Hatchback Reviews

Skoda is one of those brands that muddles along in the mid-size market, rarely having any impact.NEWIt could be that we have long memories and recall the cars sold here in earlier times, cars that were poorly put together, had little or no manufacturer support and, well, were pretty ordinary devices from an Iron Curtain country.While all of that was true then, it's not now when the company is owned by VW, the Czech factories they're produced in are owned and run by VW, and the cars are VWs under the skin. The re-born Czech brand returned to the market in 2007 after a long absence and promised VW motoring on a budget.The mid-sized Octavia was one of the first models to be launched and remains the brand's main weapon with a large range of models, including hatchback and wagon body styles, a number of petrol and diesel engine options, and various transmissions.It isn't particularly stylish, but in today's terms when all cars look alike, the Octavia could be said to stand out with its more traditional grille. Get past the looks and you find a practical, roomy and well-equipped car that does everything without fuss.The Octavia is based on the VW Golf, which ensures it has a European feel about it. There's a wide choice of petrol and diesel engines, they're all VW units, and they all perform strongly while delivering decent fuel economy.Backing them up is a range of manual and auto transmissions, including the much-maligned dual-clutch DSG auto. Inside, the Octavia is neatly laid-out with room enough for four adults in comfort, or five at a squeeze. Thick pillars can create blind spots for the driver, and the cabin noise level tends to be a little higher than you might expect for a car in this class.NOWWith relatively slow sales you'll have to look long and hard to find the car you want, they're not plentiful like some other makes and models. It also means prices are more affordable if you're buying. If you're selling it means resale is affected.Few complaints about Skodas have reached Carsguide, which is interesting given the huge amount of mail we get complaining about VWs. It could simply be a case that too few Skodas are out there to generate comment, or perhaps Skoda takes a different view to VW when dealing with complaints. Or it could be that Skoda owners are a contented lot.Whatever it's important that any car is thoroughly checked, because there's no reason to think Skodas are immune from the problems that plague their VW cousins. Engines, the 1.8 TSI in particular, can give trouble. Many have had to be replaced quite early in life, so be wary and check service records carefully.The other problem area is the DSG, which can be brilliant when working correctly, but it can equally be a nightmare when it's not, and there are plenty of examples of both.Clutch packs, computers, wiring can all conspire to bring the DSG to a halt, so test drive DSG-equipped cars carefully. Things to be noted are shuddering, incorrect gear selection, hesitations, reluctance to select gears, going into neutral at inappropriate moments. In fact, be wary of anything that doesn't appear to be normal, they're expensive to fix.Check service records for evidence of regular maintenance, make sure cam belts have been changed when needed, and watch brake wear. Note that Skoda recommends the use of Premium unleaded fuel.SMITHY SAYSNeat, practical mid-sizer, but is burdened by some of VWs flaws.Skoda Octavia 2009-2011Price new: $29,290 to $38,290Engine: 1.4-litre 4-cylinder turbocharged, 90 kW/200 Nm; 1.6-litre 4-cylinder, 75 kW/148 Nm; 1.8-litre 4-cylinder turbocharged, 118 kW/250 Nm; 1.6-litre 4-cylinder turbo-diesel, 77 kW/250 Nm; 1.9-litre 4-cylinder turbo-diesel, 77 kW/250 Nm; 2.0-litre 4-cylinder turbo-diesel, 103 kW/320 NmTransmission: 5-speed manual, 6-speed auto, 6-speed DSG auto, 7-speed DSG auto, FWDEconomy: 7.8 L/100 km (1.6), 6.7 L/100 km (1.8T), 6.3 L/100 km (1.9TD), 5.7 L/100 km (2.0TD),Body: 5-door hatch, 4-door wagonVariants: 1.6, 1.8 TSI, 1.9 TDI, 2.0 TDI (2009) 75, 77, 90, 103, 118 (2010)Safety: 4-star ANCAP

The best -- the smartest -- buying of any car type is surely the hot hatch. Please banish any image of young miscreants in children's headwear driving Japanese derived and horribly enhanced doof doof doofus devices.Since the 2005 edition of Volkswagen's Golf GTI, a sum of some $40k will buy you a hatch with the family capacity of most of the small SUVs to which we're hopelessly addicted, but possessed of driving dynamics to rival sports cars priced in triple figures.The trick  -- and it's a neat one -- is to take an inexpensive, mass produced five door shopping trolley and imbue it with performance dynamics without forsaking daily driveability.The best -- and we argue Ford's Focus ST is just that -- are a sublime blend of mild and wild.A tag of $38,290 for a five door (four for passengers, one for their stuff) is sound enough. At this price or more some have only three portals. The standard kit quotient pushes the ST into the terrain of the exceptional Recaro sports seats, dual-zone climate control, heated and folding exterior mirrors, automatic bi-xenon headlights, auto-dimming rear vision mirror and rain-sensing wipers.Satnav is no extra, albeit on a smallish screen. Nor are the nine (count 'em) speakers, Bluetooth, flash pedals and keyless entry/ignition. Although manufacture of Australian issue Focii last year shifted to Thailand, the ST remains a Euro Ford.The foundations are, of course, the small car class-leading Focus hatch, most of which run a naturally breathing 2.0-litre direct-injection four-cylinder engine. The ST uses the turbo-charged Ecoboost found variously in the Falcon, Jaguar XF and Volvo S60, here tuned to a formidable 184kW/360Nm.That's some way above the GTI, though the Ford is but a few tenths quicker from 0-100km/h at 6.5 seconds. The Ford is also to be had only with a six-speed manual, which restricts its appeal to people who like driving.That experience is enhanced by variable-ratio steering of almost alarming directness. It's equally adept in the carpark as when hooking hard and fast through a favoured open road bend. And that process is lent surety by the torque vector on the front axle that counters the dreaded understeer and goes far toward removing the need for (and extra weight entailed by) driving the rear wheels too.Ford can't quite crack the upper market interior thing. The ST's cockpit is a bit meh, behind most competitors, especially the plush innards of Opel's Astra OPC. The bum-gripping Recaros serve well the ST's remit, but the instrumentation and centre stack of lesser models are no less frantic here. There's a plethora of readouts between the dials, but no digital speedo -- an annoyance of the milder models, a problem in the ST.You won't lose it in carpark though, especially not in the signature yellow you see here. The hot hatch enhancements aren't subtle, nor are they too much. It sits lower than a normal Focus on 18-inch wheels wrapped in 235/40 Goodyear rubber. The buckets eat a bit of rear leg room but not its four door facility. At 316 litres the boot's about par.Rear parking sensors and reversing camera are the cherries atop the five star safety cake. These are optional in the GTI and Renault Megane 265. They shouldn't be.It's an almost pleasant surprise when, under hard acceleration, you feel playful tugging through the ST's steering wheel -- otherwise it's refined and well-mannered.This is also one of least laborious manuals you'll drive, summoning all its torque early and smoothly to pull away like a diesel sans the turbo lag that more obviously affects oilers. Nor will you be easily caught out of gear; at just north of idle the ST pulls cleanly in fourth. Only an elephantine turning circle compromises it around town.It's in those ever more difficult to find moments of open road enjoyment that the fast Focus shines. This is the most smartly tuned suspension of any hot hatch in its ability to ride rougher roads without denuding sporting aptitude. Exceptional front end grip and razor sharp turn-in make it the front drive corner carver par excellence.The rival Renault is rightly exalted and just that bit more adept, but I'd rather live with the Focus. Competition is ferocious and about to become more so. For now, however, the ST is our hot hatch choice. Nothing else so smoothly blends driveability, practicality and the ability to induce smiles.

The traditionally neutral Swedes have fired a volley in the newest motor market segment compact prestige machines. Never have so many European badges been so affordable. Volvo's V40, released in a few weeks and tested by Carsguide this week, is the newcomer. Adjudged the safest car in the history of Euro crash testing, it is the first car on the market to boast an airbag for pedestrians. But its time in the sun could be limited."There's going to be a massive battle between Audi A3, Mercedes A-Class, BMW's 1 Series and the Lexus CT as well. Volume in that segment is growing and we're looking at it, we don't know how far it will go,'' Volvo Car Australia managing director Matt Braid says.He might well add Volkswagen's impending Mark 7 Golf to list, given that some 50 per cent of the variants sold are those priced from $35,000 -- the entry point into this arena.The V40 range arrives in Kinetic, Luxury and R-Design trim levels, sharing some parts of its floorpan with the Ford Focus but boasting a large amount of Volvo development and design above the floor sill.A Kinetic in the D2 turbodiesel gives Volvo a sharp entry point for the V40  $34,990 for the six-speed manual. Standard fare across the range includes USB and Bluetooth connections, wheel mounted audio and cruise controls, climate control, rear parking sensors, reach and rake adjustable steering, power-adjustable driver's seat, cloth trim and a leather-wrapped steering wheel.Power-adjustable, retractable and heated exterior mirrors, 16in alloy wheels (and a space-saver spare), ambient interior lighting and LED daytime running lights. Stepping up to the D4 Kinetic pushes the price to $39,990 for the six-speed manual or $41,990 for the six-speed auto. The D4 Luxury is priced from $45,990 and is only available with the six-speed auto.Luxury additions includes a meatier sound system, 17in alloy wheels, 7-inch colour control screen, satellite navigation, a reversing camera, active xenon headlights, power adjustment for the passenger's seat and leather trim.The petrol T4 model range starts from $41,990 in Kinetic auto form, or the Luxury spec ups the ask to $45,990 - Volvo expects this model variant to account for much of the 800-1000 annual sales volume for its first full year on the market.The flagship is the T5 R-Design, a six-speed auto, slots into the price guide at $49,990. It adds R-Design specific interior trim throughout the cabin, model-specific bodykit and door mirrors, 18in alloy wheels, a front sliding armrest (which doesn't lock in) and nubuck textile and perforated leather sports seats. The value equation also includes free scheduled servicing for three years or 60,000km.The T4 is powered by a 2.0-litre turbocharged in-line five-cylinder, so don't take literally the ``T4, D2 and D4'' designations. Unlike most new cars from Europe, it lacks direct injection, but uses 95RON to produce 132kW/300Nm. The T5 ups the capacity to 2.5 and the output rises to 187kW/360Nm.On the diesel side of the equation, the D2 runs a 1.6-litre 84kW/270Nm direct-injection turbocharged four and a 2.0-litre five-cylinder turbodiesel with 130kW/400Nm. Only the D4 does it with an automatic. The instrumentation also has a three-way level of tailoring to suit different information needs, although it's sometimes difficult to decipher the tachometer quickly.The V40 makes a bold statement in this three-line design -- the sweeping roofline, the now-familiar shoulder line and the rising "rocker" line along the side of the floorpan. It is a sharp-looking hatch with a broad road stance and presence in spades.There's no mistaking it for anything but a Volvo and that carries over into the Swedish cabin theme, which is well laid-out and comfortable, if not overly spacious (particularly in the rear for adults). The bootspace is clever. A floor panel hides additional storage space and can be sat up to keep cargo in place, or folded completely flat with the rear seat backs.The much-vaunted pedestrian airbag is among the standard safety features, helping to win it NCAP's best-ever score. Other standard features include (deep breath) City Safety auto braking at up to 50km/h, traction and stability control that includes corner traction and engine drag control and a torque-vectoring system, plus pyrotechnic front and rear seatbelt pretensioners.The $5000 optional advanced safety features pack includes adaptive cruise control with collision warning and automatic braking and parking functions, blind spot and lane departure warning and a cross traffic warning. It's available only on Luxury and R-Design models.The V40 is also capable of "reading'' road speed limit signs and display them in the vehicle's high-tech instrument panel. Though there's not yet a link to the satnav mapping it will flash if you exceed the speed limit.The T4 Luxury model is the pick. Quiet and refined (although susceptible to tyre noise from coarse-chip bitumen), the T4 sits comfortably on the road during the urban stint, dealing with road ruts without real concern. The engine is a smooth and has a decent spread of torque. With the six-speed auto in mild-mannered mode it does the job without fuss. Pointing towards the hills, flick the transmission into the nicely aggressive Sport mode and the T4 makes solid progress on a twisting country road, with good body control and an absence of nose-heaviness. There's not as much feel through the steering as would be ideal for a sporting driver, not is it completely lifeless either.A stint in the little D2 does nothing to upset the good first impression of road manners, but the manual diesel drivetrain needs to be stirred along to make anything other than sedate progress. Fuel economy in the mid single digits despite hard work says much for the frugality of the diesel. The petrol did high single digits or just over 10l/100km.A quick run in the T5 exposed poorer ride quality degrade on the taller wheel/tyre package, albeit it with a solid increase in turn-in prowess. But the amount of grunt surging through the front end had it wandering a little. The D4 Kinetic also shows itself to be a good all-rounder, with a strong belt of torque and refinement from the engine bay. But the manual is a little snatchy under heavy torque, making the auto a better choice.Volvo's prestige compact looks sharp and has impeccable safety credentials. But it's up against the laser-cut pricing of the new Mercedes-Benz A-Class and the inbound Golf. Stay tuned.

Who'd have thought Coke bottles and a Fender guitars would have a common link with Volkswagen? Well, like the car, the bottle and the guitar have what VW call `iconic styling' in that any of them would be instantly recognisable anywhere in the world.That link is so strong that there's even a Fender Edition in the line-up of VW's Beetle range. Not that it's a big range: just one model, a choice of transmission, a couple of option packs and that pearl-black Fender Edition.The Beetle, longer, wider and taller than its predecessor, is only the model's third-generation since the first 'people's car' was produced in 1938. Since then, more than 22 million have been let loose around the globe including one in Antarctica. VALUEThe new one is a sophisticated number reflecting a fine blend of modern and retro, and costs $29,990 with a six-speed manual shifter. The seven-speed DSG adds $2500 and the higher-spec (very) limited edition Fender is $34,490. The Beetle is a comprehensive package, with standard fare including remote entry, power windows and mirrors, cruise control, dual zone aircon, 17-inch alloy wheels, cruise control, auto-on wipers, foglights and front and rear parking sensors.TECHNOLOGYThe longish nose hides a high-tech 1.4litre twin-cam four-cylinder with turbo and supercharging. It's a little powerhouse, whacking out 118kW and 240Nm, and it uses very little fuel. Official economy figures are 6.8litres/100km in manual and 6.4 with DSG. Other good bits are a differential lock, hill start assist and a good electro-assisted steering that firms up at speed and becomes feather-light when parking.DESIGNThe car has evolved to a more mature look, which makes it a standout in traffic. Optional half-moon LED daytime running lights also help.There's ample room for four, knock-down rear seats that increase cargo space from 310 to 905litres and a 1950s style dash finished in body colours. Three clear, round dials house the driver info and there's a multi-function leather-rim steering wheel, media device interface, Bluetooth connectivity with audio streaming, eight speakers and an aux socket. And doubledeck gloveboxes. Fitment of the Mexican-built car is superb.SAFETYIt has a five-star safety rating and comes with airbags and a plethora of electronic driver aids.DRIVINGIt drives beautifully, its wide stance and big rubber boosting stability and comfort and it really enjoyed going walkies over the mountainous switchbacks of the D'Aguilar Range in Queensland. It's a smooth and eager performer, able to reach 100km/h from rest in 8.3seconds, and it just ambles along at 100km/h without raising a sweat.The DSG is the pick of the transmissions but there's no paddle shift unless you opt for one of the option packs. Cheeky, we thought.VERDICTA bug of the highest pedigree. With a Fender edition on its way, might things could go even better with a Coke version in following months?Fender editionOnly 200 Beetle Fenders, all with DSG, will be available in Australia, from June. They're all in black pearl, with 18-inch wheels and a rockin' 400W audio system. There are also Fender badges, LED daytime running and number plate lights, Bi-Xenon headlights, brown stitching on the black leather, adjustable ambience lighting and there's a big bass box in the boot. And the dash is finished in Sunburst, a two-tone wood, same as on some Fender Stratocasters.  

Vlad Manu road tests and reviews the Mazda 2 Neo, with specs, fuel economy and verdict.

The Beetle is back – and it’s been squashed. Kind of. In an attempt to lose some of its cutesy looks and give it a more masculine appeal the new Beetle is longer, wider and lower than before.The roof is a little flatter, too, losing the perfect curve of the first two models. Yes, this is only the third-generation Beetle in 74 years, since the first “people’s car” rolled off the German production line in 1938.In modern-car terms the second-generation “New Beetle” was ancient by the time it was wound down after a 12-year run. Most cars are updated after five or six years these days. But now the new “New Beetle” is back after an 18-month hiatus.And it happens to be the most powerful Beetle ever sold in Australia, using the turbocharged and supercharged 1.4-litre four-cylinder engine also used to power the Polo GTI. The output of 118kW and 240Nm represents a massive 57 per cent increase in power and 62 per cent more torque compared with the previous model.ValueThe new “New Beetle” has a cheaper starting price than it launched with 13 years ago. In January 2000 it cost from $36,790 but subsequent models limboed to as low as $27,990 (2004 to 2008) before climbing to $29,200 (2009 to 2011).So at $29,990 the new one is actually slightly dearer than where it left off – but it gets more equipment and a much more powerful and efficient engine. In addition to the standard fare of six airbags, remote entry, and power windows and mirrors, Volkswagen has added cruise control, dual zone air-conditioning, alloy wheels and front and rear parking sensors.Options include leather trim ($3300), navigation ($2500), bi-xenon headlights with LED daytime running lamps ($2700), and a panorama glass sunroof ($1700). The seven-speed automatic (the first time VW’s dual-clutch gearbox has been fitted to the Beetle) adds $2500, bringing the starting price to $32,490.You can also officially give the car a name. Previous Beetles have been one of the few Volkswagens sold unbadged. The latest model gives owners the option to personalise their cars with a “Beetle” badge, or “Bug” or simply “Volkswagen”, sold through Volkswagen Accessories.A top-line, limited edition Fender model (named after the guitar and amplifier maker) with a cranking 400w sound system (with a sub-woofer in the boot and bigger and better speakers in the cabin) is $34,490 with automatic transmission.Volkswagen has also added the new “New Beetle” to its list of cars that come with fixed price servicing, following the Up city car late last year. Applied in 15,000km intervals, routine maintenance costs $375 each year for the first two years, $430 in the third year and a whopping $638 in the fourth year (although still not as expensive as some dealers have been charging for similar services on other VW models), before returning to $375 and $430 in the following 12-month intervals.DesignInstagram comes to life inside the new “New Beetle”. There’s no need to add any sepia filters after you do any “selfies” because the painted dashboard and the cool glovebox (which opens up, just like the original) takes you back in time any way.The new “New Beetle” is based on the underpinnings of the superseded Golf 6, which enabled Volkswagen to make it longer, wider and lower. It also means back seat occupants no longer sit under so much glass, more of their head is protected from the elements by a roof. But all up there is still only room for four occupants (two in the back, not three).The new “New Beetle” was designed in Germany but comes to us from Volkswagen’s factory in Mexico (as with the previous model). It’s also where the classic Beetle was made until 2003.SafetySix airbags, a five-star safety rating and a very strong body. Volkswagen had a figure with a lot of zeros in its description of how stiff the new body structure is. We presume this to mean the core of the car won’t bend much but the front and rear are designed to crumble to absorb the bulk of any impacts. Front and rear parking sensors are standard but a rear view camera is not available.DrivingThe new Beetle drives, well, just like a Golf. That shouldn’t be surprising given that it shares the underpinnings of the outgoing Golf.What impresses most, though, is how smooth and refined the Beetle has become. It’s a big step forward from the previous model; owners of classic Beetles will think they’ve become hard of hearing if they ever get into one of these.All cabin controls are well positioned and logical to use. It’s the type of German efficiency that made the original so loved around the world. Visibility all around is pretty good thanks to large windows and large convex side mirrors, although it’s disappointing that Volkswagen hasn’t made a rear camera available even as an option.The turbocharged and supercharged engine has plenty of zip and the DSG transmission works smoothly (unlike some earlier examples). The hill-hold function takes some of the gearbox’s hesitation away when moving off from rest. The steering is not too heavy, not too light.VerdictThe new Beetle brings a level of refinement and comfort that the hippie generation would probably appreciate at this point in their lives. Younger buyers will have never had it so good.

The Hyundai Excel was a huge seller in Australia in the mid-to-late 1990s.

We use the word ‘competitive’ advisedly, Australians are showing a strong preference for small passenger vehicles rather than the large family sixes they used to love with a passion.VALUEThe Mazda3 has been at the top of the sales tree for the last two years, but is getting on in years and Toyota wouldn't mind a tilt at the crown. Nissan Australia is also in the race with it’s all-new Pulsar. Toyota and Nissan have both priced their entry level models at $19,990.When the big three car makers start to get really serious about maximising sales buyers are the real winners. These cars are all very well priced, but you may still be able to squeeze another few dollars out of the transaction.TECHNOLOGYNew Toyota Corolla is powered by a 1.8-litre four-cylinder engine that’s based on the one used in the outgoing model. It has significant changes to improve power and torque characteristic and reduce fuel consumption and exhaust emissions.Transmission choices are a six-speed manual and a continuously variable automatic on all models. The CVT can act as a pseudo manual by choosing one of seven preset ratios should the driver feel they need to hold a particular ratio at any time.DESIGNCorollas have long had a reputation for being sensible, logical buys that are on the boring side – until now. Toyota’s new chief, Akio Toyoda, a direct descendant of the man who set up the company, didn’t like the ‘boring but sensible’ tag being given to his company’s products, so he suggested to designers and engineers that more character might be nice.When the big boss says he would like something it makes sense to listen and respond. From a styling point of view the 11th generation Corolla is right up to date, with a clean front where the lights and grille blend neatly and in the side view which has a real Euro look.At this stage the Corolla is being sold only as a five-door hatchback, sedans won’t be seen till fairly late in 2013; for competitive reasons Toyota Australia won’t reveal the date. In the meantime the existing old model Corolla sedans will remain on sale.SAFETYAll models come with a solid range of primary and secondary safety equipment, with stability control, ABS brakes with assistance, seven airbags and lap-sash safety belts on all five seats.DRIVINGOn the road we were impressed by the characteristics of the continuously variable transmission. Some find the ‘slipping-clutch’ sound of the original CVTs irritating. The new Toyota unit is more gradual in the way the engine revs rise when you need power quickly. The result is an efficient engine / transmission combination that should please the revheads just as much as those who care for the environment.Revheads will just love the way the engine is automatically blipped during manual down changes through the preset ratios on the CVT. However, the above comments on the CVT are based on our test drives of the Corollas at the press launch late in 2012. Toyota Australia is very wary of adverse reports on this type of automatic transmission, so gave us a manual for our extended test.We found the manual to be light and easy in its actions. It mates well with the engine, which is happy to pull at low revs if throttle pressures are minimised to save fuel. However, the car wasn’t as economical as we anticipated, typically using nine to eleven litres per hundred kilometres in heavy-duty driving around town. This came down to about seven to eight litres on easy paced country trips.Handling of the new Corolla is excellent, all the more so when you remember it’s a family hatchback with no pretensions to sportiness. Australian engineers were involved in the earliest stage of development to ensure our local drivers got what they wanted.Turning in is neat and the car responds promptly to driver inputs. The Corolla can be steered on the throttle if you want to really push it hard. The electrically assisted power steering is nicely weighted and gives good feedback.Comfort on poor roads, not necessarily unsealed ones, isn’t as good as on previous Corollas due to the sporting revisions to the car’s character. Keen drivers will be happy with the comfort / handling compromise, but if you demand comfort ahead of all else it might be worth checking it out on some rough roads during your own road testing.VERDICTToyota’s Corolla has been a favourite in Australia for almost five decades, even being built in this country for quite a few years. We see no reason why our love affair with this car shouldn't be every bit as strong as in the previous 10 generations. Can it oust Mazda3 and fight off Pulsar to pick up the top spot? Time will tell…

It seems that the iconic German brand Mercedes-Benz can do no wrong when it comes to maintaining its excellent public image.Once seen only as a maker of large, expensive, very upmarket saloons, Mercedes first of all moved to midsize sedans with a vehicle now called the C-Class. Despite dire predictions the brand image remained as high as ever. The move into the 4WD and SUV field with the M-Class (made in the USA of all places) was less controversial, again the public was willing to accept the change in Mercedes’ thinking without blinking.Then came the biggest movement of all, Mercedes-Benz introduced a small city car called the A-Class. Not only did it have front-wheel drive, but also a price tag that wasn’t much higher than that of topline models from marques like VW, Mazda and Honda. Was this a scandal? Did traditional buyers of large, expensive, very upmarket Mercedes saloons desert the company? Nope, the brand continued on its profit-making, buyer-gathering course.As it moved its centre of gravity down into the relatively affordable field, Mercedes-Benz also moved from pure upmarket luxury to sporting performance, with the AMG division scoring big marks in sales. Indeed, Australia is number one in AMG global sales on a per capita basis.So when Mercedes-Benz Australia discovered that close to 50 per cent of pre-orders for its all-new A-Class were for the A250 Sport, which had design involvement from AMG, it decided to put on a special media event for A250 Sport a couple of weeks ahead of the launch of the rest of the A-Class models.DRIVINGWith a smile on our faces a small group of motoring journos has just stepped out of the little Merc hotshots. With up to 165kW of power and 350Nm of torque from the four-cylinder turbo-petrol engine and the ability to accelerate from zero to 100 km/h in 6.6 seconds was it any wonder?Throttle response is better than average for a turbo engine and once it is on song the engine not only sounds great but also provides virtually instant acceleration. Handling is superb for a front drive car and it’s possible to get a fair bit of throttle control in the A250 when you push it hard. There’s some torque steer and even axle tramp if you’re brutal in your driving, but that’s all part of the fun in a car like this.VALUEWith a recommended price of $49,990 the Mercedes A250 Sport doesn’t cost a lot more than the high-performance variants of cars from Ford, Renault, Subaru and Volkswagen. Mercedes-Benz A250 Sport is due to go on sale in early March at the same time as the rest of the all-new A-Class range.DESIGNObviously if you’re driving a performance car with Sport on its badges you will want to tell the world about it. So the A250 has a grille with a fascinating design that has an almost surreal look in the way it circles the Mercedes three-pointed star. There’s a body kit to set off the 18-inch AMG alloy wheels and lowered suspension.There are numerous touches of racing red, with details in the front splitter, rear diffuser and brake callipers, as well as inside the car in areas such as the surrounds of the ventilation outlets. The latter sit in a dash made sportier by pseudo carbon fibre. Dark privacy glass in the rear area give a luxury touch, the design of the sports seats and the leather trimmed steering wheel works nicely.Frankly, though we could do without the giant panoramic sunroof; not only does it add weight high up in the body, it also reduces rear seat headroom to the extent that some adults may not be comfortable back there. Which is a pity because the rear legroom is quite generous for a car of this size. Conversely, the high waistline makes it difficult for young kids to see out of the back seats.VERDICTIf the Mercedes A250 Sport sounds great, just wait till the A45 AMG arrives later in the year. With all-wheel drive and a predicted power output on the high side of 200 kW it should be really special. Expect a price tag of around $80,000.Mercedes-Benz A-Class A250Price: from $49,990Warranty: 3 years/unlimited kmResale: N/AService interval: 12 months/25,000kmCrash rating: 5-star (EuroNCAP)Safety: 9 airbags, ABS with hill hold, TC, ESP, Pre-Safe, Attention Assist, Collision Prevention AssistEngine: 2.0-litre turbo 4-cyl, 155kW/350NmTransmission: 7-speed dual-clutch auto, FWDDimensions: 4.29m (L), 1.78m (W), 1.43m (H)Weight: 1445kgSpare: Inflation kitThirst: 6.6L/100km, 152g/km CO2

Opel’s push for a foothold in Australia just took a turn for the better with the imminent arrival of a trio of performance models from OPC, Opel’s version of AMG. All were refined at the legendary German Nurburgring track where OPC has a test facility.Opel has been tweaking production cars for racing since the late ‘90s and has plenty of motorsport success including the silverware from a DTM, (German Touring Car) championship. But the brand has only been in Australia for about six months and is competing in some of the most competitive segments.OPC gives Opel instant cred’ with motorsport enthusiasts and this will undoubtedly flow on to the general community once the Corsa, Astra and Insignia OPC models hit the road. The Corsa OPC is up against the likes of VW Polo GTi, Skoda Fabia RS and soon, the Peugeot 208GTi and Ford Fiesta ST. Hot competition indeed.Astra OPC runs up against some real heavy hitters in VW Golf GTi (soon to go to a new generation Golf VII series), Renault Megane RS265, VW Scirocco, Ford Focus ST and even Mazda’s wild 3MPS. But the elephant in the room is Mercedes Benz’s new A250 Sport, possibly the best resolved front drive hatch available as of now.Insignia OPC sedan is more of a GT car for relaxed high speed cruising rather than for track days or corner carving. It has no direct competition being right on the luxury tax trigger and offering turbo 2.8-litre V6 power through an auto six speed transmission and all-wheel drive. The engine is courtesy of Holden.All three models hit the value button with generous levels of equipment and some high quality components from the likes of Brembo, Dresder Haldex and Recaro. Corsa OPC goes for  $28,990, Astra OPC is $42,990 and Insignia OPC is $59,990. While the latter occupies its own niche, the other two are right on the money with competitors possibly better when spec’ adjusted.Fixed price servicing is part of the deal as is roadside assist for three years. A clever OPC Power app for your phone adds a whole new element to "bench racing" sessions at the pub, dinner party or barbecue where OPC owners can spruik the talents of their car and, of course, the driver.The app records numerous technical details on cornering, braking, engine power and other info - into your phone. All three rate five star safety under Euro NCAP testing.This is possibly the best fettled of the trio from OPC’s garage and will undoubtedly be the most popular - on looks if nothing else. It’s a hottie - crouched ready to pounce with a powerful broad faced front and pumped out rear end.Astra OPC is a front driver with a healthy 206kW/400Nm output from its 2.0-litre petrol direct injection and turbocharged four banger. The turbo is a twin scroll unit designed for instant response six speed manual transmission only is available.That’s all very nice but the really good thing about this car is the way it steers and handles thanks in part to a front steering system called HiPer strut that places the steering axis away from the drive axis. No torque steer under full acceleration.Coupled with this is aggressive steering geometry that fires the Astra around corners like a race car. Impressive braking is then delivered by large diameter cross drilled discs with dual piston Brembo calipers.Three mode Flex ride offering Normal, Sport and OPC modes is fitted to this and the other two OPC models. It alters calibration for the suspension, brakes, steering and throttle response. A mechanical limited slip diff completes the traction/drive picture.Though a three door, Astra OPC can take five passengers and their luggage at a pinch. Auto stop start eco mode is fitted and the car can get as good as 8.1-litres/100km on premium. Leather, satnav, dual zone climate control auto headlights and wipers, electric parking brake - all included.This cheeky three door baby also heads the power game in its class by a significant margin, rated at 141kW/230Nm (260Nm on overboost) from a 1.6-litre turbo petrol four. Opel knows its market well and offers Corsa OPC with a swag of "branded" components inside and out.It gets Recaros inside, a digital radio, comprehensive instrumentation and subtle body add ons so people know you are driving something "special." It scores climate control, multiple wheel controls, auto lights and wipers, cruise and numerous OPC design touches.The two OPC hatches and the bigger sedan are like chalk and cheese - in every way. This is an auto only model, with all wheel drive and a Holden V6 2.8-litre turbo petrol engine. There’s nothing like it for sale unless you count the VW CC V6 4Motion but it’s more of a luxo-barge than a sporty sedan.Insignia OPC achieves 239kW/435Nm thanks to a range of technologies including direct injection, twin scroll turbo charging, variable cam timing and other trickery. It’s crammed with goodies like the adaptive all wheel drive system, Flexride, rear limited slip diff, 19 or 20-inch forged alloys.Like the other two OPCs, the Insignia has a specifically developed exhaust system to provide both performance gains and better aural quality.Corsa OPC can put away a 0-100kmh sprint in 7.2 seconds and sip premium at a rate of 7.5-litres/100km. Astra OPC nails the 0-100kmh sprint in 6.0-seconds flat, offers prodigious roll on acceleration from all speeds and sips fuel at a best rate of 8.1-litres/100km. Insignia OPC stops the clocks at 6.3 seconds and uses premium at 10.9.We were able to sample the Astra and Insignia OPC cars on the road and on the track and really like the Astra in both environments. The Insignia is pleasant enough but has a big price hurdle to overcome at 60K given Opel has pretty much no profile here at all.That will change over time and with hero cars like the Astra OPC running around. We only did one lap in the Corsa and really can’t comment. It feels pretty quick for a tiddler and looks OK as well as being well spec’d. But the story as far as we are concerned is all about Astra OPC.Is it as good as the Megane and the GTi? Answer, unequivocally yes. It’s a precise instrument spoiled only a tad by the swooshing exhaust that sounds like a vacuum cleaner under maximum throttle. We are sure owners will fix that pronto. It’s a dream to look at and has plenty of kit to keep you comfy and happy.Corsa? Can’t comment sorry. Insignia? Maybe, maybe not. Astra? Yes please.