Hatchback Reviews

I was ready to spend the next 600 words bagging out this car. But then the boss (she who must be obeyed) reminded me who Holden's Barina Spark is targeted at. And that's city dwellers who just want something cheap to get them from A to B. Something that's easy to park and doesn't use too much fuel. At a starting price of $12,490 plus on road costs, the Barina Spark (not sure what the deal is with the dual name) does this admirably.Built in Korea like most Holdens these days, Spark is one of the new breed of tiny hatches with a small footprint and deceptively large interior, a little like Doctor Who's time machine.The design is funky and kind of cute, even to someone of the definitely wrong generation like myself. It's a design that's been popular in Japan for many years where space has always been at a premium, but is just starting to gain a foothold here.Spark sits on a set of the tiniest wheels and tyres that we've seen for some time, with 14 inch 155/70 profile tyres. The colour palette is bright and attractive, especially the metallic green of our test vehicle.The cool instrument cluster takes its inspiration from motorcycles, with steering wheel audio controls and a four-speaker AM/FM audio system, with CD player, iPod/iPhone AUX input and a USB input for MP3 players. Sounds pretty good but the playback quality is average. The trip computer details distance to empty but not average fuel consumption. Bluetooth is noticeably absent.Spark gets a five-star rating in the Federal Government's Green Vehicle Guide (same as a hybrid Prius) but the jury is still out on safety on safety because it's yet to be crash tested. It does however come with six airbags, electronic stability control and anti-lock brakes as standard.Spark is powered by a similarly tiny 1.2-litre four cylinder petrol engine that delivers the best fuel economy of any Holden currently available, but probably less torque than any other model too. The 1.2-litre in-line DOHC 4-cylinder 16-valve engine produces 59kW of power at 6400 revs and maximum torque of 107Nm at 4800 revs. It's mated to a tried and true five-speed manual, but surprisingly there's no automatic.Given it's role as a city car where you're going to spend plenty of time sitting in traffic, this is hard to fathom? Fuel economy is officially rated at 5.6 litres/100km, but it has a small tank.Torque's the stuff that gets you up and running quickly and provides the pulling power to dispatch long hills. In this context, let's just say hills are best taken at a run and the best idea is to stay in low gear and keep the revs up. If you get caught behind someone, it's not going to be pretty.We gave our entry level CD model a damn good thrashing and were surprised to find how refined the ride is. It also handles quite well to a point, but it's easy to engender plenty of tyre squeal.The seating position is upright and close to the steering wheel and that means keeping your accelerator foot in a prone position for long periods which can become tiring. The clutch action is light but it can be difficult at first to operate smoothly, particularly holding the car on hills and during stake offs. Being so close to the wheel we found ourselves continually knocking the fan speed control for the airconditioning.For another $1500 the CDX model adds a few more goodies. You get what you pay for and this case that's slightly better performance than the segment leading Suzuki Alto, which comes with a 1.0 litre engine.

Green comes in many shades but finding a low-emission, fuel-efficient car that is as good on the environment as it is on your wallet may lead you to a new colour. Blue.

This is the Brit'-built Honda Civic hatch, much more handsome than the "nanna" sedan we also get here. It's recently been value added in an attempt to attract buyers but remains a $30K proposition start price in a market that says it should be $25K. Honda Australia has sweetened the deal with extra kit like rear park sensors, climate control, multi trip computer, auto headlightsand wipers, and a style tweak from Civic Type R.The six-speed manual test car goes for $29,990 plus on roads. Five-speed auto is more, metallic paint is more and leather is more. Pay up to $35K plus on roads for a small, 1.8-litre hatch ... ouch.Legion ... Mitsubishi Lancer, Sooby Impreza, Corolla, Cruze, Cerato hatch, i30, Mazda3, Focus, Golf, SX4.Runs a 1.8-litre, SINGLE CAM, petrol four cylinder with variable valve timing. Bit of a blast from the past with only one camshaft.Pretty good actually, better with the revs up. Can fall into a torque hole if you are careless but the close-ratio six-speed box masks deficiencies. Generates a fair old din at highway speeds. Need to slip it back a few cogs to overtake quickly. Excellent gearshift, undoubted reliability.Claimed 5.7-litres/100km. We achieved 6.5 with relative ease and it runs on 91 RON so there are savings there.Possibly due to the low fuel use and linked low carbon dioxide emissions. Probably has green manufacturing credentials _ paint, recyclability, low tox' materials.Gets a five star ANCAP  rating with the recent update.Pretty good. No lumbar support adjustment is a pain in the back, protruding dash on driver's side door, driving position is good, relatively little road or wind noise penetration, decent array of luxury goodies (to offset the price).Mixed bag. Has great steering and slick sporty gearchange and sporty overall feel to the dynamics but it doesn't have enough oomph to capitalise. Average performance but looks like a hot hatch. Bit disappointing. Audio is good, has good connectivity (no audio streaming), Bluetooth phone connect is a bonus. Amazing how Honda can get such a good result from simple Macpherson strut front and elementary beam axle rear suspension.Not really.No, would buy the 2.0-litre Mitsu' Lancer SX hatch for $21K drive away including fixed price servicing.

That Mini leverages BMW's vast store of automotive knowledge is a given but the iconic front drive hatch has earned plenty of kudos in its own right since the resurrection a few years ago now. Mini is an aspirational vehicle. Because BMW doesn't have a front wheel drive passenger car in its line-up, Mini takes care of that popular niche.DESIGNThe Mini hatch was recently upgraded with a new look inside and out as well as a more bulbous bonnet designed for improved pedestrian safety. It still looks like a Mini though.We got our grubby little mitts on the range-topping John Cooper Works (JCW) Cooper S and have to admit an immediate attraction such a cute little car with such a bad attitude it's truly engaging. We love the new LED tail lights and the test car scored adaptive bi-xenon headlights that look around corners.The JCW treatment brings with it a certain look that includes larger alloy wheels in this case black painted to match the bodywork, better brakes, firmer suspension and a Sport button next to the gear stick. We had that on all the time.VALUEThe factory prepared JCW costs a sobering $49,200 but you get plenty for the money including a fuel efficient 1.6-litre petrol engine with a twin scroll turbo and variable valve timing similar to BMW's Valvetronic system. See, it pays to have influential friends. Plenty of kit is provided including an impressive audio system, Bluetooth phone and auto headlights and wipers. They have also fitted a huge centre mounted speedo just like the original cars.TECHNOLOGYThe engine is good for 155kW/280Nm output, sufficient to propel the 1205kg JCW hatch from 0-100kmh in a scant 6.8 seconds. But more important is the roll-on throttle response from the torquey four pot it feels impressive at all speeds aided by the short throw, slick shifting six speed manual transmission.DRIVINGWe love it for the robust engine performance, the kart-like dynamics, the snap, crackle and pop from the exhaust when changing gears and the quality look and feel to the entire package especially the interior. It's a cinch to park, has plenty of room inside for four if the front passengers aren't over 185cm and you get serious performance for minimal fuel use.Some might say its performance doesn't stack up against a Subaru WRX that costs less but in doing that, you aren't comparing apples with apples. The Mini is a stylish, impeccably built, good looking premium small car with sports performance and brilliant handling. It is for a more discerning buyer than any of the plastic fantastic "go fasties" that infest the small car segment.MINI COOPER S JCWPrice: from $49,200Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169

TO have a chance of working, the Lexus CT200h has to be the most convincing hybrid yet, and in many ways it is.Although it relies on Prius technology, it distances itself by being, in every other respect, a mainstream pitch at the small luxury buyer.Unlike the Prius, it's attractive inside and out. The exterior design doesn't shout "alternative'' and the inside doesn't feel as if it's made from recycled plastic bottles. There's a freshly styled dash and, overall, it mimics the cockpit feel of the IS junior executive, which is a plus.Against its rivals, the super frugal A3 1.9 TDIe or BMW 118d, it's slightly heavier but a little less thirsty.If it were more expensive, as hybrids have been in the past, then it would attract only buyers committed to the technology because it would take forever to recoup the difference at the pump. By taking the premium out of the price, Lexus has levelled the playing field.It also has sharpened the driving experience itself, with pleasing steering and likable dynamic qualities.The downside is a firm ride that may not offer enough bump absorption for grumpy commuters and, on some roads, quite a lot of tyre noise.Otherwise, the interior is fairly refined and comfortable. Roominess and cargo space are unlikely to rule it out, and there's an equipment level befitting this type of car with some technology -- such as a pre-collision safety system - new to the segment.However, Lexus hasn't been completely successful in writing the driveline out of the equation. Out of sport mode, it lacks responsiveness and no one would accuse this car (or its diesel rivals) of being quick.It's too much to expect an appealing engine sound at this level, but there is something especially unpleasant about the noise of four-cylinders under load driving through a continuously variable transmission.Of course, CVTs are not unique to Lexus and its diesel rivals are hardly music to the ear.So in one crucial respect this car is exactly like the Audis and BMWs about this price: in each case the driveline, frugality apart, is the weakest link.LEXUS CT200H Price: Below $50,000Engine: 1.8-litre four-cylinder petrol and electric motorPower: 100kW at 5200revsTorque: 142Nm at 4000revsTransmission: Continuously variable automatic, front-wheel driveFuel economy: 3.8L/100kmEmissions: 87g/km

Why would you buy a small Italian car when there are some perfectly acceptable Japanese and Korean rivals for almost half the price? I actually don't have the answer because it's all to do with how an Alfa Romeo buyer ticks. Speak to these tragics and it's just the allure of Alfa - the smell of the leather, the sound of the exhaust, the feel of its tyres through corners, and the sense that it's a different car for a different personality.Buyers also had the knack - in earlier Alfa experiments - of mind-numbing dismissal of some embarrassing quality issues and an irregular reliability record. Some things change. The latest Alfa small car, the Mito, delivers transport that is one step left of the norm - owners call it a character - but there are unanswerable questions as to why. Yes, it can be cute to some. But unlike its well-executed and smile-inducing big sister Giulietta, the Mito is flawed - especially in its new dual-clutch version.VALUEYes, I know price is less a criteria than a desire by owners to prove they don't follow convention. There is a place in my world for these people, parked in the same room as those who fervently watch Home & Away. Alfa opens its Mito cabinet at a not insurmountable $29,990 for the manual. The test car is the TCT (twin-clutch transmission) at $2000 extra, $31,990.Its Euro rivals include the Golf 90TSI (from $24,990), Polo GTI ($27,790), Renault Clio 200 ($36,490) and Alfa's Fiat-badged mechanical clone, the 500 Sport ($24,990). There's very strong competition here. But this doesn't dismiss the Mito's high level of features and even its decent build quality.DESIGNIt's called cute by people who think pugs are the canine equivalent to Monica Belluci. No, the Mito isn't cute. It's just small. Styling cues are borrowed from other Alfa models - round tail lights, deep and narrow shield grille, and so on - but they're lumped onto a bulbous body that, in a previous article, I described as looking like Mr Potatohead with accessories. But it's functional and Italian and I bet that's one of the first times you've seen those two words in the same sentence.TECHNOLOGYThe big news is the Multi-Air head that uses solenoids to control the intake valves. This allows the engine management system to dictate how long these valves remain open and even delay closure until much of the trapped cylinder air is expelled. That makes it very efficient.The TCT's 1.4-litre turbo-petrol engine has 99kW/230Nm, down from the manual-transmission model's 114kW/230Nm. The manual doesn't have the Multi-Air head and posts a 6.5L/100km economy compared with the TCT's brilliant 5.5L/100km. Part of the TCT's fuel saving is that head but also the stop-start system. The six-speed gearbox is a twin-clutch arrangment with electronic engagement (hence no clutch pedal). It's variously called DSG, Powershift and S-tronic by other companies. Mitos also gets Electronic Q2 which maximises torque transfer to the front wheels, effectively electronically simulating a limited-slip differential.Then there's Alfa's DNA program that gives drivers the choice of three modes - All Weather, Normal and Dynamic. All Weather is for snow bunnies, normal is for economy running and Dynamic is the only place you want to be if you have a heartbeat.SAFETYTop marks here with a five-star crash rating, electronic stability program, brake slip control, traction control, a hill holder, the Q2 electronic diff and seven airbags.DRIVINGEvery component of the Mito works hard to make you enjoy the ride. And the harder you push, the more responsive the car becomes. That's the essence of Alfa. The problem is that to get the most out of the car, you have to have the quiet winding road, the driving ability and the compunction to get out there and enjoy it. There's not much of that in Australia. Mito is also presented - and priced - as a city car and this marketing direction has blurred the little car's strengths. However, at least it's fun to drive when the conditions exist. As for the other conditions - city and suburbs - it's not entirely happy.Sure, it gets around. But the visibility is poor so it relies on its parking sensors. The TCT has an uncomfortable pause between pressure on the accelerator pedal and actual movement that can really get your heartbeat going when crossing a busy road.It should be driven only in its Dynamic mode. The Normal mode is too sluggish to enjoy. While we're on the subject of lag, the stop-start is commendable but has a restart time that is the slowest on the market. Add that to the gearbox lag and you have some interesting quiet times with yourself after the traffic light turns green.The three-door almost, literally, shuts the door on this being suitable for hauling babies or toddlers. In fact the high waistine and tiny rear windows may make it a dark, claustrophobic hole for any child. Rather, this is a car the for enthusiast who has downsized.VERDICTIt is the espresso of Alfa's cappuccino but the beans have a bitter after taste. It is enjoyable to drive when the road conditions are tights and twisty, or even when the freeway is running smoothly, but even the pseudo-automatic gearbox doesn't give much joy in the city.The Mito gets high marks for its innovative technology that has real-world benefits, but its the box they come in that is flawed. On top of that, it's fighting one-armed with the cheaper, faster, more engaging and more practical Volkswagen Polo. Not this time, Alfa.ALFA ROMEO MITO SPORT TCTPrice: $34,990Warranty: 3 years, 100,000km, roadside assistResale: 65%Service interval: 15,000km or 12 monthsEconomy: 5.5 l/100km; 128g/km CO2Safety equipment: seven airbags, ESC, ABS, EBD, EBA, TC, hill assistCrash rating: 5 starEngine: 99kW/190Nm (230Nm available) 1.4-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 3-door, 4 seatsDimensions: 4063 (L); 1720mm (W); 1446mm (H); 2511mm (WB)Weight: 1170kgTyres: 215/45R17, space-saver spare

Ed Ordynski drove 1000km using 3.3 litres/100km in Volkswagen Golf's latest slow-sipping diesel

It was clear that the 147 was different from the rest the moment you slipped into the driver's seat.The seat was heavily contoured for support, it had long cushions for extra support under the legs, the gearshift fell easily to hand and there was a sporty feel to the dash and controls. Once you hit the road the responsive engine and the nimble chassis came into play in a most rewarding way. In short the 147 was a fun car to drive. It was also an attractive one with its distinctive Alfa grille, bonnet and headlamps, and nicely sculpted flanks. The high flanks, thick pillars and large centre headrest in the rear did, however, make rear vision a problem.There were three and five-door hatch body styles; the five-door was the more practical with better access to the cabin. The main engine was a 2.0-litre Twin Spark four-cylinder that gave it plenty of zip. It was available with a five-speed manual gearbox or a five-speed clutchless automated manual shift Selespeed 'box. The hotshot GTA was released in 2003 and it was powered by a 3.2- litre V6 and the choice of six-speed manual or six-speed Selespeed gearboxes. The downside was fuel economy.For economy Alfa added a 2.0-litre turbo diesel four-cylinder in 2006.IN THE SHOPOlder Alfas developed such an awful reputation for reliability, rust and resale that current models like the 147 are still viewed with suspicion. Today's models are better built and more reliable, but they must still be checked thoroughly, preferably by an Alfa expert. Engine, transmission and cooling system leaks are common, and brake pads and rotors wear at a high rate. The cam-timing belt on the 2.0-litre must be changed at the recommended 3-year/60,000 km intervals, there's a real risk of internal engine damage should a belt break. The diesel belt must be changed at 5-year/150,000 km intervals. Thoroughly test-drive the Selespeed transmission to assess its operation, walk away if there's any indication that all is not well as repairs can be expensive. The manual is a much better buy from cost and driver enjoyment perspectives. Maintenance is crucial so check for a service historyIN A CRASHEven the base model had dual front airbags and side airbags in 2001; it also had the important safety feature of electronic stability control. But when tested by ANCAP it was only given a disappointing 3-star rating.UNDER THE PUMPThe 2.0-litre Twin Spark manual returns an average of 7.2L/100km, when linked to the Selespeed it consumes about a litre more. The 3.2-litre GTA hot shot is the fuel guzzler of the range with an average claimed consumption of 12.1L/100km, while the diesel is the fuel miser with an average of 5.9L/100km.SPECSPrice new: $38,500 to $41,500Engines: 2.0-litre 4-cylinder petrol, 110 kW/181 Nm; 3.2-litre V6 petrol, 184 kW/300 Nm; 2.0-litre turbo diesel, 110 kW/305 NmTransmissions: 5-speed manual, 5-speed Selespeed, 6-speed manual, 6- speed SelespeedEconomy: 7.2 L/100 km (Twin Spark), 7.8 L/100 km (Selespeed), 12.1 L/ 100 km (GTA), 5.9 L/100 km (JTD)Body: 3-door hatch, 5-door hatchVariants: Twin Spark, Selespeed, GTA, JTDSafety: 3-star ANCAPVERDICT Thoroughly engaging car to drive but best left to the believers.

What makes for a good city car? If you want something that's small and nimble enough to nudge right up to your favourite barista's elbow - and won't bust your fuel budget idling through the traffic to get there - slip into the Holden Barina Spark.But if you want to spend the peak hour pretending you're Michael Schumacher, look elsewhere. The Spark lacks, well, spark.However it's cheerful, economical transport with enough features to keep you comfortable and amused around town.The base model CD at $12,490 is the choice against the Suzuki Alto at the same price. And while the Proton S16 and Chery J1 are $1000 and $1500 less respectively, they both feel even cheaper.Hyundai's Getz from $13,990 feels more solid, but lacks features the baby Holden has even at base level.The Spark CD gets all the usual kit, but also has stability control, six airbags, traction control and anti-skid brakes with electronic assistance systems, 14-in alloys, sporty body kit accents, and the crucial - for its target market - iPod/iPhone and USB inputs.Spending $13,990 for the Spark CDX doesn't get you much more: 15-in alloys, colour-accented vinyl seats, power rear windows, sporty steering wheel and a rear spoiler that adds to the looks but has no practical reason to exist.The bodykit touches give it a perky and cheerful face, and behind that there's a lot of practical space.Concealed handles on the rear doors and a larger spoiler on the CDX help disguise the blunt lines of the tail. But that squared-off butt coupled with the high roofline means you can get five adults in there reasonably comfortably, although the three in the back won't thank you after a long trip.The cabin combines function and funky, with a lot of backlighting on the centre stack, and instrument clusters styled to resemble aftermarket tech additions. The coloured seat accents and saddle stitching liven them up, but the mock sports design isn't as comfortable as it looks.When they named it Spark, they weren't thinking of the engine. The 1.2-litre four-cylinder will give you an anaemic 59kW of power and 107Nm of torque. The low outputs are probably the main reason there's only a five-speed manual transmission - an automatic would risk making the engine even more apathetic.It's frugal, no doubt, with a claimed fuel consumption of 5.6L/100km that is never going to break the budget.But you can't help thinking that a slightly larger engine with a bit more oomph, coupled to even the simplest four-speed auto, would be a better bait to lure the city driver.We shouldn't quibble about it having a four-star ANCAP crash rating, which is pretty much par for cheaper end of the light car class. And the Spark gets applause for having that well-stacked list of safety features.But a stronger body and swapping the rear drums for disks would add more confidence.It's happy enough on the urban circuit where it can show off its tight turning circle and compact body by slipping into tiny parking spots and skipping through narrow back alleys. And doing it all on a mere whiff of petrol.In town, also, hills and fully-laden trips are bound to be short. The Spark will struggle with both those tasks on any longer-term demand, and the engine's buzzy fretting as you raise the revs will let you know it's unhappy.The vague and relaxed gearing is frustrating in city traffic, and on the highway it takes planning - and a bit of courage -- to tackle overtaking. You'll need to push it hard to build up jousting speed. And even then, it will take fair amount of fortitude to tackle getting past a semi, and the Spark's light body will have you wondering if you can break free of the 18-wheeler's vortex.Long trips are also where you'll start to feel the cheapness of the seat design and the lack of noise dampening. The Spark is a city dweller, and happiest there.It's a good town car. If Holden added substance rather than dubious style for the up-specced CDX, it could be a great one.

Suzuki Swift GLX and VW Polo 77TSI Comfortline go head-to-head in this comparative review.