Hatchback Reviews

It's only when you put the new Suzuki Swift side by side with the old one that the differences become apparent.For that reason, we were surprised Suzuki did not have the previous model on hand at the Aussie launch of the all new Swift this week in Victoria. We reckon a casual observer would have difficulty telling the two cars apart and this is probably no accident. Launched in 2004, the Swift has been a phenomenal success for the Japanese company and no one wanted to derail that train.VALUEThere's three models — GA, GL and top of the line GLX, with prices starting from $16,990 plus on roads. Standard equipment includes seven airbags which no doubt contribute to Swift's maximum five-star safety rating. Electronic stability control and anti-lock brakes with electronic brake forced distribution and brake assist are also standard.DESIGNIn this respect, execs explained the company took a leaf out of BMW's book, opting for a minor, evolutionary changes in appearance, rather than a dramatic one. Looking at the figures, the new Swift is actually significantly bigger — 90mm longer to be exact — and stands 10mm taller too.Distance between the axles has grown by 50mm which means more room inside. Bigger usually means heavier too and the new Swift tips the scales at 1025kg, about 45kg heavier despite a weight saving regime.TECHNOLOGYBut, while the Swift has grown in physical dimensions, its engine has shrunk — from 1.5 to 1.4 litres. The good news is that it produces almost the same amount of power and torque as the unit it replaces, but uses less fuel in the process — a fact that will endear the car to many new drivers.The 1.4-litre engine delivers 70kW of power and 130Nm of torque, compared to 74kW and 133Nm previously. A longer engine stroke and electronic throttle control contribute to better throttle response. The engine is paired with a five-speed manual or four-speed automatic.DRIVINGWe drove the mid-spec' GL with the five-speed auto and top of the line GLX with a five-speed manual. Enthusiasts will no doubt be drawn to the manual, but the auto while nothing flash makes a pretty good fist of it. GA and GL models have drum brakes on the rear, while the GLX adds four-wheel discs.And the GLX gets reach as well as tilt adjustment for the steering wheel. Getting behind the wheel of the car for the first time, we were impressed with its big car feel. It's all hard plastics inside, but they are disguised well with changes in texture and colour.A chunky leather clad steering wheel in the cars we drove sits nicely in the hands. Rear legroom is still tight. Cleverly, the height of the boot lip has been raised which means the bumper will absorb most if not all of the impact in a rear ender making the car cheaper to repair.A space saver spare wheel is standard, hidden beneath a second false floor in the smallish boot. We gave the new Swift a good workout and can see why it is so popular. The busy four cylinder engine lends a sporty note and it feels quieter in the cabin at highway speeds.Confident handling is supplemented by a stability system that will keep the car pointing in the right direction, even at over enthusiastic speeds. Suzuki is claiming a 13 per cent improvement in fuel consumption, down from 6.3 to 5.5 litres/100km for the manual, and from 6.6 to 6.2 litres/100km for the auto.We got 6.5 from the manual and 7.8 from the auto in the course of the launch program. As good as it is, the Swift's tidy chassis deserves and could easily take more power, much more than offered by the current Sport edition (new one under development).

When I was growing up we had a few Volvos - big, square-jawed "Swedish Valiants" with big bumpers and little four-cylinder engines that worked hard to get the sedans from A to B in reasonable time. Fast-forward to present day and I'm back in a Volvo - the greenie version of the little C30 hatch, the DRIVe turbodiesel manual - that drivetrain doesn't sound thrilling, but it's not a horror story.VALUEThe little Swede is a four seater priced from $36,990 - smack dab in the middle of Prius territory but more than the similarly-aimed $28,990 Golf Bluemotion.The C30 features list has cloth trim, dual-zone climate control, manually-adjustable front seats and a 50/50 splitfold set-up for the rear, front power windows (the rears are fixed, which was not popular), cruise control, rear parking sensors, an auto-dimming rearvision mirror, a trip computer, Bluetooth phone and audio link for the eight-speaker USB/auxiliary equipped sound system.There's also power-adjustable folding mirrors (with handy puddle lamps), a leather-wrapped steering wheel with controls for sound and cruise functions, a leather-wrapped gearshift and 16in alloy wheels (but no spare).TECHNOLOGYThere's a long list of bits designed to reduce fuel use, starting with a stop-start fuel-saving system - in neutral with the left foot off the clutch the car it turns itself off, re-starting (with something of a shake, rattle and roll) when the clutch pedal heads back towards the firewall.Volvo claims the idle-stop system can reduce fuel consumption and CO2 emissions by between 4 and 8 per cent, depending on driving conditions.The DRIVe also features a regenerative braking system to charge the car's battery on deceleration - Volvo says there's another two or three per cent fuel saving there.The little 1.6-litre turbocharged common-rail direct-injection four-cylinder variable-geometry turbodiesel has had an upgrade - 84kW of power at 3600rpm and 240Nm of torque (between 1750 - 2500 rpm) - to lay claim to 3.9 litres per 100km on the combined fuel economy cycle, suggesting a range of more than 1300km from the 52-litre tank.DESIGNThe C30 design has been around for more than a couple of years but the little turbodiesel model has a few extra bits to reduce its thirst. The hatch has a wind-deflecting pane behind the grille, a rear spoiler, diffuser-equipped rear bumper, wind deflectors ahead of the front wheels, underbody aerodynamic changes and low rolling resistance Michelin tyres.The cabin is snug but not uncomfortably so, the four individual seats are reasonably supportive - there's aluminium trim bits and leather on the wheel and the gearshift and it has a few neat little storage spaces. The boot is useful - if not huge - at 233 litres, rising to 876 litres with the back seats folded.SAFETYVolvo has long been synonymous with safety and the little 'un is not exceptions - five stars from the NCAP crash test program, with six airbags (front, front-side and curtain), stability and traction control, anti-lock brakes and rear parking sensors. There's also something of a throwback to Volvos of olde - daytime running lights - although the 21st century has brought LED technology into play.DRIVINGLittle diesels can be fun and the Europeans are regularly giving us reasons to believe.Volvo's C30 DRIVe is not the most powerful but it is more than serviceable in day to day traffic, although this auto-addicted market won't see it sell to the masses.An auto is coming but anyone capable of operating a clutch pedal will enjoy zipping up and down the cogs and surfing the solid surge - although it's not impossible to stall it - but 11.3 seconds to 100km/h is a bit of a dawdle.Short-shifting through to fifth or sixth is easily done and at the end of our time with the C30, the trip computer suggested it was sipping at 5.8 litres per 100km from the 52-litre tank.A brisk hills drive showed the C30 has a more-than competent chassis in the bends, without crowding the sportier C30 models.Ride quality is not this car's main claim to fame but it does the job - Volvo are getting better at the ride handling compromise but it's not a done deal.VERDICTIf you want something stylish and frugal then the C30 is worth considering - it's not the cheapest of the little Euro-diesels with the best of intentions for fuel economy and emissions, but the little Swede goes it's own way and that may hold some appeal.VOLVO C30 DRIVEPrice: from $36,990Warranty: 3 years, unlimited kmResale: 54% Source: Glass's GuideService interval: 15,000km or 12-monthsEconomy: 3.9 l/100km, on test 5.8, tank 52 litres; 104g/km CO2Safety equipment: six airbags, ABS, EBD, stability controlCrash rating: 5 starEngine: 84kW/270Nm 1.6-litre DOHC 16-valve common-rail direct-injection turbodiesel four-cylinder, with a stop-start fuel-saver system and diesel particulate filter.Transmission: six-speed manual, front-wheel driveBody: 2-door, 4 seatsDimensions: 4266mm (L); 1782mm (W); 1447mm (H); 2640mm (WB)Weight: 1354kgTyres: size 205/55R16, no spare - tyre mobility kit.

ONLY just the other day I learnt that for the first time since 2005, a non-US band had won Chicago music critic Pitchfork Media's best track of the year award. French group M83 won it for their dreamy Midnight City single and though you probably don't give a rat's, what is interesting is that a lot of middle-aged to older music lovers actually know, and like, this song.What these oldies are doing in territory supposedly occupied only by teenagers is unusual at best, creepy at worst. But oldies are widening their tastes into zones that grandma and grandpa would never dare  to enter. They're wearing Vans, taking up extreme sports and buying girl-size city cars at such a rate that the average age of light-car buyers is just over 40 with an average household income of more than $100,000. And you youngsters thought you had it all to yourselves.On a buck for benefits ratio, the 2011 Toyota Yaris is better than before. It sits in a very tough market segment so to keep interest afloat, Toyota has expanded the feature list, changed the look, boosted cabin space and kept its reliable drivetrain. No doubt it's a good package. The YRX automatic tested is the most expensive Yaris you can buy. At $21,390 it is $400 more expensive than a manual Corolla Ascent hatch but I'd argue the former is a far better buy. Top gear includes a touch screen sat-nav with a USB/iPod compatible audio, seven airbags and alloy wheels.It follows its predecessor's stubby-wedge theme but is chunkier and the design focus has been deliberately pushed slightly towards the male buyer. I like the look but one of my daughters disagrees. She's wrong. The Yaris is purposeful and has Tardis inclinations, with its boxy dimensions and wheel-at-each-corner frame indicative of the excellent cabin space. The central instrument panel is long gone and so is the budget dash. Though hard plastic, the two-tone dash looks good and works well. The single windscreen wiper is so clever - and very European - that I had it on just to enjoy its sway.Not a lot has changed over the p redecessor when it comes to the drivetrain. Really, nothing had to. I'd argue that a six-speed auto - like its rival Ford Fiesta - would improve driveability and economy but acknowledge that the car's price would jump. So the four-speed auto remains. The YRX engine is a 80kW/141Nm 1.5-litre, while base models get a 63kW/121Nm 1.3-litre unit. Yaris is now 100mm longer but a weight-reduction program has shaved 20kg from its mass. Together with a retuned engine and friction-reducing technology, the  lighter body allows the engine to drink less. Toyota claims the 1.5 auto now gets 6.3 L/100km.Toyota expects the Yaris to get a five-star rating based on crash testing overseas. All models come standard with seven airbags, electronic stability and traction control, ABS brakes (though drums on the rear), brake assist and features such as front seats that are designed to lessen whiplash injury.What a surprise. Thoughts that the engine would be gaspy down low and screaming up hi gh because of the four-speed auto were all wrong. The car is a delight to drive thanks to a 1.5 with a broad spread of power. But even better is the solid feel of the Yaris on the road. It hustles through corners - but tends t understeer and the height enhances body roll - and does it all with high passenger comfort and minimal noise. The driving position is better than before with more side support for the body and full adjustment for the steering wheel. It will seat four adults - and has a dec ent luggage area - but performance is dulled by the extra weight.Most of the 25-plus cars in the light-car category are value but the Yaris is one of the top-five stand-outs. Basically, you can't go wrong with this car.

A decade ago you wouldn't consider a motoring holiday in a light passenger car. Too small, too noisy, too bumpy and stripped of any comfort feature demanded by the long-distance motorist. The only time you'd crack a smile is when refuelling - if the range of the tiny petrol tank allowed you to get there. But I'd take any of these four hatches - Hyundai Accent, Mazda 2, Toyota Yaris or Ford Fiesta - out to Alice Springs, have a coffee at Gonzo's, and drive back. You wouldn't have done that in most of the lightweight hatches sold 10 years ago.What's changed? You. You are now demanding fuel efficient, safe and roomy baby cars that slot under a Corolla but just above the pared-back, minicar budget class.Manufacturers are falling over themselves in the challenge. They know you are downsizing but don't want to lose luxury and convenience features. They know you are focused on fuel economy and safety, like a space in a comfortable cabin and demand premium things like audios that integrate with handheld devices.There are more than four hatchbacks to choose from. In fact there are 26 distinct models in the light-car segment. But the four listed here are very, very good at their job. They will suit the commuter as much as the uni student, have sufficient zip for driver's with passion, the simplicity of driving to lure Mum and the cabin and boot room for junior and the pram.These four tested here are all the top-spec in their model range. They are all automatic, all have the maximum five-star crash ratings and five lap-sash seatbelts, and are similarly priced. They're just small - that's all.1. HYUNDAI ACCENT Premium ($22,990)Slips above the i20 and just below the i30 (which gets bigger next year with a new model) in size and price but loses nothing in terms of comfort, space and features. Possibly the best of the three sisters, it wears the latest Hyundai style yet is suitably restrained to broaden its market.ValueStar: 4: Wins the race here with heaps of features for the price in comparison to the others. Leather upholstery; compatible audio with Bluetooth, iPod and USB; full-size spare alloy wheel; keyless start; electric windows and mirrors; four-wheel disc brakes; and a lidded centre console are included.DesignAt 4.1m long it's not tiny but the snub nose, abrupt tail and height give it distinction. It all translates into excellent cabin room - a close second for rear legroom - and a big boot. How Hyundai fits a 195mm wide full-size spare under the boot floor and still manages to beat most rivals is simply clever.TechnologyIt's a simple car with the accent (that's a pun) on low running costs. So the 91kW/156Nm 1.6-litre engine is made for durability and the four-speed auto - with sequential shift - is built to be inexpensive and reliable. The electric steering can be vague and even uncertain so requires familiarisation.SafetyFive-star crash rating, six airbags, electronic stability and traction control, four-wheel disc brakes, rear park sensors and even a camera with its screen in the rear vision mirror. Complete.DrivingOnly the vague and twitchy electric steering dampens a confident, peppy and comfortable ride. The engine is flexible enough to cope with only four gears - though the sequential mode can add sparkle - and is relatively quiet, economical and even entices a level of fun to driving. Handling is typical of its class and will surprise with its surefootedness. Great visibility (rear camera helps here) and comfortable leather seats help survive the city.2. MAZDA2 Genki ($22,145)This model gets better each year and is now the most popular in its segment with a 13.6 per cent share. The Genki is the top-line of the Mazda2 range and continues to add more comfort and features to make many buyers think twice before going up a size to the Mazda3. This is a small car - at 3.9m long, the second smallest here - so is suggested for single drivers or perhaps couples.ValueOver the mid-level Mazda2 Maxx, Genki costs $2805 more and adds cruise control, body kit, bigger 16-inch alloys, trip computer, auto headlights and climate-control airconditioning. Worth it? Probably not, though if you're a leadfoot, the cruise control may save the difference in speeding fines within the first year.DesignCute. Everyone loves these but they are definitely styled to attract women. Get out of the car, Brian. Mazda cleverly doesn't overdo the family-themed styling so the baby car has subtle looks yet remains distinctly zoom-zoom. It's small size doesn't stop design flexibility - the vertical glovebox has an open top to store A4 documents which is handy if you have A4 documents, a bit daft if you do not. The rear seat is better for children than adults and though the boot is only 250-litres, split fold rear seats give some load-space flexibility.TechnologyAgain, this is a simple sector of the car market and Mazda complies with a 1.5-litre engine and four-speed automatic transmission. No surprises here. It has front disc brakes but the rear units are drum - see also Fiesta and Yaris - which is serviceable but old hat. Suspension is common to the four - MacPherson struts at the front and a torsion bar at the back - based on low price and compactness.SafetyAlso a five-star crash rated car. The Mazda2 equals most rivals with its six airbags, electronic stability and traction control, brake assist and brakeforce distribution. The space-saver spare wheel loses some points - compared with the Hyundai - so can limit its ability to take to the country.DrivingThis is the oldest model here yet still delights with its performance and particularly its agile handling. Like the others it has electric steering but seems more communicative than most. The drum rear brakes don't affect performance and, surprisingly, the engine copes very well with the miserable four cogs offered in its gearbox. It really is a joy to drive but can be noisy and if you have too much fun, fuel thirst will kill the smiles.3. TOYOTA YARIS YRX ($21,390)The second generation Yaris - following on from the Echo - improves by evolution to become bigger and stronger. It is making a step away from the "cutesy" end of the segment and looks bolder. In doing so, it will appeal equally to male and female buyers. But despite its new look, much of the car remains similar to before and may not appear to offer as much value as its most deadly rival, Hyundai.ValueThe price is good. This is the cheapest car here by up to $1600 and probably not what you'd expect from Toyota. It's pretty well specced with 15-inch alloys, auto headlights, touch-screen audio with sat-nav, Bluetooth and USB/iPod compatibility, climate airconditioning and trip computer. The YRX is $2000 more than the mid-spec but aside from the SUNA traffic system - not available in all states - I can't see the value in the extra loot.DesignAs mentioned, this model arrived a couple of months ago with a more masculine style and boasting more cabin room. The deep V-shaped grille and kerb-catcher bottom inlet are striking, as is the bulging rear wheel arches and pronounced tail lights. Inside it's a very good match of ergonomics and aesthetics. The double-layer boot looks cavernous but is only a snip above the Mazda2. But rear legroom is the best in this comparison so this car has more flexibility than most.TechnologyThe YRX gets the bigger 80kW 1.5-litre engine which has been around, in various guises, for a while. Most others get a 63kW 1.3-litre unit. No problem with the 1.5's power delivery and even the four-speed auto doesn't cripple its verve. The electric steering is pretty good but the drum rear brakes appear at odds with the rest of the car.SafetyAgain, a five-star crash rating with seven airbags (the seventh is for the driver's knees), electronic stability and traction control, brake assist and brakeforce distribution. The spare wheel is a space saver.DrivingThis is a tidy car. It sits nice and flat on the road and produces no squirms through the bends. The engine is sufficiently flexible to dust off the four gears and though it's no sports car, you can have a lot of fun here. The ride quality is also tops with comfortable seats and forgiving suspension, but it's not the quietest of the bunch and tyre noise can become annoying. Visibility is reasonable. It is difficult to get the complete rear view because of the rear-seat head restraints and to forward vision is thwarted by the steep rake of the bonnet. There is also no park sensors so parking can be guesswork.4. FORD FIESTA Zetec ($22,990)Ford have a little beauty on its hands with the Fiesta. It's so good that in many ways, trumps the bigger - and newer - Focus. It's made in Thailand (like the Mazda2) but quality rates highly. The Zetec is the most expensive of the range that also includes sedan versions and the frugal small-bore diesels.ValueThe price compares favourably with the others. Ford has a $2000 gap between the five-door hatch models - from the CL at $16,990 to LX at $18,990 and then the manual Zetec at $20,990 - and the latter justifies the extra with sports suspension, 16-inch alloy wheels, cruise control, sports seats and is the only one with USB and iPod integration in the audio. Yes, it's worth the extra.DesignLike the rivals, hard plastic dominates the dashboard and most remaining cabin spaces. But it's all been tastefully executed and though a bit busier than, say, the Hyundai or Mazda, delights in its playground appeal. The Focus-style audio buttons are a bit small for some fingers and there's no lid on the centre console (though the Fiesta isn't alone here) while the exterior is distinctive and fresh.TechnologyNothing to thrill here except the brilliant six-speed dual-clutch automatic. The six gears gives a wide spread in which the engine can work more efficiently while giving rapid upchanges. Very sporty. The 1.6-litre engine is a pleasant unit but nothing really to write home about, while the Fiesta follows suspension convention with MacPhersons at the front and a torsion beam behind.SafetyI repeat - five-star crash rating. There's also all the same electronic aids as the other competitors here and the only glaring difference is that the Fiesta doesn't come with a spare wheel. Nada. Zip. Nothing. Just a bottle of aerosol goo to reinflate the punctured tyre. A spare is optional and is a mandatory purchase.DrivingThe gearbox makes this car. It adds sparkle to the engine, creates smoother driving and ensures the engine is always in an efficient and torquey band of power through the corners. But there's actually a bit more. The seats are supportive and the small steering wheel falls nicely to hand, so there's the feeling that you're in a sports car and even though it's a city hatchback, it has a healthy 89kW/151Nm and records the lowest fuel consumption. Nothing much to dislike here though the boot is almost Mazda2 class in its size.

Honda Civic and Renault Megane go head-to-head in this comparative review.

Ford Fiesta Zetec and Honda Jazz VTi-S go head-to-head in this comparative review.

It might look the same, but the new Suzuki Swift is in fact quite different. Not only does it feel different, it is actually different inside, with a classy new interior and instrument layout.Launched in 2005, Swift has been such a success for Suzuki, it is not surprising the company was reluctant to jeopardise this juggernaut, which is probably the main reason it looks so similar. Put the two cars side by side, however, and the differences become obvious immediately.The thing is new car buyers normally want others to recognise the fact they are driving a new car. And, if you happen to be the owner of the previous model, you might not be as inclined to update - not if you need to tell people its new. That'd be a shame, because you'd be missing out.Suzuki has invested quite a lot of time and effort into making the car better. Extensive use of higher-strength steel has made the body lighter and stiffer, which combined with a lower centre of gravity has smoothed out the ride without making the car feel insecure.Looks can be deceiving, because the new Swift is actually 90mm longer, 10mm taller and 45 kilos heavier than before, and the distance between the axles has grown by 50mm which translates to more interior space. The distance between opposing wheels has also increased, which together with larger diameter wheels and lower profile tyres contributes to better handling.The rear bumper also sits higher, which means it will absorb most of the impact in the event of a rear-ender, reducing the cost of repairs (and hopefully insurance). Instead of a 1.5 the new Swift is now powered by a smaller 1.4-litre four cylinder petrol engine.Initially, this might sound disappointing, but with an output of 70kW and 130Nm the smaller engine actually produces almost as much power as before but uses less fuel. Suffice to say that the performance is not disappointing.We were impressed with the changes that Suzuki had made when we drove the car at launch a couple of months back and we were just as impressed the second time around this week. Our test vehicle this time was the entry level GA model fitted with a five-speed manual transmission priced from $15,990 - the same price it was five years ago. Suzuki's engineers have paid particular attention to reducing noise and vibration and it shows.Getting into the car for the first time it feels more substantial and more refined, with a comforting clunk when the door is closed. It has a big car feel that belies it size, with a ride that is smooth and quiet and the manual shift is easy to use. The car accelerates confidently and is not phased by sudden changes in the road surface.A new variable steering ratio setup makes the car respond more quickly to driver input, while a relatively slow ratio near the turning limits reduces the effort required for bigger turns. A new black-and-silver theme has been adopted for the interior giving the car a sportier, more sophisticated feel.The central, smoked glass display is the same as in the pricier Kizashi. All important fuel consumption is down from 6.3 to 5.5 litres/100km which means you'll be filling it up less often. Add to this electronic traction and stability control, seven airbags and a maximum, five-star safety rating and it makes the new Swift a tempting proposition.GA and GL models have drum brakes on the rear, while the GLX adds four-wheel discs. And the GLX gets reach as well as tilt adjustment for the steering wheel.

Ford's new Focus has plenty of what they call the "wow factor" not only in the way it looks but also how it feels to drive and the equipment it has.We've only driven one so far - the top of the range diesel auto hatch called Titanium. It's an absolute cracker although expensive for a Focus.Put a BMW badge on it and you'd think it was the bargain of the year. Priced at $36,090, the Titanium diesel bristles with luxury, safety and high-tech equipment. This is the one with Active Park Assist which helps (inept) drivers parallel park the car. It has heated seats, 18-inch alloys, Bluetooth phone and audio streaming. There's even voice control of a number of regularly used functions among the extensive kit inventory.Focus Titanium scores a five star crash rating with features like six air bags, stability control, adaptive cruise control and an adjustable speed limiter. Torque vectoring that meters power to each wheel individiually based on grip is on all models. The car's sharp dynamics is a safety feature in itself.All engines in the new LW Focus range are "next generation" including the twin cam, high pressure injection, 2.0-litre turbodiesel we drove. It's good for 120kW/340Nm and can consume as little as  5.5-litres/100km.The transmission is Ford's Powershift six-speed dual-clutch "manumatic" that functions like a quick change auto but is an automated manual. The turbo is a variable geometry unit and the engine passes Euro 4 emission regs.Stunning to look at in a car the right side of $50K. Striking modern angular design with beautifully laid out controls, damped dials. Two info' screens and an attractive instrument pod with plenty of soft feel surfaces in three tones/textures. Even the seats are good - electrically operated drivers seat and heated fronts.Partial leather seems a good compromise to full leather which can be too hot or slippery. The cabin is roomy and can take five at a pinch with a decent size, expandable load space and a full size (steel spare.)Feels like a thoroughbred European car through the wheel which gives sharp responses. Suspension is sporty but not too firm and easily copes with our rough sealed roads - with 18-inch low profile tyres. Performance from the smooth and quiet diesel is strong and in keeping with the sporty nature of the car. Pity diesels don't have a pleasing exhaust note.The driver assist features are greatly appreciated - stuff like auto wipers and headlights, capless refuelling, start button with remote key, hill launch and plenty more. We like the looks of it too - from all angles and it feels solid and well made (in Thailand).

It's only when you put the new Swift side by side with the old one that the differences become apparent. For that reason, we were surprised Suzuki did not have the previous model on hand at the Aussie launch of the all new Swift this week in Victoria. We reckon a casual observer would have difficulty telling the two cars apart and this is probably no accident. Launched in 2004, the Swift has been a phenomenal success for the Japanese company and no one wanted to derail that train. In this respect, execs explained the company took a leaf out of BMW's book, opting for a minor, evolutionary changes in appearance, rather than a dramatic one. Looking at the figures, the new Swift is actually significantly bigger - 90mm longer to be exact - and stands 10mm taller too. The distance between the axles has also grown by 50mm which means more room inside. Bigger usually means heavier too and the new Swift tips the scales at 1025kg, about 45kg heavier despite a weight saving regime. But, while the Swift has grown in physical dimensions, it's engine has shrunk - from 1.5 to 1.4 litres. The good news is that it produces almost the same amount of power and torque as the unit it replaces, but uses less fuel in the process - a fact that will endear the car to many new drivers. There's three models - GA, GL and top of the line GLX, with prices starting from $16,990 plus on roads. Standard equipment includes seven airbags which no doubt contribute to Swift's maximum five-star safety rating. Electronic stability control and anti-lock brakes with electronic brake forced distribution and brake assist are also standard. The 1.4-litre engine delivers 70kW of power and 130Nm of torque, compared to 74kW and 133Nm previously. A longer engine stroke and electronic throttle control contribute to better throttle response. The engine is paired with a five-speed manual or four-speed automatic. We drove the mid-spec' GL with the five-speed auto and top of the line GLX with a five-speed manual. Enthusiasts will no doubt be drawn to the manual, but the auto while nothing flash makes a pretty good fist of it. GA and GL models have drum brakes on the rear, while the GLX adds four-wheel discs. And the GLX gets reach as well as tilt adjustment for the steering wheel. Getting behind the wheel of the car for the first time, we were impressed with its big car feel. It's all hard plastics inside, but they are disguised well with changes in texture and colour. A chunky leather clad steering wheel in the cars we drove sits nicely in the hands. Rear legroom is still tight. Cleverly, the height of the boot lip has been raised which means the bumper will absorb most if not all of the impact in a rear ender making the car cheaper to repair. A space saver spare wheel is standard, hidden beneath a second false floor in the smallish boot. We gave the new Swift a good workout and can see why it is so popular. The busy four cylinder engine lends a sporty note and it feels quieter in the cabin at highway speeds. Confident handling is supplemented by a stability system that will keep the car pointing in the right direction, even at over enthusiastic speeds. Suzuki is claiming a 13 per cent improvement in fuel consumption, down from 6.3 to 5.5 litres/100km for the manual, and from 6.6 to 6.2 litres/100km for the auto.We got 6.5 from the manual and 7.8 from the auto in the course of the launch program. As good as it is, the Swift's tidy chassis deserves and could easily take more power, much more than offered by the current Sport edition (new one under development).

Sitting side by side with the Toyota Prius in the carpark, it's easy to see where Honda got the idea for the Insight. Both white, apart from the fact the Insight is a little smaller, the two hybrids look like they've been cast from the same mould. Insight is the third hybrid, petrol-electric model that Honda has launched in Australia and the second to carry the Insight name. The first, a rather odd looking two-seater with enclosed rear wheels,arrived here in 2001 and was the first hybrid to be offered by any car maker in this country. It was pretty rough and ready and not very practical, but serves to demonstrate just how far the hybrid concept has come in the past 10 years. Although its a completely new design, a closer inspection reveals the Insight does in fact sit on the same platform as the Jazz hatch and its sedan counterpart the City. The five-door hatch offers seating for five people, with a large glass topped liftback just like Prius that covers a reasonably sized luggage area and space save spare. The good news is that this hybrid is not going to cost you an arm and a leg. VALUEAt a starting price of $29,990, or $33,490 for the upmarket better equipped VTi-L, it's a very affordable alternative to a traditional hatch or even fuel efficient diesel. Honda has given us one of these cars for a few weeks and we're looking forward to learning how it works and seeing how it fits in as part of the family. TECHNOLOGYInsight is powered by a 1.3-litre petrol engine together with an electric motor that provides assistance during acceleration. The combined output of the 65kW petrol engine and 10kW electric motor is 72kW. The electric motor contributes up to 10kW at 1500 revs and 78Nm of torque at 1000 revs, assisting in acceleration and cruising at low-to-mid vehicle speeds. Maximum torque of 167Nm is delivered at a very low 1000 revs thanks to the instant-on power delivery of the electric motor, giving the car good off the mark acceleration. With a 40-litre tank, all important fuel consumption is rated at just 4.6 litres/100km, giving the car a theoretical range of about 870km. DRIVINGUnlike diesels, which are renowned for their long distance economy, hybrids perform best in city driving because the power train is designed to capture and store the energy normally lost through braking which it reuses later.The hybrid powertrain in the Insight is teamed with a CVT style, continuously variable automatic transmission, designed to optimise power and economy. With no discernible gear changes it has a zoom like quality, but there's a sport setting for better performance and greater engine braking on downhill runs. The first time we drove one of these cars we weren't thrilled by the performance. But we have to admit taking an instant liking to the VTi-L which seems to perform better, with ride and handling that is better than the Prius. SAFETYInsight comes comes with a five-star safety rating and full complement of safety equipment including six airbags. Standard equipment in the VTi-L includes satellite navigation and a reversing camera as well as Bluetooth for mobile phones.Honda Insight VTi-LPrice: $33,490Warranty: 3 years/ 100,000kmService Interval: 10,000km/6 monthsSafety: Vehicle Stability Assist, ABS, EBD, 6 Airbags, Active Head Rests.Engine: Inline 4 Cylinder SOHC i-VTEC and integrated Motor Assist.Body: 5-door HatchbackWeight: 1215kgTransmission: Automatic, CVi with Grade Logic Control.Thirst: 4.6L/100km, 91 RON, CO2 109g/km