Hatchback Reviews

Revheads will love this review, but if you don’t fall into that category (poor things!) you may care to skip it…The French police have used the hotshot Renault Megane RS250 hatch as their pursuit vehicle for many years, and loved it. But when calling for tenders for the next group of highway pursuit machines they complained that their previous 250 horsepower Renault Megane didn’t have enough performance. So they demanded more, and the result was the RenaultSport 265 with – you guessed it – 265 horsepower.Keep in mind this is a pursuit car, not a track beast, so it could be involved in long and unpredictable chases of bad guys where maximum braking may be needed at any moment.Having said that, the French police, true to a longtime desire of revheads, insisted the Megane RS265 be tested at one of the most famous of all European road circuits – the green hell that is the Nurburgring long track. There the new machine slashed the previous record for front-wheel-drive production cars by an amazing 11 seconds, to just 8:08 minutes – more about that number in a moment.Needless to say, the French police immediately pushed aside all the other competitors in the performance test and signed up for the Megane RenaultSport 265.Now Australian drivers can sign up for one as well. The local importer finds itself more and more often being regarded as a retailer of high-performance hatches so has put us down to receive not one, but four, variants of the latest Megane RS265. These are the RS265 Cup, RS265 Trophy and RS265 Trophy+.These models will remain on sale indefinitely while the fourth, a special limited edition called the RS265 808 (so named for the 8:08 minute record set at the Nurburgring) is also on sale now. Only 100 will be imported to Australia, we anticipate these 808s being sold out quickly so it might be worth getting onto your Renault dealer as soon as possible.RANGEThe RenaultSport Megane range starts from $42,640 for the RS265 Cup and tops out at the  RS265 Trophy+ priced from $51,640. There's also the RS265 Trophy (from $47,140) and the limited edition Trophy 808 (from $49,990).TECHNOLOGYThe French don’t talk about kilowatts, which is surprising considering that they invented the metric system, but in Australian terms the latest redhot Renault Megane puts out 195 kW of power. Torque is a towering 360 Newton metres thanks to the installation of a turbocharger in this 2.0-litre petrol four-cylinder unit. That torque peak is maintained all the way from 3000 revs to 5000. Even better, there’s good pulling power from 1900 rpm upwards.RenaultSport (which is what the ‘RS’ stands for) has long been a master of putting big torque through the front wheels and has developed a mechanical differential and a complex front suspension system for the 265. The Megane RS265 engineers feel this makes more sense than taming wheelspin on one of the front wheels by using the ABS system. Thus avoiding heating up the brake discs by the ABS system dabbing one of them on to cut wheelspin.DRIVINGWe had a tremendous day’s driving out of Brisbane and into the mountains north of the city as part of the media launch of the new Renault RS265. This car has acceleration that sees it jump to 100 km/h in just six seconds. Even better it has linear acceleration that just keeps coming due to the effects of the electronically controlled turbocharger and throttle systems.The driver can dial up everything from modest running to full-on track performance – only at a track please if you do buy one of these machines – including the ability to turn off all of the electronic stability aids. This is not a machine for those who don’t know what they are doing when behind the controls…Brakes are huge and have the power to haul speed down very quickly. The steering is fast and responsive with a pleasingly tight lock-to-lock movements. Ride is firm but not overly so and noise levels don’t rise over much when on Australian coarse-chip road surfaces.VERDICTThe latest hotrod Renault Megane impresses with full-on track performance and fast and responsive steering. Escaping the French road police is no longer an option.Renault Megane RS 265Price: 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

The Mercedes B-Class is an exceptionally practical vehicle built on a stretched version of the Mercedes A-Class platform. The release of an all-new model in March 2012 has generated added interest to those on the used-car market.A taller than average five-door hatchback, the B-Class has a huge amount of interior space, with almost as much legroom in the rear as in the big S-Class Mercedes. The B-Class’s front seats are large and well shaped and provide good support. There's plenty of space for two big Aussie males in the rear and three children will have stretch out room.The boot is bigger and more useable than that of many much larger cars. Not only is it huge, the luggage area is very versatile, and you can even create an almost van-like interior by removing every seat but the driver’s. The removable seats are an extra-cost option so may not be fitted to the one you’re examining.We wouldn’t go as far as to call the B-Class a ‘sports tourer’, as Mercedes has tagged it at times, but it does have a reasonably sleek style in its class.Petrol, turbo-petrol and turbo-diesel engines are all on offer, with the turbo-petrol units providing performance that can be called sporting without using too much imagination.The manual gearbox comes as a five or six-speed unit, but isn’t particularly common. Mercedes also gives you the choice of a continuously variable transmission that has seven manually-selectable preset ratios for use in specific driving conditions.There's a solid, quiet, refined feel in the new Benz B-Class that belies it size. It’s not quite as quiet and smooth to ride in as the larger Merc sedans, but it comes impressively close.Handling in the B-Class is very good for a mid-sized front-wheel-drive car, with decent balance, and minimal understeer at normal speeds. Backed up by Mercedes' inbuilt electronic stability program, this is one of the safest cars in its class size.These aren't cheap cars in absolute terms, but you do get some excellent engineering and there are a host of luxury and safety features. Of course, you do pay several thousand extra dollars for the privilege of sitting behind that three-pointed star, but many think it’s worth the money.Mercedes-Benz is well represented in almost all areas of areas of Australia, even in the far outback as diesel Mercedes have been a favourite with Aussie farmers for generations.This isn’t really the sort of car you should attempt to work on yourself, though a good home handyperson can do some of the routine service work. It’s common for owners to get all their work done at authorised Mercedes-Benz dealerships and these cars generally fetch higher prices than cars serviced elsewhere. You may pay more in the first place, but recoup your cash when it comes time to trade in your ‘serviced by Mercedes’ car.WHAT TO LOOK FORA correctly driven and maintained Mercedes B-Class is unlikely to have any faults, but it’s still best to have one inspected by a senior engineer at your motoring club.Take a good walk around the car checking for signs of damage to the bumper corners, the wheel rims (the front left is the one that generally suffers at the hands of poor parkers), and the door panels at their widest sections.If you find what appears to have been major repairs to the body either pass it up altogether or book it in for an after-crash inspection at a reputable panel repairer.Check the interior, particularly the rear seats and the boot for evidence of harsh use.Before going for your test drive try and arrange for the engine to be completely cold, after an overnight stop is ideal. Make sure the engine starts easily and idles smoothly within a few seconds of kicking over.Check the engine pulls easily and strongly even on hills and with a load on board. And that it never shows any signs of hesitation.CAR BUYING TIPCars with prestigious badges can be driven just as badly as those from the lowliest on the image stakes. Don’t fall for the fancy badge, have it fully inspected.

NEW - The WRX rally weapon inevitably comes to mind when you think of the Subaru Impreza, but the smallest member of the Subaru family is much more than that.If the WRX is the one young tearaways buy, the regular Imprezas are the ones bought by regular people. The new model that arrived in 2007 as a hatch only boasted all-wheel drive like all Subarus, and that’s what separates it from its rivals.Subaru made the smart move to all-wheel drive many years ago when it was struggling to find a place in the market, and has gone gang-busters ever since. Two body styles were offered; initially it was only a hatch in 2007 before a sedan arrived a year later.It was longer, higher and heavier than the previous model, with reasonable boot space. Power was provided by a 2.0-litre horizontally-opposed four-cylinder engine that had a little less power than the engine in the previous model, but more torque.In total it had 110 kW and 196 Nm, which was enough to get the job done without causing any excitement. In standard guise the Impreza came with a five-speed manual transmission with the option of a four-speed automatic, and the final drive was through all four wheels.On the road the Impreza showed the advantage of all-wheel drive in the poise and traction is had on all surfaces. It particularly came into its own on slick surfaces where other two-wheel drive cars struggled.There were three models offered before you got to the sporty ones like the WRX, these were the R, RX and RS. The RS had previously been a sporty model in earlier Imprezas, but was now a regular model with the same mechanical package as the rest of the regular range.NOWThe Impreza doesn't have any issues that need concern a used car buyer; the trade gives them its tick of approval. But one thing to be aware of is that, like all boxer engines, they use oil and you need to keep on top of it by regularly checking the oil and topping it up as needed.Don't leave it thinking that it will be right to leave it until the next service, because you might run it out of oil in the meantime and that could mean a big repair bill.It's important to check the oil level on any car under consideration for purchase, if down ask why. Some owners become less focussed on servicing once the warranty runs out, often skipping or delaying services and that can be where trouble starts, so be particularly attentive when inspecting a car when the warranty is up.SMITHY SAYSGood solid car that won't give trouble if it's properly serviced.Subaru Impreza - 2007-2010Price new: $26,490 to $31,490Engine: 2.0-litre 4-cylinder petrol, 110 kW/196 NmTransmission: 5-speed manual, 4-speed automatic, AWDEconomy: 8.8 L/100 km, ULPBody: 4-door sedan, 5-door hatchbackVariants: R, RX, RSSafety: 5-star ANCAP

There's an easy way to get a grip on the latest Renault Megane RS 265. Think of it as the much-better-looking French equivalent of the Subaru Impreza STi. Without all-wheel drive.The Megane hero hatch has been a familiar sight in Australia over the past couple of years, firstly as the Renault Sport 225 and then the 250, delivering the same sort of turbocharged thrill ride that's familiar to anyone who has jumped into Subaru's charismatic WRX.Now the upgrade to the RS 265 level lifts things to an STI standard, polishing the RS halo with extra power and torque, visual tweaking and extra equipment. It even has the sort of inlet-and-exhaust fireworks that provide the punctuation to time with an STI.The name change on the 265 is the reflection of the horsepower number in the engine room, even though the French are responsible for the rule of kiloWatts in Australia. Adding 15 horsepower - that's 11.2kW - doesn't seem like much, but it is the way the punch has been packaged that makes it special.The car starts on the button as a regular 250, but when you toggle the ESP into Sport model it unleashes the whole package. That means a different exhaust beat, much more response to the throttle, and an almost-total lack of turbo lag, as well as a bigger mid-range surge and the 265 top-end power.The RS range - including the pocket rocket Clio - has been very good for Renault during a massive rebuild in Australia, doing a WRX-style job of bringing newcomers to the brand."We love RS dearly. Renault Sport has been very good to us, and for us," the managing director of Renault Australia, Justin Hocevar, tells Carsguide. "We're now the third-largest market in the world for Megane RS and closing on number two, which is Germany. It's an authentic performance car and Australians have come flocking."VALUEThe RS now comes with three levels of trim and equipment - Cup, Trophy, and the new Trophy+ with more focus on luxury. None of the cars qualifies as cheap, but for the money - from $42,640, up slightly from $41,990 for the RS250 - they are well equipped and the finishing is top class. Everything you can see and touch in the cars is classy and substantial, and some of the 2012 changes - the radio interface, for one - have been made in response owner feedback.The standard stuff runs from 18-inch alloys on the Cup chassis package to dual-zone aircon, LED running lights and an RS monitor. The Trophy adds Recaro cloth bucket seats, 19-inch alloys, a tyre pressure monitor and hands-free ignition. The full-loaded Trophy+ gets electric front seats, fixed glass sunroof and a satnav and reversing camera package that lots of people now demand although they will be paying $51,640.Sitting between the Trophy cars, until they're sold, is yet another limited-edition Megane RS. This time it's called the 808 - after the car's 8 minute 8 second lap of the Nurburgring racetrack - and it comes with 19 inch alloys, Recaro leather seats and bi-xenon lamps, special Bridgestone tyres and decals for $49,990. Renault says there are only 100 cars for Australia, half each with special yellow or white paint.TECHNOLOGYMost of the update work on the RS is dancing around the edges, including the engine. It has more turbocharger boost and some inlet changes to liberate the extra power and torque, as well as the special sport driving mode. Renault Sport developed the package to win a French police tender for pursuit cars, which meant matching - ironically - the Subaru WRX.So the Euro5 compliant engine - although testing is done with only the 250 package - brings those 195 kiloWatts and 360 Newton-metres of torque at 3000 revs. Renault says it means a 0-100km/h sprint time of 6.0 seconds, with fuel economy of 8.2 litres/100km and emissions of 190grams/kilometre of CO2. "We've got a 5.7 per cent improvement in fuel economy and emissions over the RS250," says Hocevar.Elsewhere, the RS monitor alloys the driver to track their action - and gives access to five throttle maps and a lap timer - and the car gets 'highway mode' turn signals that flash three times in a single touch. I've found this system, which is even in the latest Ford Falcon, is a good indicator of the age of any car since it's now compulsory in Europe. To make things a little nicer inside, there is an air-quality monitor that automatically switches to recirculated air if things get putrid outside.DESIGN The giveaway to the RS265 is a predictable bank of LED daytime running lamps, while the nose also has black masking around the headlamps and a front spoiler that Renault says was inspired by its involvement in Formula One. Inside, there are red seat belts and colour-coded stitching on the leather pieces, as well as a new digital speedometer. The 18-inch alloys are a new design, the bigger satnav screen is welcome - but means you cannot have the RS Monitor on the Trophy+.SAFETYNone of the RS cars has been belted into a wall to produce an NCAP score, but Renault has a very strong corporate focus on safety and it's likely the RS265 would make the five-star standard. The protection package includes eight airbags, ABS and ESP, brake-force distribution and brake assist, automatic headlamps and a limited-slip differential which is fitted for performance but also improves the chance of avoiding a potential collision.DRIVINGThe Megane RS looks terrific, with a combination of class and menace, and it's the same when you drive. The cabin is comfy, well equipped and nicely finished, so it's easy to sit back and relax. The minor switches can be confusing and hard to find, the RS Monitor display is too small for me, and parking and lane-change visibility is crimped by the car's hunkered-down rear end. But that's pretty much the end of my complaints.I expected the latest RS to be over-firm in the suspension but it's actually complaint on all surfaces, not too noisy, and gives good grip and feedback at the wheel. I begin with the engine in the 250 default settings, where it's easy to keep up with traffic, ease along on the freeway, and sprint a bit by pushing beyond 4500 revs. It's already a car that delivers on its RS promises.But then I switch across to unleash the 265 package and the car goes wild. It's not untamed, or nasty, just wicked. I'm now getting instant response to the tiniest tickle on the accelerator, all turbo lag is banished, and the car is eager, eager, eager. This is a French WRX with more style and classier quality than the Japanese car and I really begin to enjoy myself.Corners come and go without the slightest fuss, as the RS has really substantial cornering grip and I can used the limited-slip differential to get onto the power early and hard for some fun running. The six-speed manual - there is no auto - is slick and the RS Monitor hints at the best gear for any situation. Then I flick it back to 250 and things quieten for a stop-start run back to through the city. And no-one has to know that we've both been a little bit naughty on a quiet Tuesday afternoon.VERDICTThe update to the Megane RS brings much more enjoyment that expected from relatively minor changes.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?This is Toyota's new generation range-topping YRX five-door, auto-only hatch.Goes for $21,390 plus on roads.Too many to list but competition in this neighbourhood is stove hot - hotter than that even. Suzuki Swift, Fiesta, Barina, Mazda2, Polo, etc.There's a 1.5-litre, twin cam, four cylinder, petrol donk under the bonnet - no direct injection though but variable valve timing for efficiency gains.It's good for 80kW/141Nm output.Surprisingly well with plenty of punch across the entire rev range, smooth, quiet(ish), willing little unit.The four-speed auto teams nicely with the engine - doesn't really need more cogs apart from potential fuel economy gains with a five or six speeder.Good for 6.3-litres/100km but using 91 RON - a big plus especially given what many of the competitors use.OK, only gets a Euro 4 pass - bit old school now, time for a new engine really - based only on emissions.Five stars with all that entails - seven air bags, stability control and so on.Again, surprisingly so, roomy, plenty of kit in the package, excellent SUNA satnav that even warns of school zones, red light and fixed cameras, level crossings and more. Every car should have it. Hard dash.Nippy, comfortable, plenty of pick-up as needed, easy to park, comfy, sporty(ish) ride. Quick steering but the drum rear brakes look like they came out of the ark, the torsion beam suspension works well but is old, old tech, space saver spare a disappointment. Good for city and country driving.More than $2400 extra value included compared with previous equivalent model. Gets climate control, decent audio, auto headlights, multiple wheel controls, trip computer, large touch screen controller, cruise fog lights.Yes, would be an ideal second car - cheap to buy and run, low fixed price service costs, reliable, plenty of zip, five doors decent load space, four adults can fit, undoubtedly reliable, resale. Like the style too - cheeky and fun. Crash repair costs a real worry though.

We've been dying to have crack at this car since its launch last year.But the previous distributors of Fiat and Alfa Romeo in this country always laughed off our request. Not so Chrysler which recently resumed responsibility for distribution of the cars here.Chrysler by way of explanation is 60 per cent owned by Fiat which has gradually lifted its stake in the American company since rescuing it from bankruptcy three years ago. Chrysler bless them managed to scrounge two of the Ferrari tribute cars for a recent drive day in Albury. And what a car!VALUEBased on the Abarth version of the reborn Fiat 500, the 695 Tributo Ferrari is a sensational bit of kit. But, at close to $70,000, it's not likely to find many takers not unless they've already got a Ferrari in the garage.Abarth, is the performance arm of the company, a bit like HSV is to Holden, with historical links to Ferrari. And they share the same passion for performance, Italian style and attention to detail.In 1953, their association spawned a unique Ferrari-Abarth, the Ferrari 166/250 MM Abarth. The car raced in various international events including the legendary Mille Miglia. More recently the ties have been strengthened, with Abarth supplying the exhaust systems for Ferraris.Then there's the Tributo. Only 120 of the cars have been imported to Australia and only 20 of them remain, with a list price of $69,000 pipped only by the Mini Goodwood at $74,500.TECHNOLOGYPowered by a turbocharged 1.4-litre four cylinder engine, the Tributo can reach a speed of 225km/h and sprints from 0-100km/h in less than 7 seconds. The engine is a 1.4-litre Turbo T-Jet 16v, tuned to develop more than 132kW of power.In comparison the donor Abarth 500 Esseesse produces 118kW. The turbocharged four is combined with a 5-speed MTA robotised manual gearbox, with change paddles that reduce shift times. And, get this, they found room under the back for four tailpipes - count them.DESIGNThe Ferrari Tributo is an impressive package, with plenty of carbon fibre garnishes, combination cloth and suede leather trim, contrast stitching, high-sided Sabelt race seats and an instrument panel specially made by Jaeger that is inspired by typical Ferrari instrumentation. At the same time there's plenty of cheap, nasty black plastic in evidence too.DRIVINGWhat's it go like? It's a tight fit but not as bad as anticipated, nor is the ride as harsh as we were led to expect. As the engine climbs above 3000 revs the bi-modal Monza exhaust develops a much throatier, more satisfying sound with the occasional crackle just like a real Ferrari.The robotised, single-clutch manual is a pain the butt, especially in traffic but delivers rapid changes in a straight line, with a surprising amount of mid-range grunt. Changing to manual mode and lifting off the throttle helps to smooth things out.Following a regular Abarth Essesse up a winding hill, we were surprised how easily the Tributo kept pace. It's got plenty of grip in corners with a surprising amount of punch out of corners, and four-pot Brembos that wipe off speed quickly.VERDICTYes siree. It was worth the wait. The Abarth 695 Tributo Ferrari is a genuine pocket rocket, if an expensive one. It's so small, maybe they won't miss one?Abarth 695 Tributo FerrariPrice: $69,990Warranty: 3 years roadside assistWeight: 1077kgEngine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed seq manual auto-single clutch, front wheel driveThirst: 6.5L/100Km, 151g/km C02

This stunning little Italian hotshot, with a name that’s almost as long as the car – Abarth 695 Tributo Ferrari – is something right out of the ordinary. A brand new Ferrari-badged car for under $70,000 - amazing isn’t it?Abarth 695 Tributo Ferrari is a tribute to two of the great Italian marques. Ferrari needs no explanation, but Carlo Abarth’s name probably does. In today’s lingo Carlo Abarth was a ‘tuner’, taking standard cars and improving them with high-performance engines and suspensions.A reasonably successful racing car driver in the late 1940s and into the ‘50s Carlo Abarth worked chiefly on Fiats but also dabbled in Ferraris and Lancias. In time Abarth became the high-performance division of Fiat – in the manner of HSV for Holden, and AMG with Mercedes-Benz.Fiat has controlled Abarth since 1971 and the name faded for a number of years, until it was revived in 2007 as part of a plan to lift the Italian marque’s image on the sporting front. Abarth builds several hot models these days, the best known being the Abarth Esseesse (try saying SS with an Italian accent and it suddenly makes sense!).DESIGNNow engineers from Abarth, Ferrari and Fiat have teamed up to build the stunning little Abarth 695 Tributo Ferrari. The complete car has received a well engineered makeover and the stylists have had a field day in lifting the appearance of a car that started off as a Fiat 500.The 17-inch alloy wheels look huge on a car of this size and the similarity in design to those on larger Ferraris add to the tough-as-big-brother look. Inside, is a pair of “Abarth Corsa by Sabelt” racing seats, finished in black leather and Alcantara, that we found held us nicely against lateral and longitudinal forces. The black leather steering wheel has red stitching.The instrument panel is by Jaeger, and Abarth Australia tells us it’s inspired by typical Ferrari instrumentation. Carbon fibre is used across the dashboard and around the paddles for the MTA gearbox. On the floor are neat looking aluminium racing pedals with Abarth’s Scorpion logo. The special car even has a plate bearing the vehicle series number.TECHNOLOGYThe 1.4-litre turbocharged engine has been taken out to a whopping 180 horsepower (132 kilowatts) and can top 225 km/h where conditions permit. More realistically it can get from a standstill to 100 km/h in under seven seconds. OK, so the Abarth 695 Tributo Ferrari’s big brothers can accelerate almost twice as fast, but they cost six to ten times as much - and may not put the same sort of grin on your face as this miniature pocket rocket.DRIVINGThe sound of the engine is magnificent, perhaps not as good as a V12 on full noise, but there’s a sporting note that will please lovers of real performance cars. Taking all that power to the front wheels is a five-speed automated manual gearbox controlled by paddle shifters behind the steering wheel.Like all of its type this gearbox can be a bit harsh at low speeds, but somehow that adds charm to this little semi-race beastie. Suspension changes see the Abarth 695 Tributo Ferrari with a firmer ride than the standard car, but we have felt worse - and read again the remarks about the charm provided. This car is hugely enjoyable to drive, with the sort of personality only a small, Italian sportscar can provide.VERDICTWould I buy one? Only if I had a lot of money to spare for my automotive toys. In which case I would be hard pressed to decide whether to have ‘my’ Abarth 695 Tributo Ferrari in Modena Red or Modena Yellow.Abarth 695 Tributo FerrariPrice: $69,990Warranty: 3 years roadside assistWeight: 1077kgEngine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed seq manual auto-single clutch, front wheel driveThirst: 6.5L/100Km, 151g/km C02

There are pretenders in life and cars are no different - some have the looks but no talent to back it up. The Swift Sport is not one of these charlatans and just because the Sport dwells below $30,000 doesn't mean there's no fun to be had.Suzuki's updated Swift Sport follows a well-worn hot-hatch formula that in some ways the brand was key in creating  - little car, slightly bigger engine - to provide plenty of frugal fun.VALUEThe Swift is not quite Suzuki's bargain basement model (there's the Alto below it) but it has always carried a sharp pricetag and for what you get the Sport is no different. It's great value, sporting a subtle bodykit and sports interior trim to differentiate it from the cooking models.The features list also includes Bluetooth phone link as well as music streaming, a USB input for the six-speaker sound system, a leather-wrapped reach'n'rake adjustable sports steering wheel with audio and cruise controls, sports pedals, a trip computer, bi-xenon headlights, single-zone climate control, fog lights and 17in allow wheels, but no spare tyre, rain-sensing wipers or automatic headlights.TECHNOLOGYNeither car is at the cutting edge of the automotive technology envelope, but the powerplant is not an old boat anchor either. The little 100kW/160Nm 1.6-litre four-cylinder - a development of the superseded engine - has variable intake valve timing and lift, as well as a variable intake manifold set-up.The Sport's powerplant also boasts smoother intake ports, revised variable valve opening times and a larger valve lift on the intake side, as well as a variable intake system. It is teamed with a six-speed manual (as fitted to the test car) or a continuously-variable transmission with a seven-speed sport mode.The claimed fuel use - it needs 95RON PULP - is 6.5l/100km for the manual or 6.1 for the CVT, but according to the trip computer we matched the CVT's figure in the six-speed manual during our time in the car.DESIGNThe exterior is evolutionary - there's no chance of it being mistaken for anything other than a Swift - and that's not a bad thing. This little car has an honest charm about it, with a sporting theme supplied by the neat but low-key bodykit.The overall length is up 120mm to 3890mm, with 50mm of that addition in wheelbase growth, and wider front and rear tracks, but with 30kg lopped from the kerb weight. At 1510mm it's quite tall for a baby hatch, which explains why it's easier at 191cm for me to get comfy behind the wheel, although getting in and out is a little tighter than first expected.Cabin space is enough for two adults and two kids to get from A to B without complaint, although the boot isn't huge. It does have a split-level hidden section, which is handy in some ways but it's easy to forget you've stashed something there. In its least-voluminous guise, the boot claims just 210 litres of space, rising to 900 litres if you drop the rear seat backrests and load it up.SAFETYIt might be little but the Swift Sport does have a solid feel to it, as well as packing a safety features list that boasts traction and stability control. There's also anti-lock brakes and seven airbags (dual front, side, curtain and a driver's knee) - enough for it to wear a five-star ANCAP crash testing rating.DRIVINGAn honest little performer, this hot hatch is a diligent worker and an eager corner-carver. The drivetrain has some flexbility to run in a higher gear but pile on some engine revs and it's willing and useable. The six-speed manual is a nice gearbox, made easier to use by a reasonable driving position, even for taller drivers.The design is conservative but not harsh on the eyes and it's a good kid-carter, provided none of the occupants is too long of leg. The bootspace means you have to be a bit selective on how much you can pile into the back, but rip the false floor out and leave it at home, otherwise you're bound to forget something. It's firm on the road but the suspension boffins at Suzuki have managed to dial in enough compliance to keep fillings in teeth - it is certainly a less brittle ride than you might expect from a dedicated Sport model. Divest yourself of offspring and life-partner and the Sport is an amusing machine on the right back road.It turns in with much more enthusiasm than its shopping-trolley origins would suggest, feeling light, agile and entertaining. The Bluetooth phone pairing and audio streaming set-up is overly complex and doesn't always hook up automatically once paired - if you pair up the Bluetooth phone link on an iPhone 4, for example, the music player function on the phone is left out in the cold and vice versa.VERDICTTechnology issues aside, the Swift Sport is a great little car - if you are in the market for a small car and still like to drive, this is the value for money choice.Suzuki Swift SportPrice: from $23,990Warranty: 3 years/100,000kmResale:  48 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: five starSpare: mobility kitEngine: 1.6-litre 16-valve four-cylinder, 100kW/160NmTransmission: 6-speed manual; FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.51/100km, on test 6.1, 95RON, tank 42 litres; 153g/km CO2

Any new city car is a small fish in a very large pond. While there's growing demand for the tiddlers, there's also growing competition - so any newcomer needs the right bait to lure buyers. Audi cracked it with the three-door A1, with four or five rolling out the showroom door every day since it arrived 18 months ago. Now it gets extra appeal in the five-door Sportback version that adds practicality and opens those two extra doors to new customers. On paper it almost promises perfection: several drivetrains, good looks, and affordable entry into a prestige badge.VALUEThe Sportback range kicks off with the $26,500 1.2 TFSI (turbo petrol) manual and tops out $16,000 later with the performance-focused $42,500 1.4 TFSI Sport with a seven-speed S-tronic dual-clutch transmission.In between at $29,990 are a detuned version of the 1.4 TFSI or the 1.6 TDI diesel tested here with the $2350 S-tronic option. It comes only in the base Attraction spec, which includes alloy wheels, all the creature comforts you'd expect, plus a six-speaker single CD Concert audio system linked to a hefty 6.5-in display that retracts into the top of the dash.So at $32,250 all up, what does it face off against? The natural comparison is against the Polo on which it's based, and which comes in nearly $10,000 cheaper with the same drivetrain. However some people will see that much value in the Audi badge and a more upmarket fit-out - even in the A1's base spec.Other five-door diesel auto choices include the $36,990 Citroen DS4 DStyle and the $39,200 2WD Mini Countryman D 2WD - which share a jointly-developed 1.6-litre turbodiesel with six-speed auto. But you're paying extra only to get either the over-fussy styling of the Citroen or the pointlessness of a front-wheel drive Mini positioned as an SUV.DESIGNIt's impossible to look at the A1 Sportback and not like it. A well-proportioned body, well-judged accents, and everything tasteful without being staid. The main drawbacks are the tiny door mirrors -- which look neat but trim the view - and the sloping roofline's cannibalisation of rear seat headroom.Otherwise there's enough comfortable space for four adults as long as the rear ones are not too long-legged. Luggage space is 270 litres, but dropping the rear seat boosts it to a very usable 920 litres. Taking a leaf out of Mini's very thick customisation catalogue, the A1 has myriad combinations of trim, exterior, contrasting roof - and even coloured air vent bezels - to tempt your wallet.TECHNOLOGYThe 1.6-litre turbodiesel gives you 66kW of power and a healthy 230Nm of torque, delivered to the front wheels by either a five-speed manual or the seven-speed S-tronic we tested.It's economy focused, with the manual's official fuel figure a miserly 3.8L/100km and the auto getting 4.2L/100km - partly because the S-tronic misses out on the benefit of the stop-start system on all other models in the A1 range.We ended up well into the 5L/100km range, mainly because we were mostly using the transmission in Sport or manumatic mode - more on that shortly.SAFETYIt hasn't been tested here, but gets five stars in European NCAP crash tests. Safety fit-out includes six airbags -- dual front, side and full-length curtain -- anti-lock brakes with electronic assistants for extreme and panic braking and stability control, but no reversing camera even as an option.DRIVINGThe A1 gets some great dynamic DNA from its VW Polo bloodstock, and adding extra doors hasn't made it any less nimble. The steering is honed and connected, and while the ride is firm, the chassis is confident and balanced.Our daily runs through hilly bends became a go-kart joy in the little car, which responded by turning in precisely and showing taut brilliance in cornering - helped by a braking system that applies to the inside front wheel.It's not a rocket off the mark, but when you get going there's plenty of torque down low to keep you interested. However all that fun was had with the transmission in fuel-burning sport and manual modes, because -- left to its own devices -- the dual-clutch doesn't come to the party quite early enough.Urging the engine along is going to savage the fuel economy, and you also pay a decibel penalty, with the engine surprisingly harsh even at mid-range revs - chiming in with pronounced road noise over almost every surface.Admittedly, those were the only sour notes in the cabin, which despite being in base spec still carries enough of the premium feel to let you know you're in an Audi.VERDICTWe loved the car with the little 1.2-litre petrol engine for the city, and everybody will love it with the sport-tuned range-topping 1.4-litre, but it's hard to warm to the diesel which seems to sit oddly with the A1's market position aimed at young, trendy urbans.Audi A1 Sportback  1.6 TDIPrice: from $29,990 ($32,250 as tested)Warranty: Three years/unlimited kmService intervals: 12 months/15,000kmEngines: 1.6-litre turbodiesel, 66kW/230NmTrans: Five-speed manual, seven-speed dual-clutch automated manualBody: Five-door hatchDimensions: 3954mm (L), 1746mm (W), 1422mm (H), 2469mm (WB)Weight: 1260kgThirst: 3.8 litres/100km, 99g/km CO2Wheels: 15-in alloySpare: space saver temp

Volkswagen Golf, a solid and sensible German car, is a major player in the European car market and in the last decade has made its mark in Australia as well.Those who need a practical car, but who enjoy driving will find the Golf goes a long way towards meeting each of these conflicting needs. Golf is a pleasant car to drive with good handing and sharp steering feel to let you get involved in what the car is doing, and with plenty of road grip even when pushed hard.These cars remain comfortable even on rough bush roads, though they are more at home in the suburbs than the far outback. These days Golf is a medium-sized car, having grown in size over the years, mainly to provide the extra space needed for occupant crash protection.There's some more interior room as well. In Europe, Golf is often seen as a full-sized car and it’s not unusual to see them carting four large adults about.Aussies tend to regard them more as transport for a family with preteen children, but if you live in an inner city area in Melbourne of Sydney you may need nothing more than a Volkswagen Golf to fill all your motoring needs.Golf is sold as a three- or five-door door hatchback. A ‘Golf’ four-door sedan was called the Bora from 1999 until the launch of the fifth generation model in 2005, when it was renamed Jetta. Boot space is substantially better than in the hatches and the four-door models are certainly worth consideration.VW Golf Cabriolet was sold until 2003. It has good roll-over protection for an open-top car and still offers a reasonable amount of space in the back seat. Access to the boot is difficult due to the odd location of the hinges. The Cabriolet was replaced by the New Beetle Cabriolet, but in a surprise move, VW reintroduced the Golf Cabriolet in 2012.Engines come in various guises: petrol and diesel; with four-, five- and six-cylinder units. Four-cylinder petrol engines are the most common, coming in capacities of 1.4, 1.6, 1.8 and 2.0 litres. The 1.6 will suit most drivers, but those who like to drive hard may find it a bit dull. The 1.4-litre is a brilliant, relatively recent, design and the little turbo unit provides performance with economy.Volkswagen in Australia started a big push in the diesel field several years ago and these engines are now far more common than in the past. With capacities of 1.6, 1.9 and 2.0 litres they provide plenty of grunt and turbo lag isn’t too bad.Those who enjoy a really good drive should consider the VW Golf GTi. A fun machine for the keen driver, it’s rapidly becoming regarded as a classic in the Australian hot-hatch market.Then there's the Golf R range of extreme hotshots. These traditionally had a large V6 engine – 3.2 litres in a smallish car gives plenty of performance. These are tagged as Golf R32. The latest model, launched in 2011, takes a different tack, going for 2.0 litres and a high-pressure turbo. Disguising the smaller size of the engine is the change of name to simply Golf R.Six-speed manuals arrived with the fifth-generation Golfs in 2004 and are popular on the used scene. The DSG gearbox, also launched in 2004, is a self-shifting manual gearbox. It provides far better performance than the old-style four-speed automatics used until 2004.This VW is a relatively easy car to work on and spare parts are not overly expensive. The dealer network has expanded from a low point during the mid-1990s and nowadays we hear very few complaints about parts availability or servicing.Insurance charges are about average for an imported European vehicle on most Golf and Jetta models. The high-performance Golf GTi may attract higher premiums, the Golf R32 and Golf R almost certainly will.Interiors generally stand up well, but some older Golfs that have been kept in the open continuously may suffer from sun-dried dashboard tops. Feel and look for uneven tyre wear, particularly on the front wheels.Look for scrapes on the bottom edges of the front mudflaps, they will often drag on the ground if the car has been cornered hard. New mudflaps could be a suspicious sign. Engines should start quickly. Listen for untoward engine noises, especially when it’s cold.Look for smoke from the exhaust when the engine is driven hard, particularly on long uphill runs. Make sure a manual gearbox doesn’t crunch on fast downchanges.Check that dual-clutch transmissions are positive in their shifts and don't hesitate too much at very low speeds. Be sure the brakes pull the car up evenly. If ABS is fitted you should feel a pulsing through the pedal during hard stops.Rust isn’t common in Golfs and is more likely to be the result of bad crash repairs than vehicle design. If you do come across any have the car inspected professionally or pass it up for another one.If there’s a problem in a used car get it fixed before you buy it. Don’t fall for the sales persons’ trick of saying you can bring it back later and everything will be sorted out then. It can be a lot harder then...