Hatchback Reviews

It’s a truism that the Alfa Romeos eulogized by the Alfisti, the marque’s hardcore fans, tend to be at least 40 years old.Sadly, for this was a once great auto house, the impact of recent Alfas has been minimal; 914 local sales in 2010 tell its own sad story. But then, apart from a few worthy variants of the unfairly overlooked 159, Alfa hasn’t deserved much better.Named for an old classic, the Giulietta, a medium hatchback that in Europe has been favourably compared with Volkswagen’s perennial Golf, represents nothing less than the most important car in the brand’s 101-year-old history. If it doesn’t succeed, Alfa Romeo sinks.No pressure then.The newcomer is remarkable for excelling in those areas recent Alfas haven’t, dropping the ball in one which Alfa usually has, but mainly in providing what few Alfas the past decade have so much as hinted at: substance.VALUETwo variants are available now, both with cutting edge turbo petrol engines. A diesel follows later in the year, as does a twin clutch automatic transmission.The sole gearbox to be going on with is a six-speed manual, which will retard sales as surely as if the cars all came painted pooh brown. Pity, because the engine transmission match is great.The 1.4 TB MultiAir retails at $36,990; the 1750 TBI with the famous Quadrifoglio Verde (QV) four leaf clover badge at $41,990. The latter stands visually apart for that prominent emblem, lowered suspension and dark 18-inch alloys.Both variants are well equipped with standard features including the Q2 electronic differential and the DNA selective drive switch that enables drivers to choose between dynamic, normal and all-weather modes.A premium pack (including radio/mobile controls on the steering wheel, folding door mirrors and parking sensors) is optional on the 1.4 and standard on the QV. So too is the sport pack with smokey alloys, 10mm lowered sports suspension, aluminum pedals, leather steering wheel and upholstery.TECHNOLOGYA tour de force. Or is that “forza”? Whatever, the latest DNA setting is no gimmick; all modes are genuinely unique and useful, though you’ll be poking the switch to dynamic at every opportunity. Optimum fuel consumption occurs in Normal, to which the Giulietta defaults when the ignition key is turned.Using turbo-charging, a twin overhead camshaft and direct injection, the 1750 TBi’s seemingly small capacity outstrips almost all four cylinder engines to obtain nigh on three litre performance for four pot economy. Using scavenging technology to make optimum use of the turbo charger, it produces its maximum 340Nm torque from only 1900rpm.The supposedly lesser engine is arguably more impressive; one Alfa claims is as important to petrol engines as the common rail it developed for diesels. An electro-hydraulic variable valve actuation technology controlling air intake, it produces 125kW and 250Nm, the latter from barely above idle, but emits only 134g/km.Propeller headed as all this appears, the result is instantaneous performance that belies capacity. The cost is measured in premium unleaded petrol.DESIGNSo fine without. So poor within.This is one great-looking, completely distinctive five door. Even better in the metal than on the page, there’s not an angle from which the Giulietta, especially the QV, doesn’t work.Coupe lines, accentuated by hidden rear door handles, mean quite some compromise in rear passenger space (do not option the panoramic roof if you intend to transport adults), but the days of Alfa’s driving position being for orangutans (ludicrously long of arm and stubby of leg) are over.What a weeping pity the interior design isn’t matched by materials of quality.Around the eye line, it’s not bad, but too many surface materials are substandard, even downright cheap. The switch controls are sweetly ’60s retro, but you don’t for a moment believe they won’t snap off at some point.In the QV, with its handsome leather thrones, the cut-price nature of the lower cabin plastics isn’t so obvious; in the MultiAir it’s glaring. Surfaces are too easily marked and give no confidence as to long term.In our 1000km-old QV, the bonnet release handle came off in our cameraman’s hand. In our MultiAir, the driver’s wing mirror pane vibrated not quite to the point of falling out.  At this money things needs to be better. At half the money there is better. It makes me think long and hard about spending my money.SAFETY The good news resumes with best in class ratings in European crash testing. It’s down to fixtures including collapsible pedals and steering column, progressive chassis deformity, double front seatbelt pretensioners to curtail “submarining” and removing the need for driver’s knee airbag, and enhanced side impact protection.Add to this daytime running lights and the full raft of active safety acronyms. Go forth in confidence.DRIVING And when you do, rejoice in a choice of two such brilliant engines.  The QV is almost atypically Alfa; controlled, composed and refined to the point of being inaudible. Where’s the fizz, the crackle, the brio?Some (any) aural indication would be welcome, because the QV can accelerate seamlessly from high gear at low speed to a license shredding extent and you’d hardly know it. Like the truly well sorted car it is, it seldom feels as fast as it’s travelling.Yet, more atypically, the ride is completely accomplished, even on 18s and lowered suspensions. Transferring torque to the front wheel with most grip, the electronic Q2 diff seems almost to claw you around corners. If you’re not horrified by the notion of changing gear for yourself, here’s a worthy rival of the all too common Golf GTI. It’s not better or worse as such, rather it’s of a different flavour, as though the hatch body was incidental and you are driving a five door compact grand tourer.Though the QV makes the 100km/h mark from standing a second quicker at 6.8, the MultiAir is its equal if not better, not least in terms of ride and getting the output it has to the tarmac. Can an Alfa be this indifferent to road irregularities? It has the composure of something bigger and softer, yet the intimacy and chuckability of something smaller and more fun. Super direct electro-mechanical steering abets the game.VERDICTAlfa gets there at last.ALFA ROMEO GIULIETTAPrice: $36,990 (MultiAir); $41,990 (QV)Engines: 1.4L 4-cylinder turbo petrol  (125kW/250Nm); 1.75L 4-cylinder turbo petrol (173kW/340Nm)Transmission: 6-speed manual; front wheel driveThirst: 5.6L/100km (MultiAir); 7.6L/100km (QV)

Ford was so focused on getting the BA Falcon to market it pushed the first Focus into the background.

It's been a long time coming but Honda's hybrid Insight is finally here and on the road. For all intents and purposes it looks very much like the Toyota Prius on which it is obviously modelled. Given the world-wide success of Prius, it's not surprising. Honda no doubt wants a slice of that hybrid cake.VALUENot as large or expensive as a Prius, the Insight does what it does pretty well, providing economical transport at an affordable price. The thing is, for the asking price of $29,990 for the entry level Insight VTi, you could probably achieve the same if not better results with any number of diesel powered alternatives. The Golf 77TDI Trendline that we drove recently springs to mind. While fuel consumption for the Insight is officially rated at 4.6 litres/100km, the automatic version of the Golf tips the scales at 5.1.Having said that, we've been getting about 5.5 litres/100km from our test Insight VTi. To be fair, the Insight produces cleaner engine emissions, but most people will be focused on fuel consumption. But there's not much in it, with the Insight getting a five-star rating from the Government's Green Guide and the Golf sneaking in with a four. The problem with the diesels is that they emit of lot of nitrous oxides.Then again, if you are entirely unconcerned about the environment, $29,990 is going to buy you a large chunk of many other cars.DESIGNInsight's sloping glass back conceals a large but shallow load area, with a lower glassed panel just like Prius. It will seat four people in reasonable comfort, although it has seatbelts for five.TECHNOLOGYThe hybrid, petrol-electric power train consists of a 1.3-litre petrol engine, combined with a 10kW electric motor which provides assistance when necessary. The combined output is 72kW of power and 167Nm of torque, with maximum torque available at a low 1000 revs thanks to the instant on electric motor. With a smallish 40-litre fuel tank, the Insight has a theoretical cruising range of about 870km.DRIVINGWe never looked like getting anything like this in the car we drove, but we're getting an Insight for a longer period shortly so we'll be able to bring you further updates on the car's longterm fuel economy. Unlike diesels, it should be noted that hybrids perform best in city driving because the power train captures and stores the energy normally lost in braking which it uses to power the battery.The hybrid powertrain is teamed with a CVT-style, continuously variable automatic transmission with its trademark zoom acceleration.A sport setting is provided for better performance and greater engine braking on downhill runs. Performance was adequate if unexciting, but suited to its role as a city car. We'd also rate the ride quality as better than Prius. Although our test car was fitted with cruise control, it often had difficulty maintaining sets speeds, particularly on uphill sections.It comes with a five-star safety rating and full complement of safety equipment including six airbags. Bluetooth is also standard.HONDA INSIGHT HYBRIDPrice: from around $30,000Engine: 98kW/123Nm 1.3-litre, 10kW/78Nm electric motorTransmission: CVT; front-wheel driveEconomy: 4.4L/100km (95RON)

Belter. It's the word that sits best against the Ford Focus RS. The last time the Carsguide test team was this surprised and impressed by a turbocharged pocket rocket was when the Subaru STi first hit the road in Australia.The go-fast Focus has everything we like in a compact speed machine, even without the all-wheel drive grip and security net that comes with   Subaru's WRX family and the Mitsubishi Lancer Evo. It is a massive step up from the XR5 turbo, which was the hero car in the Focus family until the RS arrived.The RS is a car that makes every trip a fun run, although you must adjust to turning heads everywhere you drive it. Its turbocharged five-cylinder engine turns the front wheel and does it with plenty of theatricals, from the whoost and chatter of the turbo and wastegate to the way its front wheels scratch for grip under full throttle.The worst thing about the RS is that only 315 cars have come to Australia and almost every one is already with its new owner. There is talk of another RS when Ford does a complete model change on the Focus, as well as a Fiesta RS to tap the 2011 challenger in the World Rally Championship, and we cannot wait.VALUEThe price of the Focus RS is just about irrelevant, since all 315 cars were pretty much pre-sold. There could be a couple still lurking in Ford dealerships, but almost every one went straight to owners. That's proof that the price was right, even if $59,990 seems a lot for a front-drive car against a WRX from $39,990 and a Renault Megane RS at $41,990.TECHNOLOGYThe heart of the RS is the upgraded five-cylinder Duratec engine also used by Volvo and in the Focus XR5. The difference is big, though, and not just the boost to 224 kiloWatts. There are major hardware changes inside the engine and the turbo also gets a tweak. The key to putting so much power on the road is the Quaife-brand torque sensing differential, as well as RevoKnuckle front suspension and 19-inch tyres and rims.The RS also gets bigger brakes, tweaked stability control and a couple of convenience features including rear parking radar and excellent   Xenon headlamps.DESIGNThe RS is still a Focus, but the body bits make a massive difference to the way it looks. For our money it easily trumps the STi from Subaru and makes the Evo look a bit plain.There is a giant front spoiler and a substantial rear wing, but the WRC-inspired body changes include everything from the spoked alloys to a fake venturi under the rear bumper and meaty exhaust tips. Inside, the giveaway to the sports focus is the Recaro bucket seats and a meaty steering wheel. The look is not for everyone - and the kermit-green hero colour works best for people who like to wear their baseball cap backwards - but it makes the RS unique and desirable.SAFETYSome people think cars like the Focus RS are inherently less safe because of their potential for pace, but things like the bigger brakes and grippier rubber actually give them an edge. The basic Focus is a five-star car and it's the same for the RS, which also gets a full set of electronic safety gear - traction control, stability control, ABS brakes with brake assist. It also has six airbags.DRIVING - HE SAYSPaul GoverThe Focus RS is a hoot. It belts along whenever you uncork the turbo engine and shows how much is left in the Focus package beyond the XR5. It's a bit over-the-top in styling, but that clearly works for customers. And it is a car that makes you smile as you trip the central locking for another fun run.The response from the engine is great, with real meat from 1500 revs   and a sustained push to the dline in all the lower gears. It's even enjoyable to upshift early - rally style - to keep it right in the torque band.The five-cylinder engine has always had a special beat and the RS upgrade also brings the sort of whooshing and chuffing from the pipes and turbo that confirms a serious force-fed engine. The suspension is firm but not harsh, the steering response is instant and the brakes are great.The Recaro sports buckets are firm but well shaped, although make it tough to get in and out. The huge turning circle is a disappointment and access to the back seats is poor, and rear vision is also limited by the giant wing. But the Focus RS is a special car and one that makes a WRX seem pedestrian.Even the Lancer Evo suffers by comparison with the classy Ford, not on the performance front but because the RS is a taut package that does everything well and has impressive final finishing.SHE SAYSAlison WardThis outrageous Focus is not a family car but it is one of the most   enjoyable cars I have driven in 2010. It is speedy around corners, has great visibility, has easy handling and is easy to drive. Except for the over-large turning circle.I like that it's a hatch, and not just another WRX try-hard car. It's definitely punchier than the Subaru STi automatic we had in the driveway for a week. It's not easy to load a youngster into a car seat, but I like the comfort of those Recaro seats and the quick gearshift. I was sad to see it go.VERDICTA winner. The RS is a great driving car that is certain to be a collector's item. FORD FOCUS RS Price: $59,990Engine:  2.5-lite Duratec five-cylinder with twin-overhead camshaftsOutput: 224kW/6500revs; 440Nm/2300-4500revsThirst:  10.4-litres/100kmEmissions:  246g CO2/kmTransmission: six-speed manualBody: three-door hatchback SEATS : Four, Recaro front buckets and two-seat rear benchDimensions:  Length  4402 mm, Width 1842 mm, Height  1497 mm,   Wheelbase  2640 mm, tracks front/rear  1586 mm/ 1587 mm STEERING: power-assisted rack-and-pinionSuspension: fully independent with front MacPherson struts and rear   control blade multi-link systemFuel tank:  62 litres Wheight:  1492 kgWheels: 19x8.5 alloy Tyres : 235X35 R 19Safety: ABS with electronic Brakeforce Distribution, Dynamic Stability Control, Traction Assist, Emergency Brake Assist, driver and   front passenger airbags, front and rear curtain airbags, pyrotechnic seatbelt pre-tensioners (front and rear)

Spiralling petrol prices mostly fuelled the demand for affordable, well-built small cars that were economical and practical, and Toyota responded with the Yaris.The Yaris took over from the Echo as the starter model in the Toyota range, but it represented a huge step forward in the small car class.MODEL WATCH While the Echo was popular and offered the usual Toyota qualities of build quality and reliability it was still a bare bones small car built for people who couldn't afford anything bigger.The Yaris was bigger than the Echo and brought with it a new level of refinement for those who chose to drive small.There was also plenty of choice in the Yaris range, with a selection of three-door and five-door hatch body styles, and a four-door sedan, and three levels of equipment.With a curvy, sculptured shape the Yaris presented a fresh, vibrant face to the small car world when it was launched in 2005, and it has remained so six years later.Despite its small size the Yaris offered a surprising amount of room and comfort thanks to some clever packaging and efficient use of space.A high, upright seating position created a roomy cabin with generous headroom and ample knee room, even in the rear.Not only was the cabin roomy for four - it was a squeeze for five - but it was also quite practical with the rear seat able to slide and fold to liberate a decent amount of space to carry bulkier items in the rear.Storage throughout the cabin was also generous with 25 storage compartments to swallow all manner of smaller items.The range starter YR was powered by a 1.3-litre double overhead camshaft four-cylinder engine that gave 63 kW at 6000 revs and 121 Nm at 4400 revs, the other models had a 1.5-litre double overhead cam engine that delivered 80 kW at 6000 revs and 141 Nm at 4200 revs.There was also a choice of a five-speed manual gearbox and a four- speed auto, and drive was through the front wheels.On the road the 1.3-litre engine, while adequate for the task, lost some of its edge when connected to the auto.With more punch the 1.5-litre got the job done more comfortably with either gearbox and was more pleasant to drive as a result.Equipment levels were quite good with even the base model having air, remote central locking, CD sound, and power windows, mirrors and steering.IN THE SHOP There has been little complaint from Yaris owners suggesting they are content with their lot.With little to be concerned about potential buyers should focus on the service side and check to make sure their potential buy has seen the inside of a service shop every 10,000 km or six months as Toyota recommends.Once that's established start looking closely at the body for signs of crash damage that hasn't been repaired well. Mismatching colours, overspray, oddly coloured window tinting that doesn't match the other windows, doors, bonnets and hatches that don't open and close smoothly are some of the giveaways to look for.Listen for clunks and rattles inside and out when driving, and make sure the transmissions shift readily without hesitation.IN A CRASH All models had the safety basics of dual front airbags and antilock brakes, but there was also an optional Enhanced Safety Pack that added front side and curtain airbags along with a knee airbag for the driver for comprehensive crash coverage.ANCAP gave the small Toyota a creditable four stars in its base form, but five stars when equipped with the safety pack.AT THE PUMP It's came as no surprise that the Yaris was an economical little car, after all that was one of Toyota's design objectives.Toyota claimed the 1.5-litre models would do an average of 6.1 L/100 km with the manual gearbox and 6.7 L/100 km with the auto.Having to haul the same body as the larger engine the 1.3-litre models were only marginally more economical at 6.0 L/100 km in manual form and 6.5 L/100 km in auto guise.Road testers recorded figures slightly higher than that, the 1.5- litre models typically giving around 7.0-7.2 L/100 km.LOOK FOR . Fresh looksRoomy cabinQuiet and comfortableZippy 1.5-litre performanceOptional safety packToyota build qualityTHE BOTTOM LINE A step up in class, drives smoothly, is quiet, roomy and comfortable. 80/100

So show me the 11 grand, already. I really want someone to explain the premium between Volkswagen's Mark VI Golf GTI five-door and its new Polo GTI and -- more to the point -- why I should pay it. Because I was thinking about it.I ask as someone who gladly forked out full freight for a Mark V Golf GTI five years ago. I remain firmly of the opinion there's only one car under $100,000 that does so much better, and that's a Mark VI Golf GTI.Or so it was until last week.The resolve that the only worthy replacement for our family car was another of the same crumbled to biscuit mix when Carsguide took delivery of a Polo GTI.The previous Polo GTI, appealing though it remains, was also just a bit contrived, something of an afterthought: the old VW group 1.8 turbo shoved in, a five-speed manual, a few badges stuck on and Heinrich's your uncle.The newbie, which arrives after two lesser Polos won Carsguide's Car of the Year and Best Green Car, was envisaged as a halo model -- if one priced under $28K can be so described -- from inception.Yes, it shares much with its milder siblings, most notably within, but is bequeathed the best of its bigger brother's bits.There's the same tactile GTI steering wheel, the red stitching, the standard tartan upholstery. The mesh grille is lined in red, the same 17-inch Denver alloys look bolder here and, if anything, the accents are more distinct and purposeful than on the too-discreet Golf.Similarly lowered, and with its own suspension settings, the Polo shares the Golf's XDL (extended electronic differential lock), which all but arrests understeer when the car is tipped hard into a corner.Some 200kg lighter, it gets the most powerful version yet of VW's 1.4-litre, direct-injection, twincharged engine, which seamlessly deploys a supercharger beneath a turbocharger to equal the Golf's performance and better its economy. It's a pocket rocket.Size is the essential difference. If you can live without the Golf's marginally bigger dimensions -- the Polo is about equivalent to a medium hatchback of a decade ago -- you'll lose nothing, and even gain somewhat, in the dynamics department.My chief caveat -- the lack of a manual -- is one that probably 75 per cent of GTI buyers would consider an asset. With the Polo version, you get the seven-speed version of the twin-clutch automatic DSG or nothing.Otherwise, as I say, show me where to look for that $11K.

The Nissan Pulsar was one of Australia's most popular and respected small cars, so the oddly named Tiida had a tough act to follow when it launched in 2006. Its job was made somewhat easier when currency changes had forced Nissan to push the Pulsar's price higher and it lost its competitive edge in its last years.Nissan was determined to use the Tiida to win back some of the ground given up in the latter period of the Pulsar's life.MODEL WATCHIt was a surprise when Nissan dropped the popular Pulsar nameplate in favour of the Tiida, but the company justified the move by saying the Tiida was an all-new car and a fresh start. One look at the Tiida was all that was needed to see that it was indeed a fresh start for the Nissan small car.Whereas the Pulsar's looks were rather staid, the Tiida's were stylish and modern and could only have come from Europe. The looks came from Nissan's move in joining forces with Renault, which resulted in the Tiida sharing its underpinnings with the Renault Megane.Compared to the Pulsar the Tiida was bigger, more refined, and more comfortable; it was also well finished, and drove well.The Tiida range was made up of ST sedan and hatch at the entry point, the mid-range ST-L sedan and hatch, and the Ti sedan and Q hatch. An all-aluminium 1.8-litre double overhead camshaft four-cylinder engine with variable valve timing provided the motivation, and when working at its peak it delivered a modest 93 kW at 5200 revs and 174 Nm at 4800 revs.It was sufficient to comfortably keep up with the traffic without ever exciting the driving senses.All models but the Ti had a six-speed manual gearbox standard, with an option of a four-speed auto 'box. The Ti had the auto standard.The Tiida was comfortable and roomy inside with good head, leg and elbowroom. Soft-feel materials were used on dash padding, door trims and headliner, topped off with polished metallic finishes that gave it a quality look and feel. The boot was a good size with a flat floor, under which was stowed a full-sized spare.All models were well equipped. Even the ST entry models had air-conditioning, remote central locking, CD with four-speaker sound, and power mirrors. The ST-L had extra safety features, plus 15-inch alloy wheels, power windows and Tricot seat trim. Atop the range the Ti sedan and Q hatch had leather-trimmed steering wheels, a blend of leather and cloth trim, an overhead console, and six speaker sound systems.IN THE SHOPComplaints to Cars Guide about the Tiida have been few and far between, and have generally been of a minor nature, which suggests it has no serious flaws. Good build quality, combined with a reliable package of engine, gearbox, driveline and suspension means little goes wrong.While all appears to be sound make the usual checks for evidence of a crash, and poor repairs, and check for evidence of regular servicing.IN A CRASHAll models have dual front airbags and seat belt pretensioners, while all except the ST also have curtain airbags for better all round protection. All models also boast an impressive array of active safety features, including ABS anti-lock brakes, optimum brakeforce distribution and brake assist.AT THE PUMPThe Tiida won't stretch the budget too far with fuel economy in the region of 7.6 L/100 km for the manual models and 7.8 L/100 km for the autos.LOOK FORFresh looksSpacious cabinFull-size spareFuel miserModest performanceWell-finished.THE BOTTOM LINEWell-built, well-equipped, economical small car with roomy interior.

Funky doesn't always work in cars, but when it's wearing a Citroen badge there's a chance it will strike a chord.  Some things the French brand have done can go over the buying public's collective head, but the DS3 is unlikely to miss its mark.  The head-turning, smile-inducing appeal of the DS3 DSport suggests the Citroen crew are on a winner.The DS3 Dsport six-speed manual demands $35,990, but the features list is decent.  The manual sports model gets an alarm (an option on the auto), remote central locking with deadlock and automatic drive-away locking, a reach and rake adjustable sports leather steering wheel, cruise control and speed limiter, power windows, a sound-insulated front windscreen, aluminium drilled pedals  (standard on the manual sports model only).The DS3 DSport also gets carpet mats throughout, filtered climate control, an MP3 compatible six-speaker sound system with Bluetooth iPod integration, suede/cloth sports seats, a trip computer  and a "gear efficiency indicator" that's only on the manual but a little incongruous given the sporty nature of the hatch.Anyone looking for an automatic transmission will have to opt for the less-powerful DS3 DStyle, which is $3000 cheaper but doesn't get the turbocharger on the 1.6; neither car has rain-sensing wipers.Among the optional extras for both models are rear parking sensors (at $500), an upgrade to the sound system for $800, Bluetooth phone hands free and USB port costs $700, the climate pack  for $1000 and gray leather or amarente red leather trim  adds $2000.The powerplant is the 1.6-litre turbocharged four shared with sibling Peugeot and development partner BMW Mini.  The engine uses direct fuel injection, a twin-scroll turbocharger (for better response), variable valve timing on intake and exhaust valves, as well as variablie lift on the intake valves.The little French hottie boasts a Bluetooth link for compatible mobile phones and audio players - an iPhone can be linked for both but was not always retained by the car's system, sometimes dropping out and then returning to the system.The most striking thing about the DS3 is its exterior design, which boasts head-turning good looks, but it's not always apparent why it looks so good.  Citroen says it uses "carefully considered design elements" on its new sports-hatch, boasting about the "shark fin" B-pillar, the "floating" roof and the signature LED lights on the snout.  It all adds up to a stylish package that passed the schoolkid-headturn test at the bus stop.Citroen has a reputation for producing safe packages and the DS3 is no exception - a five star Euro NCAP crash test, stability control is standard, as well as anti-lock brakes, electronic brakeforce distribution and emergency brake assist, six airbags - dual front, side and full-length curtain airbag - all standard.The DS3 also features automatic activation of the hazard lights on under heavy braking, automatic door unlocking following an accident and a fuel cut-off device.French hot hatches can be a conundrum - so good in some ways and so annoying in others, but some, like the DS3 are becoming less painful to endure day-to-day.  On the right piece of road, some of the Gallic hatches that have gone before were laugh-out-loud brilliant - but curse-laden things to drive in mundane metropolitan duties.Not so the DS3.  Around town the flexible little turbo engine easily shoots the DS3 through traffic without requiring numerous gearchanges, but the six-speeder does encourage the driver to use it - the shift feel is good.Steering is light and direct, without any real torque steer issues, and the driving position is reasonable - an improvement if not ideal for someone over the old six foot mark.  It could still do with a little more in terms of range adjustment for the wheel and the seats.Cruising through the hills or on the freeway, the DS3 sits solidly on the road but is not uncomfortable, coping well with broken bitumen.  When the road begins to curl, the little Citroen laps it up, zipping through bends with good grip, no tyre squeal and well-controlled body roll.The DS3 is not the smallest in class, nor is it the biggest, but the cabin has enough space to get settled, although no one would be wanting to sit behind me in my best driving position.  The back seat is pretty much kids only unless its a quadrella of jockeys on board, but its a comfortable cabin.The DS3 will lead Citroen's charge into 2011, giving the French marque a halo car for its resurrected small car range. The asking price is on the money for the segment and it's chic and cheeky-quick.

Small cars demand a different approach than do their larger cousins in order to achieve an efficiency of packaging that delivers a level of comfort and everyday practicality for their owners.Honda's Jazz is a case in point. By any definition it's a small car, but at the same time its rather upright wagon-like shape gives it a roominess that belies its modest dimensions.MODEL WATCHThe Jazz arrived in local showrooms in 2002 and was updated in 2004 and 2006 with extra equipment that kept it fresh.  Despite its upright and boxy shape the Jazz had a cheeky appeal with its steeply sloping front, bright eyes and corporate Honda grille.Wide-opening doors and a high roofline made getting in and out of the Jazz a breeze, something that appealed to older buyers who struggled getting into other lower models. Inside, passengers sat in rather upright, but supportive seating that combined with the tall body to make a roomy and comfortable cabin.Another advantage of the upright style was the visibility, which was good all round.  With the rear seats folded to form the flat floor there was quite good space for whatever might need to be transported in the Jazz.  Honda offered the Jazz in three models, the 1.3-litre GLi entry level, and the 1.5-litre VTi and VTi-S.The GLi was only available with the 1.3-litre engine, but buyers could choose between a five-speed manual gearbox and a Continuously Variable Transmission (CVT), which was an auto of sorts.When working at its peaks the 1.3-litre four was putting out 61 kW and 119 Nm. It was a smooth driver around town, but was found out when asked to climb hills or accelerate quickly.For better performance there was the VTi and VTi-S with the 1.5-litre engine that put out 81kW and 143Nm. The larger engine handled the cut and thrust of city traffic much better and was more at home on the highway.VTi and VTi-S buyers could choose between a five-speed manual and a CVT transmission that could be overridden and driven as a seven-speed manual.At first the GLi was fairly basic and didn't come standard with air until 2006. By then it boasted central locking, a trip computer, power steering, mirrors and windows and four-speaker CD sound.The VTi came with air from the get-go and also had remote central locking, while range-topping VTi-S also boasted alloy wheels, a body kit, fog lamps, leather steering wheel, rear spoilerIN THE SHOPHonda enjoys an enviable reputation for reliability that many other carmakers can only dream about, but nevertheless it's always prudent to ask for a service record that confirms regular maintenance has been done. Servicing is required every 10,000 km or six months.Modern engines live and die on oil and missing oil changes is a recipe for disaster. Oil galleries clog up and in extreme cases it can be virtually impossible to clean them out without dismantling the engine and putting through a hot tub.Honda has had trouble with the CVT transmission in the Jazz, as reported by a number of CarsGuide readers. When test driving a potential buy look for shuddering when accelerating away from a standstill, and walk away from any car that shudders.Changing the oil in the transmission and resetting the computer have fixed some cars, but others haven't been able to be fixed that way and the transmission has had to be replaced at a considerable cost.It should also be noted that Honda claims that CVT-equipped cars need to be taken back to a dealer to have the computer reset if the battery has been disconnected for any reason. That includes those situations when a battery is replaced, which makes replacement a rather more expensive exercise.Honda parts and servicing can be more expensive than those on other makes and models, but there is a number of independent specialist service mechanics that can do the work more cheaply.IN A CRASHDual front airbags and ABS anti-lock braking were standard across the range, enough to receive a creditable four star rating from ANCAP.AT THE PUMPOne of the strengths of the Jazz is its fuel economy.  Honda claimed the 1.3-litre would do 5.2 L/100 km on average with the manual gearbox, and 5.1 L/100 km when equipped with the CVT.With the 1.5-litre engine Honda claimed an average consumption of 5.6 L/100 km for the manual and 5.5 L/100 km for the CVT.  One of our readers reported the consumption of their 1.3-litre manual   never goes above 5.5 L/100 km around town and sinks to 4.5 L/100 km on the open road.OWNER'S SAYGraham Bewley currently owns a 1.3-litre auto Jazz GLi, having previously owned a 2006 1.5-litre CVT Jazz VTi for three years. He says it is quiet and smooth, and roomy with a bigger car feel, it's   also economical, the steering is improved and it has a full-sized   spare. Against that he says he doesn't like the large windscreen, the air-conditioning is barely adequate, and the gearing is a little too   high with the 1.3-litre engine. But in summary, he says that while the Jazz is no sports car, it is very pleasant to drive and both of his cars have been super reliable. There were no problems with the CVT in his previous car.Dr. Graeme Paton has racked up more than 300,000 km in his 1.3-litre 2003 Jazz GLi and says it still feels tight, and starts first time, every time. It has been routinely serviced and has been very reliable only requiring routine brake pad and disc changes, and replacement of the wheel bearings, which Honda did under warranty.LOOK FORCute, but practical stylingRoomy interiorEconomical runningModest performance from 1.3-litreShuddering CVT transmissionHonda resaleTHE BOTTOM LINEA well built, spacious small car with good blend of performance and economy. 80/100

The car Alfa Romeo needs to drive its on-road presence is finally on sale. The launch of the semi-automated twin-clutch MiTo TCT models comes 18 months after the manual's launch. That's a long time to wait for a car Alfa predicts will account for more than 70 per cent of sales."When we launched MiTo, the delay (on an auto) was going to be six months," Alfa's general manager Andrei Zaitev wryly recalls.  "But it's here now and we think it's a major advance in the product and in transmission technology."The other major advance is the Euro V-compliant MultiAir engine. Fiat is following the VW Group's "smaller but smarter" engine strategy and this 1.4-litre unit uses only 5.5 litres every 100km while keeping the sound and sensations Alfa owners traditionally value in a car.VALUEThe Alfa's well kitted out on the spec sheet. The base TCT rolls on 17-inch alloys with cruise control, fog lights, Bluetooth and a decent audio system. It's $31,990, which puts it up against the likes of the Mini Cooper and Audi A1.Spend another $3000 and the TCT Sport adds auto wipers, rear parking sensors and a carbon-fibre finish to the dashboard. And red brake calipers, which obviously help you to stop faster.TECHNOLOGYThe twin-clutch transmission and Multi-Air engines are the standouts. The transmission is a dry-clutch unit that Alfa Romeo Spokesman Edward Rowe says was designed to deal with up to seven gears, 350Nm and four-wheel drive demands to suit the other arms of the Fiat empire.In the MiTo's case there's six cogs and three program maps for the automatic mode. Dynamic is the most responsive of the three and tries to adjust its shift points to your driving style. Manual changes are made by either pushing the gear lever left and flicking it up and down or by using the wheel paddles.Alfa repeatedly pointed out the new transmission will operate just like a conventional automatic, right down to the creep on idle. The majority of the time drivers will leave it in one of the auto modes anyway.The TCT is matched in the MiTo with a turbocharged 1.4-litre engine that is every bit as hi-tech. It uses a stop-start function at the lights as part of a fuel-efficiency focus and an electro-hydraulic set of solenoids to operate inlet valve lift and duration.It's smart and it works, with puts out 99kW and 190-230Nm depending on which map you've got the transmission in.  Rowe says the same 1.4-litre engine is tuned to give 125kW in the range-topping MiTo QV.STYLEThe design is what sells Alfas and the looks of the latest MiTo haven't changed. That means its a stylish alternative for Mini shopper or those looking for a change from the baby Audis and BMWs.The three-door hatch is well built and the new transmission will have an undoubted appeal with women - a key target demographic. Alfa expects up to half its customers will be female because of the greater emphasis they place on style and individuality.  The interior is well executed with logical controls in the right places and the seats are comfortable places to spend a few hours.SAFETYThe MiTo has already earned its five stars and comes with the full airbag and software intervention suite, but it is the fact the hazard lights flash during emergency braking that is most impressive.  It's an increasingly common feature on European cars and the flashing lights certainly help grab other drivers' attention.THE MiTo is a five-star safety car, so no surprises on the airbag-ABS-stability control front.  But the seven airbags are boosted by an active head restraint that works to cut whiplash injuries. The MiTo also hits its hazard flashers during emergency braking, a system becoming more common on European cars.DRIVINGThe baby Alfa hustles along surprisingly well, with a claimed 0-100km/h time of 8.2 seconds. The engine revs out to near the redline in dynamic mode and does it with enough growl and snarl to remind you you're driving an Italian car.It's not far off the benchmark VW Polo in this class, but is let down by suspension that is simply the weak link in a good package.  The hi-tech electronics and reasonable rubber are terrific, but the suspension struggled to keep the tyres in constant contact with the back roads of Sydney.The MiTo's torsion beam rear feels every undulation and feeds that back into the cabin. Potholes jar and big hits earn a shudder. So they should, the Alfisti will clamour, but it's an old-school approach to sporty suspension at a time when the modern set-ups on rival cars soak up some of the impact.That said, the Alfa still tracks true - even big hits don't throw the car off-line, just your seating position and if aural clamour matches your desire to go forwards, the Alfa will still deliver.VERDICTA head-turning alternative in the baby-car class that has the poise - and enough pace - to warrant Alfa's forecast of  252 sales next year.Alfa Romeo MiTO TCTPrice: from $31,990Engine: turbocharged 1.4-litre direct injection Outputs 99kW/230NmTransmission: twin-clutch automatic, front-wheel driveBody: Three-door hatchSuspension: MacPherson strut front; torsion beam rear.Warranty: three-years/100,000km