Hatchback Reviews

Toyota Prius and Honda Civic Hybrid go head-to-head in this comparative review.

Saving cash is more important than saving the planet for buyers of Australia's most popular car. The Mazda3 Neo and Maxx Sport both run a 2.0-litre four-cylinder engine that officially uses 7.9 litres/100km. In this class that's a long way off bragging rights, yet those models account for around 83 per cent of Mazda3

Nissan Tiida is a bargain on the used-car market because of its surprising lack of popularity on the new-car scene. Several times during its five years the new car price was dropped to try and improve sales.But why didn’t it sell well in the first place? Primarily because it was the successor to the ultra-successful Nissan Pulsar, but the management decided to give it a strange new name. At least we were spared attempts to give it the official pronunciation of Tee-eeda... But the name never struck a cord and next time around the replacement model will, thankfully, be called Pulsar again.Nissan Tiida has a somewhat boxy style, but that’s to make it a very spacious interior. There's as much, if not more, legroom in the rear as you will get in most large family cars. As well as good headroom and shoulder room to go with it.The front seats are almost as large as those of a six-cylinder car, thanks partly to an ingenious design that sees the adjustment levers being placed in the frequently-wasted space between the two seats.The boots of both the sedan and hatch are large, with the topline Tiida hatch having a further useful feature of sliding rear seats so that you can further increase the size if you don’t need full legroom in the back seat.Noise and vibration suppression are impressive giving the sort of refined feeling you would normally expect from a car of the next size upwards. Ride comfort is good, with a reasonably supple feel from the suspension. However, the electrically-assisted system is over light and on the vague side.Power comes from a new design of 1.8-litre twin-cam engine with good torque from about 2000 rpm upwards. The engine is a little reluctant to rev and fairly noisy towards the top end of its power band, but it’s not really aimed at the sporting driver so that’s forgivable.Tiida has a six-speed manual gearbox, making it a leader in the class at the time. The shift is surprising noisy and gives a real clunk-clunk sound with every gearchange. We find it irritating, owners say they get used to it.On the other hand, the automatic is an old style four-speed unit, though it works well enough and the engine isn’t doing silly revs at motorway speeds. Nissan Tiidas originally came from Japan, later a Nissan factory in Thailand provided most Australian imports. This is a factor in the low price of the car due to a trade agreement between Australia and Thailand. Build quality is almost as good in the strictly controlled Thai factory from the Japanese one. In March 2010 the Nissan Tiida got a comprehensive facelift that saw the front of the car being extended and reshaped. A new radiator grille added to this look. The topline Tiida Ti had its side skirts done in the same colour as the rest of the body to visually take some of the height out of the car. Nissan (nee Datsun) has operated in Australia since the mid 1960s so has a strong, experienced network of dealers. There are more dealers in country areas than is normal for Asian cars in this class and Pulsar was a big seller in the bush – Tiida didn’t so as well. Spare parts prices and servicing are reasonably priced and we seldom hear any complaints about parts availability.Insurance premiums are on the modest to midrange in price and there are seldom any big differences from company to company. It’s always worth shopping around, but be sure you’re doing an accurate comparison on what is, and is not, covered in the policy.WHAT TO LOOK FORCheck for crash damage or previous repairs as these can seriously affect the resale value of the car. Sight along the doors and look for ripples in the finish of the panels. Look for paint colours that don’t quite match from panel to panel. Tiny specks of paint on non-painted surfaces such as windows, badges and brightwork are another sign of a repaint.Nissan Tiidas are popular as family cars so look for a damaged interior created by bored kids. Look at the condition of the boot mats in case heavy loads have been ripping about during cornering or braking.Make sure that the engine starts easily and idles smoothly from the moment it ticks over. Be suspicious of any rattles from the bottom, these may indicate slow pickup of the oil. Check for smoke from the exhaust if the engine is worked hard, driving up a hill in a high gear is a good test. Be sure that the clutch takes up positively, gearchanges are all light and easy and that there is no sign of clutch slip. An automatic transmission that has harsh changes may need be overdue for a service, or even major repairs.CAR BUYING TIPBuy at the end of the month because there’s a good chance the sales person is on a bonus system and wants as many sales as possible for that month. 

With more than 10 million sold since its introduction in 1998, the Focus has proven to be a favourite with buyers worldwide.The Focus Titanium, with its long list of standard features and excellent driving dynamics should see solid additions to that total by way of sales in Australia. Fuel consumption around town was in the range of eight to nine litres per hundred kilometres and in the country this easily dropped to six to seven litres, with high fives on offer if you put our mind and right foot into economy mode.Standard equipment includes satellite navigation, Active Park Assist, voice control, keyless entry and start/stop, partial leather seat trim, heated front seats and good-looking 18-inch alloy wheels.The audio system is a standout, featuring nine speakers, an AM/FM tuner, single disc CD, MP3 compatibility and Bluetooth streaming. There’s Aux connection for external music devices, USB and iPod ports. Driver information is provided by a multi-function display with distance to empty, average fuel consumption, average speed and outside air temperature.The Titanium we reviewed had the 2.0-litre GDi Ti-VCT direct injection petrol engine. Putting out 125 kW of power and peak torque of 202 Nm, the engine is smooth and pleasant to sit behind. It pulls strongly at low to mid revs and isn’t overly harsh if revved to the top end of the tacho.Active Park Assist searches for a parking spot at the side of the street. Then at the press of a button on the centre console the system reverses the Focus into the spot with the driver operating the footbrake only.Voice control can choose a radio station, select a cabin temperature, dial a contact on a Bluetooth connected phone and play a Bluetooth-connected device. Clear diction is the key to avoiding frustration, though as with all such systems we had troubles at times. A Help function can make life easier while you’re learning the ropes.Focus has increased torsional rigidity in this latest generation. Stiffened front and rear subframes, together with well placed insulation materials, combine to cut road noise and vibration. There’s the usual increase in sound intrusion on coarse-chip surfaces, but the Focus is certainly better in this respect than previous models. Having said that, the Falcon, which is completely designed for Australian roads, does it significantly better.Active safety comes via ABS anti-skid brakes with Electronic Brakeforce Distribution and Emergency Brake Assist. Dynamic Stability Control incorporates Traction Control. Hill start assist, something that’s of no use on a car with an automatic transmission, is fittedAll models in the Ford Focus range have driver and front passenger forward and side thorax airbags. There are side curtain airbags for front and rear seat occupants.Handling is excellent for a car in this class, being noticeably better than Asian models in this respect. The steering is sharp and precise and the midsize Ford holds its line even on bumpy roads. It’s always willing to change direction in mid corner and the feedback to the driver will suit those who see cars as mere transportation devices.Ride comfort is very good, all the more so when you consider the sporty dynamics of the chassis. Even rough and ready Australian backroads don’t give it any grief and long trips can be completed with minimal effort.The engine was mated to the six-speed dual-clutch PowerShift double-clutch automatic transmission. In Normal mode the Ford PowerShift automatic takes care of itself. In Sport mode shifting decisions are made by the driver.However, instead of having paddles on the steering wheel it’s operated by a button on the gear shifter. This works well enough, but the big advantage of a paddle control system is the safety achieved by not taking your hands of the steering wheel.The double-clutch auto wasn’t as grumpy as some of its type at very low speeds, but still doesn’t have the smoothness of a full torque convertor automatic.The 2012 Focus Titanium is a topline model crammed with latest smart technology and driver aids and our test week in a hatchback version saw us enjoy the finest features in modern motoring at a pretty modest cost.

We've been waiting to drive this particular car for some time.Billed as Australia's "most affordable" diesel car, we reckon it would be perfect for someone who travels long distances each week, such as an interurban commuter. Why catch the train when you could have one of these babies?It's the same 1.6-litre CRDi turbo diesel that can be found in the larger i30, with 94kW of power and 260Nm of torque from a low 1900 revs. The difference is this car is about 200kg lighter which in theory means it should go further. Wrong.Fuel consumption figures for the Accent and i30 are almost identical at 4.5 litres/100km a piece for the manual and 5.6 litres/100km for the auto (i30 5.7). In comparison the 1.6-litre petrol model is rated at 6.0 and 6.4 litres/100km respectively. With a 43-litre tank, that gives the diesel Accent a theoretical range of 955km but with a larger 53-litre tank the i30 still has the edge. During testing we clocked up 560km at a rate of 4.6 litres/100km.They don't cost the same, so what's the pros and cons of buying a diesel over a petrol model? The equivalent petrol model is $16,990 while the diesel at $19,490 attracts a $2500 premium. When we checked the price of fuel, both petrol and diesel was $1.47 a litre near the office. At that price $2500 buys 1690 litres of petrol that translates to 28,000km of driving. That means you'd have to travel about 115,000km before the two break even, excluding service costs. If petrol was $1.38 and diesel $1.54 a litre  it's 185,000km.Like the i30 it's only a four-speed auto. It's another $2000 but will use another 1.1 litres of fuel per 100km (about 25 per cent more). The auto is going to be better in city traffic, instead of working a clutch. We generally recommend an auto with a diesel because it makes the whole experience so much smoother. But if economy is the goal, you'd be forced to stick with the manual. Your call?It's not all about fuel economy of course. Anyone who has driven a diesel car can attest to the fact that it's a comparatively easy, relaxed driving experience. With 260Nm of torque, the diesel has a lot more "pulling power" and this makes it effortless to drive  if perhaps a little less refined. Although it's the base Active model it surprisingly well equipped, with a Bluetooth and full iPod connectivity.A fantastic little car. Performance is strong and it is surprisingly smooth and quiet for a diesel, especially one of this size. The only thing we'd wish for is cruise control, a must for driving long distances  but it's not offered with the Accent. The catch is ... like most people, if you do 20,000km a year, then it's going to take six years to recoup the difference. Having said that it's the gap between refills and the superiour driving experience that are the big attraction of the diesel  an extra $2500 won't make a huge difference to your loan repayments.

Honda’s Civic sedan and hatchback are two quite different machines. While other companies come up with cars that are identical except for their rear end treatment, Honda chooses to build two quite different models to significantly broaden buyer choice. Civic four-door sedan has been on sale in Australia for several months. It’s aimed at relatively conservative buyers and is built in either Thailand or Japan.While the Civic hatch is very much a European machine, it has a dynamic look and feel and is bought by the young and the young at heart. Interestingly the Honda Civic hatch is totally built in a factory in the UK.If you thought the previous Honda Civic hatch had striking good looks just wait until you see the new one. The first batch is already on board a ship on its way down under and will go on sale late in June.We have just spent three solid days in the UK and Germany, watching the Civics being built and driving them on the autobahns of Germany as well as on some stunning scenic backroads of that beautiful country. More about our driving impressions in a moment.Though there are obvious similarities in the front end styling of the new Civic hatch, everybody panel is different to that on the sedan. The rear has a stunning new shape. In particular the rear lights act as an integrated spoiler with their sculpted shape designed to smooth the air as it leaves the back of the car. Thus achieving a class leading Cd figure of just 0.27 - something that seemed all but impossible until now.Honda Civic is one of the best looking five-door hatches of all. Yes, it does have five doors, just check out the concealed handles and view the way it seems to have the sleek lines of a two-door hatch / coupe.As well as the rear light / spoiler, other aerodynamic aids are in the shaping of the front end, the semi-blister rear guards and out of sight panels beneath the car that make air pass cleanly under it. This aero shape has been achieved without any loss of headroom under that sleek rear roofline.Inside, the Civic hatch has a similar layout to the sedan we reported on the other day. This includes the clever double-level instrument panel, with the digital speedometer sitting high for virtually instrument readout.Working in conjunction with the body shaper are changes to the 1.8-litre petrol engine, the manual and automatic transmissions and suspension changes combine to give the new Civic an official fuel consumption figure of just 6.1 litres per hundred kilometres.Yet Honda has given us a strong hint that even better engines are on their way. Apparently the current unit, while significantly better than the 1.8 it replaces, is in its final stages of revisions and will be replaced by an all-new power plant within about two years.In an interesting move, the European arm of Honda has suggested the Australian importer also takes delivery of turbo-diesel engines. So Australian buyers will have the option of a super-economy 1.6-litre Civic diesel midway through 2013.Unfortunately the diesel is only mated to a six-speed manual gearbox at this stage as that’s the way European drivers prefer them. Honda Australia has teamed with some other markets to try and push Honda into designing an automatic transmission to sit beside the turbo-diesel engine.New Civic hatch has a many primary safety aids, including intelligent ABS brakes and vehicle stability control systems. Sadly, active cruise control and crash mitigation systems that are offered on topline versions of Civic have been discounted for our market due to relatively high costs.Systems like these are only seen on ultra-expensive European cars in Australia at this stage so we understand Honda Australia’s point of view. But, who knows, if enough Australian buyers indicate a willingness to pay for these items they may yet eventuate. Perhaps make a call to your local Honda dealer…In the meantime, six airbags will do all they can to protect your body and those of other occupants should things still go badly wrong.We saw the 205km/h on our speedo during our German motorway drive and there was more in hand. (Curiously, we didn’t die, so it appears the laws of physics in Germany must be different to those in Australia where our governments tell us 111 km/h could claim our lives at any moment…)Civic hatch is smooth and quiet to ride in thanks to having an even stiffer body than before. Part of the refined feel is due to the use of fluid-filled suspension bushes at the rear, another feature that’s normally only found in expensive European saloons.Engine performance is good without being outstanding as there is now a leaning in the direction of economy and low carbon emissions in the performance / consumption compromise. Torque is strong and the six-speed manual has neatly chosen ration and is positive in its actions. Steering leans in the direction of sportiness with a good feel through the steering wheel.As it’s still several weeks before the new Honda Civic hatchback arrives in Australia the company won’t reveal its pricing strategy at this stage - other than to say the price list will begin in the mid-twenties. The fact that the new model should rightly be regarded as European is likely to assure buyer acceptance at that price point.

Sex usually sells, but not in the case of the British-made Honda Civic hatch. The sexiest of the small-car hatches is expected to only account for one in three Civic sales, compared with the more sedate-looking and slightly less practical and less flexible sedan made in Thailand. Honda Australia director Stephen Collins says the Civic hatch has previously been priced as a more niche product. He says the lower price will give this model more mass-market appeal, but still not as high as the sedan.He expects to sell about 400 hatches a month while the sedan, launched in February, will sell about 1000 a month. Surprisingly the Poms have got it right with only their locally made hatch being available in Britain. Collins says there are no plans yet for the even sexier Type R hatch, but if there are, Australia would take it.Buyers can expect a saving of as much as $5000 when the ninth-generation Honda Civic hatch arrives in Australia in June. Collins says it will start at "the mid-$20,000s" compared with the previous five-door Si hatch which sold out at prices starting from $29,990. He says this is the result of the strong Australian dollar and "an aggressive pricing strategy" and follows recent price reductions of up to $4300 on the Accord. We can only imagine how cheap the hatch would be if it was built in Thailand like the sedan, rather than Swindon, west of London.It will arrive in two trim levels - VTi and VTi-L - with six-speed manual available in the base model with hill-start assist and a five-speed also available in the VTi-L. Unfortunately, VTi doesn't come with cruise control which is standard in most of its competitor because Honda Australia wanted to "keep the price competitive", says Collins. The VTi-L adds leather seats,rain-sensing wipers, dual zone air con, front fog lights, 17-inch wheels, rear camera, leather seats, cruise control and a premium audio system with subwoofer in the boot. A locally developed satnav will be available as an accessory.There has been little change here. It features the same 1.8-litre VTEC naturally aspirated engine, with slight tweaks that give it just 1kW more of power and the same amount of torque. The improvement in fuel economy of 0.8L/100km in the manual and 0.7L/100km in the auto is a substantial 10 per cent gain, due mainly to aerodynamics in the body and underbody. Honda Europe spokesman Christoph Rust says "two or three" former F1 engineers were involved in the aerodynamic design. It also has an ECO Assist button which reduces air conditioning drain, changes the characteristics of the throttle and displays how economically you are driving. But the fuel-saving auto stop-start function available in Euro models will not be coming to Australia in a further effort to keep a lid on prices. Instead, a 1.6-litre diesel engine with manual transmission will be available in the first half of next year, says Collins. Technology inside is presented on two information screens and there is USB and iPod connectivity plus Bluetooth audio streaming in the VTi-L.This is the Miranda Kerr of the small hatch world - petite, pretty from every angle and just enough curves to be sexy as hell. Unlike Kerr, the Civic hatch sits lower and wider than before. The most polarizing feature of the design is its tasty rump with the new combination lamp design and brake-light cluster.It retains the hidden rear door handle now adopted in the stunning Hyundai Veloster. The cabin has a familiar Honda feel which is not luxurious, but certainly a quality build. It now adds soft-touch trim and extra-smooth leather with more comfortable stitching in the VTi-L. Hatch comes in seven colours – Yellow Topaz, Alabaster Silver, Crystal Black, Deep Sapphire Blue, Milano Red, Polished Metal and White Orchid - with a black interior. The VTi has cloth trim while the VTi-L gets leather trim and heated front seats. Honda’s flexible rear folding seats add practicality to the interior layout.Collins says it will receive a five-star Australian safety rating based on European results. The Civic hatch has the same level of safety equipment as the sedan with six airbags, including full-length curtain airbags. It also has a strong body, stability control, tyre deflation warning system and a reversing camera for the VTi-L. That camera should be standard in both trims as the rear hatch creates a huge blind spot. Rust says the rear window has been increased to reduce the blind spot, but it still presents a large blind spot for following traffic which can't be fixed by a reversing camera. Also, the rear wiper only sweeps the top half of the split window. Under the massive, flat cargo floor is a temporary spare.At 206km/h on the autobahn between Nuremberg and Munich, the Honda is fizzing at over 6000 revs in sixth gear but still not king of the road. Here it's at its upper limits and having to get out of the way of rapidly encroaching Vorsprung Durch types. But these are unfamiliar and irrelevant conditions for Australia where it will run in the 100km/h highway traffic with ease. The suspension is tweaked a little tighter than in the sedan, but it's still a compliant ride, although it is difficult to determine just how plush it will feel on our lumps and bumps. Rust says the rear suspension bushes are filled with fluid for a smooth ride over corrugations.We drive only the six-speed manual over almost 1000km in Germany, mainly on autobahns, and find the ratios well suited to grand touring. But with Australia's limited speed zones, sixth and even fifth cogs may be a little too high for regular use. Honda's rev-happy engine is better when worked around 4500rpm in gears one through to four. The pedals and the gearshift feel a little mushy and light, but some drivers prefer that feel. We would prefer a more positive and direct sensation. Steering is tighter, but the ratios are the same, resulting in a confident and stable feel even at 200km/h-plus. Cabin noise is low, even at high speed. It only becomes a concern on some coarse tarmac and over abrupt changes of surface such as cobblestones. We found the driving position ok, but the steering wheel reach adjustment too short and the seats way too hard with a protruding and non-adjustable lumbar support. Our backsides were crying for relief after an hour in the saddle. For those who like the steering wheel positioned high, it also gets in the way of the speedo.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?This is the penultimate Lancer, one rung below the Evo but a whole lot more liveable on a day to day basis. It has the Evo engine (detuned) and sports suspension but not race spec'. Generous equipment level gives plenty of luxury and it looks pretty good in the Sportback version.You can have the sedan or the Sportback for the same price - $44,490 both with six-speed dual-clutch manumatic called SST with wheel mounted paddle shift.A "luxury" pack that includes leather, xenons, premium audio and the excellent Mitsubishi Multi Communications System is optional at around four grand taking the price horribly close to $50K.It sells against a swag of Euro models - VW,  Alfa, Renault, Volvo and Mazda MPS, WRX.Plenty of power comes from the 2.0-litre turbo four rated at 177kW/343Nm. It's basically the same donk as the Lancer Evo with a different turbo and variable valve timing on the inlet and exhaust sides. The multi mode all wheel drive system gives additional grip, drive and safety and the SST six-speeder flicks quickly between gears but has smoothness issues at parking speeds.Impressive performer with strong off the mark acceleration, strong mid-range and strong top-end. The exhaust sound is disappointing.Two-mode transmission offers Normal and Sport.Allegedly capable of 9.8-litres/100km (of 98 octane) but we couldn't get that. The best was 10.3 on cruise on the highway.No.Yes, scores a five star ANCAP rating and has seven air bags as well as specially reinforced body, stability control and other life saving technology. Responsive dynamics also help avoid a collision in the first place.Surprisingly good for people who don't want the hard riding, much more expensive Evo. Noise is at a minimum inside the well appointed cabin now with more soft feel surfaces. Excellent driving position, decent audio, roomy for four, five at a pinch.An alternative to a WRX but not as quick. Has a classy feel to it. Quick steering response, corners well and has powerful brakes. Flick it into Sport and it becomes a lot more focussed on fast.Pretty good but some of the competition is super sharp - Renault Megane RS250 (front wheel drive only) for example and Golf GTi (same). Gets plenty of kit including auto headlights and wipers, 18-inch alloys, reversing camera, Bluetooth 2.0, smart key ignition, auto fold exterior mirrors and Ralliart front seats.Would definitely be on the "look at" list especially with fixed price servicing.

In a sense, the i30 is the car responsible for the renaissance of Korea's solid but unfashionable car maker. With the launch of this car, the company turned a corner -- with a model that was suddenly desirable and as good as any of the Japanese fare.The fact wasn't lost on reviewers, or the buying public either, who voted with their hearts and wallets. Carsguide was quick to recognise a quality product when it saw one awarding the i30 Car of the Year in 2007. It's a hard act to follow but here goes...Think more of the same. The car is longer and wider than but sits lower than before giving it a sportier profile. The restyled body brings it into line with the "fluidic'' lines that have come to characterise the rest of the range. The front is sharper and more aggressive with a more dominant hexagonal grille and the rear looks far more contemporary with its new horizontally mounted tail lights.They say the first i30 was benchmarked against the VW Golf.  Be sure to check out the car from directly behind because I could swear those hips have been borrowed from the Mazda3 (another hugely successful car in this segment). In Europe, it's been panned for bearing too close a resemblance to Peugeot's 308 hatch.The next-generation i30 is expected to arrive in Australia in mid 2012.  Pricing and specification details will be released closer to the launch, but it is sure to come heavily optioned like other models, with Bluetooth, full iPod connectivity and the works.Sorry folks but the wagon is over and out. Although it represents 20 per cent of i30 sales, production of the i30cw has been switched from Korea to Hyundai's plant in the Czech Republic making it unavailable to our market (too far and too costly to bring here). This could change in the medium term however as initial demand for the new model eases freeing up the required production space on the line in Korea.The 1.6-litre CRDi turbo diesel carries over from the previous model, with 94kW of power and 260Nm of torque, along with the six speed manual. The big news here is the addition of a six speed auto that the replaces the hoary old four cog. The dash from 0-100km/h is said to 10.9 secs and the car has a top speed of 197km/h.The 2.0-litre petrol engine, however, has been replaced by a 1.8-litre unit which it turns out is a straight lift from the gorgeous Elantra. As such it has multi-point injection rather than the preferred direct injection that is the current trend.In Europe the car is offered with a 99kW 1.6-litre direct injection engine but Hyundai obviously felt this was too modest for our roads and tastes. The 1.8 might be smaller than the engine it replaces but it actually produces more power though slightly less torque at 110 versus 105kW and 178 versus 186Nm.In the European market the diesel will also be offered in Blue Drive spec, with fuel saving technology such as Integrated Stop & Go (ISG), low-rolling resistance tyres and an alternator management system.  With 94kW of power and CO2 emissions below 100 g/km the 1.6-litre diesel will feature a best-in-class power to efficiency ratio.We had a crack at both the petrol and diesel models we’ll be getting here. The petrol car was surprisingly nimble and responsive.  We gave it a right old caning up one twisting mountain pass -- which brought a cheer from the Koreans. Despite the damp at times foggy road conditions the car displayed plenty of grip, with an electronic stability system that is not intrusive.With the addition of a six-speed auto, the diesel is a much better thing. But returning to it after a long spell it felt heavy in the front end and overly slow to respond in comparison. For long distance motoring, however, it's going to provide unbeatable fuel economy.In Europe the car will be offered with Hyundai's new Flex Steer option. With three operating modes -- Comfort, Normal and Sport -- it provides varying levels of steering assistance and feedback to the driver. Takes standard unleaded and has a 53-litre tank.  Over the same distance as we crossed Korea the diesel returned 6.4 litres/100km while the petrol engined car returned a very credible 6.9 litres/100km. These are only our figures but the auto should bring down the official figure for the diesel compared with the current model.Modelled on the i40 it's a much ritzier more contemporary look this time around, with greater use of soft touch surfaces. We're told there's more room inside the cabin, along with 10 per cent more luggage space too. The centre console is dominated by a large 7-in trip computer screen that's just crying out for a satnav unit.If you're a fan of the current i30 then you're going to like the new i30 even more.

VW Polo 66TDI and Toyota Prius C go head-to-head in this comparative review.