would accelerate to 100 km/h in some six seconds and rush on to a maximum speed in excess of 200 km/h. Lift the bonnet and you found a turbocharged five-cylinder engine that pumped out 224 kW, that's 300 horsepower in proper RS terms, and 440 Nm of stump-extracting torque.A six-speed manual backed the engine, no autos here folks, and it fed a special Quaife limited-slip differential at the front. The suspension was tweaked to eliminate torque-steer, something that can ruin high-powered front-wheel drive cars, and it worked a treat.Huge alloy wheels and specially developed low-profile tyres, sharper steering and big brakes all chipped in to help the RS perform. Inside, it was suitably sporty with sports seats, a chunky steering wheel, short-throw shifter, alloy pedals and extra dials.Backing all of that up was a comprehensive array of safety systems, from ABS braking to ESP stability control and a full complement of airbags.NOWWith only 315 RS models imported there aren't a lot around to choose from, nevertheless it's important to shop around and do your homework before plunging in. Cars like the RS are usually bought by people with a tendency to use the performance, often to its full extent, and sometimes on the track.It can be hard to resist a race when you drive a hot looking and performing car like the RS, and many owners are willing to put them to the test when the chance comes up. With that in mind it's important to thoroughly check any car under consideration for purchase before handing over any cash.Look for any sign of hard use, from bumps and scrapes on the bodywork and wheels, wear on tyres and brakes, clutch wear, and certainly any modifications that might have been made.Modifications can present issues down the track because engines, clutches, gearboxes, brakes and suspensions are put under extra pressure they're not designed for. It's best to walk away from a car that's been modified rather than take the risk.Servicing is critical with any car, but it's more critical with a performance car, especially one with a turbocharged engine like the RS. With that in mind check the service record of your potential purchase, and if it's been done by anyone but a Ford dealer check their bona fides so you have confidence in what has been done.SMITHY SAYSFord's got a performance hero, but it's not for the faint-hearted.Ford Focus RS 2010-2011Price new: $59,990Engine: 2.5-litre 5-cylinder turbo, 224 kW/440 NmTransmission: 6-speed manual, FWDEconomy: 10.4 L/100 kmBody: 3-door hatchVariants: RSSafety: 5-star ANCAP