Hatchback Reviews

Audi A3 has been a winner since its introduction when it changed the way people thought about small cars. Prior to the A3 the prestigious German marques were only selling cars built on medium to large bodies with high prices to match.Audi showed it didn’t have to be like that and the company’s arch rivals Mercedes-Benz and BMW have since joined the (relatively) affordable small-car brigade.Audi A3 Sportback will begin its life in Australia in April or May 2013. Only five-door models are being imported as Audi Australia believes buyers looking for three-door will opt for the smaller A1 instead.VALUEPrice is yet to be confirmed though they are expected to remain about the same. Adding to the desirability of this small-medium car is a full range of information and audio systems. The topline versions of the Audi A3 will come close to the big Audi A8 in sophistication.The most expensive A3 variants will have radar cruise control, automatic correction if the car wanders out of its lane and crash anticipation and passenger injury reduction.TECHNOLOGYPetrol and diesel engines are available with capacities ranging from 1.2 to 1.8 litres for the former, and 1.6 to 2.0 litres for the diesels. An LNG (Liquefied Natural Gas) engine and a plug-in hybrid will be offered in years to come.Australian specs for engines have yet to be announced, but it’s likely we will get the larger petrol and diesel units, with the hybrid being an outside possibility. Manual and automatic transmissions will be fitted, with a strong emphasis being on the the autos in Australia.The latest engine design from Audi sees its engines using as little as 3.8 litres per hundred kilometres, with even the sportiest powerplants only consuming about 5.6 litres per hundred when measured on the combined European driving cycle.DESIGNThe latest five-door A3 takes a new direction in styling to previous models; while those leant in the direction of practicality and common sense the new model takes a strong sporting stance in the styling field. It has a lean and low look, with a wheelbase longer than in the three-door A3 in order to minimise front and rear overhangs.The lines from the now-traditional ‘single-frame’ grille back through the dual sweeping highlights on the doors give it a low appearance, and the shape of the rear hatch is aimed at visually emphasising the horizontal shape.In an interesting move, there’s an adornment package that adds chromed strips around the side windows. It will be interesting to see if this blast from the automotive styling past is picked up by other makers. As someone who grew up with chromed cars in the 1960s and ‘70s we must admit to being suckers for this brightwork.Cleverly, though the third generation Audi A3 is larger, more spacious and much better equipped than the original 1999 model it weighs virtually the same as that car. The engineers have managed to trim about 90 kilograms out of the body on the gen-two A3 by clever design that minimises the use of materials, without the need for expensive metals.Despite the relatively steep slope of the hatchback the Audi A3 Sportback has decent headroom in the rear seat. The A3 is typical of this class of car in being aimed at the family unit of two adults and three children, but it’s possible to fit three adults in the rear provided they aren’t of the hulking variety. Indeed cars such as the Audi A3 are often used to carry four adults in their home markets in Europe.SAFETYThe A3 will have a full range of crash avoidance features and if a crash becomes inevitable the car will attempt to have it occur at the lowest possible speed.DRIVINGWe have driven both petrol and diesel engines and manual and automatic A3s during the event in Monaco and found them to be tractable at low engine revs with the petrol powerplants happy to rev high into the scale. The turbo-diesels aren’t particularly willing to rev much over 4000 rpm, but that’s not their lot in life so that’s no big deal.Ride comfort is very good and the nimble handling is so well balanced that it’s hard to realise this car is driven by the front wheels with all that means in the way of forward weight bias. Quattro models will be introduced shortly and be powered by big grunt turbo-petrol engines.Noise levels are very low and more like those you would expect in the larger A4 and A6 Audi models. This will further enhance the willingness of Australian buyers to trade down from large cars into prestigious Audis and the like.VERDICTOur preview of the latest generation Audi A3 five-door Sportback at its global launch in Monaco leaves little doubt that the success story will continue in Australia and globally.Audi A3 SportbackAvailable: April, 2013Price: est. from $42,000Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TC CRASHEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver  

The Skoda Fabia has a lot to offer over its parent Volkswagen Group’s similar cars. It's cheaper than its Volkswagen cousin, the Polo GTi, by about $1000 and a lot cheaper than Audi's A1 Sport.As well, there's virtually no waiting list, but you wait months for a Polo GTi. Sure it doesn't have the badge cachet of the VW or Audi but don't underestimate Skoda, which is making inroads in Europe and doing extremely well in Australia.National sales are healthy, up 86 per cent for the year from 1418 sales to 2636, with the Fabia third most popular after the Yeti and the Octavia. My first official drive of the brand is the Fabia RS light car hot hatch. Last year I hired a Superb which amazed me with its refinement and room.VALUEThere's lots of gear in the RS, including power steering, six airbags (dual front, front side and curtain airbags) and remote central locking, reach and rake adjustable steering column, height-adjustable driver's seat, electric front and rear windows, 60/40 split rear seat, an integrated CD player with a 3.5mm jack input for MP3 devices, a three-spoke leather steering wheel with radio and phone controls, multi-function trip computer, cruise control and Bluetooth connectivity.The RS also has some extras to give it the edge over lesser models and to justify its $31,500 drive away price tag. It has 17-inch Gigaro silver alloy wheels, Climatronic airconditioning, front lip spoiler, red painted brake callipers, black highlights on B-pillar and door mirrors, chrome trim on the radiator grille, power-heated door mirrors, chrome double exhaust pipe, rear black diffuser and body coloured spoiler, front sport seats, stainless steel pedals and scuff plates.TECHNOLOGYUnder the pert bonnet is the same 132kW/250Nm twin-charged (turbocharged and supercharged) 1.4-litre petrol engine matched to the same slick-shifting seven-speed dual-clutch transmission with steering wheel paddle-shifters as in the Polo and A1. The 1.4-litre engine is a punchy operator, completely belying its compact capacity and the sort of linearity not generally expected of small, forced induction powertrains, a great combination of the supercharger operating at low revs and the turbo taking over closer to the 7000rpm redline.The engine pulls strongly all the way through the rev band and is an excellent match to the transmission, which offers lightning-fast changes in manual mode and is generally on the mark in auto. It's a pity there's no manual to give the Fabia RS an advantage over the VW and Audi and more of a sporty edge.The DSG tends to hesitate and jerk at lower speeds and when taking off, although activating the automatic sport setting or flicking it to manual mode sorts that out. The firmer shock absorbers, higher-strength springs and a stiffer front axle provide the RS with the right chassis set up to cope with the fizzy powertrain.It is well sorted and the electric steering has more weight and communicates better than most.Wider 205/40 tyres and the XDL electronic differential lock system, which brakes the inside front wheel to negate understeer, add to the driving dynamics, giving the little hatch Skoda high levels of tenacity and grip, plus a fast turn-in. The fun factor is aided by the great front sports seats that offer lots of side bolstering and back support.DESIGN The styling is different, not as suave as Polo GTi or Audi A1, but there's a certain charm to the boxy exterior that gives it a point of difference. Skoda’s been growing an increasing focus on individualising its products, something it admits to have borrowed from BMW-owned brand Mini. The Fabia offers up to 26 colour combinations, contrasting roof shades and various alloy wheel finishes.Then there is the completely unique RS wagon, an extended version of the hatch that combines the same sizzling powertrain with class-leading cargo space. Skoda Australia says half the interest has been for the wagon.DRIVINGIn the twisty stuff, particularly up the Gillies Range and across the undulating and tight corners of the road between Walkamin and Dimbulah; it was a delight, refusing to flick out of line or lose grip even with traction control switched off. It just keeps on gripping with tenacity and plenty of grunt to make the drive a lot of fun.There's a fair bit of noise though from the tyres on coarse bitumen and wind roar through the A pillars, no doubt exacerbated by the door mirrors.When I started last weekend's drive, the trip computer was recording mid-12 litres/100km. By the time I finished on the journey from Cairns to Yungaburra, Atherton, Walkamin, Mareeba, Kuranda, the Northern Beaches and back to Cairns consumption had fallen to 10.2. The spirited drive up the Gillies and on the Dimbulah must be taken into account as well, but there is plenty of room for improvement. I believe it can achieve a lot better than that, particularly with Skoda claiming 6.3 litres/100km. Some have been critical of the RS ride, but I did not find it harsh at all and a lot better than some.FABIA RS VS POLO GTIThere's no doubt the Fabia RS is a fantastic hot hatch and it has just come second to the Polo GTi in Motor magazine's Bang for Your Buck awards. Sure the Fabia is $1000 cheaper and there's virtually no waiting list, but I believe it should be even cheaper.The interior of the Fabia, while well-made and free from rattles, does not feel as tactile as the Volkswagen, with harder plastics and an inferior sound system. But the Fabia RS provides a point of difference, particularly in wagon form, and it won't be as common as the Polo GTi.It has distinctive and charming looks, is practical with a sparkling engine and transmission combination, quick steering and great seats. On the downside, there's too much road and wind noise, the cabin plastics are a bit cheap and there's no manual gearbox.VERDICTOverall, Fabia RS is a charming addition to the tiny hot hatch brigade that provides some driving excitement as well as being a delight to tootle around town in.

Not just that, but the $13,990 VW Up! is the first sub-$15,000 car with five-star safety and the first tiddler you would actually recommend to your best friend. It's not perfect, with no chance for an automatic gearbox and Bluetooth only an option, but it is a tiny tot that feels solid, gets along reasonably well, and should be more than just a disposable car at trade-in time. It also has a significant first for the size and price - a radar-guided anti-collision system that can even brake automatically at up to 30km/h if it senses an imminent crash. Pricing for the Up! is even sharper than expected, with the bottom-line $13,990 three-door car coming with remote central locking, electric power steering, aircon and a full-sized spare.It costs $14,990 to get into the five-door Up! - only a $500 advantage over the recently-tweaked Ford Fiesta - with just five extras including special paint at $500 and Maps+More including Bluetooth for $500. The Up! slides in below the Golf and Polo, measuring 500 millimetres shorter than the Polo and handily undercutting its $16,990 starting price. It is likely to spark a rash of truly tiny city car arrivals in Australia and Volkswagen is confident it will be popular with a range of people, from first-car buyers to seniors and people who are usually secondhand shoppers."We have seen there is potential for this car in Australia, and it can create a segment of its own. People in Australia are downsizing more and more. We make it more affordable and bring safety," says Anke Koeckle, managing director of Volkswagen Group Australia.VALUEThe Up! starter looks really good against a tiny-box Suzuki Alto at $11,790, a Korean-made Holden Barina Spark at $12,490 or even a 1.2-litre Nissan Micra at $13,490. Things get murkier when you chase down rivals for the costlier 5-door model, especially the Fiesta which now starts at $15,490 after a $1500 price cut that also added extra airbags. But most people are going to be going for the $13,990 bottom line, and the car has all the right stuff to easily justify that sort of spend. It's only a four-passenger car, but that's what you expect in something that's only 3.5 metres in length and only weighs 880 kilograms. The only remaining question for Up! shoppers is the running cost, but Volkswagen says it uses 95-octane, not the costlier premium, and Carsguide expects an imminent announcement of capped-price servicing costs for the car. This will definitely make a difference and also brings Volkswagen into line with rival baby cars from the Korean companies and Nissan.TECHNOLOGYThe Up! is a simple little car with a 1-litre, three-cylinder engine in the nose, a four-seater cabin that's just big enough for the job, a reasonable boot and full-sized spare. When the idea for the Up! was first floated, as a return to the people's car package that began the Volkswagen brand, the concept cars were actually rear-engined. But that idea passed quickly, mostly because of the difficulty in make it work for crash safety and assembly. There is nothing advanced on the technology front, at least in the body and chassis, but Volkswagen is brining the City Emergency Braking system as standard for Australia. It uses a forward-facing radar inside the windscreen to detect imminent collisions and can brake automatically in what VW says it is a major advance. The engine makes a meagre 55 kiloWatts of power and 95 Newton-metres of torque, but the Up is light and VW says the fuel economy is 4.5 litres/100km running on 95.DESIGNThe Up! is a box. There is nothing special at all about it, although the designers have tried to inject a big of personality with a smiley face on the nose. Otherwise it's about jamming the biggest possible cabin into a car that's less than three metres in length, including a split-fold rear seat, a boot with adjustable-height shelf to vary the capacity, and that full-sized spare. The cabin is typically Volkswagen and typically Germanic, which means efficient and not particularly inviting.But when you look around it has everything you need, with a couple of nice touches - like the flat-bottom steering wheel - to relieve the hard plastic and painted metal surfaces. The back windows don't roll down, but pop out, which is probably not good for rear-seat passengers but saves money and allows more side space for crash protection.SAFETYThe Up! has already hit the five-star standard in Europe - with a special award for the City Emergency package - and VW says the result will be mirrored in Australian testing, which is already underway.It only has four airbags, with no head support for the rear, but there is that radar system, audible seat belt warnings, and the usual ESP and ABS, but with only drum brakes on the rear.DRIVINGThe Up! looks nice enough and the first impression is good. The doors shut with a thunk, the turning circle is tiny, but the boot is surprisingly roomy. It's not a particularly brisk drive, but it gets along well in traffic and - provided you're prepared to use the gearbox - is quick enough for suburban roads and highway cruising at 110km/h. The braking is solid, it grips pretty well in corners, and all the controls and light and easy to find.There is some suspension clunky over low-speed potholes, and it's never going to win a cornering contest, but the ride smoothes over 80km/h and its fairly quiet. We'd much prefer to have the choice of an automatic, but the Up! is what it is. That means it has to be compared against its size and price rivals, where it comes up a winner.You can say that it will cost $17,000 to put a fully-loaded Up! on the road, but that would be a tasty little car with equipment you cannot get in something like an Alto or a Spark. It feels more substantial - read that as safer - than an Alto, Spark or Micra, as well as having parts and assembly work that lives up to the Volkswagen badge. It's not a Polo or a Golf, but it's impossible to build that sort of car for $13,990.So what you get is an Up! that resets the bar for the smallest cars sold in Australia today, and in a good way. It deserves four Carsguide stars, not when you think about cars as classy as a Benz C or a Porsche 911, but because of how it relates to its direct rivals, and the way it beats them.VERDICTThe Up! has just joined the shortlist for this year's Car of the Year judging, as well as winning a rare four-star tick from Carsguide.Volkswagen Up!Price: from $13,990Engine: 1-litre 3-cyl petrol, 55kW/95NmTransmission: 5-speed manualThirst: 4.5L/100km

Expect the unexpected as Audi unrolls its budget A3 that gets more technological sophistication than its $250,000-plus siblings. But it’s not only the breadth of in-cabin equipment that puts the A3 Sportback - here in April in a single, five-door body style - a step ahead of its A6 and A8 siblings, but a healthy stride away from its German rivals. The A3 will be the first of the Volkswagen Group’s models to have the single-design platform dubbed MQB or, in normal speak, transverse-engine platform. The Volkswagen Golf will be the second MQB model before others - the Audi Q3 and Volkswagen Tiguan among them - join it.The single-design platform potentially saves billions of dollars in design and production over the expected life of numerous models. That equates to cheaper cars. But though it costs less to make, the unexpected by-product is a car that drives with the confidence, safety and roadholding grip far beyond its price tag.Even without a three-door variant - blinkered buyers will be ushered to the A1 range - the next A3 will become an extremely important sales cog in Audi Australia’s sales growth. Spokesman Shaun Cleary says there will be “substantial’‘ improvements on the current 100-odd monthly A3 sales. “We’re not talking numbers.The A4 is still our most important model in terms of sales, but the A3 will become a very popular car and we expect it to quickly narrow the gap,’’ he says. Australia’s final specification isn’t confirmed though the A3 will be a three-engine lineup. Mr Cleary says Audi Australia is looking at either the 90kW/200Nm or 103kW/250Nm versions of the 1.4-litre turbo-petrol engine.There will also be a sportier 132kW/250Nm 1.8-litre turbo-petrol and a 110kW/320Nm 2-litre turbo-diesel. “But the 103kW version of the 1.4 is more sophisticated and so will likely be a bit more expensive,’’ he says. “We’re still making a decision on which one of these engines we will get.’’ But the 103kW engine is the one that Audi Australia wants - and for good reason.This is the latest development in petrol-fuelled four-cylinders with a cylinder deactivation system that stops the movement of two pistons and turns off their fuel supply when coasting. It will also be available in the Volkswagen range. Like the other engines, the 1.4-litre, in either power output, is a new design for Audi. It weighs 21kg less than the outgoing engine of the same capacity - the aluminium crankcase alone shaves 15kg - and gets 5.3 litres/100km in its 90kW guise.But the more powerful version with the ability to switch off fuel to the two middle cylinders, gets consumption down to 4.7 L/100km. Transmissions will be a six and seven-speed dual-clutch automatic and a six-speed manual. Mr Cleary says the manual gearbox will be offered though admitted take-up on this box in the previous A3 was “low’’.“The manual may become a special order for those buyers who really want it,’’ he says. “But we’ll make a judgement on that after the car has been in the market.’’  Audi buyers will also be in for a treat with the car’s infotainment and telephone links.But not as pampered as European A3 owners who get an enviable list of internet-based systems that introduce Facebook and Twitter as a verbal accompaniment to SMS dictation; a three-map overlay of Google Earth, Google streetview and traffic maps; voice command access to petrol stations and fuel prices, concerts, plane and train timetables, travel information and online news from your favourite feeder services.Mr Cleary says it will eventually come and that it’s not Audi’s fault. “We don’t yet have a provider in Australia that can give us what Europe gets,’ he says.VALUEPrice is yet to be confirmed though history says it will remain about the same. Even trim levels - Europe offers three - hasn’t been confirmed. If the model is successful, Australia could get the three trim levels and could even expand the drivetrain lineup. Value for money is a moot point.Audi’s spokesmen say the company is aggressively winning a war on European soil with Mercedes and believes the A3 is superior to BMW’s 1-Series. Audi’s intuitive MMI driver information system becomes standard on all A3s and the level of features is good even on the entry-level Attraction. But Ambition and the top-line Ambiente win in the looks and equipment stakes.The fact that Audi Australia won’t take the three-door A3 - preferring to send such buyers to the A1 line - indicates it could also neglect the base Attraction. The cars are front drive with the exception being the 1.8TFSI that is a quattro all-wheel drive.DESIGNGlance across a shopping centre carpark and it’s an Audi. A closer look and trainspotters will tell you it’s an A3. So though this is a third generation and Audiphiles will talk at length about a lower waist created by a new body crease, it’s externally an evolution of the previous model. But thanks to a 58mm longer wheelbase, it has more room on the inside and therefore a longer boot that ranges in capacity from 380 to 1220 litres.There’s a new dashboard which is actually quite pretty - and the MMI knurled rotary dial now is less obtrusive. The knob actually does more work than before - the top is a write-on surface - so there’s less ancillary buttons cluttering up the console. The park brake is electric so there’s also additional room created by deleting the manual handbrake lever. The A3 will also be optional with LED headlights.TECHNOLOGYDespite sharing the style with the old A3, the new A3 is completely new. It sits on the Volkswagen Group MQB platform - same as the next Golf - which is considerably lighter, stronger and ultimately cheaper to make than the outgoing platform. Then there’s the engines.The capacities are similar but there’s no common component. The 1.4-litre comes with cylinder deactivation - it stops the two centre pistons when the car is coasting on on light accelerator load - and is entirely made of aluminum.Audi even shaved kilos off the turbocharger. All up, the new and longer A3 1.4 is 90kg lighter than the outgoing version. Then there’s the MMI system with a range of infotainment and internet-related features. Many won’t be available in Australia at launch until a network supplier can be found.SAFETYThe car will be rated as a five-star and Audi says it’s now close to finalising complying with 2015 safety standards that include roll-over protection. There are seven airbags and the high level of chassis and brake-assist technology, but there is also an exhaustive list of safety-related options including pre-collision with autonomous braking, blind spot monitoring, lane assist, traffic sign recognition, adaptive cruise control and automatic parking.DRIVINGThe concept of the MQB platform is to have one basic chassis design and then modify it only by length and width to suit a myriad of models. Because so many millions of cars and SUVs will be based on this one platform, production costs dwindle. I don’t have a problem with that. Unexpectedly, this budget-driven concept has given rise to a brilliant driver-related chassis.The A3, even in its 1.6-litre turbo-diesel version, is snug, so poised, very nimble and so precise through the corners - yes, even with the excellent electric steering box - that you’d think you’re in a very expensive sports car. Even that engine - not coming to Australia - is a gem, Better is the 103kW 1.4-litre with its cylinder deactivation.No, you can’t feel the pistons stop then restart. It’s a very powerful little engine that is fitted to a seven-speed dual-clutch auto. Like the other cars, there’s a ‘’driver select’’ button on the dash that changes steering feel, transmission shift points and some engine management functions. It just sharpens up the car.I also drove the 132kW 1.8 which has all the ability of a GT car let down only by a dual-clutch auto that never felt happy in the marriage. It wasn’t as smooth as, for example, the 1.4 with the six-speed auto.The 2-litre turbo-diesel feels more perky than the current equivalent engine, probably because it was driven only attached to a six-speed manual. Ride comfort is very good, Audi balancing the need for a firm, sporty ride - its major point of difference with the Golf - and occupant comfort.VERDICTTop-notch small car with a broad appeal. Wonderful quality and low fuel use are to be expected but chassis control and ride comfort are bonuses.Audi A3 SportbackAvailable: April, 2013Price: est. from $42,000Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TC CRASHEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver  

Honda Jazz and Volkswagen Up go head-to-head in this comparative review.

There's something very feline about this car. Like a big cat it sits coiled, muscles bunched, ready to spring into action. Renault describes the latest Megane RS 265 8:08 limited edition as the ultimate hot hatch and we're inclined to agree.VALUE AND RANGEMegane RS 265 is available in three editions; entry level Cup ($42,640), sporty Trophy ($47,140) and luxury Trophy+ ($51,640). This one the limited edition Trophy 8:08 is $49,990 and only 100 examples are coming to Australia. The 8:08 is for the time the car set at the Nurburgring where it holds the lap record for a front drive car.TECHNOLOGYThe 2.0-litre turbocharged four delivers an extra 11kW of power and an additional 20Nm of torque but only in sport mode. The rest of the time it's 184kW/340Nm. The engine is mated to a short shifting 6-speed manual transmission, with 0-100km/h taking 6.0 seconds flat. It's not as fast out of the gates as some but that's beside the point. Mid-range response is ferocious and Renault Sport's Cup chassis together with a limited slip diff deliver unbelievable traction.DESIGNA series of subtle exterior changes have been made, to project a more forceful image. The front end has been designed, with the F1-style front blade, characteristic of Renault Sport models, now featuring two rows of six LEDs and chrome highlights. In addition, the front headlight masks are now sporty black. New 18-inch matt black wheels rims are standard but the 8:08 gets black 19s fitted with 235/35 Bridgestone Potenzas the same tyre used for the record.There's also leather trimmed Recaros, bi-xenon directional headlights and limited edition Trophy decals. In addition the Trophy 8:08 is available in two limited edition colours: pearl white and Renault Sport's signature liquid yellow.Unfortunately the inside doesn't quite live up to the outside. It's all a bit drab apart from the yellow seatbelts and yellow stitching on the upholstery, steering wheel and gear lever knob. Other sporty appointments include a black lacquer finish for the centre console and air vent surrounds, plus a carbon-effect finish for the door panel inserts. The Recaros could do with some tilt adjustment and the forward mounted door handles lack leverage making it difficult to pull back when the large doors are swinging towards another car or a wall.DRIVINGWhat a ripper. You won't want to give this one back. The new model benefits from some exhaust tuning and enhanced engine acoustics. Suffice to say it purrs like a pussycat on the motorway, turning over a lazy 2500 revs at 110km/h. Acceleration is strong, the clutch action is heavy at first and gear changes are not always as smooth as we'd like.But it's in the twisty bits that this car really comes alive. Mid-range acceleration is phenomenal and it has an indecent amount of grip for a front wheel drive car. The four-pot 340mm Brembos allow braking deep into the corner.VERDICTAnyone considering a WRX or EVO should seriously have a long, hard look at one of these babies. It's really that good and you really won't be disappointed.

Wow, what a good looking car. Opel's new Astra Sport hatch is right up there with the best of them in terms of style. It really cuts a fine silhouette on the street, especially the one we were driving - the top of the range Astra retailing for $33,490 for the six-speed manual.Our drive car was a $40 grand plus proposition with six-speed auto, Flex-ride chassis and adaptive forward lighting all adding two grand apiece as well as another $700 for metallic paint and a grand for the 19-inch wheels over the standard 18s.We were somewhat sceptical about Opel Australia's mission to lift itself into the premium category but this car could carry it off. It offers a premium drive feel, the interior is attractive and functional and build quality is at least the equal of the competition.But at the money, it's going to struggle against the likes of Mazda3 SP25 (two grand less), Lancer VRX (four grand less) and Ford Focus Sport (nearly six grand less).This is the newest car on the block featuring a swag of goodies including lowered sports suspension and sporty steering, rear spoiler, dual zone climate control, premium audio, satnav, seat heaters, chiropractic seats, Bluetooth phone with voice control, auto dim rear view mirror, auto wipers and head lights, cruise, electric park brake and a speed limiter among its generous equipment.But there's no paddle shift and it has a space saver spare. Minor complaints in the greater scheme of things.Power comes from a turbo 1.6-litre petrol four rated at 132kW/230Nm output. It goes better in Sport mode offering quicker throttle response and a more “live” feeling from the chassis. Fuel economy is a creditable 7.3-litres/100km for the manual, a little more from the auto which does a 0-100kmh sprint in 9.0 seconds.Comfortable with a sporty edge is how we'd describe Astra's ride which also makes the car quite handy in the twisty bits. Love the seats and the large load space but rear seat legroom is a bit tight with large front seat passengers.From the driver's seat it's all positive - nothing to complain about - goes well, plenty of roll on acceleration, smooth, quiet, controlled.It's just the price that's the issue... because the competition is stove hot.

By the time Skoda inveigled its Superb here the carmaker was working hard to build up its position in the market. The VW offshoot had a toehold in our highly competitive market, but it had become in effect a one-car company with the Octavia the only model doing any business to speak of and was going nowhere fast.NEWThe Superb was the first of a range of new and updated models aimed at getting some movement at its dealerships. It was based on a stretched Octavia/Passat platform, but being no wider than the smaller models it looked a little like a stretched limo, too long for its width. At launch there was just the one body style available, a wagon was added to the range later.That first body style was unusual in that it could be described as a sedan or a hatch. The trick was its "TwinDoor" boot lid cum tailgate, which could be either at the flick of a switch. It could be a normal boot, but at the flick of a switch it could be a full tailgate like that you get with a hatch. Under the hatch was a large boot that could be expanded by folding the rear seats.There was also heaps of room up front with comfortable accommodation for five adults in a quiet, refined cabin. Three engines were offered. A 1.8-litre four opened the bidding with 118 kW and 250 Nm; that was followed by a 2.0-litre turbo-diesel that offered 125 kW and 350 Nm of frugal motoring, with the range topped by a 191 kW/250 Nm V6, which was only available in the Elegance.The diesel engine and the V6 were hooked up to a 6-speed DSG gearbox, while the 1.8-litre petrol got a 7-speed DSG unit. Final drive was through the front wheels with the four-cylinder and turbo-diesel engines, but the V6 had all-wheel drive. All models were well equipped, particularly the Elegance, which had the lot.NOWDSG: three letters that should spell caution when looking at a Superb. Road testers raved about the innovative new gearbox when VW rolled it out across its range, but they only had to live with it for a few days, a week at most. They didn't have to live with it for years as an owner has had to. We've been inundated with reports from angry owners about the DSG gearbox in their cars.Not from Skoda owners, from VW owners, and the gearboxes are the same. There's no question that the gearbox is a great thing when it's working as it should, but too often that doesn't happen, and when it plays up it becomes a nightmare. Erratic shifting, choosing the wrong gear, finding neutral at the most inappropriate moments are a couple of the issues that have been reported to us here at Carsguide.If the transmission does give trouble it can be an expensive unit to repair, and dealers usually opt for replacing the transmission instead of repairing it, and that's an even more expensive outcome.So, the bottom line for anyone contemplating buying a Skoda Superb is to thoroughly test drive it in all types of driving conditions and put the gearbox through its paces, observing for any hard changes, and shuddering on take-off of gear shifting, any reluctance to change gears, indication it has selected the wrong gear, and certainly any time it selects neutral.If you have any doubts about checking it, have it checking by an independent mechanic experienced in picking problems with autos. Another innovation was a so-called rain braking system that dried the brake rotors by bringing the pads into contact with the rotors every three kays for three seconds. A recipe for brake wear if ever there was one, so be prepared for more frequent brake replacements.As always check your potential purchase for regular servicing, go over the body checking for dodgy panel gaps, poor paint finish etc that might be a giveaway to a crash. The Superb is packed with electrics and electronics, other areas that often give trouble in today's cars, so check all systems and make sure everything is working as it should.SMITHY SAYSGenerally a sound choice, but be wary of DSG gearbox, which is a known problem area on VW products.Skoda Superb - 2009-2010Price new: $42,990 to $56,990Engine: 1.8-litre 4-cylinder petrol, 118 kW/ 250 Nm; 2.0-litre 4-  cylinder turbo-diesel, 125 kW/350 Nm; 3.6-litre V6 petrol, 191 kW/250 Nm.Transmission: 6-speed DSG, 7-speed DSG, FWD (1.8, TD), AWD (V6)Economy: 8.4 L/100 km (1.8), 6.9 L/100 km (TD), 10.2 L/100 km (V6)Body: 4-door sedanVariants: Ambition, EleganceSafety: 5-star ANCAPCOMING UPDo you own a Ford Fiesta? 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.

Honda took a sales hit in early 2012 after the 2011 Thailand and Japanese natural disasters. The Japanese car giant hopes to gain lost ground with new models like the ninth generation Honda Civic five-door hatch that landed on our shores in June.The Civic four-door sedan comes from Thailand but the five-door hatch VTi-L tested here originates from the Swindon factory in the UK. Direct rivals include the Mazda3, Holden Cruze and Toyota Corolla all driving through a front-wheel four-cylinder.The base model VTi-S hatch starts from $22,650 (manual) and $24,950 (auto) and jumps up by $5000 to $29,990 for the top spec VTi-L, which is only available in the five speed auto with paddle shifters.The VTi-L gets a reversing camera, six CD player, seven-speaker stereo, subwoofer, 12V auxiliary sockets, Bluetooth and MP3 connectivity, dual air-conditioning, rain sensors, fuel consumption and temperature displays, steering wheel controls and heated front seats.Both variants are powered by a 1.8 litre four cylinder engine with 104kW of power and 174Nm of torque. The official combined fuel consumption for the auto is 6.5L/100km with 155g/km CO2 emissions. The Civic has an eco button for fuel saving that is suitable for start stop traffic. But you’ll want to turn the eco option off on open roads to get the car going.The exterior has a flat nose and a small grille with large slanting headlights. The shark fin antennae, hidden rear door handles and 17 inch alloy wheels (the base model gets 16 inch) give the hatch a sporty look. Honda designed the interior in a “cockpit style” with bucket seats that hug the driver and front passenger. The large speedometers add a racing feel. It also comes with a leather tilt and reach adjustable steering wheel that is a bit stiff. The leather seats in the VTi-L are attractive, while the base model only receives cheap looking fabric upholstery. Although there are five seats, the design is concentrated on the driver and front passenger’s comfort.The legroom in the backseats is tight, especially for 170cm plus passengers. The boot has a capacity of 390 litres and can be increased to 1120 litres with the rear seats down.The VTi-L receives a five-star ANCAP safety rating. Safety features include front, side and curtain airbags, vehicle stability assist, electronic brake force distribution, hill start assist, daytime running lights and front and rear fog lamps.We tested the Civic in its perfect environment – down narrow city streets, around sharp urban corners and through cramped cement parking spaces. And it did the job --  and then some.The five speed auto is easy to drive, requiring little effort from the driver (which may be boring for enthusiastic drivers). However, if you’re regularly commuting in heavy city traffic, you’ll appreciate the seamless gear changes. You can also push the eco button to help reduce your fuel consumption or turn it off for a sportier drive. The front vision is excellent largely due to the thin side pillars that don’t obstruct visibility. However rear vision is lacking, as the rear window is small and the back pillars are broad - the reversing camera assists with this issue.

One decade ago, you'd sweat to make $21,840 to buy a five-door Corolla without airconditioning and just one airbag. Today, the equivalent Corolla is $19,990 with airconditoning, seven airbags, electronic stability control, a six-speaker audio, cruise control and  Bluetooth.The price has gone down, the feature - and safety - list is so good it's in prestige-car territory, and the Australian average weekly wage has jumped 32 per cent. Oh, and interest rates - as defined by the Reserve Bank's official cash rate, are now 3.25 per cent compared with 5.0 per cent a decade ago. With so much cheap money, cheap cars and bigger wages, it's no wonder car sales are so strong. What are you waiting for?VALUECheap as chips. The Corolla has always been affordable but it's getting even more desirable. The latest hatch - a sedan may come late next year - is a pearler. The top-line Levin ZR tested here has an automatic transmission ($2000), a panoramic sunroof ($1500) and metallic paint ($425) as options to its $28,490 tag.It has a heap of goodies including LED daytime running lamps, 17-inch alloys, dual-zone auto climate-control aircon, electric lumbar support for the driver, heated front seats, leather upholstery, button start, sat-nav and a reverse camera. Capped-price service and guaranteed resale value are big bonuses.That's very good value but it has very good rivals - even the outgoing Volkswagen Golf is $31,990 for an auto with similar specs - and wins because of its bulletproof durability and concrete resale value. But you don't have to reach to the top shelf for Corolla value. Look also at the Levin SX auto for $25,990.DESIGNThis is an evolution of Toyota's cautious styling strides but it has broad buyer appeal. There's some Yaris in there and a bit of Prius. Overall, the hatch looks contemporary and certainly ages rivals such as the Nissan Pulsar which hasn't even been launched yet.Good room inside for four adults (though the rear seat is hard and unsupportive), an upmarket dash with stitched leather and soft plastics, good switchgear and simple placement and a biggish boot win friends. But a narrow rear window makes for poor rear visibility (thankfully there's a rear camera in the Levin), the A-pillars are wide and the bonnet droops into the unknown. But it's still a nice bit of gear.TECHNOLOGYThe Corolla is as simple as it was 10 years ago and the biggest techno change over the previous model is the continuously-variable transmission (CVT) that succeeds a conventional four-speed automatic. CVTs can be hot or cold but Toyota has got it right. The two Levin models also get paddle shifters. The car's basic platform remains but the new bodyshell is more rigid and there's now tweaked electric steering and suspension. The 1.8-litre engine continues but has more power (up 3kW to 103kW) at an extra 400rpm at 6400rpm compared with the old model. It has the same torque (173Nm) that conversely arrives 400rpm lower at 4000rpm. Fuel economy is down with the CVT version claiming 6.6-litres/100km. The previous auto got 7.4 litres/100km.SAFETYThe new toy has seven airbags, a five-star crash rating, all the necessary electronic aids, hill-start assist and an emergency brake signal which automatically flashes the hazard warning lamps during hard braking to alert following motorists. The Levin ZR also gets a space-saver spare, auto-levelling high-intensity headlights that see around corners, and a reverse camera.DRIVINGThis is such an accommodating car that everyone will feel at home in the cabin. Same on the road. The driving experience is unthreatening and without any surprises. The engine sounds the same as in the past 10 years and the performance is also the same - a bit lacklustre but completely predictable.There's more perkiness from the engine, however, thanks to the CVT that offers a multitude of ratios, plus seven preset gears available by operating the steering wheel paddles. There's a bit of the inherent CVT elastic-band character that feels like a slipping clutch but compared to many CVT-equipped rivals, this is a good one.The claim of an extra 3kW at 6400rpm must be an in-house Toyota joke as the only owner who will visit those high revs will be either insane or has bought the wrong car. That aside, the hatch is a more confident car through the corners than ever before.It also feels more comfortable and quieter, though the noise levels deteriorate on coarse bitumen as tyre roar intrudes.  Same problem with the Mazda3. Everything about the Corolla is better than before, but only marginally, and sadly none of this comes as a huge surprise.VERDICTIt's better than before and no one's going to complain. But as an excitement machine, you may have to buy something else.Toyota Corolla Levin ZRPrice: $30,490Warranty: 3 years/100,000kmResale: 58%Service interval: 6 months/10,000kmSafety: 7 airbags, ABS, EBD, EBA, TCCrash rating: 5-starEngine: 1.8-litre 4-cyl petrol, 100kW/175NmTransmission: CVT auto; front driveThirst: 6.6L/100km; 91RON; 152g/km CO2Dimension: 4.3m (L), 1.8m (W), 1.5m (H)Weight: 1310kgSpare: Space-saver