Hatchback Reviews

The Mazda 3 has been the quiet achiever of the Australian private car fleet. It’s driven in the Holden Commodore’s wheel ruts as Australia’s favourite car for the past seven years.

It's hard to believe but the current Mazda 2 has been around since 2007 with a minor upgrade in between.PRICEThe kick-off point is the Neo manual hatch at $15,790, plus $1650 for the four-speed auto. We got hold of the little auto for a spin and can understand why it's a leading light in the tiddler class. This is despite being off the pace with a four-speed auto, no Bluetooth phone or audio streaming, drum rear brakes, no wheel controls, no lumbar support adjustment, no steering wheel reach adjustment and a temporary spare. It's a fair old missing list especially when compared with its competition.DRIVINGBut the little Mazda more than makes up for it in the way it drives, feels and looks, plus the salient point that it's a Japanese manufactured vehicle having reverted to this from earlier Thailand production. In short, it's a great little car to drive, perky, nippy, economical, with plenty of zip even with the four speed auto, it's all you need. The handling is sporty, helped recently by the adoption of 15-inch wheels and minor suspension and brake tweaks.ENGINEThere's an economical 1.5-litre twin cam petrol engine driving the front wheels that's good for a hearty 76kW/136Nm output while consuming around 6.5-litres/100km of 91 RON petrol. It scores an EU4 emissions rating.SAFETYIn higher spec' models, Mazda2 gets a five star rating but Neo buyers will have to pay an extra $450 for front side and curtain airbags to get five star crash protection. Even so, it scores stability control and other safety related kit to help avoid a crash or protect you in one.PRACTICALITIESAs a city car the Mazda2 shines because it's easy to park and has a tight turning circle along with easy to see peripherals. The small boot is a useable shape expandable with split folding rear seats. Though nothing flash, the audio system is acceptable and has an AUX input to hook up your music system. The single CD player is laughable in this day and age. And of course we took it on the freeway where, once again, the essentials are right up to speed (no cringe value at all) with adequate kick to the speed limit and plenty in reserve for overtaking as long as you don't mind letting the engine rev its head off.VERDICTCheeky looks, affordable, unquestioned Mazda reliability, economical and practical...Mazda2 Neo makes a convincing  argument.MAZDA2 NEOPrice: from $15,790Engine: 1.5-litre four-cylinder, 76kW/136NmTransmission: four-speed autoEconomy: 6.5-litres/100km

EXPECT the unexpected from Citroen today and you’ll be disappointed. Expect a new-wave family hatch with sensible design, startling economy and a leap forward in quality and you’ve just met the next C4.Since the 1930s, a bent towards weird automobile design and left-of-centre mechanical experiments made the world know the name Citroen. But in the 1980s, innovation and absinthe-induced engineering were ejected in favour of making a buck. And time has stood still for Citroen ever since.Now there’s a new C4 - Citroen’s bread and butter compact family hatch - which replaces the old C4 that was renown for the innovative fixed steering wheel hub. Nothing else - just the hub.I’ve been driving in France the new C4 that gets here late next month. To be honest, I was expecting a bit more than a fixed steering wheel hub. But I didn’t even get that.This is the very, very important model car that aims to assure the company will make a buck. It’s up against some heavy hitters - the Volkswagen Golf is obvious - but as an affordable European, the C4 may take a bigger bite than its rivals expect. And that’s unxpected.Don’t expect a big change in the price but expect more features. The C4 Confort (Comfort) is the entry-level version tested here, fitted with a 1.6-litre turbo-diesel and a six-speed manual gearbox. Technically, it’s a simple car and I hope that’s reflected in ownership costs. Even the base model has upmarket seats, full-size spare tyre, dual-zone airconditioning, trip computer and steering wheel controls for the iPod-compatible audio and cruise control. And on that note, the audio controls are integrated into the wheel - not attached like an after thought on a box on the steering column.Think a more rounded version of the Golf and you’d be on the money. The C4 is only 50mm longer and 20mm wider than before yet cabin space feels bigger. The shape has also given it the biggest boot space in its class - 408 litres with the seats up - yet it retains a full size spare beneath the cargo floor. Why can’t other carmakers do this?It is definitely more conservative in design than its predecessor but won’t date as quick. Cabin design is almost spot on, highlighted by the attractive soft-feel dashboard. Big gauges combine a perimeter speedo encircling a digital speed readout in the centre and a conventional tacho to one side. The centre console stack is busy with switches and requires familiarity.The base model skips a sat-nav monitor and has a small digital readout for the trip meter. Upmarket models will get a different console with a big screen. Cabin room is bigger but most noticeably in rear seat room, offering Golf-size leg and headroom. All seating finds the balance between firmness for long distance driving and absorbance to cushion the body against French cobble streets.Citroen will offer Australians eight versions of the car with three engines, two petrol of 88 and 115 kW, and one diesel, the 82 kW turbo-diesel. The diesel will have a choice of two gearboxes, a six speed manual and a six speed EGS robo manual. The petrol C4 will start in the low 20s and the diesel in the mid 20s, which means lower than the outgoing car's pre-run out pricing and with better equipment. All the diesels will be e-HDi cars with the micro hybrid stop start system.Citroen has kept the car simple but introduced some fuel-saving techniques. The car is more aerodynamic than before and gets standard Michelin “energy saver’‘ tyres, gearshift indicator light (manual gearbox models) and a lower weight thanks to laser welding and lightweight materials. The green aspect is also reflected by 15 per cent of the car’s components being made of materials from sustainable sources. The engine is as simple as Simon. It’s also as common as belly buttons, shared with the Mini Cooper diesel, some small Ford cars (Fiesta included) and BMW. It’s a little ripper that is so easy on the fuel yet with gobs of low-end torque. It’s also really quiet.The C4 has recently won the maximum five star safety rating by Euro NCAP, including a score of 97 per cent in the “safety assist’’ category. It’s claimed to be the highest score for any vehicle of its type. Standard features include six airbags, ESC, emergency brake assist and hill-start assist. The test car had cornering lights which may become standard here.Is this a Citroen? It all seems so conventional that I had to pinch myself. Drive this and it’s more like a soft Golf - the tautness has been taken out by more absorbent dampers and springs but the body remains rigid. That makes this a compliant - and for a small-bore diesel, remarkably quiet - city car and for once, dips its brow to its automotive ancestors.The steering is electric but it’s a decent job that is perfect for city and suburbs and didn’t cause drama on the 130km/h autoroutes south of Paris. But all this comfort has to pinch a nerve. This time, it’s handling. The C4 - at least in this base-model guise - is a bit wallowy through the corners and taking things a bit quick will induce eyebrow-raising understeer.The C4  uses a diesel engine that’s also flogged off to other car makers - and there’s a reason why they want it. The oiler is smooth, easy to use because of its strong torque and has superb fuel economy. I ran this through France, from idling it through cities to running with the autoroute pack at 130km/h and averaged 4.8 litres/100km. That’s a range of about 1250km!The controls are easy to use - and I bet that’s the first time you’ve read that in a Citroen test - and well placed, while the driving position can be adjusted to fit pretty much any human shape.

It's a better looking car that's for sure. But it will be buyers who decide whether Holden's new Barina cuts the mustard in this increasingly important section of the market. Although sourced from Korea like its predecessor, it's an entirely new car with no lingering links to the Daewoo franchise. The Cruze which is

When it comes to liking Volkswagen's Polo TSI, Carsguide takes a backseat to no-one. That's not just because most of us are quite tall and the Polo isn't, but because it's our reigning Car of The Year.If you've $20K to drop on a light car, let it fall here, we say. But what of Skoda's Fabia? This is a slightly cheaper, arguably groovier Polo that (unlike the South Africa assembled VW) is built, if not in Germany, then in a country bordering the Federal Republic.VALUEThe new entrant of the Czech make kicks off at $18,990 for the entry level TSI with five speed manual and standard kit including 15-in steel wheels, fog lights, Bluetooth and cruise. Another $3K gets Monte Carlo spec with cool black accents, contrasting roof colours, 16-inch alloys, bling trim and fully sick stitching.Once you flirt with the options list, you're probably better off having done with it and going the full Monte. Although it's a markedly bigger car within, going upper spec makes it almost two grand dearer than the Polo TSI manual. VW's entry level Golf with the same engine is but $1K more.Add the usual impost of some $2500 for automated manual DSG when it arrives in about March along with the broader Fabia range (including wagon and rapid RS variants), and you appreciate the Fabia is in a tough spot.And though new here, there's also the little matter of this second generation Fabia being four years old and due for replacement in another three.TECHNOLOGYThe direct injection turbo petrol four is a diminutive but brilliantly effective 1.2 litres -- and is also carried by the Polo COTY. With five speeds, the Fabia's manual is one cog shy of contemporary, but this mill pulls instantly and firmly in high gears at low speeds.DESIGNYou can sweep past a Polo, as we did on our first drive, and barely notice it. Even in its few sobre shades, no-one's going to say that about the Fabia. This Skoda embodies the Czech's design ingenuity, that reverse Tardis thing of filling a compact shape with exceptional occupant and luggage space.There's some 315 litres of the latter — exceptional for this class — and headroom greater than that of most cars in the next segment up. If the interior plastics are more obviously budget than the equivalent VW, nothing else approaches the Fabia for unity of utility and darn cuteness.SAFETYDespite the full array of active safety measures and six airbags Euro NCAP lists this as a four star crasher  one short of the maximum figure achieved by a growing number of rivals. Exceptionally, however, brakes are discs at both ends and its spare tyre is full-size.DRIVINGLet's say it's to the fore of its class, exceeded only by guess what ... Shoved through a series of tightening uphill bends rated as low as 15km/h, the bigger tyred Monte Carlo sits flat and holds its line with the minimum of front-drive push as it hits the 6100rpm cut out, fine feedback coming from the direct rack and pinion electro mechanical steering. This is a neutral and capable handler that's tolerably fun if not quite engaging.On the freeway it cruises with such refinement that the wind around the mirrors seems unnaturally loud. There's almost always enough in reserve to plunge through that gap in the traffic, if not to overhaul that second car before the dotted lines expire.In, short the Fabia is immensely capable in Monte Carlo guise, barely less so as a plain TSI. Sadly, few will consider it in current form, the labour of having to swap gears for themselves too much for soft cog Australians. Pity, as this is a buttery, sweet shifting example whose tall gearing is masked by the ever present torque.VERDICTIn isolation there could be little argument, but the letter's "V" and "W" loom too large over the small but tall Skoda. We'll revisit when the rest of the range gets here.SKODA FABIA 77TSIPrice: from $18,990Warranty: 3 year/unlimitedResale: N/AService interval: 15,000km/12 monthsSafety: 4 star Euro NCAPEngine: 1.2-litre 4-cyl turbo pertrol; 77kW/177Nm.Body: 5-door, 5 starsWeight: 1120kgTransmission: 6-speed manualThirst: 5.5L/100km; 128g/km Co2

The charge of the light car brigade has picked up pace with Holden's new Barina hatch. It leads the charge with a five-star safety rating, a host of standard features and keen pricing.Holden spokesman John Elsworth says it will change people's perceptions of their light cars. When it arrives in November it will come in one trim level only to make it easier and simpler for Holden, dealers and customers, Elsworth says.The new TM Barina is built in South Korea, but is part of a global GM platform that included Australian design and testing input. The car will be sold under various names such as Chevrolet Aveo in more than 60 countries. A sedan version arrives here early next year.While the Barina Spark will continue to be sold as a bargain basement model, the new Barina hatch is targeting the over-$15,000 light car segment where buyers expect a little bit more. So Holden has thrown a lot of standard features at its one-trim hatch including Bluetooth with audio streaming, cruise control, rear spoiler, USB/iPod connector, follow-me-home lighting, and 15-inch alloy wheels. An obvious omission, though, is parking sensors.The five-speed manual transmission is listed at $15,990 and at launch will sell for $16,990 drive away. The six-speed auto adds $2000 to the price. Marketing manager Emma Pinwill says motorists would have to buy the second or third trim level in other models to match the Barina's feature package."There are more than 30 brands in this segment - it's one of the most competitive in the world - and consumers demand more advanced value-packed products," she says.Holden lead development engineer Adam Shaw says their engineers have injected Holden DNA into the Barina hatch. By that he means the car was tested on our roads and in our weather conditions to calibrate the transmission, ride and handling to suit Australian customer standards for noise and vibration, as well as local standards for fuel economy and emissions.It is powered by a 85kW 1.6-litre petrol engine. While a diesel engine is available in other markets, Holden is adopting a wait-and-see approach. The automatic transmission has Active Select adaptive shift controls, with a wide ratio spread featuring a long first gear for rapid acceleration and a tall top gear for highway cruising with low fuel consumption. Shaw says it has 11 per cent more power than the TK Barina and 7 per cent more torque.Yet fuel economy has improved from 7.2 litres per 100km for the manual TK Barina (7.6 auto) to 6.8 (man) and 7.3 (auto). Likewise, CO2 emissions have been reduced from 171g/km (182 auto) to 162/174. Despite the use of lightweight materials and suspension components, the car uses thicker and heavier glass to reduce noise.Holden designer Richard Ferlazzo says their designer, Ondrej Koromhaz, was sent to South Korea a few years ago to lead the exterior design project for the Barina. "It's a truly global car and we're proud to say that Ondrej is one of our designers," he says. "The objective we gave him was to design a serious small car with a fun spirit."While most of the cars in the light segment are cute, Feralzzo says the Barina is a bit more "masculine and robust", featuring motorcycle inspiration in the headlights and instruments. "Most small cars have a cheap and cheerful happy look," he says. "This has a little bit of a frown and assertiveness. For a small car it's tough and nuggety."The cabin features more than 12 storage spaces in the front passenger compartment, including cubby holes above and beside the centre stack, on top of the dashboard, in the doors and centre console, and a two-part glovebox. It comes in seven exterior colours with metallic paint costing an extra $500.Pinwill says accessories include "lots of bling" such as chrome light surrounds and alloy pedals. "This is a style-conscious market," she says. "It's no secret that this segment is skewed to females, but the sporting orientation gives us the chance to market at males as well."The Barina has scored a maximum five stars in the latest ANCAP safety ratings. Shaw says this is due to the structural integrity of the body and chassis which includes high-strength steel, crumple zones, tubular door beams, a protected fuel tank and reinforced A and B pillars. There are also five seatbelts with pretensioners in the front, six airbags, collapsible pedals and pedestrian protection in the bonnet and bumpers. It also has stability and traction control, plus a suite of braking safety technology.The photos show a wide-legged, muscular hatch, but the wide-angle lens shots accentuate the features. It's not that macho in the flesh/metal. However, it is a tidy design with an aggressive set of "teeth and eyes".Inside, the plastic trim looks a lot softer than it actually is, but it's still good quality with a lot of handy receptacles to store mobile phones, iPods, wallets, coins, etc. The iPod connector plugs are conveniently located in the upper glovebox. Fit and finish is every bit as good as its Japanese and Korean colleagues.However, the levels of wind and road noise are much better. This feels a refined and civilised car to drive in the city and no less harsh on the open road.  It hits potholes without fuss and feels solid and unshaken. The five-speed manual is a slick gearbox with a light clutch that is easy to use in heavy traffic.The auto tends to flare and hunt around a bit too much, especially under acceleration or up hills. Steering is light enough for carpark situations with an assured feeling on the highway. The brake pedal feels firm and the stoppers are responsive even though it has drums on the rear like many of its kinfolk.It may only be a small car, but it feels big inside. The outer limits of the body are difficult to see, so parking sensors would be handy. The front seats have plenty of adjustment and the steering wheel is adjustable for reach and height, so it is easy to get a suitable position for any driver. Rear leg and head room is ok for adults, but boot space is tight. The rear seats fold down and have a 60-40 split for cargo flexibility.

IF strength and durability were the marks of a good small car, then history states that one of the best was the Holden Astra. We bought thousands of them, in fact, in 2005 alone, 34,000 Astras found homes in Australia. It was Holden’s mainstay for years and even if it did start out as a rebadged Nissan Pulsar, it quickly revealed its own identity when Holden invited it into Australia from its European maker, Opel. Holden and Opel are both part of the General Motors conglomerate.The problem was that everyone knew Astra. No-one in Australia knew Opel. Get ready to learn all about Opel because the Astra returns along with sister models the Corsa, which you may remember as the Holden Barina, and the Vectra predecessor, the Insignia.Opel wants a slice of the Australian market to expand its business. Holden wants a European line-up that adds cache to its dominant Korean-made range.The process sounds simple. But Opel has a problem with its identity and Australians may not be willing to pay a premium for another German import, the first being Volkswagen.Opel says pricing, which won’t be known until closer to the mid-2012 launch date, will be "very similar" to the Volkswagen Polo (for the Opel Corsa), Volkswagen Golf (Opel Astra) and Volkswagen Passat (Opel Insignia).Without knowing the price or final specifications, this is a hard call. Buyers in this segment, however, will be wise to wait and see what Opel will dish up — there could be some surprises here and the Astra may come out as a bargain. Quality and performance is on par with the Volkswagen Golf, but Opel doesn’t get overly innovative with technology as Volkswagen. The cars are very well made, comfortable, safe and in German spec as tested, handle extremely well.There has been a more recent upgrade to the Astra’s look since it finished its tour of duty in Australia in 2009. The five-door hatch, which will become the main flagbearer for the Opel name here, is boldly styled with pronounced hips and a strong waistline. It is far more distinctive than the, by comparison, conservative style of the Golf and this facet alone will garner a lot of buyer interest.The cabin is equally as alluring, keeping the onlooker busy with an array of dials and switches and a comprehensive list of standard features. The seats, incidentally, are Europe’s best in any small car and are approved by Germany’s fussy orthopedic association.Astra will come as 1.6 and 2.0-litres diesels and 1.4, 1.6 and 2.0-litre petrols with and without turbochargers. The transmissions are six-speed units in manual and automatic that drive the front wheels. There is electric assistance to the steering and suspension is pretty conservative, with a torsion beam rear end tempered by a Watts link, a system regarded as being somewhat inferior to a multi-link suspension but one that Opel defends by reasons of space efficiency and low-cost manufacture. Opel says, and Holden agrees, that there will be no tweaking of the chassis for Australian conditions. Basically the cars are quite simple and that indicates durability.Like the Golf, the Astra wins with a five-star crash rating. It gets six airbags and all te electronic aids. Final specifications for Australia will be announced closer to the launch date.Overwhelmingly, the Astra feels very solid on the road. The steering weight is just about perfect, earlier Astras were heavy, but actual road feel is on par with rivals. The seats are impressive, form fitting with a soft centre yet firm bolsters and with extendable thigh cushions to give support on long trips. There is an optional FlexRide suspension with three modes. This will come to Australia and a good thing, too, because it really tailors the car to varying roads and driving styles.The engines tested were a 1.7 turbo-diesel with an automatic gearbox and a 1.4 turbo-petrol with a six-speed manual. The diesel is surprisingly quiet and though it seems a bit disinterested in accelerating hard, picks up the pace when the tacho hits 2000rpm. Autobahn touring is so easy in this, cruising at 130km/h in sections with the ability for occupants to talk in whispers.The 1.4 is more responsive, capable of revving faster and giving the illusion that its quicker. It is, but only by one second to 100km/h with a 9.9 second time. The 1.4 was driven through the autumn-painted hills near Frankfurt, so its journey centred on handling. The optional FlexRide allowed the choice of a firmer "Sport’’ ride or "Tour’’, which is the comfort setting, to suit the roads. Handling is very good, yes, on par with Golf, though the Astra felt slightly less inclined to show its understeer.Opel says it is committed to Australia but is yet to reveal details of its new-car warranty or its spread of dealers, so we have to wait for some answers. But the Astra is certainly a classy car. It’s impressive for its quality and ride comfort, cabin room is very good and even the two-level cargo floor, adjustable centre console and alternative storage for personal items shows someone is thinking about the buyer’s needs. It’s definitely worth considering.

It's 1-litre engine is smaller than most touring motorcycles but the Kia Picanto shows the way with performance far beyond its size. Indeed, it will even get better fuel economy that these motorcycles.Drive the Picanto and it feels like most small cars - peppy away from the traffic lights, eager through the gears and ignorant to service station bowsers.But it stretches its abilities to places other small cars dare to tread. Even in transit across part of the south-west of Germany on high-speed autobahns, the 1-litre, three-cylinder petrol Picanto held steady at 160km/h and felt capable of more.Autobahns are not, however, Kia’s favoured ground for the Picanto. Rather, this is a light car that will comfortably and efficiently transport up to four adults across town. It will become a preferred shopping trolley, a cost-effective commuter and even a fun car for the young at heart.The big stumbling block concerns its arrival in Australia - in fact, we may never see it.Kia Australia spokesman Kevin Hepworth says Kia wants it here and is pushing hard.“It’s certainly a car we want to have in Australia,’’ he says. “But no decision has been made yet.’’Kia makes the Picanto in Korea and Slovakia. The small hatchback comes with five or three doors, diesel and petrol engines, manual and automatic transmissions - so the field is ripe to pluck a model or two for Australia.There are three petrol engines - 1.0, 1.2 and 1.4-litres - but Hepworth says Australia is more likely to get the 1.2-litre and 1.4-litre petrol models in manual and automatic.“But I can’t see us taking the diesel,’’ he says of the highly-praised 1.1-litre three-cylinder turbo-diesel that gets a remarkable 3.2 litres/100km and a CO2 output of a mere 85 grams/km.“The diesel is a wonderful concept and is brilliant on fuel but the problem is that Kia may have trouble supplying it to our market. It is in huge demand in Europe and they’re taking every one that’s made. So our chances are very slim.’’We don’t know the price - but I reckon it’s a $13,000 opener and up to about $14,500 for the whole Monty - and the delivery date if it comes (but mid-2012 isn’t impossible). It’s probably well worth waiting for.Okay - so we don’t know the price but if we say $13,500 for one with some decent kit, then it’s up against the Nissan Micra and other light cars. It’s in a whole different arena to the Suzuki Alto - which is more about budget motoring - and the Hyundai i10 on which it’s based but not sold here.For me, the Picanto is really biting at the heels of the Volkswagen Polo. If Volkswagen send out tits new sub-Polo small car, the Up, then that will become its natural rival. That’s a rare statement putting a high-tech German up against a newbie Korean.Features are yet to be specified for us, though the highlights included the iPod integration, Bluetooth, generously proportioned and comfortable seats, good build quality and excellent driving position. I didn’t like the hard plastic trim throughout the cabin.This is one of Kia design boss Peter Schreyer’s handiworks. It has a lot of the new Rio hatch within its lines, though is a tad bolder with the side crease line. The new Kia grille is a shrunken version of that used by other Kia models and looks more like a fascia adornment than a functional intake. The five door I drove had easy access to the rear and space - for short trips - for two adults. The boot is small - no surprises there - through the rear seat can fold forward.Making small engines work across the demands of modern motoring is very difficult. The 1-litre petrol tested here is promoted by Kia as the world’s first three-cylinder car engine with dual-variable valve timing. lt’s a beauty and it’s a pity it’s not on Australia’s shopping list.The 1.2-litre four-cylinder petrol was also driven, this time attached to a four-speed automatic. This works, despite the four cogs, thanks to a strong flow of low-rev torque. Steering is electric-assist and it’s not bad. Certainly it is light at low speeds - so will suit inner-city driving - but it has good stability at high speeds.Kia says that if the Picanto gets down under, it will recieve localy-adapted steering, brake and suspension work in line with the successes the company has had with localised Sportage, Optima and Cerato models.No crash testing data was available but it’s believed the car would have the full suite of safety gear and six airbags if it gets here.This is so easy to pedal, weaving through the manic Frankfurt afternon rush hour with absolute ease. The 1-litre petrol as the optional Eco version that gets stop-start and a dashboard gearshift indicator to maximise fuel efficiency. The steering is really light but the car responds positively and feels well connected with the road.The engine is really eager off the mark and it’s only when you crank it up to start the autobahn test that you realise the pick up in speed is quite leisurely. Far better is the 1.2-litre - even attached to the four speed auto - that spins quickly to 6000rpm before upchanges and sounds rorty and purposeful. Ride comfort was very good but the German roads are a lot smother than the harsh, coarse Australian asphalt.So good was the quietness that I could hold a near-whisper conversation whle cruising at 160km/h. Cabin room for the two front occupants is sufficient, but recognise that this fits in the light-car class and is more compact than the small-car segment.

The price is right for the VW Scirocco, even if the timing is three years late.

Our big cities are going the same way but we still have a big car mindset - it's silly really. We recently drove Toyota's 1.3-litre petrol iQ city car in Germany and were left wondering why it hasn't made it to Oz.VALUEPrice is probably the reason because the 3.0 metre long iQ 1.3 three and a half seater sells for about the equivalent of $16,000 on the road in Europe and Toyota isn't willing to cannibalise Yaris sales here. Pity because the iQ is a terrific little car.TECHNOLOGYThe 1.3 litre engine is a twin cam unit with variable valve timing to generate a handy 72kW/98Nm output and use a mere 5.0-litres/100km. The car we drove had a CVT auto which makes it even better in the city. Naturally, we took it on the autobahn expecting to be run off the road that wasn't the case at all.We were often in the fast lane on unrestricted sections whizzing along at 180kmh, a point at which the speed limiter cuts in. It was a bit weird to be going so fast in something so small but there were no dramas at all, we could have been in a car twice the size given the way it handled and stayed on track. Of course, 180 wasn't fast enough for many other drivers who whistled up behind us and put on the left blinker- code for get out of the way.DRIVINGWe had no preconceptions about it but were immediately impressed by the ride and handling and the zippy feel. You'd expect something this short to buck and pitch all over the place. Not so, it rides like a Corollaand has sharper dynamics thanks to the wheel at each corner design. Though diminutive in dimensions, the iQ is cunningly designed to provide plenty of room for two, three at a pinch thanks to the asymmetrical dash which allows the passenger to sit more forward than the driver.We decided to venture off one of the autobahns into the German countryside where the iQ proved even handier especially when we got lost and had to double back on narrow winding mountain roads. This little Toyota turns virtually in its own length and we even tried it between two closely spaced walls near a farm complex no problem, one three pointer was all it took. We stopped in a terrific country village for a coffee and parked at 90 degrees to the footpath because we could and the spot was right out the front of the cafe. The black forest cake was rich enough to keep us going for a day or two while the small fuel tank in the iQ was enough for it to run possibly 500km.Toyota used many clever tricks to optimise interior space in iQ such as the compact aircon/heater system, flat fuel tank, angled shock absorbers and skinny back seats. You don't feel like you are in a tiny car once you are in it and driving. But the boot is extremely small unless you fold the rear seat. It gets a five star crash rating thanks in part to nine airbags and stability control. The cute little three door comes out of a Japanese factory and has a funky but fairly Spartan interior. Our test drive car featured the latest satnav with traffic broadcasts very handy.The Toyota iQ is an impressive little package which could certainly find a home in Oz. It's much better than the Smart for Two in every measure and though tiny, looks quite purposeful and certainly not laughable.