Hatchback Reviews

Double-clutch automated manual transmissions have been around for a few years now and Renault has just introduced a six-speed unit. It calls the new transmission Efficient Dual Clutch (EDC), and it’s the main reason we took another look at the Megane diesel hatch.TECHNOLOGYDouble-clutch transmissions make super-quick gear changes – faster than humanly possible – and offer reduced fuel consumption compared with a conventional automatic.However, to feel these transmissions working at their best you need to use a lot of right foot to get off the line cleanly, which immediately detracts from the fuel efficiency.In Megane hatch under review, the six-speed EDC transmission is linked to a 1.5-litre dCi turbocharged diesel engine. The engine is Euro 5 compliant and produces peak torque of 240 Nm at a low 1750 rpm, and 110 kilowatts at 4000 rpm. Power is run through the front wheels and there is no sign of torque steer even under hard acceleration. Renault claims the EDC transmission saves 17 per cent on emissions when compared to a conventional auto.DESIGNNo one could ever accuse the French of producing boring cars and the Megane hatch is living proof of a beautifully sculpted five-door hatch. It is short but rakish and looks great on the road thanks to short front and rear overhangs.At 4.3 metres long it could play the role of a family car for two adults and two kids.In the Privilege the front seats have power height and reach adjustment, while the steering wheel also has height and reach adjustment. The seats are pretty comfortable though and there's good leg room for rear seat passengers. The rear seat is a bit narrow and better suited to two adults than three.The rear seat is a 60/40 split and folds forward to greatly increase cargo space. All seats in use there's 360 litres of luggage space. We used the Megane Hatch diesel for a weekend trip away to Grafton in the northern rivers area of NSW and our luggage hardly put a dent in the boot space.SAFETYRenault was the first company every to score a five-star rating on the Euro NCAP testing and continues to be a leader in the field. As well as the ability to help occupants survive a crash, Renault is also big in primary safety, boasting Electronic Stability Program and ABS brakes with emergency brake assist. EQUIPMENTThere are two specification levels, Dynamique and Privilege. Megane Privilege gets a significant package to justify the $5000 difference between the two spec levels. These include black leather upholstery, electric glass sunroof, 17-inch alloy wheels, satellite navigation, and Arkamys four-speaker/four-tweeter sound system with single CD/MP3 player with satellite controls on the steering column.We can't say we love the ergonomics. The start/start button is in a user-unfriendly spot in front of the gear shifter, while the air conditioning buttons and audio controls are far too low. This is compounded by the satellite audio controls hidden behind the right spoke of the steering wheel. These almost seem designed to distract the driver from what they should be doing – concentrating on the road.What they have got right is the cruise control which is on the face of the steering wheel and simple to use. However, the cruise control master switch is on the centre console. Go figure.DRIVINGRenault Megane hatch has refined road manners with excellent cornering and braking and makes an excellent cruising machine. The diesel engine is at its best when cruising with the car routinely having fuel consumption under 5.0 litres per 100 km. In our week we covered more than 600 km at 5.3 L/100 km, a fair bit above Renault's claim of 4.5 L/100 km, but no more removed from reality than the fuel figures claimed for most other cars. The combination of a stunning French style, the convenience of a new-design automatic transmission and a pretty low price for the prestige of a owning a European car seems sure to guarantee the latest Renault Megane strong sales Down Under.Renault Megane Dynamique dCi 1.5-litre turbo-dieselPrice: RS 250 Cup 2.0-litre petrol three-door hatch: $41,990 (manual), RS 250 Monaco GP 2.0-litre petrol three-door hatch: $48,990 (automatic),  Dynamique 2.0-litre petrol five-door hatch: $22,990 (manual), $24,990 (manual), Privilege: 2.0-litre petrol five-door hatch: $29,990 (automatic),  Dynamique dCi 1.5-litre turbo-diesel: Privilege dCi 1.5-litre turbo-diesel: $32,490 (automatic)Warranty: Five years/ unlimited kmEngine: 1.461 litres, Four cylinders in line. Compression Ratio: 15.2:1. 81kW - 240NmSafety Equipment: ABS Brakes, ESP, Dual Front Airbags, Front Side Airbags.Transmission: Manual Transmission: Six-speed Automatic Transmission: Six-speed dual-clutchDimensions: Length: 4295 mm, Wheelbase: 2641 mm, Width:1808 mm, Height: 1471 mm. Turning Circle: 11.1 metresWeight: 1366 kgTowing Ability: 1300 kg with braked trailerBrakes: Front Brakes: Ventilated disc Rear Brakes: DiscThirst: Diesel Combined Cycle (ADR 81/01): 4.5 L/100kmGreen: 8.5/10. Air Pollution Rating: 5/10

Suzuki Swift Sport is a genuine sporty model. Now, given its name, this may seem to be a blindingly obvious statement. But in these times when marketing people persuade designers to tack on a few extra bits of plastic and some fancy badges - but do nothing to actually improve the car - the name ‘sport’ has often been seriously diluted.Not so in the Suzuki Swift Sport, this little Japanese machine has been significantly improved in important areas to appeal to those who like to put serious effort into their driving. Even better news is that you don’t need big money to go the full-on high-performance route.This swift Swift from Suzuki comes into the market at an extraordinary low starting price of just $23,990. You get a lot of driving pleasure for a very modest outlay.By way of comparison, the all-new Swift Sport costs a thousand dollars less than the outgoing model did when it hit the hot-hatch scene in 2005.The Swift has always had a shape that responds well to add-ons. Seventeen-inch alloy wheels of a special lightweight design are the key to the good looks of the sporting Swift.These are complemented by a new under bumper panel carrying foglights in triple-fin bezels. The grille takes a Euro look in its hexagonal mesh design.Side skirts connect the front and rear arches and give the Sport a lower appearance without the need to drag to body down to unreasonable levels. The rear features a larger roof spoiler and a diffuser look giving the Suzuki a race-car style.Though it’s not immediately obvious, the headlight are bi-xenon items as used in quite a few upmarket European cars. While you won’t be routinely cruising at 130 km/h at night as they do in Europe, the added clarity of the lights will nevertheless be appreciated in Australia.Inside, there are leather sports seats while the instrument console features a new design with silver rings about the gauges. There’s a sports steering wheel that not only feels good while you’re driving, but also adds plenty of class to the appearance.New Suzuki Swift Sport is powered by a 100 kW version of the standard Swift 1.6-litre engine. While this doesn’t seem like a huge number, keep in mind that it weighs just 1050 kg, so the power to weight ratio is impressive for an affordable sports hatch.Acceleration from rest to 100 km/h takes place in around eight seconds. Not bitumen burning, but quick enough to put a smile on the face of anyone who likes sitting behind the wheel of a car with zing.In a true sports engine manner, the engine revs all the way to 7000 rpm and is happy to sit at the top end of the tacho, it’s almost like an Italian engine in its willingness to rev and the way it sings to the ears. We loved it. Down low, modern electronics mean it’s happy enough to pull the Swift along in a workmanlike way.Our vehicle of choice is the Swift Sport with a slick little manual gearbox, but, for the first time in this model, an automatic transmission is also on offer. A continuously variable unit it has seven paddle-operated preset ratios within the continuous range should you wish to have more control over the engine output.Cornering power and precision are the biggest features of the Swift Sport. We were fortunate in being able to spend time at the race track at Broadford where we could appreciate the Suzuki in controlled conditions. There we loved the levels of grip, the nippy handling offered by this lightweight machine and the pure enjoyment if offered.Not only has the suspension been firmed up by the use of sports components, it also has the benefit of a body that has been stiffened in important areas to give the suspension a stable platform with which to work.Brakes were more than up to the task of hauling the Suzuki Sport back to reality at the end of the long straights at Broadford. Suzuki Swift Sport is a brilliant piece of automotive engineering. For a most modest price you get a lot of driving pleasure, either at a track if you want to take that route, or simply on your favourite stretch of driving road on a quiet Sunday morning.

Greener, leaner and not a turbo air intake in sight - Subaru has launched its Impreza small car range in Australia. The fourth incarnation of the all-wheel drive small car is aimed at the higher end of the small car market but has held it's pricetag to the same level as the previous incarnation.The unchanged asking price has been retained despite upgraded drivetrain, improved features list and better fuel economy (which the brand says debunks the claim of all-wheel drive being thirsty), which will no doubt help Subaru resurrect its sales volumes after a challenging 2011. Subaru Australia managing director Nick Senior says the new Impreza will attract new customers but should retain existing Impreza owners."These new customers will come along with our loyal Impreza owners, we've sold more than 144,000 Imprezas and the customers are a loyal bunch who will openly embrace the multitude of changes," he says.VALUEDespite not dwelling in the bargain basement, the value equation is strong, with the all-wheel drive entry-level car priced from $23,990 for the 2.0i manual sedan and hatch, heading up to $26,490 for the CVT model. Standard fare includes the stop-start fuel saving system, 16in steel wheels, climate control (dual-zone on the mid-spec L and flagship S), Bluetooth phone and audio link to the USB-compatible six-speaker sound system and trip computer.The L middle child is priced from $26,990 for the six-speed manual or the CVT slides in at $29,490 - the extra cash buys a reversing camera, 16in alloy wheels, a leather-trimmed steering wheel and fog lights. The flagship S is a CVT-only proposition, priced from $31,490, but comes with upgraded instruments and extra chrome trim bits, alloy pedals, side skirts and 17in alloy wheels. Option packs for the L and S comprise satnav and a sunroof for $3000, or the S alone can be upped to include satnav, sunroof, leather trim and power-adjustable driver's seat for $4000.TECHNOLOGYThe new Suby small car has the upgraded flat-four boxer engine with a longer stroke, which when combined with the variable valve system and the stop-start fuel saver system (which is on manual and CVT models and can re-start the engine between 0.2 and -35 of a second) has kept outputs unchanged at 110kW and 196Nm, but with 25 per cent better fuel economy.The CVT is hooked up to all four wheels via an electronically-controlled system that can run up to 95 per cent front-wheel drive, or the six-speed manual models use the long-serving all-wheel drive system with a mechanical centre Limited Slip Differential (LSD), split 50/50. The CVT claims 6.8 litres per 100km (a 22 per cent improvement) and the manual drinks a claimed 7.1 l/100km, 20 per cent better than the superseded model.DESIGNThe new Impreza is 4580mm long (4415mm for the hatch), 1740mm wide, sitting on a 2645mm wheelbase (up 25mm) and 1465mm tall, a 10mm drop. The nose is dominated by the new "hawkeye" headlights and has a less surprised look on its face than the Outback and Liberty models. The A-pillar's base has been brought forward 200mm and the C-pillar has also been slanted on more of an angle.Subaru says there is more interior space without much increase on overall vehicle size, with a 340 litre boot in the rump of the hatch (up from 301 litres); the sedan's 460 litre boot has also grown, up from 420 litres. The aerodynamic package has also contributed to the reduced fuel use, including underbody aero panels to reduce drag.The cabin redesign has also taken the childseat anchor points from the roof - where they intruded on loadspace and restricted rear vision - and put them down behind the rear seats.SAFETYSubaru says the five-star safety rating from NCAP remains thanks to seven airbags - dual front, side, curtain and one for the driver's knee - as well as body strength derived from construction topped by high-strength steel in the sills and B-pillar. There's also the inherent active safety and grip from all-wheel drive, as well as stability and traction control, anti-lock brakles, and the added safety of a reversing camera on the L and S models.DRIVINGMany will say about time, and plenty of those will earn their money within Subaru dealers. The new car is not an unattractive machine, certainly less polarising than its larger siblings.The first few minutes behind the wheel immediately suggests three things - it's quiet, the CVT (which the brand believes will be 80 per cent of the sales) suffers a little less "flaring" and the engine is tuned for economy. It's flexible but leisurely, and needs revs if you need to do something in a hurry - but the payoff is sub-9 fuel economy during the launch drive, which was through suburban traffic and into the Adelaide Hills, not terrain renowned for producing the best fuel economy figures. The hills roads also showed the work on the chassis has payed off for Subaru - the ride quality barely touches firm but the body control is good and handling is composed, it all bodes well for the next WRX.The CVT feels a little more direct than some 'boxes of the same type, while the six-speed manual is notchy but not a bad gearbox with which to swap cogs. The seats were comfortable and not completely without support, but the rear seating area was pleasantly surprising for its head and legroom. Bootspace is better than average, as is the features list.VERDICTIt's been a long hard slog for Subaru recently and the Impreza is a car for which the dealers have been crying out. The supply-constrained 700 per month sales target should not be hard for the company to achieve - it's a capable machine that is sharply-priced.

For as little as $27,490, you can get a "small" five door hatchback that returns 4.5-litres/100km. It's a much more attractive package than any hybrid on the market in terms of performance, running costs and purchase price, to say nothing of looks.Renault's Megane DCi might have a small capacity, 1.5-litre turbodiesel under the bonnet, lifted from a light commercial vehicle, but it also has a six-speed dual clutch `manumatic' transmission and oodles of grunt from a low 1750rpm - just off idle. Two models are available and we were able to drive the up spec' $32,500 Megane Privilege. It's a good looking car offering plenty of interior room and a good size boot accessed through a large rear hatch. Easily one of Renault's best lookers, the distinctive Megane hatch is quite a large "small' car tipping the scales at 1366kg. The Privilege we drove scores premium Arkamy's audio (with inadequate bass response) Bluetooth phone and streaming, satnav, climate control, leather, a multi media connection box, full size 17-inch spare, alloys, smart key start and plenty more kit.It is a genuine competitor for VW Golf at less money and also otherpremium small cars.TECHNOLOGYIt's a single cam, eight valve, 1.5-litre four banger lifted from Kangoo van with 81kW/240Nm output. There's a particle filter in the exhaust helping achieve a Euro 5 emissions rating. On paper it's not impressive but in reality, the engine is a good'un offering plenty of response, super fuel economy, strong roll-on acceleration and clatter only at and for a short period after start-up from cold.What makes it is the six speed DSG gearbox, unusual because it is a dry clutch as opposed to a wet clutch (filled with oil). The dry clutch is better in terms of low speed operation and a reduction in friction loses.DESIGNNot as classy as a VW but neat and functional. Megane's interior is easy on the eye and comfortable for long drives. There's plenty of rear seat leg and headroom and the standard equipment in the Privilege is generous and appreciated but unnecessary except for the satnav. Some of the controls are not intuitive.DRIVINGRenault has a bit of a reputation for good handling, well, good overall dynamics and such is the case here. Megane diesel offers a high level of ride comfort from its strut and torsion beam suspension and yet corners flat with tenacity.It has strong brakes and good steering feel. Pity there's no paddle shift on the wheel. No complaints about engine performance whatsoever - it could be a 2.0-litre turbodiesel gauged on underfoot feel. An annoying creaking noise in the rear suspension blotted the scorecard.SAFETYFive star car with all that entails - six air bags, stability control, safety cell chassis, pedestrian safety.VERDICTDefinitely worth a look if you are shopping Golf, diesel Focus, Pug 308, even 1-Series and C30 diesels. Surprisingly good, better value in Dynamique grade.

Starting an argument about what were the pioneering hot hatches is easy - get Peugeot, VW Golf, Renault and a few other fans of the breed and see if anyone remembers the Swift GTi, which popped up in 1986, a year before the Pug 205 GTi. Some will argue the Golf is a size up, others won't rate the little cars and while Suzuki's honest little performer has lost the GTi/GTI tag, the Japanese car maker's new Swift Sport is aiming to maintain the bloodline.New Suzuki Australia boss Mac Kato, a 30 year veteran of the Suzuki brand, has aims of taking Suzuki into the top 10 and sees the Sport as a hero car to help achieve that. "It's one of my favourite cars and after talking to the engineering team, I'm confident that we will be able to continue the Suzuki tradition of building a great hot hatch," he says.VALUEThe Swift flagship has an upgraded features list and a downgraded price - it's dropped by $1000 to $23,990. That's despite an equipment list that includes climate control, a sound system with Bluetooth and USB, cruise control, 17in wheels, bi-xenon headlights, a six-speed manual (up from five cogs) or the option of a continuously-variable transmission (with a seven-speed "manual'' change mode and an electronic lock-up clutch for improved performance).The price cut and the CVT are expected to put the Sport volumes around 200 per month, with as much as 70 per cent opting for the $2000 CVT. The sports steering wheel has also grown audio, cruise and phone controls, and the features list also includes fog lamps, keyless entry and ignition.TECHNOLOGYThe 1.6-litre engine has been given a tweak to increase power by 8kW to 100kW and torque has risen from 148 to 160Nm, thanks to a new intake manifold, smoother intake ports and variable valve timing. When under medium load, a valve in the intake is closed, opening when required at high and low engine loads - shortening the intake path and improving the spread of available torque.The extra urge has not been accompanied by growing thirst - the Sport model still prefers 95RON PULP (it can cope with 91RON) but the number has dropped from 7.3 to 6.5 for the manual - or the optional CVT claims 6.1 litres per 100km. There's also 30kg less to haul, as the new Sport tips the scales at 1060kg, thanks to a 10kg lighter bodyshell and the lightweight 17in alloy wheels rolled thinner during a new manufacturing process.DESIGNThe little five-door sports hatch gets dual exhausts and a low-key sports body kit (including roof lip spoiler) that gives the evolutionary design of the normal Swift a lift. It sits on a wider track and its length has grown by 120 mm over old Sport and its 40mm longer than current Swift model, thanks to different bumpers.There's an extra 50mm in the wheelbase that Suzuki says improves rear space. The cabin has sports seats (with contrasting red stitching, also on the steering wheel and gearshifter) and pedals.SAFETYThe Sport has inherited the cooking model's five-star NCAP rating with a safety features list that includes seven airbags (the new car has a driver's knee airbag), as well as stability and traction control, as well as front seat belts with pre-tensioners and load limiters. The Sport model has also been endowed with slightly beefier brakes than the outgoing Sport and the current Swift.DRIVINGThe first few hundred metres in the new Swift Sport hints that the little Suzuki is not trying to be something other than what you see -- a small, perky little hot hatch that is an honest machine.The seats are comfortable and with adequate lateral support and a good range of adjustment, the sports steering wheel can adjust for reach and rake to get a decent driving position and the six-speed manual is a light and direct shift (there were no CVTs on hand to sample).Rear space is reasonable given the size of the car, even allowing for my 191cm frame behind the wheel and a similarly-sized person able to sit behind without too much compromise from the driver -- head room is less of an issue than leg room, which is at a premium.Country back roads with lumps and bumps showed the Sport's ride quality was passable for something that is biased towards handling, although country bumps did make it through a little more than is ideal.The cabin wasn't invaded horribly by road or engine noise, with little on the way of droning at cruising speed; work it harder and the driver is aware of the powerplant but it's not harsh in its soundtrack. A brief stint on the racetrack showed the little Japanese hatch has decent amounts of grip  as was experienced on the road drive  and feels like it could cope with more from the powerplant.The track allowed enough pace to be carried to push the nose wide but the stability control was not pessimistic.VERDICTSuzuki Swift SportPrice: from $23,990Warranty: 3-years/100,000kmResale: N/A% (est.) Source: Glass's GuideService Interval: 15,000km/12 monthsSafety: 5-star NCAPEngine: 1.6-litre, 4-cyl petrol, 100kW/160NmBody: 5-door hatchWeight: 1060kgTransmission: 6-speed manual or 7-speed CVT auto, front-wheel driveThirst: 6.5L/100km (6.1 CVT), 95RON, CO2 155g/km (CVT 145g/km)'

Being green is easier than you might think; you don't have to buy an expensive hybrid or oil-burner as some people would have you believe.A smaller car, one with a smaller petrol engine, will do the trick for most folks. While hybrids are still expensive and diesel fuel is dear small cars like Honda's Jazz are economical and affordable.Often, when you think about it, they will get the job done for most people as well. Why carry around all that sheetmetal and cast iron when you don't have to?Besides, small cars are easy to drive, easy to park, and easy on the pocket. There's plenty of choice when it comes to small cars and prices vary wildly from brand to brand.The Jazz, like Hondas tend to be, is one  of the premium models in its class, but that didn't hold it back when it came to popularity. The second generation GE arrived in 2008 and built on the first generation and the success it enjoyed.There was a new body, although it looked much like the old one that had proved popular, particularly with women buyers who were taken with the styling. The same two engines continued to be offered, but they were revised.The 1.3-litre entry-level engine in the GLi was given four valves per cylinder, which made it rev easier and more smoothly. Its output also went up substantially. The VTi and VTi-S were both powered by the larger 1.5-litre engine and its output was also boosted by a healthy amount. Gone was the quirky CVT transmission of old that had been some what troublesome, and in its place was a regular five-speed auto. For those happy to shift themselves there was also a five-speed manual on offer.The Jazz, with its upright peoplemover type body, is a practical little car offering good interior room, flexible seating and clear   visibility. On the road it steers well, handles with assurance, is comfortable and is easy to park.IN THE SHOPHondas generally have a good reputation for being reliable, although parts and servicing can be more expensive than some other brands. Good independent service agents specialising in Hondas are a good alternative to dealers if you want to save a few bucks. It's important, however, that the Jazz is well serviced and has the recommended oil changes.Fresh oil and clean filters keep modern engines alive longer, so check for a service record for any potential purchase. The switch from the CVT transmission in the older model to a regular  auto is good news; the CVT suffered a number of problems that caused buyers headaches, none of which will bother buyers of the auto in the GE model.IN A CRASHANCAP judged the Jazz as a four-star performer when it came to safety, it would have probably got an extra star had Honda made electronic stability control available. It didn't, but the Jazz did have ABS braking across the board, and traction control on the VTi and VTi-S. Dual airbags were standard on the base GLi, while the VTi and VTi- S also had head and side airbags for added protection.UNDER THE PUMPFuel economy is one of the most important considerations when most of us sit down to select the next car we will buy. Hybrids and diesels have been the flavours of the month in the last few years, but both come at a hefty cost that most people refuse to pay.Small petrol-engined cars, like the Jazz, are a viable alternative, especially when they return fuel consumption figures of 5.8 L/100 km (1.3) and 6.4 L/100 km (1.5) as the Jazz does.AT A GLANCEPrice new: $17,990 to $23,920 Engine: 1.3-litre 4-cylinder petrol, 73 kW/127 Nm; 1.5-litre 4-  cylinder petrol, 88 kW/145 NmTransmission: 5-speed auto, 5-speed manualBody: 5-door hatchVariants: GLi, VTi, VTi-SSafety: 4-star ANCAPVERDICT:Practical, roomy, economical, it's hard to beat. 

As much as they've tried, and tried they have, French cars haven't made much progress in this market, which must be galling to them given that their German rivals are going gangbusters.The Peugeot 308, for instance, was launched with the claim that it was as well built as its cross-border rivals, and drove as well as they did too. The company was trying to make up for the shortcomings of the 307, which had been slammed for its looks and lack of dynamics. To start with the 308 was aligned with the more attractive 207 and 407 models, given the same dynamic styling that made the other models their appeal.The 308 was marginally larger than the 307, being longer and wider, with a wider track for a bigger footprint to aid the on-road stability. It was also heavier, which didn't help the performance. Inside, it had decent head and legroom, and comfortable seats, but the boot was smaller than the 307's and most of its rivals.Underneath it was similar to its predecessor, with MacPherson Strut front suspension and torsion beams at the rear. There was a good choice of engines, with two petrol and diesel engines. The transmission choices, depending on the model, were five-speed manual and auto, and six-speed manual and auto. Standard equipment included dual climate controlled air-conditioning, cruise control, trip computer, power front windows and MP3 connection. A full-sized spare wheel is also standard.IN THE SHOPThe lack of complaints about the 308 received at Carsguide suggest it is doing the job for its owners, although it is too early to give it a conclusive tick of approval. Prospective buyers need to be aware that the 308, like all European cars, tends to consume brakes faster than cars from other parts of the world. Expect to be replacing pads, and perhaps also discs, every 50,000 km or so. Maintenance is also crucial so look for proof of servicing when inspecting a car prior to purchase.UNDER THE PUMPFuel economy was a strong point of the 308, with the small petrol engine using only 7.7 L/100 km and the smallest turbo-diesel engine using only 5.1 L/100 km.IN A CRASHFive stars was the best stamp available to carmakers from ANCAP and the 308 received it. It was fully equipped with front, head and side airbags, there were ABS brakes, and on all models but the base XS there was also electronic stability control.AT A GLANCEPrice new: $27,990 to $38,990Engine: 1.6-litre 4-cylinder petrol, 88 kW/160 Nm; 1.6-litre 4-cylinder turbo petrol, 1.6-litre 4-cylinder turbo-diesel, 80 kW/140 Nm; 110 kW/240 Nm; 2.0-litre 4-cylinder turbo-diesel, 100 kW/320 NmTransmission: 4-speed auto, 5-speed man, 6-speed auto. 6-speed man; FWDEconomy: 7.7 L/100 km (1.6), 8.2 L/100 km (1.6T), 5.1 L/100 km (1.6TD), 6.8 L/100 km (2.0TD)Body: 5-door hatch, 4-door wagonVariants: XS, XSE, XTE, XTSSafety: 5-star ANCAPVERDICTMore refined, roomy cabin and more stylish looks, but is pricey.

The new Golf-based Scirocco isn't actually very new. As a nameplate, Scirocco has been around since the 1970s and pre-dates even the Golf. But Australian buyers have spent decades lusting after the small coupe in vain.Until now. This model has been on sale in Europe since 2008 but arrives here, mid-lifecycle, for the first time. In the past, Volkswagen was concerned that the Scirocco would hit three-door Golf sales - or vice versa. The Scirocco is a Golf coupe, in effect, and the two models share engineering.So it has compromised. Only the top-spec Scirocco R is offered and the three-door Golf R has been deleted to make room. The Golf GTI still comes as a three-door or five.VALUEThe Scirocco R sits between those two go-fast Golfs on price and performance. It has the same 188kW turbocharged four-cylinder as the R but lacks its all-wheel drive, instead directing power to the front wheels only, like the GTI. It costs about $5000 more than a GTI but is $2500 more affordable than a Golf R.Aside from other Volkswagens, European performance three-doors under $50,000 are thin on the ground. Its closest rivals are a Mini Cooper S or a Renault Megane RS250. Both are desirable and slightly cheaper.DESIGNThere's less flamboyance about the Scirocco, although it's impossible to dislike its cultured Teutonic curves. Inside, it's as dark and sober a cabin as we've come to expect from Volkswagen, enlivened here and there by pleasing details, including a great wheel. The upholstery disdains the leather usually offered at this level for two-tone micro-fibre sports seats.The fronts tilt-slide for access to the back, where there's enough room for two adults although they sit a bit skewed because the rear seats are set inboard. The headrests need cut-outs to avoid obstructing rear vision. It's adequate, but forward sight is compromised through corners by extremely thick A-pillars.DRIVEThere were corners aplenty on the drive this week into the Victorian Alps, which turned on torrential rain and thick fog. It was an unwelcome test, but showed the car would be a podium chance at the winter Olympics. It lapped up the wet roads without missing a beat, holding its line through corners with unexpected levels of sureness. Against the odds, given the conditions, it was an enjoyable drive.The accurate steering makes it easy to place on the road and even though it isn't the most tactile relationship with the front wheels, you get a sense of what they're doing. I was left wondering whether the all-wheel drive in the Golf R was worth the extra cost. Removing the all-wheel-drive components mean the Scirocco is 125kg lighter than the Golf R and it felt lighter and more agile.This is partly thanks to a differential that works with the electronic stability control to selectively brake the inside wheel during hard cornering. The Scirocco also gets an adaptive suspension system as standard, with three modes from comfort to sport. Its wider track and larger 19-inch standard wheels also help, but I had doubts about what they would do for the ride quality. Even on the surprisingly good surfaces in Victoria's High Country, the ride could get fidgety. And noisy, with too much tyre roar.On pure straight line pace, the Golf R still has an edge. They share the same direct-injection turbocharged 2.0-litre with identical power and torque figures except for a slightly broader torque band in the hatchback. The Golf R's superior all-wheel drive traction allows it to overcome its weight disadvantage and sprint more quickly to 100km/h, by 0.3 seconds. In practice, they both feel respectably quick and the Scirocco DSG -- at 6.0s to the limit -- is almost a second quicker than the Golf GTI.This unit has an addictive mid-range that seems to go for ever and it's very flexible, so third gear is often low enough even for slow-speed corners. It pulls strongly uphill and doesn't even sound too bad for a turbocharged four, which can be a bit industrial on the ear.What it loses in pace, the Scirocco gains in efficiency with an idle-stop system making it easier on fuel. Unusually these days the manual, at 8.1 litres per 100km, slightly outperforms the six-speed double-clutch automatic. Since this engine requires 98RON, any margin is worthwhile and the gearbox has a neat action.VERDICTOf course, coupes mean compromise. You won't be able to load up at Ikea quite like you can in a Golf. It's a small price to pay. With the Scirocco, Volkswagen has a winner.

Kia's handsome Rio five door hatch has already won the Carsguide Car of the Year award for 2011. Now there's a wider choice with the arrival of three door hatch and four door sedan variants. All have been specifically set-up dynamically to suit local driving conditions with input from Australian suspension engineers.They are essentially the same underneath with the entry level three door selling from $15,290. Sensibly, Kia has kept the three and four door lineup small with the three door available in S and SLS grades, the former with a 1.4-litre petrol engine and the latter with a 1.6. The fleet-targeted sedan is in Si grade only with a 1.6 under the bonnet selling from $19,690.The 1.4 has a six-speed manual as standard or optional four-speed auto while the SLS has six-speeds in manual and auto available, something it shares with the sedan. Auto transmission adds $2000 across the board.The 1.4 is revamped from the previous Rio uprated to 79kW/135Nm. It features double overhead cams, variable valve timing but port injection instead of the newer and more efficient direct injection system. Fuel economy is a best of 5.7-litres/100km.The 1.6 is a new engine featuring direct injection, the smallest capacity engine in Kia's range with this system. It has dual variable valve timing and double overhead cams as well as variable intake. A timing chain is used instead of the usual belt thereby skirting any longer term replacement issue. The 1.6 is good for 103kW/167Nm and can sip at a low 5.6-litres/100km.Kia has done an impressive styling job on Rio inside and out with that handsome face, striking profiles in all three variants and sporty looking tail treatment. The soft feel interior is a marked step up on just about everything else in this segment featuring a classy, upmarket look, design and materials. Kia has been generous with equipment in all Rio variants, all of which score a five star crash rating.We were able to drive automatic versions of the 1.6-litre three and four door cars and finally a manual 1.6 three door in SLS grade. The last one we drove was our favourite because it was more engaging and simply more fun. It also looks the best with 17-inch alloys and low profile Conti tyres.The Rio has a decent audio, wide multi media connectivity, leather seats and LED daytime running lights on SLS. Not what you'd call a rip snorter in performance terms, 1.6-litre engine delivers respectable performance and excellent fuel economy but the ride is an well calibrated compromise for all round driving in this country - safe and sure.Did we tell you we like the styling - particularly of the three door. The four door looks OK too but isn't anywhere near as Euro-spunky as the little hatch.A great little car that will put a smile on your dial at an affordable price. Safe, economical, fun to drive with plenty of "wow" factor. No surprise it won Car of the Year.

Here's a really difficult Euro coupe choice for you - the razor sharp and raunchy-looking Renault Megane RS250 or the new and equally raunchy-looking Volkswagen Scirocco R?Volkswagen has finally landed its "uber" front drive coupe and it goes as well as it looks. Pricing starts at $47,490 for the six-speed manual Scirocco compared with the Renault's kick off price of $41,990. Four options are available on Scirocco - satnav, DSG manumatic, a Dynaudio sound system and a glass sunroof. Tick these boxes and you are nudging the $55 grand mark.But balanced against this is the fact that the striking Scirocco is an impressive car offering superb performance from its turbocharged 2.0-litre engine and surprisingly accomplished dynamics thanks to the electronic diff' lock and other electronic trickery to keep it on the straight and narrow.UNDER THE BONNETStrong performance percolates from the 2.0-litre, turbo, direct injection, four pot lifted from Golf R but without all wheel drive. It's around 135kg lighter than Golf R and produces 188kW/330Nm. The lighter makes Scirocco R is a marginally quicker device that uses slightly less fuel rated at around 8.0-litres/100km. Six-speed transmissions are available in a DSG manumatic and a conventional manual. Both are fully engaging for the driver.DYNAMICSVW equips Scirocco with adaptive chassis control offering Comfort, Normal and Sport. The electronic diff' lock has extended functions (XDL) as per Golf GTi and the stability control has a sports calibration. Wheels are 19-inch with low profile sports rubber and the brakes are multi-piston sports units with prodigious stopping power and resistance to fade. The rigid chassis provides a platform for all dynamic functions to work properly.INSIDENo leather is offered, it's perforated cloth only in  semi-race seats with suede inserts on the side bolsters to hold you in place. No lumbar adjustment though. The classy dash is typical VW with quality materials, sensible layout and some "wow" features like the blue highlight dials, 12-mode trip computer and multi-function, flat-bottom suede steering wheel. The standard audio is worthy and the optional satnav has a huge screen but doesn't offer "safety" information. There's adequate room for four and a decent load space. Manual seat adjustment though.OUTSIDEScirocco rates as one of the most handsome cars on the road right now. It crouches as though ready to pounce and has a reptilian look around the frontal area. The rear haunches look muscular and the rear has a squat, powerful look accentuated by dual exhaust outlets. There are LED driving lights and bixenon headlights and those machine-like alloys - fantastic, but no red - what?SAFETYIt's a five star car offering six air bags, adjustable stability control and other crash protection features.ON THE ROADWe had a good old drive up in the Victoria high country where the Scirocco slipped straight into character - carving up the corners and shortening the straights. There's a gorgeous rush of power from low in the rev range that makes spinning it to redline unnecessary. Short shift and it cracks straight into the fat torque band and leaps forward. The DSG generates a stirring exhaust pop on upchanges and blips the throttle on downchanges. It handles beautifully, especially when set for sport though there is a touch of steering backlash on bumpy corners taken at speed. Brake abuse hardly affects the car's stopping power. The lack of lumbar support could be an issue for some drivers but otherwise Scirocco is a comfortable, well appointed coupe with some classy touches. No spare though.VERDICTFabulous car, engaging, well mannered, flattering, sensational looks, plenty of kit.