Hatchback Reviews

Price, running costs and looks are factors light car buyers agonise over. The Holden Barina has two of the three criteria down pat and updates to its six-speed automatic have brought it back into the game on weekly fuel expenses. With a youth-oriented interior that now has the My Link apps-based infotainment system, it is on the money as a practical inner-city commuter.VALUEThe CD kicks things off at $15,990 with a 1.6-litre engine and five-speed manual gearbox. The auto costs another $2500, which makes the self-shifting CDX at $20,490 the pick of the pair.It runs on 17-inch rims fitted with decent Continental rubber, reverse parking sensors, heated front seats, fog lamps and the My Link infotainment system. The price puts it ahead of the pack - the top-selling Mazda2 Genki costs the same money with a manual ‘box, as does the Ford Fiesta Zetec.TECHNOLOGYHolden is leveraging smartphone technology and software apps to avoid the headache of infotainment systems that date within 18 months of a car’s launch. It’s a smart move - providing the apps suit the market.The Red Lion sees internet radio as a big selling point, along with an apps-based satnav system due next year. My Link copes with most smartphones and, by being just the interface, should stay contemporary long past its rivals.The auto gearbox is now good for 6.3L/100km, which is a mere 0.2 of a litre more - or a couple of aggressive take-offs from the lights - than the likes of the Fiesta, Kia Rio or CVT-equipped Suzuki Swift.DESIGNA clean and modern look without too many fussy lines helps explain the Barina’s external appeal. The distinct dual headlamps give it an upmarket look and the chrome highlights on the CDX say you’ve got the premium package.It looks good inside, too … just don’t touch. The plastics are marked improvement on the Barina Spark but are still far from best in show.SAFETYNo worries here. The Barina’s five-star ANCAP rating is at the high end of the light car scale, with a rating of 35.32 out of 37. Six airbags are standard and the basic structure was praised by the crash-testing body for its rigidity. Just don’t hit a Commodore ... size still matters.DRIVINGLocal input into the suspension and steering can be felt from the first decent turn. The Barina rides well on its 17-inch rubber and quashes secondary jiggles over rippled road as well as any car in this class.There’s no wallowing, little body roll and a sense of solidity when it does hit decent bumps. The electric power steering is trick. Around town it is light enough not to make parking an issue but there’s never an issue of not knowing where the wheels are pointed.There is enough play on centre to cope with back-seat glances by frustrated parents or distracted teens without putting the car into the next lane but as lock is applied, it is rewardingly direct. And there’s head and leg room for two adults in the back, along with enough cargo space - 290 litres - to fit a couple of overnight bags.VERDICTThe updated Barina is a good reason why Holden engineers should be unleashed on products brought in from South Korea. They’ve turned an average car into a good one. Between the clean looks, decent ride and tech-based interior, they should be able to lure more than a few first-time new car buyers into a Barina.Holden Barina CDXPrice: $20,490 (sedan adds $500)Warranty: Three years/100,000kmResale: 51 per centCrash: Five starsSafety: Six airbags, ABS, TC, ESC, EBDEngine: 1.6-litre four-cylinder, 85kW/155NmTransmission: Six-speed auto, FWDDimensions: 4.04m/4.4m (L), 1.74m (W), 1.52m (H)Weight: 1193kg/1220kgSpare: Inflation kit (full-size spare a NCO)Thirst: 6.3L/100km, 151g/km CO2

Holden is using one of its cheaper cars to debut innovative communication systems that will put the world at its owner’s fingertips. The MY13 Barina CDX will gain the Holden MyLink infotainment system which operates by integrating the owner’s compatible smartphone and stored media, via Bluetooth, auxiliary jack or USB, with the radio.This allows owners to enjoy easy-to-use, personalised connectivity while their smartphone is stowed. Holden MyLink launches in the New Year with the Stitcher Smart Radio application. Thereafter, additional apps will be available, with Holden MyLink the first in-car system in Australia to offer full compatibility with Pandora Internet Radio.TuneIn Radio will also become available in 2013 and allow Barina drivers to stream radio stations from around the world. Holden MyLink will also bring innovative low-cost navigation to Barina drivers through BringGo, a navigation application which runs through the mobile device’s 3G or 4G service and is controlled and viewed on the MyLink seven-inch touch screen.VALUEThe Holden Barina CD manual entry-level hatch comes to the market at $15,990, while the range is topped off by the CDX automatic sedan at $20,990, both plus on-road costs. The new models are on sale now.Holden also took the opportunity to wheel out the 2013 Barina Spark for the first time, due to go on sale in January. The Barina Spark CD auto will go on sale for $14,490, the manual $12,490, plus on-road costs. The 2013 Barina Spark gains design updates, including new look front grille, side skirts, headlamps, tail lamps, 14-inch alloy wheels and body colour rear spoiler with integrated LED stop lamp. Air-conditioning is standard and it gets benefits of Bluetooth connectivity and steering wheel-mounted phone controls are on offer, while electric power steering, remote flip key, hill start assist and a fuel-saving neutral idle feature add some unexpected technological touches to an otherwise price-pinned car.DESIGNIn the cabin, hard plastic surfaces announce the Barina’s utilitarian light car character but this is balanced by a range of quality driving aids such as a modern motorcycle-inspired instrument cluster, home to a digital speedo and analogue tacho, plus trip computer recording average fuel consumption and speed, distance to empty and trip time. Initial impressions of the Spark are of body creases all round, while the rear lamp clusters dominate the back of the car almost to excess. The chrome tipped exhaust is a nice touch though, as are hidden rear door handles.SAFETYIt comes with dual front, side and curtain airbags, front seatbelt pre-tensioners, collapsible pedals and Electronic Stability Control help earn the Spark a four-star ANCAP safety rating.TECHNOLOGYThe new Barina offers fuel economy of up to 6.3 litres per 100 kilometres on the range topping CDX sedan thanks to its 1.6-litre four-cylinder engine (85 kW and 155 Nm) being matched with a new six-speed automatic transmission with Active Select, and electric power steering package.The new automatic transmission is also offered as an option for the Barina CD and gives fuel consumption of 6.6 litres per 100 kilometres, around 10 per cent better than the equivalent 2012 model. CDX ownership is further enhanced by a new 17-inch alloy wheel and tyre package and an updated steering calibration, the latter being part of development work undertaken by Holden engineers in conjunction with their Korean counterparts.The little Spark hatchback will come in CD five-speed manual and four-speed automatic form. And is powered by a 1.2 litre DOHC engine, putting out 63 kW of power and 113 Nm of torque, returning 5.8 litres/100km on the combined urban/highway cycle, the Spark automatic is happiest commuting around town where low fuel usage and manoeuvrability matter more than out-and-out performance. Emissions are to Euro 5 standard.DRIVINGOn the launch over a range of town, country and highway driving a Barina CDX automatic and Spark CD auto both came up with fuel consumption close to six litres per 100 kilometres. Cabin noise was low thanks to chassis-to-body interfaces designed to enhance stiffness, helping to reduce low frequency sound. Air/noise barriers are incorporated in the floor, instrument panel and inner body panels.Four acoustic resonators from low to high frequency on the intake system help to limit engine noise and the exhaust system incorporates a front and a rear muffler.VERDICTThe latest Barina CDX is driving the small car into new infotainment territory and an automatic transmission puts the MY13 Barina Spark at the forefront of light car appeal.Holden Barina CDXPrice: from $15,990Engine: 1.6-litre 4-cylinder, 85kW/155NmTransmission: 6-speed autoThirst: 6.3L/100kmHolden Barina Spark CDPrice: from $12,490Engine: 1.2-litre 4-cylinder, 63kW/113NmTransmission: 5-speed manual or 4-speed autoThirst: 5.8L/100km

Small cars are in, in fashion that is, since downsizing became sensible in this gridlocked world. In the shrinking process they became serious cars for most people rather than cars just for the impoverished.NEWMarketing men threw around words like, refined, sophisticated, funky and safe, words that were once unheard when the conversation turned to mini motors. The Yaris was Toyota's entry in the new small car world, and you guessed it, it was bigger and more refined.The stylish newcomer had broad appeal with the choice of 3-door hatch, 4-door sedan and 5-door hatch body styles, two engines, and the option of 5-star safety. If compared to its predecessor, the Echo, the Yaris comes up trumps for it roominess and comfort. Front seat passengers treated to improved comfort and rear seat occupants given more space.The two engines on offer were a 1.3-litre four-cylinder unit that delivered 63 kW and 121 Nm, and a 1.5-litre four-cylinder unit that gave a more appealing 80 kW and 141 Nm. With extra power and torque, and only marginally more fuel consumption, the larger engine is clearly the one to go for.It delivers smooth drivability and sits comfortably on the highway speed limit, and only uses a little more fuel than the smaller unit, which has to work harder to get the job done. Yaris buyers could choose between a 5-speed manual gearbox and a four-speed automatic.The auto didn't have a manual mode, but that's nothing to be concerned about, those systems aren't often used in any case. Road testers at the time were high in praise for the Yaris's comfort and build quality, rating it higher than its rivals. Its ride was rated as comfortable, its handling responsive, the only criticism that consistently came to the fore was a jerky throttle.NOWToyota vehicles have a perception of perfection when it comes to quality and reliability, but the reality is that they can break down like any other car. But the Yaris is generally sound and has no serious flaws that would cause potential buyers any concern.The engines are robust and reliable, and the same goes for the transmissions and drivelines. Reports we have received from Yaris owners show that they are happy with the reliability of their cars, and they like the resale value, both laudable attributes in a car.On top of that they praise the roomy cabin, the storage space, the performance and the fuel economy. Their criticisms are that the headlights are inadequate outside the urban area, the seats are small and unsupportive, the throttle is jerky and the front grounds out when crossing drains and gutters.Check for a service record that shows a regular routine of servicing. Like all modern cars the Yaris thrives on fresh oil and clean filters, fail to service them only leads to greater expense long term. Being a small car and often bought by those on a tight budget, servicing can be neglected, with some owners hoping to pass the car on before trouble strikes.SMITHY SAYS If you're a small shopper give the Yaris a go, it's a good little car. 4 starsToyota Yaris 2005-2010Price new: $16,490 to $21,790Engine: 1.3-litre 4-cylinder, 63 kW/121 Nm; 1.5-litre 4-cylinder, 80 kW/141 NmTransmission: 4-speed automatic, 5-speed manualEconomy: 6.0-6.1 L/100 kmBody: 3-door hatch, 4-door sedan, 5-door hatchVariants: YR, YRS, YRXSafety: 4-star ANCAP, 5-star with safety pack 

The turbocharged version of the Hyundai Veloster, tagged the SR, has only been in Australia a few months but is already generating plenty of sales.When launched in non-turbo format in February 2012 the Hyundai that looked like a coupe on one side and a five-door hatch on the other created a huge number of stares and comments during our entire test period.Some felt it needed more power, though others said it had the sort of engine performance that pleased drivers who enjoyed the decision making necessary to keep their Veloster in the correct gear to get the best out of the 103 kilowatts of power on offer.They also appreciated the low price tag of the non-turbo - it began at an appealing $23,990 in six-speed manual format.VALUEVeloster SR Turbo 1.6-litre four-door hatch starts at $31,990 (manual) and $33,990 (automatic). Our test cars over the last two weeks had each type of transmission. Standard features include USB and Bluetooth connectivity, cruise control, steering wheel controls, reversing camera and rear parking sensor. And there’s a five year unlimited km warranty.TECHNOLOGYThere’s now a choice in Veloster engine power thanks to the introduction of a high(ish) performance SR model that began just six months later. With a 46 per cent increase in power (to 150 kW) and an even more impressive 60 per cent more torque (265 Nm) has a lot more poke.The engineers at Hyundai have worked on a car with linear power delivery with top torque of only 1750 rpm – then continues at its peak until the engine reaches 4500 revs. That’s not so much a torque peak as a torque plateau.On the road this means the Veloster SR has minimal turbo lag and a smooth push in the back that keeps on keeping on. But, if you’re looking for a drag racer in the manner of a Subaru WRX the Hyundai Veloster SR Turbo may not be your best bet.Veloster SR Turbo is offered with a six-speed manual or six-speed automatic, the latter being a conventional torque convertor unit that can be manually controlled by paddles behind the steering wheel.DESIGNHyundai Veloster SR Turbo is even more striking in appearance than the standard Veloster as it’s even more radical in its shape. The front grille is bigger and bolder, the fog lights have futuristic shaping to their surrounds, side skirts give the lowered look and the dark glass sunroof gives adds to the overall effect - especially if the black glass contrasts strongly with one of the bolder paint shades.This is a four-seat coupe, not a cramped two-plus-two. Those with long legs and short bodies will be reasonably comfortable in the back seat. But back seat passengers of normal body height will suffer from the usual coupe complaint of lack of headroom.Kids will be comfortable as far as space is concerned but won’t be able to see much to the side of the car due to the small, high-set rear-side windows. Then again, they have that giant sunroof to peer through.The rear windscreen glass is directly above the back seats and created discomfort during the day in our home area of the Gold Coast. We strongly suggest looking at this aspect of the car if your plan is to regularly cart kids back there.SAFETYCrash prevention and/or minimisation devices include ABS brakes and the type of sophisticated electronic stability systems normally only found in expensive European cars.If all still goes wrong you will be pleased to know the Hyundai Veloster SR Turbo gained a five-star safety rating in the ANCAP crash testing laboratory thanks to the use of six airbags and a body that’s strengthened in all the right crash protection areas.DRIVINGAs lovers of sporty driving we really appreciated being able to do our own gear changing with the manual. While the box isn’t as slick as we like it’s better than average for a front-drive car.The automatic is slick and easy in its changes and was generally in the right gear at the correct time. However, as is the way of modern autos that are chasing minimum fuel consumption it was all too ready to head for a higher gear for our liking.As this isn’t a full-blown sports coupe Hyundai has kept the price of the Veloster SR down by restricting engine torque to the front wheels to prevent wheelspin and understeer. The use of a fancy (expensive) differential would make for sportier handling at extremes. We did manage a chirp or two out of the front tyres under brutal acceleration, there’s still some element of fun built into the traction control system.Handling is good as the Veloster SR has been tuned for Australian conditions, with Aussie and Korean engineers spending quite a bit of time in this country to sort it out during early stages of design.Hyundai Veloster SR TurboPrice: from $31,990Warranty: 5 years/unlimited kmEngine: 1.6-litre 4-cylinder, 150 kW/265 NmTransmission: 6-speed manual or auto, FWDThirst: 6.8L/100km, CO2 163g/km 

The new Beetle might look like the original 'People's Car' but in reality there's very little about the new car that can be traced back to the old model.NEW The engine is in the front of the new car, it is in the rear of the old one, the car's engine is water-cooled, the old one uses air for cooling, the new one is front-wheel drive, the old one is rear wheel drive. It goes on.The point is that you shouldn't be swayed by the spin that suggested the new Beetle is the old one reborn. It isn't.By all means buy it if you like the new car's cute looks, but be aware that what you are buying is a rather impractical Golf. When you boil it down the new Beetle is more a cute Golf than a new version of the old classic.It was launched here in 2000 initially as a single model with a 2.0-litre 85 kW engine with a heap of standard features that moved it up the model chain.Since then there has been a lower-spec 1.6-litre model, a turbo model, a diesel and a cabriolet. The 2.0-litre has decent torque giving it good response and driveability, the 1.6-litre is similar, the turbo offers the zing, while the diesel is the mileage buster.With its Golf underpinnings the Beetle is sure-footed and responsive, its ride is firm but comfortable, while it steers nicely and brakes with assurance.It is a thoroughly modern car with a retro look. Two doors necessarily limits a car's practicality when it comes to family use, getting in and out of the rear seats isn't something you want to do every day.And the rear seats are a little cramped. The boot isn't very big either, which just adds to its day-to-day limitations. Buying a 'Bug' of the new sort really comes down to image. If you want to feel funky, buy it, if you have to drive the kids to school go for something more practical.NOWBeing based on the Golf the Beetle suffers similar issues as its corporate cousin. The engines it used are sound and give little trouble, but take a look for oil leaks that might need addressing in the near term. Plastic engine fittings tend to get brittle and crumble over time.When it comes to transmissions, the Beetle didn't use the troublesome DSG gearbox, which means there aren't the same concerns as with other models in the VW range. Nevertheless thoroughly test-drive the automatic transmission and ensure it shifts smoothly and without hesitation. Early Beetles are now up around the 150,000 km mark on average and that's getting into   auto trouble territory. Like all European cars the brakes tend to wear quite quickly, so be prepared to replace pads and discs regularly. Faulty electronics are a regular complaint on all cars today, which makes it worth checking every system in the car to ensure they're operating as they should.SMITHY SAYS Oldtime looks make it stand out from the crowd, but under the skin it's all modern, if a little impractical for some.VW Beetle - 2000-2010Price new: $36,790 to $39,990Engines: 1.6-litre 4-cylinder, 75 kW/148 Nm; 2.0-litre 4-cylinder, 85kW/172Nm; 1.8-litre turbocharged 4-cylinder, 110kW/210Nm; 1.9-litre 4-cylinder turbo-diesel, 77kW/250NmTransmissions: 5-speed manual, 4-speed auto, 6-speed auto, FWDThirst: 8.2 L/100 km (1.6); 8.8 L/100 km (2.0), 8.2 L/100 km (1.8T); 5.5 L/100 km (TD)Body: 2-door hatch, 2-door cabrioletVariants: Base, Ikon, Miami, TDi, TurboSafety: 4-star ANCAPCOMING UPDo you own a VW Golf GTi? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.

Opel Astra Select and Toyota Corolla Levin go head-to-head in this comparative review.

It's neither the fastest nor the best but the Swift Sport offers a lot of bang for your buck.The five-door hatch is a cracker and plants a huge smile on the dial. The test car was bright yellow with tinted glass. It looked the part and harks back to the days of the original hot hatches, such as the first Golf GTI.It's not the quickest, but its light 1060kg kerb weight and well-sorted chassis gives it the ability to leap into and out of corners like an excitable Jack Russell puppy. One of the big joys of cars like this is that you can revel in their abilities in the most modest environments.A deserted roundabout here, a quick corner there, roads like the Captain Cook Highway and the myriad roundabouts between Cairns and Palm Cove, the bendy bits to Port Douglas and the twisties on the Rex and Gillies ranges. It's easy to park and the potential for fun is there every time you turn the ignition on, or in this case, push the stop-start button on the dash.VALUEThe Sport is $26,990 drive away and naturally comes with a body kit, including a rear roof spoiler, sport seats and stainless steel pedals, exclusive multi-spoked 17-inch alloy wheels, bi-xenon headlamps and Electronic Stability Program (ESP) with traction control. There are seven airbags including driver's knee airbag, five-star crash safety rating, fully automatic climate control airconditioning, CD radio with MP3 capability, including Bluetooth and an USB port, and cruise control.The sport seats have red stitching and a three-spoke multifunction leather steering wheel comes with steering wheel controls for cruise control and the radio. Swift includes the convenience of keyless entry and start, Bluetooth hands-free communications, six-speaker AM/FM/CD system with USB and a digital climate control airconditioning system.DESIGNThe front sports a large grille, fog lamps and bi-xenon headlights. Black-painted A-and B-pillars and the alloy wheels give the Sport a distinctive appearance. There's an integrated roof spoiler, side skirts, dual exhaust tailpipes and a metallic diffuser. Deeply contoured and supportive front seats with seat cushions and backrests hold the driver better through corners.Red contrasting stitching on the seats, steering wheel and shift knob create a sporty feel. The Sport is 3.89m long, 120mm longer than its predecessor and 40mm longer than the normal Swiftmodel. Apart from some cheap-looking hard plastics, the interior is a nice place, although there's lots of sombre black broken up with some matt silver trim.The Sport is a looker, with a body kit that complements its stubby proportions and wheels that nicely fill the arches. Space is tight. Headroom is excellent, but rear legroom is not and there's not much space in the boot. The canary yellow paint offset by the dark tinted windows looked a treat on the car we drove.TECHNOLOGYThe 1.6-litre M16A engine is an evolution from the previous model. The performance increase is achieved primarily through improved cylinder efficiency and an increased valve lift. The variable valve timing for the intake camshaft and a variable intake manifold also ensure improved airflow. The improved cylinder filling is achieved with smoother intake ports, revised variable valve opening times and a larger valve lift on the intake side, as well as a variable intake system.At medium engine speeds, a valve closes in the intake. If the motor is working at a higher or lower part of the rev range, the valve remains open and the path to the inlet valves is shortened considerably. This function improves the available torque across the rev range. The net effect of these changes have increased peak output by 8kW to 100kW, while torque has increased from 148Nm to 160Nm.The considerable weight saving, in tandem with advanced engine technologies, has reduced fuel consumption from 7.3 litres/100km to just 6.5, representing an 11 per cent improvement. There's a new CVT auto which will appeal to those who don't like changing gears although I prefer the six-speed manual. The colour palette adds to the appeal with bright colours including yellow, red, blue, white, silver andblack.DRIVINGThe Swift Sport is a lot of fun around the city and on tight winding roads. The electric steering is direct with sharp turn-in from the lovely leather-wrapped wheel. The gearbox is a bit notchy and I found it hard to find a comfortable driving position because of the uprightness of the cabin.The car is well put together with almost no squeaks or rattles. The racing bucket seats are supportive and comfortable and visibility is great front and rear, courtesy of slim A-pillars and powerful headlights at night. The corners of the car at the front can't be seen though and care needs to be taken in tight parking spots.The speedometer with its 30km/h increments is a pain, with its cluttered face making it hard to accurately gauge speed because 80km/h or 100km/h are not marked by numbers. It rides well, handles well and road noise is reasonable except on coarse bitumen. The light weight adds to the agility of this little rocket.The small 1.6-litre 100kW naturally-aspirated unit is no firebrand, but is adequately zippy when kept on the boil. Nothing happens until you reach 4000rpm and then it whips into a frenzy and shrieks past 7000rpm. It enjoys being punted hard through roundabouts and on tight winding roads like the Gillies and the Rex ranges.The Sport just loved the undulating sections of the Springmount Rd and could be driven with great zest and fun. The little car can also cruise quietly and comfortably on the open road. However, there appeared to be a problem with the trip computer on the test car. I started off with the reading at 15.4 litres/100km and it dropped noticeably into the low 10s after a lively stint up the Gillies Range.As I settled into a 100km/h cruise from Mareeba to Mt Molloy the reading kept climbing into the 11s and 12s and when I returned the car it had recorded an average of 13.7L/100km. I did not believe the results as the official overall figure is 6.5 litres/100km and this is double. The technicians at Suzuki were to place the car on a diagnostic machine to see why the trip computer was returning abnormally high readings.VERDICTI love this little pocket rocket. It ticks all the boxes as a fun and fizzy drive in the city, on the open road and on winding hilly and country roads. It's a happy looking car and a happy car to drive. Ladies will love its compactness and the bright colour range. The boys will relish its sportiness and its agile handling. The chassis can certainly handle more poke. Small car motoring does not mean merely an A to B conveyance as the Swift Sport proves.Suzuki Swift SportPrice: from $26,990Warranty: 3 years/100,000kmSafety rating: five 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

Immigrants have often found Australia an unusual settlement. Nothing bad, just different. Post-war citizens from overseas learnt that by working hard, and being patient, rewards can be substantial.Right now Opel - the German arm of General Motors that once made the Astra for Holden - must be quietly bubbling in its patience. It opened its doors on September 1 and, to the end of October, has sold 279 cars. In October it sold 105 cars - the same as Fiat.A bit like Audi's early life in Australia, in fact, but look at Audi now. If the economy stays warm and buyer confidence is buoyant, Opel has a chance. If its products correctly reflect German quality and offer value for money above a voracious pack of Japanese and Korean rivals, it will do well. Judging by the Astra, success is certainly possible.This is the Opel Astra Select CDTi - the mid-level turbo-diesel hatch that costs $33,990 with automatic transmission and an extra $2500 for possibly the car industry's most comfortable leather-trimmed, heated seats. The seat option is very expensive, especially considering all the work has gone into moulding the front two and the rear seat merely feels like a reskin.Standard kit on Select includes 17-inch alloys, sat-nav, electric park brake, dual-zone climatic aircon, front and rear park sensors, seven-speaker audio with iPod/USB connectivity and Bluetooth with voice control. Good news for doubters is the $299 once-a-year capped price service for the three-year warranty period.Externally, the Astra mirrors German functionality and efficient styling. It's more rounded in its shape than rival Golf, but that at least gives Astra its identity. The Australian Astra is the latest from the factory, introduced in Europe as a facelift in June.Aggressively slanted headlights look distinctive from the front but it's best view is the rear's boat-tail rear with its bowed window. There's room for four adults inside but rear seat legroom comes up a bit short. Boot space is class average, slightly more than Mazda3.Cabin design is attractive, well finished with soft-feel plastics and tight panel gaps, and simple to navigate. Even the myriad of centre-console switches are sized to fit human fingers and have logic in their arrangement.The turbo-diesel engine is relatively new to Astra. Based on a 2009-launched engine, it has power upgrades (now 121kW/350Nm) and stop-start for a claimed 5.9 L/100km. On my primary suburban test it achieved 7.2 L/100km. There's not a lot of skimping with chassis gear.The Astra has an additional Watts link in the rear suspension to maintain ride comfort while enhancing handling, electric steering and a six-speed automatic with manual-shift mode. The ergonomic AGR seats are superb, but an expensive option.Astra is a five-star crash-rated car with six airbags, electronic stability and traction control, active head restraints, a pedal release system in the event of a collision, heated side mirrors, auto headlights and wipers, and front and rear parking sensors. The spare is a space-saver.No masking the fact this is a diesel. The engine makes itself known at idle and audibly grumbles when pushed at low revs. But it's near silent at mid-range speeds when cruising or coasting and has a delightful surge of torque when called on at anything around 2500rpm.Personally it can be a fun engine but a the 1.6-litre turbo-petrol alternative is better, and $3000 cheaper. The auto suits it perfectly and even does a decent job of countering the low-speed turbo lag - though the manual mode of the gearbox is a better remedy.Though electric, the steering is very good both in feel and its positive input to the wheels, while the handling is good though tends to cater more for occupant comfort. It is not as firm as some rivals. Perhaps the optional seats did most of the cushioning and support. Rear vision is a weak spot but there are standard park sensors.Diesel may suit country folk but turbo-petrol 1.6 wins for city buyers. Very good hatch for individual buyers but has lots of hungry competitors.

BMW's M tag is far less exclusive than it once was but still signals high performance. Forty years ago in Munich BMW decided to step up its commitment to motorsport and create a specialist division. It focused on racing engines and one car in particular: the 3.0 CSL.With 270kW from a 3.3-litre straight-six -- and weighing a mere 1.1 tonnes -- it won everything European touring car racing had to offer. A few years later, BMW wanted a car to compete in a Formula 1 undercard race and made a mid-engined supercar called the M1. To meet the rules, it had to build at least 400 road-legal versions. As well as a stunning shape, the M1 was the fastest German sportscar of the time. Just 456 were made, so it's very collectable now. That car gave the division its name and within a few years it was turning out the M3 and M5 performance variants that cemented BMW's reputation as a driver's badge. When it applied M-ness last year to the 1 Series two-door, it wanted to reserve “M1” for the 1970s original -- or its heirs -- so it broke with convention and called it the M Coupe. Which suggests that behind the scenes BMW may be working on a new M1 supercar. In a way, that's exactly what it needs because the blue, violet and red tricolour is being applied increasingly liberally across almost everything BMW makes. That M Coupe saw the division embrace turbocharging for the first time, but any inhibitions about how far M could legitimately go had already been dismantled a couple of years earlier when it allowed offroaders, inherently non-racy vehicles, to qualify for performance tuning.The X5 M and X6 M were the result; amazingly capable SUVs but a long way from where it all started. There's more. To maximise the potential of the badge, there's now a sub-brand called M Performance. This is sort of M-lite, with a performance wand waved over the chassis but assembly on the standard line rather than specialist construction.VALUEThe prices start from $68,400 BMW M135I, $292,500 BMW M6 (coupe) and $308,500 (convertible). Its debut vehicles are powered by M's first diesel, a triple-turbocharged six-cylinder in the M550d versions of the X5 and X6. BMW admits this diversification was inspired by the success of its M Sports packages, which apply racy cosmetics such as sports seats and aero kits to standard cars.M Sport versions have just become available for the 3 Series launched early this year and BMW expects 40-50 per cent of buyers to opt for it -- on a car already available with a so-called Sportline trim. Depending on which model you start with, this can add $8900 to the price.M Performance parts are the latest twist. They leverage the M Performance sub-brand to offer buyers a selection of aftermarket add-ons. In effect, the M badge has been parlayed into a huge Sports-R-Us superstore. If it used to stand for Motorsport, perhaps it now stands for Marketing.In fact it's difficult to say what it stands for, so diverse are the offerings. The two latest are effectively bookends for the non-cosmetic side of operations. At one extreme is the M135i, an M Performance model that spices up the mainstream hatchback launched last year.For the price the M135i’s performance is sensational: 4.9 seconds to 100km/h (slightly slower with the manual). That's identical to the M Coupe, which was $30,000 more. At the other is the M6 Coupe or Convertible, which is the most expensive M you can buy and, aside from the V12-powered long-wheelbase 7 Series limousine, the most expensive BMW.TECHNOLOGYOnly a year after it debuted in an M car, they both use turbocharging. Thanks to emission regulations, turbocharging is needed to meet the challenge of getting performance and economy from smaller capacity engines. In M cars, it changes the character of their power delivery. Previously, you had to rev the daylights out of them before you could tap into their potential. With turbos delivering huge torque virtually from idle, that's no longer the case.It has made the M6, which is a mechanical twin to the M5 launched earlier this year, much more like its AMG rivals from Mercedes. The engine, downsized from the previous 5.0-litre V10 to a 4.4-litre V8, uses turbos to get 39kW more power and a whopping 160Nm more torque. The redline arrives 1000rpm lower, at 7200rpm, but peak torque is accessible across virtually the entire rev band, from 1500-5750rpm.It's some compensation for turbocharging's downside: lag between throttle and response. But what it means in practice is wheelspin on demand and power oversteer if you turn all the settings to max and take it to a track, as BMW did for the launch.The M6 Coupe can hit 100km/h in 4.2 seconds and twice that in just 12.6, making it BMW's fastest car. The Convertible, being heavier, is a fraction slower but still quicker than its rivals from Jaguar or Maserati. Of course, there's an option called the M Driver's Package, which lifts maximum speed from an artificially limited 250km/h to 305km/h. I've little doubt it could get there.DESIGNThe Convertible is heavier and less rigid than the carbon-fibre-roofed Coupe, but they are both the wrong side of 1.9 tonnes. The M6 has piled on 200kg since the 2006 original. It's a splendid luxury express with one of the best cabins I've seen in a BMW. However, it's a long way from where M started and although everything works -- the brakes held up well, for example -- I wanted to be less remote from the car.That's something you get more of in the M135i. Even though this is not a full-dose M car but an M Performance model, it's closer to the first M3 than anything bar the M Coupe mentioned above -- which is now, sadly, unavailable. The M135i looks like a frumpy little hatchback rather than a performance car and, initially, seems too softly sprung for a performance variant.DRIVINGThe Lakeside circuit in Queensland is much tighter and twistier than Phillip Island, where it took the M5. Any overzealous throttle use brought the tail out and the traction control light was almost permanently on. Disappointingly, there was less subtlety and feel to the steering, throttle and brakes than I'd like and where the M5 was a hoot at Phillip Island, the M6 felt large and weighty at Lakeside. I was acutely aware my daring depended on fat rubber and it seemed like hard work from behind the wheel. No wonder, given the speeds achievable. However, brilliant front-end grip means you can point it around corners with confidence. The rear can stutter a little, but it tracks through bends with superb composure. It's also relatively light, at 1.5 tonnes.The M135i’s engine -- a familiar 3.0-litre turbo six -- sounds great when pressed and comes with an unsampled six-speed manual or excellent eight-speed automatic. There are issues, such as tyre noise and wide A-pillars, but against rivals such as the Audi S3 it looks an absolute bargain.VERDICTWith more M cars on the way, including an M3 Coupe and Convertible rebadged as the M4, it's a vital reminder of where the whole M thing started.BMW M135IPrice: from $68,400 Engine: 3.0-litre turbocharged 6-cylinder petrol, 235kW/450NmTransmission: 6-speed manual or 8-speed automatic, RWDThirst: 8.0L/100kmBMW M6Price: from $292,500 (Coupe) to $308,500 (Convertible) Engine: 4.4-litre turbocharged V8 petrol, 412kW/680NmTransmission: 7-speed automatic, RWDThirst: 9.9L/100Km (10.3L/100Km)

...and what to watch for when you are buying it.NEW - The Fiesta was Ford's attempt to win over small car buyers who shunned recent offerings from the Blue oval brand.The company made a big song and dance about appealing to young women with the Fiesta, but added that the sporting model in the range would appeal to young men. If it was having a bob each way there was no doubt the Fiesta was conceived to bring young women to the brand. The Fiesta looked funky, had a funky interior and was packed with all the funky features a young woman on the move could wish for.There were two body styles on offer, a three-door hatch and a five-door hatch, and three models, the price leading CL, the LX and the sporty Zetec. The mid range LX was only available as a five-door; the others could be had with three or five doors. Three engines were offered, two of them petrol and one a diesel.The petrol engines were a 1.4-litre and a 1.6-litre, but the diesel was the big noise with a claimed consumption of 3.7 L/100 km. There was also the choice of manual and automatic transmissions with the final drive being through the front wheels. On the road the Fiesta was poised when cornering, had a compliant ride, and its engines were smooth and flexible. Inside, it was quiet and refined, the seats were comfortable and there were plenty of nifty features like voice-controlled Bluetooth and a USB slot for an MP3 player.NOWFew complaints have been received at Carsguide, suggesting that Fiesta owners are generally happy with their purchase. The most common complaint relates to engine pinging, and despite dealer recommendations to switch to higher octane fuel it doesn't seem to go away. Fuel economy is also a concern for some owners, particularly with the 1.6-litre engine, which doesn't come close to the official Ford figure. Anyone buying for fuel economy should strongly consider the diesel, which does deliver very good economy.We have also had the odd report of the engine cutting out for no apparent reason, and dealers have not been able to find the cause of the problem. Random failures of this sort are quite common on today's cars with all their electronics. It only takes a poor connection somewhere, or a sensor that misbehaves occasionally and you have a car that does things that are difficult to explain.The performance of the air-conditioning has been called into question by a number of owners who say it blows cool rather than cold on hot summer days. Rattles are also the subject of complaint, which would appear to be the result of variable build quality. Like all modern cars servicing the Fiesta is vitally important to ensuring a long and reliable life, so check that the car you want to buy has been serviced regularly and according to the book.SMITHY SAYSA smart looking, great driving and fun-filled little hatch that's packed with character.Ford Fiesta 2009-2010Price new: $16,450 to $24,990Engine: 1.4-litre 4-cylinder, 71 kW/125 Nm; 1.6-litre 4-cylinder, 88 kW/151 Nm; 1.6-litre 4-cylinder turbo-diesel, 66 kW/200 Nm.Transmission: 4-speed automatic, 5-speed manual, FWDThirst: 5.7 L/100 km (1.4), 5.8 L/100 km (1.6), 3.7 L/100 km (TD)Body: 3-door hatch, 5-door hatch Variants: CL, LX, Econetic, ZetecSafety: 5-star ANCAP