Hatchback Reviews

French carmakers have long had an on-again, off-again relationship with this country, which has made buying one a test of faith in the brand.NEWFollowing victories in rallies such as the Round Australian trials dating back to the 1950s Peugeot has been held in high regard, but periods of absence or little activity have pushed them to the back of the market to the point they often get overlooked when buyers go shopping. For that reason the 307 was pushing uphill in a very competitive market segment when it arrived on the scene in 2001.At its launch it was only available as a five-door hatch, but a wagon was added to the range a year later. The 307 followed the styling trend of the day. It was rather upright and had a long sloping bonnet that merged with a steeply raked windscreen. Inside, it was quite roomy with the driver and front seat passenger enjoying a comfortable ride in well-shaped and supportive seats.Rear passengers weren't afforded quite the same comfort with legroom a little restricted, forcing those in the front seats to compromise by sliding their seats forward a little to accommodate them. Luggage capacity was reasonable, with the 60/40 split-fold rear seat adding to its load-carrying flexibility.There were three engines on offer at the launch of the 306, a base 1.6-litre four-cylinder that left you feeling a little flat, a 2.0-litre four that pepped you up, and a 2.0-litre turbo-diesel that left you feeling good at the end of the week. A choice of five-speed manual and four-speed automatic transmissions was available, one of the autos had sports shifting, and the final drive was via the front wheels.If French cars struggle to match their Japanese rivals in value-for-money terms they appeal when it comes to their on-road manners and the 307 was no different. With a nicely balanced chassis it handled well, steered nicely, and rode comfortably to boot. It was a treat to drive.NOWFeedback from 307 owners varies from super critical to heaps of praise. Some love the comfort and general driving experience they have had, others report nightmares of unreliability and expense.  From what we've heard the fit and finish of the cabin is variable and bits and pieces of trim fall off with regularity. It also seems that the 307 is plagued by electrical gremlins.Mechanically it appears quite robust, although we had one report of a blown head gasket at around 150,000 km. With most showing around 150,000 km on the odometer it's necessary to thoroughly check any car before laying out your cash. Check all systems to make sure they are working; you don't want to get home and find the air-conditioning is on the blink.You should also go on a reasonably long road test taking in as many road conditions as possible, listening for any suspension knocks or clunks, rattles or pinging from the engine, whining and the like from the transmission and drivelines. Along the way head to a car park or open area where you can drive the car slowly in a tight turning circle in both directions while listening for any noises or shuddering that might suggest worn drive shafts.Also make sure your potential purchase has been regularly serviced with regular oil changes. It's also worth finding a Peugeot mechanic to service your car, many owners complain about the cost of Peugeot dealer servicing and the price of parts.SMITHY SAYSCan be rewarding to drive, but can also be a nightmare if you choose the wrong car.Peugeot 307 2001-2005Price new: $28,190 to $33,690Engine: 1.6-litre 4-cylinder, 80 kW/147 Nm; 2.0-litre 4-cylinder, 100 kw/190 Nm; 2.0-litre turbo-diesel, 66 kW/205 NmTransmission: 4-speed auto, 5-speed manualEconomy: 6.4 L/100 km (1.6), 7.9 L/100 km (2.0); 5.4 L/100 km (2.0 TD) Body: 5-door hatch, 4-door wagonVariants: 1.6, 2.0, 2.0 HDi, XS HDi, XSE, XSiSafety: 4-star ANCAP

Turning up to the party in old clothes rarely makes a good first impression but the Opel Corsa has no choice. The brand has arrived in Australia and has to launch with the cars already on sale in Europe.The Corsa is a car that first rolled off the production line in 2006 and despite a nose job and suspension update in late 2010, the interior is right down there with the Nissan Almera. Except it's $2000 more. And that does few favours to the pretender to VW's throne as an aspirational mainstream brand.VALUEThe Corsa starts at $18,990 with a five-speed manual mated to a 1.4-litre four-cylinder engine. The four-speed auto adds $2000 and a tech pack, that adds adaptive and automatic halogen headlamps, rear park sensors, a self-dimming rearview mirror and rain-sensing wipers is another $1250.Standard gear includes cruise control, keyless entry and 16-inch alloys, along with Bluetooth connectivity. USB/iPod inputs have also been added to model year 2013 cars, in another sign the Corsa is playing catch-up with the VW Polo 77TSI and Ford Fiesta LX, both of which kick off at the same $18,990 price and come with more modern interiors. Opel does include fixed fee scheduled servicing ($249 a hit) for the first three years or 45,000km, though.TECHNOLOGYWhen you're trying to kick goals in the light car class, age does weary you. The Corsa's chassis is solid enough and the "FlexFloor" boot is a smart piece of kit but that's about it for the baby Opel. The Bluetooth system doesn't stream audio and the infotainment display, while it has plenty of features, is presented in an orange monochrome that certainly won't be highlighted by the sales staff.DESIGNThe exterior is conservative, especially when parked alongside newer vehicles. The lines are simple but effective - functionality is at the fore in what is a smartly packaged light hatch. Rear seat leg and headroom is good enough for occasional adult use and more than up to the task of transporting young teens. There aren't enough storage spaces in the interior compared to its more modern rivals ... but there's a new Corsa on the way in 2014, at which point it should jump back to near the top of the heap.SAFETYEuroNCAP gave the Corsa a five-star rating for adult protection when it was tested in 2006, though it hasn't been crashed locally. European engineering ensures the basic structure is well designed and put together. The brakes - front discs and rear drums - are competent and linked to the ABS software with traction and stability control. Six airbags soften the blow if things go wrong.DRIVINGAs basic transport the Corsa doesn't disappoint... but it doesn't excite, either. Sprinting from rest to 100km/h takes a lethargic 13.9 seconds in the manual, reflecting the lack of torque from the 1.4-litre engine. Carsguide can't see the $2000-dearer four-speed auto version doing any better. The electric steering is direct, though it favours lightness over feedback.And that doesn't inspire confidence to push through corners, despite the chassis and suspension keeping the car tidy even on roughed-up roads. The false-floor hatch set-up is a smart addition, but it isn't going to put bums in seats. In short, you'd really have to want the Opel badge to consider the Corsa. It's not Opel Australia's fault - they had to launch with the products in the range, but I'd be holding off for the new car which will be much more representative of the brand.VERDICT A solid car that was up there with the class leaders when it launched. Times have changed and others - the Polo, Fiesta and Mazda2 - reflect the advances in technology and represent better value.Opel Corsa EnjoyPrice: $18,990Warranty: Three years/100,000kmResale: N/AService Intervals: 12 months/15,000kmEngine: 1.4-litre four cylinder, 74kW/130NmTransmission: Five-speed manual, four-speed autoSafety: Six airbags, ABS, ESC, TCCrash rating: Five starsBody: 4m (L), 1.94m (W), 1.48m (H)Weight: 1092kg (manual) 1077kg (auto)Thirst: 5.8L/100km, 136g/km CO2Spare: Space-saver

Wouldn't it be excellent never to enter a service station again to buy fuel? To never pay the extortionate government taxes and oil company gouge at the bowser. If you could cut emissions to near zero, well, that would be icing on the cake.It sounds like a pipe dream but is now entirely achievable if you have a lazy 60,000 bucks to spend on Holden's new Volt extended range electric vehicle.Is it worth the dosh? Depends on your thinking. An "early adopter" or anyone with a green tinge is a potential buyer. More pragmatic types will say it's better spending that sort of coin on something like the super frugal diesel-powered BMW 318d.But the point about Volt is that it ushers in totally new technology in a quest to cut fuel use and reduce emissions. It is part of our driving future, here, now.Fully electric cars are practically useless because of extremely limited range and something like a Prius is just a petrol powered car with an electric helper engine. Volt is something else altogether.The US-made, four seat, five-door hatch drives solely on its electric engine(s). Yes there are two of them mounted concentrically, one inside the other, to one side of the engine bay. For the first 50-90km (depending on how you drive), Volt is on pure electricity from its lithium ion battery pack mounted under the rear passenger compartment floor. After that, the 1.4-litre Holden Cruze petrol engine generates electricity to pump into the battery and then into the electric motor(s) to drive the car. The second, smaller electric motor is engaged at higher speeds to take the load off the larger unit and to alter gearing through a simple gear set for more efficient operation. There are no gears to change and the petrol engine is not connected directly to Volt's drive system.The generator engine will not re-charge the battery once it's depleted. That has to be done by plugging Volt into a (domestic) or dedicated "charge point" electric power outlet. At home, Volt will take about six hours to fully recharge, possibly less and it can be set to only recharge during off peak times. There's a small petrol tank at the rear of the car to feed the 1.4-litre generator engine. Got all that?What you need to know is it all works seamlessly offering similar performance to a 2.0-litre petrol four cylinder car with Lexus like silence and smoothness - or better. If you live within say 30km of work or drive less than say 60km a day, recharge, and you won't need petrol. Drive further and you will - eventually.An unofficial competition among US Volt owners to see who can go without petrol for the longest time is attracting attention with some owners clicking over a petrol free year. But if you don't use the petrol in the tank or if the engine doesn't start once a month, Volt starts the engine itself in maintenance mode.It needs to run occasionally. The drive experience is one of a luxury medium size sedan. It has a sporty feel, plenty of acceleration and thanks to the low centre of gravity, excellent cornering characteristics.Volt is “fully loaded” with luxury kit that includes a centre stack with numerous iPod style controls. The audio is Bose, there's cruise control, full connectivity but no audio streaming. The interior is funky/modern with two-tone leather and looks nothing like any other car currently available. Just like the outside - an elegant looker, distinctive and functional with a five star crash rating.

They don't follow through with this philosophy as much with their cars but in the new Swift Sport you can see the link.It spins out to 7500rpm for starters, has a close ratio short shift manual gearbox and now, features more weight saving technology such as the "hollow" lightweight alloy wheels.As it stands, the new Swift Sport, at 1060kg is quite svelte compared to five door competitors. And it shows in the drive feel and agile handling delivered by this cheeky looking customer.PRICE AND EQUIPMENTAt $23,990, Suzuki Swift Sport is a fair old hike up on the $15,990 get-go for garden variety Swift GA but the cars are like chalk and cheese.It has a range of "go-fast" bits attached to the body - front, side and rear skirts, rear spoiler and diffuser with integrated dual wide-spaced exhaust tips, striking multi-spoke 17-inch alloys and big, bixenon headlights but no LED daytime running lights.There are seats for four and small but functional (expandable) boot space. Inside is totally in keeping with the car's intent. It looks modern, funky and functional even if there are minimal soft touch surfaces. The instruments are conventional as is the switchgear. But the sporty seats look the business and it has a sweet shifting close ratio six speed transmission along with metal faces pedals.It gets Bluetooth phone and audio streaming, keyless entry and button start along with a chunky multi-function wheel. Suzuki has done enough inside to impart the right sporty flavour to the Sport. Safety is five star thanks in part to seven air bags and stability control.ENGINEThe Swift Sport is something of a performance car with 100kW/160Nm from its 1.6-litre, four-cylinder, petrol engine, a revised version of the previous unit. It doesn't score direct injection but does have variable valve timing and variable intake systems to boost efficiency. We saw the claimed 6.1-litres/100km but the Suzuki Swift Sport prefers premium fuel.It would be great to have a turbo 132kW donk but realistically, Swift Sport doesn't need it. There is always the insurance issue to bear in mind with a turbo car and besides, you can drive the wheels off the little Zook and have nearly as much fun at lower (legal) speeds.THE DRIVEThis is limited a tad by skinny tyres that lose grip too early in the fast cornering process making Sport skittish especially if the road is a bit rough. But most other dynamic aspects of the car are good with quick(ish) electric steering, strong brakes, relatively flat ride and a solid chassis featuring judicious use of high strength steel. On our favourite drive road we were looking for more from the Zook but after a reality check realised the thing was actually going at a cracking pace.VERDICTHard to beat for the money. Great little city car, impressive out on the highway too. Cheeky but cute appeal in spades.Suzuki Swift Sport Price: from $23,990Warranty: 3 years/100,000kmResale: 58 per centService interval: 15,000km/12 monthsSafety rating: five starSpare: aerosol repair kitEngine: 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 

The competition for mid-sized sales has become fiercely contested in recent times as sales of the traditional big cars have plunged and buyers have turned elsewhere to spend their dollars. Some have turned to SUVs, others have downsized to mid-sized models where they have been spoiled for choice.NEWThe mid-sized market has split in two, with cars like the Cruze, Mondeo, Mazda6 and others forming an affordable group, while others like the Passat, Peugeot 407 and Renault Laguna coming together in a separate prestige grouping for those with more cash to splash. The Laguna was Renault's main strike weapon when it re-entered the Australian market in 2001, but failed to get much attention and sales slumbered.Step forward to 2008 and the company had a another crack at making a mark on the market, and a new Laguna was again flying the tricolor. This time it was position as the company's flagship and was equipped as such. That also meant it carried a hefty price tag. There were two body styles offered, a hatch and a wagon, and three models in the Expression, Privilege and Dynamique. The new model was longer, wider and taller than the earlier model, but a smidgeon lighter.Two engines were offered, one a 2.0-litre turbocharged four-cylinder that delivered decent performance while slurping premium unleaded, the other was a 2.0-litre four-cylinder turbo-diesel that was the best driver of the two thanks to its enormous reserves of torque in the range that's best suited to everyday driving. Renault also offered two transmissions, a six-speed auto was the primary 'box across the range and was a smooth operator with seamless shifts and easy drivability, and there was a six-speed manual available in some models.Out on the road the Laguna's ride was comfortable, much as you would expect a French car to be, while the handling was surprisingly agile and reassuring, with a high level of grip. Inside the cabin the Laguna was a little plain, but spacious and well appointed.NOWRenault build quality has always been questionable and the Laguna is no different. It can be variable, so check possible purchases thoroughly before deciding to buy. We receive few complaints here at Carsguide to suggest there are any issues worth noting with the car,but that could simply be a result of the low sales.It's also worth checking where you could have the car serviced, as the dealer network isn't as large as some other brands and that could mean a longish trip to have an oil change and lube job. There are specialist mechanics around who not only know the Renault brand, but also take pride in working on the cars, and that often means you'll get a better job from a more conscientious worker.Look for oil leaks around the engine, check for coolant leaks as well, and make sure your chosen car has been regularly serviced. There have been reports of poor AM radio reception, even in major cities, and that suggests Renault Australia hasn't done its homework.SMITHY SAYSComfortable transport with refined road manners, with a few small issues. No bargain. One for the diehards.Renault Laguna 2008-2010Price new: $42,990 to $49,990Engine: 2.0-litre turbocharged 4-cylinder, 125 kW/270 Nm; 2.0-litre turbo-diesel 4-cylinder, 110kW/340 NmTransmission: 6-speed auto, 6-speed manual, FWDEconomy: 8.9 L/100 km (petrol), 6.0 L/100 km (TD)Body: 5-door hatch, 4-door wagonVariants: Expression, Privilege, DynamiqueSafety: 5-star ANCAPCOMING UPDo you own a Ford Fiesta? If so tell us what you think of itby sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.  

There are several sci-fi directions you could go when talking about the styling of the UK-sourced Honda Civic.Rather than get into some frivolous debate with chatroom dwellers around the globe, we'll just say this head turner from Honda is not short on looks.Keeping the aesthetic theme of the outgoing car but slicing the price could do wonders for the appeal in this price-conscious end of the market; we're in the Vti-L five-speed automatic hatch.The new UK-sourced hatch has a sharper price tag to the tune of $4000 over the outgoing model but its features list has not been culled to suit.The Civic Vti-L has automatic (halogen, not xenon) headlights, rain-sensing wipers, mirrors that are heated, power-adjustable and folding, front fog lights, LED tail lights and daytime running lights, a rear wiper for the expansive rear glass area, dual-zone climate control with rear vents, cruise control with speed limiter and three 12v outlets (two in-cabin, one in the boot) alloy pedals.And a height-adjustable driver's seat height, heated front seats, a trip computer, insulated windows, leather trim, a leather-wrapped steering wheel, splitfold rear seat, 17in alloys (although there's only a temporary spare) and a USB/AUX equipped seven-speaker premium sound system with Bluetooth phone and sound system link, but no satnav.The Civic gets a i-VTEC variable valve 1.8-litre engine, offering a meagre 104kW and 174Nm from 95RON fuel. The long-serving i-VTEC system picks between two cam profiles according to what demands are being placed on the engine to give it a bit more flexibility but the powerplant is definitely aiming for frugal fuel use - it claims a 10 per cent improvement over the outgoing car.The five-speed automatic gearbox is smooth and has a Sport mode and paddleshifts (it will hold a gear too) but you'd have thought six-speeds might have been forthcoming in a 2012 car. The driver can play with the economy mode of the car's throttle and climate control system - which also has blue (thirsty) to green (economical) dash lighting to encourage more frugal driving.Unlike some of the current Honda range, you can't call the new UK-built hatch boring, conservative or plain. Lower and wider than the outgoing model, the nose is aggressive and its flanks have some curvy lines to catch the light, but the rump is a little unwieldy. The high back probably works for the aerodynamic engineers and the rear visibility is improved by the extra window, but it's not as pretty a beasty from the rear. Most drivers (except perhaps the shorter pilot) will get plenty of forward vision through the large windscreen but rear-three quarter isn't as good - sensors teamed to the camera would make life a little less daunting in a close-quarter car park situation. The cargo space - which includes the area inhabited by the rear seats - is flexible and spacious.The Civic makes plenty of its solid construction and safety rank - it gets five stars from NCAP - and has dual front, front-side and full-length curtain airbags, stability and traction control, anti-lock brakes with brake assist and a tyre pressure deflation warning system.Apologies for borrowing from a weight loss company, but this car is light and easy to drive. But any expectation of spirited performance is unlikely to be met as its no firebrand masquerading as a shopping trolley. That's not really a criticism - for metro running and kid-carting, the Civic is a useful conveyance. The seating is comfortable and flexible, there's enough cabin space and storage for occupants to get comfy and stow their gear. The good-quality sound system's sub-woofer eats 10 litres of space from the boot, leaving 390 litres, but clever rear seats make the rear load space very flexible.The dash and instruments are mostly easy to use, although some prefer dials to digital readouts; shorter drivers may have trouble getting a good position to see all instruments and over bonnet at the same time given the steering wheel's location and the dashboard configuration.Night running revealed plenty of reflection from the instrument and infotainment display, perhaps a deeper cowling might fix that. The dashboard looks like it could display a satnav image but it's nowhere to be seen - unlike much of its competition. Steering assistance has rendered the helm beyond light and not over-run with road-feel - it isn't going to usurp the Honda sports cars of olde for feedback.Ride is firmer than expected - it did transmit small sharp bumps more than expected but general compliance on the larger ruts and bumps was acceptable. Some of the systems seem overly complex - the Bluetooth menu system is fiddly to set up - and despite being built in a right-hand drive market, the hatch has Euro traits like the handbrake and indicator set up for left-hand drive.

Yawn. The 86 wins. There is no way to delay, or tease, or try and hide the outcome of a comparison test that provides the predictable verdict for anyone shopping for fun in 2012. When we put together a comparison crew of the newest and most-desirable affordable sporty cars in Australia today, we always knew the Toyota 86 would be tough to toss.But the Volkswagen Golf GTI is almost a classic, the Mazda MX-5 is a classic, and the latest Veloster Turbo is more proof that Hyundai is building cars that are much more than just A-to-B transport modules. So we were looking forward to a close contest, even if the Toyota 86 is the odds-on favourite for every Car of the Year award in the world for 2012.In the end, the only realistic challenger to the 86 is the Subaru BRZ. We didn't have one along because it's virtually identical - some say the Subaru is the original - to the 86er. But Toyota is making  the most noise, even though the BRZ is the car I'd choose for its nicer styling, slightly softer suspension, and the full-sized spare that Toyota is about to remove from the tail of the 86.VALUEIt's crazy that the smallest and oldest of the comparo crew - the MX-5 - is also the most expensive. Not just that, but at $49,805 it also doesn't come with a lot of the hi-tech stuff - such as Bluetooth - that even bargain-basement buyers expect today. Still, it does have a thumping Bose sound system, wonderfully supportive Recaro seats and good looking BBS alloys.The MX-5 also benefits from historically high resale value as a modern in-demand classic. The Veloster SR Turbo is cheapest at $31,990 yet still has a seven-inch touch screen with satnav, panoramic sunroof, leather-leatherette seat trim, rear parking camera and Bluetooth with streaming. The turbo engine cuts service intervals to six-months/7500km, but the new capped-price service plan means the total cost over three years to service the car is $1164. It also has Hyundai's five-year warranty, but that's offset by the lowest resale value.The Toyota 86 test car is the fully-loaded GTS, with bigger brakes and wheels, satnav, auto aircon, LED running lamps and more. It also has a capped-price service plan and Toyota expects a very strong resale value. We considered the costlier Volkswagen Sirocco coupe for the comparison, but the price check went in favour of the three-door GTI pocket rocket even though it's still over $40,000. It comes with dual-zone air, Bluetooth and rain-sensing wipers, but is missing some features that are standard in the Toyota and Hyundai.TECHNOLOGYAll four cars have four-cylinder engines, although they range from the Subaru boxer in the 86 to the turbos in the VW and Hyundai. Power is important for enjoyable driving and the twin turbos are naturally on top, with the GTI taking the prize with 5 kiloWatts more than the Veloster, although the Korean is lightest on fuel at 6.8litres/100km. While the 86er's engine is notoriously thirsty with 7.8L/100km, and takes premium unleaded, the MX-5 actually tails on efficiency at 8.1litres. The Volkswagen has a double-clutch automatic and the rest are driver-first six-speed manuals, while each has all-wheel disc brakes and sports suspension settings.DESIGNThe 86 has classic sports car proportions, just like the droptop MX-5 that's become a classic. But the Toyota has a modern cabin and reasonable space inside, where the Mazda is cramped and old-fashioned. There's nothing old-school about the Veloster, from its gaping mouth to a body with two hatchback doors on one side and a single coupe door on the other.There's nothing special about the GTI, but it has the right 'hot hatch' triggers despite a cabin that's now showing its age with the all-new Golf just a month away from a Carsguide preview drive in Europe.SAFETYThe age of the MX-5 is reflected in a four-star ANCAP safety rating, against the maximum five stars for its rivals. The Veloster comes with six airbags while the Toyota and GTI add a knee airbag, but the Hyundai is the only one with a standard review-view camera in a field where rear vision is often crimped in favour of fashion.The 86er still has a spare but it goes from September, when a puncture-repair kit clears some extra boot space, while the MX-5 also has a repair kit for space reasons and the Veloster and GTI have temporary spares.DRIVINGDriven on their own, each one of these cars is fun. Well, until you try and cram the weekly groceries into the MX-5 or 86. The droptop Mazda is sharp and responsive, even if the engine is a bit dowdy by today's standards, but the biggest failing is the lack of cabin space. It's a small car that really feels small, especially with the folding roof in place.It really shows its age when we head for pictures at Lakeside raceway outside Brisbane, as the MX-5 - despite brilliant steering and a taut chassis - is actually pretty slow. The Veloster is the most practical in the pack, from its extra-door access to a drivetrain that's quick enough but not overly demanding. It gets along briskly, is quiet on a cruise, and has lots of nice stuff in the cabin. The big glass window in the tail cuts vision and makes the back seat too hot for youngsters, but it's still the sort of car that most fashion-conscious buyers will enjoy. The Korean car is good enough, but the Volkswagen is truly good with a brilliant engine, a responsive DSG gearbox - despite Carsguide complaints about reliability and longevity - and a taut chassis that feels right in all conditions. It's also easy to park, easy to handle, and is only let down by a cabin that's feeling - like the Tiguan driven recently - old and dowdy.It's hard to fault the 86er, which is a landmark sports car from a company that's doing all it can to put personality into its cars. Every drive is fun in the 86, even if it's just a mundane run to the shops, thanks to a car that you wear as much as drive.Ok, the engine is a bit flat and the boot is not huge and I think the dash looks below-par for Toyota quality, but all the ordinary stuff drops away when you hit a twisty road and uncork the car's performance.VERDICTIn this field, and despite so many previous successes, the MX-5 is last. It might be the world's all-time favourite sports car, a sweet drive and a taut package, but it's an old car that costs too much. Even its party trick - that fold-down roof - is not enough to lift it off the bottom.The Veloster is third, despite its practicality and the 'look at me' bodywork. It's competent and great value, nicely youthful inside and well equipped, but not a winner. The Hyundai drives nicely enough, but when you jump into the Golf you realise the Korean maker still has some way to go. It just feels cheaper and less together. The GTI is a Veloster done right, from the driver's seat, with a truly taut chassis, great performance and German quality on the assembly front. The difference between the Hyundai and Volkswagen is rammed home at Lakeside, where the GTI is actually quickest of the crew - thanks to more punch than the 86er - and the Veloster always seems to be nice but not right. So we come to the 86, which wins because it's a sports car for the 21st century.It looks great, is practical and reasonably efficient, and is so much fun to drive. It could do with more punch, and some of the cabin stuff looks and feels cheap, but it's a landmark car at a great price. The only question that remains is how the 86 would have done against a BRZ.For me, and I've driven and lived with both, the Subaru would take a narrow points decision. But, as it stands, the 86 is a knockout winner.

Range anxiety isn’t an issue with Holden’s electric-powered Volt. The $59,990 price is, which is why Holden is saying the range-extending hybrid will initially appeal to early adopters.The four-seat car combines a battery with a theoretical 87km range - in reality it’s somewhere between 50-70km - along with a 1.4-litre four-cylinder engine that generates power for the electric motor, rather than drive the front wheels directly. Fitting the 200kg battery pack has cost the centre rear seat on the Cruze-based platform but other than that it drives - and goes - just like Holden’s most popular car.The high entry price is one of the handicaps electric vehicles and hybrids are still trying to overcome. New technology isn’t cheap, be it an LED TV or the latest iPhone. Early adopters tend not to care … average families will wait for the price to drop and the tech to prove itself before climbing on board.In the case of the Volt, an average daily commute of 50km will translate into roughly $1100 in annual fuel savings. The Volt can be charged at home using a regular 6/10amp power supply, in which case the charging times are around 10/six hours. Opt for a fast-charge point from Better Place and that time falls to four hours.Beyond the concept, the battery pack is the smart component of the Volt. GM-developed software monitors the 288 lithium-ion modules that make up the pack - which is fitted in a T-shape between the front seats and across the rear pews - and regulates the charge to minimise hot-spots that compromise battery longevity.The same system heats/cools the battery to keep it at the optimum operating temperature. The 1.4-litre petrol “generator” that powers the electric motor once the battery charge is depleted is a detuned version of the 1.4-litre engine fitted to the Cruze. A smaller capacity engine would have done the job just as well, but for GM it was an off-the-shelf solution that cut costs - and therefore the final price. Cruise control, Bluetooth connectivity, satnav, lane departure warning and a collision alert system are standard.The collision alert isn’t adaptive cruise control, though. Instead it sounds a warning if the Volt is approaching another vehicle too quickly.The Volt is the best-looking hybrid on the road, if you exclude the more exotic Telsa machinery. Optimising drag means the five-door hatch has a rubber front spoiler that will scrape every time its driven over a speed hump or an angled drive. The sound is disconcerting but the fact it tucks up under the car means there’s no visual damage. Inside a white centre stack houses all of the switchgear.It looks futuristic and functional, though some of the displays on the seven-inch touch screen are eco-trendy rather than geniuinely informative: I don’t need to know how efficient the aircon is; I just want it to work. The seats and steering wheel stalks are straight out of the Cruze. Rear visibility is limited by the thick C-pillars, but a reversing camera offsets that.The Volt has earned a five-star ANCAP safety rating, with an overall score of 34.56 out of 37. The safety body notes that “Protection from serious leg injury was marginal for the driver”. There are eight airbags as standard along with the usual software systems. Just as importantly, Holden is educating the emergency services about what and where to cut in the event the Volt is damaged during a crash.Despite the weight - the Volt is heavier than a Commodore - it goes and rides reasonably well. Acceleration is a flat nine seconds from rest to 100km/h and it is only the low rolling-resistance rubber that limits its ability in the twisty stuff. The hard compound means the Volt understeers earlier than a Cruze. Fit a set of decent tyres and that won’t be a problem, though it will reduce the electric-only range.The hatch sits flat through the turns thanks to battery pack being fitted low and in the middle of the vehicle, but fore/aft pitching is noticeable when pressing on over roads with humps and dips. Using petrol to power an electric vehicle seems counter-productive but it makes the Volt a genuine option in a one-car garage.During the week electric-only driving should be achievable and the petrol generator gives owners the freedom to travel where they want on weekends. Over a 300km drive, Carsguide posted 4.6L/100km despite intentionally vigorous driving. I’d be happy with that - if Holden can get the price down to $40K.

In France, what the gendarmes want the gendarmes get and thank goodness for that. It has prompted Renault to produce arguably the best front drive sporty coupe currently available  in the handsome Megane RS 265.The gendarmes (police) have rapid response cars to get officers to crime scenes or collisions as quickly as possible and their latest vehicle tender specified 265 horsepower (195Kw) as the minimum for a rapid response vehicle. The Megane RS250 didn't measure up so Renault went to work, upping output to 265hp and implementing a series of other revisions along the way.The earlier RS250 was already an impressive piece of kit but this... this 265 is something else again.POPULARThe 250 has been popular in Australia with 700 units sold in the last two years. It makes Australia the third largest market in the world for the RS250 behind France and Germany. It has some stiff competition in the VW Scirocco R and the soon to be released Ford Focus ST five door hatch.PRICEThe Renault has a significant price advantage over Scirocco starting at $42,640 for the Cup model. Two other versions are available featuring more kit and larger wheels; the Trophy and the Trophy+ with a limited, 100 unit edition Trophy 8.08 celebrating the RS265's recent record for a front drive car around the legendary Nurburgring track in 8.08 seconds.CHANGESSubtle exterior changes mark the 265 over the 250 with dual lines of LED daytime running lights, black-out trim panels, gloss black body hardware and matte black 18-19-inch wheels. More changes are evident inside including a revised and classier looking dash with new carbon look fascia and piano black highlights. The instruments have white face dials and there's a range of new goodies, model dependent.ENGINEThe engine has been tweaked for more power and improved torque. It's a 2.0-litre petrol unit with a twin scroll turbo, variable inlet valve lift and other detail changes. Boost pressure has been upped to 2.5bar but the engine complies with Euro 5 emissions and uses less fuel than the 250 at 8.2-litres/100km.Outputs are 195kW/360Nm, the latter from 3000rpm. Renault claims a conservative sounding 0-100kmh sprint of 6.0-seconds. Feels quicker than that. Some work has been done on the exhaust for better flow and improved note.DYNAMICSThough the 250 had a reputation as one of the best handling front drivers around, the 265 is better again. It uses a mechanical limited slip front differential to apportion drive and a clever independent steering axis front suspension system to avoid torque steer under heavy throttle applications.Renault specifies the base car to the same chassis spec as the previous top line model adding superior rubber into the equation and a new `dial-up' dynamic management system offering Normal, Sport and Off. It acts on various functions including throttle response and power delivery.THE DRIVEWe drove the base model and the 8.08 on a good long fang in country Queensland in possibly the ideal RS265 environment - mountain switchback roads followed by country B roads with wide sweeping corners and short straights. It was eye opening to say the least.Front drive cars just don't handle like this - or they didn't. It makes all wheel drive redundant because not once did either car put a wheel out of place, even under extreme pressure on pitifully uneven and winding roads with rough bitumen.We guess being as intimately involved in F1 as Renault is pays dividends on the street. Surfing the wide torque band is a pleasure, hooking hard into tight corners a buzz. It sits flat and stays controlled all the time but the brakes did fade a tad on one downhill mountain run.VERDICTPity the 0% Renault finance deal doesn't apply on Megane RS265. That would make it even harder to resist than it already is. But why would you resist something as good as this?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

Designed for the European market at Hyundai’s Technical Centre in Russelsheim, Germany, the new i30 takes on the South Korean company’s ‘fluid sculpture’ style which, it says, is inspired by nature and modern architecture. More practically, it gives the vehicle a slippery co-efficient of friction of Cd 0.30, a cornerstone of fuel economy.Since its launch Downunder the new Hyundai i30 has picked up the SUNA Traffic Channel, a digital information service that broadcasts detailed information about traffic congestion and other road conditions directly to compatible in-car satellite navigation devices. SUNA is standard in Elite and Premium models. The handy traffic avoiding service is now available in Brisbane, Sydney, Melbourne, Canberra, Adelaide, Perth and on the Gold Coast.The new Hyundai i30 satellite navigation is a first for Hyundai vehicles in Australia and features a 7-inch touch screen, motorway junction views, lane guidance, speed warnings, 3D landmarks, multi-route planning (fast, short, eco), ‘easy access to parking’ location function, traffic information through Traffic Message Channel, detour function and address input with intelligent keyboard.The usual connectivity is on hand with AUX, USB and iPod/iPhone input and Bluetooth with hands-free phone and audio streaming. One glaring omission is stop/start engine technology, increasingly being found in vehicles today, a further aid to fuel economy. The Hyundai i30 Premium 1.6 turbo-diesel six-speed automatic sells for $32,590, plus on-roads.The 1.6-litre CRDi diesel engine has been updated to produce 10.6 per cent more power (94 kW) over the previous i30 and 3.4 per cent reduction in combined highway/urban fuel consumption, with the six-speed automatic transmission adding to the economy equation by running a tall top gear.Hyundai i30 gets straight to the point in the styling stakes, with Hyundai’s signature hexagonal radiator grille (chrome in the Premium test car we have sampled for the past week), flanked by the latest design HID xenon headlamps. Sleek lines, offset by sculpted wheel arches housing 17-inch alloy wheels, continue down the side of the vehicle, ending in a rear that emphasises the vehicle’s wide stance.The roof in the i30 Premium incorporates a two-piece panoramic sun roof, the light from which adds a feeling of space inside the cabin. A spoiler is positioned where the roof meets the rear window. The Hyundai emblem houses a reversing camera which improves the limited rear view through a small back window. With room for five people – if they are not overly wide – the Premium i30‘s cabin lives up to the model moniker with a modern mix of quality hard and soft surfaces. The driver enjoys a 10-way power seat, plus heating with two functions.The Hyundai i30, which comes in Active, Elite and Premium variants, has also been recognised as ‘one of the safest in the small-car category’ by the Australasian New Car Assessment Program, with the new-generation Hyundai being awarded the maximum five-star ANCAP safety rating.This second-generation Hyundai i30 received good results across the five tests – frontal offset, side impact, pole, whiplash, and pedestrian protection – to receive the maximum rating, an improvement in overall score compared to the first-generation five-star rated i30, up from 32.54 points to 35.69.Seven airbags and rear parking sensors standard across the range, plus a full suite of standard active safety technology including ESC, TCS, ABS, EBD and BAS ensure the i30 is on a par with the best, and more expensive, passenger vehicles around.Instruments are made easy to read with sports-style layout and blue back lighting. The Hyundai engine fires up via a start/stop button, while an electronic park brake gets the vehicle under way with a minimum of fuss. The four-spoke steering wheel incorporates a variety of controls, including cruise control, audio and air-con. The driver can dial up one of three steering modes with Flex Steer – another new feature from Hyundai.Flex Steer’s ‘Normal’ provides a balance between steering input and feedback, making it ideal for the majority of roads; ‘Comfort’ reduces the weight of steering, allowing for effortless manoeuvring and more relaxed driving; ‘Sport’ increases steering weight and feedback for maximum driver involvement. At motorway speeds the test i30 CRDi had fuel consumption of 5.2 litres per 100km, increasing to about eight litres per 100km in hard stop-start traffic motoring.The suspension and steering have been especially tuned for Australian conditions, which only adds to the i30’s appeal.