Hatchback Reviews

In Sweden you can take classes in how to drive a car economically. Or, you could simply buy one of Volvo's new V40s, because the super smart hatch will do all the work for you. It has three different drive modes, selected from a carousel in the centre of the instrument panel, one of which Eco mode and is designed to reduce fuel consumption. It's not the only reason you'd buy the car, but it's certainly a drawcard - not to mention safety.BACKGROUNDThe V40 is Volvo's first 'proper' hatch, with four doors (five if you count the hatch) and room for three in the back. Prior to this it produced the C30, but it was a niche model, a funky four-seat hatch with only two doors and a tiny luggage area. As such the V40 (the V's for versatility) is likely to have much broader appeal. In fact, Volvo expects the car to become its biggest selling model worldwide. In Australia, however, its sales star is the XC60 - a mid-sized, five-seat SUV or offroader.DESIGNNot only does it look the goods, with sculpted panels, a low profile, wide stance and signature black tailgate - the V40 performs well too. The sporty dynamics (yes, sporty) really raise the bar for the Swede - better known for building safe cars than exciting ones.Inside, it's the same story, with darker trim that gives the car a premium feel, along with a more sophisticated LCD style instrument panel that changes colours plus a stylish illuminated gear shift knob. The seats are comfy and both driver and passenger sides have lumbar adjustment.Volvo reckons it's the most dynamic model that it has built to date and we're inclined to agree, after a searching test drive this week on some of Italy's treacherous mountain roads.Due for launch here in a little over six months, the V40 has all the makings of a game changer for the company, depending on the price and how much of the tech that we saw is actually standard.ORIGINSLike the C30 it's based on the same platform as the Ford Focus that enjoys an enviable reputation for sporty dynamics. Ford, by the way, used to own the company and even though Volvo is now owned by the Chinese the two still share some technology. V40 replaces both the S40 sedan and V50 wagon and maybe even the C30 which is also being phased out (more likely it will be replaced by another model - perhaps a V30?).RANGEWe got to drive three models of which two will be coming to Australia: the D2 1.6-litre four cylinder diesel, the D4 2.0-litre five cylinder diesel and the T4 2.0-litre four cylinder petrol model.The last one is not coming, at least not in its present form, and this is where it gets confusing. We will be taking the T4 - but with a five cylinder engine of the same capacity.A hero, high performance 2.5-litre turbocharged T5 R-Design model will be joining the trio too. It wasn't available to drive in Italy, but will be available from launch here in February.THE STATSThe D2 is good for 84kW/270Nm and 3.6 litres/100km and is basically the same engine that's in the current C30. It will be the entry level model and will be available as a six-speed manual only.The D4 puts out 130kW/400Nm and 4.7/5.2 litres/100km and will be available with a six speed manual or six-speed automatic. The five cylinder T4 puts out the same 132kW of power as its four cylinder cousin, but 300Nm of torque instead of 240Nm and will be available as an auto only. No fuel figures available.The T5 R-Design pumps out 187kW/360Nm and uses 7.9 litres/100km and will be auto only (odd that as a performance model there is no manual). All models are fitted with automatic stop/start to save fuel along with the ability to regenerate power.CHOICESThe driver has some choices to make before moving off, like how much assistance they want with the steering, which provides three levels of support: low, medium and high. Then there's three drive modes: Eco, Elegance and Performance, with different colour schemes for each - green for Eco, Amber for Elegance and red for performance. You can change drive modes on the move using a one of the steering column instrument stalks, but the car must be stationary to change the steering.THE DRIVEOf the three, the D4 with the larger diesel engine was the standout. The smaller D2 lacks torque off boost and this presents  a problem coming out of the rising, hairpin corners that we encountered. It is necessary to brake heavily and turn in sharply, dropping speed quickly and engine revs with it.As a result the engine is often left stranded between first and third gears, lacking any help from the turbo until the revs pickup - too fast to change down and too slow to change up.An auto would help smooth things out (are you listening Volvo?). Fortunately with plenty of grip the car can carry more corner speed than usual which helps alleviate the problem.The larger D4 is a revelation in comparison, with strong performance across the rev range and an auto to make things easy. Relatively quiet inside, it is not plagued by the same problem and was a pleasure to drive in most situations. Pricing it up is probably the only way to entice people into the smaller diesel.The T4 is also lively, feels lighter but lacks the torque of the diesel. The auto is much busier to compensate. As such we look forward to driving the torquier five cylinder version.Changing the drive modes and adjusting the steering makes a perceptible difference, but whether it's a novelty or used on a daily basis remains to be seen. In terms of fuel consumption, we got 7.8 litres/100km from the D2, 10.9 from the D4 and 14.7 from the T4 that we drove. Note though that all were being pushed hard.NEGATIVESAll-wheel drive is unavailable. There's only a space saver spare wheel and rear legroom is tighter than expected. There's no paddle shifts in sight either and they're needed  to keep pace with the competition.We applaud the addition of a digital speedo, but deplore the fact it is available only in performance mode. Not mention the fact that the navigation still does not provide speed camera warnings, although it does tell you what the current speed limit is.SAFETYComes with eight airbags and a whole range of safety systems - some standard, some probably not. It has not been crash tested yet, but Volvo is confident it will score a full five stars. They include a driver's kneebag and, in a world first, a pedestrian protection bag. The latter sits like a bra around  the lower part of the windscreen when activated to protect a pedestrian's head from injury in the unfortunate event that they are struck by the car.The car also brakes automatically when it detects a threat in front, the blind spot warning now also warns of rapidly approaching traffic and the rear parking sensors warn of approaching traffic from the sides when reversing out of a carpark.The lights also dip automatically when high beam is selected and parking assistance is also available. It will detect whether a space is large enough to accommodate the car, then reverse park with little intervention from the driver.COMPETITORSVolvo is targeting the Audi A3, BMW 1 Series and soon to be released Benz A-Class - but not surpisingly the VW Golf. It believes the V40 is more of a premium product and will be priced accordingly, with the kick off figure likely to be $39,990. We reckon it sits somewhere between the two in terms of market perception and could appeal to buyers from both groups.

Char-grilled hatchbacks are more fun than a stick and almost as cheap. However, some people get personal joy in wringing the neck of small engines in little hatchbacks. Fortunately, since the 1970s kickstart of the Peugeot 205 GTI and Volkswagen Golf GTI, there's still a string of car makers willing to pump out a line of cars once called hot hatches, now more like toasted on the grill. Suzuki - like Daihatsu, Nissan and Toyota - has played the game before.Only one of these is still on the field. Now, after a 12-month hiatus which saw off its six-year Swift Sport model, Suzuki is back with a new engine, a new look and a competitive mid-$20K price.VALUE Okay - so any lines blurred between a Polo GTI and a Swift Sport should be clarified immediately. The Swift Sport is a punchier version of the endearing Swift shopping trolley.It gets a bigger engine, bodykit, neat alloy whe els and lots of features inside. At $23,990 as a manual, its purity as a small hatch insists that it refuse any options. The auto - a CVT unit - is $2000 more.Value rates well with standard keyless entry and start, Bluetooth, cruise control, USB port for the six-speaker audio, bi-xenon headlights and sports seats with red stitching.DESIGN The Sport picks up the new body which looks like the old body shape, making its presence known with a yawning grille, bi-xenon headlights, side skirts, deep front spoiler and integrated roof spoiler. It sits 120mm longer than the old Sport but its rounded body still looks like the winner of a baking competition. But it defies its stumpy exterior with a roomy cabin for four adults.Seats are black cloth with red trim and are really comfortable and suppportive while the hard-plastic, satin-finish dash implies low-rent but actually looks good. The boot is tiny but the near-flat, fold-down rear seats create a versatile hauler.TECHNOLOGYThe previous S port exited Australia in January 2011 as a 92kW/148Nm 1.6-litre hatchback with one gearbox - a five-speed manual - within its distinctive snail-like shell. Now there's a new engine based on the standard Swift's 1.4-litre mill but with 100kW/160Nm - that's a weight to power ratio of 10.6 kg/kW, making it outgun the old Swift GTi.Suzuki made the car bigger but shaved 30kg from the final weight, upping its zip factor while trimming fuel thirst back to 6.5 L/100km from 7.3 L/100km.  Sport gets tripl e-synchromesh on frist and second gear cogs, firmer suspension, bigger 17-inch alloys and a tighter steering feel as part of its mechanical armament. SAFETY For a small car the Swift Sport packs an impressive safety kit. There's a five-star crash rating, electronic stability control, seven airbags and all the electronic brake aids. The bi-xenon headlights make night driving some much easier but the lack of a spare wheel - there's some aerosol goo and a compressor in the emty wheel well - limits  the Swift's range.DRIVING This can be an angry, hot and sweaty little car in the right hands. It has so much pluck that it will almost burst its little heart trying to please the driver. Yes, the Sport can be work - sometimes hard work - but the reward is letting it get under your skin and to drive it like it was an extension of your body.Big surprises are the willingness of the engine to run cleanly and eagerly to 7000rpm, the extra kick from the engine at 5500rpm, the almost hydraulic feel  of the electric steering system and the ride comfort despite the low-profile 17-inch rubbers.The keyless start button, the encompassing driver's seat, the small-diameter leather-bound steering wheel and the superbly bright headlights provide the theatre. Gee, it almost feels like an early Golf GTI. Almost.VERDICT A sparkling hatch for enthusiastic motorists divided between commuting and weekend fangs while being acutely aware of the need to retain their licence.Suzuki Swift Sport Price: $23,990Warranty: 3 years/100,000kmResale: 58 per centService interval: 15,000km/12 monthsSafety rating: Five starSpare: aerosol repair kitEngine: 1.6-litre 4-cyl petrol 100kW/160NmTransmission: 6-speed manual; FWDBody: 3.9m (L); 1.7m (w); 1.5m (h)Weight: 1060kgThirst: 6.5 1/100km; 98 RON; 153g/km Co2 

The small Fabia has punched above its weight for Skoda since arriving late last year. Based on parent company Volkswagen’s Polo – the 2010 Carsguide Car of the Year  -- the little car has helped Skoda nearly double sales, despite having only two versions on sale.But the range is now being filled out, with the current entry level 77TSI hatch and mid-range Monte Carlo being joined this week by a practical 77TSI wagon and the hot Fabia RS in both hatch and wagon bodies.The newcomers arrive at the mature end of this generation’s life span -- with a new one due in 2014 -- but they still deserve a warm welcome for mix of practicality and performance they bring to the Fabia line-up.TECHNOLOGYThe base model carries Volkswagen’s 1.2-litre, direct injection, turbo four-cylinder delivering 77kW of power at 5000rpm and 175Nm of torque across a useful 1500-4100rpm.Official fuel economy is posted as 5.5L/100km – on premium -- with either the five-speed manual or the newly-arrived seven-speed DSG turning the front wheels on both hatch and wagon.But the acceleration is far from blistering, with the manual hatch getting to 100km/h in 10.1 seconds, the DSG hatch 10.2 and the wagon 10.3.Fabia's underpinnings are also straight from the VW parts shelf, with Macpherson strut front and beam axle rear suspension and four wheel disc brakes, where some rivals still sport a pair of drums.The RS ups the ante in a 1.4-litre twin-charged engine with the supercharger kickstarting the action in low revs and turbo tipping in with full boost from 2000rpm.From this, the four-cylinder develops 132kW of power peaking at 62000rpm and 250Nm of torque between 2000-45000rpm, with Skoda claiming a 0-100km/h sprint of 7.3 seconds and fuel economy of 6.2 L/100km.DESIGNAlthough based on the Polo, the Fabia hatch is slightly bigger and puts its signature Skoda boxiness to practical work for loads of room for head and legs, plus luggage space rising from 300 to 1165 litres when the rear seats are folded.That’s about the hungriest capacity for the class, and it becomes almost insatiable in the longer wagon where you get 480 to 1460 litres.The styling is not everybody’s taste, but it has a cheerful character and an endearing determination to shackle form to functionality, which happily means a bright and realistically-designed interior with good ergonomics and easily readable instruments.PRICE AND EQUIPMENTThe entry level 77TSI hatch is $18,990 with the manual and an extra $2300 if you want the DSG, while the DSG-only Fabia RS starts at $27,990. The wagon body for either version claps on another $2000.Standard equipment includes Bluetooth, tilt and reach adjustable steering column, an eight-speaker CD/MP3 audio system, leather-wrapped steering wheel with audio and phone controls, cruise control, heated mirrors and fog lights.The RS arrives with more bling and some cues from the Fabia S2000 rally car, adding twin exhausts, spoilers back and front – the latter with  integrated LED daytime running lights – and rolling on 17-in alloy wheels with red RS-logo brake callipers.The cabin gets deep-shaped sports seats, a three-spoke steering wheel with paddles for the DSG, and handy rear parking sensors, but some of the plastics and finishes slip back to ordinary quality. The base model undercuts the donor Polo by nearly $1000, but you can spot where the money has been saved in the fit-out and finish. At RS level you’re eyeing off the $28,990 VW Polo GTI at again just $1000 more – but oddly not among the rivals cited at the Fabia RS launch, which benchmarked against the $24,990 Suzuki Swift Sport and $43,050 Mini Cooper S in terms of dollars per kilowatt of power.Fabia is $212 against the Suzuki’s $250 and Mini’s $319 --  in case that’s your gauge. In which case you’ll want to know that shelling out an extra whack for the $36,490 Renualt Clio Sport 200 cost you $248/kW.SAFETYSurprisingly, amid a host of five-star rivals the Fabia gets only a four star Euro rating. Safety equipment includes six air bags, stability control, anti-skid brakes with brake assist and brakeforce distribution.DRIVINGThe fit-out doesn’t quite match up to the VW donor, but the seats are supportive and there’s plenty of room. The 77TSI engine is keen and tractable, making easy work at low revs around city streets and laid-back cruising on the highway, with enough torque for climbing hills.While the standard five-speed manual will still be one gear short of most rivals, the seven-speed DSG – clunky though it is – will win fans in a market that is increasingly shunning self-shifting.But you’ll still want to use the manual mode of the shifter, and that’s about the stage where you’ll take a hacksaw to the annoying fold-down armrest that’s positioned exactly on the trajectory your elbow wants to move through.It rides comfortably and the wide track and long-ish wheelbase polish its road manners to keep it stable and flat. The suspension gives it better grip than most of its competitors, and the accurate turn-in mean it has entertainment on offer even at lower speeds.Step into the RS and a whole world of fun opens up. The ride is much harder and can get unsettled over rough back roads, but in normal driving it’s still compliant – more than the Polo, and much more than most of the competition.But the RS is also noticeably more agile and taut than the entry model. It’s easy to swing through a joyful series of corners, with weightier steering and tighter response than the standard version.There’s a fair bit of noise from both wind and tyres, but it’s never uncomfortable, and cabin conversation never has to reach yelling levels.Take all that, and then extend it into the RS wagon version, and it’s a whole new ball game. Like the legendary Audi RS4 Avant, the combination of sting and space results in a true Jekyll and Hyde car. Take it out on the garage sale round, stuff the boot space – and then time your lap home. That’s what you call a real all-rounder.VERDICTSkoda weighed up 'bang for the buck' but it's also a case of usability for your money. And the standard Fabia is a decent contender there, but the RS would go on our favourites list. 

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?What is it?This is Audi's entry point for the classy A5 range comprising more than 20 variants in sportback four door hatch, coupe and cabrio variants. It also ushers in a new 1.8-litre, turbo petrol four cylinder that's economical enough to win Luxury Car Tax concessions - gotta like that.How much?The price is $66,690 but there are plenty of options and option packs to hike that.What are competitors?Very few actually. The Sportback could be termed a four door coupe by other manufacturers. The gorgeous Volkswagen CC would be the closest competitor.What's under the bonnet?There's a small capacity force fed petrol 1.8 under the bonnet of this particular model. It has direct injection and turbocharging as well as variable valve lift and timing to boost efficiency as does auto stop and start, recuperative energy from the brakes and a CVT eight step "auto" transmission with sport mode. It's good for 125kW and 320Nm from a low 1400rpm.How does it go?Really well with plenty of kick in the mid-range and a strong top-end. But the stop and start system causes rather lethargic acceleration from a standstill. Takes too long to fire up and start driving the car.Is it economical?Impressive at 5.8-litres/100km. We saw better at a steady 90kmh on the freeway but you can average in the 7.0s combined without trying - of 95 octane.Is it green?Yes, passes Eu 5 emissions and has a swag of economy technology that also cuts emissions.Is it safe?Five stars.Is it comfortable?Comfort levels are high with sporty, well shaped seats and leather upholstery. Electric front seat adjustment is handy and the driving position offers plenty of options. The cabin is roomy enough for four adults and the load space under the large hatch is big.Good audio, plenty of driver assist technology, Bluetooth phone and audio. Pretty much all you need.What's it like to drive?Sporty with a firm, well controlled ride, sharp steering response, powerful brakes and grippy rubber. Typical Euro sporty drive feel with a half decent exhaust note (when you can hear it).Is it value for money?Tempting especially with the discounted Luxury Car Tax thanks to low fuel consumption.Would we buy one?Probably not, we'd go for the 2.0-litre diesel A5 Sportback for a couple of grand more. Keep it for years, spend little on fuel, surprise other drivers with striking turn of speed.2012 Audi A5 TFSI SportbackPrice: from $66,690Warranty: 3 year roadside assistWeight: 1525kgEngine: 1.8 litre, 4 cylinder, 125kW/320NmTransmission: 8-speed, constantly variable transmission, front wheel driveThirst: 5.9l/100Km

Volkswagen have been clever by introducing its Scirocco coupe in full-on ‘R’ guise

Having a good car isn't good enough to be a winner in the small car class. Just ask Renault, whose Megane is earning a trickle of interest amid a torrent of sales. Put that down to lack of knowledge in the brand.Renault is starting off a small base in Australia and is still educating the public that French flair is a no-cost option, not an extra-cost one. In the Megane buyers get a solidly built hatch that rides well and has enough standard gear to be value for money. The downside is a continuously variable transmission in the petrol models that drones worse that a seminar speaker. The diesel's a better engine but is too noisy under load.VALUEThe bottom line is $26,000 buys a base model Megane Dynamique with 16-inch alloys, a six-speed manual gearbox and most of the features you want except satellite navigation. That's about what it costs for a Mazda3 MaxxSport but the Mazda does come with satnav. Spend $2500 more for a Megane with the 1.5-litre turbodiesel and a six-speed auto. The Privilege spec level raises the bar by $4000 for the petrol and $5000 for the diesel.TECHNOLOGYThe dual-clutch automated manual transmission works well with the diesel. There's a moment of hesitation off the line but the torque rolls on early and gives the hatch decent performance around town. It doesn't have the punch of a Ford Focus TDCi but it also uses a litre less diesel every 100km, with Renault claiming fuel use of 4.5 litres/100km.STYLINGThe front end of the Renault is distinctive without straying too far from the accepted small car formula. The bumper sweeps up to the top of the wheel arches where it neatly blends in with the wraparound lights. Rear seat legroom is on the tight side to be packing two adults in the rear for a lengthy trip but the boot's 360 litres of space is easy to load.The interior is just starting to date - and Renault persists in putting the sound system controls on a block behind the steering wheel where they can't be seen or easily used. Putting a cupholder in front of the USB input isn't a "Eureka" moment, either.SAFETYThe Megane was the first small car to earn a five-star rating from Euro NCAP. That was five years ago and shows how well engineered the Renault is. Six airbags are supplemented by stability and traction control and there are seat belt reminders for both front seats.DRIVINGPut the boot in to the Megane and it punches back well above its weight. The transmission is geared for economy but will quickly drop down a couple of cogs if there's enough right-foot pressure.  And the brakes are close to best in class. The 280mm front and 260mm rear discs are consistent and effective at any speeds, though they start to bite earlier in the pedal travel than most Asian cars.Ignoring the diesel clatter, the 1.5-litre turbodiesel is the engine of choice. The 2.0-litre petrol is more than OK but uses too much fuel. That can't be said of the diesel - Carsguide averaged 6.0 litres/100km. That's above the claimed figure but still impressive for a car carrying four in the urban jungle.The seats are comfortable and the vision forward and rear is better than average, meaning the Megane ticks about every box you can ask it to. Better noise isolation is about all I'd want.VERDICTA five-year warranty sweetens an already good deal for the Megane. It isn't going to outsell the Corolla but is a smart alternative for those who don't want to run with the pack.

Kia Rio SLi and Toyota Yaris YRX go head-to-head in this comparative review.

The new i30 is the first of Hyundai's new genre to move to a second generation and just like the first i30 the newcomer is a standout. It looks fresh and attractive, with the same flowing lines as the Elantra sedan, and a stylish new interior that is a huge step forward from its functional but rather plain predecessor. The i30 is Hyundai's biggest selling car and it competes in the mostly fiercely contested segment of the market.Priced from $20,990 the new i30 the entry point is $400 more than the current model but represents $1600 better value, with a longer list of standard features.There's a choice of petrol and turbo diesel engines, six-speed manual or six-speed auto transmissions and two of the three new grades - Active, Elite and Premium - are fitted with satellite navigation as standard.The i30 has been a huge success for Hyundai. It's currently the number four small car in Australia, behind the Mazda3, Toyota Corolla and Holden Cruze. The company really turned a corner with this one and hasn't really looked back since.The Hyundai i30 has been benchmarked against the Mazda3 and VW Golf and it shows. The car is slightly longer and wider but sits lower than before giving it a sportier, racier profile.The restyled body brings it into line with the "fluidic'' design that characterises Hyundai's other offerings.The front is sharper and more aggressive with a dominant hexagonal radiator grille, and those huge taillights have gone from the rear, replaced by a more contemporary horizontal design.The entry Active model is priced from $20, 990, Elite from $24,590 and Premium from $29,990.Standard kit includes cruise control, fog lamps, rear parking sensors and a touch screen audio system, with Bluetooth, USB and steering wheel audio controls. A reversing camera is standard on Elite and Premium models.The new i30 looks, feels and is significantly better inside, with greater use of soft touch surfaces. The free standing console is reminiscent of Volvo. We're told there's more room inside the cabin, along with 10 per cent more luggage space. Surprisingly however the new model has 10mm less rear legroom.It's a touch screen with bright easy-to-read graphics and SUNA traffic updates that route you around traffic snarls automatically. Unlike other manufacturers, Hyundai has also done the right thing and included warnings for speed cameras and other road hazards.It's designed to score five stars for safety with seven airbags standard across the range and a full complement of safety systems, but is yet to be tested.Unfortunately the new range will not include a wagon. Production of the i30cw as it is called has been moved to Hyundai's plant in the Czech Republic making it unavailable to our market. This could change down the track as the initial demand for the new model eases freeing up production time. We'll see.The 1.6-litre CRDi turbo diesel carries over from the previous model, along with the six speed manual. The good news is that the old four-speed has been replaced a brand new six-speed auto.As before, the diesel puts out 94kW of power and 260Nm of torque, but the switch to the new auto is going to produce better fuel efficiency. The diesel returns a claimed 4.5 litres/100km in manual form and 5.6 litres/100km in auto form.The 2.0-litre petrol engine has been replaced by the 1.8-litre multipoint injection unit from the Elantra. In Europe the car is offered with a 99kW 1.6-litre four with direct injection but Hyundai felt this was too modest for our tastes and our roads.The 1.8 is smaller and misses out on direct injection but it actually produces more power than before. Torque however is down. It produces of 110 versus 105kW of power and 178 versus 186Nm of torque. The petrol returns a claimed 6.5 litres/100km in manual form and 6.9 litres/100km in auto form.Overseas the diesel will also be offered in Blue Drive trim, with fuel saving technology such as Integrated Stop & Go (ISG), low-rolling resistance tyres and an alternator management system. Unfortunately we won't be getting this model.Three cheers. Hyundai has confirmed it is looking at introducing a sports model, not just with this model but across the entire line-up. The segment-leading Mazda3 comes in SP25 and MPS forms and to compete Hyundai needs to offer an alternative.The i30 sport or whatever they decide to call it could be fitted with the 130kW 2.0-litre direct injection engine or the 150kW 1.6-litre turbo from Veloster. At this stage however there is not time frame for its introduction - but they say they're looking seriously at the proposition.We had a crack at the mid-priced, Elite petrol manual model and top of the line Premium diesel auto at the launch in Victoria this week. The petrol model is quiet and refined and not surprisingly reminds us of the Elantra with which it shares a platform.But it feels breathless at times, particularly under load and it is necessary to go looking for third to get it really moving. A tiny bit more power would be welcome. We look forward to trying the auto when it is available. With the addition of the six-speed auto, the diesel is a much better thing than before.It offers strong performance and is the one you want if you regularly clock up the kilometres, but it costs $2600 more in any of the three grades. The auto is a $2000 option, but standard with the Premium.The diesel variant feels heavier in the front end, with heavier steering. But that's where the new Flex Steer system comes into its own. Overkill -- but standard across the range -- it provides a choice of styles: Comfort, Normal and Sport. They provide varying levels of steering assistance and feedback to the driver. Unfortunately, there is no option to display the vehicle's speed digitally - a rare oversight in an otherwise comprehensive package.The i30 has a 53-litre tank and takes standard unleaded. We recorded a figure of 7.4 litres/100km for the petrol model on the drive program and 5.9 litres/100km for the diesel over a combined distance of about 250km.Hyundai just doesn't seem able to put a foot wrong these days. If you like the current i30 you're going to love the new one. It does everything the old one does and more, with a quality, big car feel and more lavish interior.Like its predecessor the suspension has been tuned for Aussie roads and Aussie tastes, with an impressive ride spoiled only by the larger 17 inch wheels on the Premium model.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers.

Ewan Kennedy reviews the 1997, 1998, 2005, 2007 and 2009 Mercedes-Benz A-Class as a used buy.