Hatchback Reviews

The world's city car market is growing and will reach about 2.5 million a year within the next few years, and one of its top movers is the Kia Picanto a model still foreign to Australia.The little A-segment hatch has been readily received in most markets across the globe for the past seven years and has now been totally revised in its second generation. Slightly longer and wider than before, the once cute hatch now has the distinctive Schreyer lines that give it a much classier look.Its wide stance, 'tiger's nose' grille and 'eyes of the tiger' headlights with built in LED daytime running lights, make it a real head-turner. The longer wheelbase has also given it a bit more passenger space and a 27 per cent bigger boot, a full 200 litres. It's a smoother car too, with better aerodynamics than many vehicles in bigger categories.At the premium end of the tiddler market, the five-door Picanto comes with two engine and two transmission choices and in two grades: LX and EX. There's a 51kW/94Nm three-cylinder and a brand new 1.25litre four-cylinder that puts out 64kW/124Nm. The gearboxes are a five speed manual or a four-speed automatic.DESIGNInside, the seats are quite firm and rather flat, but give better comfort than expected and we had no problems after a couple of hundred km across a slice of Korea last week. There's a nice thick-rimmed steering wheel, a clear three-dial dash display and easy to use controls.Spec levels vary enormously depending on their markets, but there's still a very long list of options so owners can bling them up to whatever level they can afford. Our New Zealand-spec EX came with electric power steering, a tilt-adjustable steering, chromed grille surround, remote central locking, Bluetooth and auto aircon.DRIVINGA small engine and an automatic gearbox might raise some eyebrows, but this Kappa engine is a lively little jigger that thrives on revs and it can take the 1340kg car to 100km/h in 11.5seconds. And the self-shifter was smooth and quick.Fuel economy is an average 6.1litres/100km.The car has a quality feel and comfort levels were impressive for a super-compact. Lots of sound-deadening materials, which even included sound blocks in the outside mirrors and roof-mounted aerial, made for a quiet, refined interior. We had no trouble keeping up with the traffic on Korea's super new freeways (the Picanto is good for 170km/h) and steering and brakes were fine. Our car also had the optional 15-inch alloys.KIA PICANTOPrice: Est. from $13,000Warranty 5 years, unlimited kmResale: n/aService interval: 15,000km or 12 monthsEconomy: 5.0 l/100km; 119g/km CO2Safety equipment: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: not testedEngine: 64kW/120Nm 1.2-litre petrolTransmission: Five-speed manualBody: 3-door, 4 seatsDimensions: 3595 (L); 1595mm (W); 1490mm (H); 2385mm (WB)Weight: 855kgTyre size: 175/50R15Spare tyre: Space-saver

KIA'S distinctive cubemobile range has been given extra spirit with the addition of a model with a new 2.0-litre petrol engine and a six-speed auto transmission. Others in the range also get six speeds, auto or manual, a welcome upgrade from the original four-speed auto.The funky Soul is a big hit in most countries, the US in particular, where elderly drivers like its tall styling with easy entry and exit, and youngsters love its in-your-face chunky looks. For 2012, there's a lusty new-generation 122kW/260Nm 2.0-litre and all models get subtle new styling touches to see the charismatic chariot through its mid-life moments.The range still includes the 1.6-litre Gamma petrol engine, which has been slightly tweaked for an extra five kW and one Nm and the 1.6-litre turbo-diesel with its 96kW/260Nm gives a choice of three models, all with six-speed shifters and two equipment levels.Outside, a new grille, head and taillights, side mirrors and restyled wheels give the car a wider, more with-it look.Inside, new designs and materials, much-improved noise reduction and a tilt-and-telescopic steering add up to extra refinement. But bling fans might bemoan the demise of that weird lighting system that bathed the door speakers in a spooky light which pulsed with the beat of the music.Across the range has been boosted with hill-start control and VSM  vehicle stability management. Other standard safety gear includes ABS, ESP, traction control, EDB, BA and front, side and curtain airbags.We bared our upspec 'Soul+' with the NU (that's what they've code-named it) 2.0-litre engine along lengthy stretches of Korean countryside and some seriously congested city traffic, drew lots of admiring looks and here and there cruised along the new expressways with the rev counter reading only 2000 rpm at around 110km/h. That means hardly any effort, therefore less fuel use. Its official figure is 7.5litres/100km, pretty good for a sturdy crossover, we thought.The 1.6 petrol gets 6.5 in manual, 7.3 auto and the diesel 5.2 and 5.9.Nothing has changed in the suspension or steering, so the Soul ran as sweetly as ever, with its better-than-you'd-think handling and comfort. The new motor is keen to be let loose, but like Australia, the Korean roads have many cameras. Main difference is they clearly display theirs.The Soul+ also gets very attractive 18-inch alloys with fat 225/46 silicon tyres, adding to both roadholding and economy. We also liked the leather on the steering wheel, the 'soul shining' cloth seats and the under-floor storage tray.Soul is a good name for the car because it does seem to give its occupants something to smile about. It's spacious, fully featured, safe, beautifully built and despite one or two attempts by rivals, there's nothing quite like it.

THE Stelvio Pass in the Italian Alps sped to the top of the drivers' bucket list a few years ago after Britain's Top Gear crew judged it the best road in the world. Based on the bits shown on TV, Clarkson and co must have been inhaling exhaust fumes at the time.Carsguide retraced the route in what is probably the best four-seater yet built to tackle the lust-worthy drive, BMW's new 1 Series M.The stop-start shots between hairpins that Top Gear showed on TV look good in pictures but they aren't the reason the Stelvio draws car and bike enthusiasts from across Europe. To the north, the pass opens up into a phenomenal flowing road with humblingly stunning scenery.This is the best bang-for-your-buck car ever to wear an M badge and the Bavarian maker's refusal to call it an M1 in deference to the 1970s mid-engined supercar won't matter a damn to anyone who drives it. A rose by any other name.About $100,000 buys a two-door coupe that outperforms the $55,000-dearer BMW M3 in roll-on acceleration and is easier to toss through turns than any coupe this side of a Lotus Exige. It is about $25,000 dearer than the 135i and worth every heavily taxed cent of that.The differential lock proved its worth in the tight, slippery corners. In standard mode exits were marked by a frustrating pause as the traction control lit up to show it was struggling to keep rubber from slipping.Push the button to let the rear axle redirect torque and that hesitation drops back to a heartbeat before it hooks up. In theory, disabling the traction software altogether would help, too, but a strong sense of self-preservation intruded on that thought.The twin-turbo six-cylinder engine has won a swag of awards and in this guise is good for 250kW/450Nm. The alloy suspension components and 19-inch alloys from the M3 catalogue minimise weight and the interior features run from leather dash and seats to internet connectivity. This may be the first BMW made without an options list. The three paint choices are no-cost.This car has the best proportions in the M range. It is fundamentally a wickedly reworked 135i coupe, with 55mm added to the track to keep it planted on the road when the going gets silly. The flared guards needed to accommodate the extra track and meatier rubber give the baby M a distinct family resemblance to the M3 coupe.The quad exhausts and vented gills on the sides are trademark M design features. Changing gears quickly, the driver can hit an arm on tall bottles in the single cupholder on the centre console. The interior is straight out of the 135i but it's all been leather-wrapped with contrasting stitching. Even the gearbox gate cover is suede.The basic BMW 1 Series package is five-star rated and the extra attention that's gone into the 1 Series M should improve on that. The brakes would slow down a supertanker and repeated hammerings do no more harm than covering the front wheels in brake dust.Negotiating the 48 torturous switchbacks that mark the Stelvio's ascent to 2757m, the driver realises the difference between what rates as great TV and what rate as great roads. The M car outhustled and outhandled Subarus, Audis and Porsches alike as it carved a line through the rain and snow-topped bitumen.But the switchbacks themselves just aren't that much fun. It's a second or two of full acceleration, then hard on the brakes as speed bleeds back to single figures.But on either side of the hairpins the road opens out enough for the vehicle to flow from curve to curve and car and driver each work hard to maintain a decent pace. The coupe hits 100km/h in 4.9 seconds, fuel consumption is 9.6L/100km, and CO2 emissions are 224g/km.Me, I want 1. If I had $100K to part with, this would be the car. The only comparable car in terms of cornering dynamics is the Porsche Cayman and its lack of rear seats makes it less practical as a day-to-day driver. There are quicker cars and there are better handling cars but this is the best compromise I've driven.'There are quicker cars and there are better handling cars but this is the best compromise I've driven'

The first lesson for first-car buyers is to forget power and performance - go for safety, reliability and low running costs. Today's car choices are far wider and considerably less basic that Peter Brock's first car, a stripped-down 750cc Austin Seven. But the exercise of buying your car demands patience and - if possible - expert consideration.Compared with buying new, you will save money purchasing a used car. But be aware that a used car may require expensive repair costs, may be less fuel efficient and that its safety standards are likely to be lower than a new car. The basic safety gear you want are two airbags and ABS brakes.Every car is different because each has been treated differently during its life. Be cognisant that cheap new cars are bought on a budget and the penny-pinching owners may skimp on regular servicing and repairs. Steer away from hotted-up cars - you want reliable, easy-to-fix transport here, not a temperamental, ground-hugging runt that sounds like it's lost its exhaust pipe.There are a few quality used car models that have lasted the distance. These have retained a solid reputation for quality and reliability, have a strong spare parts back-up, simple service schedule and are renown for just being easy to live with.The only downside is they won't be the newest car on your block and they're unlikely to be the most rewarding ride of your life. But you have to start somewhere. Just like Peter Brock.CHOICESThese are some used cars, not in any particular order, that should be reliable first-time cars. But each car is different. Ensure your car is professionally checked before buying and that all the car's service papers are accurate, regular and preferably stamped by a competent service centre.NISSAN TIIDAThis model is the evolution of the Pulsar and, I admit, isn't the prettiest car on the road. Fellas, perhaps stay away from this one. But the model is enduring because of its simplicity and low running costs. It has a decent amount of metal around the passenger cell to minimise intrusion in case of a collision, a neat and functional interior with comfortable seats, big boot in the sedan model (and more than adequate in the hatchback version), and four doors so your friends won't have to squeeze past you on the way to access the rear seat.2006 TIIDA TI SEDANCost: $9200 with 79,000kmEngine: 93kW/174Nm 1.8-litre autoFuel economy: 7.8 L/100kmSafety features: ABS brakes, 4 airbags, brake assist Crash rating: 4-starMAZDA3Two of my daughters drive these and love them for their comfort and features. Later models are preferable because of the electronic stability control, but earlier versions had at least four airbags and ABS brakes plus a four-star crash rating. Because everyone loves these, they're going to cost a bit more than some rival cars. But Mazda's quality name should extend to the day you sell it allowing it to retain a high resale value.2006 MAZDA3 MAXXCost: $11,500 with 75,000kmEngine: 108kW/182Nm 2.0-litre autoFuel economy: 8.2 L/100kmSafety features: ABS brakes, 6 airbags, brake assistCrash rating: 4-star.MITSUBISHI LANCERThese have been made for decades yet nearly all carry a name for reliability. One model, bought with 247,000km on the clock, stayed trouble-free in my household for four years before finding yet another owner. That's not uncommon with Lancers. They're very simple cars but early models fall down badly in safety equipment, so look at 2003 and younger if possible. The 2007-plus models have a five-star crash rating. It doesn't really matter which model you buy but you may have better resale in the future with an automatic with four or five doors that will appeal to a wider audience.2006 LANCER LS SEDANCost: $10,000 with 70,000kmEngine: 115kW/220Nm 2.4-litre autoFuel economy: 8.5 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 3-star.TOYOTA COROLLAThis is a stablemate of suburban living with the distinction of being a member of practically every Australian household since the 1970s. It's always been a simple and reliable car without any major hiccups, though the Toyota badge means there's a premium - justified or otherwise - on the price. Paying the extra on the Corolla name alone may not be worth it - look closely at each car before purchase. Toyota was one of the last major carmakers to introduce extra features - such as additional airbags and stability control - on base versions. Better models started from 2000 and the more upmarket versions (Levin and Ultima, for example) are preferred.2006 COROLLA CONQUEST SEDANCost: $10,500 with 75,000kmEngine: 93kW/161Nm 1.8-litre autoFuel economy: 7.4 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 4-star.MITSUBISHI MAGNAThis is something a bit bigger and yet is generally priced about the same as the smaller cars. Mitsubishi made these in Australia and progressive years honed the product to excellent reliability while ho-hum styling and performance slashed resale. That makes this big family car good buying today. Magnas ended their run in 2005 and today these are the pick of the bunch, even though the powerplant was a 3.5-litre V6 with a four-speed auto. These cars were common in government and rental fleets but don't be put off - that means they've been regularly se rviced and repaired.2005 MAGNA ES SEDANCost: $5000 with 120,000kmEngine: 155kW/316Nm 3.5-litre V6 autoFuel economy: 11.5 L/100kmSafety features: ABS brakes, 4 airbags, traction controlCrash rating: 3-star.SUBARU LIBERTYAnother biggish car that offered high safety standards for its era. The later Libertys are also attractive, well equipped - in their day they weren't a cheap car - and roomy. The downside may be lacklustre performance, so-so fuel economy and some high-priced spare parts but we're primarily chasing a reliable and safe car choice here. The Libertys are all-wheel drive sedans and wagons which aids safety on wet roads rather than giving them any off-road ability (for that, look at the Subaru Outback).2006 LIBERTY 2.5i SEDANCost: $11,500 with 75,000kmEngine: 121kW/226Nm 2.5-litre autoFuel economy: 9.5 L/100kmSafety features: ABS brakes, 6 airbags, traction controlCrash rating: 5-star.

Mitsubishi Lancer VRX Sportback v VW Golf 118TSI Comfortline v Mazda3 SP20 Skyactiv v Ford Focus Titanium hatch v Holden Cruze SRi-V.CAPITALISM is all about choice and no vehicle type offers more choice for buyers than small cars. Australian motorists are blessed with 31 small car models, the largest category on the showroom floor. Little wonder, since the small car appeals to so many buyers on so many levels: It's a great first car, an urban run-around, the modern young family car, a sensible second car and a downsizing option for empty nesters and retirees.In fact, the recently upgraded Mazda3 is actually challenging long-time market leader Commodore for the outright honours in the showroom battle for sales. The classy field of challengers comes from Australia and around the world, including Japan, the US, France, Italy, Germany, South Korea, China, Malaysia, UK, Thailand and the Czech Republic.TEST DRIVERSWe chose five of the seven top-selling small cars for our comparison test and asked a young family and a couple of empty nesters to join us for a suburban drive to find out what they offer.Chris and Trinity Bond, and their children Coen, 6, and Oscar 2.5 live in suburbia where they conduct an insulation business. They are used to bigger cars but acknowledge the economic advantages of a small car and were surprised at the roominess of these vehicles.Bill Griffin, 50, and John Kremastos, 62, are semi-retired builders whose children are now independent. They also see the advantages of a small city run-around and were equally surprised at how many features small cars have these days.From left: Trinity and Chris Bond, John Kremastos and Bill Griffin.VALUEOur field includes high-spec automatics that vary in price by just $2600 from $29,990 for the Holden Cruze SRi-V to $32,590 for the Ford Focus Titanium.Despite being slightly cheaper, the Cruze sedan certainly doesn't suffer from a lack of features with fog lights, rear parking sensors, colour satnav, USB/iPod/MP3 plug and play, 30GB music hard drive, DVD, leather seats, heated front seats, lit vanity mirrors, aux 12V front and back. However, our test car didn't have Bluetooth (it is now standard on the latest models) or rain-sensing wipers which all of the others have.Ford Focus is the only one here with an automatic self-parking system. It also features electric driver's seat, rear parking sensors, Sony sound, dual-zone aircon, partial leather trim, Bluetooth with audio streaming and fog lights.The oldest model in the field is the Mitsubishi Lancer VRX Sportback ($32,490) which is shortly due for a mid-life model  update. Even so, it doesn't suffer from a comparative lack of features with USB connectivity, pollen filter, Bluetooth with audio streaming, front fog lights, rain-sensing wipers, alloy pedals, gear paddle shifters and a rocking Rockford-Fosgate sound system. However, it has a tilt-only adjustable steering wheel while the others also adjust for reach.The newest model is the Mazda3 which is actually the cheapest at $27,990, but ours came with a $3000 optional Luxury Pack featuring Bi-Xenon headlamps, sliding centre armrest console, leather seats, Bose 242-watt amplifier and 10 speakers including subwoofer cleverly tucked inside the space-saver spare wheel in the boot. In standard trim it's still got a lot of kit including fog lights, dual-zone climate aircon with pollen filter and Bluetooth with audio streaming.The Golf is the only model with front and rear fog lights and daytime running lights. It also has dual-zone aircon with a dust and pollen filter, Bluetooth with audio streaming, USB and a chillable glovebox. However, it has no parking sensors, but you can get an optional rear camera and rear sensors. Other options include a parallel parking assistance system, iPod connection and sat nav.The Golf and Mazda have standard keys, while the Lancer has keyless start and the Cruze and Focus have proximity keys that also automatically unlock the car door.All models now come with cruise control, steering wheel controls and auto headlights. In the value stakes, the Focus wins with its high level of spec and the party trick of automatic parallel parking.TECHNOLOGYAll models are petrol-powered, with the Cruze and Golf having turbo engines. Despite these turbocharged models, it's the naturally aspirated Lancer and Focus that win the power stakes on paper, sharing 125kW thanks to their bigger displacement engines.The Golf has 118kW, hence its model name 118, and the Cruze has the lowest power at 103kW. But power figures don't really mean much in real-world situations and the turbo models are certainly the liveliest of the crop, albeit with a little turbo lag off idle.The idea of turbocharging in small cars is not just about power, anyway. It's also about economy with these models having lower capacity engines that sip fuel in a miserly fashion. In the Golf that's 6.2 litres per 100km and 6.9L/100km in the Cruze.The just-released Mazda3 comes with the new fuel-efficient Skyactiv engine and transmission that equal the economy of the Golf. It is also the only model with stop-start technology that switches off the engine while stationary and starts again when you take your foot off the brake.The Lancer is the loser here with 8.9L/100km and no hint of any changes that promise improvements in the November model update.If music, connectivity and Bluetooth are important techno features, most models have a choice of systems. The easiest to use is Bluetooth with audio streaming. However, the Cruze offered the most entertainment options with DVD and a hard drive that the others don't have.Transmissions are six-speed autos with the Golf adding a seventh ratio and the Lancer using a continuously variable transmission.On the low-tech side of things, wheels on our test cars are a mix of 16-inch alloys (Mazda and VW), 17-inch (Cruze) and 18-inch (Lancer and Focus). All feature space-saver spare wheels restricted to 80km/h.DESIGNNew usually means better, but the Lancer's modern design has stood the test of time against the more modern models.Meanwhile, our testers thought the Golf looked "bland" and "plain" in this field.Winner here is the masculine-looking Focus with its menacing grille grimace with Bond declaring "I'm a Holden man but I like the look of the Focus", while his wife prefers the female curves and cute smiley "face" of the Mazda3.The Australian-made Cruze is the only sedan in the crew and comes with a lot of "Holdenised" bits of chrome and detailing. Griffin praises it for looking like a small-scale Commodore. It also has the neatest rear end with a discreet tailpipe.Inside, the Golf loses out again for appearing austere by comparison with the three newcomers, while the Focus is the other extreme, attracting comments that it looked too fussy and like "being trapped inside a 1980s ghetto blaster".The Mazda3 cabin draws some praise, but the wrap-around cockpit styling is criticised as "claustrophobic" and the forward display with colour satnav shines in the windscreen at night and is a distraction.Mitsubishi will have to address the expanse of hard plastic on the dashboard when it updates the Lancer, although the styling is simple, modern and functional.The Cruze is the winner inside with a combination of modern styling enhanced by tasteful touches of chrome, but traditional controls that are easy to understand and use.All have 60/40 rear split seats and fair legroom for small cars.In the back, all cargo areas are well carpeted with flat floors. The Focus boot seems the smallest, while the Cruze cargo area is very deep and despite not being a hatchback, it fits a ladder with ease.SAFETYEvery car in our comparison test - like many of the vehicles in this category - comes with a full five-star ANCAP safety rating making them a truly family car.They have six airbags while the Golf and Lancer add a knee airbag for the driver.They also feature stability control which works best in the Golf and was found to be a little over-reactive in the Lancer during a brief, but heavy downpour.DRIVINGSmall cars are built for the city streets and occasional highway run, so that's how we tested these vehicles.The benchmark in driving dynamics has long been the Golf which is a former Carsguide's Car of the Year.It has road-handling poise, a fast-acting transmission, a lively engine, sharp brakes ("severe" says Kremastos) and a natural steering feel.Our testers unanimously criticise the turbo lag from idle. Kremastos and Chris Bond claim it would "drive them nuts", however Griffin says you can drive around the problem.Once under way, the Golf is a spirited and rewarding drive.The Focus launched recently to rave reviews that hinted it might knock off the Golf for dynamics.However, our testers are not as impressed. They criticise the rough and indecisive transmission while Mrs Bond doesn't like the zigzag patterned gate of the selector.Her husband says handling is good, but "power is average and it's not super responsive," comments reflected by the others."Size is good for me," Bond says. "It's quite comfortable, but I wouldn't like to be sitting behind me."Griffin says that by comparison the Mazda3 is "more refined, quieter and smoother than the Focus"."The gearbox and motor feel better matched with no over-revving like you are flogging it." He also likes the ergonomics.Bond thinks there are "too many confusing buttons on the steering wheel" and says the car is "not as responsive as I'd like." His wife agrees and says the brakes are also "unresponsive".Kremastos says that except for the slight turbo lag, he is more than a little surprised at how nippy the car is around town, even though it has a 1.4-litre engine which is 400cc less than his Honda Goldwing motorcycle.The Cruze also attracts praise as "sprightly", although the bonnet rises and falls on acceleration and braking.It's steering also cops criticism as light and vague, while several drivers commented on the rough gear changes.Mrs Bond says the seats are quite comfortable and her husband likes the cabin."Looks can be deceiving. I'm a big fella and it was quite comfortable," he says. Griffin doesn't like the lack of a left-foot rest.The Lancer attracted neither good nor bad comments on its driving dynamics. It seems a handy utilitarian machine that delivers the goods in a no-fuss, unspectacular manner. The only criticism came from Griffin who said it got "a bit unsteady in the wet".Bond is unimpressed with the rally styling of the pedals and flappy paddle shifters on the steering wheel which he says is "a novelty I don't think I'd use".VERDICTIt's horses for courses here and we found a mix of preferences from our testers. If it's a driver's car you want, the Golf wins, but it loses points for tired design, lack of features and an austere interior.Lancer is praised as a no-nonsense car, but again feeling the signs of age in its features and interior design. The new model may be make amends.Focus draws extreme comments. It is praised for its exterior design, but criticised for its interior, while the driving dynamics fall slightly behind the Mazda and Golf.Griffin sums up the Mazda as the "best all-rounder". It performs all functions well without being a standout in any particular area.But the winner by three votes to one in our test team is the handsome Aussie-built Cruze.Mitsubishi Lancer VRX SportbackPrice: $32,490Options: pearlescent paint $450Engine: 2.4L, 4-cylinder, 125kW/226NmTransmission: CVTEconomy: 8.9L/100kmCO2: 213g/km, 6/10 greenhouse ratingSafety: 7 airbags, 5-star ANCAPWarranty: 10 years/160,000km (powertrain), 5 years/100,000km (car and roadside assist)Service: 15,000km/12 mthsVW Golf Comfortline 118TSIPrice: $31,990Options: metallic paint $500Engine: 1.4L, 4-cylinder twin turbo, 118kW/240NmTransmission: 7 speed DSGEconomy: 6.2L/100kmCO2: 144g/km, 7.5/10 greenhouse ratingSafety: 7 airbags, 5-star ANCAPWarranty: 3 years/unlimited km, VW Assist.Service: 15,000km/12 mthsMazda3 SP20 SkyactivPrice: $27,990Options fitted: Luxury Pack (Bi-Xenon headlamps, sliding centre armrest console, leather seat trim, premium Bose 242 watt amplifier and 10 speakers including subwoofer - $3000)Engine: 2L, 4-cylinder, 113kW/194NmTransmission: 6-speed autoEconomy: 6.1/6.2L/100kmCO2: 145g/kmSafety: 6 airbags, 5-star ANCAPWarranty: 3 years/unlimited kmService: 10,000km/6 mthsFord Focus Titanium hatchPrice: $32,590Engine: 2L, 4-cylinder, 125kW/202NmTransmission: 6-speed Powershift DSG,Economy: 6.6L/100kmCO2: 154g/km, 7.5/10 greenhouse ratingSafety: 6 airbags, 5-star ANCAPWarranty: 3 years/100,000kmService: 15,000km/12 mthsHolden Cruze SRi-VPrice: $29,990Options: prestige paint $500Engine: 1.4L, 4-cylinder, turbo, 103kW/200NmTransmission: 6-speed auto, Active SelectEconomy: 6.9L/100kmCO2: 164g/km, 7/10 greenhouse ratingSafety: 6 airbags, 5-star ANCAPWarranty: 3 years/100,000kmService: 15,000km/12 mths

KIA'S curiously cubed small car may have Soul, but now it also has some guts.The Korean company has shoehorned a frisky two-litre petrol engine into the Soul, given the range new six-speed transmissions, added a few cosmetic touches and is now hunting for more mature customers.Kia Motors Australia boss Tony Barlow says the funky car has won some hearts among older buyers who appreciate its high hip height for easy access, good visibility and ease of parking.Soul sales are up 22.9 per cent this year to 386, however, it is languishing near the bottom of the light car category, one of the most competitive segments."Around the world it's a big seller, especially in the USA,"  Barlow says. We are looking at ways to appeal to older drivers to improve sales."VALUEThe base model 1.6-litre six-speed manual model remains $21,490 despite going to a sixth speed and adding vehicle stability management and hill assist control. The automatic adds $2200. The top-of-the-range Soul+ diesel manual is $27,990 up $800 while the auto adds $2000. It also now gets 18-inch alloys and a luggage cover.The two-litre petrol model comes with the same level of specification as the diesel and costs $26,990 with the standard six-speed auto. The only real competitor is the equally well-specced Toyota Rukus which starts at $27,490, but doesn't feature a diesel variant. It's also a bigger car and comes with a more powerful 2.4-litre petrol engine.TECHNOLOGYKia has made no changes to the mechanical underpinnings, only the addition of the new "NU" generation two-litre engine with 122kW and 200Nm of torque. The base 1.6-litre petrol engine gets a minor power and torque improvement to 96kW and 157Nm while the diesel retains 94kW and 260Nm.The five-speed manual has been replaced with a six-speed box in the base and diesel models, while they all get a six-speed auto, up from the previous four-speed shifter.Fuel economy has marginally decreased in the petrol auto by 0.3 litre per 100km to 7.3L/100km, while the diesel figures remain unchanged at 5.2L/100km (manual) and 5.9L/100km (auto). The two-litre model returns respectable figures of 7.5L/100km.Inside, they still get a good suite of technology including Bluetooth, cruise control, iPod and MP3 connectivity. From a low-tech standpoint, the Soul now features reach-adjustable steering that makes it easier for drivers of any size to find a comfortable position.DESIGNStyling remains a "love-it-or-hate-it" proposition. Until Nissan decides to bring in the Cube, Its only style comparison is the Rukus. It's hard to make a brick look good, but the influence of chief designer Peter Schreyer is apparent in the new grille, headlights, taillights and snarly face.It's 15mm longer in the nose, 12mm wider in the rear track, but otherwise has the same dimensions. The interior has also been tidied up and Kia has paid attention to damping noise, vibration and harshness for a more subtle and comfortable ride. Thankfully, they have removed the gimmicky disco lights from around the speakers.SAFETYIt already comes with a five-star ANCAP safety rating and is unlikely to be re-tested as the structure is unchanged. It has six airbags, including full-length side curtain airbags, and crash-preventative driver aids. It's a shame it still comes with a space-saver spare, but there is room for a full-size wheel under the cargo floor.DRIVINGIt's difficult enough negotiating the chaotic left-hand-drive traffic of South Korea in a LHD car, so spare a thought for our west-to-east and back again crossing of the Korean peninsula in right-hand-drive Australian-spec models.Thankfully, the quiet cabin, comfortable ride and no-fuss controls made the job a lot easier. The greatest advantage of a squarish car is that the windows are as far as the car's body goes in every direction except forward. That makes judging its girth a lot easier in tight lane-changing traffic.Performing radical u-turns across several lanes of rush-hour traffic is also a doddle with a tight turning circle. But most of our drive was outon the smooth country highways where the only noise was from the music played through convenient Bluetooth audio-streaming.There is little road or wind noise, which is a surprise given its non-aerodynamic shape, and the two-litre engine only intrudes under heavy acceleration with a pleasant thrumming.It's no race car, but the new petrol engine provides plenty of oomph for passing, hills and sudden lurching into gaps in the traffic. It is perfectly mated to the new fast-changing and almost seamless six-speed auto. Ask for speed and it's there without fuss.Despite pushing fairly hard on occasions, it returned fuel economy figures of 7.9L/100km. The cabin is a pleasant place to be with a commanding view of the road and oodles of legroom in the back, even with a lanky driver up front. Vision is good everywhere except the rear three-quarters, but the big mirrors fill in with plenty of rear coverage.VERDICTSome say it's funky, some say it's quirky, but it's certainly practical and versatile. Now the Soul comes with a bit more power, it should appeal to a broader range of drivers.KIA SOULOn sale: NowPrices: $21,490 (Soul 1.6L man + $2200 for auto); $26,990 (Soul+ 2.0); $27,990 (diesel + $2000 for auto)Warranty: 5yr/unlimited kmService: 15,000kmEngines: 1.6L 4-cylinder petrol, 95kW/157Nm; 2L 4-cylinder petrol, 122kW/200Nm; 1.6L 4-cylinder diesel 94kW/260NmTransmissions: 6-speed manual and auto (2.0 auto only)Economy: 6.5L/100km (1.6L man), 7.3 (1.6 auto), 7.5 (2L), 5.2 (diesel man), 5.9 (diesel auto)CO2: 156g/km (1.6 man), 170 (1.6 auto), 179 (2L), 137 (diesel man), 155 (diesel auto)Dimensions: 4120mm (L), 1785mm (W), 1610mm (H), 2550mm (WB)

We've just had a dose of PCP, and we're hooked. No, not the drug known as angel dust, but an equally addictive and street-lethal prospect: the Volvo C30 Polestar Concept Prototype (PCP).You don't often get to fling a one-off motor show concept around a track. And of you're going to do it, who better to do it with than a World Touring Car Championship driver.So we've just done a few track laps with Robert Dahlgren around the Swedish brand's tight 2km test track in Gothenburg. And even by the time you read this, we'll still be grinning.It's a blue streak on steroids, with the hot turbocharged 2.5-litre engine used by the blistering Ford Focus RS - upped by Volvo's racing partner Polestar to deliver 300kW of power and 510Nm of torque to all wheels via a tweaked race-spec six-speed manual.Polestar was given free reign to draw on their experience in developing successful Volvo touring car championship vehicles - but in the PCP's case without being hampered by the restrictions of race regulation specs.In Dahlgren's hands, on a track he knows intimately, it's an expertly-guided missile - swift, deadly and unerringly on-target.And even under the control of our amateur mitts and boots, the car is good enough to get around the laps with a respectable amount of aggressive accuracy.That's helped by razor-response steering, the prodigious grip of a race-spec Haldex all-wheel drive system, Ohlins racing suspension that gives the car remarkable composure even at ridiculous cornering speeds -- and massive Brembo braking ability when you need to call on itIt's fast enough off the line, but slamming the pedal wakes up the turbo and the C30 almost instantly teleports forward. Polestar claims a 0-100km/h time of 4.6 seconds, and we believe it.Under acceleration, the visceral growl from the straight-though exhaust is beyond anything you'd ever expect from Volvo.  It would be stealthy fun to idle up beside any Aussie street hoon's side - and then leave them blistered in the aural afterburn.And the styling would get an aftermarket fan fluttering, with an aggressive bodykit, black 19-in alloys, plus an interior with Polestar blue dials and acres of dark sueded finish stretched over the Recaro seats and steering wheel. And dashboard. And centre console.The concept car is worth more than $200,000, but Volvo says it won't ever be put into production. So - just like the street drug - you're not allowed to have it.

ATTRACTION often leads to seduction, and that's what Citroen is hoping its new C4 will do to buyers in the tough small car market. The latest C4, core model of the French brand, has retained much of its aero-efficient, domed look, but is slightly longer, wider and taller than before.It will initially be available in a choice of two petrol and a diesel engines, two transmissions and in three trim levels: Attraction, Seduction and Exclusive. All engines are four-pot 1.6-litres, but there's a world of difference between them.As attractive and seductive as the sexy five-door hatchback might be, this one has bucked the Citroen trend to be quirky. It's one of the more conventional cars from the innovative maker. Even the fixed-hub steering is gone in favour of a regular wheel which saves 3.0kg. And prices, which now start from $22,990, have been trimmed by up to $4000 to add to the appeal.Things start with the Attraction, which has an 88kW/160Nm petrol engine paired to a four-speed automatic.It's hi-spec for a base model, and includes ABS, EBA, ESP, traction control, six airbags, aircon, cruise control with speed limiter and remote central locking.It's one of the most affordable small autos on the market, and one of the most stylish.The Seduction, which adds foglights with cornering function, tinted glass, Bluetooth and some leather trim, can be had with the same motor, or a 115kW/240Nm turbo version or an 82kW/270Nm diesel in manual or auto. And soon also with a 'micro-hybrid' e-HDi engine and six-speed EGS electro-robotic shift.The Exclusive uses turbo-petrol, HDi or e-HDi power and six-speed manual, four-speed auto or EGS. Citroens have always been known for their comfort and all C4s get very good, supportive seats, dual-zone aircon, a comprehensive trip computer and steering wheel controls for the iPod-compatible audio and cruise control.The Exclusive has Volvo-style blind spot monitoring to warn of traffic from behind, folding mirrors with LED lights, auto-on wipers, front seats with a massaging function, climate control and customised dashboard lighting.There's a Picasso rechargeable torch in the boot which can expand from 380 to 1183litres by folding the back seats flat. Biggest boot in its class, they say. And the car runs on Michelin energy saving tyres.The petrol engines are the same BMW-designed units as used in some Peugeots, Fords and Minis and the diesel is well-proven.The oil-burner with the $1000 extra micro-hybrid drivetrain includes a stop-and-start system with regenerative braking which saves up to 15per cent fuel in city driving and helps the car achieve an open road cruising figure of 3.8litres/100km and 4.2litres/100km on average.All engines are Euro 5 compliant and the EGS transmission has an auto setting said to give better economy than a manual gearbox.We sampled an 88kW Seduction petrol manual and diesel on a squirt through one some of twisty tarmac terrain in NSW and liked the C4's road manners.Its suspension is a bit softer than the original model but it hangs on with typical panache, brakes well and its electro-assisted steering was great.Although 88kW isn't much these days, the totally revised powertain gave the car more than adequate performance  and a combined fuel figure of 6.9litres/100km.  Liked the petrol but we'd happily stump up the $2000 extra for the diesel. Sacre bleu, such torque!Attraction petrol four-speed automatic starts the range at $22,990 with Exclusive e-HDi six-speed EGS  topping it out at $32,990The C4 has the maximum five star safety rating by Euro NCAP. A sporty DS4 version of the C4 will arrive in Oz in early 2012 and a DS5 is expected mid-year. A C4 Aircross AWD SUV is due before Christmas. Every car in the Citroen range gets pared prices, better trim and equipment for 2012.

If this is the future of electric cars, we'd have one. And it is. But we can't. Or at least, not in the exact form of the Volvo C30 Electric we've just tested.This is part of a fleet of 50 prototypes that will increase to 250 by the end of next year for evaluation around the world. Only two will come to Australia, and neither of them is likely to end up at Chez Carsguide, with the Swedish company targeting business and government fleet leases.But the car won't ever go into full-scale production, which is a pity because it seems to offer everything you could want as a green drive. The good news is that the evaluation program will feel into an electric version of the new V40 model - based on an extended C30 platform -- that is going to replace the aging S40 and V50.And by what we can judge from the camouflaged spy shots of that car, it could be just as good a plug-in prospect as the C30.VALUEIt's almost impossible to talk about value with a car that's not for sale. But it's worth considering where the V40 Electric might be positioned. The initial prices for new technology are high, but manufacturers know early adopters will often wear the extra slug.Prices will come down by the time the Volvo hits the market, but you could still expect to pay at least $50,000 in today's terms. The Mitsubishi i-Miev plug-in is $10,000 more, smaller and not pretty. The Nissan LeafTECHNOLOGYCharge is stored in a 24kW bank of lithium-ion batteries that power a 82kW/220Nm electric motor. With the 200Nm of torque being fully-delivered right from the start, Volvo says the C30E does a 0-100km/h time of 10.5 seconds.It gets to a top speed of 130km/h, with range limited to 120-150km, and a full recharge taking 7.5 hours from a household socket. Zero fuel means zero emissions, except perhaps a whiff of non-harmful exhaust from the bioethanol system that looks after the heating system - reserving the battery power for driving unless manually switched over.SAFETYThe cars will have all the Volvo safety features, with active and passive safety systems, crash avoidance technology, pre-crash warnings and post-crash protection. But there's long been concern about what happens in a crash if you've got a massive lump - or two - of battery loose in the car. So Volvo has also been working to make sure it stays where it's supposed to.Body structures are being strengthened, the pack is positioned so it won't collide with the fuel tank, and a venting system released battery gases outside the car, not into the cabin.DESIGNThe C30 end of the Volvo line-up is the logical place to start for electrification, because it's the lightest car they have. The bonus is that the fast rear line of the hatchback looks up-to-date and stylish, and that will fit better with those who want a plug-in that looks modern without resembling a space pod or attention-seeking supercar.Apart from the socket for the charging cable, from the outside it looks just like any other C30 -- until you lift the bonnet and see an electric motor instead of an engine. The two battery packs are mounted down the centre and in the (former) fuel tank area under the rear, keeping the 280kg battery weight centred, low and trailing - which avoids a weighty nose that would undermine handling.A simple, clear graphic in the instrument cluster shows the battery state and drain rate - without the need for complicated animations and little growing trees favoured in other green cars. There is a teeth-grittingly cutesy touch with a turtle icon that lights up when engine power is reduced, but apart from that it's all admirably sensible.The test car was accented with gunmetal green exterior touches to signify its role in the electric team. The signature livery was echoed in the cabin with bezels and the translucent tone of the shifter - itself a tiny streamlined sculpture that (like the Volvo floating centre console) looks like it might have been swiped from Bang and Olufsen.DRIVINGWith all the torque on tap right from the start, the C30E is snappy off the line, and keeps it coming constantly for most of the acceleration, tailing off only as you get into highway speeds. Lifting off the accelerator gives a noticeable effect of 'engine braking' but in this case it's the system harvesting energy to recharge the battery pack. The shifter lets you select a 'sailing' mode that disconnects the motor and allows the car to coast, but you can really only bring this into play at highway speeds.The positioning of the battery packs keeps the weight low, central and towards the rear, and that comes into play in the cornering. The car feels balanced and reasonably agile. You can hear the electric motor, and while it probably won't appeal to fans of the big-displacement soundtracks, there's a certain exhilaration in the rising sci-fi whine. It's definitely futuristic and prospectively fun. Beam us up, Scotty.VERDICTIt's practical, doesn't look boring - or dorky - and isn't a boring drive. If all that applies when the V40 version comes onto the market, with the right price this will be a winner.Volvo C30 ElectricPrice: NADrivetrain:  82kW/220Nm electric motor, 24kW lithium-ion battery packTransmission:  CVT, FWDBody: 4-door, seats 5Safety: five-star (est): 6 airbags, ABS, EBD, BA and moreThirst: 0L/100km; 0g/km CO2Range: 120-150kmRecharge: 7.5 hours (!0 amp)"We'd like it. We can't have it"

Funny buggers, us Strayans. Love to go on about what larrikin individualists we are, then we all run out and buy Mazda3s. Try going five minutes in a big city without seeing one. You can't.Which is just one reason why Citroen's second generation C4 is a tough sell: A point of difference in this most generic of segments should be welcome, but we seem not that keen on difference especially when different doesn't necessarily means better.This equation is exceptional on the face of it, less so on closer examination with $22,990 to get into the entry C4 Attraction.This buys either a five-speed manual or four-speed auto to drive an atmo 1.6-litre petrol engine. Pretty basic jigger - rear seat passengers have to wind up their windows and even in top spec there's no rear air-con vents.From $26,990 the Seduction (yes, I'm afraid so ...) adds the choice of a BMW/PSA sourced-1.6 turbo petrol or one of two diesels, and items like foglights with cornering  functions, cruise control with memory and Bluetooth. The diesel gets the robotised manual EGS transmission with stop/start.The Exclusive level brings blind spot warning, folding mirrors and auto wipers and lights.The tech highlight is the e-HDI "micro-hybrid" engine, which stores electricity and sends it back into the engine. Teamed with a new gen' stop/start system, driven via the EGS and running Michelin Energy Saver tyres, Citroen claim emissions of 109g/km Co2 and fuel use better than 4L/100km.Love to tell you how it goes, but only manuals (which almost no-one will buy) were available to test this week. In addition to that old world 4-speed auto in the stripper, all models persist with torsion beam rear suspension.Where the previous C4 was, and remains, one of the least generic five doors on the road (one which made many think about the double chevron brand for the first time), its successor is going to be altogether harder to find in a carpark - even with $1000 "Rouge Babylon" paint. Vive la indifference, you'd have to say.You get the distinct feeling Citroen's keeping its design powder dry for the next year's model rollout, featuring the coupe-like DS4, DS5 and the C4 Aircross compact SUV. On paper, at least, these have the flair we'd hoped for here.Though 380L cargo space is class-leading, passenger space is not, considerably less than a Golf or  yes - a Mazda3. Up front, though, the top spec Exclusive is a bit of a treat; a driver-oriented cockpit with intuitive and readily manipulated controls, including the cruise on a wheel that no longer revolves around a fixed hub. You can fiddle with the dash display's light colouring and intensity.Blind spot warning system comes on the Exclusive, which is a stand out in class. Rear side airbags are optional on the Attraction, which is pretty ordinary. The C4 rates five stars in European crash testing.You won't get anywhere fast in the Exclusive HDi, but you will get a long way. An introductory drive that was alternatively vigourous then traffic bound saw us use little more than 6L/100km. At highway cruising speed, we'd have made Melbourne from Sydney on what was left.Indeed, cruising is the HDi's remit; a soft sprung, rolly, (very) tall-geared device that's noisier at freeway speed than you'd like, though that's mainly from the wind. The diesel itself is not only fairly refined, but a doughty, capable unit that we're keen to see teamed with the self-shifter. Meanwhile, here's another French conversion to right-hand-drive that sets the clutch pedal maddeningly irritatingly high.It's in the driving that the C4 succeeds in standing apart. You can carp at its lack of "sporty" dynamics, but - like the bigger, luxuriantly riding C5 range - that's not what it's here for.A point of difference among the inevitable choices, we'll need to see how it rolls with an auto for a market relevant conclusion.