Hatchback Reviews

Ford Australia is carefully promoting the fact that its new-generation Focus is designed more for European markets than Asian ones.In particular the global nature of the mid-sized Ford leans strongly in the Euro direction in style and handling dynamics.At one time there were plans to build the new Focus in Australia, but, sadly from our point of view, Ford’s head office couldn't make that work from an economic point of view, so most Australian Focus models are imported from Thailand.Interestingly, initial imports came from the Ford factory in Germany, with the switch to Thai built cars taking place midway through 2012. Our review car came from the Thai factory and build quality was pretty good.Ford Australia is struggling at the moment and must be sorry to have lost the chance of making the Focus here. Perhaps if there are problems with keeping the Falcon in Australia when the current model reaches the end of its life in 2016 there may be another attempt to bring production of the Focus Downunder.Priced from $21,990 the Focus comes as a four-door sedan and five-door hatchback. Ford is bringing in no fewer than four variants to Australia as it realises Falcon sales are continuing to slip and hopes to balance this out with increased sales of Ford Mondeo and the new Focus.The latter comes here as the entry-level Focus Ambiente, the mid-range Trend and topline Titanium. Our review car was a Focus Titanium and we appreciated its high-tech features. These include voice recognition and the ability to park itself after it recognises a suitable kerbside spot, so Ford Australia is providing features often only found in upmarket European cars.Petrol engines in the latest Ford Focus have capacities of 1.6 or 2.0 litres, the larger unit being a new design featuring the efficiency of direct petrol injection. There is also a 2.0-litre turbo-diesel. Our Focus Titanium road test car had the 2.0-litre unit.Most drivers will find the Focus’ engine using six to seven litres per hundred kilometres if they treat it gently on country and motorway trips. This consumption will increase to eight to ten litres per hundred kilometres around town. These are good figures for a petrol engine and show the advantages of developing the direct injection fuel system.At this stage Ford Australia isn’t planning to import smaller petrol units boosted by turbochargers. However, the success of such engines in competitors such as the Holden Cruze and Volkswagen Golf may lead to a change of plan on this.Styling of the new generation Ford Focus follows a familiar theme from the previous two generations, though we feel the stylists have backed off a little and this new model isn’t as radical in its shape as previously. This is probably a sensible move as Ford is keen to pull relatively conservative buyers into the showrooms.The Ford Focus Sport has a body kit to give it more dynamic looks and performance, including firmer suspension. It’s a smooth and responsive unit with good torque on hand at all revs over about 2000, even below that it has plenty of ability to hang on so that high gears can be held to reduce fuel consumption and emissions.Handling is very much in the European mould, with good feel through the steering wheel and a nicely balanced way of entering corners and maintaining the correct speed through them. Focus is happy to change direction part way through a bend should it tighten up unexpectedly. Keen drivers who no longer need a car the size of a Ford Falcon will feel comfortable behind the wheel of a Focus.Ride comfort is generally good, though some really rough stretches of road (not necessarily dirt roads) can bounce it around at times. Some tyre noise is evident on coarse-chip surfaces, though this has been improved from the roar that was evident on some older Focus models.Tyre noise is something that has been all-but engineered out of the Falcon for many years, so the aforementioned potential buyer moving down from a Falcon should try a Focus for themselves on a coarse road.

The hot hatch has been part of the motoring landscape since the Mini Cooper became a cult classic back in the 1960s.

The popularity of the five-door Cerato hatch is growing yearly and now leads from the Rio to claim top sales for Kia. Interest in the Cerato should keep expanding with the release of 2013 Cerato teaser images, which give a glimpse of the new car that arrives in Australia around the middle of next year.  In the

No matter how schmick the car looks, though, at this sort of money there are probably one or two expensive time bombs lurking within it.

Honda Civic began as a small car but increased in size over the years to become a small-medium by the period we are considering here.Because of the expansion in body size Honda also imports a smaller model, the Honda Jazz. Those who loved the smaller Civics of old may care to check out the Jazz. The Honda Civic has long had a reputation for build quality and reliability and this has lifted it a notch or two in the image stakes in Australia.Civic is a Japanese design in sedan format, with a fair bit of European input in the hatchback. The latter is built in England, the sedans in Japan or Thailand, the Civic petrol-electric hybrids are all made in Japan.Build quality doesn’t appear to be dependent on the country the Civic is manufactured in because the Japanese head office keeps a tight rein on the output of the factories. Interior room in the Honda Civic is good without being outstanding. There is space for four adults but in reality the rear seat is probably best left to children.Boot space is fine. Sedans are longer than hatches and most of this extra body size is put into a larger luggage area. There is some loss of boot space in the hybrid due to the installation of a large battery, but it’s better than many hybrids in this area.The Honda Civic is easy to drive and park thanks to light controls and good feel for the driver. These cars are popular with suburban users, but can be used on the open road, although bumpy secondary roads in the bush can cause a rough ride at times in older Civics as they have relatively short-travel in their suspension. Later models, from 2006, are better than the older ones.On smooth and moderate roads the Civic offers the sort of relaxed noise and vibration levels that are generally only found in cars from the next size class upwards. Engine sizes in the standard Civics are 1.6 litres and 1.7 litres in the older models; rising to 1.8 and even 2.0 litres in the current versions, introduced in 2012. The 2.0-litre engines are fitted to the sportier Civics and give plenty of performance.The semi-race Civic VTi-R, sold from 1996 until 1999, is very quick and is a delightful hot four. However, its engine only has a capacity of 1.6 litres and you have to work vigorously at the gearbox to keep it high in the rev range. If you’re not a keen driver you may find it frustrating and should perhaps avoid it. But if you do love pushing a car hard all the time then a VTi-R should definitely be on your short list.Five-speed manual gearboxes are standard in most models. Four-speed automatic transmissions are offered in all except the sporting Civic VTi-R. A five-speed auto is used in the eighth-generation Civics, launched at the start of 2006.The Civic Hybrid was introduced to Australia in early 2004 and is less extreme than previous Honda hybrids. As a result it’s more favourably priced. It has significantly lower pollutants from the exhaust as it runs a small 1.3-litre petrol engine, as well as an electric motor.The automatic fitted to the Civic Hybrid is a continuously variable transmission (CVT). Repairs and servicing can be relatively expensive. Spare parts also used to fall into that category, but Honda has worked hard with its parts network in recent years and things have improved considerably on the later Civics.Civic is reasonably simple mechanically so a good amateur mechanics can do a fair bit of the work themselves. Having a workshop manual at hand makes a lot of sense. Don’t attempt to carry out repairs to safety related items unless you have top class experience.Insurance costs are generally reasonable, with few companies making any real differentiation for the sportier versions of the Civic. Which is a surprise for such a little hotshot, it probably hasn’t sold in sufficient numbers to have come up on the radar of the insurance guys, let's hope it stays that way.Bodywork should be undamaged and free from rust. A Civic that has been poorly repaired after a smash may turn rusty later. Make sure the engine starts promptly and responds quickly and positively to the throttle. If possible arrange to start it when it’s cold after an overnight stop. Any engine that hesitates when revved suddenly should be treated with suspicion.A worn engine will smoke from the exhaust when it is driven hard after a period of idling. A conventional automatic transmission should be crisp in its changes and not hold onto any gear for too long. A continuously variable automatic transmission feels different in its operation so have an expert drive it if you are not confident it’s working correctly.The clutch pedal should be smooth in its operation. All manual gear changes should be light, positive and quiet. Problems will show up first on fast down changes, usually when going from third to second. Make sure the brakes pull the car up without any pulling to one side and that no one wheel locks while the others are still rolling freely.Look for Civics with a full service history as many belong to people who are very fussy about their cars.

The Suzuki Alto may not sing as sweetly as a church choir, but when it comes to economics it hits all the right notes. VALUE With prices starting around twelve grand and petrol sipping performance the new Suzuki light passenger car is perfectly in tune with a rarely opened wallet. This fact has not escaped the notice

Fuel prices have edged higher in the past week and that's the direction they'll keep going for now.This week the Australian Institute of Petroleum fuel price report shows the national average for unleaded petrol rose by 1.5 cents a litre in the past week to 137.7 cents.The metropolitan average rose by 1.8 cents to 136.3 cents, while the regional average rose by 0.9 cents to 140.5 cents.CommSec chief economist Craig James says: "The bottom line is that motorists should expect petrol prices to edge their way higher if the positive mood on financial markets continues.Filling up the car with petrol is the single biggest weekly purchase for most households, so the future course of petrol prices will be keenly watched by any consumer-dependent business."But surely not so closely as they're being watched by you. With that in mind, we've found the cars that on current prices can be fuelled for about $1000 in a 15,000km driving year.These cars get Carsguide's Triple-F rating - they are all family and fuel friendly. We've used the manufacturers' claims for combined conditions, so if you're driving is mainly urban you'll go north of these numbers; if there's a good open road component it will be south.We've taken broad averages to arrive at our round figures (see below) but they are indicative of what you can achieve with judicious driving and making your visits to the bowser on the days of the lowest pricing.ANNUAL JUICE USE TAKES INTO ACCOUNT:National average price in the 12 months up to Friday July 27 according to Australian Institute of Petroleum15,000km annual averageManufacturer's claim for combined fuel useULP: 134.7 centsDiesel: 137.9 centsFAMILY SEDANToyota Camry HybridPrice: from $34,990Thirst: 5.2L/100km unleadedAnnual juice use: $1068.60If Toyota is synonymous with sci-fi looking hybrids, its best one is cloaked in anonymity. Indeed it doesn't get much more anonymous than a Camry, the Hybrid version of which looks exactly like the common or garden petrol version.It shares the good bits - seven airbags, five-star crash rating and a full-size spare wheel - but its economy is staggering: 5.2L/100km versus 7.8L/100km for the petrol Camry.  It's also quieter. In addition to using one-third less fuel, it costs $130 for each of the five services for the first four years or 75,000km.The price premium - $1,500 more than an equivalent petrol-only model - might pay off but the Hybrid model can tow only 300kg and the boot is slightly smaller. The top version, with near-Lexus levels of luxury, costs $41,490.FAMILY WAGONHyundai i40 Tourer dieselPrice: From $34,490Thirst: 4.7L/100km dieselAnnual juice use: $1,001.10In contrast with the gormless i45, Hyundai has done a great deal of local adaptation work on the i40 sedan. Even if the wagon does not yet have its specially-adapted-for-Oz suspension settings, it is a much better proposition than the i45.That miraculous fuel figure is for the manual, the action of which is a bit like stirring a stick though thick mud. Yet while the auto is claimed to use almost a litre more per 100km, on open road run between Sydney and Brisbane Carsguide recorded only 4.4L/100km.In any case, the sheer driveability of a diesel combined with a good auto makes it preferable. In solely city duty, the i40 is more likely to use above 8.0L, which is surely still worth it given the diesel's open road flair.SMALL SEDANHonda Civic HybridPrice: $35,990Thirst: 4.4L/100km unleadedAnnual juice use: $937.20Honda does a couple of obvious hybrids and one that's far less so. And the Civic version is arguably the best of its breed. The new Civic is a big jump from its distinctly average predecessor. It is up on quality and is simply far better to drive.It uses two power sources - petrol engine and electric motor - but unlike the Camry (and Prius) which can separate the two when needed, in the Civic Hybrid they work in tandem.This is technically simpler but returns higher fuel figures. The Civic Hybrid gets 4.4L/100km against the Prius's 3.9. Still, it's more spacious than the old model and needs smaller batteries so the boot is bigger.The rear seats don't fold down to increase luggage space. It gets a five-star crash rating, electronic stability and traction control, brake assist and six airbags, but a space-saver spare.SMALL HATCHVolkswagen Golf BluemotionPrice: $28,990Thirst: 3.8L/100km dieselUnlinkAnnual juice use: $809.40Golf can be played in a range of colours but the most efficient is blue. In VW-speak, it's BlueMotion, the in-house term for those selected models tuned for maximum economy and minimum emissions.The Golf BlueMotion costs $28,990 $1000 more than the Golf 77TDI that it replaced but comes only with a manual gearbox. But you're prepared the shift for yourself in order to save the planet, aren't you?A plethora of fuel-miser tech here  low-rolling resistance tyres,  stop-start system, brake energy recuperation, slippery aerodynamics, tall gear ratios and a gearshift prompt indicator  are added to the already frugal 1.6-litre turbo-diesel. It's also a brisk performer with Golf's usual excellent handling and ride comfort. It works as well in city traffic as it does loping along a country road.COMPACT SUVMazda CX-5 Maxx Sport dieselPrice: from $39,040Thirst: 5.7L/100km dieselAnnual juice use: $1,214.10This slips us well over the grand mark, but torque isn't always cheap especially not 420Nm of it. CX-5s are selling like cold beers at the cricket because they are at least in diesel form very lively, economical and practical wagons.There's no doubt the CX-5's success is due to it enlarging in the appeal of the Mazda3 hatchback. But it's a better vehicle thanks to the SkyActiv tech that covers body, engine, transmission, suspension and platform. The bi-turbo four-cylinder diesel engine has class leading economy via its six-speed auto, despite the added weight of all-wheel-drive. Compact enough for comfort in city traffic, it's also very roomy with excellent rear seat leg and head space. The cabin could be a bit more stylish, but it’s simple and the controls are easy to operate. The rear seats split and fold flat. On the road the diesel version slaughters the petrol model.CITY CARFord Fiesta TDCiPrice: from $21,490Thirst: 4.4L/100km dieselAnnual juice use:  $937.10In any guise the Fiesta is well made, affordable and a driver's delight. As a diesel it's also lean running. Made in Thailand, it's big on value. The 88kW/200Nm make this lightweight city car something of a hot hatch, with steering and handling to match.As with other diesels originally derived from Europe, you have to change gear for yourself, though with the arrival of the next EcoBoost petrol engines next year, Ford's excellent twin clutch automatic could become available. Sedan and hatch are identically priced.Though the five door brings the extra load flexibility of its ilk, the sedan's boot approaches that of the next class up in terms of capacity. It'll swallow a monthly grocery shop all right. The diesel is specially calibrated for maximum fuel efficiency and features a coated particulate filter to keep emissions low. The Zetec spec, at $23,490, is worth the extra spend.

We're spoiled for choice in the tiddler class with perhaps 15 different vehicle brands represented. Better yet, they are striving really hard to attract us to their lair.Just because we might be shopping sub-$20,000 doesn't mean we have to miss out. Take the new $18,990 Toyota Yaris ZR for example -- a cute little number with decent performance, plenty of kit and a cheeky face.This is generation three of Yaris and it comes with Toyota's fixed price servicing -- a big plus if you're on a budget. Yaris also gains a five star ANCAP crash rating and plenty more to attract attention.It shares equipment levels with the five door YRX meaning excellent SUNA satnav is standard along with Bluetooth audio and phone, climate control air, decent audio, multi wheel controls, cruise, automatic headlights and other useful stuff.The ZR is the “sports” Yaris though it's the same under the skin as other 1.5-litre models except you can only have it with a five speed manual -- no auto is offered.The engine is a twin cam unit with variable valve timing but out-dated port injection instead of the newer direct system. Still, it's capable of delivering respectable performance rated at 80kW/141Nm using regular 91 RON unleaded petrol. We saw 6.0-litres/100km and it would do better trying harder.ZR differs from the five door YRX by having only three doors and a funky looking body aero kit, 15-inch sporty alloys, driving lights, sports seats and a roof spoiler. The effect is chunky and purposeful though some criticism was directed ZR's way as being too much like a mini-people mover. That's a bit harsh.The shape is necessary to deliver above average interior room making the car more practical. Folding 60/40 rear seats creates a large load space almost like a small van.Ride is sporty/comfortable offering up flat cornering and adequate ride comfort with relatively quick steering from what are fairly simple underpinnings. The rear drum brakes look out of place but work OK and there's a space saver spare.It has a strut front and torsion beam suspension calibrated locally, thankfully meaning ZR is well screwed down and fun to drive. We like the interior despite the hard plastic dash whose reflective surface is a real issue when driving into the sun. The sports seats are good and there's an airy feel to the ZR created by large glass areas.We had a good old punt in the Yaris ZR and would definitely consider it. Trouble is there are some really hot items in this territory - in looks, performance, value and equipment. And that's how it should be.

Two long-time Australian favourites, Astra and Corsa - think Barina - are back for business as Opel sets up shop down under. There are actually three models in the Opel start-up crew for September 1, but it's the Astra that is doing the heavy lifting with the baby Corsa as the price leader and the larger Insignia aimed at families.All three feel Germanically strong and solid, based on a 'speed dating' introduction drive today in rural NSW, but it's the price and value that will be crucial as Opel positions itself against Volkswagen in Australia. "The countdown is over. Our arrival in Australia will be something special," says Bill Mott, managing director for Opel Australia.He admits that Opel is getting a head start with the Astra, which was a long-term winner as a Holden, but says the car's following could also cause problems."This Astra is both a real help to us but, as a new brand, an issue that we've got to address. We have to tell the truth and tell the truth well. The truth is that Astra was here and it was always an Opel," he says.We cannot reveal the pricing details yet, but the early impression is pretty good. Especially since Opel picked some truly awful roads that are never going to flatter any car.The Corsa is chunky and solid - although the cabin quality is more like a superseded Korean baby - with the driving feel that will impress people who might shop it against a VW Polo. The seats are a bit bench-like and the dash is dated, but it's still a car that is nice enough to drive.The Insignia is roomy, comfortable and nice to drive. It's also well equipped, but goes up against a huge range of mid-sized rivals from the VW Passat to the Ford Mondeo and the Skoda Superb, a long-term Carsguide favourite.Which brings us to the Astra, which comes as a five-door hatch, five-door wagon and great looking GTC coupe. They will turn heads and also drive well, although we can quibble about details like the overly-firm suspension in a wagon running 18-inch wheels.The headliner is the GTC 1.6 turbo, complete with magnetically-adjustable suspension similar to the system used by HSV, and it will be a solid rival to the Golf GTi. it's not nearly as brisk, but it has a good chassis and nice touches including an adult-sized rear seat.So the first signs are promising, although there is a long way to go and a lot that is still to be discovered. 

The Astra is back. But don't go looking at your Holden dealer for the long-time small-car favourite. This time around, everything but the name has changed as the Astra spearheads a downunder drive by Opel of Germany.Opel always did the Astra, but now it's reclaimed its prize child and is using an impressive new GTC coupe - and a reasonable $23,990 starting price for a five-door hatch - to headline for a three-model lineup that is intended to grow rapidly in a planned challenge to Volkswagen for European bragging rights in Australia.The Astra is joined by the baby Corsa - once the Holden Barina - and the family-sized Insignia, previewed already by Carsguide and available as both a sedan and a wagon called the Sports Tourer.So this is not a just a showroom launch for the Astra, even though it's the key, but a brand launch for Opel. To put the new Opels into focus, they are not pitched back against Holden but up against Volkswagen and Peugeot and some of the upscale Japanese brands. At least, that's the thinking by the Opel planners who have set up 17 dealers around Australia for the start of sales on September 1.The key message from Opel is that the brand is German, led by design, and has similar strengths to Volkswagen. How buyers will react, especially as there are more than 50 different brands in Australia in 2012, is a very big question, but Opel Australia's boss, Bill Mott, is - as you'd expect - confident."The countdown is over. "Customer choices are changing. We believe we have a product and a brand suited to this changing market," says Mott. He promises a growing range and an expanding dealer network, but says Astra is the key. "We're entering in segments which are ... headed for further growth. I think it would be considerably tougher without Astra," he says."This Astra is both a real help to us but, as a new brand, an issue that we've got to address. We have to tell the truth and tell the truth well. The truth is that Astra was here and it was always an Opel."Holden dumped the Astra because it could get cheaper baby cars from Daewoo in Korea, but Opel is doing all it can to build good value into its cars. "I'm confident we have done our homework," says Mott. It's been helped massively by the strength of the Australia dollar, which means the bottom line for an Astra is reasonable but not outstanding.So it runs from $23,990 for the five-door 1.4-litre petrol turbo. That's not great when you can get a similarly-sized Toyota Corolla for less than $20,000, but it's right in the heartland for European small cars and looks good enough against the cheapest Golf at $21,990 with less power and - Opel says - less standard equipment. The mainstream bodies are the five-door hatch and Sports Tourer wagon, while the run up the range goes to the 2-litre turbo diesel from $27,990 and the 1.6-litre turbo petrol from $28,990.An automatic gearbox is a predictable $2000 extra and there are a variety of trim levels and option packs. But the headliner is the GTC coupe, priced from $28,990 with a 1.4 turbo or $34,90 with the punchier GTC. "We really believe the Astra GTC is a unique animal. It's an attainable dream car."Opel has always done great engineering work, getting the basics right on the chassis and moving up from there. There is nothing revolutionary about the Astra package, but the various engines make solid power and torque, there are six-speed manual and automatic gearboxes - auto only in the Sports Tourer - Watts-link rear suspension and things like bi-Xenon lamps, alloys wheels and even an electric boot release and a system that flips the back seat flat in the wagon.Extra equipment includes a premium centre console and even special ergonomic sports seats, as well as an adaptive lighting system with cornering lights and auto dipping. And the GTC?The chassis is tweaked with the usual sports settings, but there is also a HiPerStrut front suspension for better grip and feedback, optional magnetically-controlled Flexride dampers - similar to those used on some HSV Commodores - and 18-inch alloys, electric power steering and more. All Astras come with Bluetooth connectivity.This is a key for Opel, which wants its cars to stand out in traffic. Australian-born Nils Loeb, who heads exterior design at Opel, is special guest at the press preview of the cars and talks passionately about the company's philosophy. "We are the emotional German brand," he says. The cars definitely look good, and the GTC really stands out even against good lookers like the Renault Megane, but it's the attention to detail that is most impressive.The dashboards are more than just flat plastic panels, the switches look and feel good, and Loeb admits Opel chooses bigger wheels for its cars "Because they look good".Six airbags in all models. All cars have five-star EuroNCAP scores. Enough said.Good, but not great. That's the bottom line. Starting at the bottom, the basic Astra hatch feels rock-solid and responsive. The 1.4-litre engine is nothing special but the 1.6 has more than enough go for the job and promises fuel economy better than 8 litres/100km.Looking around, both the hatch and Sports Tourer have impressive design and finishing - way better than the Corsa, which is like an old-generation Korean in the cabin - from the dash layout to the seat comfort. Thankfully, Opel is staying old-school with push-button switches, not a fancy iDrive-style controller, and everything you need is included from solid aircon to the Bluetooth connectivity.The wagon is slightly more impressive than the hatch, thanks to good space in both the back seat and luggage area, and gives nothing away for driving enjoyment. But ... there is wind noise, the tyres rumble a lot on nasty surfaces in regional NSW, and the general feel of the car is not as plush or refined as a Golf. It's nice, for sure, but not any sort of a breakthrough.Which brings us to the GTC. The headliner coupe is seriously cool, and a real looker, yet somehow there seems to have more space in the back seat than in the hatch. The basic car gets along reasonably, not that it will matter to fashion-conscious buyers, but it's the 1.6 with FlexRide suspension that's the one to love.The switchable FlexRide also adjusts the steering and throttle response, taking the car from OK to keen and sharp in milliseconds. It has great grip and can easily cope with more power - as we'll eventually confirm once Opel Australia gets a go-ahead for the hotrod OPC model. The first impression of the Astra is much as expected, particularly after so many years on the books at Holden.The major change is more flair in the design, and a promise that fixed-price servicing will give buyers the confidence they need to commit to the cars.So good, and good enough, but we'll know more once we line the Astra up against the Golf and our current small-car favourite, the Toyota Corolla.