Hatchback Reviews

The A8 and A6 models would fall into the category of "exec-express" vehicles and Audi calls the A7 Sportback an exec sports coupe.Coupe used to imply two doors and a liftback rump but that no longer seems to apply - Volkswagen does the Passat CC (soon to be just a CC).The E-Class-based Mercedes-Benz CLS shoved this style of car into the spotlight, but Audi took the liftback road perhaps as a point of difference to the Merc.BMW did the X6 - a mixed-marriage of an SUV and a coupe - but there's a reason why BMW sells at least six times as many X5s, as Forest Gump says, that's all I have to say about that.Regardless, we're in the A7 Sportback 3.0 TFSI - the supercharged V6 petrol model with plenty of bling.ValueThe sticker price for the A7 Sportback 3.0 TFSI is $147,800, so we're in deep-pocket territory.The standard car gets 19in alloy wheels with 255/40 rubber, power-adjustable folding mirrors, powered tailgate, automatic rear spoiler, power-adjustable driver's seat, leather trim, automatic bi-xenon leadlights, LED running lights, quad-zone climate control, keyless entry and ignition, a multi-function sports steering wheel with paddleshifters.The standard infotainment system is has Bluetooth phone and audio link, with the Audi-specific connection for iPods, USB storage media and MP3 players, satnav, hard drive for map and music storage and a top-notch Bose 14-speaker surround sound system.The test car also has adaptive cruise control, stop-start fuel saver system and the blind spot warning system ($4850), $1000 worth electric steering adjustment, LED headlights with automatic high beam (a $2700 extra), the head-up display (for $3400), metallic (pearl effect) paint for $2300, digital TV (for $3180) and soft-closing doors for $1450.The big, black A7 also had the $7900 S line Sports package, which adds 20in Audi alloy wheels with 265/35 tyres to fill the wheelarches nicely, sport suspension and sports-styled front seats, an S line multifunction sports steering wheel, upgraded Valcona leather trim and aluminium trim bits, all up the as-tested price is $182,040.TechnologyThe drive comes from the brand's smooth, quiet and impressive supercharged direct-injection three-litre DOHC variable intake valve V6 that we've seen in the S4, albeit with 245kW. The A7 has 220kW on tap between 5250 and 6500 rpm, with 440Nm of torque between 2900 and 4500 rpm, headed for the wheels via a seven-speed twin-clutch auto.The V6 has a stop-start fuel saver system and a driving mode set-up to change the car's driving characteristics, although if you really want to do that there's the optional adaptive air suspension. The A7 also has active cruise control with stop and go function, which holds a set speed when on a clear road (regardless of terrain) and follows traffic at a set distance down to standstill.The all-wheel drive system on the A7 was optioned up to include the sports differential (for $2570) which actively plays with the drive between the rear wheels to best effect, firing the beefy four-door out of bends with gusto.The quattro all-wheel drive system already endows the big coupe the ability to vary the drive between front and rear, with as much as 70 percent able to go forward and up to 85 percent to the rear.DesignThere's no doubting the designers in Ingolstadt are earning their keep - cranking out some vehicles with presence and attitude. The A7 has a broad, bold stance, made even more aggressive by the optional wheels filling out the guards. With the optional LED headlights and LED daytime running lights, there's no missing it at night either.The hatchback rear doesn't stand up to scrutiny - it's broad in the hips and a bit droopy in the tail, although it still manages 535 litres of shallow and long cargo space, rising to 1390 litres with the seats folded. For such a large machine the cabin space is not cavernous - the front occupants won't feel hemmed in but rear passengers won't want to be tall, as head and legroom isn't copious.SafetyThe safety features list is extensive, although there's no NCAP rating as yet but five stars would be a good bet you'd think, given it has the Presense accident prep safety system, dual front, seat-mounted side, full-length side-curtain for front and rear passengers.There's also anti-lock brakes with electronic brake force distribution and emergency brake assist, stability and traction control, tyre pressure monitoring display, active headlights (standard bi-xenon or optional LEDs) and the optional night vision with pedestrian detection for $4890.DrivingDressed in a black hue, the A7 Sportback, at least from the front, has authority and arrogance about its broad road stance. With LEDs galore and the broad-shouldered presence, there's no mistaking it for anything other than an Audi.Getting to grips with it from behind the wheel, you're a little conscious of the girth early on - helped by cameras and radar front and rear in a carpark situation.Despite its size there's pace a-plenty - 100km/h comes up in 5.6 seconds and it has a governed 250km/h top speed - and the clever all-wheel drivetrain comes into its own on the bendy bits, despite the near-tow-tonne kerb weight.Sling the Sportback through a series of bends and the average ride quality from low-profile rubber and sports suspension becomes less of an issue.On a sweeping country road the A7 has grip a-plenty and turns in surprisingly well, sitting flat in the corner and then firing out far quicker than you expect for something that is not far off two tonnes - the clever diff under the bum does wonders for corner exits.The two seated in the back might not have oodles of room but the seats are comfortable and there's dual-zone climate control in the rear. There's plenty to like about the Sportback but while some like the coupe lines, I'd be more inclined to stump up for an A6 sedan and spend the considerable difference on some options.Audi A7 SportbackPrice: from $147,800Warranty: 3 years/unlimited kmResale:  47 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: n/a starSpare: space-saverEngine: 3-litre supercharged direct-injection V6, 220kW/440NmTransmission: 7-speed twin-clutch automated manual; AWDBody: 5m (L); 1.9m (w); 1.4m (h)Weight: 1770kgThirst: 8.21/100km, on test 13, tank 75 litres; 190g/km CO2 

When BMW entered the small car market with the 1 Series eight years ago some thought a car using rear-wheel drive wouldn't work in a machine of this size. They pointed out that tight interior space would tell against it when all its competitors had space-saving front drive.Over a million sales later BMW has proven it was right in sticking to rear-drive. Indeed the unique selling proposition (USP) and the upmarket air inherent in a rear-drive car has no doubt been a factor in the success. There are plenty of keen drivers more than happy to trade the mundanity of interior room for the joy of excellent chassis balance and superb handling.Now we have the second-generation BMW 1 Series with more space in the back seat, more about that in a moment. ValuePricing starts from $43,500 for the manual and $46,577 for the automatic.Better still, the 1 Series has been trimmed in price, partly due to the value of our dollar, but also because the continuing weakness in the European market means the Australian branch can push a tougher deal through head office. To sweeten the deal, higher equipment levels than in the outgoing 1 Series add to the value equation.DesignVisually, the new BMW ‘1 Series is a solid evolution of the first model, but clever shaping has given it more style. You wouldn't exactly say it competes with the Italians in its body shape, but it’s certainly less severely German in its lines than in the past.Though there is 21 mm more rear legroom, the back seat is still not a comfortable place to accommodate adults travellers any more than short distances.Try the kids for size during your own test drive if they are likely to grow into the hulking teenage years before the end of your ownership period. The height of the little Bimmer is unchanged because there was already good headroom in all seats.Boot space has benefited from the longer body, up 10 per cent to 360 litres, which is pretty handy in a car in this class.The first models to be released are in Australia are five-door hatches with the choice of two 1.6-litre petrol and one 2.0-litre diesel engines, all turbocharged. Larger engines, three-door hatches, coupes and convertibles will follow over the next few years.DrivingThe BMW 118d we have lived with for the past week uses an upgraded version of the 2.0-litre diesel from the first generation 1 Series.It now produces 105 kW and 320Nm (up 20Nm). The official fuel consumption number is 4.5 litres per hundred kilometres. During our review period it sat in the five to six litre range on the open road and rose to six to eight litres around town in some quite heavy traffic conditions.Though this wouldn't be our engine of choice in a BMW, the turbo-diesel can do the 0-100km/h acceleration test in a reasonable 8.9 seconds so has a semi-sporty feel to it. In gear acceleration is more important than pure sprinting in real life driving and the solid torque from the revised powerplant gives the little BMW a strong feel once the turbo lag has been passed. Slide down a gear in anticipation of overtaking so you get the torque up and running, and you spend a minimum of time on the wrong side of the road when overtaking. We will try to get ourselves into the more powerful of the two petrol powerplants and report on them. Somehow economy engines and BMW don’t make a good combination in our minds. Even better will be the high-performance 1 Series models that are further down the track.The ride is relatively firm at times, but the excellent balance, wonderfully responsive steering and excellent cornering grip the little Bimmer provides will appeal to those who see cars as more than mundane transport.Stylish in a way that was missing in the original manner, the all-new BMW 1 Series will attract many new customers to the marque. The reduced prices and the choice of several comprehensive options packages will do it no harm at all in the upperclass end of the small car market.VerdictIf you’re moving down from a larger car or getting out of one of these boring compact SUVs then be sure to put one of these small BMWs on your short list.BMW 1 Series 118dPrice: $43,500 (manual), $46,577 (automatic)Warranty: Three years/unlimited kmService interval: Variable (condition-based servicing)Thirst: 4.5 L/100kmSafety: Not assessed (previous model five-stars)Equipment: Six airbags, ABS, ESPEngine: 2.0-litre four-cylinder turbodiesel, (105kW/320Nm)Transmission: Six-speed manual, eight-speed automatic; rear-wheel driveSuspension: Aluminium double link hinged tie bar front, multi-link rearDimensions: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB) 

Separating the Impreza from the WRX might turn out to be the smartest move yet by Subaru. Rather than being a stripper version of the high-performance WRX, the Impreza deserves to stand on its own merits.In its fourth incarnation, the Impreza finally has the style, refinement and value to attract the middle ground away from the Mazda3 and Toyota Corolla.VALUEWe tested the new Impreza 2.0iL hatch with CVT ($29,490) which sits toward the upper end of the Impreza model range. The outgoing Impreza range was priced from $21,490 to $28,490, while the new range goes from $23,990 to $31,490 with a new drivetrain, improved features and better fuel economy to justify the price rise.Standard features in this model include 16-inch steel wheels, dual-zone climate control aircon, Bluetooth phone and audio link to the USB-compatible six-speaker sound system, trip computer, front fog lights, leather trim steering wheel and gear knob, and rearview camera. You can add a satnav and sunroof in a pack for $3000, which seems a bit excessive. But Subaru gets ticks for value by not charging for pearl or metallic paint and for its good resale.TECHNOLOGYA new 2.0-litre version of Subaru's trademark boxer engine, new transmissions, improved aerodynamics and electric power steering drop fuel economy to below 7.0L/100km, a claimed 20 per cent improvement. The engine has the same power and torque as before but now has a longer stroke for more torque at lower revs, which translates to better acceleration.All Imprezas now get stop-start fuel-saving system, which the company claims will reduce fuel consumption by up to 5 per cent. Most of the savings are in stop-start city traffic where this car can expect to do most of its driving, anyway.The improved CVT also increases economy by 22 per cent over the outdated four-speed auto. The cabin seems to exude technology with a screen in the centre of the instruments, one in the centre stack and a third on the dashboard. The larger multi-function display has up to eight displays, which can be personalised to show a range of useful information and even send you a happy birthday message.The upgraded audio also has USB, MP3 and iPhone connectivity while the optional satnav system has voice control and predictive text when entering an address. It will even offer you a more economical route to save on fuel and CO2 emissions. All-wheel-drive is, of course, standard.DESIGNThe designers have listened to the critics and smartened up the styling both inside and out and used better quality plastics in the cabin for an overall smarter look. Outside, the windscreen is steeper, the bodywork more sculpted, the headlights sharper and more defined and the hatch just looks spunkier than before.Inside, legroom has increased with higher front seats that have scalloped-out seat backs. Access to the rear is also improved by wider-opening doors with more foot room. Storage bins abound with door pockets that fit a water bottle and an A4 folder or laptop.The centre console has a handy clip-holder for a notebook and a pen.The cargo areas is flat with a low-loading lip and flat-folding rear seats.SAFETYAll Subarus get five stars for safety with seven airbags, stability control and ABS and this model adds a rearview camera which overcomes the compromising rear hatch visibility problem. Visibility up front is good with thinner front pillars, higher front seats and door mirrors that are 20 per cent bigger.DRIVINGIt looks solid and feels solid when you open and shut the doors, but it drives like a much lighter car. That's probably because the body and chassis are 20kg lighter. It also has to do with the typically light steering feel, snappy throttle response, a 10 per cent stiffer chassis and its low centre of gravity, which is 504mm from the ground, comparing favourably with the Porsche Cayman S at 485mm. Around town it flicks neatly through corners, parks without fuss and sprints smartly off the line in the traffic light derby. Out on the open road, we appreciate its stability and its quiet cabin which is approaching Camry levels of hush, although those bigger door mirrors do add some wind noise. The soft interior plastic surfaces and firmer controls, such as the new door handles, give the hatch a feeling of quality. This is one of the best CVTs around, being smooth, responsive and seamless.VERDICTThe Impreza is a step forward in quality, economy and safety that will appeal to a wider market than just Subaru loyalists.

NEW - If the BMW 3-Series was once the way of buying European prestige without breaking the bank that particular baton has been passed to the VW Golf.The Golf has become a popular choice for buyers wanting something more than the Japanese and Koreans can deliver, particularly in terms of driving excitement. Like all Europeans the Golf has exceptional road manners, it feels safe and solid with responsive steering, agile handling and comfortable ride.Available as a five-door hatch it's a fine all-rounder for anyone living within the confines of our traffic-choked cities. Its external dimensions are compact, but there's still decent room inside for four.Five is a squeeze, but then few of us ever drive with a full complement of passengers on board anyway. Behind the seating lies a good-sized boot for carrying whatever it is we need to haul around with us.There' s a good choice of engines, both petrol and diesel, including an economical 1.6-litre petrol four, a spirited 2.0-litre petrol four, and 1.9 and 2.0-litre turbo-diesels. It needs to be noted that the petrol engines require premium unleaded and there's no shortcutting that requirement without risking serious internal damage to the engine.VW also offered a wide choice of transmissions, with five and six-  speed manuals, a six-speed auto with tiptronic shifting, and a six-  speed DSG auto-shifting manual. With a five-star rating from ANCAP the Golf is right on the mark for safety, boasting a full complement of front, head and side airbags, with ABS braking, emergency brake assist and traction control.NOWVW enjoyed an extended honeymoon period after the company re-entered the market in its own right a few years ago. I t was an affordable way of buying European prestige, but the love affair has struck trouble in more recent times.The German carmaker has invested heavily in technology and its cars bristle with the latest engineering advancements, but it seems its advanced technology focus has brought with it a few issues that have caused owners considerable angst.The DSG gearbox, a wonderful gearbox when it's working properly, has been one subject of regular complaint here at Carsguide and owners have regularly complained that they have had difficulty in getting their issues resolved.Complaints about the DSG gearbox have typically been rough shifting, erratic shifting where it seems the wrong gear has been chosen, selecting neutral at the most inappropriate times. We have been given a copy of a technical bulletin issued to dealers advising them of a problem with oil fouling the wiring loom controlling the gearbox, which appears to be the cause of the shifting problems.When driving a DSG-equipped Golf it's vital that you conduct a thorough assessment of the gearbox looking for the above problems. There have been reports also of engine issues with owners having to replace engines at relatively low kilometers. VW claims the failures were due to owners using the incorrect fuel, but the jury is still out on that being the real cause.When considering a VW it's important to note that you must run the fuel specified by VW and that could mean higher running costs. Cutting corners could lead to even greater expense down the road.Window regulators have been known to fail, so make sure you check the operation of all windows, front and back. While the failures have been spectacular the build quality of the Golf is generally good.Before buying a used Golf find a good independent service specialist and you'll save heaps on servicing and repairs. It's also worth having a VW specialist go over any potential purchase to give you an independent report of the condition of the car.SMITHY SAYSA good driving car let down by some fairly serious mechanical flaws. Must be approached with caution, can be very expensive when things go wrong.VW Golf 2004-2009Price new: $27,990 to $35,290Engine: 1.6-litre 4-cylinder, 75 kW/148 Nm; 2.0-litre 4-cylinder, 110 kW/200 Nm; 1.9-litre 4-cylinder turbo-diesel, 77kW/250 Nm; 2.0-litre 4-cylinder turbo-diesel, 103 kW/320 NmTransmission: 6-speed auto, 6-speed DSG, 5-speed manual, 6-speed manual, FWDEconomy: 8.2 L/100 km (1.6), 8.5 L/100 km (2.0), 5.8 L/100 km (1.9 TD), 5.7 L/100 km (2.0 TD)Body: 5-door hatchVariants: Comfortline, Trendline, SportlineSafety: 5-star ANCAP

What's the point of paying thousands of dollars extra for a diesel engine in a baby car when the petrol-engine sister car is pretty frugal in the first place?Perhaps the buyer wants to enjoy the torque character of the diesel engine, take pride in the ultra-low fuel usage and CO2 exhaust emission and hope the resale value in a few years might also help make up the gap in the extra paid for the diesel car when new.In medium-size and large cars, especially heavier SUVs, a diesel engine can make sense in the money saved in fuel bills. But what about a baby car - such as the latest WT Ford Fiesta?PETROL VS DIESELThe entry-level for diesel is the Fiesta LX. The LX petrol costs $18,990. The diesel is $21,490. That is $2500 or 13 per cent more. The official fuel consumption figure for the petrol engine Fiesta is 6.1 litres/100km and for diesel 4.4 litres/100km.So, yes, the diesel buyer will get his money back. How long that will be depends on the price of each fuel and the distance driven. If petrol and diesel are each, say at least $1.40 a litre, the petrol Fiesta will use $85.40 worth in 1000km while the diesel will use $61.60 worth of fuel.That's  $23.80 cheaper in the diesel every 1000km, so to recover the extra $2500 paid when buying the car, it will take 105,000km. If diesel prices are cheaper than petrol (rarely), it could take less; but if diesel costs more a litre than petrol (likely) it will take longer.Taking the above example of 105,000km to get your money back, a baby car might average 12,000km a year so that's nearly nine years. To be fair, a diesel buyer could well be a higher-than-average distance driver so that amount of years will reduce.TECHNOLOGYIn almost every respect the Fiesta LX diesel is the same as the LX petrol. The difference in their 1.6-litre engines is 89kW power and 151Nm torque for the petrol while the diesel gives 66kW power and 200Nm torque. Diesel Fiesta has a taller final drive ratio (our diesel test car cruised at 2500rpm at 110km/h). Diesel Fiesta comes with only a manual gearbox. Petrol Fiesta can have that five-speed manual or an automatic.RESALEGlass's Guide research editor Richard Plumb says this will affect resale value. "The lack of automatic is a significant sales obstacle as consumers seeking economy are not always willing to sacrifice the convenience the automatic offers, especially in city driving which is where diesel offers the greatest benefit," he says.He says a large SUV with diesel will have a better resale than with petrol; but on a small vehicle the fuel savings are less and the diesel option is a greater percentage of the new price. Glass's Guide expects petrol and diesel Fiestas to have similar resale percentage - 58 per cent after three years and 40 per cent after five years for the petrol, while the diesel would be 60 per cent after three years and 41 per cent after five years.SERVICINGServicing costs of the Fiesta petrol and diesel can be expected to be about the same, each at 15,000km/12 month intervals, each A-service listed at 1.3 hours and consumables such as filters about the same price. The diesel of course does not need spark plugs.DRIVINGThe diesel Fiesta weighs just 30kg more than the petrol. We still enjoyed its handling: for a sub-4m hatchback on 185-size tyres, Fiesta doesn't mind a twisty hills road. Diesel Fiesta LX has no stop-start and, like the petrol version, no spare wheel but is hard to fault otherwise.Ford Fiesta LX hatch diesel (petrol)Price: from $21,490 ($18,990)Engine: Turbo 4-cyl sohc 1560cc (4-cyl, dohc 1596cc)Power: 66kW @ 4000rpm (89kW @ 6300rpm)Torque: 200Nm @ 1750rpm (151Nm @ 4300rpm)Fuel use: 4.4 L/100km (6.1 L/100km)CO2 emission: 117g/km (146g/km)Size: 3950mm (L), 1722mm (W), 1454mm (H), 2489mm (WB) (same for petrol)Weight: 1133kg (1138kg)Final drive: 3.37:1 (4.07:1)

Retired rock band manager Chris Brown lives in Santa Barbara, California and calls himself an "early adopter" so it was no surprise that his choice of wheels is a Chevy Volt plug in, extended range EV (electric vehicle).OWNERSHIPChris says he has owned plenty of vehicles in his 55 years but the Volt takes the cake. "I though it would be pretty good by the spec' sheet and when I moved to Santa Barbara, I decided to fully embrace my new, more relaxed life and go green with the Volt," he said."But the ownership experience has been much better than I expected especially the fuel mileage and performance." "I have put petrol in the tank only twice since buying the Volt in February this year and that was only when I was going down to LA for business."THE COSTChris paid only US$34,500 for his car after the US Government slipped him a $7500 tax break with the purchase. Then on top of that, he says running costs are so negligible that it doesn't even register."I plug it into a domestic socket at home in the evening and it's ready to go the next morning." "And besides, if I forget, the petrol engine will kick in if the charge gets low to recharge the lithium ion battery." Chris said service costs are minimal basically because there isn't much to service.TECHVolt is what is called a "range extender" in which the car runs predominantly on electric power stored in its battery pack with a 1.4-litre petrol engine acting as a generator and acceleration booster if needed.The petrol engine hardly ever starts in general running around and then only for short bursts. Volt actually has two 55kW permanent magnet electric motors that give a range on electricity alone of up to 80km. Total range is well over 600km when the petrol engine generator kicks in. The available range on stored electricity is registered on a bar graph in the instrument console.PERFORMANCEVolt is no slouch and is capable of attaining a top speed of 160kmh and of accelerating from 0-100kmh in 9.0 seconds. It is the most practical electric vehicle currently available and the most fuel efficient with combined consumption of 2.5-litres/100km. And if you have solar panels on your house, running costs could be zero with minimal greenhouse effect. It looks good too, certainly not like a kooky cockroach as is the case with some other hybrid cars.THE DRIVEChris Brown invited us to take his car for a drive last week in Santa Barbara and it was a real surprise package. Firstly it has excellent acceleration off the mark right up to freeway speeds and there's only one gear which is eerie especially with no noise. There's plenty of kit inside including leather upholstery, Bluetooth, cruise, climate control, voice control to some functions, Bose audio and a 30 gig music register.It has a cyber style dash with info' panels in front of the driver and festooned down the centre console. The ride is comfortable and there's room inside for five at a pinch. It has a five star crash rating. Volt won't make it here until the end of 2012 at the earliest.PRICELocal pricing is unavailable but the European Volt (Ampera) goes for the equivalent of $58,000 so expect something similar here pity because Volt is a game changer given accessible pricing. Hopefully the federal government will start offering "carbon" incentives to Volt buyers as they do in all other countries where it's sold.NEED TO KNOW  Drives like a 2.0-litre petrol carSlightly bigger than PriusLooks great on the road Two versions likelyPrice is likely to be up around the $60,000 mark 

Hyundai’s Accent CRDi is quite simply the lowest cost diesel engined car on our market. When the Accent CRDi was introduced in January 2012 it immediately replaced the Ford Fiesta LX TDCi as the least expensive turbo-diesel model in Australia.This new oil burning Accent comes as a four-door sedan and a five-door hatchback, both at the same starting price of $19,490.That’s a $2500 premium over the manual petrol Accent but much of that added cost will be recouped from the significantly lower fuel consumption.Low running costs are impressive, but keep in mind you’re spending an extra $2500 to achieve the fuel savings. Some of this added cost will be recouped when the time comes to trade up.The Accent's 1.6-litre four-cylinder turbo-diesel delivers 94 kW of power, and a very healthy 265 Nm of torque all the way from 1900 to 2750 rpm.Hyundai Accent CRDi has official fuel consumption measurements of 4.4 litres per hundred kilometres in the manual sedan and 4.5 litres for the hatch. In the glove compartment we found a box of 10 latex gloves for clean diesel filling.Our review Hyundai Accent diesel was a neat looking hatch with what Hyundai calls its `fluid design'. There are no hard edges and many who saw the flowing shape during our test period loved its lines.We like the current Hyundai Y-shaped dash design theme. It’s clean, easy on the eye and functional. Bluetooth and MP3 are standard and there are audio controls on the steering wheel.The front seats are comfortable and supportive. The rear seats offer good legroom and reasonable headroom and are reasonably supportive. However, the centre seat is firm to the point of being hard and has less headroom than the others. There's no storage in the rear doors.The rear 60/40 split seats fold flat with a one-touch action. The large boot is easy to load and has a security screen.The Accent turbo-diesel has a five-star ANCAP rating and has six airbags, stability control, traction control and ABS brakes with electronic brakeforce distribution.Turbo-diesel engines produce a lot more torque than non-turbo petrol engines, making the Accent CRDi easier to drive. Fifth and sixth gear are highly geared for economy. In sixth gear the Accent CRDi simply lopes along at 110 km/h barely hitting 2000 rpm.During our open road driving we found the car to be using four to five litres per hundred kilometres when driven with economy in mind. Harder driving and hilly roads could see this rise to the five to six range, but that’s still excellent. Around town we would also expect the Hyundai Accent CRDi to use fuel in the latter range.This Hyundai Accent handles nicely, has minimal body roll and no bad road manners that we could find. It is as well suited to city driving as open roads with the turbo diesel and high gearing making it simply lope along in the bush.Hyundai Accent CRDi is a good looking car that doesn’t give the appearance of being a stripped down economy special. It’s simple to drive and park and its low purchase price seems assured of success in the Australian sales race.

Growing fast and making headway in the Australian market is fast becoming a habit with Kia, which launched a number of new models last year. The Korean brand promised additional Rio variants and we're coming to grips with the SLS - the three-door that has the top-spec 1.6-litre engine teamed to the six-speed auto.The Rio 3-door SLS sits at the top of the pricelist - $19,990 with a clutch pedal or $21,990 with the auto - which is not bargain basement for a little car, in fact it's VW Polo money. That said, the SLS has the same features list as the top-spec SLi five-door - climate control, Bluetooth phone and audio link, USB and aux-input for the six-speaker sound system, a leather-wrapped steering wheel with controls for the phone, sound and cruise control, power mirrors, trip computer, LED daytime running lights, 17in alloy wheels with Continental rubber, and automatic headlights. Add to that rain-sensing wipers, a keyless start system and leather seats and the SLS starts looking like value for money. A 1.6-litre direct-injection, variable-valve engine is shared with SLi five-door, providing 103kW and 167Nm - the powerplant isn't cutting edge technology but it's a solid little engine. The six-speed auto - which has a "manual" shift that won't hold a driver-selected gear - is smaller and lighter than the previous transmission and when left to its own devices has a predilection for fuel economy. The Rio three-door retains the same sharp looks and dimensions (although the front doors are longer than those of the five door), which means it has the stance and solid proportions of the debut model. The SLS sits on the same 17in alloys but gets a dual chrome-tipped exhaust for a sporty look at the rear - no prizes for guessing where the inspiration for that came from .... VW exhaust pipes anyone? Inside, there's an Essendon-esque black and red colour scheme and a surprising amount of space - at 191cm I can get well set-up behind the wheel without eroding all rear leg-room. The boot is unchanged over the five-door hatch at 288 litres, which isn't bad for the light-car class. When the Rio was re-launched the expectation was five stars and ANCAP didn't contradict the Korean brand's staffers - the SLS has just inherited the 5 star rating of its sibling, with six airbags, stability and traction control among the safety features on its list. Even in the mocha-brown colour the little Korean is a striking machine - there's no shortage of brattish stance and it's presence was not lost on many pedestrians. From within, it's a black-and-red bonanza, but it's comfortable and has decent space front and rear, to the point where I can sit behind myself, although the headroom feels a little less than the five-door. The rear and three-quarter rear vision aren't great - form has won out over function so rear sensors and a camera would not be out of place for safety's sake. The little hatch is well-planted on the road, with good body control but when sitting on the 17s the ride is too firm - maybe if it had a two-litre turbo and a GTI badge then the ride quality might be justified.The locally-developed suspension does the job in the corners but it's a little jittery if the surface is less than pristine. The six-speed automatic needs a solid shove to kick down and cover ground at pace, having economy foremost in its mind; even shifting gears yourself is not beyond the reach of the transmission's electronic reach, over-ruling the manual mode. The light-car market is fast becoming a feast of fashion, with feisty and attractive models on offer from French, Italian and German marques - the little Kia can sit comfortably among the choices and make it even more difficult for them to make a choice.

Generation two of the practical Mercedes-Benz B-Class compact people mover has arrived.It's the first Benz to feature a new platform that will spawn five new small cars for the German manufacturer including the eagerly awaited new A-Class. The five seat B-Class is a popular conveyance in Australia and is the only premium compact people mover that's not SUV-based.It sells against a slew of competitors but none is as adept at its task as the new B-Class - moving people safely, efficiently and comfortably.PRICE CUTBetter yet, Benz has been able to slice more than $5000 off the price of the entry level B180 BlueEfficiency turbo petrol model that now starts at $38,950. And far from being a boned-out kick off model, the B180 is crammed with standard features including a seven-speed dual clutch manumatic transmission (with paddle shift), nine air bags, Bluetooth phone and audio, climate control and cruise - to name just a few.It's a clean sheet new model from Benz and ushers in a look that will permeate most the company's new small cars.THE LINEUPThree models are available, B180 and B200 turbo petrol and the B200 CDi turbodiesel. Benz offers six options packs with the new B but has been able to limit the price to a maximum of $2990. Some packs cost $1400. Prices range up to $43,950 for the 200CDi.UNDER THE BONNETThese are new four-pot, direct injection engines of 1.6-litres capacity in the petrols and 1.8-litres in the diesel. The 7G-DCT manumatic is the only transmission offered and drive goes through the front wheels.Power and torque ratings are 90kW/200Nm, 115kW/250Nm and 100kW/300Nm in ascending order ending with the diesel. The petrols deliver maximum torque at just 1250rpm which goes some of the way to explaining their impressive drive feel. Fuel economy from both petrols is 6.1-litres/100km with an incredible 4.7 from the diesel.SAFETYFive stars of course but more importantly, the new B-Class scores a full suite of active and passive safety kit like Pre-Safe crash preparation, collision prevention assist, attention assist, active park assist and nine air bags. All models have rear park sensors. INSIDEThis is our first look at the new generation interior styling and it gets a big tick.The look is  dominated by large vent surrounds and a nicely curving dash with a large centred info screen. The new wheel looks sporty and there are new switches and control wands on the steering column.The seats are large and comfortable, a little smaller in the back and there's plenty of load space expandable with folded rear seats. Ride height is lower than before as is seat height. The audio is good even in the base model and  the overall feel inside B-Class is positive.ON THE ROADWe sampled all three variants and realistically, all you need is the B180. It goes sweetly - aided by that brilliant dual clutch transmission, uses minimal fuel and apart from manual seats, misses out on precious little compared with the other two. The 16-inch wheels are infact a better proposition for rough and coarse chip roads.Performance is not lacking in any model with the edge going to the diesel which has excellent acceleration and roll-on performance. The ride is supple but controlled - a good compromise for average driving conditions with the family aboard.VERDICTClassy conveyance for the family, safe, stylish, well priced and refreshingly well specified.2012 Mercedes-Benz B-ClassPrice: From $38,950 (B180) to $43,950 (B200, B200 CDI) plus on-road costsEngines: 1.6-litre turbocharged four-cylinder petrol or 1.8-litre turbocharged four-cylinder dieselTransmission: Seven-speed double-clutch automatic, front-wheel driveOutputs: 90kW at 5000rpm and 200Nm at 1250rpm (B180); 115kW at 5300rpm and 250Nm at 1250rpm (B200); 100kW at 3600rpm and 300Nm at 1600rpm (B200 CDI)Body: Small hatchback

Graham Smith reviews the 2001, 2002, 2003 and 2004 Holden Astra TS as a used buy.