Hatchback Reviews

Despite manufacturing more cars in a year than are sold in total here annually, Chinese manufacturer Chery has a tiny Aussie profile.That could change following the arrival of the new J3 small five door hatchback. Why? Because it's up a rung or two on other Chinese vehicles we have so far seen in this country.At $14,990 drive away the Chery J3 gets a 1.6 litre 4 cylinder engine and is available in manual only.  Standard features include a decent audio system, air conditioning, power windows, remote central locking, MP3 player and reverse sensors.Power comes from the twin cam, fuel injected, 1.6-litre petrol engine driving the front wheels through a five-speed manual transmission with appropriate gearing and a pleasing action. The engine's good for 87kW/147Nm output but it's a tad thirsty at 8.9-litres/100km partly due to the J3's 1350kg weight.Inside it's totally different to anything we have seen from the Chinese and is generously equipped with leather upholstery. There is a little too much plastic but this is softened by different textures and colours. Fit and finish is also better than most we have seen from the Chinese to date and we were pleasantly surprised at how functional it was with a decent size boot, adequate rear seat head and legroom and driving ease. It also comes with 16-inch alloys including the spare.And it's easy on the eye particularly from the rear view with a neatly curving roofline ending in a pair of feline-looking tail lights. The whole car bears some resemblance to the previous model Ford Focus hatch but only in passing.The J3 features six air bags, ABS and a basic form of stability control that should go close to scoring a five star ANCAP rating when tested. That's a relief considering what has come before from some Chinese brands.The ride is comfortable via a MacPherson strut front set-up and semi independent trailing arms at the rear. Steering is hydraulic power assisted rack and pinion with a smallish turning circle. We scored Australia's first drive of the J3 last week and can report the experience to be positive. It's much better to drive than say, a Great Wall ute or the Chery J11 small SUV.The company is fair dinkum about selling cars here and spends lots of loot on R&D as well as equipping its cars with plenty of kit as standard. The “asbestos issue'' in earlier Cherys has been dealt with... there isn't any in the new cars. The drive feel is much like most of the other small hatchbacks on the market in terms of performance and ride. It won't win any traffic light derbies but that's irrelevant to most buyers. The funky controls are also easy to identify and use.We drove the car around the ‘burbs, parked and had a coffee, drove on major urban roads and then the motorway at 110kmh. It delivers acceptable performance and is both smooth and relatively silent in operation.You keep coming back to the money which makes this particular car a real bargain among small hatchbacks, some of which cost twice as much or more. Do they go twice as well and look twice as good? Unequivocally no. Budget conscious and used car buyers should check this one out.

Sitting below the Polo in terms of size, the Volkswagen Up! is sure to earn VW an even greater market share.

A Volkswagen at $13,990 seems too good to be true. But the Up is not just another Volkswagen and, in many ways, has more in common with the original Beetle than the Golf that has set the benchmark in the small-car class for more than a decade.The baby Up - it's even smaller than Volkswagen's Polo, it's previous starter car in Australia - is intended to be starting-price motoring for anyone who wants to hit the road. The Up comes as a three-door hatch at $13,990 in Australia, or a five-door for $14,990, but the basics are the same and quite basic."One engine, one transmission, two boy choices," says Anke Koeckle, managing director of Volkswagen Group Australia. "I think this is the people's car again. The Beetle was all about making it affordable to the whole world and the Up is also focussed on mobility and affordability."VALUEThe Up is a global car and that means - just like the Big Mac - that it's the same taste but tweaked to the pockets of local buyers. So that means $13,990 for Australians, well below the Polo and right into the range of cars like the Nissan Micra and Holden Barina. It's more costly than the current bargain-basement leader, the Suzuki Alto at $11,990, but there are plenty of obvious reasons why it costs more.The standard specification for the Up is nicely meaty, with everything from remote central locking and power steering to aircon and front electric windows. But the rear windows only pop out, they don't wind, and there is no automatic gearbox.The big bonus comes on the safety front, with a five-star Euro NCAP rating that's expected to be repeated in Australia, and a radar-guided anti-collision system that's a major breakthrough at this price. By the end of the week it's also likely that Volkswagen will have welcome news for Up shoppers about the running costs of their car, too.TECHNOLOGYThe Up is straightforward and simple: 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. The big technology tweak is the City Emergency Braking system, which uses a forward radar to detect imminent collisions and car brake automatically at up to 30km/h. VW says it is a major advance and it's standard for Australia.The engine makes a meagre 55 kiloWatts of power and 95 Newton-metres of torque, but it only has to move 880 kilograms. VW says the fuel economy is 4.5 litres/100km running on 95-octane unleaded.DESIGNThe Up is a box. Nothing special at all about it. The nose has a bit of personality, with a smiley face, but otherwise it's all about jamming the biggest possible cabin into a car that's less than three metres in length.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.SAFETYThe Up has already hit the five-star standard in Europe 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 first impression of the Up is good - the doors shut with a thunk, not a Coke-can clink like most of the true tiddlers sold in Australia. The cabin is nice enough, with reasonable seats - and height adjustment for the driver - clear instruments and typically-VW controls and switches.It all works, and that's all you really need. The engine has the irregular beat of a three-cylinder but propels the Up well enough, at least for its size and price. It's no fireball, and sometimes you have to row the gears to get it up a hill, but it is what it is.The same is true for the suspension, which thumps a bit over city potholes but smooths out when you get to 80km/h. The handling is, well, what it is. The brakes are fine. The level of road and noise is fine.If this all sounds to be a bit underwhelming, it's not. But no-one shopping in the sub-$15,000 class - and often considering a better deal than a secondhand car - is expecting a Rolls-Royce or Ferrari.The Up is a good deal at a good price, although the lack of an automatic gearbox is a big negative and anyone who wants Bluetooth connectivity for their phone - with the bonus of satnav and a classy trip computer - will have to spend more for the $500 Map+More package. For what it is, and what it costs, and what its up against, the Up cannot fail. Right now, it looks like a four-star car in Australia.VERDICTThe spiritual successor to the Beetle, in everything but shape, is a good deal at the right time.Volkswagen UpPrice: from $13,990Engine: 1-litre 3-cyl petrol, 55kW/95NmTransmission: 5 speed manualThirst: 4.5L/100km (95 RON)

Everyone loves to dream about owning a BMW M3, M5 or Z4 but the truth is, not everyone has that sort of budget to play with.VALUEThe good news is you can get into a 'real' BMW in distilled form - the 116i hatch entry level car from as little as $36,900. Far from being a bog-stock, boned-out, budget model, the rear drive 116i actually delivers the requisite sporty BMW drive feel in spades and is a desirable car in its own right especially if you are single or a couple and have space constraints where you live. Or if you simply like the car - as we did.The test model had extra stuff like 18-inch alloys and some tricky lighting and luxury goodies but it didn't escalate the price that much. Standard kit includes Bluetooth phone, 6.5-inch colour screen, keyless start and LED lights. Satnav is optional at around $1800.DESIGNApart from the 1-Coupe, we never really warmed to the styling of the previous 1-Series or to this one for that matter but it's not offensive and is pretty from some (rear) angles. The five door hatch body is longish offering decent interior room and an acceptable (expandable) boot. Four adults can travel in the 116i in comfort but they wouldn't want too much luggage.TECHNOLOGYMotive power comes from a 1.6-litre twin scroll turbo, four-cylinder petrol engine good for 100kW/220Nm output. It's the same engine as in Mini Cooper S but detuned for better fuel economy and more flexibility. BMW optimises the engine with variable valve timing called Valvetronic and variable valve lift called Double Vanos. It also runs high tech injection and other tricky stuff to get the most from its 1.6-litres.The six-speed manual has a slick change mechanism but the optional eight-speed auto would be our choice for predominantly city driving especially when the auto stop/start is operating. In the manual, you have to slip it into neutral, clutch out for stop/start fuel savings.But the car itself is a real fuel miser thanks to a range of simple, effective technology such as disconnecting aircon compressor, low rolling resistance tyres, brake energy regeneration and electromechanical power steering. It's collectively called BMW EfficientDynamics and helps this particular car sip as little as 5.7-litres/100km.Three drive experience modes are available; Comfort, Sport and Eco-Pro. We tried all three and all have relevance but Sport is better if you like the car to respond a tad quicker.SAFETYSafety rates five stars with all that brings. One feature we particularly liked was the cruise control with brake function. It slows the car from a set speed if other traffic impedes directly in front.DRIVINGThe drive experience is all good thanks to sporty responses, rear wheel drive and the strong engine. It's no powerhouse but there's plenty of zip from the willing engine and it delivers maximum torque from a low 1350rpm - just off idle.VERDICTShop it every day against Audi A3, Lexus CT200 and Volvo C30. Now with free servicing too.BMW 116iPrice: from $36,900Warranty: 3 year roadsideSafety: n/aEngine: 1.6-litre 4-cyl petrol, 100kW/220NmTransmission: 6-speed manual, RWDBody: 4324mm (L), 1765mm (W), 1421mm (H)Weight: 1290kgThirst: 5.7/100km, 132g/km Co2

The Soul was created to appeal to younger motorists with the desire to personalise their ride to suit their lifestyle.NEWWhile that idea might put the frighteners up older motorists it shouldn't, because under that funky skin lies a really practical small car that makes perfect sense for the times.It's called a hatch, but looks like a wagon and has oodles of inner space for its relatively diminutive exterior dimensions. With its upright style it is easy to get in and out of the Soul, and when you're in you find it's quite roomy with good head and legroom. The squarish shape means those in the rear seat also have plenty of room as well as those in the front seats.The rear seats split and fold down, and the big square opening in the rear allows big, boxy items to be loaded with easily. While the Soul is a practical little device that should appeal across a broad spectrum of buyers it's also funky enough to appeal to the younger set, particularly things like mood lighting, and USB and iPod connectivity.Two engines were offered. One was a 1.6-litre four-cylinder petrol engine that gave the Soul decent acceleration without being breathtaking; the other was a 1.6-litre turbo-diesel that delivered good fuel economy. There was also the choice of a four-speed auto and a 5-speed manual, the auto a smooth operator, but lacking a sport-shift function. Kia offered the Soul in three variants, starting with the entry-level hatch, before moving up to the 2 and on to the 3 at the top of the range.NOWIt has to be said that the Soul is relatively new to the market and the earliest examples are yet to reach 50,000 km, so it's too early to say conclusively that there aren't any hidden issues that have yet to surface. But at the same time we can say that we receive relatively few complaints about Kia cars in general, which means the future really does look quite rosy for the Soul.A recent spin in a Soul revealed it to be well built and nicely finished, there was nothing about it that would suggest it had any hidden demons. The petrol-powered hatch drove sweetly, with enough punch to hold its own in traffic, the auto transmission was smooth and unfussed. There was no sport-shift function, but it was happy to shuffle along with the lever planted in 'D'.On the road it was quiet, the ride was comfortable, and there was plenty of room inside. For anyone thinking of buying a used SUV it would be worth adding the Soul to the shopping list as it gives you the upright stance of the SUV without all the complicated gubbins that come with the all-wheel drive system. When checking a used Soul prior to purchase check for a service record that confirms it has been properly maintained and make the usual checks for dodgy crash repairs.SMITHY SAYSNeat, roomy and economical little urban cruiser that makes perfect sense.Kia Soul 2009-2010Price new: $22,990 to $30,890Engine: 1.6-litre 4-cylinder, 91 kW/156 Nm; 1.6-litre turbo-diesel 4-cylinder, 94 kW/260 NmTransmission: 4-speed auto, 5-speed manual, FWDEconomy: 7.0 L/100 km, 5.9 L/100 km (TD)Body: 5-door hatchVariants: Soul, Soul 2, Soul 3Safety: 4-star ANCAPCOMING UPDo you own a Toyota Yaris? 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. 

Tradition goes out the window in terms of the BMW 125i five-door hatch. It looks and drives like a Beemer but if buyers can restrain themselves on the options list it doesn't cost prestige prices.And it goes harder than a Golf GTI while using less fuel. I'd pay the $5000 premium over the VW just for the look on the "hot-hatch" drivers' dials as the regular BMW takes them down.VALUEPrestige carmakers are pushing hard on the top-end of the mainstream market. The 125i starts at $45,700 for the six-speed manual. That's just $100 dearer than the comparable Audi A3 - and Mercedes is about to join the fray with the A-Class. Talk about spoiled for choice. In the case of the BMW standard equipment includes rear parking sensors, auto lights and wipers, fog lights, dual-zone air conditioning and Bluetooth connectivity. The eight-speed automatic adds $3077.TECHNOLOGYAdaptive cruise control is the headline act here. Autonomous emergency-braking systems are the next big thing in vehicle safety and the BMW will auto-brake if the driver doesn't detect the car ahead slowing down. The auto stop/start system in the manual relies on the driver flicking the shifter into neutral and the engine restarts as the clutch is depressed.The engine itself is a turbocharged 2.0-litre that uses an official 6.6 litres/100km, or 6.4 litres for the auto. In both cases it's dependent on drivers leaving the "Driving Experience Control" switch in Eco-Pro mode. Go for Sport and fuel economy rises on a p ar with the throttle response.DESIGNThe only compromise the 1 Series hatch makes to its BMW heritage is the departure with the signature ribbed tail-lights. The side view is still demonstrably Beemer - and no one is going to mistake the kidney grille, even if it does look squashed relative to the 1 Series sedan or 3 Series models.Nitpickers will notice the plastics aren't as plush as they are on the dearer BMWs but for someone new to the brand, it's still a classy seat at the prestige table. Back seat space isn't limo-like but few 1 Series buyers are going to be chauffeuring captains of industry around town. For the occasional 180cm-plus passengers, it's far from intolerable.SAFETYEuroNCAP has bestowed the top five-star rating and all models are fitted with six airbags and the expected brake-related software systems. Pedestrian safety is reasonable, though the leading edge of the bonnet was criticised but occupant protection for adults and infants rated highly.DRIVINGFront-drive cars are so capable these days that it's easy to forget why rear-drive cars are still the pick for driving enthusiasts. The 125i resets the memory to the days when letting the back step out slightly was the preferred method for setting up corners. Being able to steer the car with the wheel and throttle is a skill that's actively discouraged from being taught today, but it is remains the most entertaining way to experience a performance car.And that's what the 125i is, as shown in the 0-1 00km/h time of 6.4 seconds. That acceleration is matched by Servotronic steering that's light in the city and responsive on the open road, the brakes like mini anchors and butt-hugging seats that are as good as you'll find at this price. Road noise - from the engine and the tyres - is higher than I'd have hoped for and that's exacerbated by the fact the engine, while it hauls hard across the rev range, doesn't have the accompanying aural note of a performance vehicle.VERDICTThe BMW 125i doesn't look like a sports car, but it does go like one. The fact it'll take the weekly shopping for a young family - along with the kids - puts it up there with the Golf GTI as a car I'd be happy to park in the garage. It's hard to argue with practicality and performance at this price.BMW 125i hatchPrice: $45,700Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS with EDB, TC, ESC CRASH RATING Five starsEngine: 2.0-litre turbo four-cylinder, 160kW/310NmTransmission: 6-speed manual, 8-speed automatic, rear-wheel driveBody: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)Thirst: 6.6/100km, 154g/km Co2

Hyundai i30 Active and Mazda 3 Neo go head-to-head in this comparative review.

If you are in the market for a small car here is one not to miss. The new Hyundai i30 hatch is proof of how rapidly the company has grasped the art of making a sophisticated and zippy not-so-small car.Prices are sharp, ranging from $20,990 for the petrol manual to $32,590 for the premium diesel automatic.Standard equipment is impressive for the price. It includes seven airbags, stability control, brake assist, rear parking sensors, a 125mm colour monitor with Bluetooth, iPod, MP3 and USB connection, cruise control and trip computer, power windows, three settings for steering, but a temporary spare. All models come with a five-year unlimited kilometre warranty fully transferable to subsequent owners.Styling is eye catching with strong sculptured lines and a distinct Euro flavour, enhanced by a long wheelbase and short overhangs. Inside there is generous head, leg and shoulder room, abundant storage and a generous load area. The interior is tastefully styled and well finished with clear and easy to use controls, comfortable seats and generous head and legroom.New for this year is a 1.8-litre petrol engine replacing the previous 2.0-litre petrol and an upgraded 1.6-litre turbo diesel, both delivering more power while using less fuel especially in automatic models, where a six-speed transmission replaces the previous four-speed.On test was the six-speed petrol manual, the engine now producing 110kW -- a gain of 5kW -- although torque is down from 186Nm to 178Nm. With the help of continuously variable valve timing, fuel use drops by almost 10 per cent to 6.5L/100km in the manual on the combined cycle and on test averaged 7.2l/100km.The flexibility and smoothness of the engine and the quick and slick gearbox has to be one of the silkiest around. As expected the engine does best with a few revs on board; there is not much pull below 2500rpm, but with a broad spread of ratios and linear power delivery, it gets off the line smartly, has plenty of punch mid-range and settles down to cruise quietly pulling a leisurely (for a small petrol engine) 2250rpm at 100km.So quiet is the engine at idle, due in part to the hydraulic engine mounts, you need to blip the accelerator to make sure it is still alive. The suspension is up with the best in class delivering a firm yet compliant ride, confident and sporty handling and well weighted and accurate steering.The savvy second-generation i30 hatch is styled in Germany, built in Korea and tuned for Australian roads and the combination delivers on all fronts in both petrol and diesel.

French police specifications have turned Renault's best into a record-breaker. They shopped local when they chose to upgrade recently. In Europe, with more corners, autobahns and Italian drivers, the police are in an arms race. They won't catch a Porsche unless they're packing heat themselves.So some lucky rozzers get to sample serious metal. German cops do get Porsches. Exotic brands such as Lamborghini and Ferrari loan out their supercars, with British and Italian plod both beneficiaries in the past.Renault has form here, going back to its Alpine A110 rally star of the 1960s and beyond. The requirements for the gendarmerie rapid response vehicle were specific: 265hp (195kW if you drive in metric), the same as the Subaru WRXs it already runs. Nothing from Renault qualified, although it did have something close.VALUEIt’s priced from $42,640 for the Cup and climbs up to $51,640 for the Trophy+ plus on-road costs. The upgraded RS does include a set of driving data screens, including a g-meter, and five different throttle response settings, with track work in mind.The top-spec car's kit levels are generous, but there's also an enticing special edition called 8.08 after the car's Nurburgring time which looks like the pick of the bunch. Australia's appetite for the RS250 is second only to France and Germany's, with 262 sold so far this year. And of course French orders are swelled not just by national pride but the demands of the gendarmerie, which has 80 and ordered 20 more. What chance of seeing a couple in our own highway patrols?DESIGNThe cabin has a more premium feel, with a soft carbon weave lookalike fabric in the doors and shiny black plastic around the centre console. The radio controls have been improved but the buttons are still too tiny. While I'm picking nits, the gearshift action isn't my favourite and the clutch take-up is a bit high. It's partly a case of finding the correct seating position, which can be a little elusive.TECHNOLOGYIts Megane RS250 has 250 horses under the bonnet and a reputation as the best-handling hatchback you can buy. All it needed was more power. The answer: turn up the spin cycle on the twin-scroll turbocharger pumping air into the car's 2.0-litre four-cylinder. The extra horsepower meets the gendarmerie's specifications and gives the RS265, as it's now known, even more of an edge. Torque increases as well, by 20Nm, with 80 per cent of that available from 1900rpm.The result is a marginal but worthwhile improvement in acceleration to 100km/h by one-tenth to 6.0 seconds. Top speed on the RS265 rises 5km/h to 255km/h while fuel consumption drops a little to 8.2 litres per 100km. Which is helpful when it’s slurping 98 RON. Like the previous version, it comes only with a six-speed manual.Full power is accessed via a Dynamic Management system, which delivers the extra oomph when the sport button is pressed. This also lowers the intervention threshold for electronic stability control, which can be turned off completely for track days.As before, power goes only to the front wheels and Renault tackles the problems of using them for traction and direction with a limited slip differential that proportions torque to the wheels in response to their grip levels. It's mechanical, so there's no loss of power. Renault's sophisticated front suspension set-up also separates the steering and dampers, reducing torque steer -- tugging at the wheel under hard acceleration. DRIVINGTo test the RS265, Renault went to the home of rear-wheel-drive performance cars that cost two or three times as much: the Nurburgring track in Germany. It came away with more than an impressive lap time for the twisty 21km. It set a record for a front-wheel-drive car of 8 minutes and 8 seconds. On the drive program in Queensland, a challenging road reminded me why I liked the previous model so much. Few cars could stay with the RS265 around corners. It eats them up with relish and then licks its lips. The 18-inch wheels on the entry model will protest a bit but their grip levels are exemplary and to make this car understeer on a public road you'd need to go bonkers. You can upgrade to even stickier 19-inchers with only a slight degradation in the ride quality. The ride quality feels sophisticated on either set of alloys and the car's overall composure is superb. Nothing rattles it -- challenging surfaces, rapid changes of direction and road camber, or all at once.It just confidently holds its line and the steering, although electric, is precise and absorbs problems that would shake other cars off course or shudder their steering wheels. This electric steering is among the best I've sampled and torque steer is so negligible as to be effectively absent. It didn't lack power as the RS250, but you'll want all 265 horses to make the most of its dynamic ability. There's a decent spread of turbocharged oomph, forceful from low-revs and linear to the limiter. The turbo spools up smoothly, too, so power doesn't drop off a cliff and it's more flexible uphill in high gears than I expected.Issues are niggles, not deal-breakers: it would be more potent with scope to rev the engine a little higher and although the exhaust has been tweaked, the sound could be more exciting. It's at its best revving up and down through tight twisties, when you get a bit of over-run. Find it, and everything's sweet. On a racetrack, the brakes would probably be the limiting factor.VERDICT The RS265 deserves to be every bit as popular as the model it’s replacing.Renault Megane RS265Price: from $42,640
Warranty: 3 years/unlimited km
Service interval: 12 months/10,000km
Safety rating: not tested
Spare: space saver
Engine: 2.0-litre turbocharged 4cylinder; 195kW/360Nm.
Transmission: 6-speed manual, front-wheel drive
Body: 2-door coupe
Weight: 1374kg
Thirst: 8.2L/100km, 190g/km CO2

We are going out on a limb here by saying the new Hyundai i30 CRDi (diesel) is barking at the heels of VW's Golf diesel to drive and is better in some respects.Oh, and it costs a few thousand less as well as enjoying low-cost, fixed price servicing and a swag of other customer tempters such as three years satnav map updates, five years unlimited kilometre warranty, seven years roadside assist and a $1000 Myer gift card. Hyundai has yet to cross the bridge into zero per cent finance but it will most likely happen.The German designed i30 diesel Premium auto we drove sells for $32,590 and includes a raft of goodies like the panoramic glass sunroof, leather, multi media connection box, Bluetooth phone and audio streaming, SUNA traffic warning satnav, heated seats, electrochromatic rear view mirror, xenon low beam, electric park brake, dual zone climate control and plenty more.Power comes from a twin cam 1.6-litre turbo diesel good for 94kW/260Nm from 1900rpm. The Hyundai's powertrain is aided by that super smooth, compact and slick shifting six-speed auto made by Hyundai itself. And it's relatively easy to clock 4.7-litres/100km.It's the second generation i30 and as such benefits from refinements learned on the original -- itself a pretty good thing. It rolls on a set of gorgeous 17-inch alloys with chrome highlights and has a full size alloy spare under the load space floor.We like the look of the i30 from all angles - different, modern and quite funky. The shape also lends itself to a high level of comfort inside though rear seat legroom, which can be an issue with large front passengers. There are plenty of storage hidey holes and the lighting system on a car in this category is striking with LED running lights, the xenons, puddle lights under the mirrors and lights everywhere.Safety is rated at five stars with seven airbags to protect occupants and stability control as well as a range of other primary and secondary safety systems.The fact that Hyundai Australianises its car’s dynamics makes a world of difference to the drive feel and the four pot diesel, though giving away 400cc (1.6 vs 2.0) is almost the Golf's equal. There’s an ‘eco’ mode you can select to optimise fuel economy but it feels like someone has put a tennis ball under the accelerator - with the desired effect.It doesn't like much but in practice, the i30 diesel is quite a sporty five door hatch in performance and handling terms thanks in part to the European Sachs dampers. Of course, there are limitations but off the mark and roll-on acceleration is strong and the engine makes minimal noise on the move - or when stopped for that matter.This is an impressive car pitched right in the middle of a cluster of really good small diesel hatchbacks.