Hatchback Reviews

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?What is it?This is Toyota's top of the range generation 11 Corolla with all the gear and the best looks too thanks to liberal use of chrome highlights. It's the same under the skin as the others except for slightly sharper steering response compared with other lesser Corollas.How much?This one goes for $28,490 with the CVT auto adding two grand. We would suggest it's money well spent.What are competitors?Too numerous to list - some are Lancer, Pulsar, i30, Mazda3, Civic and Impreza.What's under the bonnet?A revised version of the previous 1.8-litre petrol twin cam four banger with about the same power as before, rated at 103kW/173Nm.Drive is to the front wheels via either a six-speed manual (with annoying throttle flare on up changes) or a silky seven step CVT with paddle shift in the Levin ZR.How does it go?Quite impressive actually. No sports hatch but good, punchy honest performance with no fuss and surprising economy. Smooth running and feels like it will (nearly) run for ever.Is it economical?Yes, we saw 6.6-litres/100km without really trying. And it's 91 RON, not premium.Is it green?It has adequate green credentials - minimal fuel use helps, the manual with a four and a half star rating, and the CVT with a five star rating in the Green Car Guide.Is it safe?Five stars - seven air bags.Is it comfortable?Very. The Levin ZR has plenty of luxury kit and attractive leather upholstery, excellent SUNA satnav, premium audio, large format reverse camera, plenty of seat and driving position adjustment, Bluetooth, you name it.What's it like to drive?Surprisingly good given the disparaging remarks often heard about "Corollas." It's totally unjustified in this case because this one is a relatively engaging drive - to a point of course as it's primarily aimed at general duties. But there's an edge to it and it's is good to steer.Is it value for money?Yes, other makes will struggle to stay with Corolla.Would we buy one?Absolutely. We'd even consider the test car at around $30k. Like the looks, the chrome bits and the striking looks inside and out. Corolla is no longer a shrinking violet.

Well that didn’t take long. General Motors’ German brand Opel has been in the country just six months and it has discovered Australians love hot hatches.About one-in-four Volkswagen Golfs sold locally are the GTI version – compared to a global average of just five per cent – so it makes sense Opel would expedite the arrival of its hi-po hatch.It comes to us with a familiar name, the Astra OPC (the latter standing for Opel Performance Centre), and a similar philosophy to the world’s best hot hatches: a lot of power in a pint-sized package.The last time we had a car like this from Opel it was called the Astra VXR and wore a HSV badge (2006 to 2009). But this one is an all-new model.The price of the Opel Astra OPC starts at $42,990 plus on-road costs, which is dearer than the five-door Ford Focus ST ($38,290) and VW Golf GTI ($40,490).Bravely, the Opel Astra OPC is even dearer than the starting price of the highly regarded Renault Megane RS265 ($42,640), the world’s fastest hot hatch judging by that global benchmark, the Nurburgring. With that in mind, you'd expect the Opel to come with the works – which it does in some areas but not others.It gets leather sports seats as standard, but metallic paints adds $695 (ouch) compared to $800 in the Renault Megane RS (double ouch) and $385 in the Ford Focus ST (that’s more like it).The Astra OPC’s turbocharged 2.0-litre engine (the class staple) has the most power and torque among its peers (206kW and 400Nm), but this doesn’t translate to quicker performance (see driving).The interior has a much more upmarket appearance than the Renault (although equal to the glossy materials in the Ford Focus ST) and its superb sports seats are a win.But the Opel’s buttons and controls are fiddly to use, like setting a radio station for example. Navigation is standard – but a rear camera is not available at any price. (A rear camera is standard on the Ford and optional on the Renault and Volkswagen). Rear sensors are standard but front sensors have not been designed for the OPC’s aggressive front bumper.However, the biggest consideration for value is what the car will be worth when you go to sell it. Depreciation is the single biggest cost of ownership after the purchase price.The Renault Megane RS and Ford Focus ST don’t have the strongest resale values either (the Renault because it’s a niche product and the Ford because it is still building its reputation with the new ST badge).But the wholesale trade says the Opel brand is still too new to forecast what the Astra OPC will be worth in a few years, which means they will initially play it safe and low-ball it at trade-in time.The Astra OPC has a suspension system it calls “Flexride”, but they could easily have called it “magic carpet ride”.Despite riding on massive 19-inch wheels and Pirelli P Zero tyres (the in-vogue performance tyre among all the thoroughbred brands) the Astra OPC glides over the worst roads that our respective state governments can throw at us – despite the trillions they take in tolls (sorry, wrong forum).It has a rather low-tech (but highly effective) mechanical limited slip differential which, Opel helpfully points out, drives the front wheels. This installation of a stronger, tighter lump of metal to help get power to the road is a welcome move at a time when some other manufacturers (we’re glaring at you, Ford and Volkswagen) try to convince us that electronics can do the same job.A mechanical limited slip differential, favoured by the Renault Megane RS and the Opel Astra OPC, helps drive power to the inside front wheel in tight turns.Electronically-controlled front traction systems (which I dare not call an electronic limited slip diff as some car makers do – glaring at Ford and VW again) are okay in normal driving conditions. But when corners start to tighten they’re all but useless – despite what the brochure says.So thank you Opel (and Renault) for avoiding technology in this instance. Need further proof a mechanical LSD is the way to go? VW will offer it as an option on the new Golf 7 GTI later this year.Stunning. The car is so well proportioned and so smooth you can’t help but admire it. You may even find yourself walking around it a few times before you get inside. As mentioned earlier, the interior is a cut above most of the competition with high gloss finishes, stylish lines and superb front seats.But good design needs to go all the way in my opinion and be functional. Unfortunately the Opel audio and air-conditioning controls seem more of a challenge than a welcoming invitation to the interior. Too many buttons that take too long to figure out.We drive more than 250 cars a year and if we need to consult the owner’s manual after 30 minutes of trying, that’s a fairly good sign that it’s not intuitive. Looks great guys, but make it easier to use next time.And, if I’m honest, the 19-inch five-spoke alloy wheels on our test car looked a bit plain compared to the more dramatic-looking 20-inch wheels (a $1000 option and $1000 well spent).Six airbags, five-star safety and a three-stage stability control setting (depending on how brave you want to be). The Renault gets eight airbags (if you’re counting) but the crash score is the same.Good road holding also deserves credit here, and the Opel Astra OPC has that in spades. The Pirelli tyres are among the grippiest in the wet or dry on the road today. It’s why they’re favoured by Mercedes-Benz, Porsche, Ferrari and others.The four-piston race-bred Brembo brakes are good but don’t have the same precise feel as the Renault Megane RS265 we tested back-to-back.The only blots on an otherwise impressive report card are the lack of front parking sensors or a rear camera – even as an option. A job for the facelift then.Opel has done a brilliant job of blending excellent grip and dynamics with tyres and suspension that won’t have you visiting the chiropractor every week. It’s definitely one of the better executions of ride comfort and handling prowess.In terms of outright pace, the Opel matches the Renault Megane RS265 with a 0 to 100km/h of 6.0 seconds – despite the Astra OPC having more power and torque. In reality, though, the Opel has a little more turbo lag – power delay – from low revs compared to the Renault Megane RS265, which makes the engine's awesome power less accessible.Opel likes to say its car is more capable around town than its hot hatch peers – but in addition to the turbo lag it has the broadest turning circle (12.3 metres, bigger than a Toyota LandCruiser Prado, which is 11.8m if you’re wondering).The Astra’s brake pedal travel is a little longer, as is the gearshift throw. Neither feel like a true performance car. In the Renault Megane RS265 each movement feels like you’re operating a pair of scissors, so precise are the responses.The sound of the Opel's engine sucking as much air as possible during hard acceleration is not as characterful as it is in other cars of this type. The Renault Megane RS265 rewards you with a subtle turbo whistle and crackle of the exhaust between gear changes. The Opel Astra OPC sounds like a cat coughing up a fur ball.The Astra OPC is a highly credible hot hatch – it’s just not quite as good, as complete or as affordable as the competition. If you want style and pace, buy the Opel Astra OPC. If you want the best hot hatch – for now, at least – buy the Renault Megane RS265. Or wait and see what the new VW Golf GTI is like when it arrives later this year.

There's hope for Australian car buyers yet. In an era when a basic task like parking a car inside the lines at a carpark is apparently too technically difficult or just too tedious for many drivers, the Mazda 3 continues to be the first choice for new car owners. So they must appreciate some element of the driving

Well that didn’t take long. General Motors’ German brand Opel has been in the country just six months and it has discovered Australians love hot hatches.About one-in-four Volkswagen Golfs sold locally are the GTI version – compared to a global average of just five per cent – so it makes sense Opel would expedite the arrival of its hi-po hatch. It comes to us with a familiar name, the Astra OPC (the latter standing for Opel Performance Centre), and a similar philosophy to the world’s best hot hatches: a lot of power in a pint-sized package.The last time we had a car like this from Opel it was called the Astra VXR and wore a HSV badge (2006 to 2009). But this one is an all-new model.The price of the Opel Astra OPC starts at $42,990 plus on-road costs, which is dearer than the five-door Ford Focus ST ($38,290) and VW Golf GTI ($40,490).Bravely, the Opel Astra OPC is even dearer than the starting price of the highly regarded Renault Megane RS265 ($42,640), the world’s fastest hot hatch judging by that global benchmark, the Nurburgring. With that in mind, you'd expect the Opel to come with the works – which it does in some areas but not others.It gets leather sports seats as standard, but metallic paints adds $695 (ouch) compared to $800 in the Renault Megane RS (double ouch) and $385 in the Ford Focus ST (that’s more like it). The Astra OPC’s turbocharged 2.0-litre engine (the class staple) has the most power and torque among its peers (206kW and 400Nm), but this doesn’t translate to quicker performance (see driving). The interior has a much more upmarket appearance than the Renault (although equal to the glossy materials in the Ford Focus ST) and its superb sports seats are a win.But the Opel’s buttons and controls are fiddly to use, like setting a radio station for example. Navigation is standard – but a rear camera is not available at any price. (A rear camera is standard on the Ford and optional on the Renault and Volkswagen). Rear sensors are standard but front sensors have not been designed for the OPC’s aggressive front bumper.However, the biggest consideration for value is what the car will be worth when you go to sell it. Depreciation is the single biggest cost of ownership after the purchase price. The Renault Megane RS and Ford Focus ST don’t have the strongest resale values either (the Renault because it’s a niche product and the Ford because it is still building its reputation with the new ST badge).But the wholesale trade says the Opel brand is still too new to forecast what the Astra OPC will be worth in a few years, which means they will initially play it safe and low-ball it at trade-in time.The Astra OPC has a suspension system it calls “Flexride”, but they could easily have called it “magic carpet ride”. Despite riding on massive 19-inch wheels and Pirelli P Zero tyres (the in-vogue performance tyre among all the thoroughbred brands) the Astra OPC glides over the worst roads that our respective state governments can throw at us – despite the trillions they take in tolls (sorry, wrong forum).It has a rather low-tech (but highly effective) mechanical limited slip differential which, Opel helpfully points out, drives the front wheels. This installation of a stronger, tighter lump of metal to help get power to the road is a welcome move at a time when some other manufacturers (we’re glaring at you, Ford and Volkswagen) try to convince us that electronics can do the same job.A mechanical limited slip differential, favoured by the Renault Megane RS and the Opel Astra OPC, helps drive power to the inside front wheel in tight turns. Electronically-controlled front traction systems (which I dare not call an electronic limited slip diff as some car makers do – glaring at Ford and VW again) are okay in normal driving conditions. But when corners start to tighten they’re all but useless – despite what the brochure says.So thank you Opel (and Renault) for avoiding technology in this instance. Need further proof a mechanical LSD is the way to go? VW will offer it as an option on the new Golf 7 GTI later this year.Stunning. The car is so well proportioned and so smooth you can’t help but admire it. You may even find yourself walking around it a few times before you get inside. As mentioned earlier, the interior is a cut above most of the competition with high gloss finishes, stylish lines and superb front seats.But good design needs to go all the way in my opinion and be functional. Unfortunately the Opel audio and air-conditioning controls seem more of a challenge than a welcoming invitation to the interior. Too many buttons that take too long to figure out. We drive more than 250 cars a year and if we need to consult the owner’s manual after 30 minutes of trying, that’s a fairly good sign that it’s not intuitive. Looks great guys, but make it easier to use next time.And, if I’m honest, the 19-inch five-spoke alloy wheels on our test car looked a bit plain compared to the more dramatic-looking 20-inch wheels (a $1000 option and $1000 well spent).Six airbags, five-star safety and a three-stage stability control setting (depending on how brave you want to be). The Renault gets eight airbags (if you’re counting) but the crash score is the same. Good road holding also deserves credit here, and the Opel Astra OPC has that in spades. The Pirelli tyres are among the grippiest in the wet or dry on the road today. It’s why they’re favoured by Mercedes-Benz, Porsche, Ferrari and others.The four-piston race-bred Brembo brakes are good but don’t have the same precise feel as the Renault Megane RS265 we tested back-to-back. The only blots on an otherwise impressive report card are the lack of front parking sensors or a rear camera – even as an option. A job for the facelift then.Opel has done a brilliant job of blending excellent grip and dynamics with tyres and suspension that won’t have you visiting the chiropractor every week. It’s definitely one of the better executions of ride comfort and handling prowess.In terms of outright pace, the Opel matches the Renault Megane RS265 with a 0 to 100km/h of 6.0 seconds – despite the Astra OPC having more power and torque. In reality, though, the Opel has a little more turbo lag – power delay – from low revs compared to the Renault Megane RS265, which makes the engine's awesome power less accessible.Opel likes to say its car is more capable around town than its hot hatch peers – but in addition to the turbo lag it has the broadest turning circle (12.3 metres, bigger than a Toyota LandCruiser Prado, which is 11.8m if you’re wondering). The Astra’s brake pedal travel is a little longer, as is the gearshift throw. Neither feel like a true performance car. In the Renault Megane RS265 each movement feels like you’re operating a pair of scissors, so precise are the responses.The sound of the Opel's engine sucking as much air as possible during hard acceleration is not as characterful as it is in other cars of this type. The Renault Megane RS265 rewards you with a subtle turbo whistle and crackle of the exhaust between gear changes. The Opel Astra OPC sounds like a cat coughing up a fur ball.The Astra OPC is a highly credible hot hatch – it’s just not quite as good, as complete or as affordable as the competition. If you want style and pace, buy the Opel Astra OPC. If you want the best hot hatch – for now, at least – buy the Renault Megane RS265. Or wait and see what the new VW Golf GTI is like when it arrives later this year.

The badge on the i30's rear hatch opens to reveal a reversing camera. It's this nifty device that is drawing customers to the Korean brand's showrooms. They have seen it on the television commercial and that's the first thing they talk about when wandering into a dealership. It's not the mirrors which swing open when you approach the car, not the satellite-navigation nor the start-stop push button. Yes, it's that little H badge opening at the back that has people the most intrigued. The original European-designed i30 really put the marque on the map in Australia in 2007, winning over tens of thousands of car buyers and even fleets with its combination of style, practicality and value. Up went Hyundai's reputation a notch, putting the South Korean brand on level pegging as many of the well-established Japanese brands. Now, not only can it be fairly compared against Toyota Corolla and the Mazda3, but the Volkswagen Golf too. The i30 remains Hyundai's best seller, ahead of the cheaper i20 and the popular ix35 SUV. Surprisingly sales are down on last year, by 12 per cent for the month and 7 per cent for the year, probably a consequence of Hyundai pitching the car upmarket, packing it with gear and subsequently increasing the price too.The review car was the mid-range Elite model with six-speed automatic for a $29,990 drive-away price tag. Standard gear includes USB and auxiliary input, 7-inch touch screen satellite navigation, glovebox cooling, steering wheel audio controls, CD sound, cruise control, Bluetooth and remote keyless entry.It also has front fog lamps, tilt and telescopic steering, push button start, automatic wipers and headlights, 16-inch alloy wheels and spare wheel, dual zone climate control airconditioning, trip computer, and power windows (all automatic up/down).There's European flair to its German-designed body, both front and rear with the adventurous chrome-bar grille and rear horizontal wraparound tail lights. Along the side are modern lines and scallops linking prominent wheel arches over stylish new alloy wheel designs to create a pleasing overall appearance that looks particularly good in dark colours. Euro-style door handles, integrated fog lamps front and rear, projector headlights, a sleek rear window spoiler and folding door mirrors provide an extra bit of premium to the Elite as driven. Inside there's typical Hyundai bling and blue theme but it's styled and presented well, nice to touch, feels quite solid and all the switches and buttons work and feel quality. The seats are supportive and comfortable, and getting the right position for the driver is made easier by having seat height adjustment as well as reach adjustment for the steering wheel. The funky wheel itself is comfortable and well-proportioned, with simple controls for the audio, phone, cruise control and trip computer functions.The main audio control centre, of course, is through the touchscreen. Auxiliary, iPod and USB ports are conveniently located at the bottom of the centre stack, just above an open console where your iPod or smartphone can be stored and easily accessed.The 1.8-litre petrol engine in the test Elite has slightly more power than the previous 2.0-litre unit but lacks a bit of low-down oomph. I stuffed up and forgot to reset the trip computer so started off with a reading of 12.9 litres/100km which was the consequence of suburban running. After an extended drive outside town, I had dragged that down to 9.5 -- which stayed that way for another day of town running. I believe the official combined figure of 6.5 litres/100km is perfectly achievable.On the safety side there's Brake Assist System (BAS), Electronic Stability Control (ESC), Traction Control System (TCS), Electronic Brake Force Distribution (EBD), Anti-Lock Braking System (ABS), seven airbags and an automatic windscreen defogging function.As you approach the i30 it greets you by swinging open the door mirrors and turning on the puddle lamps to illuminate beneath the door. A simple touch on the push button opens all the doors and an annoying Hyundai theme song chimes as you get comfortable in the seat (thank goodness you can turn it off). A touch of the start-stop button fires up the engine and you are ready for action after easily adjusting the steering wheel up and down and in and out as well as fastening the seat belt.The i30 is a fairly lively unit and was getting smoother and better as the kilometres piled on. There's a bit more wind and road noise than I was expecting despite an engine which is smooth and quiet most of the time. The road noise is exacerbated by the frequent use of coarse bitumen on our roads. The steering is a bit lifeless and pushing the car harder on the range roads and across the undulating and sharp Walkamin-Dimbulah road revealed a tendency to understeer a bit. But the ride is comfortable and there's adequate grip.Passengers in the rear seat get plenty of knee and head room, although access is compromised for larger people by the slope of the window line. There is a good-size boot, enhanced by a standard cargo net to stop smaller items sliding about. It's stylish and drives well and gets plusses for the interior presentation, ride quality, five-year warranty, full-size spare, parking sensors and camera and adjustable power steering.The electric steering needs improving as does the wind and road noise, the handling could be sharper and it lacks low-down engine. But Hyundai are fast and smart learners and the latest i30 is proof ofthat.At less than $30K on road, the Elite is even better equipped than you might expect for a Korean brand. The i30 represents great value as well as more than just a driving conveyance. P.S. Don't forget to check out the flip-up H badge at the back.

BMW was in the vanguard of the new-age nostalgia wave when it launched the Mini in 2002. The Mini was the first of a new generation of feel-good models, but few thought nostalgia would catch on.NEWOf the cars that were launched to cash-in on our need to tap into the good old days, the Mini has been the one that has cemented a place in the market. Others have come and gone, some even come again, but none have thrived like the Mini.BMW's success seems to stem from being able to capture the essence of the original Mini, whereas other carmakers simply made pale imitations of their classics. Park a new Mini alongside an original one and they are quite different, yet viewed alone there's no doubt about the new car's heritage.It still looks cute, and unlike some other nostalgia models, the fun feeling continues once you hit the road. The original Mini was noted for its go-kart like handling and the new one is just, perhaps even more, fun-packed.BMW released an update to the theme in 2010 when it added features and made some changes under the skin. The extra standard features consisted of rain-sensing wipers, auto headlights, Bluetooth, USB input, fog lights and velour mats.The major under-skin change was a new diesel, which was a larger, more efficient, BMW-derived 1.6-litre unit and injected the diesel models with more power and torque than the previous diesel. It also delivered better fuel economy.The other engines, the 1.6-litre normally-aspirated one and the 1.6-litre turbocharged unit, were unchanged. The petrol engines were available with a 6-speed manual or 6-speed auto transmission, but the diesel was only available with a six-speed manual.An auto stop-start function and a gear shift indicator were included to assist drivers get the best economy from their cars. For anyone who didn't feel comfortable with the stop-start function, BMW made the system switchable. Changes were made to the cabin as well, which were aimed at toning it down a little.NOWIt's early days as far as the 2010 update model is concerned, even the earliest ones will only have maybe 30,000 km on the clock, so there shouldn't be any issues to be concerned about.Earlier models did have their troubles with things like the power steering and gearbox, so it's important that you conduct a thorough road test, perhaps even get an experienced mechanic to do it for you. Make sure the engine starts and runs without any hesitation, that it revs smoothly up through the rev range and there are no vibrations to be felt.When you head out on the road check that the clutch engages smoothly and takes up without any hitches. Once moving run through all gears, listening for odd noises that shouldn't be there. There shouldn't be any odd clunks or groans from the suspension as you round corners or negotiate bumps.It's always a good idea to drive over speed humps, not too fast, but they are good to bring out any issues with the suspension. Operate all systems, windows, mirrors, air, sound, and anything on the car to see that it all works as it should. Previous models suffered from issues with the power windows, so checking them is a must.If it's a cabriolet you're looking at run the roof up and down a couple of times to see that it's smooth, also check for any sign of fraying, wear etc. Servicing is all-important with any car, so make sure yours has been through a workshop when it's meant to have.SMITHY SAYSNot for everyone, but driving one sure makes you feel good.MINI - 2010-2011Price new: $31,500 to $57,300Engine: 1.6-litre, 4-cylinder, 88 kW/160 Nm; 1.6-litre, 4-cylinder turbo, 128 kW/240 Nm; 1.6-litre, 4-cylinder turbo, 155 kW/260 Nm; 1.6-litre, 4-cylinder turbo-diesel, 82 kW/270 NmTransmission: 6-speed auto, 6-speed manual, FWDEconomy: 6.7 L/100 km (1.6); 6.7 L/100 km (1.6T); 6.9 L/100 km (1.6TST); 3.9 L/100 km (TD)Body: 2-door hatch, 2-door cabriolet, 3-door wagonVariants: Cooper, Cooper S, JCW, ClubmanSafety: 5-star ANCAP

The A-Class isn’t as much a case of game on as it is game over. Mercedes is touting fashion-conscious new customers to the brand with all the guile and aggression of a carnie spruiker.The latest tech, the lithest looks and low pricing put rivals such as the Audi A3 and BMW 1 Series on the back foot. The first local launch is for the A250 Sport; a hot hatch that has been fettled by the AMG performance crew for handling but doesn’t have the manic performance bent of the full-house A45 AMG A-Class.VALUEThis is where the A250 Sport really makes ground. A $49,900 price includes bi-xenon headlamps, a reversing camera, parking assist software and a panoramic sunroof. BMW’s 125i is $49,177 but misses out on all of the above. Optioning them starts to get scary - bi-xenons are $2040, a camera costs $900, park assist is $675 … It’s another $4000 to specify the eight-speed dual-clutch auto to compete with the Merc’s seven-speed self-shifter. The Audi A3 quattro costs $53,400 and comes with a six-speed dual-clutch auto. A sunroof adds $2650, the park assist is $850 and bi-xenons are $1950 for a package that includes satnav. Options for the A250 Sport include a $2990 Comand pack that adds a bigger screen with satnav, voice control and a 12-speaker Harman Kardon sound system; a $2490 Exclusive pack with leather upholstery, electric and heated front seats and a dual-zone airconditioning with vents for the rear passengers..TECHNOLOGYMerc says it is chasing the “young at heart” with the A-Class and the technology reflects that. It earns the full suite of traditional safety software along with the latest iPhone integration to make the car an office on very potent wheels. The A250 Sport will reverse parallel-park and then drive the car out of the bay if driver competence isn’t capable of the task. Clever trick -- but if you need that level of assistance, hand in the licence. The mechanics are a front-driving turbo 2.0-litre engine good for 155kW/350Nm, running through one of the best-calibrated twin-clutch transmissions in the business.DESIGNThe court of public opinion voted in favour of keeping the concept A-Class’s diamond grille and it earns its first appearance on the A250 Sport. The multi-faceted design translates into a stand-out look against its more conservative competition. It’s the same with the interior lighting - open the door and the glowing Mercedes-Benz lettering in the sill is brand reinforcement and feelgood-factor in one.The dash is A3-esque in quality and attention to detail and the faux carbon weave and alloy-trimmed circular vents give it a more youthful feel. Ultimately it isn’t as slick as a top-range C-Class but at this price the car exudes more than a sniff of the premium features buyers covet in an entry-level prestige badge.The front seats are grippy, well-bolstered and easy to get comfy in, even if they’re not power adjustable. Rear space is restricted to two adults but Mercedes Australia deliberately took the higher-cost sports seats with a contoured-back to improved rear legroom and my 170cm frame has a reassuring gap to the roof.SAFETYANCAP hasn’t crash-tested an A-Class but sister outfit EuroNCAP gave it top marks, despite Euro models not having the pre-safe accident preparation software that’s standard here, along with nine airbags, an attention assist warning and Merc’s “Collision Prevention Assist” software that flashes and chimes a warning and primes the brakes according to the speed and distance if the driver is approaching a car ahead too quickly.The car is also built on the B-Class platform, which still holds the record for top marks with the Australian crash-test authority. Top-shelf gear, like adaptive cruise control, blind spot and lane-keeping assist, is a $2490 “Driving Assistance” option across the range.DRIVINGThe A250 Sport looks, feels and smells like a Merc, will monster most hot hatches and is priced to offend its prestige - and many mainstream - rivals. Off-the-line acceleration is brisk - officially 6.6 seconds - but it’s the back roads-reality of tight corners and shorter straights where premium hatch excels. The seven-speed auto that was short-shifting every cog in the default economy mode to help come close to the claimed 6.6-litre fuel economy has an rapid response to accelerator pressure and hangs on to gears up to the redline.The hand of AMG can be felt through all five wheels, with both the suspension and steering tweaked by the go-fast gurus. Some will complain about the resultant jitteriness over small corrugations on the 18-inch low profile (40 series) rubber.  I’ll forgive the comfort against cornering trade-off - that’s why there’s a Sports tag appended to the A250 name - when the urban harshness progresses into an absorbing ride with braille-like handling feel as the pace picks up.Stability control intervention is barely perceptible unless the driver has lost the plot, at which point it will brake a wheel with enough force to be felt. Back seat passengers cop a bit more bounce and tyre noise on coarse surfaces but they’ll survive an interstate run unless they measure up well north of 180cm. If that’s the case, Mercedes has this new B-Class …VERDICTThere is no better premium performance vehicle for $50,000. Carsguide’s Paul Gover says the yet-to-arrive VW Golf VII is also a game-changer but the GTI will need to be wickedly quick, given the Merc’s inherent equipment edge and the indefinable mystique attached owning a three-pointed star. Bring on the AMG A45.Mercedes-Benz A250 SportPrice: from $49,490 Warranty: 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

The ST is Ford's first “global” performance car and will be sold in more than 40 countries. Built in Germany the ST is up against some stiff competition, but it's got the right pedigree and commands plenty of respect.There will be no shortage of punters lining up to get their hands on the hot hatch, a long and eagerly awaited replacement for the XR5 Turbo. Although known as the XR5 here, it was actually the ST overseas.Launched in 2006, Ford has sold almost 6000 of the cars here, priced at $35,990. The XR5's turbocharged 2.5-litre five cylinder engine was good for 166kW/320Nm and it did the dash from 0-100 in 6.8 seconds. The new one is 40kg lighter and is cheaper, faster and better equipped.Just the one model, with the one engine, one transmission and one suspension tune, priced from $38,290. Satnav is standard but it's a small display and does not provide speed camera warnings. There's no option to display the car's speed digitally either.Ford makes a big deal of the Microsoft based Sync system in this and others models. The problem is that's not fully functional in this country and really provides only Bluetooth, with audio streaming and voice control. The Sony audio system boasts nine speakers.If anything the styling is understated. The car sits 10mm lower than a standard Focus, with ST tuned sports suspension, a body kit and rear wing, LEDs, bi-xenon lights and Boxster style twin centrally mounted tailpipes.It rides on 18 inch wheels with 235/40 series Goodyear tyres, that protrude further than the rim providing some protection from gutter scrapes. Sadly, though, unlike the XR5, there's no GT stripes available at least not for the time being.Comes in a range of colours, but the standout is by far and away the hero Tangerine “Learner plate” yellow from where we're standing. The cabin has eye catching colour-coded, part leather Recaro sports seats (front and back). But the multi-layered dash is perhaps a little bit too busy and can be confusing until you become familiar with the position of the various functions.It's basically the same 2.0-litre Ecoboost turbocharged, direct injection engine from Mondeo and the Falcon, but in a different state of tune with some bits added and others replaced.The end result is an engine that kicks out 184kW of power at 5500 revs and 360Nm of torque from 2000 revs, with drive to the front wheels through a trick diff.The turbocharged four is paired with a short-shifting 6-speed manual with lockout reverse (there's no auto). The dash from 0-100km/h takes 6.5 seconds and it has a top speed of 248km/h. Fuel consumption from the 62-litre tank is 7.4 litres/100km and it takes premium unleaded.Gets a full five stars for safety, with six airbags and a host of safety features including a reversing camera.The sports hatch segment is fiercely competitive and there will be plenty of people out there comparing the figures. Suffice to say the Focus ST looks the part and is a treat to drive, with a sporty, attention-getting exhaust note. The ST sits securely on the road, with a low centre of gravity and desirable "planted" feel.It features variable ratio electric power assisted steering and torque vectoring to provide added traction in corners. There's some squirm as the front wheels scrabble for traction on takeoff, but that's only to be expected. The clutch and gear change are smooth and easy to use, but some drivers complained that the centre console snagged their elbow.The ride is thankfully not too soft, even though it is engineered for global tastes and the more you drive the car the more confidence in its grip and cornering ability grows rounding up nicely on the other side of corners. The stability system has sport and off modes and the steering weights up as the car's speed increases. Braking is strong and progressive, with 320mm front stoppers that have been upgraded.

When you are at the cutting edge of F1 racing you have a fair old leg up if you also happen to make production cars. Therefore, it's hardly surprising that Renault can produce a car like the Megane RS265 - arguably the best front wheel drive car ever built.VALUEThat's a huge call but the Megane RS265 delivers the kind of drive feel you expect from a car costing over $100,000. It costs from $42,640 and don't forget, it's a FRONT wheel drive.TECHNOLOGYSpawned from the French Gendarmerie's requirement for a quick response car (read pursuit vehicle), the Megane RS 265 achieves 195kW(265hp)/360Nm output from its 2.0-litre turbocharged petrol engine. It's a lot of grunt to feed through the front wheels but Renault equips its stove-hot hatch with a tricky differential as well as an independent steering axis to completely eliminate the dreaded phenomenon of torque steer that can hinder a high powered front driver.DESIGNMore than that, the chassis is so well dialled in as to render all wheel drive redundant on all but icy roads. That means a substantial weight saving. Further saving weight and complexity is the RS265 six speed manual only suspension. There's not a dual clutch system to be seen and it doesn't need one.DRIVINGOn a drive program for the RS265, we covered roads previously driven in the latest Porsche 911. And there was precious little difference in the pace of the Renault compared with the Porsche - selling at five times the price. And you can actually accommodate two people in the back seat of the Megane RS265.It has cornering capabilities like few other cars and really does feel like it's on rails at silly speeds. We took the car to a race track to extend the envelope but came away humbled because not once did the stylish Renault put a wheel out of place. It makes mug punters look like hero drivers.But there are some shortcomings. The engine redline is set at about 6500rpm and it needs to spin a little harder to eliminate unnecessary upchanges. The car also resets to Normal mode instead of staying in Sport where the extra power is available and the chassis is fully dialled up. The radio is still a challenge with fiddly small dials and labels.Apart from that, we'd have one of these cars over a WRX, Evo or anything else in the performance all wheel drive segment.VERDICTIt's just a better mouse trap, a bargain performance car that looks as good as it goes (and sounds). Santa, where did you go.... 

Nine years after it was withdrawn from Australia, the Mitsubishi Mirage has returned. Previously it was a three-door hatch, this time around it’s a five-door aimed more at the family market than the bright young singles.Mirage has a clear target audience with sales primarily in the metropolitan areas, with the majority of buyers being young females and drivers over 50 years downsizing from larger cars. Many the former will be first-time buyers of new cars. The all-new Mirage gives Mitsubishi entry to the booming light car segment that has risen from a modest 12,000 units in 2007 to last year topping 60,000 - up 21,000 vehicles in 2012 compared to 2011.As before, the Mirage features sharp pricing, indeed its recommended retail has barely altered in the nine-year absence. During the Mirage launch phase buyers will pay a driveaway price of $12,990. As a bonus, private buyers ordering before the end of January 2013 will get a $1000 gift voucher from a major shopping centre, effectively pricing the car $11,990. There are three specification levels, Mirage ES, Mirage ES Sport and Mirage LS.Technology includes Bluetooth 2.0, including media streaming, USB and Aux input, and a CD player. The steering wheel features telephone and audio controls. The wheel has height adjustment but no adjustment for reach. The latter surprises us in this day and age, but we guess costs have to cut where they can in this cutthroat market segment.Mitsubishi say the 'affordable' tag assigned to Mirage includes not just the price but also the service charges. The first four services – 15,000 km, 30,000 km, 45,000 and 60,000 km – are each fixed at $250. On top of that the Mirage comes with Mitsubishi's five-year, 130,000 warranty.It has an all-new 1.2-litre, three-cylinder engine with a choice of five-speed manual or CVT auto transmissions. The engine produces 57 kW at 6000 rpm and has maximum torque of 100 Nm at 4000 rpm. Mitsubishi Mirage ES with a manual gearbox has officially been rated at 4.6 litres/100 km fuel consumption with the slightly heavier Mirage LS rated at 4.8L/100 km in the manual and 4.9L/100 km with the CVT transmission.Reflecting the buyer profile the new Mirage comes in a series of fun colours including mulberry, red, silver and white with ES models also being offered in blue and black.Affordable it is, but buyers may well be surprised by the interior quality and design. Beige and black softer plastics create a light, airy interior assisted by a relatively narrow A-pillar that gives the driver good vision. The dash is highlighted by a glossy piano black centre stacker. The cloth seats are comfortable and there is a surprising amount of rear-seat leg room for a car in this class.The rear seat has a 60/40 split that allows the cargo area to be greatly increased when needed. With the seats in use the luggage area is adequate, but has a fairly high lip. There’s room for five passengers, though the person in the centre rear should be on the slim side.At the launch in and around Sydney northern beach suburbs we were able to drive both the five-speed manual and the CVT variants. The CVT has a $2250 premium over the five-speed manual transmission although Mitsubishi expects the CVT to outsell the manual. During our road test we found the engine a little breathless when linked to the CVT, and preferred the smooth manual shifter which seemed to get more out of the engine. We had no trouble keeping up with Sydney's hectic traffic in either variant.