Hatchback Reviews

It's a testament to the ability of the new Mini's designers that its freshness hasn't diminished once the initial excitement of its launch faded. Doing a retro model is perhaps the most difficult of things to pull off, but the Mini men appear to have done it.The initial 2002 model paid proper homage to the much-loved original classic. The first new-age model was a fun-filled little car that revived memories of the original for anyone who was old enough to remember, but it also packed its own appeal for a younger generation.It was that generation that would determine the on-going popularity of the Mini, so keeping it fresh was critical if the Mini was to be  around for the long term. The R56 refreshed the Mini with a raft of changes from a new body to a turbocharged engine in the Cooper S, but importantly it remained true to the Mini model.While it remained true to form it didn't compromise on the things required of a car in today's demanding world. As a result the R56 had more power and economy, as well as increased space, comfort and refinement.The cabin of the new model was roomier, the view from inside was brilliantly clear and unobstructed, although there was some criticism of the huge, centrally mounted speedo. The base engine was a 1.6-litre BMW-developed four that had to be stirred along to get the most out of, but the pick of the engines was clearly the new turbocharged version in the Cooper S that adds extra grunt to increase the thrill of the drive.New six-speed gearboxes, manual and auto, also add to the fun. Central to the Mini theme is its chassis with the wheels placed at the corners to give as big a footprint as is possible with a smallish car. The footprint coupled with the tautness of the chassis makes the Mini agile and responsive - just plain fun to drive on a twisty road. The Cooper starts the range, then there's the turbocharged Cooper S, and on top of that each has an optional Chilli pack that boasts bigger alloy wheels, leather and cloth trimmed sports seats and 10 speaker sound.IN THE SHOPThere is nothing to suggest the Mini has any serious issues that should stop you buying one. It's generally well built and quite reliable.The issues that tend to be reported are more one-offs than widespread, and mostly relate to build quality issues. Relatively minor things like remote door locks, window winders etc. are the components most reported. Check for a service record before buying, and have a Mini specialist mechanic check it over.IN A CRASHSix airbags, together with stability control and cornering braking control as well as ABS braking and its associated systems give the Mini an impressive safety arsenal, enough to win five stars from ANCAP.AT THE PUMPMini's makers claimed the Cooper would average 5.8L/100km, the turbocharged Cooper S 6.9L/100km, but on test the Cooper averaged a real-life 8.4L/100km.AT A GLANCEPrice new: $31,100 to $43,500Engine: 1.6-litre 4-cylinder; 88 kW/160 Nm 1.6-litre 4-cylinder turbo; 128 kW/240 NmTransmission: 6-speed manual, 6-speed autoEconomy: 5.8 L/100 km (1.6), 6.9 L/100 km (1.6T) Body: 2-door hatch, 3-door wagon Variants: Cooper, Cooper Chilli, Cooper SSafety: 5-star ANCAP Green: 4-star (Cooper), 3.5-star (Cooper S)VERDICTGreat driving, great looking, fun-filled little car perfect for those who enjoy the drive.COMING UP Do you own or have you owned a Toyota Prado? Share your experience with other Carsguide readers by sending your comments via e-mail to grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney, NSW, 2010.

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?Kia's quirky, hard to define, boxy five-seat runaround. It's been updated and the number of models reduced from three to two. Apart from the tiny boot, its an immensely practical little car. Prices start at $21,490 for the 1.6 petrol, but this one will set you back $26,990 which includes the six speed auto. The diesel is another $3000 again.Pretty much everything in the small car and compact SUV segments. This car appeals to a broad cross section of people. All new 2.0-litre four cylinder petrol engine that cranks out 122kW of power and 200Nm of torque.There's also a 1.6-litre petrol and 1.6-litre diesel engine available (1.6 petrol is good for 92kW/157Nm).Like a scalded cat, but uses a little too much fuel for our liking. Apart from the larger engine, the six-speed auto makes a huge difference.Rated at 7.5 litres/100km we were getting 8.3 after about 500km. Has a 48-litre tank and takes standard unleaded. Gets 3.5 out five stars from the Govt's Green Vehicle Guide (Prius scores 5). Emits 179g/km Co2.No problems here. Gets a full five stars for safety in Australian crash tests. With large doors and an elevated ridge height, it is easy to get in and out of and could find favour with older drivers for this reason alone. Small boot could be an issue, but rear seats drop down. Plenty of space beneath boot floor and temporary spare with a styrofoam separator with storage compartments (why not just make the boot deeper?)Easy. Accelerates quickly. Upright elevated driving position affords good all round vision. Brakes in our test vehicle were touchy. Misses out on one-touch blinkers. Plenty of hard plastic surfaces in the cabin (what happened to the funky lights that flashed in time with the music?)Yes and no. But then it depends on whether you view it as a small car or something more substantial. Bluetooth, full iPod connectivity but only one 12 volt outlet in the centre console (other Kias get two).Appealing car. We had one a couple of years ago for an extended period. We'd prefer the diesel, but it starts to take the car out of the realm of cheap motoring.

The script for the Audi A7 reads suspiciously like that for the A5. Maybe that's because in essence the A7 Sportback is the same car, only on a slightly larger scale.DESIGNThe A7 Sportback is a looker, but lacks the perfect dimensions of the smaller A5. With four doors, four seats and a lift back that hides a deep but shallow luggage area, the Sportback looks more like a coupe than a sedan and that is the idea.Bridging the A6 and A8 models, the A7 is almost five metres in length but sits long and low and doesn't have a big car feel.With two seats in the rear, instead of a bench, there's plenty of legroom in the back, but the sloping roof reduces the amount of headroom, despite scooped out sections of roof. Hit a big bump and it could be painful.PRICEAt a starting price of $142,750 the A7 is $52,000 more than the equivalent A5 Sportback - or about the cost of an A4 sedan.It's very well equipped, and a 600 watt, 14-speaker Bose sound system is standard but if you take your audio seriously there is a 1200 watt Bang and Olufsen job that adds $12,350.Then of course there's the S-Line package that starts at $7900 and includes 20 inch wheels.ENGINE AND MECHANICALTwo engines are available initially, a supercharged 3.0-litre petrol V6 and a 3.0-litre turbo diesel V6 - both of which can be found in other models. Both engines offer thermal management, stop-start technology and energy recovery. At this stage there's no V8, no coupe and no sign of an S or RS7 version - but if Audi remains true to form they will follow.The supercharged V6 pumps out 220kW of power and 440Nm from 2900 revs, does the dash from 0-100km/h in 5.6 seconds and uses 8.2 litres of fuel per 100km. The turbodiesel delivers 180kW of power, 500Nm of torque from 1400 revs, does the dash in 6.5 seconds and uses just 6.0 litres/100km. With the diesel $5000 less, I know which one I'd be opting for.Audi's twin-clutch, seven-speed S-tronic transmission is standard along with all-wheel drive. This all-wheel drive system features a crown-gear centre differential and advanced torque vectoring. Drive select is standard and allows the driver to dial in three different styles of driving, or leave the system to work it out automatically. A7 Sportback sits on the same platform as the new A6 but thanks to extensive use of aluminium, is only about 50kg heavier than the A5.DRIVINGWith a big road hugging footprint, the A7 exhibits plenty of grip and stability. When pushing hard, however, you are reminded of the car's bulk as it attempts to run wide in corners. Riding on 18 inch alloys (19s in the case of the supercharged model), the A7 Sportback accelerates briskly, cruises easily and has plenty of poke for overtaking.A pop up rear spoiler deploys automatically at a speeds above 130km/h to increase the downforce on the rear wheels. But with our national limit, it is unlikely to be seen very often, except for the provision of a manual deploy button.AUDI A7Price: From $142,750 (3.0 TDI) to $147,800 (3.0 TFSI) plus on-road costsEngine: 3.0-litre turbocharged V6 diesel; 3.0-litre supercharged V6 petrolPower/torque: 220kw/440Nm (supercharged V6 petrol), 180kw/500Nm (turbo diesel v6)Transmission: Seven-speed double-clutch automatic, all-wheel drive

We have been waiting for a while to drive this little car, which Volkswagen is adding to the city light-car field.

Small it might be, but Skoda's Fabia hatch is giving the Czech company a big boost. The arrival of the Fabia late last year helped Skoda double its sales for the second year in a row and kick off a flying start this year with sales up by more than 90 per cent for the first two months.There are two models - the $18,990 77TSI and the $21,990 Monte Carlo - and they undercut the Volkswagen Polo on which they are based by almost $1000. The Fabia's strengths are its lively performance, frugal fuel use, equipment and spacious interior. The question is whether that gap will be retained at re-sale or will the Polo hold its value better. Time will tell. Direct rivals on price are the Ford Fiesta and the Suzuki Swift. Agile and energetic, the four-door Fabia looks chunky and feels nuggety and is a lot of fun to drive.TECHNOLOGYIt is powered by Volkswagen's 77TSI engine - a 1.2-litre turbocharged petrol which produces 77kW and 175Nm across a useful range of 1500 to 4100rpm.Despite its modest capacity it has enough oomph to launch the lightweight 1120kg Fabia to 100km/h in a respectable 10.1 seconds.Fuel use on the combined cycle is just 5.5l/100km but it prefers premium unleaded. It is mated to a five-speed transmission although a seven-speed direct shift gearbox is on the way.DESIGNThe cheery exterior is carried over inside with a bright dash and clear, easy-to-use instruments and controls, although the quality of the trim is not up to the Polo. Front seats are supportive with plenty of head and leg room, the rear seat has adequate room for its class and the boot is generous.Standard equipment on the base model on test included six airbags, stability control, a four-star crash rating, airconditioning, cruise control, Bluetooth, tilt and reach adjustable steering column, an eight-speaker single CD audio system with MP3, a leather-wrapped steering wheel with audio and phone controls, cruise control, heated mirrors and fog lights.The Monte Carlo adds 16-inch black alloy wheels, sports seats, sports steering wheel, black wheel arches, and alloy pedals. Also on the way this year are a wagon version and a high performance RS 132 hatch.DRIVINGThe engine is eager and flexible, pulls easily from low revs around town and is relaxed on the highway with enough torque to tackle hills in top gear. The gear shift itself is quick and slick and the clutch has a smooth and progressive uptake.With a wide track, longish wheelbase and a stiff body, the Fabia handles like a civilised go-kart. It corners with a taut, flat stance, turns in accurately and has excellent grip. Ride is firm and well controlled and compliant over lumps and broken edges. The steering is direct and well weighted and the brakes strong.

Incremental gains are the norm in the car industry, but not at Kia. The South Korean carmaker's latest Rio is such a quantum leap over its predecessor that it deserves a new name.If you could drive it with your eyes closed you would swear it was a premium small car from Europe, such is its tautness and finesse.DESIGNNow in its fourth generation, the Rio is yet another example of the attractive styling theme that permeates most of Kia's model range. From any angle it is well-proportioned with bold, confident lines and an athletic, purposeful stance.Add attractive pricing, lively performance, a stylish interior, respectable handling and a five-year warranty and the Rio banishes forever its previous life as a cheap and cheerless runabout.PRICEBut if the blandness of the previous model has gone so too has the budget price. The entry level 1.4 S at $16,290 for the six-speed manual (four-speed auto $18,290) is about $1300 more than its predecessor. Then comes the 1.6 Si at $18,990 (six-speed auto $20,990) and the 1.6 SLi at $19,990 (auto $21,990). On test were the SLi manual and automatic.Equipment in the S includes six airbags, stability control, a maximum five-star crash rating, brake assist, hill start assist, Bluetooth, single CD audio with MP3, iPod and USB connection, power windows, trip computer, heated mirrors and a full-size spare wheel. The Si adds the 1.6 engine, 16-inch alloy wheels, cruise control, higher grade audio, folding mirrors, upgraded instruments, fog lights and a centre console arm rest.ENGINE AND MECHANICALOutput from the 1.6-litre GDi (gasoline direct injection) engine is a class leading 103kW and 167Nm. Helped by short gearing, the six-speed manual is quick, eager and has plenty of punch for overtaking providing you are in the right gear.DRIVINGOn the highway it is spinning at an unobtrusive 2800rpm in sixth or about 300rpm more than the automatic, which doesn't feel as sharp as the manual and is noisier under load. If you like changing gears then the manual delivers with a slick gear shift and foolproof clutch. And it is $2000 less than the auto and a little lighter on fuel, with a combined average of 5.6l/100km compared with 6.1 in the auto, both a fraction more frugal than the 1.4. Suspension is well controlled, riding comfortably over bigger bumps and undulations, but spoilt by the SLi's overly wide tyres. All the controls and instruments are clear and easy to use, including intuitive steering wheel buttons. The hatch opens up a decent load area and the rear seats flip fold, though not to a flat floor.

A cheap, micro-size hatch that will slash your commuting costs generally sucks out all the fun of getting to work.Not any more. Volkswagen has made a car that will make you start looking forward to driving to work, make you smile when you refill it and make your friends envious with its versatility and low running costs.However, for about $15,000, the European-made Up is just about the worse headache for any aspiring Chinese car maker.The Up gets here late this year in three and five-door formats, with one three-cylinder engine and a manual gearbox - but an automatic will be here early next year - and two trim levels.It is the sister to the Skoda Citigo that will be on sale in Australia early in the new year at a small price discount to the Up. Both share the body and drivetrain with the only distinction being minor cabin trim and different noses and tails.The Up replaces the three-door Polo variants and becomes Volkswagen’s price leader. But it’s not built down to a price, doesn’t look cheap and certainly doesn’t perform like a low-rent import.I’m driving the five-door Up in Wolfsburg in the shadow of the factory that makes Volkswagens - but not the Up because the new baby is built in Slovakia.The previous week I drove the manual version of the Skoda clone in Portugal. But, unexpectedly, Volkswagen has lent me its new automatic model. I don’t complain.VALUE So we think the Up will start at $15,000, adding about $1500 for the auto. It’s a budget car so it’s unlikely you’d opt for the sunroof. Satellite navigation is optional but consider it because it neatly integrates audio, telephone hands-free plus you won’t get lost.So you may have burnt nearly $20,000 before it’s on the road and suddenly it’s not a cheap car. Economy is brilliant - Volkswagen claims about 4.5 l/100km and I returned 5.1 l/100km without being soft on it. Commute 200km a week and you’ll get change out of $15 - catch the bus or train and you’ll blow about $35 a week.It runs on 95 petrol. Do your homework first - the Up equates in cabin space to a Yaris, Mazda2 or Hyundai Accent but is shorter on the outside. It gets a good equipment level but it’s most endearing feature is it is very practical, very simple and so cute that it’s possibly on its way to become a cult car.DESIGN It’s basically a chamfered box that is a petite 3.5m long. It’s very Teutonic in its design so looks purposeful. The tailgate is a glass panel, while the rear doors don’t have wind-down windows (they are hinged) and the boot has a double floor with room for a full-size spare. The 60/40 split rear seats fold almost flat.The cabin is fresh and even delights with visible painted metal, perforated cloth trim, simple controls (one main speedo flanked by a weeny tacho and fuel gauge) and yet will seat two adults in the rear. The base model (Take-Up or Move-Up) gets 14-inch steel wheels and the top-line one - called High-Up - has 15-inch alloys.TECHNOLOGY The engine is a three-cylinder turbo-petrol and Volkswagen says it has no plans to make a diesel version because this one’s economical enough. There’s a five-speed manual or five-speed automated manual (clutchless) with electric-assist steering and simple suspension. The key is its strong and rigid chassis that makes the simple mechanical bits work so well. For example, the ride comfort and handling are very good and this car is the best in its class. That makes it fun and safe to drive.SAFETY Volkswagen is claiming a five-star crash rating which is made all the more  impressive given it has - and only needs - four airbags. There’s the company’s City Emergency Braking system to prevent you running into the guy in front at low speeds, stability control and brake assist. The spare tyre size is unknown but the wheel well will fit full-size rubber.DRIVING Three cylinders may sometimes mean lots of unpleasant vibration and an unusual exhaust note, but no-one told Volkswagen. The 1-litre will spin easily to 6500rpm and pump out its 55kW/95Nm with eagerness. The manual gearbox (as tested in the Citigo) is lovely but the clutchless manual needs a bit of patience. Basically you can leave it in Drive or click up and down the five cogs via the gearshifter. There is a pause between each gear which can be annoying but take your time and it’s an easy box to use if you’re not in a big hurry. Delightfully, it blips on downchanges so you can at least pretend you’re an ace driver. Ride comfort is very good. The body is tight, there’s no suspension noise over rough bitumen and the steering is light but has sufficient feel to make it enjoyable to steer.Rear drum brakes look odd but there’s no problem with their stopping power. Basically, it’s the best small-car for the city and that may get re-rated if the Kia Picanto, Citroen C1 or Peugeot 107 make it to Australia.VERDICT Do yourself a favour and go and drive this thing when it arrives about November. Lots of fun, so sensible and very well made. Love it.VOLKSWAGEN UPPrice: est. from $15,000Warranty: 3 years/unlimited kmResale: n/aService Interval: 15,000km or 12 monthsSafety Equipment: four airbags, ABS, EBD, EBA, TC.Crash rating: 5 starsEngine: 55W/95Nm 1.0-litre 3-cyl turbo-petrolBody: 5-door, 4 seatsDimensions: 3540mm (L);1641m (W); 1478mm (H); 2420mm (WB)Weight: 929kgTransmission: 5-spd manual/5-spd auto; front-wheel-driveEconomy: 4.5 l/100km; 95 RON; 105g/km CO2

The new Mini, now owned by BMW, has been a huge success since its launch in Australia in March 2002.Partly because it’s a competent vehicle, but principally due to the fact that geniuses in the marketing have positioned it as a fashion item, not simply a car.As a result of Mini magazines, Facebook pages and numerous owners’ clubs, Minis have been customised in an extraordinary number of fascinating ways. Some of the prices paid are staggering, with the most expensive new Mini in Australia to date topping $100,000.Driving enjoyment is another factor in the car’s success. As a dynamic automotive for the keen driver the BMW Mini is close to perfect. The new Mini has steering that's almost kart-like in its response, in fact it’s almost too quick and first time drivers can get taken by surprise at times.The suspension assists the tyres to grip the road like grim death and the big disc brakes stop hard and straight.On the downside, the ride is fairly harsh and may prove too much for some occupants when it’s cruising on rough Aussie bush roads. The two top versions of the Mini are sold in Australia – the lower cost model, the Mini One, isn’t imported.The Cooper S is the hotshot, having its 1.6-litre engine supercharged prior to the introduction of the new model in March 2007, and turbocharged from then onwards.We really like the supercharged engine, because its torque comes in virtually instantly, whereas the turbo unit inevitably has a slight lag before delivering its all.The supercharged engine has a glorious shriek when you get stuck into it, a sound that’s loved by keen drivers with memories of supercharged racing cars. Externally, you can pick the Cooper S by the bonnet slot for the turbocharger’s intercooler, its chromed side grilles and fuel-filler cap, a small wing protruding from the rear of the roof, twin exhausts and larger (16-inch) alloy wheels.Sports seats have the option of full-leather or cloth/leather, the latter probably the better bet for hot Australian conditions. The steering wheel and gear lever knob are finished in leather and there are aluminium door sill plates carrying Mini Cooper S logos.A Mini cabriolet was launched late in 2004 and has an excellent opening roof system. Not only can it be used to make the Mini an open convertible, but also as a closed car with an open sunroof. The new cabriolet didn’t arrive in Australia until March 2009, two years after the launch of the Mark 2 coupe and it seems likely the two bodies will continue to be out of chronological order from now on.Topping out the Mini range is the Cooper S with the works – the John Cooper Works that is. The Cooper company specialises in improving Minis, both the original models and the new 21st century machines.Engine work on the new Mini is extensive and includes an Eaton supercharger in place of the Rootes unit fitted to the standard Mini Cooper S. Turbo engines in the later JCW’s rely on extra boost, with overboost on offer if you want to get really serious.Early in 2012 a coupe and roadster were added to the Mini range, it’s too early to comment on these as used cars. The new Mini network is well established in Australia. Almost all dealers are in suburban areas, which could lead to hassles if you’re unlucky enough to strike a problem in remote country.Being part of the BMW organisation gives the Mini major advantages in technical backup. Spare parts and servicing charges aren't unreasonable for a car in this class, meaning they are higher than for a typical small car. While it’s possible to do some of your own routine servicing, we suggest you stick with the professionals for all but the most minor tasks, and don’t even think of touching areas that can compromise safety.Most new Minis belong to doting owners and are serviced by the book. You will probably be happy to pay the extra asked for one of these pampered cars – it’s money well spent. Insurance costs are quite high, even more so for one of the ‘charged’ engines. Shop around for insurance, especially if you are young and/or inexperienced.But be sure to make direct comparisons between insurance companies and understand what you're getting – or not getting for your premium dollar.WHAT TO LOOK FORCheck for crash damage, or previous smash repairs. Mismatched paint colours from one panel to another are a good clue – do the inspection in strong light. Also look for ripples in the panels, most easily seen when viewed end on. Tiny drops of paint in unpainted areas like lights, windows and badges are another clue to a respray.Be very wary of a Mini that has been fanged during track days or at a drag strip. Look for a roll cage, lowered suspension and additional instruments. Keep in mind they may have been put back to standard before going on sale.Look over the interior for signs of damage or wear and tear. Don’t forget to check the boot.Check for signs of water stains in a cabriolet, ask to have the carpets removed to check the floor under them. Dry carpets may be new units, so don’t necessarily mean the car hasn't been caught in the rain...Make sure the engine starts easily and idles smoothly. Watch for a puff of smoke from the exhaust when it first kicks over and again when it’s accelerated hard during your road test. Make sure all gear changes are light, easy and quiet. The continuously variable transmission (CVT) fitted on early automatics has unusual sounds during its operation (engine sound, that is, the transmission should be quiet) if you haven’t driven one of these before it’s smart to call in an expert.CAR BUYING TIPWhen looking at any sporting car be sure to avoid one that’s been thrashed. A professional inspector is invaluable in providing advice.

Tata has unveiled the tiny Megapixel technology concept at Geneva motor show.Based on the Pixel concept that starred for the Indian carmaker at Geneva last year, the Megapixel is a pointer to the brand’s future styling and a speculator of future technology features.The 3.5-metre microcar is powered by four independent electric motors – one in each wheel – which combine to give a very muscular 369 Nm of torque, but doesn’t get it much past 100km/h.The quad motor set allows the wheels to steer and turn separately when parking, so you can spin the car in its own footprint. Tata calls the function the Zero Turn, saying the Megapixel can execute a 2.8-metre radius.The motors are powered by a 13kWh lithium-ion phosphate battery pack, which recharges through a wireless induction system - you park the car over the charging mat and walk away.A full charge gives you 85km of driving, but a petrol-fuelled generator onboard recharge on the move to extend the range to 900km – with a claimed fuel economy of 1.0-litre per 100km and an astonishing emissions count of just 22g/km (about a quarter of the Toyota Prius).The dashboard features a smartphone dock linked to a touchscreen interface that also controls airconditioning, audio and other features. The four doors swing and slide out of the way along the car body to wipe out parking lot pressure instead of the next-door car’s paintwork, and with no central pillar there’s easy access for even a man-sized body into the Megapixel’s micro body.Will it go into production? Unlikely. But what’s on the cards is seeing some of those features developed on future cars as congestion and emissions pressure increases.

Taking time off has done wonders for Hyundai's Accent.After dropping out of circulation for more than year, this fourth-generation small car is back with a bang, its striking good looks the product of the company's stylish fluid design offensive.Armed with eye-catching lines, a peppy engine, a spacious interior and plenty of equipment for the price, it elevates the Accent to a level where it rubs shoulders with class leaders, such as the Toyota Yaris, Mazda2 and Ford Fiesta.The 1.6-litre engine puts out a class-leading 91kW and 156Nm. When matched to the six-speed manual (on test), it delivers lively and responsive performance. Some of its zip, however, is due to the relatively short gearing, which has the engine spinning at close to 3000rpm at 100kmh.Even so, apart from an eager buzz when working, noise levels are commendably muted. Fuel use is a frugal 6l/100km in the manual (auto 6.4), a fraction thriftier than its main rivals. The ride is comfortable and well-controlled and the handling is nimble and secure.The great economy, together with the light and responsive steering, makes this Accent more engaging to drive than its predecessor. The interior is bright and inviting, the controls and instruments are clear and uncluttered, the seats comfortable and the finish impressive.There is ample head and leg room front and rear for four average-sized adults and a decent boot. Visibility out the rear, however, is impaired by the upsweep of the rear pillar. The model range is the Active at $16,990 and the Elite at $18,490, both in sedan or hatch. The Premium hatch is $20,990. Add $2000 to all models for automatic transmission.If you are in the market for a light car, make sure you sample the Accent.