Hatchback Reviews

The A7 Sportback is on sale in Australia in diesel and petrol V6 guises, the former being turbocharged and the latter getting the supercharger. The four-seater will be sold under the "Imagination Meets Engineering" banner and is expected to contribute a small part - perhaps just 200 units - as well as being an image leader for the German brand.With a starting price of $142,750 for the three-litre turbodiesel V6 and $147,800 for the three-litre supercharged V6 petrol model, there's no cheap-and-cheerful marketing campaign likely - particularly when the options list can be ticked to push the pricetag close to $200,000 by the time one hits the road.But standard fare includes the adaptive suspension, the basic pre-sense accident avoidance system, satnav and 18in wheels on the diesel (19in on the supercharged model) and automatic adaptive xenon headlights - full LED headlights are an option.Also on offer is a glass sunroof, rain-sensing wipers, folding exterior mirrors, an automatic bootlid, quad-zone climate control, keyless entry and ignition, leather trim, a multi-function leather-wrapped steering wheel, electric-adjustable front seats with memory on the driver's pew.The infotainment system runs via a fold-out satnav screen and switchgear mirroring the A6 and A8, including the latter's touchpad set-up, with Bluetooth connectivity for music and phone to the hard-drive equipped Bose 14-speaker surround-sound system.Built on the new A6 platform, the A7 Sportback boasts aluminium construction to keep weight under 1800kg, with a long wheelbase and short overhangs.The seven-speed double-clutch automatic is teamed with a Stop-Start fuel saver function and the big four seater gets the clever quattro all wheel drive system that apportions drive 40 front/60 rear (with the ability to split 70/30 r 15/85).The crown-gear centre differential - first seen in the RS 5 coupe - and torque vectoring can be upgraded with the optional sports rear differential for torque splitting between the rear wheels.It's certainly a niche product ,but Audi says its aiming for the class of the sedan, with the sporty athletic lines of the coupe and the cargo capacity and interior flexibility of a wagon - it all adds up to a muscular road stance.The look is unmistakably Audi, although from the rear the squat, flattened rump is perhaps not as attractive as the sculpted flanks and snout. The cabin is brimmed with top-grade leather, aluminium or wood trim, installed in a typically first-rate manner.The list of technology is extensive, starting with the basic pre-safe system (which can be optioned to the full-auto braking level with active cruise control) and the (also optional) night vision with pedestrian recognition on the list as well.The airbag list includes the driver and front passenger, side airbags front and rear and a full-length curtain airbag. There are also anti-lock brakes, stability control, an electronic differential lock, tyre pressure monitoring and parking sensors teamed with a reversing camera.First up was the 220kW/440Nm three-litre supercharged V6, which does an admirable job of pushing the 1770kg plus occupants vehicle up winding mountain roads. Firing out of corners can sometimes see the electronic stability systems flash briefly, but the clever quattro system switches drive fore and aft, as well as side to side at the rear, to good effect.The V6 feels most at home in the mid-range of the tacho, when there's plenty of grunt on offer, but the car driven on the launch suffered a strange high-pitched wind howl, something not found on other vehicles.The seven-speed auto has a quick shift and the Sports mode has enough smarts to make the paddles an indulgence rather than mandatory. The adaptive suspension in auto mode is capable of good body control and decent (if on the firm side) ride quality, which doesn't degrade when the Dynamic mode is selected.The roll control and handling is composed and balanced, feeling lighter on its feet than the kerb weight suggests; the steering has nice weighting but could do with more feedback.Switching to the diesel and immediately the refinement of the turbodiesel package is apparent, as is the strong in-gear surge from the V6, which would be the best pick for an all-rounder.Tyre noise - particularly on coarse bitumen - was a downside in both cars, something which may have been more apparent due to the lack of wind and engine noise.Front room was as you'd expect from a vehicle of this size, but rear headroom is limited by the swoopy roofline.As has been the case with many - but not all - Audis, steering is well-weighted but lacking in feel, which can take some time with which to get accustomed.A well-planted cruiser that drives more confidently than expected.

Just when it seemed Suzuki was about to drop off the radar the company launched a whole new range of cars to kick-start its presence in the market.The rebirth if the brand began with the new Swift, which was greeted with great enthusiasm by the motoring press and public alike, and that was followed up by the SX4.  The sports-crossover SX4 had proved popular when launched in Europe and Japan and the company hoped it would restart sales here as well.MODEL WATCHInitially there was just one SX4 model, a cute four-wheel drive go-anywhere five-door hatch, but it was joined a few months later by front-wheel drive and all-wheel drive sedan and hatch variants.That first hatch was a pretty little car with neat, modern lines, and lots of glass for an airy cabin. By contrast the later sedan and hatch versions weren't as attractive with slabby sides and a rather clunky appearance.All models had a 2.0-litre double overhead camshaft four-cylinder engine, which boasted 107 kW at 5800 revs and 184 Nm at 3500 revs, enough to make it a willing performer for anyone prepared to stir it along through the gears.  The gearbox choices were a five-speed manual or four-speed auto, and both were geared to get the SX4 moving off the line.Final drive varied depending on the model. There were the regular front-wheel drive models, the all-wheel drive that drove through the front wheels with drive going to the rear on demand, and the four-wheel drive model.The latter used Suzuki's intelligent all-wheel drive system, which was controlled by an electromagnetic wet clutch and was selected using switch on the centre console.It could operate in front-wheel drive mode, active all-wheel drive mode, in which drive varied as needed from 95 per cent to the front to a 50/50 split front to rear, or as a locked diff with a fixed 50/50 split for better traction in the harder going.  Three models made up the range, including the base model, the S and the 4x4.All were quite well equipped. The base model boasted air-conditioning, power windows and mirrors, eight-speaker CD sound, remote central locking and immobilizer.  Once you took the step up to the S you also got cruise control, 15-inch alloys, fog lamps, and a leather steering wheel.At the top of the pile there was the 4x4 that had climate controlled air, 16-inch alloys, rear spoiler and cloth trim as well.IN THE SHOPWhile they've always been diminutive Suzukis have generally been reliable, thanks mainly to their quality engineering. The same can be said for the SX4.  Few complaints land at CarsGuide and readers tell us they're happy with their cars.The only time they see the inside of a workshop is when they're due for a service.  Servicing is very important on today's cars, which rely on fresh oil for a long life. Check for a service record that confirms regular oil and filter changes.  Also inspect the bodywork for damage that might be attributed to a crash.IN A CRASHThe SX4 had the basic safety features with dual front airbags, ABS brakes, brake force distribution and emergency brake assist across the range.  The S and the 4x4 hatch were better equipped than the base model; they also had side and curtain airbags.What was lacking across all models was stability control. When tested by ANCAP in 2007 the SX4 was awarded four stars out of a possible five.UNDER THE PUMPFuel economy was regarded as acceptable rather than special. Suzuki claimed it would average 9.5 L/100 km.OWNERS SAYWhen they road tested the SX4 Alec and Lynne Jones were immediately impressed by its comfortable, supportive seats, roomy cabin, easy-to-use controls, standing-start performance, and fuel economy. There only criticism is that they say the paint chips easily compared to cars they've previously owned. Everything else, they say, is excellent, and they rate it nine out of 10.Young mom Kim Maxwell downsized from a much-loved VS II Commodore Berlina V8 to a front-wheel drive Suzuki SX4 and after some misgivings about the Suzuki's size and four-cylinder engine she says the move was a great one.She loves the economy she gets, and says it has been perfectly reliable in the 37,000 km she has done to date. Her only criticisms are of the front quarter windows, which create a large black spot that requires care when making a turn, and the rear seat belts that aren't child seat friendly.If it weren't for the blind spots she would be happy to buy another one, but until Suzuki changes the design in that area she won't.LOOK FOR. Nippy performance. Good economy. Very reliable. Blind spots from front quarter windows . Four-star safetyTHE BOTTOM LINEA well-built and reliable small car that would serve the family well.  70/100Have you owned a SX4? Tell us your experience in the comments below.

This is not so much the best hot hatch for anything like the money as something that stands the hot hatch category on its head, shakes out its pockets and shoots through with its keys. Everything comparable is over priced or too polite.A hot hatch is traditionally a top line but still relatively affordable model, one that is essentially a tooled up version of a humbler shopping trolley. And yes, the stunning RS 250 is derived from Renault's modest Megane (a car with much to be modest about).It has, however, as much commonality with its parts donor as a sub-machine gun with a musket.VALUEIf performance were the sole measure, we'd be moving on straight away, attaining 100km/h all of 6.1 seconds after we'd started (about the time taken to recite in full the model's name). Pace, as we'll see, is not even half the story.In tangible and tactile terms, the Cup edition gets sports seats, leather steering wheel and matching gearknob, carbon-fibre-effect dash, onboard telemetry via the Renault Sport Monitor and a Power Start feature that controls wheelspin under flat-out acceleration.The (even) more track-focused Cup Trophy gets rear seat space eating Recaro thrones, tyre pressure monitoring, folding mirror, smart card key with neat its hands-free entry and engine start functions, Bluetooth, iPOD audio streaming, dual zone climate control, RS Monitor Display and entirely necessary rear parking sensors.There's also optional 19s with smoky alloys. Go on. You know you want to.TECHNOLOGYMulti-stage electronic stability program allows increasing degrees of freedom, though as is true of the whole construct, you really want a racetrack to play with it. Engaging its Sport setting in turn allows access to the torque regulator's Sport and Extreme mode via the stalk mounted "mouse".No gimmick these. All are genuinely distinctive and useful, though you're almost always going to choose Linear in urban running and Sport whenever circumstances permit impactful acceleration.For all the plethora of info charted through the centre console - G-Forces, lap times, gear shift alert warnings - it's the 250's tried and true tech that most manifests itself. That's a mechanical limited slip differential up front - as opposed to an electronic approximation (a la Golf GTI) - and a rear torsion bar. The suspension is bespoke, lowered and tautened.SAFETYObserve, as if you could avoid seeing them, the immense, bright red Brembo four-piston brake callipers gripping huge 340mm ventilated disc rotors on the front wheels and solid 290mm jobs at the back.There's seatbelt warning lights for all five seats (though how you can hardly be unaware of the bright yellow straps), tyre pressure monitoring, bi-Xenon directional headlamps, auto headlamp activation, auto windscreen-wiper activation, cruise control, speed limiter, ESP with understeer control and emergency brake assist. The spare's a 17-incher.DESIGNAs the danger of going over the top loomed, Renault's designers applied the Brembos hard, leaving the 250 teetering on the brink of the overly stylised. Make of it what you will it is distinctive and, in a dark metallic as opposed to signature yellow, faintly menacing - all flared wheel arches, sharp creases and day time running lights that, somehow, appear reptilian.Opening the door is to appreciate the most obvious connection to the (much) lesser Megane, though the impression is rapidly overwhelmed by the racing accents: Recaros, yellow rev counter, a highly adjustable full grain leather steering wheel and aluminium pedals (and footrest - merci for that small mercy).DRIVINGWhen the 250 ceases to affect you, you're either hopelessly blasé or in need of rehab. It's an adult dose.Blast off from standing. There's minor but discernable hesitation, then an avalanche of torque and some amiable jiggling through the wheel. It doesn't come on as fluidly as we've come to expect from the direct injected turbo fours like the Golfs GTI and R; more in the manner of a jab to the solar plexus.Raw acceleration numbers are bested by others listed here, but in the French car the process feels more, shall we say, outré? That would be meaningless if it wasn't carried so utterly ably when the road ceases to be straight.This is where the 250 departs from the pack, holding the chosen line with amazing tenacity and an equally eye-widening absence of body roll or understeer. I'm reduced to the cliché that it corners as though on rails. If you remain convinced a front wheel drive hottie cannot be gratifying, here's one you must try.Can this be electric steering? There's another preconception with which we can dispense; this is completely linear, amply informative.Even for a practised but middling driver, such as me, on public roads, the 250 is a joyous thing, an almost unrecognisably enhanced shopping device perhaps, but one surely capable in more assured hands than mine (and on a race track) of undoing high end performance machines for which made sums are demanded.Yet in urban surrounds, Frenchie is almost urbane, acceptably firm but not skittish. With torque delivery dialled down you can negotiate car parks just as adeptly as a quiet B-road cutting. Not perfect perhaps, but, pound for pound, perilously close.VERDICTThe hot hatch to have; a joyous giant slayer.

The price is right on the Chery J1. The first Chinese passenger car to hit the road in Australia always had to be cheap to make an impact, and the bottom line is just $11,990 - on the road. The value is unquestionable, the J1 is the new Australian price leader, and the deal includes 24-7 roadside assistance for the

There's a saying around here (well, someone has to start these things): "If you have less than $30K to spend on a hatch, get a Mazda 3. If you have more, get a Golf."Within an hour of clambering out of an entry level Mazda3 Neo last week, we were into the new starting point for VW's perennial five door, one with an asking price that's barely above a Polo. Indeed, the 77TSI (the numeral indicating output in kilowatts) is donated from the 2010 Carsguide Car of the Year winner.So can this Golf change the order of things?VALUELooks good on the lid, eh?A new Golf has never played at this price level. As recently as 2005 the then-new entry level Mark V (which substantially is this Mark VI) ran a weak, old 1.6 naturally aspirated auto petrol four with a five speed manual and rejoiced in a $27K asking price plus on roads.This entrant $22,990 for the six-speed manual, $24,490 for the seven-speed DSG twin clutch auto, either of which are  married to an above its capacity punching 1.2-litre turbo petrol four.The Golf is appreciably bigger, a few hundred kegs heavier, but only a second slower and a few hundred bucks dearer than the little wonder. Our test car, with DSG ($2500) and metallic paint ($500) was $24,990. Cool.Now let's peel back the lid.While the Golf provides a sense of prestige German quality at a fraction of the cost, its servicing and parts are very much in keeping with those of a premium badge. In this respect, VW take the piss. An example? A new battery can cost twice as much as one fitted by your auto club.And even if the inside of the fuel cap reads 95 RON, VW's excellent direct injection/turbo-charged engines prefer and return their best economy and emission figures with nothing less than 98. Almost all its rivals are happy enough on basic unleaded.TECHNOLOGYUnlike its Asian rivals, each $3000-$4000 increment you spend on a Golf brings not only more bling, but an upgraded four cylinder turbo charged engine with direct injection. The now-previously entry level runs a 1.4-litre 90kW/200Nm jobbie. The next one up has the clever 1.4 supercharged and turbo charged unit with 118kW/240Nm. Then you're into GTI and R terrain.On paper this one's 77kW/175Nm and 1.2-litre capacity looks almost as weedy as that of a Barina Spark, arguably the lamest car on sale today. But by virtue of the aforementioned low pressure blowing and the squirting of high octane juice directly into the combustion chambers, the 77TSI easily outperforms that old 1.6 auto.A 0-100km/h time of 10.6 seconds (or so it's claimed) is unspectacular, but with all the torque on tap from as low as 1550rpm, the mid-range shove is like that of diesel. Capable of running on 6.2 litres per 100km while emitting 144 grams of Co2 per klick, you might wonder if the clatter and drone of a diesel donk is worthwhile.DESIGNLet others flirt with groovy visual gambits, a Golf is always a Golf. Inter generational changes are always evolutionary rather than revolutionary, as car companies say when they're on a good thing and are too smart to stuff it about.The wagen is what it is and der volk keep buying it.While even in GTI's interior is hardly festive this one is crushingly grey and depressing, with every appearance of being consciously stripped back in order to encourage up-optioning, or better still, up-modelling to a 90TSI.It's a dead zone, especially next to the innards of a Mazda3 Neo which looks a lot more handsome from behind the wheel than is suggested by its $23K sticker. It's been a long time since I saw a new car steering wheel without so much as a volume control on the steering wheel. This Golf's was nude. Both cars, however, ride on squeaky 15-inch wheels.SAFETYAs good as it gets at this size: five star NCAP crash rating, all the active safety acronyms you've ever heard of and several you likely haven't, plus seven airbags, including one for the driver's knees. Moreover, there's that Golf sense of door thunking solidity and the planted on road stance of a bigger car.DRIVINGDSG settings continue to defy logic. No sooner have you driven a VW Group car in which the twin clutch auto can hardly be distinguished from a smoother, older style torque converter automatic, than you encounter one that makes you look like a prat.This 77 TSI's (I say "this" because you can bet another one will be different) wasn't quite that bad, but the need poke it off the mark made for a touch too much tyre chirping. It's all very well banging on about DSG returning fuel and emission figures comparable to a manual's without the "irritation" of changing gears, but the Mazda3's five speed old school auto works better in the heavy traffic where we sent most of our Golf time.Otherwise? Yeah, fine. A slightly lesser Golf that feels more than adequate especially if you're just now able to get into one. Which works as a metaphor for the 77TSI actually ...VERDICTOnly if you absolutely must have a Golf.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons.Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market.Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes.Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book.We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances.Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000.There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS.Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags.If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000.If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more.You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past.You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best.WHERE TO BUY?DealerPros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions.Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland.PrivatePros: The best way to find a bargain.Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware.AuctionsPros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference.Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.

The current car has been a mainstay for Suzuki with two million sales since its launch in 2005, so a major overhaul of the light car is reserved for the mechanicals and chassis. The visual style is a modern interpretation of the previous model. The base price is also based on the previous model: at $15,990 it is the same as the 2005 model cost.VALUEThe new Suzuki Swift is a mainstay of Suzuki Australia's operations. The company has sold 65,000 of the existing model cars and is Suzuki Australia general manager Tony Devers says new model, with the catchline "More Swift", will account for a 10 per cent sales boost.The base-model GA (there's no model-specific badging on any Swift model, so pick them by look) comes with steel 15-inch rims, plain door handles and side mirrors, power windows and mirrors, a four-speaker sound system with USB and iPod connectivity, a five-speed manual transmission and drum rear brakes. It also packs seven airbags and electronic stability control into the mix.Step up $700 to the mid-spec GL there's 15-inch alloys, a body-coloured door handles and mirrors, mirror-mounted side indicators, a leather steering wheel with audio controls, and a six-speaker sound system. There's also a tacho, which will be more important for manual owners than those who spend the extra $1700 for the optional four-speed automatic.The top-spec GLX costs $18,990 and adds all-round disc brakes, 16-inch alloys, Bluetooth connectivity, a steering wheel that adjust for reach and height, keyless entry and start/stop button and front fog lamps.TECHNOLOGYThe "New Swift" is more, and in some cases less, of the same. And that's good for buyers. The engine has been downsized from 1.5 to 1.4 litres, but the new powerplant is lighter, helping to offset the drop to 70kW and 130Nm, from the 1.5's 74kW/133Nm. The flip is petrol use is down from 6.3 litres/100km to 5.5, which puts the Swift at the top of the class on fuel use. CO2 emissions are 132g/km.All cars now have the electronic throttle control previously reserved for the sporty Swift S model. The chassis is lighter and stronger and the MacPherson strut front and torsion beam rear have been overhauled.Cruise control isn't a option, yet. Devers says he's aware how important it is in Australia "and the company is working with us", suggesting it will be an option sooner rather than later. All cars come with iPod/USB connectivity.STYLINGAn Italian interpretation on the original design led to the latest look for the Swift. Suzuki sent two teams to Europe (one to France and one to Italy), to conceive a new style for the Swift and it was the Italian-based team's modern approach to evolving the design that won.The result is a glass profile that progressively narrows from the front windows the rear, a bigger front grille, front and rear lights that now sweep around the top side edges of the car and a much smarter interior.Silver highlights help break up the black dash and while the plastics aren't at Euro-touch softness, they look durable and the fit and finish is typical Suzuki standard. And the front dash pockets may help break up the lines, but I wouldn't be putting anything heavy in them ...SAFETYThe Swift is a safe bet. There are seven airbags (the driver picks up a knee bag in addition to the dual front, side and curtain units), ABS brakes with brake assist and brakeforce distribution, stability control and front seatbelts with pretensioners and force limiters. It is a five-star car and the 40mm wheelbase spurt in size gives rear seat passengers more legroom.DRIVINGHairpin turns with short straights are made for cars like the Swift. That explains why Arthur's Seat is the launch venue, the chassis/suspension are in their element on the tight bends and bumpy roads.The ride is firm but not harsh and it sits flat and composed under acceleration or brakes. The light and low weight means it holds its line in turns and responds to throttle or brake if the driver's overcooked it.Uphill runs expose the engine's lack of torque and the four-speed auto's lack of ratios. The pair work OK around town, but won't be the enthusiasts' choice, especially as there's no option for manual shifts.The five-speed manual's extra cog helps get the most out of the engine, like most Suzuki units, this 1.4-litre will happily rev at the top of the tacho and the mid-range is strong, so work ing the manual can result in reasonably quick runs.The GLX undoubtedly has the better brakes, bu the rear drums on the GL didn't lock up once and will be more than good enough for most owners.Rear seat room will encourage you to pack adults in for a short trip, they'll moan, but survive, and pre-teen kids won't complain at all. Boot space is tight, but at 210 litres to the bottom of the windows you can fit the weekly luggage in. A removable tray covers a smaller compartment, and the space saver spare, below, but I'd ditch it for the extra boot depth.The Swift is chasing sales off the Toyota Yaris, Ford Fiesta and Mazda2 and the first impressions are the extra interior sophistication will earn it more fans. Enthusiasts will have to wait until next year for the 1.6-litre S model.VERDICTA good car done better. Price and build quality are on the money.

CAR stuff is full of acronyms, numbers, decimal points and funny words.  For once, I'm taking most of the numbers out of the story because they probably won't thrill you as much as the one I leave in - 1017.That is the theoretical annual saving, in dollars, of a Honda Insight Hybrid's fuel bill compared with the national average annual fuel cost.  That's $1017 or, to be precise, $1017.75 and that's the difference between Australia's 11.1 litres/100km vehicle average and the Insight's on-test 5.2 l/100km (not Honda's claimed figure), taking into account a 15,000km yearly average and unleaded petrol at $1.15 a litre.Sorry, more figures.  Own a Honda Insight and you'd be driving a car that could just make you feeling greener than Kermit. But is there a cost?VALUEHmmm. It's relatively cheap at $29,990 plus on-road costs and I got 5.2 litres/100km  in the suburbs without really trying.  Honda claims 4.6 l/100km which is possible in ideal conditions that, unfortunately, we don't live in.The hatchback is comfortable, versatile and roomy and through in striving to beat the bowser it strikes a couple of speed bumps, it's basically worth a long look.  The base model VTi tested here is $3500 cheaper than the upmarket VTi-L but is a better buy.DESIGNIt's based on the Jazz hatchback - and City sedan - platform but takes most of its shape from the US-only Honda Clarity fuel-cell delight.  The teardrop shape is all for cheating the air and the slippery profile neatly cuts the air to benefit not only fuel use but improve quietness.But Honda does a great job of finding the sensible compromise between the need to slice through the air and have room for a family within its cabin.TECHNOLOGYA hybrid has two or three power units. In this case, one is electric and one is petrol and they work together - unlike the Toyota Prius where they can work independently.  There is no extension cord and no powerpoint to plug it in. It has a large storage battery and the petrol engine both drives the car and charges the battery.It starts like any other car; drives like any other car. The fact that it's automatic also makes it easy to punt around town.  But there is an option. A green button on the dashboard will change the engine program, dulling performance and turning the engine off (and back on again later) when the car is stationary.There are a lot of clever things in the car but - alarmingly - it gets shot down by the archaic drum rear brakes visible through the alloy wheel spokes.SAFETYThe Insight gets the maximum five-star crash rating, has six airbags, electronic stability control, ABS brakes with electronic brakeforce distribution so that leaves the driver as the only thing to go wrong.DRIVINGI mentioned that optional button on the dash. Press it and you kill the fun.  Hills turn the Insight sluggish, a green traffic light turns the car behind you into an ogre and because the engine stops when the car stops, so does the airconditioner.If you're not in a hurry, driving through hilly countryside or picked a temperate day for a drive, the "econ" button will chop back fuel use.  Otherwise, leave it off and the combination of the powerful little electric motor and small petrol engine can provide pleasant motoring. Even fun. Almost.There are drawbacks.  Squeezing more kilometres from the petrol tank means the Insight must be light. It is. But that makes it feel unsettled on the road, susceptible to sidewinds and skitterish when hurried through bends.The light steering doesn't help so it ends up feeling ot connected either to the road or the driver.  It is comfortable, spacious enough for a small family and flexible. The space-saver rear tyre doesn't surprise but the large boot does.VERDICTUse your calculator and this is a winner. Use your heart and it's a bit soft. 8/10HONDA INSIGHT VTiOrigin: JapanPrice: $29,990Engine: 1.3-litre, 4-cyl; electric motorPower (combined): 72kW @ 5800rpmTorque (combined): 167Nm @ 1000-1700rpmFuel: Standard unleadedFuel tank: 40 litresEconomy (official): 4.6 litres/100kmEconomy (tested): 5.2 litres/100kmGreenhouse: 109g/km (Corolla: 174g/km)Transmission: CVT, paddle shifters; front-driveBrakes: Disc/drum, ESC, ABS, EBD, brake assistTurning circle: 10.3mSuspension: Front _ MacPherson struts; Rear _ torsion beamWheels: 15-inch alloy, 175/65R15 tyres; space-saver spareLength: 4405mmWidth: 1695mmHeight: 1435mmWheelbase: 2550mmWeight: 1205kgBoot (seat up/down): 408/584 litres (Corolla: 450/1121)Warranty: 3yr/100,000km (battery - 8yr/unlimited km)Service: 10,000km

ALFA Romeo is one of those brands that seems to promise a lot but deliver little.  It has pedigree and tradition; it's been around 100 years and has racing written into its DNA. It used to make cars of sensual beauty, full of fizzy exuberance. Like Berlusconi parties on wheels.The 156 was like that. I still check the classifieds for a pre-loved sedan or wagon when the urge to buy is overwhelming.  I know it would put me on first-name terms with the local mechanic, but the gorgeous leather seats alone are worth the price of entry.My irrational longing has struggled with more recent cars. Flawed is one thing, but the 156 replacement, the 159, was simply flabby and that was unforgivable, even though it was a looker.The Mito, a tiny hatchback based on the Fiat Punto, doesn't do enough to disguise its origins in the cheaper car. It looks like a hasty attempt to get something out there, rather than a proper Alfa.There's worse, because as often as not Alfas have simply failed to appear at all. There's been no replacement for the 166, the patrician flagship that passed on a few years ago, neglected and alone. An on-again, off-again SUV has never been on-again for long enough to materialise.The GT went and left a gap. The 159, Brera and Spider have either gone, or are about to.  A sign of how long we might be waiting for their successors comes in the shape of the Giulietta, which replaces the 147. It has only just arrived, although the 147 has been on sale for a decade. That's a lifetime in the small car market.The GM tie-up ended happily for Alfa's parent Fiat, which got $US2 billion from the divorce settlement. Then there was a brief spell when Fiat was single. Even the GM money wasn't enough to keep its entire stable of brands pumping while simultaneously mending its balance sheet.Discount the Mito, and I do, and the Giulietta is the only real Alfa developed for ages.Now Fiat is back in a relationship, this time with Chrysler. So it's also back to shared platforms that must work for all sorts of different cars.  The next Alfa off the drawing board should be the Giulia, the replacement for the 159, although no one's entirely sure when that will appear. Or how much Chrysler baggage it will be carrying.DESIGNThe Giulietta revives a favourite nameplate for the brand that will stir memories among those too doddery to drive if they still have any memory left. For most potential buyers, it will mean nothing at all. But the return of a Giulietta should, by rights, be worth waiting for.It starts in an unpromising fashion by adopting a similar design to the smaller Mito, which looks like a startled lemur. The Giulietta is better, because it's only mildly surprised, but there's still an absence of aggression. Luckily, its rear end is fabulous, especially with the distinctive LEDs switched on.VALUEThe Giulietta enters premium small car territory around the level of the more expensive Volkswagen Golfs, or the cheaper Audi A3s and BMW 1 Series. When the 147 appeared this was a much less competitive segment than it is now.Happily, the Giulietta has been equipped for the task. It has new underpinnings with proper independent rear suspension, hi-tech turbocharged four-cylinder engines and a decent amount of kit.Inside, there's some Italian flair to separate it from the sombre Germans. There are big fat aircon controls, deep-set dials and the retro detail de jour: toggle switches. There's just enough shiny bits to make it feel premium. And unlike in previous Alfas, you don't need to sit with knees crunched to your chest to reach the wheel.There's evidence of engineering care also in the thinness of the A-pillars, which allow vision through corners. The B-pillars, however, are so wide they can hide three lanes of traffic when turning right.It's also a shame that the seats are covered mainly with something called microfibre, even when they're supposedly "leather". They're nowhere near as inviting as they used to be and the average Italian must have put on weight, because they're too wide.DRIVINGAt least, at about 1300kg, the car itself isn't obese. It goes around corners with an eagerness that I don't recall in an Alfa since the 147. The chassis feels keen and alert and refuses to be fazed by mid-corner bumps. Alfa has also remembered to make the steering quick, the gearbox pleasing and the clutch vague, so it feels exactly like it should.At least it does in the 1.8 turbo, or QV as Alfa likes to style its "cloverleaf" editions. It gets the flashier wheels and is better tied down. The 1.4 gets along respectably enough, but the 1.8 has more character and lots more torque. That's reflected in a decent 6.8 second time to reach 100km/h. Which may be only a smidge quicker than a Golf GTI, but it's faster than any Audi or Beemer this sort of money will buy.VERDICTSo against the 1.4, it would be worth finding that extra five grand. That's if you haven't already bought a Golf GTI, which you probably have.If you haven't, you still won't be swayed by the 350 litres of cargo space, which can match a Golf, or Alfa Romeo graphs showing how many more large people can fit in the back.  And if you want a dual-clutch transmission, rather than a six-speed manual, you'll have to wait until the end of the year. And then it's only on the 1.4.But if, in a fit of irrationality, you buy the Giulietta 1.8, you'll be getting something that the world hasn't seen for a while: a convincing Alfa.  More's the point, we may not see its like again. The reason the 159 was too heavy was because it was a compromise, engineered to please both Alfa and General Motors. The engine bay needed to be strong enough to carry a Detroit V8.ALFA ROMEO GIULIETTAVEHICLE: Premium hatchbackENGINES: Turbocharged four-cylinders, 1.4-litre or 1.8-litreOUTPUTS: 125kW at 5500rpm and 250Nm at 2500rpm (1.4 TB); 173kW at 5500rpm and 340Nm at 1900rpm (QV)TRANSMISSION: Six-speed manual, front-wheel drivePRICE: From $36,990 (1.4 TB) to $41,990 (QV) plus on-road costsONSALE: Now

The car of the (near) future is up and running in the USA, and heading for Australian showrooms early in 2012. The Chevrolet Volt is the world's first workable electric car, and one that ends the new-age fear of 'range anxiety' with a hybrid system that turns the Prius world upside-down.The Volt runs on battery power but has an onboard petrol engine that works as a generator, providing a potential range of more than 600 kilometres and ending the fear of a running 'dry' beyond a plug-in socket.Holden is an early adopter and plans to have the Volt in its range as soon as possible, although a pricetag estimated in the $60,000 range means it will not be for everyone.But 'range extender' technology could be a widespread hit, providing plug-in city driving and the chance for long-distance trips using gasoline top-ups along the way. "The Volt can be your one car, your only car," says Mark Reuss, former head of Holden and now leading Chevrolet in the USA.The Volt is only a Corolla-sized, four-seater small car but it is packed with technology and GM's engineers have even done an impressive job on driving dynamics. It's not a sports car but it's not as dull as a Prius. The Volt has gone from a great idea to a potential game-changer car in less than 18 months, with the first production cars about to be delivered in the USA.VALUEIt is impossible to rate the Volt without a showroom sticker. The price is likely to be around $60,000 in Australia and that will be costly by any measure. But more and more people are turning to green power and an electric car that can also take a Sydney-to-Melbourne run makes a solid case, with the Prius now priced from $39,990.The Volt comes with a bundle of value-added stuff in the 'states, including roadside assistance and satnav, as well as a 160,000- kilometre, eight-year warranty on its lithium-ion battery pack.TECHNOLOGYThere is a vast amount of technology in the Volt but its foundations are all Cruze. The GM compact car provides the foundation and the engineers and futurists do the rest.The heart of the Volt is its heated-and-cooled, 198kg battery pack. It's so big that it's shaped in a tee and steals space between and around the cramped back seat. There is also a 1.4-litre petrol engine in the nose that's responsible for charging duties any time the battery gets severely depleted, or when there is a need for sustained heavy pulling power.GM originally denied the car ran on anything but electric power but now concedes there is one situation - overtaking under full power beyond 110km/h - when petrol power can briefly turn one wheel. A lot of work has gone into tiny details in the Volt, from its lightweight entertainment system to a horn that gives a polite 'toot- toot' if you nudge the turn indicator stalk.It's intended for warning work in parking lots and should be fitted to every car. The outcome is simple: GM says the Volt can hit 160km/h and has a 0-100km/h sprint time of less than 9.0 seconds, while happily running with similar range to a petrol-powered car.DESIGNThe Volt is designed for minimum drag and that means a relatively sharp-edged body that's not unlike a Prius. Stylists have tried to dress the shape but it's still no beauty.The interior is semi-futurist with a range of digital dash displays, including one that shows how you're driving on an efficiency scale, but with a conventional T-bar shifter to select forwards and reverse. The cabin also has some bright colour trim pieces and leather trim is available, but it is very cramped in the back seat and the hatchback roof glass needs a lot of sun protection to shield people in the rear.GM has two frontal treatments for the Volt - the Chevrolet corporate look and a much more adventurous design for the Volts sold as an Ampera in Europe - but otherwise it is fairly bland and sensible.SAFETYThe Volt comes with the usual stuff, including eight airbags, ABS brakes and stability control. GM says the location of the battery pack provides the best possible protection in a collision, with systems to prevent anything nasty escaping or causing a problem in a crash.In America the car is also protected by OnStar, which uses a back-to- base alarm system in the event of a crash, although this is not currently available through Holden in Australia.DRIVINGMy first drive in the Volt was exactly a year ago, and it was effectively just a lap of the block at GM's technical centre in Detroit. This time there is more than 90 minutes of driving, on freeways and city streets, with a much better chance to know the car. The Volt fires up easily and, despite an icy winter chill in Detroit, the cabin is soon warm without stealing much battery power.Heated seats help. Pulling into traffic the response is seamless and acceleration is good. The car easily matches or betters other cars in city conditions, and pulls out swiftly to merge onto a freeway.Cruising at 110km/h is easy and the car is quiet and relaxed. But the lack of engine and driveline noise means you hear other things, like squeaking trim pieces and some thumping and crashing from the rear suspension. The Volt rides as you would expect for a car in the Mazda3-Corolla class, although it takes time to adjust to the artificial brake feel and the steering is a bit over-keen at times.Generally, the car matches expectations or does a bit better. There are a number of different driving modes and switching to 'sport' sharpens things, as well as providing more regenerative braking. So you only have to lift the accelerator to get a significant slowing.To check the cut-in for the petrol generator engine I deliberately drain the battery by flicking to the 'mountain' mode, which boosts battery reserves. The cut-in is noticeable but the small four is quiet and there is far less noise than a normal car.All-in-all, the Volt makes a strong second impression. It drives nicely, delivers on its electric promises, and is far more than just a science experiment. When Holden gets the Volt it is going to change the hybrid game and make life very, very difficult for Toyota with its Prius and Camry. It also promises the sort of range and peace of mind that electric car shoppers already crave.VERDICTA hybrid hero that's surprisingly good to drive. 9/10WE LIKE: Electric drive, sporty(ish) handling, engine response WE DON'T LIKE: Cramped back seat, likely price, delivery delayCHEVROLET VOLTPRICE: Estimated $60,000ENGINE: Electric motor with 1.4-litre petrol generator engineOUTPUT: 111kW RANGE: 40-80km (electric), 600km (range extended)EMISSIONS: Zero (electric drive)