Hatchback Reviews

Nissan's all-electric Leaf, two more Prius models from Toyota and imminent alternative models Holden Volt and Renault Fluence ZE have shaken the hybrid market. In response, Honda has revamped its slow-selling Insight hybrid - only 147 found new homes in the first six months of this year - to trim fuel consumption, clean up the looks and add some features.It lifts the status but it may be a hard act to get Australians stimulated. First up, we're still wary of hybrids - and especially their dull resale values - and then there's the steady flow of rival eco-cars.The price is very good, though the entry-level $29,990 Insight VTi is better value than the $33,490 VTi-L tested here. The extra money buys a reverse camera, auto wipers and lights, Bluetooth streaming, sat-nav with Suna traffic management, fog lights and bigger 16-inch alloys. Competition includes Honda's own Civic Hybrid ($35,990) and the Toyota Prius ($33,990).But the Insight is flexible enough to compete with traditional petrol-fuelled hatchbacks. Even then, it has some neat features and its spacious and versatile seat arrangement will appeal to a wide range of buyers.The profile is an extension of Honda's Clarity fuel-cell car that is still being trialled in the US. It works very well, being slippery for quiet and fuel efficient cruising while having good passenger and cargo access. The 2012 model gets a new grille, bumper and tail lights. Cabin treatment is new-age Honda with a split-level instrument panel - placing the digital speedo high in a style now being copied by others - and clean switchgear.The switches are a bit scattergun, but familiarisation eases the initial confusion. A big, wide and flat boot extends with fold-down split rear seats, while human cargo enjoys a wide rear seat with a near-flat floor.Honda's hybrid melds the petrol engine - in this case, a 1.3-litre which is smaller than sister Civic's 1.5 unit - with an integrated electric motor. Unlike the Prius, the Insight's two power units constantly work together. Brake regeneration, a stop-start system, a more efficient fuel pump and low rolling resistant tyres lower average fuel use to 4.3 L/100km, down from the previous model's 4.5 L/100km. I averaged 6.5 L/100km.The gearbox is a constantly-variable transmission (CVT) which is par for the course, while brakes are an unusual mix of front vented discs and rear drums. Drum brakes are usually reserved for trucks.It's becoming the norm to have a five-star crash rating and here the Insight doesn't disappoint. It also has six airbags, electronic stability and traction control, brake assist and electronic brakeforce distribution. Given the relatively high-tech drivetrain, heaven only knows why it has rear drum brakes. Added safety gear in the VTi-L tested is a rear camera and automatic headlights and wipers. The spare is a space-saver.The Insight doesn't exactly start with a conventional engine crank but with a hum. It's quiet - possibly because at idle it turns off its 1.3-litre petrol engine - though gets audible on acceleration as the CVT demands high revs. At cruising speeds it's quiet with minimal wind noise - a product of its slippery shape - though coarse bitumen annoys the low rolling resistance tyres.Hybrids have a certain vagueness about them thanks to the electric drive of the steering and the unorthodox brakes. But the Insight has predictable steering - in comparison to the vagueness of the Prius - which aids its handling. The dumbed-down 65kW/121Nm engine appears barely capable of powering a can opener but the assistance of the electric motor turns it into something quite enjoyable.Combined output is 72kW/167Nm. Note that the motor is 10kW/78Nm but drive losses and different delivery characteristics mean you can't simply add the two figures together. The Insight is also comfortable, tending towards a supple ride on its long wheelbase. There's a bit of early Citroen here.Non-threatening family car with green credentials to make you smile and a poor resale value to make you sad.

The smallest vehicle segment, or light, as it's known, is a bit of a grab-bag. It ranges from the Chery J1, a Chinese import for $10,990 cross-your-fingers-driveaway, to the Fiat Abarth 695 Tributo Ferrari at the we-saw-you-coming price of $69,990.But desirable badges are beginning to crack the 4m-long formula. The Audi A1, Mini, Alfa Romeo Mito, Citroen DS3 and Renault Clio all have at least one version with a performance slant.However, they are all three-door cars. If you want five doors and a European pedigree, the options narrow considerably. Until recently there was only one: the Volkswagen Polo GTI. Since it arrived a couple of years ago, it has been almost as critically acclaimed as the Golf GTI, its bigger brotherNow it has been joined by the Skoda Fabia RS, and there are a couple of reasons why the Czech badge might steal a few buyers from Veedub. Chief among them is the fact that Volkswagen owns Skoda and the two share technology. This strategy is known as platform sharing and Volkswagen is its leading exponent.Volkswagen uses essentially the same engineering not only for itself and Skoda, but also for Audi and SEAT, which is not sold here. What that means is that Audis are essentially expensive Volkswagens while Skodas are bargains.VALUEThe RS wagon is $29,990, a $2000 premium over the hatch, and is a rarity at this end of the market if you can live with its dumpy looks. The hatch, on the other hand, has pleasing proportions and pulls the Mini trick of offering different roof colours and other personalisation tricks.Although a Mini-with-the-lot is a lot more expensive, the RS doesn't miss much with LEDs, 17-inch alloys, shiny pedals, leather trim, dual-zone air, six airbags and Bluetooth.TECHNOLOGYBut the engine and transmission are the same as the current model, meaning 132kW from a 1.4-litre four-cylinder that has double forced induction. A supercharger ensures plenty of torque at low revs, then once the engine gets going a turbocharger takes over. So it's drivable without any strain, since 250Nm of torque arrives at just 2000rpm. (Those outputs, by the way, are only slightly shy of the Mercedes E200, which develops 135kW and 270Nm.)DRIVINGThe cabin, even with sports seats, is functional and fairly sombre. There's an absence of the pitch-to-youth design that mars some light cars. But it's a pleasing place to be, just the same. As far as its underpinnings go, it borrows from the previous generation Polo and is slightly narrower, shorter and lower than its Volkswagen equivalent.At just 1.25 tonnes, the RS can reach 100km/h in a respectable 7.3 seconds while burning just 6.2 litres per 100km. Because it's heavier than the Polo GTI, it's also slightly slower and thirstier. But it would still take a long time to recoup the extra $1000 in the GTI's starting price.To drive it's not as engaging and rewarding as some performance hatches, with remote steering and a slightly perched-on-suspension feel to the way it tackles challenging roads.But as the runabout companion to the weekend warrior in your double garage, it's the sort of downsizing that makes sense.Skoda Fabia  RSPrice: from $27,990 (hatchback) to $29,990 (wagon)Warranty: 3 year roadsideEngine: 1.4-litre 4-cyl petrol supercharged & turbo 132kW/250NmDimensions: 4247mm (L); 1642 (W); 1494 (H) / 4029mm (L); 1642 (W); 1492 (H)Weight: 1248kg/1253kgTransmission: 7-speed automaticThirst: 7.7L/100km; 148g/km Co2

Kia is moving forward with their latest models and the three-door Rio SLS is no exception. It’s definitely another in ongoing improvements for Kia, and it’s no wonder it claimed the 2011 Carsguide Car of the Year gong.From $19,990 for the manual and $21,990 for the auto the SLS is priced closely against the $19,490 VW Polo -- itself a Carsguide Car of the Year in 2010 -- and the $18,990 Ford Fiesta.Both the Polo and the Fiesta have great reputations for dynamics, and are both more a driver’s car. But the Rio shines in its own ways, and one of them is value for money - especially considering the equipment list. Standard features in SLS spec include MP3 and iPod compatible CD player, Bluetooth connectivity with media streaming, steering wheel audio controls, speed dependent volume control, rain-sensing wipers, dusk-sensing automatic headlamps and front fog lamps.And the 5 year unlimited km warranty - which applies to all new Kia vehicles - is generous when you consider the standard is 3 years.The Rio SLS has a 1.6 litre, four cylinder GDi petrol engine teamed with a six-speed manual or the six-speed automatic transmission tested here. Kia points to the 1.6 litre engine as class-leading with 103kW of power (at 6300 revs), which is teamed with 167Nm of torque (at 4850 revs). The quoted combined fuel economy is 6.1L/100km with 145g/km CO2 emissions.The design of the SLS received a mixed response. We got comments ranging from “over styled” right through to “good looks and latest gadgets.” Clearly, the design isn’t for everyone – but then, what is? The exterior is eye-catching and well calculated with chrome radiator grille, chrome rear muffler, rear spoiler, LED daytime running light with static cornering lamps, LED rear combination lamps and 17-inch alloy wheels.For those who haven’t looked at a Kia since the bad old days, you can be assured that over the past few years things have turned around since former Audi designer Peter Schreyer joined the Korean brand. Slip into the cabin and you’ll find the modern aesthetics of the exterior are reflected throughout. The black interior is stylistically pleasing against the metal look interior trim on the console, fascia and door handles. The SLS has a leather wrapped steering wheel and shift knob and leather trim on the seats. But be warned, you get a lot more ‘pleather’ than leather in the SLS.For a vehicle of this size the SLS has spacious driver and passenger seats but the backseats aren’t so generous- a taller passenger should definitely call shotgun. There’s also a reasonable sized boot with 288 litres of luggage space. The SLS doesn’t require a key to be powered, instead has a push button start with a smart key. The dashboard is positioned in a way that makes everything easily accessed, as the shift knob and handbrake slant slightly towards the driver, a similar feature found in the Optima Si. The trip computer markings are a bright red colour, which helps to clearly display the essential info, but is a bit too bright at night unless you dim it hugely.The SLS has a 5-star ANCAP crash rating. Major safety features include driver and front passenger airbags, anti-lock braking, electronic stability, vehicle stability management, hill-start assist, door open warning light with speed sensing auto door lock and child restraint anchorage points.The SLS is willing and ready from the get go, as the 1.6-litre engine gives the small car energy on the road.  It’s the perfect car for the city, as it zips in and out of traffic with ease and has good visibility for changing lanes. The six-speed automatic transmission is fine for around town and it handles climbs fairly well.The electronic power steering makes manoeuvring easy, however the steering feels a bit disconnected on hard corners. It’s also not the quietest hatchback out there, as you’ll hear plenty of road noise enter the cabin. As with any small car, the dimensions of the car make parking a breeze. However, rear visibility isn’t as good as at the front due to the wide arched pillars at the back - a rear view camera and reverse parking sensors may be the answer. Even with these few setbacks the SLS was still an enjoyable ride with plenty of life.While it’s not for the enthusiastic driver, the Kia Rio SLS competes well in the small car market; affordable, efficient, and with plenty of features.   

Those who don’t like being stared at should steer clear of buying a Veloster. Reaction from onlookers can vary from the double take to serious jaw dropping: the Veloster just won’t be ignored.VALUEWith a starting price of just $23,990 for the six-speed manual, it’s no wonder the little Hyundai is selling so well in its early days. An upmarket Veloster + costs an extra $2000, while six-speed double-clutch automatic versions adds a further $2000.The well-specced standard Veloster’s price includes premium audio featuring AUX/USB input; seven-inch LCD touch screen with integrated rear-view camera, tyre pressure monitoring, daytime running lights, automatic headlamps, cruise control and rear park assist.It also has hill-start assist on DCT equipped models – which doesn’t make sense, it’s the manual model that needs assistance for clumsy drivers, not the automatic.The topline Hyundai Veloster + adds a panoramic glass sunroof, projector beam headlamps, smart key with push button start, heated door mirrors, leather/leatherette seats, power driver’s seat and upgraded instrument cluster.TECHNOLOGYUnder the bonnet is an all-new Hyundai Gamma 1.6-litre four-cylinder engine, the smallest Hyundai powerplant to use Petrol (Gasoline) Direct Injection (GDI), providing greater fuel efficiency and durability with reduced noise, vibration and harshness.The engine puts out peak power of 103 kW at 6300 rpm and maximum torque of 166 Nm at 4850 revs with an estimated combined fuel economy of just 6.4 litres per 100 kilometres. On a trip of predominantly highway driving the Veloster + test car recorded a low 5.4 litres per 100 kilometres, while on city commutes the best it came up with was the seven-plus mark.DESIGNHyundai Veloster is something cleverly different in its design. Kerbside, there are two doors as in any five-door hatch; but on the right-hand side there’s a single door in the manner of a two-door coupe. Talk about a talking point – everyone who saw the car wanted to enthuse over the doors.The front has a touch of aggression thanks to the use of the Hyundai corporate radiator grille. In profile the driver’s side is pure coupe with its single door and arching roof; kerbside the rear passenger door is fitted with a concealed handle to try and hide the fact that the car has a rear door.The look from the rear is complex, with a range of geometric shapes including triangles and trapeziums all coming to a focus on low-set centrally situated twin chrome-tipped exhausts.DRIVINGWe sampled a Veloster + manual and found it to be an adequate performer without it serving up the enjoyment of that extra edge found with a genuine sporty coupe. Vision behind from the driver’s seat is good considering the steeply raked rear window. This is helped by the absence of a centre back seat and its head rest. The standard reversing camera is a great guide to what’s behind the vehicle when going in that direction. The deep set rear seats are separated by dual drinkholders and offer limited views through small side windows. Kids may not be able to see much to the side if they are still on the short side.On the other hand, the two-piece panoramic glass roof directly overhead gives them a view of the sky, tree tops, tall buildings and the like. Inside, the extensive range of instruments and controls is simply set out and, together with the multi-function sports-style steering wheel, makes driving easy. The short-throw gearshift only adds to the stress-free atmosphere.The centre console is meant to continue the motorcycle theme with a layout aping a sports bike fuel tank, with air vents like tailpipes and a base mirroring the seat of a bike. Acceleration of the Veloster + is average rather than adventurous. A turbocharged model is getting close to joining this standard model in Australia and should make all the difference.There is no arguing with the sporty Hyundai’s ability to stick to the road. Its suspension has been specially calibrated for Australian conditions and drivers’ likes. The feeling through the steering is nicely balanced with good turn in and understeer not rearing its head until the car is going pretty hard.VERDICTWhichever way you look at it this attention grabbing Hyundai is a competent, cool coupe-cum-hatchback.Hyundai Veloster +Price: $27,990Warranty: 5 year/unlimited kmResale: N/AService interval: 15,000km/12 monthsSafety rating: 5 starSpare: temporary steelEngine: 1.6-litre 4-cylinder, 103kW/166NmTransmission: 6-speed man; FWDBody: 4.2m (L); 1.8m (w); 1.4m (h)Weight: 1700kgThirst: 6.4/100km; 153g/km CO2

Graham Smith reviews the 2007, 2008, 2009 and 2010 Volvo C30 as a used buy.

Ewan Kennedy reviews the 1995, 1997, 2007, 2009 and 2011 Nissan Micra as a used buy.

There's some good news and some bad news. The good news is that BMW is about to deliver one of the hottest hatches that Australia has ever seen. The bad news is that delivery of the car has been delayed, at least until the end of the year.Apparently a small flaw has been detected in the design of the wheels and you know what perfectionists the Germans are . . . The exciting BMW M135i tops the 1 Series range and partners the $75,000 135i M Sport Coupe - but it's going to be cheaper and offers the added versatility of a five-door hatch. There's a three-door version too, but we'll only be taking the five-door for which the company says there's a greater demand.POWERThe turbocharged 3.0-litre straight six with direct injection develops a maximum 235kW of power and 450Nm of torque from an ultra low 1300 revs. It's hooked up to a six-speed manual or optional eight-speed sports auto, with drive through the rear wheels.All-wheel drive is available overseas but it won't be offered in Australia (for some obscure reason). The coupe in comparison produces 225kW and 400Nm of torque.THE STATSThere's not much in it. The dash from 0-100km/h takes just 4.9 seconds for the auto and 5.1 seconds for the manual. Of particular note however is the fact the car is just as quick as the previous 254Kw 1M Coupe and only a tenth of a second slower than the hallowed M3.DESIGNIt looks a whole lot better without that nasty 'banana' line of the previous 1 Series. The blunt, squared off front end projects a feeling of power and the proportions are better this time, giving the car a more cohesive look. But we're still not real keen on the rear apron, especially the black, cutout section.NOT A REAL M?No, it's not a real BMW M model - but it's pretty damn close. Suffice to say it looks the part, sounds the bizz and goes like a cat on a hot tin roof. As well as the powerhouse engine, it's fitted with a body kit and M Sport suspension, that drops the ride height 10mm.It can also be optioned with adaptive suspension and electronically controlled dampers. M Sport four and two-piston stoppers have been added and it sits on 18 inch ferric grey alloys, with 225/40s front and 245/35s at the back.FUEL ECONOMYIt's actually not too bad. It benefits from BMW's Efficient Dynamics program and is fitted with auto start/stop as well as offering the ECO PRO driving mode to maximise fuel economy. Average fuel consumption for the manual is a claimed 8.0 litres/100km and 7.5 litres/100km for the auto. We recorded a figure of 11.2 litres/100km over a distance of about 120km at the launch of the M135i this week in Germany which wasn't bad considering the way we were driving.THE DRIVEIn a word, impressive. The engine is as smooth as silk. But that smooth visage hides a crouching tiger. Ambling along the highway the car cruises smoothly and effortlessly, with little input from the driver. But, punch the accelerator, and it takes off - no, make that blasts off. The rear of the car squats and squirms in quick succession as the specially developed tyres scramble to put all that power to ground. Bang. Bang. Bang. The gears snap home one after the other, either automatically or using the large steering wheel mounted change paddles.Off throttle it has lovely bubbling burble. The car has that typical BMW feel and smell, composed and confident with a chunky sports wheel that's ergonomically perfect - or is it the other way around? With a wider track and longer wheelbase, the car sits flat and almost attached to the road, with high levels of grip that will challenge the tightest corners. Then there's the four-piston M Sport brakes that bite hard but progressively when the need arises. Overtaking can be accomplished almost at will. All in all, it's a force to be reckoned with.VERDICTWhat's not to like? It's cheaper and faster than the coupe and half the price of an M3. And you get the versatility of a hatch thrown in, which means it will fit right in with an active lifestyle.BMW has put a price tag of $68,400 on the M135i and even at that price there will be no shortage of takers. Yes. It's a bloke thing, but anything that can blast from 0 to 100km/h in less than five seconds deserves our continued and undivided attention. Thank you BMW.BMW M135iPrice: from $68,400Engine: 3.0 litre 6-cyl petrol 235kW/450NmTransmission: 6-speed auto or 8-speed manual; RWD0-100kmph: 4.9 seconds automatic; 5.1 seconds manualThirst: 7.5L/100 automatic; 8.0L/100km manual 

Less than a handful are in showrooms, and not much more than a handful have been sold, although that's going to change.Eventually it will change fast as governments force the pace of plug-in development in a push for greener motoring, a switch that is already happening in Europe and gathering momentum in the USA.Some forecasters predict electric cars will account for 10 per cent of global sales in 2020 and others are even more aggressive, with Tesla Motors chief Elon Musk predicting a 50 per cent share as he pushes for acceptance of his new Model S luxury electric limousine.But Europe is still the focus of electric car development and no-one is pushing harder than BMW, which is even creating an electric sub-brand - BMW i - to house its plug-in and range-extender electric models in coming years.The first of the sparky newcomers, the i3, is just around the corner and testing is currently focussed on a fleet of 900 very special BMW 1-Series cars that carry the power pack that will be transplanted next year into the back of the i3.I am driving the ActiveE in an Australian exclusive, searching for answers around BMW HQ in Munich but also keen to see if electric cars - following my drive time with the Nissan Leaf and, more recently, the Smart ED - really can be a workable and enjoyable future.VALUEHow do you put a price on the future? You cannot actually buy an ActiveE but, if you could, it would probably have a showroom sticker somewhere around $250,000.Why? Because the basics of the car are a BMW 1 Series coupe and, in Australia, that means at least $47,400. By the time the engineers and assembly line workers have done their regular jobs, and then the boffins have completed the switch to sparks, the price has soared into the labratory-on-wheels range where cost is not a major worry."It would be expensive still, clearly, because it's prototype development," admits Ian Robertson, who heads worldwide sales and marketing for BMW Group. But the ActiveE morphs into the i3 next year and, even though Carsguide would much prefer a pricetag in the affordable $35,000 range, it's likely to be around $60,000.That's still a lot for a car you cannot drive from Sydney to Melbourne, but it shapes up pretty well against the Mitsubishi iMiEV at $48,800, the Nissan Leaf at $51,500 and the upcoming Holden Volt at $59,990 - particularly with the regular strengths that come with a BMW badge.TECHNOLOGYThe ActiveE is developed from BMW Group's original electric testbed, the MiniE - the most impressive electric car I drove until the Leaf - and builds on that package. For a start, there is a back seat . . .The ActiveE is a totally battery-powered electric car that is powered by a permanent-magnet, hybrid synchronous motor rated at 125 kiloWatts and 250 Newton-metres. The battery has a 32 kiloWatt-hour capacity and weighs 450 kilograms, complete with liquid cooling.BMW says the ActiveE will zap to 100km/h in 9.0 seconds with a top speed of 145km/h, performance that's way better than the Smart ED electric runabout I drove in Stuttgart last month and compared to my first car, a 1959 Volkswagen Beetle.The range is 145 kilometres, something I don't get to seriously test but which seems realistic. BMW says the car's new power pack weighs less than 100 kilos, which is good news for the i3. The ActiveE has a total weight of 1800kg but BMW is aiming for about 1200 for the showroom i3, which will retain the company's traditional rear-wheel drive.The ActiveE package includes a bunch of other tricky stuff, from a 'coast' mode that allows you to save energy when you lift off the accelerator at highway speeds, very impressive regenerative braking - it's so powerful that it trips the brake lights because of the deceleration at city speeds - and even stability and traction control adapted for the electric world.DESIGNThe ActiveE almost look like every other 1 Series coupe. The big giveaway is not the special graphics package on the sides but the 'power' bulge in the bonnet. Traditionally, this sort of thing is used to help ram air into a combustion engine, or clear space for giant fuel injection inlets, but in the ActiveE the bigger bonnet - like the one on BMW's X6 hybrid - is to clear the complex engine control system where the engine once lived.Inside, it's all 1-Series. The only visible change is a dashboard readout of battery life and instant energy use - and regenerative recovery. "The ActiveE has proven that you don't have to have the compromises that most of the vehicles have out there at the moment. It has a proper back seat and a boot," says Robertson.SAFETYIt's impossible to rate the safety of the ActiveE, because none has been publicly crash tested. But it has the airbags, stability controls and ABS brakes of the regular 1 Series coupe, although stability is not as good with 1800kg to stop and heft around obstacles.The real safety test will come with the arrival of the i3 next year, and BMW is - not surprisingly - promising a five-star NCAP result.DRIVINGI could easily live with a BMW ActiveE. It's not as rorty or responsive as an M3, or as luxurious as a 7 Series, but it really gets the job done and is a genuine BMW with an electric twist. As I hit the stop-start commuter snarl on the road into Munich I'm surprised at how well the ActiveE copes. Actually, it's easier to handle than an internal combustion car, as there is no clutch to worry about, no driveline shunt or grumble, and a relaxing absence of noise.The ActiveE easily keeps pace with stop-start city traffic, jumps to 80km/h, and easily holds a 140km/h cruise on a section of unrestricted autobahn. No-one picks it as an electric car and I have to keep reminding myself that I'm driving on battery power alone.There are some giveaways, such as the incredibly low noise levels. There is a buzzing whir from the driveline - it must be like tinnitus - but mostly there is the sound of near-silence until the wind noise builds up around 100km/h. There is also the regenerative braking. Basically, unless you're at highway speeds - when the car goes into the impressive, energy saving 'coast' mode - the ActiveE harvests energy from braking to recharge the battery.Except you don't actually have to apply the brakes. It's all done with electronics and, after about an hour of driving, I find I can roll easily to a predictable traffic-light stop without braking at all.I drive more than 140 kilometres over a day-and-a-half in all sorts of conditions and I find I really, really like the ActiveE. Alright, the 1800kg works heavily against it in corners - where it misses the usual BMW fun factor - but otherwise it's great to drive and a wonderful pointer to the i3.But. There are two big buts. The first is the inevitable 'range anxiety', as I'm never really sure how far I can run without access to a battery top-up. BMW plans to answer this one with a Volt-style range-extender combustion engine to top-up the battery, although it's not clear yet if this will be in the i3 or only the larger and sportier i8 that follows.The other is the source of the power. Munich is relatively green, with lots of wind generators about, but in Australia there is no such thing as 'zero emission' cars if they're plugging into a coal-fired grid. So there are still questions and doubts, but the ActiveE is a ripper car and has me really excited to jump into the production i3 in 2013.VERDICT AL Gore and his friends got it wrong. The electric car is not dead and, in fact, it's accelerating rapidly towards a driveway near you.BMW ActiveEScore: 8/10Price: Not for saleBody: BMW 1 Series coupeEngine: hybrid synchronous motor, 125kW/250NmBattery: 32kWhRange: 160kmPerformance: 0-100km/h, 9.0s; top speed 145km/hConsumption: 0.12kWh/km

The Mercedes-Benz A-Class was introduced in 1997 as clever city car that was shorter than any other production car on the road.Thus giving it an advantage in the ongoing parking battle that’s an unpleasant part of living in large European cities. It sold in huge numbers in Europe, over two million in total, but was only a moderate success in Australia.That’s likely to change as soon as the new model hits our shores because Mercedes has completely changed direction. This Mercedes will sell on style alone. Just look at the bold front that carries more than passing styling cues to the high-performance SLS Gullwing and Roadster.VALUEPricing is yet to be finalised for Australia but it’s known Mercedes is keen to compete in the top end of the affordable small-car market. We anticipate the local importer to sharpen its pencil and begin its price list in the mid thirty thousands.The A-Class is almost an iPhone on wheels with the way it lets you communicate and/or entertain its occupants. Expect the features to become available on the bigger Benz models soon, but the A-Class has them first. The connectivity designers have opted to pair the car with Apple’s iPhone initially, but Android units will soon be able to join the game.DESIGNThis Mercedes will sell on style alone. Just look at the bold front that carries more than passing styling cues to the high-performance SLS Gullwing and Roadster. Then admire the way the style lines on the doors swoop up boldly to create a look-at-me statement.There’s nothing shy and retiring about this new Mercedes-Benz, it will appeal to the young and the young at heart in a big way. Indeed, may we suggest that if you’re interested in buying one a quick call to your local Mercedes dealer is in order. We can see a waiting list building rapidly.TECHNOLOGYYet the new Mercedes A-Class isn’t just about style. Under that shapely skin it has the features you just don’t see in this class. Because in luxury, connectivity and safety it’s as well equipped as its big brothers.Power for the standard models in the new A-Class comes from a variety of petrol and diesel engines. It will be sold in Mercedes’ usual Urban, Sport and Luxury versions. A number of further items can be added to customise the car to your taste.SAFETYGiven that some silly drivers will allow themselves to become distracted by the in-car communications systems, some are disabled when the car is moving. It has also fitted with a suite of crash avoidance items as in the more expensive Mercs. Lane departure, blind-spot and tailgating warnings are all offered on the new A-Class. Should everything still go wrong the A-Class has occupant protection systems to minimise harm to those inside.DRIVINGBut enough about the all-new Mercedes A-Class as a platform for the latest in electronic communication, what’s it like as a car?In a word, excellent. You are given the choice of multiple driving modes ranging from sedate to sporting. This isn’t really intended to be a sports hatch, but if a keen driver turns on all the correct settings it gives them plenty of driving pleasure.We were able to experience A-Class in Slovenia as part of the international launch program. Driving it on some of the most scenic mountain roads we have every experienced.New Mercedes A-Class has a nicely balanced feel and almost gives the dynamics of a rear-wheel-drive car. Throttle control is easy and the steering feedback through the electro-mechanical system is excellent. Yet, even with the sports setting turned on the car didn’t lose a lot in comfort.Unusually, we were permitted to try an upcoming sporting version of the A-Class with AMG modifications during the latter stages of its development. The engineering staff were working on the final details of the engine and double-clutch DCT transmission tune for the A25 Sport and demonstrated their work to us as well as allowing us brief test drives.This testing was done in interesting circumstances - in pouring rain on an airport runway closed for the occasion. It was heaven for keen revheads like us; slippery surfaces and nothing to hit if we did get things wrong...Further down the road an extra-hot A45 AMG will be introduced. The ‘45’ doesn’t stand for the engine size (pity!) but rather to celebrate the 45th anniversary of the founding of AMG. 

Ewan Kennedy reviews the 2002, 2005, 2008 and 2011 Hyundai Getz as a used buy.