Hatchback Reviews

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.

A few years ago you might have picked a Kia just for its bargain price. But while the latest Cerato SLi is still not expensive, even if it cost a bit more you might choose it because of the great style, equipment and value proposition.  And there's little that will disappoint about it.Forget about the stodgy attitude of past models. While the Cerato might not yet have the deft dynamics and performance of the class benchmark VW Golf, it's light years away from its predecessors and has streaked through the field to overtake rivals like the Hyundai i30 and Toyota Corolla -- and whittle down the gap to the Ford Focus and Mazda3.We tested the $26,240  top-spec Cerato SLi and there's everything you expect to find at this level - and then quite a bit more, including paddle-shifters on the leather-wrapped steering wheel, alloy sports pedals, 17-in alloys, rear parking sensors, climate-control aircon, good fabric upholstery and a six-speaker audio/Bluetooth/iPod control set-up.The small hatchback sales leader is Mazda3 but the class leader is still 2009 Carsguide Car of the Year, the VW Golf.You can get the Golf 90TSI from $1200 more with a fantastic engine and twin-clutch transmission, five-star safety and better economy, but less style, 15-in wheels - which admittedly don't undermine its great handling - standard manual aircon, space-saver spare and having to pay extra for Bluetooth.The Mazda3 Maxx Sport auto hatch is $2120 above the Kia, with slightly less power and torque, one less gear, 16-in wheels, space-saver spare and bigger thirst on more expensive 95RON petrol, but also with five-star safety and a six-CD audio system.The newcomer in the field is the latest Ford Focus, with the Trend spec auto hatch competitive on price at just $550 more than the Cerato, for which you get more power and torque, better economy, five-star safety, about the same level of goodies but 16-in wheels and space-saver spare.You might be tempted to compare the Cerato to its $350-cheaper Korean cousin, the Hyundai i30 SLX, but while the i30 is also a former Carsguide COTY, it's now been outstripped by the Cerato.And for $750 more, there's the dependable, durable - some might say interminable -- Toyota Corolla in Levin spec. But put them side-by-side, and the quality and style of the Cerato will still win out.Under the direction of Kia's head designer Peter Schreyer, the Cerato has turned out to be a case of just right - there's enough freshness without it being outlandish.The family 'tiger face' fits in well with the angles of the large air dam, while the triangular C-pillar glass, wraparound taillights and finned splitter in the rear bumper add lashings of style at the back.The alloy pedals, oversized speedo and chunky steering wheel lend a sporty air to the SLi's cabin. The dash at first seems an overwhelming array of buttons, knobs and red-lit screens and dials, but it's all fairly intuitive and logical.Bluetooth was a snap to connect - although a little hollow-sounding in conversation - and the optional iPod cable adds the ability to acess your playlists through the steering wheel controls.There's plenty of cargo space, and the split-fold rear seats open the deep boot up into cavernous dimensions.The new Cerato is well-bolstered against mishaps, with six airbags, front seatbelt pretensioners and active headrests, stability and traction controls systems, anti-lock brakes with brake-force distribution to compensate for uneven load weight, brake assist for panic stops. Previous models moved up from three to four ANCAP stars over the years, but the new one hasn't been tested here yet.The Cerato has a 2.0-litre four-cylinder engine that develops 115kW/194Nm, delivering that to the front wheels via a new sequential six-speed auto transmission.That particular engine is quite adequate for the job, but it's been around for while and seems - and sounds - less polished than the rest of the car.The underpinnings are similarly old-school, with a the torsion beam rear suspension, but in this case it's less of a problem as the aging set-up and the steering have been given a deft nip-and-tuck especially for Australia.And that extra effort - coupled with the little car having a bigger wheelbase and wider tracks than the Nissan X-Trail SUV that it replaced in the test slot - gives it surprisingly refined manners.It's fun. There's no doubt about it. A first run through our local set of hilly bends was so satisfying we turned around at the front door and went back for another crack at it.The Cerato feels solid and planted and responds obediently to steering. The firm-ish suspension serves it well - and wouldn't be out of place on a hot hatch -- but it does add a touch of harshness and some drivers might tire of that after a while.But it's not a hot hatch. And that becomes more obvious when you push it. It's willing, but far from being able to deliver effortless spirited performance in the engine department. And the noise if you force it reminds you it's just a well-sorted little runabout.Add in that it's generously equipped, easy to park, economical and good-looking - and there's not a lot to dislike. And engine and a couple of pieces of poorer plastic aside, there's little that doesn't suggest honest quality in the build and finishes.Cover the badge on the steering wheel, and not only would you have no way to connect the Cerato with the Korean cars of previous years, but it might even look at home in a Japanese or (dare we say it) European showroom.It deserves something better under the bonnet. But forget about trying to push the engine up to the sporty promise offered by the handling and steering. Just enjoy the looks, fit-out and fun, coupled with good quality at what - in the balance - still turns out to be a bargain price for the sum of what you get.

THE new Kia Rio is light years ahead of its predecessor of the same name in design, build, specification and appeal. In fact the name badge is the only thing common to both models. Kia Australia's chief operating officer Tony Barlow described the new Rio as a revolution, not an evolution, which would profoundly alter customers' perceptions of Kia and its vehicles. On the evidence presented at the car's media launch and test drives it will do just that.The revolution begins with the look of the entry-level S, higher spec Si and top-of the-range SLi models for which California-based design manager Massimo Frascella said he sought a modern, sporty and dynamic look that stood out from the crowd. On test drives the car certainly drew admiring glances. In addition, the new Rio has a ground-hugging profile that with a longer wheel base is larger than its predecessor and gives more head and leg room and large luggage space.The car comes in a choice of 10 striking colours, but it is its ``green' credentials that stand out. Target CO2 emissions start at 133g/km, which make the new Rio a top-15 contender in the Green Vehicle Guide. In addition, 85 per cent of the car is recyclable. For example, its tyre well liners are made from recycled bumpers.By early next year the new Rio will come in five-door and three-door hatch and four-door sedan configurations. With the price for the entry model S starting at $16,290 and rising to $21,990 for the top-of the range SLi the car will certainly make Kia's rival manufacturers sit up and worry and should put a smile on the faces of Kia dealers when they reach their showrooms.For the driver in the transformed interior there is a clear instrument cluster, precise instrument graphics that are scanned with only a slight dip of the eyes, wide windscreen and fine side and rear visibility. There are also easily reached central toggle-style switches. Standard on all models are Bluetooth, radio CD player with MP3 compatibility plus AUX, iPod and USB connections all controlled from the steering wheel controls.At the heart of the performance are a choice of 1.4 or 1.6 litre Gamma engines matched to either a six-speed manual or six-speed automatic with manumatic shift gate in the S and SLi models, and six-speed manual or four-speed manumatic in the S. The 1.6 has gasoline direct injection (GDi) technology while the 1.4 litre has MPi. Both are smooth, quiet yet eager engines providing oodles of power and acceleration on demand.Nevertheless neither of them is a fuel guzzler. The 1.6 returns figures of 5.6l/100kms for the manual and 6.1l/100kms for the auto, while the 1.4 gives 5.7l/100kms for the manual and 6.3l/100kms for the automatic.The new Rio also scores high marks for safety with a body shell of high-strength steel and boasting a five-star crash integrity rating. The car has a reassuringly solid feel, plus other standard safety features include six airbags, electric stability control, projection headlamps and new front ``cornering'' lamps, ABS anti-lock brakes and emergency brake assist (EBA).For the Kia engineers the focus was on drive, handling and ride characteristics and they have done a wonderful job. The car is a delight to drive with the electric power steering and 15, 16 or 17-inch low-profile tyres combining for precise and nimble handling on twisting, wet hill roads that recalled happy memories of driving my Mini Cooper.There is great stability under braking and when accelerating, plus the tuned suspension ensures a smooth ride on surfaces ranging from wet, pot-holed gravel tracks to unevenly surfaced country lanes. The overall drive comfort is greatly enhanced by superbly supportive sports-type seats.

The final piece in the puzzle of Kia's design-led transformation is in place, as the new 2011 Kia Rio goes on sale. As turnarounds go, Kia's has been swift, going from unappealing styling and - at best - serviceable vehicles to far more stylish and effective machines and (not surprisingly) sales increases, backed by locally-tuned steering and suspension.VALUEKia has only announced five-door pricing - the rest of the range arrives early next year. The entry-level S has the 1.4-litre petrol engine and six-speed manual for $16,290 - up from $14,990 for the out-going entry-level model; the Si gets the 1.6-litre direct-injection engine at $18,990 for the manual, increased from the $16,840 pricetag on the out-going model. The range-topper SLi starts from $19,990 for the manual; automatic buyers will pay an extra $2000 - the S gets a four-speed auto but the Si and SLi run the in-house six speed auto transmission.Standard Rio fare includes Bluetooth phone and audio link, USB and auxiliary plug jacks, steering wheel controls for phone and audio, power-adjustable exterior mirrors, a trip computer, air conditioning, power windows and reach'n'rake adjustable steering.The Si gets 6 speakers, a leather steering wheel, cruise control and 16in alloy wheels; the SLi sits on 17in alloys, LED running lights and tail-lights, automatic headlights, cornering lamps and bigger brakes.TECHNOLOGYThe 1.6-litre petrol engine gets direct fuel injection and variable-valve system to give the Si and SLi 103kW and 167Nm (up from 82kW and 145Nm); the entry-S model gets the 1.4-litrefuel-injected four-cylinder engine offering 79kW and 135Nm - up 9kW and 10Nm.DESIGNThe light car's debut marks the completion of the brand's design makeover under design chief Peter Schreyer, with the new Kia face, a strong stance and good proportions. The Rio's footprint has grown by 20mm in length, 25mm in width but with a 15mm lower roofline and a wheelbase extension of 70mm.SAFETYThe Rio range gets six airbags, anti-lock brakes with brakeforce distribution, stability control, a hillstart assistant and emergency brake-assist all as standard - Kia says its expecting a five-star NCAP rating.DRIVINGRain marred our first stint in the five-door Rio Si six-speed manual, which sits on 16in alloy wheels with Kuhmo tyres (and a full size spare), the Rio coped well with the wet and rough hills roads. The first leg (on city and country roads) returned 8l/100km on the short hop from Adelaide to Tanunda.The little five-door is well-planted, with acceptable body control and a ride that's perhaps just a little too firm - but there's just enough compliance to deal with nastier bumps. The 44 per cent stiffer front 22mm-diameter stabiliser bar and the unique damper for Australia has done the job nicely when it comes to composure and turning into corners, but some driving it daily in the suburbs might like a touch more comfort.The boot is a good-size for the class and doesn't suffer for the proper spare tyre. The cabin space is similarly good, allowing me to sit behind myself (so to speak. The six-speed manual is not without its charms, while the six-speed automatic is tuned for economy and needs a big prod to kick down - it finished the return drive showing 9.1 l/100km. The SLi's ride quality suffered with the step up to the 17in alloy wheels - equipped with 45-profile Continental tyres - which transmitted more of the smaller choppy bumps than would be ideal.VERDICTThe Australian light-car buyer is no longer punished by a bleak field of bland and lacklustre hatchbacks.The segment is now offering better-equipped and more entertaining machines - Kia has added its Rio to that list.2011 KIA RIO FIVE-DOOR HATCHPrice: from $16,290Warranty: 5-years/unlimited kilometresResale: 46% (based on outgoing model) Source: Glass's GuideService Interval: 15,000km/12 monthsSafety: 5-star NCAP (estimated)Engine: 1.4-litre 79kW/135Nm four-cylinder; 1.6-litre direct-injection 103kW/167Nm four-cylinderBody: 3 & 5-door hatch, 4-door sedanWeight: 1143-1215kgTransmission: 6-speed manual or 4-speed auto (S), six-speed auto (Si and SLi), front driveThirst: 5.7-6.3L/100km, tank 43 litres, 91RON, CO2 135-150g/km"A light car with good road manners, decent cabin space and ample attitude''

The Suzuki SX4 has been the baby of the small car SUV segment since its launch in 2007. The front-wheel drive version is the smarter choice, though. It cuts out the cost and complexity of the AWD system to be a good-looking and reliable hatch and it is being run down by the latest models from Asia. Queue equipment upgrades and price trims.VALUEThe latest update sees the front-wheel drive models start from $18,990 and the switchable all-wheel drive version at $21,990. The 2WD has picked up the flared arches that were previously reserved for the all-paw versions so there is externally no difference in styling. That should make the front-hooker the more attractive buy for most.I'd tip the $3000 into the higher-spec S model, which, no surprise, costs the same and brings with it cruise control, climate airconditioning, fog lamps, rear spoiler and a nine-speaker sound system. Nissan's Tiida hatch undercuts the SX4 by $1000 but has four airbags to the Suzuki's six, making the Kia Cerato its closest competitor at $19,640.TECHNOLOGYThe 2.0 litre engine in the SX4 was a work of art four years ago. Now its power and torque figures (112kW and 190Nm) are matched by the opposition, but it still has the edge in fuel use, especially with the six-speed manual. The continuously variable auto doesn't come close. It uses more fuel and is less fun but at least the drone under acceleration will encourage owners to ease up on the right foot.The suspension is MacPherson struts up front and a torsion beam rear and it does a decent job of keeping the Suzuki on track. Hit a big enough pothole at speed, though, and the rear end will thump and jump.DESIGNRoof racks are now standard across the range and help raise the Suzuki's profile, while the flared guards lift it a touch above the average inoffensive hatch/SUV shape. The interior is functional rather than fancy: the hard plastics aren't class-leading, the seats are supportive but could do with more padding and the 250-odd litres of luggage space is what you'd expect in this segment.It looks roomy from the outside but the rear seat is limited to two passengers on a journey of any decent length. Keep it to a foursome and the upright seating position at the front not only help get in and out of the car but mean the seat can be sli d forward to give rear passengers legroom.SAFETYSix airbags and the usual software give the SX4 solid safety credentials. It was tested when released in 2007 and earned four stars from Euro NCAP. The brakes bite hard and don't fade, probably because the Suzuki's 1200kg weight isn't too much of an ask. The ABS system is fine on tarmac - with the 2WD model, Carsguide didn't play with it off-road - and the tall(ish) body doesn't affect its stance through corners.DRIVINGThe SX4 punches above its weight on the road and can be a reliable runabout during the week and still provide some entertainment on weekends. The steering is super-light at carpark speeds and helps make the Suzuki one of the best of the bunch to park. The response stiffens as the pace picks up and while it's never going to be a precision weapon, it is up to the job of pointing the car in the right direction.It can't rival the latest crop of cars for refinement, though. The engine/auto transmission matches on vehicles such as Hyundai's i30 and the Toyota Corolla are better - and the auto will be the preferred choice for most buyers in this class - and the Suzuki also lags on the quality of the interior plastics and the way they've been put together.VERDICTThe SX4 is a good car in a field of great new ones. As an entry level car in the small car class it does the job but needs a new automatic and improved interior to be a class leader. The price cuts/equipment upgrades make it a better buy but it is a common tactic for mid-life models and Suzuki's rivals are playing the same game. The good news is that gives buyers cause to bargain hard.SUZUKI SX4 HATCHPrice: $18,990 (SX4), $20,990 (auto)Warranty: Three-yearsResale: 58 per cent after three yearsService intervals:Engines: 2.0-litre four-cylinder, 112kW/190NmBody:  Five-door hatchWeight:  1215kg (manual), 1255kg (auto)Transmission: Six-speed manual, continuously variable auto; front-wheel driveThirst: 7.3 litres/100km, 170g/km CO2 (manual), 7.6 litres/100km, 178g/km CO2 (CVT)"It wins on the performance/economy equation but the interior is dated"

SWEAT is running down the back of OPEC and it's not caused by the heat of the Arabian Desert. Seriously clever engineering is at work to quickly reduce the fuel consumption of our vehicles and, at the wheel of Volkswagen's new Golf Bluemotion. I am stunned at the speed at which the trip computer is pulling down the fuel average numbers.It is so easy to drive and save on costs that it's a wonder motorists have been avoiding eco-cars. Better, this is a very simple car and not a complex laboratory experiment.So I've taken it on a test in the real world for a real world car-not a hybrid but just a diesel engine and a five-speed manual gearbox, lots of comfort and features and a $28,990 price. Think hybrid? Think again.VALUEYou'd expect to pay less than $29,000 for a manual car with a diesel engine. Though there's some clever - though subtle - stuff in the Golf Bluemotion, I can see motorists baulk at the manual gearshift. The rest of the car is fine because it's based heavily on the $29,990 77TDI Golf Trendline (which comes only as an auto) with almost exact features. The Bluemotion differs by having no spare wheel (sad) and no auto option but has a stop-start system, aero bodykit, weighs 100kg less and gets 3.8 L/100km compared with 5.1 L/100km. If you're not a fan of diesels, I have included a petrol Golf in the comparisons below.DESIGNIf you don't know what a Golf looks like you've been hiding under a rock along with Port Adelaide supporters. It's neat, practical and classy but at the same time the styling is a bit bland. I love it because it works so well. It is one of the few cars that feels right-the seating position and especially the way it sits on the road. The Bluemotion has all the great things of the other Golfs and that includes space for four adults, a decent boot and a tall roofline so with folded rear seats, it will swallow a lot of gear.TECHNOLOGYThe 77kW/250Nm turbo-diesel is identical to the Trendline model. The fuel saving is achieved by opting for a lighter five-speed manual with wide-space ratios (Trendline gets a six cog box), addition of a stop-start system, aerodynamically-focused body kit, low rolling-resistance tyres and weight reduction that includes ditching the spare wheel (it's now an option). Other than that - it's all Golf so it's all good.SAFETYFive-star crash rating, electronic stability control with ABS brakes and extras like brake assist and anti-slip regulator, plus seven airbags. Just like a regular Golf.DRIVINGGetting the fuel consumption down becomes a game. I'm on a relatively long test run of 350km, through the hills - lots of hills - and following both major town-link roads and tiny backroads. I started at my city office and 15 minutes later the trip computer was tumbling down to average 7.1 litres/100km.An hour later, winding up through the hills, it had hit 4.5 L/100km and I wasn't holding back from the 80km/h and 110km/h speed limits. It dropped to 4.1 L/100km halfway through the journey and despite becoming more aggressive with the accelerator, slipped and lodged at 4.0 L/100km - sufficient for me to travel 1375km before refuelling.But it's not all about the fuel. The Bluemotion is a delightful handler and through the bends you can feel the tautness and strength of its chassis. Stay in the 2500-3500rpm range and there's heaps of tow in the engine.Ride comfort is great and the tyres - small 15-inch units here - notably produce less road noise than the low-profile rubber on more upmarket Golfs.VERDICTHigh quality and simple engineering make this a winner. An auto version would be interesting, especially as Volkswagen claims its dual-clutch automated manual (dubbed DSG) is more economical than a manual. Aside from its target as miserly transport, it's also fun to drive and comfortable.

IF you lost some of that weight around your rear end, you would probably handle better. Well, the same goes for the new-generation Renault Megane. It has lost the flabby rear end, smartened up its appearance and gained better handling and improved ride.Megane now comes in several different formats from family hatch to hairdresser-friendly hard-top convertible and a couple of hot hatches for the backwards-baseball-cap wearers, so there's something for almost everybody.VALUEAs well as the rear end, prices for the hatch have been trimmed. They now start at $22,990 for the Dynamique manual two-litre Hatch with a drive-away price of $25,990. That's the same price as the 2003 entry model 1.6-litre model before on-road costs.That pitches it right into the ballpark of other two-litre five-door hatches such as the top-selling Mazda3 (from $21,330), the new Ford Focus (from $21,990) and Hyundai i30 (from $20,590). Not bad considering you get some French flair thrown in plus standard equipment not on the original model such as six airbags, cruise control, ESP, hands-free keycard and Bluetooth.But it's a quantum leap to the Coupe-Cabriolet at $45,990 whose class competitors are the two-litre turbo-diesel-powered Volkswagen Eos ($46,990-$48,990) and 1.6-litre petrol Peugeot 207CC (from $33,490-$56,490).The hot hatches are priced at $41,990 for the RS250 Cup and $46,990 for the RS250 Cup Trophee, which is a far cry from the very worthy Focus XR5 ($36,490) and Mazda SP25 ($29,255-$31,575), but more closely aligned with the Honda Civic Type R ($39,990) and long-time class-leading VW Golf GTI ($40,490).TECHNOLOGYThe 1.6-litre engine has been replaced by a two-litre four-cylinder engine in Megane Hatch and Coupe-Cabriolet. It has output of 103kW of power and 195Nm of torque, which is capable but no match for the new Focus with 125kW/202Nm. The engine is mated to a six-speed manual or one of the best six-step continuously variable transmissions we have come across. The Coupe-Cabriolet comes with CVT only.Turbocharging lifts the power in the RS250 to 184kW/340Nm with a six-speed manual transmission, limited-slip differential and Brembo brakes. The technologically clever cabriolet roof goes up and comes down in 25 seconds, but cannot be operated while moving.DESIGNThe trimmer rear end of the hatch is a far less polarising design than the previous model. It's quite an attractive car inside and out with plenty of French flair. In three-door hot hatch format, it is scintillating with its swoopy roof and dazzling body lines. However, the Coupe-Cabriolet is almost laughable having no sense of proportion with the cabin pushed way forward and too much rear end.The glass roof is the only stylish redeeming factor, but in all practicality it is a liability in our hot climate. The thin "flyscreen" will not help keep out the heat.SAFETYMegane has always been a top safety car with a class-leading four-star Euro NCAP safety rating for the first model in the late '90s thanks to its safety cell. All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist, and on the CC there is rollover protection. There are also energy-absorbing bumpers to protect pedestrians. Forward visibility is good in all, but rear visibility is limited.DRIVINGOnce you get past the quirky controls, including the maddening stubby audio stalk behind the steering wheel, the hatch is quite a comfortable and pleasant place to conduct the business of driving.The seats are not the usual lounge-chair French seats but are comfortable and supportive and the steering wheel is sporty and the cockpit inviting. There is good room for four adults and a convenient cargo area. It's a quiet and refined ride with plenty of steering feedback and excellent road manners.The two-litre engine is lively without being startling and the economy is a healthy 8.2 litres per 100km and an even better 7.9L/100km for the CVT model. If you want more power, the hot hatches have plenty, but they are sprung way too hard for the output. I expect such spleen-blendering suspension in a Subaru STI which has almost 20 per cent more power, not the Megane.Meanwhile, the Cabrio weighs a whopping 200kg more and really feels the lard. It's like driving with two front-row rugby forwards sitting in the back seat; not that they'd fit as there is no leg or head room for a fully grown adult. That hard-top roof also creaks and clicks where it joins the windscreen which is annoying over potholed roads The most surprising combination was the hatch with CVT.When pushed hard it screams as expected, but if punted around town doing the daily battles with traffic, it is a clever transmission that does what its told. plus it has better economy than the manual.VERDICTStyling and pricing are much better for the new Megane hatch and it should persuade some buyers from Japanese or Korean brands. But those same two factors let down the Coupe-Cabriolet and the hot hatches.

Down in "Tiddlerville" Ford has a cracker of a competitor with its recently revamped Fiesta. Now available in sedan and five-door hatch, Fiesta has also shifted up a gear in terms of drive-feel and appearance.It comes out of Thailand now, off the same line as the Mazda2 but don't hold that against it. This little puppy has plenty in its favour not the least being price and style.We got hold of the base CL sedan but that includes Ford's excellent six-speed Powershift dual-clutch "auto" as standard.It makes this light car a treat to drive, even if you miss out on power rear windows and a spare tyre.VALUEYou can't argue with $18,990 for the CL sedan - it has plenty of kit for the dosh, offering up Bluetooth (not in Mazda2) impressive audio, aircon, a decent trip computer, power front windows and exterior mirrors and that six-speed "manumatic" as standard _ a master stroke from Ford as Fiesta will be bought mostly by urban females who are generally not fussed shifting cogs by hand. They can now have their cake and eat it too because the Powershift transmission offers a sequential change mode as well as D. Capped price servicing is a big plus.TECHNOLOGYTargeting a young audience, Fiesta has plenty of connectivity to make them happy including voice control of some electronic functions. There are multiple plugs for iPods and MP3s and standard Bluetooth is a bonus this far down the food chain.The plucky 1.6-litre four cylinder engine offers plenty of pep thanks in part to variable valve timing which also aids fuel economy rated at 6.1-litres/100km. Maximum output is 88kW/151Nm. And it runs on anything from 91-98 octane fuel.DESIGNFiesta is an example of Ford's current "Kinetic Design"" styling theme  - inside and out. It's a cute little beast with a high bum and wedgey profile. The front has an assertive look to it but not too tough. The inside has some soft feel surfaces and an eye grabbing, V-shaped metallic centre applique that livens up the look no end.All controls are legible and easy to find and use.The interior has plenty of room for four, five at a pinch and the boot is huge for a car this size - 430 litres.SAFETYNothing less than five stars for the latest Fiesta thanks in part to seven air bags and stability control as well as the strong body/chassis.Even the base model we drove with the skinny tyres has inherent safety thanks to its sporty dynamics that would help avert a crash in the first place. It steers like a sports car.DRIVING We have been big turbodiesel fans for yonks but this car made us think again about petrol and it isn't even turbo charged.The CL sedan is a hoot to drive any way you like - cruisin', commuting, even having a bit of a crack on a winding road -Fiesta puts its best foot forward - within limits.You don't have to be going fast to have fun partly because of the sporty drive feel. It has reasonable seats and plenty of kit to keep you informed and entertained.VERDICTReally impressive. We'd have it on a short list in this segment especially considering the six-speed "auto" is standard. The temporary mobility kit is a problem as are the wind up rear windows but overall, the CL sedan is right up with best in class.

The Genki is the top of the range Mazda 2 and was the biggest selling car of its kind in Australia. But, it's been almost nine years since the launch of the tiny hatch here and it still doesn't get Bluetooth like the Mazda3 or 6. Given the car's younger target market, it doesn't make much sense.Bluetooth means you can pair your mobile phone with the car's audio system and talk and make calls without taking your hands off the wheel. You can have Bluetooth fitted to the car, as a dealer accessory, but it's third party hardware and costs an additional $390. Factory is always better. Apart from this annoying fact, the Mazda2 is still a cracker after all these years.VALUEGenki is $22,490 driveaway for the manual or $24,140 for the auto, whichever you prefer. Out test car, the five-speed manual, comes with temperature controlled airconditioning, headlights that switch on automatically and rain-sensing wipers which we're told are a first for the segment.A trip computer is also new that shows distance to empty, current and average fuel consumption as well as average speed, while an outside temperature display has also been added. There's a 12 volt power socket and an AUX input for music players located between the front seats, with steering wheel audio controls. Produced in Japan these days which means first rate build quality.TECHNOLOGY1.5-litre four cylinder engine produces 76kW of power and 135Nm of torque. Not bad but not nearly as good as its cousin the Fiesta. Has a 42-litre tank and gets 6.4 litres/100km using standard unleaded petrol. Brakes are discs front and drums back, but that's not unusual in this size car. Fitted with 16 inch alloys and 195/45 rubber and has a space saver spare.DESIGNLooks cool in metallic green Genki adds a body kit with fog lights, side skirts and a rear swing. Not many people know it but the Mazda2 sits on the same platform as the Ford Fiesta. The Ford is powered by a larger 1.6-litre engine, but the two cars share the same sporty dynamics. Many people prefer the slightly more restrained styling of the Mazda, especially the instrument layout.SAFETYFull five stars for safety. Gets the full kit including six airbags, stability control and anti-lock brakes with brake assist and electronic brake force distribution.DRIVINGMazda2 is a fun little car to drive. Lacks some torque down low, but likes to rev. You can thrash the pants off it and it will keep coming back for more. Charge into a corner and it won't let you down.VERDICTA great little car. Feels nice and tight with no rattles and offers a level of dynamics that its competitors will find hard to match. Shame about Bluetooth, especially since Ford offers it, but them's the breaks.Mazda2On sale: nowPrice: $16,999 driveaway (Neo manual hatch) to $20,940 (Genki manual hatch)Engine: 1.5-litre four cylinderPower: 76kW/6000 revsTorque: 135Nm/4000 revsTransmission: five-speed manual, four-speed auto, front-wheel driveEconomy: 6.4L/100km (man), 6.8L/100km (auto)Emissions: 152g/km CO2 (man), 162g/km CO2 (auto)

The sausage machine at Hyundai keeps on grinding them with the launch this week of a new Accent.It joins the new Elantra that went on sale a few weeks ago and is the second Hyundai model to get a name instead of a number.Confused?I am and I can only wonder what the man in the street must make of it all . . .To put things in perspective, models with a name like the Accent are targeted primarily at the North American market while those starting with the Applesque “i” are designed with Europe in mind.Lucky Oz gets to pick and chose which models it takes.In terms of size, the new Accent slots between the i20 and i30 models, but is available as both a sedan and hatch, powered by the same 1.6-litre four cylinder petrol engine.The hatch looks suspiciously like the i30 and doesn't appear to be that much smaller, but difference is likely to become greater with a new, larger i30 due early next year.Available in three grades; Active, Elite and Premium, the lineup is likely to change with the arrival later in the year of a 1.6-litre diesel and more powerful 1.6-litre GDI direct injection petrol engine.The latter is likely to power a sportier SR version of the car with an a body kit and the works. Disappointingly, at this stage, the choice is either five-speed manual or a pedestrian four speed auto (albeit a sequential).But this too could change with the introduction of a six-speed auto, probably at the same time the GDI gets here.The launch of the new Accent has also precipitated some changes to the i20 range which in future will be available only with a 1.4-litre engine.Prices for the new Accent start at $16,990 for the Active manual rising to $22,990 for the Premium auto (sedan and hatch are the same price).We were able to sample the manual hatch and automatic sedan at the launch in and around Sydney. Accent is a surprisingly impressive offering, maybe better than the best-selling Mazda2 which is starting to show its age.It looks smart, fit and finish is good, it's nice and quiet inside and is a snack to drive around town. For the time being at least the 1.6-litre engine is close to the most powerful in its class with 91kW of power and 156Nm of torque and fuel economy of 6.0 litres/100km.The manual change is slick and easy to use while the four-speed auto makes a fair fist of it, with the option of changing gears manually if you're looking for a little spark.The ride has benefited enormously from local tuning and this was particularly evident in the sedan which soaked up speed humps like they didn't exist.Rear legroom is good, the boot is generous and a full size spare is provided.We look forward to giving the Accent a more searching test drive later.Standard equipment includes Bluetooth and full iPod connectivity with AUX and USB inputs, along with steering wheel mounted controls for phone and audio.