Hatchback Reviews

It’s all about performance. We have road tested electric cars in Australia, Japan and Europe, and each time have come away with smiles on our faces. Smiles induced by effortless performance that’s not only quick but quiet – eerily quiet.Battery range is the biggest downside of electric cars and though there have been improvements in the last decade the ever elusive ‘better battery’ is still nowhere in sight.You can tell potential buyers that 90 per cent of people living in metropolitan areas commute fewer than 80 kilometres daily, but they still say that ‘range anxiety’ is their number one reason for not buying an electric car.General Motors has therefore come up with an interim solution, by introducing an electric car, the Chevrolet Volt, that carries around a petrol engine to drive a generator to power the electric motor when the battery goes flat.Volt isn’t cheap at $59,990 but think back to the days of $10,000 plasma TVs and you will understand the desire of some people to be ahead of the pack with the latest and greatest.The infotainment system has two 7-inch colour LCD screens for satellite navigation, Bluetooth, USB with iPod connectivity, a 30GB disk drive and DVD player, many of which can be operated through voice recognition.Bose Energy Efficient Series speakers use 50 per cent less energy than comparable Bose systems, yet sound remains crystal clear. That’s clever.Volt is covered by a three-year / 100,000 kilometre warranty on the vehicle, while an eight-year / 160,000 kilometre transferable warranty covers battery and Voltec components, including all 161 battery components, charging and thermal-management systems and electric drive system components.Capped price servicing of $185 is offered on Volt’s first four standard scheduled logbook services for the first three years or 60,000km, whichever comes first.According to the Volt’s engineers, the latest in lithium-ion batteries allows the electric motor alone to drive the Volt for up to 87 kilometres. In our recent week’s extensive testing we found ourselves travelling 65 to 70 kilometres before the Volt automatically turned on the petrol engine. This engine is a 1.4-litre unit that’s related to the 1.4 in the Holden Cruze.The lithium-ion battery gains charge from regenerative braking when the brakes are applied or when the car is running downhill. This ability to recover energy that would otherwise have been turned into heat by the brakes is a big feature of electric cars.Holden Volt can be recharged from any standard 10-amp household outlet. A six metre charging cord is stowed under the cargo area and normal extension leads, with an appropriate safety rating, can easily extend that distance.It’s a slow process - typically we found that it took about an hour to charge the battery for an indicated eight kilometre increase in range. As most owners would charge the car overnight at home, or all day at work, the slow charge will seldom be a problem.Charging stations, called Charge Spots are being set up around Australia by Better Place. These are few and far between in these early days, but there are major plans for the future.With a discharged battery and the petrol engine running, our Volt had petrol consumption in the five to six litres per 100 kilometre range. This is a very good figure for a petrol car of this size.The touch screen above the centre console displays instant information on energy use and power flow. It also gives feedback based on driving style, climate settings and energy usage.There is an extra level of interaction via a moving ball efficiency gauge that, if kept in the centre of the scale, shows the vehicle is being driven to optimal efficiency. But don’t become too distracted by this - because if you do optimal safety suffers...Holden Volt is a stylish vehicle inside, looking futuristic without going over the top. We love the shape.Occupants can settle into four leather upholstered seats with contrasting-colour panels and double stitching. There is no centre rear seat due to the space taken up by the batteries. The two rear seats have quite restricted legroom unless those people in the front are willing to give up some space.The view out for the driver is masked by huge A-pillars that verge on being dangerous in the way they block front-three-quarter vision. The screen directly in front of the driver is used to display info on speed, battery and fuel levels, tyre pressure and trip computers. Centre stack functions are operated through touch screens.We love the way you can drive an electric car and barely touch the brake pedal in normal traffic. The amount of braking being provided by the regenerative system is surprising at first and for most of the time the Volt can be driven as a one-pedal car.Steering produces a positive feel at normal driving speed but is on the light side at low speeds and when parking. The suspension delivers a comfortable ride and handling stability in day-to-day usage.We found reversing to be a scary at times because the high torque of the electric motor means the Volt wants to take off with a rush when going backwards. Those who don’t left-foot brake could find it a real hassle.The front spoiler is extremely low and rubbed on every speed hump or platform and gutter crossing we drove over - no matter how slowly. We are assured the flexible spoiler won’t be damaged, but the one on ‘our’ car was already looking shabby. The spoiler also re-arranged the gravel on a friend’s driveway and he had to rake it back into place after the Volt left!Drivers can use three driving modes. Sport enhances Normal mode to give a more positive driving experience through faster response times and heightened feedback. The Hold setting conserves battery power, drawing an electric charge from the petrol generator to drive the wheels.Electronic stability and traction control combine with lane departure warnings so that inattentive drivers may be saved from themselves. Front sensors can be set to one of three distances from a vehicle ahead.There is a driver activated horn that makes a gentle noise to warn pedestrians of the almost-silent car approaching at low speed.

Holden Barina and Toyota Yaris go head-to-head in this comparative review.

Well into its fourth decade in Australia the Toyota Corolla has consistently been a big player in our new and used-car scene.

The new Holden Commodore is the most important new car of 2013. The upcoming VF, and the VF alone, points to the future of motoring in Australia.

Without stretching too far, you could conceivably opt for Peugeot's 308 2.0-litre diesel Allure instead of a BMW 3-series and come out driving a vehicle with quite a few similarities at about 25 grand less.FAMILIARThere's a familiar drive feel between BMW's 2.0-litre turbo diesel 3-Series and the Pugs and the ride and handling package is sporty/comfortable in both. They offer about the same interior room and are similarly economical. The Pug is just as luxurious as a diesel 3-Series offering a swag of high-end goodies and it now looks classy outside thanks to a toned-down face and other styling tweaks.Still a front wheel drive though but that shouldn't trouble the average punter as the 308 is a good thing to drive, a good thing to own especially now that Peugeot has fixed price servicing and fun to drive.VALUEPeugeot revamped the 308 about 18 months ago adding new equipment.  The test vehicle, top of the five-door hatchback range, goes for $37,990 but you get more car than you think because the styling tricks your eye. It's quite well endowed technically with a wide range of multi media kit, Bluetooth phone and audio, auto wipers and headlights, an electrochromatic rear view mirror, dual zone climate control air and a modern technical look to the dash. Not quite to VW levels at this stage though.TECHNOLOGYWe like the way it goes with plenty of kick from the 2.0-litre turbodiesel engine driving the fronts through a six speed conventional auto. With 120kW/340Nm on tap it matters nought. Fuel economy rates a combined 6.1-litres/100km.DESIGNIt's quite a large "small" car with adequate room for five inside and a decent boot. Peugeot have added a smaller grille with more of a V-shape as well as myriad other changes. The sporty seats have partial leather but cloth where it counts and a useful range of lumbar support adjustment. The folding rear seats add to its practicality.SAFETYAs expected, the new 308 gets a five star safety crash rating.DRIVINGYou'll never find it lacking. It's just a matter of pushing your right foot and away it goes -- whoosh. Up to 35kg has been shaved off 308's weight but this particular model still tips the scales at a hefty 1427kg.VERDICTThe 308 is growing on us. We are about to embark on a Christmas holidays road trip of a few thousand kays. That will be the real test. Will keep you posted.Peugeot 308 2.0 HDi AllurePrice: from $37,990Warranty: Three years/100,000kmSafety: 5-star ANCAPEngine: 2.0-litre diesel 4-cyl, 120kW/340NmTransmission: 6-speed auto, FWDDimensions: 4.3m (L), 1.8m (W), 1.5m (H)Weight: 1427kgThirst: 6.1L/100km (as recorded), 164g/km CO2

It's hard to believe given its strong recent performance that Mazda was struggling to survive in the Australian market just a few years ago. That was before a remarkable rebirth following the launch of a whole new range of models and a catchy "Zoom Zoom" theme.NEWIn the last 10 years or so we have seen the 3 become one of the most popular cars on the local market and other models, such as the 2, also grow in market acceptance. The 2 launched here in 2002 and won over the small car crowd with its style, quality and economy.An upgrade in 2005 added to its appeal, and a new model in 2007 cemented its place on the pop charts. Initially launched as a five-door hatch, a three-door hatch was added in 2008, but that was replaced in 2010 by a four-door sedan. Three models made up the offering, starting with the Neo as the base model, then the sporty Maxx and the range-topping Genki.Mazda optimised the cabin to make it as roomy, and as comfortable as possible given the 2's modest exterior dimensions.  With its upright seating positions and high roofline it could accommodate four adults in acceptable comfort.There was plenty of scope for moving the front seats back and forth to find a comfortable position for the driver and front seat passenger, and the rear seat occupants could also adjust their seat fore and aft as well as being able to adjust the rake. The boot is small, but given the size of the 2 it still holds a reasonable amount of gear.The performance is quite strong across all situations with its 1.5-litre four-cylinder engine showing plenty of pulling power and response across a broad range of engine speeds. Buyers could choose between a four-speed auto and a five-speed manual.The manual was the one to go for if you wanted the best get up and go, but the auto was the best overall choice even if it dulled the performance a little. The 2005 upgrade brought manual shifting to the auto, which made it a much more attractive option.On the road the 2 was highly rated for its ride and handling. Its roadholding and cornering were exemplary and the ride was firm but comfortable. The new model in 2007 brought bolder lines that made the 2 more appealing, the only downside being the slightly restricted rear vision with the revised beltline.NOWThe low complaint rate at Carsguide is an indicator that Mazda has got it pretty right with its new generation models. It's a solidly built car with a sound mechanical package and little seems to go wrong with it, at least of a serious nature.That's a good starting point, but that's all it ism as each cars needs to be thoroughly inspected before any money changes hands. The 2 is still relatively young, the earliest cars have only done 150,000 km or so, and later ones have yet to reach 50,000 km, but it's important to check the service history of any car under consideration.Oil changes are scheduled for every 10,000 km and it's vital that this routine is kept up. For some owners, the reliability of the 2 is an invitation to skip services and rely on the next owner to catch up. It doesn't work that way; only buy a car with a service history that stacks up.SMITHY SAYSIt's a keeper and you can buy with confidence. 4 stars.Mazda 2 2002-2011Price new: $6500 to $20,000Engine: 1.5-litre 4-cylinder, 82 kW/141 NmTransmission: 4-speed auto, 5-speed manual, FWDEconomy: 7.0 L/100 kmBody: 3-door hatch, 4-door sedan, 5-door hatchVariants: Neo, Maxx, GenkiSafety: 4-star ANCAP  

Some bright spark forgot to include an auto in Holden’s light hatch when it launched in 2010. The Spark (Holden calls it a Barina Spark but it is no relation to the light-sized car) now belatedly has one as it chases the estimated 70 per cent of light car buyers who opt for a self-shifting transmission. The adage that you get what you pay for has never been truer and the $14,490 price reflects its cheap interior and average handling.The Spark only comes in one spec and the four-speed auto adds $2000 to the $12,490 price. Equipment runs from alloy wheels to Bluetooth connectivity, auxiliary and USB inputs for the four-speaker stereo and steering wheel-mounted controls for the phone and audio. That compares well with its competition, but back seat passengers will have to work out how to use a manual window winder.The 1.2-litre four-cylinder engine has another 43cc of capacity to give a bit more grunt than the one used in the manual Spark. With 63kW/113Nm it leads the sub-$15,000 pack for on-paper performance. The auto also gains electric power steering that has been locally tuned to improve response.There’s nothing wrong with the outside of the Spark. It sits on 14-inch alloy wheels and has a trendy look to it. The same applies inside, where the motorbike-inspired instrument display should appeal to students looking for cheap transport or first time car buyers. But the plastics look and smell a generation old, clearly showing its Daewoo origins.The Spark trails only the VW up! for safety but is still only a four-star car as judged by ANCAP. The body is solid but some of the impact is transferred into the cabin, posing a potential risk to the chest and upper thighs. It earned 31.02/37 overall to be just behind the Nissan Micra but light years above the Alto. Six airbags and ABS with stability and traction control are standard.The Spark responds relatively quickly and will be a good thing around town or on the highway. Put some weight on board and point it at a decent hill and the transmission’s age dulls the experience like an authoritarian parent at a teenage party. The auto reacts too quickly to any change in accelerator pedal pressure, hunting for a higher gear before slurring back into a lower cog when it realises it can’t hold revs.Nothing dramatic, but it will see a lot of owners burying the right foot and blowing the claimed fuel consumption. The torsion beam rear end and limited suspension travel also see the Spark bang through decent bumps rather than roll over them.The steering is direct and only needs a light touch to change direction, but the lack of feedback means there’s a disconnect with exactly where the wheels are pointing. The instrumentation is clear enough, though, and the seats are OK, but interstate runs won’t be recommended with adults in the back. The cargo area is a modest 170 litres, reinforcing its status as a shopping trolley.

The Suzuki Swift hatch holds a special place in the hearts of Australian drivers, especially those who remember the peppy little GTi version last seen in 1999.With the blink-and-you'll-miss-it-new-model Swift update in 2010, fans were disappointed that the GTi still wasn't back on the list. For now, the Swift Sport is about as close to a GTi as Suzuki is likely to get. So is it convincing enough to coax buyers into its brick-like body?VALUEPriced from $23,990, the Swift Sport is $4000 more than the Swift GLX and a stout $6000 more than the faux-sporty RE.2. That extra cash buys you an upgrade from the 1.4 litre to the 1.6 litre VVT engine, a host of interior and exterior upgrades and a series of very effective chassis tweaks. The interior scores a six-speaker CD audio system with remote controls on the steering wheel, USB and Bluetooth phone and music streaming. You also get cruise control, headlight washers and keyless entry and start. The HID headlights are excellent, which was a pleasant surprise. An unpleasant surprise was the obnoxious beeping when the car is locked or unlocked.Hyundai's Veloster is the closest competitor philosophically and financially. The lack of proper rear access and the challenging looks play against the Hyundai, but it’s better-equipped and runs the Swift respectably close for road ability. The Veloster starts at an identical $23,990 and also has a double-clutch transmission option.Ford's Fiesta Zetec is down on power and torque and goes without the sportier chassis tune the Swift has, but is $3000 cheaper. The Fiesta's lower price you with some spare change to spend on the lengthy options list which includes the Powershift DCT double-clutch transmission. Both these cars best the Swift Sport's bizarre optional $2000 CVT auto with seven fake steps built in for the benefit of paddle-shifter fans.TECHNOLOGYThe 1.6-litre VVT develops 100kW of power and 160Nm of torque with the aid of variable valve timing. The six-speed manual manages 6.5l/100km on the combined cycle but is a little better on a steady freeway run. We saw 6.1l/100km in a mix of city stop-start driving, back road blasting and some freeway work. The chassis is a livelier package than the non-Sport Swifts, courtesy of re-tuned dampers and stiffer springs front and rear.DESIGNThe Swift's cheery face has been with us for two years, but in reality it's very similar to the car that preceded it -- which debuted eight years ago at Paris motor show. The current Swift grew in every direction but kept the same visual formula. It's a pleasingly chunky, upright shape and with the bigger wheels looks like a brightly-coloured Pixar-styled bug ready to leap into action, far more so than its under-wheeled brethren.On the Sport, you'll find deeper front and rear bumpers, side skirts, 17-in alloys, foglamps and a wing over the tailgate. The detailing on the Sport's ostensibly aero-related improvements give the car a more sporting, aggressive character -- you'll not mistake it for a lesser-equipped sibling. Inside is a big improvement over the lower models, with sports front seats and leather steering wheel. The slightly ill-fitting, scratchy plastics remain -- as does that haunting suspicion that something will start squeaking because the materials are so hard.As with the rest of the Swift range, the high roof is perfect for really tall people or those who like to wear their hair metro-gel high. The boxy, upright styling delivers a lot of cabin space, which is maximised by high-set rear seats. Shoulder room front and rear is hardly galactic and you may knock elbows while shifting gears. The boot looks ludicrously small when you first pop the tailgate. There's a false floor, but that extra space doesn't go a long way to making it a serious proposition.SAFETYThe Swift is packed with safety gear - ABS, front, side and curtain airbags as well as a knee bag for the driver. Stability and traction control are standard, as is brake force distribution and emergency brake assistance, helping the Suzuki to its 5-star ANCAP rating.DRIVINGIt takes a while to warm to the Swift. The manual gearbox is notchy and noisy, almost to the point of obstructive. A light touch is needed for a clean shift but the clunk-clunk-clunk is a little tiring. The clutch is light and the bite point could be anywhere, you can't really feel it. The electric steering is devoid of life, but quick and well-weighted.Despite the promise of the twin exhausts poking through the rear bumper, the noise isn't hugely inspiring and you begin to wonder what the fuss is about. Once you're moving, the car's dynamic ability quickly becomes apparent. Even though the ride is comfortable, the front end is super sharp, no doubt helped by a set of grippy 195/45 Bridgestone RE050s wrapped around 17-inch alloys.Nothing beats physics like a light kerb weight, something other manufacturers have taken a while to grasp. The Swift's 1060kg is 50kg lighter than the old model and lighter than most of its competition, making it agile and eager to change direction. We might, however, forgive a little more weight if it went to noise and vibration suppression - tyre roar is intrusive at high speed on anything but the smoothest surface and the pedals buzz more than we'd like.The 100kW power figure is adequate, but the 160Nm of torque is firmly at the bottom end of acceptable, forcing you to work the gearbox on even modest inclines. The torque arrives at 4400rpm, meaning you need to keep the needle pointing north by north-east to get the best out of the engine. It revs cleanly and happily, but you'll not want to stray too close to the redline as the engine runs out of puff and starts to thrash a bit.While getting up to speed can be a bit of a chore and won't trouble your neck muscles, keeping that pace is a genuine hoot. The Swift can be flung at corners at quite high speeds and it will hang on gamely before gentle understeer sets in, easily sorted with a lift of the throttle. The grip is surprising and while the chassis is moving around underneath you, it's never unnerving and always letting you know what's going on between each tyre and the road.The whole time the car stays remarkably flat and resists being knocked off-line by mid-corner bumps. The strong brakes never seem to give up, despite them looking tiny behind the big wheels. Again, the steering doesn't talk to you, but the chassis itself gives you plenty to go on with. Once you're past the apex of a corner, it almost begs you to get back on the throttle – and it promises to be a riot on the track.It feels a lot like the true spiritual successor to the original Mini, a fun car for drivers on a budget. Suzuki themselves were on a budget and choosing to put their effort into the chassis rather than chasing steering feel or a snick-snick gearbox to please the purists was the right choice.VERDICTYou could complain that the Swift is no GTi and that it needs more power, but that's missing the point. The comparatively low power and torque figures means the chassis will never be overwhelmed and it puts the driver in charge of the car, gets you involved and thinking ahead about gearshifts and braking. You'll hardly ever see the traction control light blinking at you.It shares little of the high-tech features its main competition enjoys and will have a harder job if Renault ever makes good on its unspoken threats and finally releases the Renaultsport Twingo. While lagging a bit on power and gear, the Swift is bags of fun once you're moving and the softness in its character means it is never hyperactive around town, its most likely habitat.It won't replace the Swift GTi in our hearts, but the combination of five doors, excellent handling and mechanical simplicity means the Swift Sport stands on its own as a budget sportster you can live with.Suzuki Swift SportPrice: from $23,990Warranty: 3 years/100,000kmSafety rating: 5-star ANCAPEngine: 1.6-litre 4-cyl petrol 100kW/160NmTransmission: 6-speed manual, FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.5L/100km; 98 RON; 153g/km CO2

Named after a South American capital city; designed in Europe and the USA, built in South Korea and fine tuned in Australia. Is it any wonder the importers say the fourth-generation Kia Rio will appeal to many buyers downunder?The Kia Rio landed here in late 2011 and was joined by three-door hatch and four-door sedan variants midway through 2012.VALUEThe Rio 1.4 S manual three-door hatch comes on to the market at $15,290, plus on-road costs, and is covered by Kia’s five-year, unlimited kilometre factory warranty. The Rio gets a decent audio unit with CD, radio and USB / AUX / iPod connectivity and four speakers. You get a lot of well equipped, cute looking car for a very modest price in the Kia Rio and we will be surprised if it doesn’t significantly increase sales numbers over the superseded model.TECHNOLOGYThe base model three-door S we have just reviewed comes with a 1.4-litre petrol engine producing 79 kW of power at 6300 rpm and 135 Nm of torque at 4200 revs – that’s nine kW and ten Nm more than the 1.4 motor it replaces. The figures don’t seem to add up to much at first glance but the efficiency of modern engines has this unit performing perfectly well in the day-to-day urban environment and on the open road.DESIGNIn design terms, the new Kia Rio leads from the front with its so-called ‘Schreyer’ chromed radiator grille, a nod to Peter Schreyer, the Chief Design Officer at Kia. Known as the Tiger Nose, Schreyer says: “Tigers are powerful, yet kind of friendly. The nose is three-dimensional – like a face, not just a surface with a mouth drawn on it. From now on, we'll have it on all our cars.”Out the back, the hatch is distinguished by a roof-mounted spoiler and stylish lines. The result is a body that is identical to the five-door, offering the same dimensions and the same striking looks. ‘Tidy’ is the best way to describe the cabin interior, with minimal, but mostly, helpful information set out in an easy-to-read manner. Three large dials directly in front of the driver present speed, revs and fuel status.The steering wheel, with tilt and telescopic adjustment, also carries cruise control and audio buttons, making for safe switching while on the move. The audio unit, with CD, radio and USB / AUX / iPod connectivity, features four speakers. Rear leg room is on the meagre side and hard plastic surrounds place the Rio well and truly in the cheap car segment. Which is fair enough – it is a cheap car.SAFETYFive-star crash safety is a Rio requirement with six airbags. A new Vehicle Stability Management program monitors active safety features such as ABS braking, stability and traction control, as well as the motorised power steering that can take over when stability reaches its threshold.DRIVINGAcceleration off the mark is the one thing that drags the Rio 1.4 down, but only slightly. The test vehicle, a six-speed manual, was deceptive in its willingness to get a move on. If you ignore the gearshift indicator, which suggests you should go up a cog, it doesn’t do a great deal to improve real world performance, and probably increases fuel consumption and exhaust emissions.On average the Rio manual used about seven to eight litres of fuel per hundred kilometres on suburban runs. This drops to an impressive five to six litres if you treat it carefully on open road trips. Kia Australia engineers had a major input into the new Rio’s ride and handling, shaking down each model in exacting conditions over 2000 km on the same stretch of road in and around the Hunter Valley north of Sydney. They also put them up against rivals from the light-vehicle segment.Handling is sharp and well-controlled for a car in this class. However, the downside is that the ride may be firmer than some like on roughish surfaces. Try the car on that sort of road if comfort takes precedence over handling in your mind. The suspension is well sorted thanks to the aforementioned extensive Aussie shakedown, and brakes are on the sharp side but, with familiarity, on test became easier to handle. The hill hold is a feature welcomed by many sloppy drivers these days.VERDICTGenerally, there was little to complain of with the Rio S three-door’s behaviour on the road except some above-average tyre noise on course bitumen.MODEL RANGEKia Rio S 1.4-litre three-door hatchback: $15,290 (manual), $17,290 (automatic)Kia Rio SLS 1.6-litre three-door hatchback: $19,990 (manual), $21,990 (automatic)Kia Rio Si 1.6-litre four-door sedan: $21,690 (automatic)Kia Rio S 1.4-litre five-door hatch: $16,290 (manual), $18,290 (automatic)Kia Rio Si 1.6-litre five-door hatch: $18,990 (manual), $20,990 (automatic)Kia Rio SLi 1.6-litre five-door hatch: $19,990 (manual), $21,990 (automatic)Kia Rio S 1.4Kia Rio SPrice: from $15,290Warranty: 5 years/unlimited kmCrash rating:  5 starsSafety: 6 airbags, ABS, Vehicle Stability Management program, stability and traction controlEngine: 1.4-litre 4-cyl 79kW/135NmTransmission: 6-speed manual, FWD; 4-speed autoDimensions: 4045mm (L), 1720mm (W), 1455,m (H)Weight: 1131kgThirst: 5.7L/100km, 135g/km CO2

NEW - It was way back in the 1970s that the Golf GTi took over the hot-  hatch mantle from the Mini Cooper S, but VW has been able to do what   the Brits couldn't; keep it alive and thriving. Today's GTi is the hottest yet in a long line of hot hatches from the   German company. By any measure it's sizzling hot, and for many it's   the benchmark against which all others are measured.There can be no underestimating the fun of driving a GTi, and the   great thing is that it can be enjoyed day in and day out, on any   road, in any weather. Most people agree that there's no end to the   fun to be had with VW's great little hottie. For some the new model that lobbed here in 2005 was a case of   evolution rather than revolution, but why would you radically change   something that has worked so well.The GTi was readily distinguished from its more mundane brethren by   its lower stance, sportier front bumper, front foglights, distinct   grille, GTi badges and rear diffuser. When added up it comes to a   tough looking car. It came as a three-door and a five-door. In its three-door guise the   doors are a little longer and heavier, which means there's a bit of a   stretch back to the seat belt, but it also means easier access to the   rear seat.The engine is a bit of a fire-breather, a 2.0-litre turbocharged four-  cylinder unit that delivers all the grunt you could want when presented with an open road free of other traffic, yet at the same time it's docile enough the handle the daily trundle to work without complaint. The gearbox choices were a six-speed manual and the much maligned,   but improved, DSG six-speeder that was offered up as a fun-filled auto.A new diff lock was fitted to the new GTi, which was designed to   improve traction and battle understeer, two things that tend to bring   hot front-drivers back to Earth.NOWMost GTi owners swear by their cars, they usually say they'd never   switch. But like any car they can give trouble. With any hot hatch it's important to search for signs of hard use,   look at the tyres, the brakes and anything else that could come under   extreme pressure when worked hard.Same with the turbo engine, lift the oil filler cap and inspect for   sludge, and check the service book for records of regular oil changes. Thoroughly test drive the DSG gearbox, put it to the sword under all   sorts of driving conditions, observing for any miss-shifts, rough   shifts, shuddering etc. The funky gearbox can be fun to drive, but it   can be a nightmare if its goes wrong and there are plenty of stories   of things going wrong.For most owners the thrill-a-minute driving experience is enough to   forgive any issues that crop up. One owner we spoke to had had a 2005 model for six years and covered   130,000 km without any trouble to speak of, even with the DSG.He felt the DSG was a bit slow on the uptake in city driving when in   Drive and found that driving in manual was smoother. Another owner we spoke to is on his third GTi and so far all is going swimmingly. The DSG in his previous car had a problem with shuddering, but that was sorted out under warranty. Service costs, he told us, are higher than some cars, but then so are all European cars!SMITHY SAYSA great driver sometimes brought undone by its technology.Volkswagen Golf GTi 2005-2010Price new: $40,790 to $42,990Engine: 2.0-litre 4-cylinder turbo, 147 kW/280 NmTransmission: 6-speed manual, 6-speed DSG, FWDEconomy: 8.1 L/100 km, PremiumBody: 3-door hatch, 5-door hatchVariants: GTiSafety: 5-star ANCAP