Hatchback Reviews

When Volkswagen launched the first GTI back in 1976, they were planning on building 5000 of them. The rest is history. The GTI has become the most successful sports models in automotive history and will soon notch up 2 million sales world wide. To mark its 35th anniversary, VW is offering a very limited Edition 35 model with more power and extra goodies for another 3 grand - and it's a cracker!ENGINEThe 2.0-litre direct injection turbocharged engine is shared by the GTI and all wheel drive Golf R. But it's a detuned version of the R's engine, rather than a hopped up GTi one (what's the difference?) It runs the same compression ratio but the boost has been turned down on the turbocharger.Compared to the standard GTI power is up 18kW from 155 to 173kW, not quite as much as the R's 188kW but a significant increase. Torque has also been increased, up 20Nm from 280 to 300Nm _ not as much as the R's 330Nm.The engine also takes on the higher revving characteristics of the R, with maximum power delivered at 6000 revs and maximum torque at 2400 revs.PERFORMANCERemember the GTI Pirelli? Well this one's even better with 173 versus 169kW, but it does the dash in the same 6.6 seconds. Golf has moved on a generation since then and there's no doubting this is a much better car. It feels tighter and smoother with better grip and handling.Power is fed to the front wheels through the GTI's trick XDL diff, with 0-100km/h taking 6.6 seconds for both the manual and DSG. That's 0.3 seconds quicker than a standard GTI, but still short of the R's 5.9/5.7 secs for the manual/DSG.THE CHOICEThe Edition 35 comes in five doors only, in a choice of colours and with a choice of six speed manual or six-speed DSG transmissions, the latter for an extra $2500. It's priced from $43,490. That's $3000 more than a standard GTI but $6500 less than the R).OUTSIDEUnderstated. In a word. The only visible badging is the number 35 on ahead of the door on either side. GTI watchers will however note the deeper front air dam, with bi-xenon lights and dynamic cornering and LED daytime runners. The exterior mirrors are also finished in gloss black and the side sill extensions match the body colour. All Edition 35s are also equipped with smoked LED rear lights, LED-illuminated license plate and smoked rear windows.INSIDEThere's a classic golf ball look/feel gear shift, special scuff plates with the Edition 35 logo, seat belts with red stripes and a 35 integrated in the front head rests. The logo also appears on the backs of the seats and all decorative seams are red.HOW'S IT GO?Spectacularly. Very strong acceleration, especially in the mid range. But what we really like about these cars is their practicality. You can pedal them around like a shopping trolley most of the time and they don't feel any different to a standard Golf. But put your foot down and the differences becomes immediately apparent. The other big plus about the GTI is the fuel economy. This thing can still returns 8.3/8.2 litres/100km in manual/DSG form if you don't push it hard.VERDICTThe Golf GTI is the perfect balance of sport and practicality and the Edition 35 model is just better again. Better get one before they run out?VOLKSWAGEN GOLF GTI EDITION 35Price: about $45,000Body: 5-door, 5-seater hatchEngine: 173kW/300Nm, 2.0-litre, 4-cylinder turbo petrolTransmission: 6-speed manual or DSGSafety: 7 airbags, ABS, ESP, 5-star crash ratingWeight: 1400kgEconomy: 8.1L/100km (manual), 8L/100km (DSG)CO2: 189g/km (man), 185g/km (DSG).

While it comes from the basis of the car everybody thinks of when they think hybrid - the Toyota Prius - the Lexus CT200h is a slightly different prospect. Hybrids have moved a fair way from their world-saving worthiness platform. These days they're starting to tout style, status and even sporty aspirations. They rarely live up to that last claim, but if you want something that makes you look good on the street -- and at dinner parties -- the CT200h ticks the boxes.DESIGNThis is the first hatch to wear a Lexus badge, and while it stays within the fairly conservative styling boundaries of the brand, it's been given more street presence -- unmistakeably aimed at getting a more style-conscious buyer into the showroom. The hatch lines are lifted by the rakes of the front and rear screens, and on the tested F-Sport spec, darkened alloys play up to the mesh grille and lower fascia detailing.Inside is a snug cabin - supposedly five-seater but really only four - with a premium feel to fit-out and features, among which the antiquated foot-operated park brake seems glaringly out of place.TECHNOLOGYThe CT200h uses the Prius's drivetrain, with a 73kW/142Nm 1.8-litre four-cylinder petrol engine mated to a 60kW/207Nm electric motor, with a continuously-variable transmission driving the front wheels. A regenerative system captures brake energy to feed charge to the battery - also the older, heavier (and cheaper) technology of a nickel-metal hydride unit rather than lighter and more efficient lithium-ion.But it's not all Prius underpinnings, with the CT200h giving you four switchable driving modes: EV on electric motor solely, Eco using both petrol and electric but limiting power and the drains of airconditioning, Normal with both petrol and electric but less restrictions and Sport with higher engine revs and motor power plus sharper steering.It logs a 0-100km/h time of 10.3 seconds and a top speed of 180km/h - hardly startling, but that's not the point. It's the fuel figure that's the main game: a claimed 4.1L/100km in mixed driving, and a 5.2L/100km finish on testing over several days combined highway, urban and CBD trips.VALUEThe CT200h starts at $39,990, but the F-Sport asks another $10,000 for those wheels, leather sports seats, 10-speaker audio, sat nav, reversing camera, body kit and sports suspension.So what else is around at the compact end of the green-tinted field? Well, the Prius of course, and in top i-Tech spec for $45,990 -- $4000 cheaper than the CT200h F-Sport - with two extra doors. But the Lexus beats it for fit-out and finish, not to forget badge status. Long-gone are the days when A-listers would step onto the red carpet from the hybrid Toyota.The newest rival is the Honda CR-Z, which draws about level with the Lexus on styling and driving, slips back on the luxury scale - and also on petrol economy at 4.5L/100km -- but at $40,790 in top spec will put a sizeable amount of cash back in your pocket.But there's a lot of promise if you're up for a diesel, with the BMW 118d five-door hatch at just over $46,000 with an eight-speed auto and 4.5L/100km economy, while the $36,990 manual Volvo C30 DRIVe with stop-start returns 3.9L/100km.SAFETYIt gets a full five-star crash rating, with active headrests, eight airbags (including knee bags for driver and front passenger), anti-skid brakes with brakeforce distribution to compensate for uneven loading and brake assist for panic stops, plus traction and stability control.DRIVINGWhen it gets on the road, the CT200h's driving modes give it something of a split personality. While it's the most frugal, the electric-only Eco setting is teeth-grittingly tedious anywhere except crawling traffic snarls, but the 2km range means you'll get through most of them without having idled away a tank of fuel.The power-nannied Normal setting is fine for city traffic, but frustrating once you get into free-flowing lane-changes or motorway speeds. For those who actually want to get a bit of response from their car in those conditions, the Power setting is the only place to be. It's not exactly in the spirit of hybrid motoring to just think of the electric motor as a handy way to add torque when you want to go harder. But, well, whatever works, we say.Under those conditions you could ask for more feel from the steering, and perhaps also a better sense of connection with the CVT transmission. But most buyers should have little complaint about the ride and handling, with the little hybrid hatch turning out to be both comfortable and confident, with deft cornering abilities.The downside is that if you drive like that all the time, it's going to destroy the fuel economy that is supposedly one of the key reasons for buying it. We finished with 5.9L/100km for an unscientific mix of driving - which is not bad, but it's not the 4.1L official figure either.VERDICTIt has sporty looks and accessories, but that alone won't add up to sporty performance. However by offering the combination of appealing hatch styling, prestige fit-out and hybrid drivetrain, it's going to appeal to those for whom a Prius is no longer enough. And to those who just want prestige looks without the prestige price tag.RATINGLEXUS CT200hPrice: from $39,990Warranty: 4-years/unlimited kmResale: 51%Service interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 1.8-litre, 4-cyl petrol engine, 73kW/142Nm; electric motor, 60kW/207NmBody: 5-door hatchWeight: from 1370kgTransmission: CVT, front driveThirst: 4.1L/100km, 91 RON, CO2 95g/kmAffordable luxury with a green tint.

As assassins go, this one doesn't look threatening - along the lines of some of the prettier femme-fatale James Bond villains - but the Mazda 3 has the killer modus operandi, just ask Holden.

The Sun’s Ken Gibson has had an early taste of what could be a ground-breaking car, the Peugeot 3008 that is spearheading the push for hybrid diesel technology. So - in true Gibson style - he took the lion-badged hybrid Peugeot to meet some other rare hybrid lions: a pride of 14 white beasts. And along the way, makes some comparisons that make a lot of sense.

The Fabia represents Skoda's first foray into small hatchback territory. For those who don't know, Skoda is one of Volkswagen's offshoots and offers much the same technology but in a more affordable package. It has a long racing history in Europe where Skoda is viewed as a very sporty brand. Priced from $18,990, the Fabia is a rather tall, boxy design that sits on the same platform as VW's better-looking Polo with which it shares the same 1.2-litre engine.TECHNOLOGY At the moment you can only get a 1.2-litre TSI turbocharged engine that produces 77kW of power. It may sound small but the 1.2-litre engine uses direct injection and turbocharging to deliver a surpringly smooth powerful driving experience. Peak power is reached at 5000 revs and maximum torque of 175Nm is available between 1500 and 4100 revs. The Fabia is fitted as standard with a five-speed fully synchronised manual transmission. An arrow on the dashboard prompts the driver to change up a gear in order to save fuel.VALUE Nothing of any special note. Bluetooth is standard and it comes with steering wheel phone and audio controls, but you only get an AUX socket for your iPod.Multi function display provides a nice, big digital speedo among other features. All the usual stuff like airconditioning, power windows and mirrors and an eight speaker sound system.Cruise control is also standard. For the environmentally aware it's also very green, scoring 4.5 out of 5 stars from the Green Guide (Prius scores five).DRIVING The trick is not to get caught with your revs down, especially coming off a corner. Below about 2500 revs there's not much oomph, not until the boost from the turbo kicks in when the thing takes off. Because it's a manual this translates to changing gears and changing gears often.Claimed fuel consumption is 5.5 litres/100km but we were getting 8.1/100km (bit of a difference eh?) The ride is quite soft for a European car, but not bouncy soft which is a good thing when it comes to our roads.SAFETY Not as safe as we had anticipated. It's fitted with six airbags, electronic stability control, anti-lock brakes and all the rest of the stuff that makes cars safe to drive. But Fabia still manages to get only four out of five stars for safety in crash testing. This could be a deal breaker for some buyers, with plenty of five star cars around.WHAT ABOUT THE POLO? The five-door Polo 1.2 TSI Comfortline costs another $860. From what we can see there's not much difference, apart from the fact Fabia is built on the "old" platform.Polo looks better, gets alloy wheels and a full five stars for safety. I'd say that more than justifies the extra outlay. Skoda really needs to drop the price if it hopes to attract many customers.

We thought the 1.4-litre Giulietta was going to be a bit of a doddle after the fire-breathing 173kW QV.How wrong we were. This car is outstanding, easily the best Alfa we've driven in a long time.VALUEThe Alfa Romeo Giuletta 1.4 TB MultiAir is priced from $36,990 before on road costs.DESIGNThe Giulietta is a replacement for the beaked 147 model and continues a return to names instead of numbers to differentiate models.It's actually a bigger car than its predecessor and this is reflected in an increase in luggage space. At 350 litres it has 16 per cent more capacity than the 147.  It's also 21 per cent wider.TECHNOLOGYThe MultiAir engine which made its debut in the smaller Mito is unique, with cutting edge technology that will do for petrol engines what high pressure, common rail injection has done for the diesel.With no throttle valve and cylinder-by-cylinder, stroke-by-stroke direct air intake control, the technology cuts fuel consumption and CO2 emissions by up to 10 per cent while producing 10 per cent more power and 15 per cent more torque than conventional engines.The unique 1.4-litre TB MultiAir engine produces 125kW of power and up to 250Nm of torque in dynamic mode, yet uses only 5.8 litres of petrol per 100km. The dash from 0-100km/h takes 7.8 seconds, just one second slower than the more powerful QV.DRIVEWe clocked up almost 700km in the 1.4-litre turbocharged tyro this week and came away impressed by its styling, performance as well as the ride and handling, the ride is quite unexpectedly supple, nothing like the jarring encounters we've had with other Alfa’s in the past.From the driver's eat the MultiAir engine feels strong and smooth, especially with the DNA system switched to dynamic mode which boosts torque from 230 to 250Nm at 2500 revs. The DNA system features Normal, Dynamic and All Weather modes and is standard across the range.The change from Normal to Dynamic is perceptible. It acts on the engine, brakes, steering, suspension and gearbox to allow drivers to hone the car's responses to the conditions.Couple with a six-speed manual, the drive experience is sharp and sporty with plenty of electronic aids thrown in to keep you firmly planted on the road. At the end of our test program the trip computer on our car was showing 7.3 litres/100km.VERDICTNow, if the car can stand up to the rigours of our harsh Australian climate the Italians could well be on to something with this one.ALFA ROMEO GIULIETTA 1.4 MULTIAIRPrice: from $36,990Engine: 1.4-litre TB MultiAirEconomy: 5.8 litres/100km.Outputs: 125kW / 250NmTransmission: Six-speed Manual

You've got to hand it the Italians, they know a thing or two about style. Nowhere is this more evident than in Alfa Romeo's new Giulietta, a replacement for the aging 147. It simply oozes the stuff.VALUEPriced from $41,990, this car certainly has what it takes to steal some hearts from Volkswagen.DESIGNHere's hoping the Giulietta breaks the mould, that it proves to be every bit as robust as the Volkswagen Golf with which it competes. The name Giulietta is a borrowed from Alfa's heyday, a series of compact, sedan, coupe and convertibles built over a decade during the 50s and 60s.Unlike its namesake however this one is a five-door hatch, but like the 156 before the rear doors feature concealed door handles, giving it the appearance of a sportier three-door. Finished in white with elegant 18 inch charcoal alloys, our test vehicle bore more than a passing resemblance to the smaller Mito with its beak like grille and wide-eyed stare.The interior, with its metal gear knob and prominent, large round climate controls is a work of art. Standard features are generous. The Cloverleaf model gets 10mm lower sports suspension, sports seats in mircofibre and leather with red stitching, Bose sound, tinted windows, red brake callipers and dark titanium 18 inch spoke alloys.TECHNOLOGYGiulietta comes in two guises, powered by two different engines, a 125kW 1.4 or 173kW 1.7-litre four - both of them turbocharged. Our test vehicle, the top of the line Giulietta QV clover leaf edition reminded me strongly of the oft lamented 147 GTA - a real ball tearer of a car.The figures are similar too. The GTA's 3.2-litre V6 produced 184kW of power at 6200 revs and 300Nm of torque at 4800 revs. In comparison the Giulietta's 1750 TBI engine delivers 173kW of power at 5500 revs and 340Nm of torque at 1900 revs in dynamic mode.The two share a similar top speed of about 240km/h, but the GTA was still a little quicker from 0 to 100km/h, at 6.3 seconds versus 6.8. The good news however is that the QV uses just 7.6 litres per 100km - the GTA used twice that figure on a good day.SAFETYAlfa's DNA dynmaic ride control is standard, letting you choose between normal, dynamic and all-weather modes. In dynamic mode extra torque is available lower in the rev range and the electronic stability system is less intrusive, the throttle is also more responsive, the steering becomes heavier and the electronic diff is activated.The Electronic Q2 differential and the Vehicle Dynamic Control are standard on this model, along with six airbags and a five-safety rating.DRIVEJumping into the car for the first time we discovered it has the same feel and propensity for spinning the front wheels, but none of the GTA's heaviness or awkwardness. The 1.7-litre engine is hooked up to a six-speed manual that is generallty easy to use but baulks at going into first occasionally.The car sits well on the road and cruises easily and frugally in top gear, with plenty of torque to keep it there. Slipping it into dynamic mode, you can feel the difference immediately, as the front wheels fitht to maintain contact with the road. You can drive it hard or you can drive it easily, it's a car for both occasions.VERDICTWe love driving Alfas but take comfort in the knowledge that at the end of the day we can take them back. If only they were more reliable.ALFA ROMEO GIULIETTA QVPrice: $41,990Warranty: 3 years, 100,000km, roadside assistResale: 65%Service interval: 20,000km or 12 monthsEconomy: 7.6 l/100km; 177g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 173kW/340Nm 1.75-litre turbo-petrolTransmission: Six-speed manualBody: 5-door, 5 seatsDimensions: 4351 (L); 1798mm (W); 1465mm (H); 2634mm (WB)Weight: 1320kg.

The signs of bigger things to come were there early in 2008 when the Mazda 3 knocked Holden's Commodore off its long held lofty perch atop the local car market.What had been unimaginable only a few years earlier when Mazda was struggling against a tide of disinterest and adverse exchange rates to sell its cars had come to be.The Ford off-shoot was top of the pops. Some dismissed it as a one-off never to be repeated, but here we are a couple of years later and Mazda can boast it had the most popular car of 2011.Mazda's success reflects the seismic shift in the market away from large cars to smaller ones. It's reasonable to think that shift will be reflected in the used car market, and the Mazda3 could well reflect is new car success in the used car arena.The BL arrived in 2009 with much of the job done by its predecessor; it only had to build on what had been done and that's what it did. It wasn't revolutionary; rather it was an evolution of the BK model it followed.A new body, improved cabin, together with worthwhile engine, transmission and suspension tweaks added to its appeal. If you compared the BL with the old BK you would notice the bigger smile on the front of the new model, but apart from that recognisable difference it was pretty much the same as the older car in the looks department.Two body styles were offered; a sedan for oldies and a hatch for youngies. The sedan's main criticism was its boot, which was on the small side with a highish loading lip; the downside to the hatch was the level of road noise. Inside, the dash was revised; A new display screen and audio controls on the steering wheel, again tweaks to improve on what was already a success.Like it was with the previous model, Mazda's engine range was made up of two petrol engines and a diesel. The base engine was a 2.0-litre four in the Neo and Maxx models; there was a larger, sportier 2.5- litre four in the SP25, and there was the choice of a 2.2-litre turbo- diesel.UNDER THE BONNETthe petrol engines boasted a little more power and torque, and better fuel economy. On the road the chassis was agile and responsive and fun to drive. The ride was on the firm side, but not to the point of being uncomfortable.IN THE SHOPThe Mazda3 has been a solid performer since its introduction and the BL seems to be following the pattern. A lack of complaints at CarsGuide HQ suggests the top-selling small car is doing the business. Check for a service record to make sure nothing has been neglected, and inspect bodywork for repairs that indicate a previous crash repair.UNDER THE PUMPThe base engine is quite a thrifty little unit delivering decent economy at under 8 L/100 km in manual form; the auto is a little thirstier, but still an economical choice. Clearly the SP25, with its sporty bent and larger 2.5-litre engine uses more fuel, but even then the Mazda claim is a quite reasonable 8.6 L/10 km, which was borne out when tested by CarsGuide. The most economical engine choice is the diesel, which it is claimed will deliver 5.7 L/100 km.IN A CRASHThe BL Mazda3 won a five-star tick from ANCAP, that's as good as it can get under the current regime. With front, side and head airbags, ABS brakes with emergency brake assist, traction and stability control it's got the lot when it comes to safety.AT A GLANCEPrice new: $21,990 to $30,690Engine: 2.0-litre 4-cylinder petrol; 2.5-litre 4-cylinder petrol; 2.2- litre 4-cylinder turbo-dieselTransmission: 5-speed auto, 6-speed manual, front-wheel driveEconomy: 7.9 L/100 km (2.0P), 8.6 L/100 km (2.5P), 5.7 L/100 km (2.2TD)Body: 5-door hatch, 4-door sedanVariants: Neo, Maxx, Maxx Sport, SP25, MZR-CDSafety: 5-star ANCAP.VERDICTSubtle rework of an already good car makes a good used buy 4 stars

The days when European cars automatically commanded a hefty premium in Australia are long gone and almost every week one brand or another announces what sales people love to call a "repositioning". It's not just that the dollar is making imports cheaper. Competition for buyers is fierce.The French brands are perennial underperformers in the sales charts and reposition a lot. The latest to face up to reality is Citroen and some of its price cuts are fairly dramatic. A top-spec C5, for example, drops $14,000. That's not repositioning. That's moving interstate. Bad luck if you bought one last week.The move is timed to coincide with the arrival of the second-generation C4, Citroen's mainstay small car. It shifts a couple of suburbs to begin $4000 lower, at $22,990. Like its predecessor, the new C4 borrows the underpinnings from the equivalent Peugeot model, in this case the 308. So it's a bit longer and has a bigger boot than a Volkswagen Golf, although still far from the largest in its class.Thanks to Citroen's two-tier model strategy, this time the C4 comes only as a five-door hatchback. The three-door "coupe" is dropped to leave room for a premium DS4 model that arrives early next year. As before, the C4 is a competent design with a strong road stance and pleasing headlight shapes, but a bit generic apart from details such as the grille.The cabin has some of the sculptural flourishes that are overdone in the C5, and a long dash combined with the world's smallest glovebox. The unique fixed-hub steering wheel has gone but its orthodox replacement still has an awful lot of buttons.For enough cash, the C4 can be filled with equipment that's only just trickled down from luxury cars, such as massage seats and cornering lights. There are also a few gimmicks including dials that change colour. However, it's less intriguing at entry level, where Bluetooth is missing and rear passengers must wind their own windows.Then there's the base 1.6-litre petrol engine, which produces noise without much corresponding forward motion. It's even slower -- almost 14 seconds to 100km/h -- with an automatic gearbox that, incredibly, has only four speeds. The automatic comes later, as does Citroen's version of a double-clutch transmission and fuel-saving tricks, such as idle-stop. Later there will also be a turbo petrol. A manual diesel 1.6 is the other variant available from launch and it's better than the petrol, gets six speeds instead of five and has an electric parking brake. It also has the best fuel economy, of 5.8 litres per 100km.Neither will delight the driver in you, with doughy handling that lacks any zest. There's no alacrity to the steering, which is dull, and plenty of body roll. The ride quality is OK until it rolls over something it doesn't like, when it gets jarring.

MONTE Carlo is an ostentatious and underwhelming attachment of expensive Med-side apartments glued to the side of a impressive rock. In terms of value for money, it doesn't rate. In fact, tourists only remember it for its casino and the room rate bill. It's ironic that Skoda should choose the name for its special edition Fabia hatch.Monte Carlo is expensive and aloof - the Fabia version is cheap as chips and carries no pretence. The name, however, comes from Monte Carlo's association with motorsports and it's here that the look - and feel - of the Fabia starts to make some sense.VALUESo good. At $21,990 it's on par - and sometimes a little bit dearer - than rivals but it has lots to offer, especially that it looks as impressive as a Mini costing twice the price. The Monte Carlo is an ongoing model costing $3000 more than the standard Fabia and adding a new look and a few more features.DESIGNThere's a bit of Mini-esque design trickery here with black mascara over selected body parts - including the roof - to give it a visual whack. It looks great in white with the standard black roof with the bigger 16-inch black alloys setting it all off. The cabin gets sports seats and more black.TECHNOLOGYThe Polo-based Fabia five-door hatchback's drivetrain is unchanged in its transformation into the Monte Carlo. That is Volkswagen Polo's 1.2-litre turbocharged petrol attached to a five-speed manual gearbox. It comes only as a manual, countering its Polo GTI sister that gets only a dual-clutch auto. The Monte's bigger wheels slightly improve handling but in essence, it drives like the cheaper Fabia. SAFETYFabia gets a four-star crash rating but adds six airbags and electronic aids starting with stability control and brake assist. The spare wheel is full size an it doesn't impair on the big boot - other carmakers take note.DRIVINGThis is so much fun. The shift feel of the manual box is disappointingly rubbery but it's still an enjoyable stir while the engine surprises with good bottom-end torque and an eagerness to spin up high.It is such an engaging drive that you can get too enthusiastic with the handling - it will lift a rear inside wheel with ease - but understeer and common sense will bring you and the car back to earth. The ride comfort is firm-ish but perfectly comfortable for city driving. Aside from the imprecise feel of the steering and the vague gearshift, it's a great package.