Hatchback Reviews

Alfa is up against it in the performance tiddler class with its Mito TCT squaring up against the Volkswagen Polo GTi. Apart from selling for thousands of dollars less, the Polo GTi comprehensively out muscles the Alfa Mito while offering a similar level of equipment. Mito Sport TCT retails for $34,990 while the Polo GTi is $27,790.TECHNOLOGYThe Polo has 132kW versus the Mito at 99kW. It has 250Nm versus the Mito at 230Nm. It has a seven speed double clutch transmission versus the Mito's six speed double clutch unit. It would be a struggle for an Alfa dealer against this level of competition. But perhaps Mito buyers are what are called "Alfisti" — enthusiasts for the brand who have eyes only for an Alfa. They will probably go for the Mito TCT regardless.DESIGNIt's a cute looker that's for sure with a face that looks a bit like artist Edvard Munch's painting "The Scream." The pert rear end shares no styling cues with any other car and is topped off by dual exhaust tips and a pair of LED tail lights. Mito TCT gains auto stop/start which switches off the engine at the lights or when you come to a stop then starts it as soon as you lift off the foot brake. It's designed to save fuel and contributes to Mito TCT's 5.5-litres/100km — slightly better than the Polo GTi at 6.1. It comes with what Alfa calls DNA — multi drive modes for Dynamic, Normal or All weather responses.DRIVINGHandling is OK to a point spoiled by steering backlash on bumpy corners. The interior is stylish and functional but the driving position is strange unless you have short legs and long arms. The stop/start system has too much lag before re-igniting the engine at times leaving you high and dry and we came to grief with the hill holder function a couple of times on a steep hill — it didn't work.We can't understand why anyone would want this car in any mode other than Dynamic because the other modes feel like there is a sock in the intake. The engine is unusual in that it doesn't have an inlet camshaft, instead, it uses oil-activated solenoids to open and close the valves with wide variability. The thing is, Mito TCT has the lowest power output of all the Mito models. Others get 114kW up to 125kW. We'd go the standard manual Mito thanks.ALFA MITO TCTPrice: from $32,990Engine: 1.4-litre direct injection Outputs 99kW/230NmTransmission:seven speed double clutch transmissionBody: Three-door hatchEconomy: 5.5-litres/100kmWarranty: Three-years/100,000km

SEVENTY thousand dollars is a fearsome amount of money to pay for a car the size of a Hyundai Getz. Yet there are 40 Australians who have done just that, and as many as 100 could eventually put their money down for the fastest car in the Fiat 500 family.But don't call it a 500. Officially the $70,000 Fiat is called the Abarth 695 'Tributo Ferrari' and everyone involved in the project - from Ferrari and Abarth to Australia's Fiat importer -wants you to know that this is a serious speed machine.I get the picture the second I walk behind the little chrome yellow beastie and spot the four-pipe exhaust system. It looks like it should be hung from the back of a Ferrari, or on the wall in an art gallery, and is clearly designed to free plenty of turbocharged horsepower from somewhere in the front end of the tweaked-and-tizzied 500.The exact number is 132 kiloWatts and that translates into a 225km/h top speed and a 0-100km/h sprint in less than seven seconds. So this is not your average Fiat Bambino.VALUEThere is no logical reason to pay $69,990, plus the inevitable on-road costs that really put the 695 Tributo into the $75,000 range. This car is all about passion and pose value. It's a city toy for people who have a real Ferrari in the garage, but don't want to risk it in the bump-and-grind of weekday working traffic.Aston Martin is doing a similar thing with the Cygnet - a Toyota iQ minicar that's been through a Dr Doolittle-style transition into the upper classes - but at least the Fiat is more than just a show car.It's a serious go machine and that's where a lot of the money goes in transforming a car that could have started life as a 500 1.4 at $28,990 in Australia. The engine won't even fit in a regular 500. But there is also big spending on things like Sparco racing seats, real carbon fibre trim, big wheels and tyres, and nice leather.TECHNOLOGYThe key to the Abarth-Ferrari transformation is the 1.3-litre T-Jet turbo, which is tweaked in all sorts of ways, from extra boost to the exhaust. It is bolted to a single-clutch robotised manual gearbox, well behind the latest twin-clutch systems but still with five gears to shift with a touch on the paddles behind the wheel.There is a sport button that puts an extra 20 Newton-metres of torque into the mix, up from 230 basic, and there is a type of launch system built into the traction control. Inevitably there is sports suspension, upgraded Brembo brakes and 17 inch alloys.DESIGNThere is giant Abarth badge on the nose and a 695 Tributo Ferrari badge on the side, as well as that exhaust, to lift the visual impact  up and beyond any other Fiat 500. It's not as dramatic as you might expect - even though the headlamps are also changed and there are dozens of detail tweaks - unless you park it alongside a lesser Fiat.The other work went in the cabin, so people who have paid so much car see the leather, carbon trim, great seats, special pedals and even the lever-less shift system they bought. The 695 Tributo also comes with a special set of fitted leather luggage and a fitted car cover, all by design and not any sort of accident.SAFETYThe basic Fiat 500 is a five-star car and that should be the same rating for the 695 Tributo. In fact, it is better because the driving dynamics are better and that means more chance of avoiding a potential mishap. As you would expect, there are seven airbags, ABS brakes and ESP stability control.DRIVINGThe first few kilometres are in sombre Sydney traffic and I wonder about the thump-thump harshness of the ride, the slow robotised gearshifts, the exhaust drone and the contrast between the gorgeous carbon fibre add-ons and the basic black plastic trim on the doors.But then the road clears and goes twisty, I tickle the Sport button and go manual on the changes, and the Bambino goes ballistic. Suddenly I discover the first - whisper it - Fiat 500 that I genuinely enjoy driving, and enjoy even more than the RenaultSport models in the Megane lineup. It's a car that really goes, really feels wrapped around you, and really shows its Abarth heritage and links to Ferrari that amount to just a badge.It has plenty of punch, tenacious cornering grip, and great brakes. It's a balanced package and, despite a bit of turbo lag, it's a car that wants you to play. And the sound. There hasn't been this much pop, bang, crackle and fizz since the early-model Subaru STI, and that makes it even more fun. That's the point, I guess. If you own a Ferrari you'd be locked away for a long time if you used the car to play the way you can in the Bambino, because it would be going over-the-top fast. But this car is fun in a usable way, and the package is well   engineered, very well finished, and reflects the talents of the people who put it together. Now, if only it was $25,000 cheaper . . .VERDICTThis is definitely not just another Fiat 500. It's a genuine pocket rocket that delivers delicious driving enjoyment. Is it worth $70,000? Not to me. But I don't have a Ferrari 458 Italia in the garage.

We turn the spotlight on automotive's newest and brightest stars. But ultimately, would we buy it with our own hard earned?What is it?This is Volvo's mainstream ultra economy car, not hybrid, not electric, not fuel cell or anything whacky - just smart engineering and technology designed to cut fuel use without compromising feel and performance. It's based on the cute three-door C30.How much?Priced at $36,990, DRIVe was upgraded recently with an extra cog in the gearbox - now six manual, park assist, quality audio and Bluetooth audio and phone among other goodies.What are the competitors? Lexus CT200h, Golf Bluemotion though it's larger, Honda Insight, Ford Fiesta ECOnetic perhapsWhat's under the bonnet?Runs a 1.6-litre, twin cam, turbodiesel delivering a useful 84kW/270Nm output. Has six-speed manual transmission driving the front wheels complete with auto stop/start for city driving fuel savings.How does it go?Really well, much better than expected though off the line seems torque restricted. Slip it into second and away she goes. That 270Nm is good to surf out on the freeway where the DRIVe can show a clean pair of rear tyres to plenty of other vehicles. Ride and handling have a sporty edge.Is it economical?Incredible. We saw better than the claimed 3.9-litres/100km on a steady highway run. Our average turned out to be 4.1-litres/100km which means a potential range of 1260km on one 52-litre tank.Is it `Green?'Yes, gets a 3.5 star ratingIs it safe?Yes gets a five star rating.Is it comfortable?Very, offers well shaped seats and relatively quiet interior with plenty of kit for the money though there are numerous options. What you get standard is all you really need as it includes a decent audio, climate control, remote lock, auto dim rear view mirror, good trip computer and steering wheel controls.What's it like to drive?Enjoyed the experience because we weren't expecting it to be as competent, even the stop/start is easy to use once you get used to it. That little engine has plenty of kick despite being optimised for economy which usually dulls an engine right down.Is it value for money?Shapes up pretty well against a wide range of cars built around a similar philosophy if not engineering. The Ford Fiesta Ecoetic is a clear winner on price but the C30 is a better drive and has more prestige value. Would you really want a Prius or Insight...Would we buy one?Absolutely. We hate going to the servo and the DRIVe offers more than just fuel efficiency even if it does have naff alloys.Volvo C30 DRIVeEngine: Diesel, 1.6-litre, 4-cylinder turbocharged, dohc; with stop-startPower: 80kW @ 4000rpm.Torque: 250Nm @ 1750rpm.Transmission: Five-speed manual; front-wheel-drive.Fuel consumption: 3.8 litres/100km.CO2 emissions: 99g/km.Dimensions: 4266mm long, 1782mm wide.

The Blue Oval has taken a battering locally as Falcon sales falter, but it's not all doom and gloom for Ford. The new Focus small-car range is set to turn the segment on its ear - packed with technology and displaying impeccable road manners, the Focus will find favour with as many Australian buyers as restricted supply can allow - those who crave a small car that's not just an A-to-B shopping trolley at least. In fact, some models within the line-up are likely to encourage owners to take the back roads home.The Sport model range within the new line-up has been expanded to include hatch and sedan with a number of drivetrain variables - the turbodiesel option is an auto-only proposition, albeit the Powershift twin-clutch set-up.The $33,190 Sport Hatch turbodiesel is a $3500 impost above the petrol-powered auto Sport, which can also be had with a five-speed manual for $27,390. The Sport is not short on gear and features - 17in alloy wheels, rain-sensing windscreen wipers, automatic headlights, dual-zone climate control, a Sony nine-speaker sound system, sports front seats, front fog lights, rear parking sensors, wheel-mounted cruise control and voice-control for the Bluetooth phone and audio link.There's also clear and bright LED interior lighting, power-adjustable rearvision mirrors, remote central locking, split-fold rear seats, power windows, reach and rake adjustable steering, LED interior lighting, a trip computer, manual front seat adjustment and a leather-wrapped steering wheel that also has audio, cruise and trip computer controls.The two-litre direct-injection turbodiesel four-cylinder is a smooth and quiet as it produces 120kW at 3750rpm, with 340Nm making its presence felt from 2000 through to 3250rpm. The new Focus' powerplant gets the job done with higher-pressure within the common-rail fuel injection system and a smaller, faster-responding variable-geometry turbocharger.The twin-clutch six-speed auto uses two dry clutches to run each gearbox, which can be left to its own devices or slipped into Sport - there are manual change buttons on the side of the gear selector but they are poorly positioned (why not just use the gear selector?) and largely redundant, as the gearbox's programming is pretty good.The Focus has a new electric power steering, which would normally suggest dead feel for the driver - Ford says the new system is mounted on the steering rack and offers precise steering with feel. The new Focus also features an advanced Torque Vectoring Control system as standard equipment, which brakes the back wheel appropriate to the cornering direction to help the car turn in with more purpose.Earlier incarnations of the Focus have not always been head-turners but the new hatch follows the company's "kinetic" design direction - strong, sharp lines with aggressive lighting packages are more aerodynamic as well as being anything but bland.The theme carries over to the interior - the steering wheel, dashboard and instrument cluster are both busy - the centre-stack takes a little getting used to but much of the functionality is "set and forget."The cabin is comfortably snug, with the thick C-Pillar and funky window shapes detracting from the driver's vision. The chrome surrounds of the interior vents can also catch the driver's eye unnecessarily, as they reflect in the nearby window - right in the line of vision for the driver.The body structure of the new Focus is 15 per cent stiffer than the outgoing model and has a five star ANCAP crash safety rating - there are seatbelt reminders, front seatbelt pretensioners and load-limiters, dual front, side and full-length curtain airbags, anti-lock brakes with brakeforce distribution and emergency assist, rear parking sensors and traction and stability control.The latter incorporates a corner braking control function as well as the torque vectoring control.The Focus has always - even in its base guise - a decent little machine, not just for negotiating car parks and metropolitan duties, but it was never afraid of zipping through a series of bends at pace either. The new car builds on that solid foundation with an on-road package that is a well-balanced, stable and comfortable compromise. It's on the firm side as you'd expect from a Sport hatch, but that doesn't mean it's uncomfortable and press-ahead motoring is also achieved with aplomb, with a chassis composure that belies the pricetag.It's a willing little car, helped by a twin-clutch auto that has plenty of smarts and a clever sports mode - the manual-change button on the side of the shifter is a little awkward and largely redundant given the clever.The driver is well informed by the centre display, which is small but informative and clear. The only complaint would be that it needs a speed readout as well as range to empty, as the former will be more of a concern than the latter, as it is swift and quiet.The six-speed twin-clutch auto is well-matched to the diesel and it only sometimes suffers from a little indecision, but it's rare. The drivetrain returned a figure of 7.2 litre per 100km, most of which was uninspiring metropolitan work, when the Cruze hatch arrives later this year it will have a little more torque but the Focus is smoother and quieter.The interior is funky and stylish, most of which looks good and works well - only the chrome surrounds on the vents near the front doors cause an issue, reflecting in the window and across the line of the driver's eye to the mirror.Cabin space doesn't feel as big or as airy in the Ford but there's enough room for me to sit behind my own driving position, something that is rare at the smaller end of the market. Rear three-quarter vision could be better - there's a thick C-pillar and a high-set waistline - which is probably why the rear parking sensors are on the standard features list.

BIG fuel savings, neater looks and more pep and space should give Subaru's all-new Impreza the goods to get the brand back into top gear when it goes on sale early next year.The car retains many of the previous models lines, minus the ugly bulgy bits. Its a smoother, more attractive design that's also more aerodynamic, especially around the headlights. Also, there's no exhaust pipe poking out of the rear end of the hatch or the XV. Only the sedan has an external pipe.The new car, and its similarly-powered XV compact SUV, have a lot of techno and engineering advances, among them new transmissions and stop-start technology that will feature in every new Subaru from 2012.LINE-UPThe first demo models should be in showrooms in January. Prices should stay within cooee of the outgoing models, which retail from a start of $23,500. There are three Imprezas: the base 2.0i, mid-range 2.0i-L and the fully-featured Impreza 2.0i-S, in hatch and sedan. The XV has a similar pecking order.DESIGNThe Impreza, now in its fourth generation, is still the same length, but the wheelbase has grown 25mm and that has allowed the interior designers to give it an extra 40 litres of boot space and a lot more leg and foot room in the back.The windscreen has been moved forward, the front door windows now feature quarter panes and, hooray, the A-pillars are much thinner than those in a lot of other modern cars, allowing far better forward vision. The doors open wider and entry and exit are much improved. All models get automatic aircon, seven airbags and Vehicle Dynamics Control, cruise control, Bluetooth, USB and aux ports.The base model runs on steel wheels. The L gets 16-inch alloys, a console colour multi-function display, reversing camera, dual-zone climate control, steering wheel audio controls, sunroof, rear privacy glass and front foglights and the premium jobbie throws in HID xenon headlights, leather, powered drivers seat and sports pedals.TECHNOLOGYThe 2.0-litre boxer engine still produces the same 110kW/196Nm power and torque as before, but it's an entirely new design that is lighter and uses components and gadgetry to give both the car and SUV a 20 per cent fuel consumption cut.The motor switches off at the lights, starts up again in a fraction of a second when it's time to go.The new transmissions are a six-speed manual or a CVT, the latter with paddle-shift. The suspension has also been given a bit of a tweak for more comfort.Fuel stats are 7.1 litres/100km for the manual and 6.8 for the CVT, compared to the current five-speed manual's 8.9 and the four-speed auto's 8.8. Performance is up too, by nearly a second to 100km/h, although 10.7seconds is far from exciting. Fans of the WRX and STi models will have to wait years for updates. The hotties are no longer in the Impreza range, but stand-alone models.DRIVINGWe got to drive manual and CVT Imprezas and a CVT XV at Subaru's test facility a couple of hours out of Tokyo, where the brand's all-wheel drive gave it cat-on-carpet grip on the tight varied terrain circuit and at higher speeds on the banked track.Good steering and brakes add to the confidence the car instils. Comfort levels have aso been improved, especially in the quieter cabin.VERDICTThe new Imprezas are a class act, well screwed together, strong, and now with a new level of engineering efficiency.SUBARU IMPREZAOn sale: FebruaryPrices: from about $22,000Warranty: 3yrs/iunlimited kmService: 12,500km, biannualEngine: 2.0L, 4-cylinder boxer, 110kW/196NmTransmissions: 6-speed manual, CVTEcomomy: 6.9L/100km to 7.3L/100kmSafety: 7 airbags, stability control, ABS.

Small is the new big in "Tiddler Town" if the new Toyota Yaris is anything to go by. It's roughly the same dimensions as the previous Gen II car but offers more room inside thanks to smart design and new technology. Toyota has used techniques from the space optimised Toyota iQ in new Yaris. Understandable give that

Mazda 2 Genki and Kia Rio SLi go head-to-head in this comparative review.

The tiny Volkswagen Up will set many benchmarks when it gets here in late 2012, and on the surface none of them seem appealing. It will be the smallest Volkswagen sold here, the least powerful new car on the entire market, and the cheapest car from a German brand.But, with an expected price below $15,000, it will put the Volkswagen badge within reach of more buyers on a budget. And for Volkswagen, that's what the Up is all about.Say hello to the little car with big aspirations. The Volkswagen Up is smaller than a Nissan Micra yet more spacious than the bigger Mini Cooper. Its cutesy design and styling will draw attention, but it's the badge that will ultimately seal the deal.Volkswagen believes the Up will appeal primarily to two core groups; young buyers on a budget, and older buyers keen to downsize. So we can expect a sharp entry price to please the former  sub $15,000  and a lengthy list of options to keep the latter in the comfort they desire.The Up 3-door was launched this month in Europe but Australia must wait until late 2012 for its arrival Downunder. Volkswagen says that's because European demand is high; more likely it's because they're waiting for the 5-door due at the end of 2012 which will appeal more to Australians.VALUEIn Europe, the Up starts at E9850 (about $14,000) and comes in three specification levels: Take Up, Move Up and High Up. More cutesy stuff, but it's all about making the Up stand out.Only the most expensive model, the High Up (E12,450, $18,000), gets electric mirrors, air-conditioning and a radio/CD player. All Australian models surely will have a sound system and air-conditioning standard, otherwise the sub-$15k price on the starter model becomes a bad joke.And Volkswagen has confirmed that model won't be called the Up start.Bluetooth connectivity, cruise control and satellite navigation are available on European models, and will probably be cost options in Australia, too.So the Up is going to struggle for outright value in a market segment dominated by bigger cars like the Ford Fiesta, Mazda2, Suzuki Swift and Toyota Yaris. Admittedly only that last one matches the Up's sub-$15k proposition in a three-door. Even against Up-sized cars like the Nissan Micra, Suzuki Alto and Holden Barina Spark, the Up struggles to represent good value, given that their ranges all kick off around $12,990.It all depends on what you're prepared to pay for a Volkswagen badge, and the less-visible inherent value that brings, such as driving pleasure, reliability and resale value. But let's not forget Volkswagen's high servicing costs and the Up's thirst for more expensive premium unleaded. Those last two could be deal-breakers for buyers on a budget.TECHNOLOGYAll Up models are front-wheel drive and come with a 1.0-litre three-cylinder petrol engine which requires premium unleaded to produce a meagre 44kW, or 55kW in high-tune form, mated to a five-speed manual transmission.An automated version of this transmission will arrive in 2012 which does away with the clutch and the need to change gears, but is unlikely to be as smooth as a true automatic gearbox.Cheap cars are often light-on for headline technology, and the Up's no different. You won't find radar cruise control or lane-keeping systems here, not in a car starting below $15,000. But the options list will have some smart systems, like the city emergency brake feature which hits the anchors if it senses an imminent frontal impact.The Up will also get a stop-start system that cuts the engine when the car is not moving.DESIGNVolkswagen's designers were keen to ensure the Up did not look cheap despite the cheap price, and they succeeded. The Up's design is characterful and visually appealing, though not as overtly so as the more expensive Mini Cooper and Fiat 500. The Up really turned heads during my familiarisation drive on the streets of Rome, a European city which clearly loves small cars.The Up's lines are pleasing, its stance is strong and its big grin is infectious. Five colours will be offered, though I particularly like the Up in white with matching white wheel-covers.The interior continues the clever design theme, using the exterior paint colour to add levity to what could easily have been a Spartan space given the relative dearth of equipment. Gaily-covered seats on the upmarket models also help.SAFETYElectronic stability control and anti-lock brakes will be standard on all Aussie Ups. As for airbags, well here's where Volkswagen Australia faces a significant challenge. The Up's three main rivals offer front and side airbags for front seat occupants and curtain airbags for both rows. The Volkswagen Up only has front and front-side airbags, and has not been engineered to take curtain airbags which are proven injury reducers in side impacts.As for the Up's crash test credentials, one high-placed VW source told CarsGuide the company is not happy with the as-yet unreleased results of the Up's initial testing by EuroNCAP. Word is the Up scored only four stars, the same as its major rivals, but that the standard fitment of a longer bumper (developed for countries outside Europe) would improve pedestrian safety and make the Up a five-star car.Negotiations were ongoing as we went to press.DRIVINGThis Up ain't no downer. Slide into its classy cabin and it's clear this cheerful cheapie wasn't built down to a price. The interior exudes the same quality feel as other Volkswagen cars, partly because much of the switchgear is shared with Polo and Golf.The VW Up is just 3.54m long and 1.48m tall, tiny even by tiny-car standards (the Nissan Micra is 5cm taller and 24cm longer, for example), but it's surprisingly roomy inside. Indeed, the interior was a key focus for Volkswagen's development team. It had to be spacious and classy, two characteristics not usually associated with this end of the market.There's room for adults in the front and back seats, and boot-space is decent. Volkswagen claims 281 litres, which is far beyond the Micra's 221 litres. But that's because the Up carries no spare tyre in Europe, though Volkswagen may choose to offer one locally.There's nothing wrong with the Up's driving position and all-round vision, and the seat is supportive, though some may lament the lack of in-out adjustability for the steering wheel.At idle the 55kW engine is barely audible and barely felt, which is unusual for an inherently unstable three-cylinder configuration. It does need a few revs to move off or the clutch's abrupt take-up will cause it to labour. With just 92Nm of torque on offer, the Up's performance is never scintillating. VW claims 0-100km/h in a sloth-like 13.2 seconds  but it actually feels quicker than that, and the engine can be pushed without it becoming coarse or noisy.The front-drive Up has enough punch to handle city traffic and the five-speed manual transmission is willing and smooth, though gearchanges are necessary to cope with hills and to deliver on any urgent requests for acceleration.The optional five-speed automatic, essentially a robotised version of the manual and not a super-smooth double-clutch DSG as offered on Polo and Golf, was not available to drive at launch.On the move the Up continues to distance itself from its rivals, most noticeably with its quiet cabin, and soft yet stable ride which is compliant over the bumps and delivers a relatively firm stance through corners.Light and quick steering makes the Up effortless to park and nimble in traffic.Dare I say it? The VW Up is an entertaining and engaging little car to drive. It's all very German and very Volkswagen, and that's unique in a sub-$15,000 car.Is that enough to forgo the equipment its rivals offer at the same price? And to suffer Volkswagen's high servicing costs and the premium unleaded sting in the pocket every time you fill up?For some it will be. Because, just like the Polo and Golf, the Up may cost more than its rivals, but it also delivers more of the good life.VERDICTA Volkswagen badge has never been so affordable.VOLKSWAGEN UPPrice: from $14,990 (ets)Warranty: 3 years/100,000kmResale: 68 per cent (est)Service interval: 10,000kmSafety: 4 starsEngine: 1.0-litre, 55kW, 92NmBody: 3-door hatch Weight: 929kgTransmission: 5-sp manual, front-wheel driveThirst: 4.3L/100km, 95 RON, CO2 99g/km.

You can be forgiven for confusion about the Subaru Impreza XV.The Impreza RX used to be a wagonesque variant of the Impreza that sold only about 100 a month until supply ran out in June because of production issues caused by the March 11 tsunami in Japan. But the new Subaru XV -- Subaru's seventh model -- has dropped the Impreza tag and has morphed into a small SUV. It is still based on the new-generation Impreza, but as Subaru Australia marketing boss Andrew Caie says, the two cars are "like chalk and cheese"."They are two separate categories, two totally separate cars and separate customers," he says. While the Impreza RX was considered a small car, this new model is described as a sub-compact SUV, smaller than a Forester, but bigger than a small hatch. The RX will arrive in Australia in January and will be followed in late February by the new Impreza four-door sedan and five-door hatch."The timing is everything to do with the tsunami," Caie says. "Our timings have been moved around about four times." The Impreza and XV will be the first Subarus with stop-start technology that switches off the engine when the vehicle is stationary. They also feature new transmissions and a new engine.VALUECaie isn't talking pricing at the moment, except to say that both the Impreza and XV will be competitive. "Prices will be as low as they possibly can be," he says. "We're trying to put as much value into them as possible. It's not about being the first one to the bottom in pricing."The current Impreza range starts at $21,490 and goes to $28,490, excluding WRX and WRX STI which are now separate sportier models with their own build program. The previous Impreza RX sold for $25,990. The closest competitors for the XV are the Mitsubishi ASX (from $25,990) and Nissan Dualis (from $24,990). Both new Subaru models come in three models: 2.0i, L and S.Even the base models come with Bluetooth while the L adds satnav and the S adds leather seats, heated in the front. Rear view camera, fog lights and a sunroof are optional on the L and S Impreza but are standard on all XVs.SAFETYSubaru Australia boss Nick Senior reminds us that they were the first company in Australia to have five-star safety across its range. "You can't be reactive in safety. You have to be proactive and we traditionally have been," he says. The new Impreza and XV come with seven airbags, including full-length curtain airbags and a knee bag for the driver.Neither has been crash tested yet, but Subaru product GM Akihide Takeuchi expects that they will retain their five-star ratings. Other improvements in safety concentrate on improving visibility: The front seats have been raised, the A pillar has been narrowed and the door mirrors are 20 per cent larger. The body and chassis are 20kg lighter but are also 10 per cent stiffer and therefore safer, Takeuchi says.TECHNOLOGYThe Impreza will be the first small car in Australia to have auto stop-start across the range (except for the two hybrid models) while the XV will be the first compact SUV with the fuel-saving technology. Subaru quotes fuel savings of 5 per cent from the technology, but those are in-house figures and not Australian standards. "It will debunk the theory that all-wheel-drive cars aren't fuel efficient," says Takeuchi.Stop-start technology automatically switches off the engine in 0.5 seconds when the car is stopped and restarts in 0.35 seconds when the brake pedal is released. Together with the new two-litre boxer engine, new transmissions, improved aerodynamics and electric power steering, fuel economy has been increased 20 per cent to less than seven litres per 100km, Takeuchi says.The engine has the same power and torque as before but now has longer pistons for more torque at lower revs which translates to increased acceleration. The five-speed manual has been upgraded to six speeds with a taller top gear that reduces engine revs from 3000rpm at 100km/h to less than 2500rpm, which is not only more economical, but also quieter. Subaru customers will be pleased to see the inadequate and outdated four-speed auto replaced by a continuously variable transmission with paddle shifters for six steps with wider ratios.Inside, the Impreza and XV abound with screens: one in the centre of the instruments, one in the centre stack and a third on the dashboard. The larger multi-function display has up to eight displays which can be personalised to show a range of useful and fun information and can even send you a happy birthday message.The upgraded audio also has USB, MP3 and iPhone connectivity and there is a new satnav system with voice control and predictive text when entering an address. It will even offer you a more economical route to save on fuel and CO2 emissions. Like all Subarus, they both come with symmetrical all-wheel drive.DESIGNTakeuchi says the cars have been designed from customer feedback wanting a sleeker exterior and more luxurious interior with more soft-touch surfaces and quality controls. The windscreen is raked, the bodywork more sculptured and muscular, and the headlights are sharper and more defined. The XV has high ground clearance of 220mm (same as the Forester), but has a lower body height than most compact SUVs for a rakish, sporty crossover look.Impreza is now 25mm longer in the wheelbase but the overall length remains the same which means interior legroom is improved. The higher front seats in the Impreza also allow rear passengers more legroom while both models have scalloped out the backs of the front seats for better knee room.Subaru has lowered the roof of the Impreza by 10mm, but the door sills have been dropped 30mm to allow easier access. The front door hinges have been slanted three degrees forward so the top of the door is further away from the car which allows more room to get in and out in tight carpark situations. The rear doorway also has a deeper access area.The interior feels more airy with the thinner A pillars and the horizontal lines across the dashboard. Door thickness has also been reduced for more shoulder and elbow room. Storage bins abound in both models with door pockets that fit a water bottle and an A4 folder or laptop.The centre console has a clever clip holder for a notebook and a pen so they don't rattle around. The cargo area is flat with a low loading lip and flat-folding rear seats. Underneath is a space-saver tyre, wide enough in the XV to still permit towing for a short distance. There are 10 exterior colours for both models, but the XV gets the special Tangerine Orange Pearl. Subaru is one of the few companies that doesn't charge extra for metallic or pearlescent paint.DRIVINGThe new cars were launched last weekend at the Fuji Heavy Industries Subaru research and development centre and proving ground at Kuzu in central Japan. It's a hilly area surrounded by forests inhabited by black bears, so Subaru is not concerned about spies taking photos of their cars in testing.We were only allowed two laps in each car on the high-speed bowl and three laps of a shorter twisty and bumpy circuit. About 12km in all. Not a thorough workout by any means, but enough to draw initial impressions.The soft interior plastic surfaces and firmer controls, such as the new door handles, give the cars a feeling of quality. However, the thinner dors feel a little flimsy when closing. Cargo space in the XV is disappointing, but similar to its sub-compact SUV competitors.On the road, they run quiet and smooth thanks to the new transmissions, but the wind noise from the larger door mirrors is increased. The frisky Impreza feels light and more flickable while the XV lumbers into corners, changes direction too slowly and over mid-corner bumps it hit the bumps stops several times and the tyre scrubbed the inside of the wheel arches.Takeuchi says the secret to the Impreza's deft handling is its low centre of gravity which is 504mm from the ground, comparing favourably with the Porsche Cayman S at 485mm. The CVT is smooth, responsive and seamless, but works best when used in manual mode with the paddle shifters, while the six-speed manual is a little notchy and it can be difficult to quickly engage third or fifth gears.VERDICTImpreza is another small step forward in quality, economy and safety that will appeal to the Subaru loyalists. Price may determine whether it wins new fans. Meanwhile Subaru taps into one of the fastest-growing sectors of the showroom with the handsome new XV. It is a modern design with sound technologies. Takeuchi says it is an urban adventurer whose owners are "living in the suburbs and are looking for new adventures".SUBARU IMPREZA and XVOn sale: January (RX), February (Impreza)Prices: from about $22,000Warranty: 3yrs/iunlimited kmService: 12,500km, biannualEngine: 2.0L, 4-cylinder boxer, 110kW/196NmTransmissions: 6-speed manual, CVTEcomomy: 6.9L/100km to 7.3L/100kmSafety: 7 airbags, stability control, ABS.

The Yaris is one of the favoured children in the Toyota family. The baby Toyota's looks, price and practicality gave it the light-car class lead from 2003 to 2008. Then the cut-price Hyundai Getz topped the charts for the next two years, by 196 and 95 vehicles respectively. This year has literally been a disaster for the Japanese company - but the third-gen Yaris is giving it hope for a more productive start to 2012.VALUEThe Getz reminded Toyota how price-sensitive the light-car class is. That's why the entry level three-door base model holds the same $14,990 price it had in 2005. The five-door YR is tipped to be the top seller and it starts at $15,690. Switching from the five-speed manual to the four-speed auto costs $1600 and cruise control is the only option at $650. The YR has a 1.3-litre engine, cruise control, a trip meter/fuel calculator display and voice control audio system with Bluetooth and USB/iPod connectivity.The YRS adds a 1.5-litre engine, 15-inch wheels and a touch-screen audio and will sell as a three or five-door model for $16,890 and $17,390 respectively. A sportier looking ZR is $18,990 in three door manual form and the range-topping YRX will be sold as a five-door auto from $21,390.That stacks up competitively against the Volkswagen Polo ($16,690-$22,350), five-door Mazda2 ($15,790-$20,495) and Ford Fiesta ($16,990-$20,990). The downside is the engines and transmissions carry over from the previous model.DESIGNIt won't admit the last model was seen as a "chick's car" but Toyota concedes the majority of Yaris customers are women.  That was costing it half the market and the new car in general - and bodykitted ZR in particular - have been muscled up to be more attractive to both sexes.Toyota executive director Matthew Callachor says "it is designed to have greater appeal to men without alienating women" and product planner Greg Gardner confirms women "are prepared to buy what is perceived as a man's car where men are not necessarily prepared to buy what is seen as a woman's car."The new audio units have simplified the cabin layout especially on the touch-screen models, though we're not sure about the Frisbee-sized hazard lights button. The instruments are clear and now back in front of the driver where they belong and the 100mm growth in size brings a bigger boot and 35mm of extra knee room for back seat passengers.TECHNOLOGYNoise suppression is worth talking about in the Yaris. The engineers have added insulation in the centre console, bonnet and floor it's a more comfortable cabin for it, even under hard acceleration. The top-spec YRX and ZR models pick up a touchscreen audio and satnav system with Suna traffic alerts. The drivetrains have been tickled to improve fuel efficiency by up to .4 litres/100km and they still run on regular unleaded. The 1.3-litre engine is good for 67kW/121Nm and the manual gearbox uses an official 5.7 lit res/100km, while the 1.5-litre engine produces 80kW/141Nm and 5.8 litre/100kms. Toyota defends keeping the four-speed auto on the basis that fuel use in both engines is just 6.3 litres/100km.SAFETYToyota has lifted the light-car game with seven airbags and stability control standard fit. The Yaris hasn't been crash-tested yet but the outgoing model was a five-star car and the new one is bigger and stronger.Deceleration comes from 255mm front discs and 200mm drums on the back, all kept in line by ABS brakes with brake assist and emergency brake force distribution. The bonnet has also been redesigned to be less damaging to stray pedestrians.DRIVINGBeing handed the keys to a pink car doesn't do much to improve the macho perception of the Yaris. You don't notice the colour from behind the wheel (and there's nine others to choose from) but you do notice the electric steering is light but more direct and the Yaris refuses to bottom out on hits that should have the torsion beam rear end bouncing.Both have been tuned with local input and front spring rates are up by 18 per cent and the rears stiffened by 26 per cent compared to the Japanese-spec defaults.It looks good on the road and is a fun car to scoot through the city in. It can't be hustled like a Polo and doesn't handle like a Mazda2 ... but it's not a hot hatch and, dressed-up ZR aside, doesn't pretend to be.This vehicle is aimed at mainstream buyers looking for a safe, solid car with style and space. It will spend most of its time commuting to and from work with the occasional weekend away — and it fulfils that design brief as well as any car on the market.VERDICTThe light-car leader is back in the game, but the game's getting tougher. The Yaris is taking on 31 other models in a segment worth about 140,000 cars next year. With the Getz gone, its chances are good, given the sharp prices, smart features list and the Toyota reputation for reliability.