Hatchback Reviews

Alfa Romeo is relaunching its MiTo light car range with a revised four car lineup, featuring a twin clutch (manumatic) transmission on some and other technology as well as an equipment tweak.MiTo has been available here for some time but faces stiff competition from Mini and other brands.The MiTo TCT (Twin Clutch Transmission) is aimed at buyers wanting an auto as well as sporty performance and low emissions and fuel consumption. The best of both worlds.But the MiTo you'd expect to get TCT misses out - the high performance QV remains six speed manual only.  Go TCT and it means the least powerful 99kW engine in the MiTo's 1.4-litre, turbo four cylinder, petrol Multi-air engine range.Four versions of MiTo are now offered; 114kW manual MiTo at $29,990, 99kW MiTo TCT at $31,990, 99kW MiTo Sport TCT at $34,990 and 125kW MiTo QV in manual also at $34,990.Alfa says the three versions of MiTo's 1.4-litre Multi-air engine deliver comparable power and torque to other engines of greater capacity. Designed by Fiat, Multi-air technology also garners significantly better fuel economy.Multi-air engines don't have an inlet camshaft instead, a set of electro/hydraulic solenoid (pumps) operates the inlet valves, it is said, more efficiently than any variable cam timing system in existence.Opt for the TCT models and you also get auto stop/start function that further reduces emissions and fuel consumption to as low as 5.5-litres/100km particularly around town.The six-speed TCT system has adaptive shift patterns and is operated like a regular auto with PRND selected on a stick shift that also offers sequential change mode in a parallel Sport gate. Paddles are also provided on the steering wheel.Sport mode defaults back to auto if you fail to utilise the manual system.All three engines deliver strong torque at low engine speeds and pass Euro 4 or 5 emissions regulations. MiTo score a five star Euro crash rating.All four models score Blue&Me audio system, electronic key, aircon, wheel controls, cruise, pollen filter, electric power steering, trip computer and window tint. Wheels are alloy 17 or 18-inch with low profile rubber.All models are fitted with what Alfa calls DNA (for Dynamic, Normal and Allweather - a system that changes settings for the engine, steering, suspension and gear box.The MiTo Sport TCT is speced up to a similar level as the MiTo QV model - without the 125kW engine.MiTo has undeniable character and presence on the street thanks in part to its unusual face and the pert rear end accentuated by a bank of LEDs.It's just that the TCT transmission needed to be on the QV as well as the other models. Go figure.Alfa Romeo MiTo TCTEngine: 1.4-litre Turbo 4-cylinderPower: 99kWTorque: 190Nm/230Nm (Normal/Dynamic)Transmission: 6-speed Twin-Clutch autoWeight: 1170kg

Slightly, bigger, but slightly more economical. Mildly evolved, but essentially the same. It won’t be the cheapest in the small car class, it’s unlikely to be the dearest.And there, in essence you have the new version of Suzuki’s best seller, the Swift, due our way in February, as tested by Carsguide this week at Ryuyo proving grounds in Japan.Much depends on February’s launch price. Given our dollar continues to punch above its weight, there’s little reason to expect a marked increase on the $16K starting price of the outgoing range. If it is, well …Is the newcomer worth the wait? On the whole, yes.The GL comes with 15-inch steel wheels, rather than the GLi’s 16-inch alloys. Both have i-Pod connectivity, but the latter’s interior finish and exterior touches are a class above, the GLi replete with fully adjustable steering wheel, keyless ignition and start/stop button.No plans for an S model yet, at least none Suzuki will comment on while the current model is out there.Again a question of incremental improvement. Suzuki emulates the trend to engine downsizing, but with none of your fancy German turbo charging or direct injection.The new 1.4-litre four cylinder petrol unit loses 100cc in the current model. At 70kW and 130Nm it’s also down on power and torque – and it’s asked to move a bigger, heavier (due to increased standard safety gear) car.Yet it does so with evident ease while returning better fuel economy and emission figures. That’s down to fiddling with the throttle and transmissions.These, the standard five speed manual and optional four speed automatic, each remain a cog short of contemporary and, in the slusher’s case, three off the cutting edge.Another carry over is the suspension set up, Macpherson struts up front, old style torsion beam aft.Stop me if this is becoming a familiar theme, but it’s immediately obvious this is a Swift, only a bit bigger. This model is much more striking though, not least for its pert, Renault inspired rear end.Within the GL’s a bit grim, though again a step forward. The GLi lifts the game. That said Korea has caught up with, even surpassed, the hard black plastics that define both cars – another reason why Suzuki would do well to contain any price rise.In the metal, the Swift is, in its way, more impressive than the well-received Kizashi. While that was a surprising and welcome departure, the Swift is in a sense more impressive because its context is more rigidly defined. It looks pretty cool.Matching the seven airbags of Volkswagen’s Carsguide Car of the Year Polo, Swift emulates its five star crash safety rating in European testing.Also standard on GL and GLi is electronic stability program, anti-lock brakes bolstered by brake assist and force distribution. Disappointingly, the GL gets drums at the back; the GLi has discs fore and aft.A car developed partly at Suzuki’s own proving ground is hardly likely to disgrace itself here. Even at speeds impossible elsewhere except perhaps Germany, the Swift is a stable, refined and dynamically adept performer; all of which bodes well for the real world where the wind noise level will be acceptable.The auto can’t keep up with the manual, but is some way more than adequate. You won’t lose much by taking the lazy option other than a few thou in the asking price and less than a litre more juice every 100km.Steering which initially feel too light, is accurate and direct; the little car turns in and holds speed through bends in a way that will at least give Ford’s Fiesta – the best handler in this class – something to think about without keeping it awake at night.A good thing made that bit better.

You only have to mention the Subaru Impreza and images of the hot rod WRX come flooding to mind. The WRX rally rocket has come to define   the small Subaru, but to forget the rest of the range would be unfair.The Impreza has long been a well-built, reliable and popular small car and the new model introduced in 2007 was even better than those cars it replaced.There was a sense of change about the new Impreza, a fresh approach that spelt a change in direction for the Japanese carmaker that had built a solid reputation for quality, drivability and reliability.MODEL WATCHThere was always something off-putting about the way Impreza doors closed, a feeling of flimsiness that suggested a lack of quality.  That was before the new model in 2007, which for the first time had frames around the windows in the doors. Now, with the windows supported by frames, the doors closed with a solid feel that made the Impreza experience much more satisfying.You might think that adding doorframes is a small change, but in terms of the impact it had on the Impreza it was a major revision.  While it was a most welcome change it also seemed to signal a major change in thinking at Subaru.It was as if Subaru had decided to come in from the cold; it was the final step from being a somewhat quirky outsider to being a solid mainstream carmaker.Subaru only offered a five-door hatch at the Impreza's launch, but there were three models, plus the WRX, which we'll hold over for another story. The R provided the entry point to the range, with the RX and RS as you climbed the tree.With a look reminiscent of Europe the new Impreza was more attractive. It was also shorter, taller, wider, and lighter, with more cabin and boot space.Inside the cabin, there was a fresh new dash, upgraded seats and trim, better insulation and isolation, and a height and reach adjustable steering column.Under the bonnet was the familiar 2.0-litre flat-four, but with 20 per cent more power and seven per cent more torque. That meant that at its best it was putting out 110kW at 6400 revs and 196Nm at 3200 revs.On the road that translated into more urge and better drivability, and motor-noters reckoned it was also smoother.  Bolted to the back of the engine was either a five-speed manual gearbox or a four-speed auto, while drive was directed through all four wheels.IN THE SHOPCarsguide has received few complaints about the Impreza, and those that have landed here have been of a minor nature and not to be too concerned about.Check around the engine for oil leaks and make sure the required servicing has been done. There is nothing more damaging to an engine than missing services. Oil can quickly clog an engine's vital internal passages, and blockages quickly wreck an engine. Brake and tyre wear doesn't appear to be an issue for owners, as it can be with some other makes and models.IN A CRASHANCAP handed the Impreza a five-star rating on the back of its array of airbags, which provided front, side and curtain protection, along with its impressive active safety package. In addition to anti-lock brakes the Impreza also boasted electronic stability control.AT THE PUMPSubaru claimed the Impreza would do 8.9-10.7 L/100 km and owners back that claim up, reporting that their cars are quite economical to run.OWNER'S SAYPam Baker loves her 2008 Subaru Impreza RS. She says it handles well on all terrain, particularly on wet dirt roads, it looks good, the fuel economy is good, and the bucket seats are comfortable. On the other hand she says the auto transmission is sluggish on takeoff, the body sheetmetal feels very thin and flimsy, and dents easily, and there's too much plastic on the interior. All in all she says it's about an eight out of 10.LOOK FORFresh Euro lookSolid feelMore powerful engineLarger cabinUncomfortable seatsTHE BOTTOM LINEThe popular small car got even better with new looks, an improved cabin and a more solid feel.

Getting into a small car has never been so difficult or as rewarding.  The good news is that the light and small car segment are now red hot with value - the bad news is that you have to choose which one suits you best.The task today just became harder as Ford unveils its nine-car Fiesta range that is jam-packed with models that are great drives, great value and pretty good to look at.There’s choices of diesel and petrol and sedans and hatchbacks. There’s a five-speed manual and a new six-speed dual-clutch automatic. The new auto replaces the previous four-speed unit that was only available with a 1.4-litre engine.  And just quietly, there’s room for an XR4 model in the future.Prices start from as low as $16,990 (CL petrol manual hatch) and climb through the list to the specialised - and very popular - ECOnetic diesel hatch that costs $24,990 and remains Australia’s most economical car.In between there is the mid-range LX in either automatic or manual and diesel or petrol from $18,990 to $21,490, and the sports-oriented Zetec that officially gets here in January and is very appealing at $20,990-$23,490.Ford says pricing is on par with the outgoing models yet extra kit is valued at $600-$1000, indicating just how competitive the baby-car market has become and how serious Ford is to climb back up the sales ladder.Standard equipment includes electronic stability control that’s linked with traction control and electronic brake assist.The base model CL has two airbags but the other models have seven. Ford says the optional safety pack that restores seven bags in the CL costs $600 and lifts its ANCAP crash rating to five stars from four.However, Ford has taken away the spare wheel. All Fiestas - now built in Thailand after the change from Germany - have an aerosol “mobility kit” in the boot’s vacant wheel well. A spare wheel is an option.“It’s one of the trade offs,’‘ says Ford Australia’s general marketing manager, David Katic.  “We’ve chosen deleting that ahead of adding features - such as ESC and Bluetooth, for example - which buyers want ahead of a spare wheel.’’In the move from Germany to Thailand, the small car has had a big increase in noise reduction - a factor of concern in the previous model.  It gets substantial underbody sound dampening that, combined with improvements to the suspension, give the Fiesta a level of ride and comfort above its class.The engine line up is an 88kW/151Nm 1.6-litre petrol and 66kW/200Nm 1.6-litre turbo-diesel rated at 6.1 litres/100km and 4.4 l/100km respectively.The six-speed dual-clutch automatic is only available in the petrol models. Ford says “we’re working on’’ an auto-diesel combo but there’s a lot of resistance from the drivetrain suppliers in Europe.  Ford won’t talk sales numbers with the new Fiesta. But is expects a healthy rise in interest.The sales split is expected to be 20 per cent sedan and 80 per cent hatch, with an overall 15 per cent swing to diesel.  “This is a car that will change people’s perceptions of Ford,’‘ says Katic.  “We are seen as a big-car company. This Fiesta will bring a lot of people into Ford showrooms.’’Ford won't talk sales numbers with the new Fiesta. But is expects a healthy rise in interest.  The sales split is expected to be 20 per cent sedan and 80 per cent hatch, with an overall 15 per cent swing to diesel."This is a car that will change people's perceptions of Ford," says Katic.  "We are seen as a big-car company. This Fiesta will bring a lot of people into Ford showrooms."Refinement is a word used to describe gentlemen’s etiquette, not usually light-car handling and ride comfort.  Yet the Ford Fiesta manages to add the word to its vocabulary.And it did it on a day that would possibly be the worst in Adelaide’s 2010 calendar. Tuesday.  Storms pummeled the hills of the city, the rain blinded the driver’s view and made the little Fiesta fight for traction. But what a little hero.  Over debris and flooding that coursed over the twisting hills roads, the latest Fiesta handled itself brilliantly and rose above the ranks of many of its rivals.But it isn’t all highlights for the Fiesta.  It makes a lot of difference which Fiesta model is chosen for the drive.There isn’t much between the sedan and the hatchback, perhaps the small extra weight making the sedan’s tail sit better and the superior rigidity of the three-box design helping handling.But there is a big gap in the diesel and petrol. Though smooth and quiet, the 1.6-litre petrol is gasping on the hills. It is very rewarding in the mid-range of the tachometer but feels weak below 2000rpm and breathless above 5000rpm.That is fine in the five-speed manual version, but even the lauded six-speed dual-clutch automatic has problems getting hold of the powerband and then placing it on the road.For general driving, the Fiesta petrol auto is fine. But push it a bit and it feels lacklustre.  The diesel, by comparison, is sparkling. Also 1.6 litres in capacity, it is down on power (66kW to 89kW) but stronger on torque with 200Nm against the petrol’s 151Nm. And it is delivered much lower in the rev range.That translated into a car with manual transmission being such a fun ride. The flexibility of the diesel engine means it can be left in second or third for the really tight stuff, then pulled up to fourth and fifth as the road straightens.The basic Feista that was first introduced in January 2009 remains. But in the move this month to the Thailand plant, changes were made to key areas of sound deadening.That, combined with the new diesel-dual clutch auto drivetrain option, creates a light car with small to mid-size ambitions and refinement.  It rides with surprising compliance. Noise levels from the suspension and tyres are low.  Even the electric-assist power steering is responsive and not overly vague.The CL and LX models get standard suspension and seats while the Zetec model - on test here but not in showrooms until early 2011 - has sports suspension (tighter springs, retuned steering rack and 195/50R16 tyres) and front seats with more side bolsters to enhance the ability of the Fiesta’s chassis.The Zetec does this without compromising the ride qualities and, as such, deserves attention by buyers who enjoy driving. In fact, the best model of the range is the diesel-manual Zetec ($23,490) or the LX sedan diesel-manual ($21,490). Such a shame the diesel can’t be mated to the dual-clutch auto.

I AM so delighted that Holden released the Spark on the Australian market. For quite a while, I didn't have much to complain about. Now, thanks to the Spark, I do.This is a car that is perfect for the city. It's compact, cheap to buy and run, has excellent safety gear - it even has stability control - seats four people and is as nimble as a small motorbike.The trouble is that all this comes at the cost of any performance. The 1.2 litre engine is made for the job but the cost is a car that has to be revved hard to keep up with traffic.  It's just made for the commuter, not the driver, which is par of the course for this sub-light car that costs from only $12,490.It's cheap but there's no doubting that it has lots of features to lure the motorists who's more interested in getting frugally from A to B.For example, while the chassis dynamics and engine's power delivery are rubbery, they are overlooked in favour of the cabin's bright ambience, the four-adult seating, iPod-compatible sound, an efficient airconditioner, electric windows and heated mirrors and a flexible interior.The CD costs $12,490 and gets cloth seats, 14-inch alloys and electric front windows. The $13,990 CDX tested here adds vinyl seats (yuk) and 15-inch alloys but not a tremendous much more.  Both have standard electronic stability control and six airbags.  Given the Spark is more for the commuter of the family, rather than the enthusiast, go for the CD.It's a metal box with a pronounced, chunky nose - hardly a stylist's headache - which evolved from the 2007 Chevrolet Beat concept hatch.  Its bold nose and slanted headlights create a lot of on-road presence. Coming down the road looks like someone shrank a Volkswagen Crafter van.Other than the Spark's face, it's just a box. But it uses its angular lines to push out cabin space to the slab sides and to the rear wheels, allowing it to fit four doors and accommodate four adults.The rear doors have Alfa Romeo-style hidden handles built above the waistline to give it a three-door look - a feat carried off well and which creates a clean body shape.Inside it's generally simple and functional. However, the dashboard is "try hard" with a funky combination of bolt-on speedo and digital side panel that tries to compete with the very ordinary styling of the rest of the dash.So you have a small digital panel for things like start-up warning lights and an LED fuel gauge, while extraneous alerts - seatbelts and airbag, for example - are mounted in a wide plastic-fronted slit atop the centre console.Okay, so it works but it's a bit like a dog's breakfast.  The rest of the CDX's cabin is simple, with small seats in Korean-grey and black vinyl - just the thing for the trip back from the beach on a 36C day - and yet it's on par for the car's market and price.Again, think simple. The 1.2-litre engine is a revision of the GM-Daewoo small-bore powerplants and will disappoint those seeking a car that lives up to its Spark name.However, commuters who trawl through traffic will delight in the miserly fuel economy and in theory, can get up to 600km from the tiny fuel tank.  It comes only with a five-speed manual and you can hear prospective buyers backing out of the showroom right now.If you're interested, the chassis is a simple MacPherson strut/torsion beam arrangement with front disc brakes and the world's smallest rear drum brakes - you can laugh at them behind the spokes of the alloy wheels - and all spun on hydraulic (not electric) assisted steering.The Spark gets a four-star crash rating but will win friends with its primary safety benefits of nimble manners.  The standard ESC and six airbags are an excellent sales inducement and sufficient to lift this car to a more desirable level than something in the second-hand market.  However, the Spark is a sub-light car and that translates to its light road feel that doesn't build much driver confidence on freeways.Basically, you can gauge how the Spark will drive simply by looking at it. And the picture isn't all pretty. The torque figure of only 107Nm - think Malvern Star - comes in at 4500rpm.That's a lot of revs. Because it's not supported by much under that engine speed, you have to get up there - noisily - before the car confidently moves forward.If you take it easy, you'll be fine. But the problem isn't you. There's hundreds of other impatient motorists out there who are quite prepared to run you down because you're slow and small.I had a woman in a Prado trying to push me through a 50km/h zone. She was so close to the rear of the car that I could only see the grille in the rear vision mirror as I edged up towards 60km/h.On the freeway at speeds of about 100km/h it is at the mercy of brisk side winds and the vortex caused by passing trucks. It's also an environment where the little engine buzzes at 3000rpm and starts to compete with the radio.Put your foot down and there's no change. The speedo stays at 100km/h for a long time because there's not much torque available and you're still 1500rpm shy of the maximum 107Nm.Take it back to the city, however, and the Spark's pin-sharp steering and weeny 9.9m turning circle makes you a star driver.  It has great visibility that complements the near vertical shape of the rear hatch.What continually frustrated me was the rubbery gear shift - remember, no automatic option here - which played guessing games with me as I went for the next cog. Finding reverse really tested my patience.The engine has nothing - I repeat, nothing - below 2000rpm except noise. You have to sweat hard to predict the engine delivery to the point where a graph of the power-torque curve should stuck on the dash.But get it right and the little engine loves to sing its heart out. That contrast of a high-revving city car may be new to Australia but it's stock issue in Europe.

A budget-priced fireball has been added to the Carsguide Car of the Year winner.  The Polo GTI, launched in Australia on the day its smaller sister won the prestigious COTY as the nation’s best car, has been launched at an unexpectedly affordable $27,790 - including a dual-clutch DSG transmission as standard.Even more amazing, the Polo GTI uses a downsized 1.4-litre engine yet runs the same 6.9 second 100km/h sprint as the 2-litre Golf GTI - a car that costs from $11,000 more.VALUEVolkswagen Australia marketing manager Jutta Friese says its “a great price for a great car‘’ and represents excellent value for money.  She says part of the price - which comes in about $5000 under expectations - is about the favourable exchange rate.“It’s very much in our favour,” she says.  “It will have further impact on new models for 2011, including Jetta, Passat and Touareg.”The Polo is available with one engine - the turbo-supercharged 1.4 TSI - and one transmission, a seven-speed DSG.  But buyers have a choice of body styles - a three-door ($27,790) or a five-door ($28,990) - for the car.This compares with the big sister Golf GTI at $38,990 for the three door and $40,490 for the five door - and that’s the manual transmission price.  DSG adds about $3000 indicating the price gap between the two siblings is about $14,000.Given the latest Polo is the same size as the first generation Golf, the choice could be a no brainer given performance is identical.The GTI is built in Spain, compared with the other Polo variants which come from South Africa.TECHNOLOGYThe 1.4-litre TSI engine uses a supercharger and a turbocharger to cleverly get power up to 132kW and torque to 250Nm. This compares to the previous model which had a 1.8-litre  turbocharged engine for 110kW and 220Nm.Volkswagen claims the new Polo GTI also gets 6.1 litres/100km (compared with last year’s model at 8.0 l/100km).  It covers the 0-100km/h sprint in 6.9 seconds, compared with the previous model’s 8.2 seconds.All this is due to the brilliant torque, power and versatility of the super-turbo design, though is aided by the rapid changes of the DSG.  Suspension and steering remain as per GTI standards, which is an excellent compromise between handling and comfort.DESIGNThe Golf-like Polo looks the part. Volkswagen has trimmed the baby hottie up to look like the Golf GTI - they may be mistaken on the road - so gets the three main colours of red, white and black together with silver and blue.The sports seats feature high bolsters and are finished - like the original 1976 Golf GTI in tartan fabric. Owners can select optional leather and Alcantara.Compared with the standard Polo, the GTI gets new front and rear bumpers, 17-inch alloy wheels in the Denver design, a small rear spoiler and dual chrome tailpipes exiting stage left.SAFETYLots of features are included in the price - six-speaker iPod compatible audio, cruise control, alloy pedals, electric and heated mirrors, paddleshifters on the steering column, daylight running lights, airconditioning and so on - but safety is the GTI’s hallmark.It gets six airbags, ESC and brake assist with other electronic chassis aids.DRIVINGJeez this thing is quick! Up Collingrove’s hillclimb just out of Adelaide, it literally flies over the jumps and yet has a tenacious grip on the narrow bitumen road.There’s power from idle through to 6000rpm but you really feel the bang around 3500rpm when the supercharger is automatically turned off and the turbocharger is left to its own devices, pumping air into the tiny 1.4-litre engine.The handling is exquisite - one of the reasons the Polo won COTY - and tied down even more in the GTI that sits 15mm lower and rides on wider, lower profile rubber.The steering is pin sharp, the brakes dynamic and the seats hold you so firmly that you feel part of the car. On top of that, it takes to commuting with ease and is very comfortable and quiet even over rutted roads.  Love it!

Toyota's recipe of value-for-money, build quality and reliability has seen the brand become number one in this market, and the Corolla one of its most successful models.Now in its 10th generation the Corolla is one of our firm favourites, new or used, and there's no sign we're tiring of the little car from Japan.MODEL WATCH The Corolla has got better with each new generation and the 10th generation released in 2007 continued the pattern of improvement. Like those that went before it the new Corolla was well built, solid and sensible.The cars sold in Australia came from the Japanese production line rather than one of the 15 factories producing them in other parts of the world. Two models, a traditional four-door sedan with a boot and a five-door hatchback, were offered in the new range.Both boasted clean, fresh, youthful lines that fitted well with younger buyers without troubling older traditional Corolla buyers.  As is often the case the new Corolla was larger than the car it replaced, which made it more user friendly. Younger buyers could accommodate more of their mates; older ones had no trouble transporting their families.The rear seat could take three, making it possible to accommodate five all up.  One of the reasons for the roominess was the rather upright style of the Corolla, which allowed the occupants to sit higher in a more upright position.The Corolla's engine was a 1.8-litre four with double overhead camshafts and Toyota's VVT-I variable valve timing that gave zippy performance along with good fuel economy.When at its peaks the engine pumped out 100kW at 6000 revs and 175Nm at 4400 revs, enough to give it good acceleration and overtaking performance. Toyota offered a choice of six-speed manual and four-speed auto gearboxes, with drive through the front wheels.While many carmakers were going to five-speed autos Toyota stuck with four, but it didn't seem to affect the Corolla's drivability or performance to any great degree.Changes to the front and rear suspension, coupled with a wider track improved the Corolla's stability, handling and ride comfort.The model range was made up of four sporty hatches - Ascent, Conquest, Levin SX and Levin ZR - and three practical sedans - Ascent, Conquest and Ultima.IN THE SHOPJust three years old the Corolla is still in its infancy with the earliest 10th generation cars only having 50,000 km or so under their treads.  Few complaints have come through the CarsGuide, and those that have been received have been of a one-off nature and not serious.Even though all appears to be well with the Corolla it's still important to check for a service record to make sure the required maintenance has been done.The Corolla engine has a cam timing belt, and it's important that it be changed as recommended, but that's not until 150,000 km so there's some time before that falls due. Also make the usual visual checks to the bumps and scrapes that come with everyday life on the road.IN A CRASHWith dual front airbags only the Corolla Ascent was rated at four stars out of five when tested by ANCAP, all other models rated at five out of five with additional side front airbags and head airbags.All models had an impressive array of active safety gear, including ABS anti-lock brakes, electronic brakeforce distribution (EBD) and brake assist (BAS) for optimum emergency stopping.  Electronic stability control wasn't offered on any model until 2009 when it became standard on the Levin ZR hatch and Ultima sedan.UNDER THE PUMPToyota claimed the Corolla would average 7.3 L/100 km in manual form and 7.7 L/100 km when equipped with the auto trans. Contemporary road testers generally reported figures that were a little higher, at 7.9 L/100 km for the manual and 8.5 L/100 km.LOOK FORToyota build qualityCute contemporary looksRoomy cabinGood all-round performance .Five-star safetyTHE BOTTOM LINEA well-built, practical and reliable all-rounder for all ages. 80/100

Extra features and a more efficient diesel engine are claimed to justify a "modest" price hike on the updated Mini range.  According to Mini Australia Product Planning Manager Sue McCarthy, the price increases have been kept to a "minimum" of $400 for Cooper and JCW and $600 for the Cooper S, while the diesel is up $1000."We understand there are a lot more competitors in the market but more competitors stimulate market demand in that segment," she says."We don't view that as a negative thing. It keeps people on their toes and promotes competition."Mini's response to the competition has been to increase the level of standard features to the mid-life model update, rather than drop prices.Corporate communications manager Piers Scott points out that they sell very few basic Minis."So by building more value, we can justify a modest price uplifting," he says.  "We don't think price will be an issue."Scott says the cosmetic changes are subtle but the upgraded technology is "significant".  "There is now more Mini: more customisation, more efficiency and more technology," he says."All changes are driven from talking to our customers. If we don't do something right we hear from our customers straight away."VALUEExtra standard features include rain-sensing wipers, auto headlights, Bluetooth (Bluetooth music streaming is an optional extra), USB input, fog lights (Cooper D already had them) and velour floor mats.Mini claims that for the extra $400 for the Cooper and JCW and $1000 more for the diesel you get $1450 of extra features ($950 for the JCW) and for the extra $600 for Cooper S you get $1150 in features.While you can't put a value on the styling changes inside and out, at least the knobs on the airconditioning and audio now feel much better quality.The previous knobs felt like flimsy plastic margarine tubs. The new knobs are more sturdy with a rubberised feel. It is debatable whether these changes warrant the extra price.Options include a $750 "radio visual boost" upgraded audio system with LCD screen, joystick control and on-board computer, and an updated $1900 "business navigation" system, previously $2900.Mini has also added several optional feature packages that are claimed to provide a substantial value saving on ordering the features separately.  The $1125 city package adds park distance control, alarm and auto dipping interior and exterior mirrors.The lighthouse package adds adaptive Xenon headlights and clear indicator lens and costs $700-$1600, depending on the model.  The $970 body package on the Cabrio adds a wind deflector, heated seats and a timer that tells you how long you've had the to down.There is also a cargo package that adds roof rails and a flat-load compartment floor for $825.  The popular $3900 Chilli package is retained, but with revised content.All these extras, along with the wide choice of trims, upholstery, wheels and exterior colours and striping give the Mini extended individualisation possibilities which, to a Mini owner, are invaluable.TECHNOLOGYThe big change in technology is the bigger BMW-derived 1.6-litre diesel engine that replaces the 1.4.  It has 82kW of power and a 30Nm torque increase to 270Nm.Emissions of CO2 are down to an impressive 99g/km while fuel economy is down 0.1L/100km to 3.8.  It comes with a six-speed manual gearbox with auto start/stop function, gearshift indicator to encourage frugal driving, brake energy regeneration and economical electric power steering.An automatic gearbox for the diesel will not arrive until the Mini gets the BMW 2.0-litre diesel from the 120d and 320d. It begins production in March and should arrive in June.The engine will have the same output as the current 1.6-litre unit but with different torque characteristics.  It will be mated to the six-speed ZF automatic transmission, but will not include auto stop-start technology.The first BMW group product with stop-start in an auto transmission will be the new X3.  The Cooper and Cooper S petrol engines had technical upgrades earlier this year that lifted power 2kW (7kW for S) with a slight decrease in emissions, plus better economy and acceleration figures.For the first time, Mini gets optional adaptive headlights which turn with the steering wheel to illuminate a corner. They are only available with the lighthouse package.STYLEDespite the vehicle being 99mm longer, all proportions are retained and exterior design changes are so subtle, few will notice them.  They include more pronounced fog lights, extra air ducts in the Cooper S, LED taillights and a higher Cooper bonnet to match the Cooper D and meet strict European pedestrian safety regulations.The most significant changes to design are inside.  Although the general layout with toggles and large dishplate speedo remain, there is more quality in the trim levels and feel.  McCarthy says the interior has a "quieter appearance" with more use of dark tones.IT may be cute and even pretty, but Mini is still predominantly bought by males.  Mini Australia boss David Woollcott says 55 per cent of buyers across the range are males."I think it's got to do with the fact that we (Australians) are the highest ratio of JCW buyers in the world and have a focus on racing heritage," he says.However, the Cabrio and Clubman models appeal more to women, with female buyers accounting for 80 per cent of sales.  Mini Cooper makes up 75 of total Mini sales, Clubman 10 per cent and Cabrio 15 per cent.DRIVINGTo drive home Mini's famed go-kart handling characteristics, which are unaltered with the mid-life updates, Mini launched the new models with a motorkhana in an airport hangar at Avalon, south-west of Melbourne.The surfaces shifted from painted concrete to asphalt to a concrete apron giving a feel for the high levels of grip, the nimble change of direction and the extra feel provided by the "sport" button which sharpens the steering and throttle response.Out on the road, the Mini feels precise and engaging as always. With no changes to the mechanicals, the drive down the Great Ocean Road was superfluous fun.  Even the new diesel felt little different to the old one, with the same output and handling characteristics.The real test of the changes was in the operation of the audio system which now has the confusing volume and tuning knob replaced with a more user-friendly arrangement.Another "test" was in the access to the rear seats in the cabrio which now allows the seatbelt to be hooked under the cupholder so it isn't in the way.VERDICTExtra customisation may confuse some buyers, but typical Mini owners highly value the ability to make their Mini as close to unique as you can get with a mass-produced vehicle.MINI 2011Cooper hatch: from $31,500Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S hatch: $40,500Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159Cooper D hatch: from $34,750Engine: 82kW/270Nm 4-cylinder turbodieselTransmissions: six-speed manualFuel consumption: 3.8L/100kmCO2 (g/km): 99g per km.JCW hatch: 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): 165-169Cooper Clubman: $34,800Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Clubman: from $43,800Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Clubman: from $51,700Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Cabrio: from $40,200Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Cabrio: from $48,600Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Cabrio: from $57,300Engine: 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 

From December 6th, you’ll be able to buy a hybrid for less than $30,000 for the first time as Honda and Toyota face off in a battle of the eco-warriors.  Unlike the first generation Insight of a decade ago, which cost $55,000 and sold fewer than 60 units, Honda’s fresh attempt to take on Toyota’s Prius – the car that’s synonymous with eco motoring piety – costs about the same as a top-spec Mazda3.The Insight is the first of four hybrids planned for local release over the next 18 months, with the CR-Z in July, then the Jazz and renewed Civic. Honda reckons their electrically augmented petrol engine cars will come to comprise 10 per cent of their hard hit local sales.Pretty compelling on paper. Insight does not achieve the economy and emissions figures of the Prius (4.6L/100km and 109g/km plays 3.9L and 89g) – or a number of new European diesels, for that matter. But $10K buys an awful lot of unleaded juice.The entry level car gets keyless entry and immobiliser, alarm, climate control air-con, 15 inch alloys, tilt and telescopic steering, six speaker audio system with CD, MP3 and Bluetooth, cloth trim and – or some reason – steering wheel mounted shifting paddles.The $33,490 VTiL, which will make up most of the sales, adds fruit like side indicators on the door mirrors, auto front windows, auto headlights, leather steering wheel, 16 inch alloys, front fog lights, satellite navigation with integrated Bluetooth, and DVD player and reversing camera.It’s a fair bowl of fruit for the dough.Honda’s 1.3-litre i-VTEC petrol four with Integrated Motor Assist set up has been around since the original Insight. As ever it uses a 10kW electric motor to augment the petrol engine, as opposed to the Prius systemThe Eco Assist system tells the driver how economically they’re going by changing the background color of the tacho. Green – naturally - means good, blue means you’re an enviro vandal and Bob Brown will frown upon you.An Econ mode alters control logic, so the car accelerates more slowly and backs off the gas engine quicker. The dashboard EcoGuide accumulates data on driving patterns, so hypermiling drivers can survey their history to improve driving strategies, rewarding the most e-conscientious with up to five green leaves in the display.Yet for all the in-cabin sophistication, it’s fairly rudimentary beneath the back, where the fuel tank and battery are stored, with torsion beam rear suspension.About as good as it gets, the five star Euro crash test rating assured by six airbags, stability program, anti skid brakes with electric force distribution and assist. The spare’s only a space saver, but there’s a reason for that, as we’re about to see …Well, no prizes for guessing what it looks like. Unlike the anonymous and accordingly low-selling Civic Hybrid, there’s no possibility of mistaking this for anything other than a hybrid, but every chance of confusing it for the hybrid hatchback that starts with “P”.Inside and up front in the Insight, you’re treated to one of Honda’s cleverly contrived instrument panels with legible instruments and a high mounted digital speedo that’s as handy as a heads up display.With 408 litres storage in the back and rear seats that fold flat, there’s genuinely useful luggage space. Indeed, the Insight is best seen as a two seater plus luggage because there’s no way on God’s green earth you’ll get four grown-ups in there and have them remain on speaking terms by a long journey’s end.Passenger space is that of a much smaller car. Indeed, Honda’s little Jazz has better headroom for those condemned to the back seats. And anyone a bit stiff about the hips is going to struggle to get in and out.Offered the choice between this a one of Volkswagen’s price and eco comparable diesel Golfs – or even the smaller and cheaper Polo – it’s the latter every time for passenger comfort and for the open road.Though performance is hardly the Insight’s purview (what’s with the sportive shifting paddles, already?), you’re never unconscious that this fairly low output engine is being asked to do a lot, especially when over taking opportunities arise.  Give me 320Nm of diesel torque, danke.The independent rear suspension that also comes with the latter is a better go on choppy roads, where the Insight back moves about a bit. The VTi we drove and shared for 200km made a racket too – the backseat boy was especially narked by tyre roar.For all that, the Insight did what it said on the tin, returning 5.2 litres per 100km in open road driving undertaken, if not heedlessly, then without special consideration for economy.And, without going back to back with the Prius, you’d have to say the Insight is easily the crisper drive, certainly it’s going to be enough for most likely punters, who in any case, want more than anything to make a visual statement.For when you absolutely have to have a hybrid. 

SPEED records are as old as time. Neanderthals used to race antelope across plains, Etruscans sailed sun-dial timed races around Mediterranean islands and Mayans were big on stair climbs.Though today the most cost effective way of getting quickly to places is commercial air travel, you'll have more fun in a Subaru WRX and possibly have the chance to set your own speed record on the race track. But for more street cred and a bit more technical sophistication, the race-ready STI takes all the anger of the WRX and makes it louder.VALUESubaru's race-oriented hottie comes as a sedan or hatch, manual or automatic for $59,990 - up a monstrous $20,000 on the WRX.  But the test car is an STI Spec.R which adds more fruit - but no more performance - for $65,990 which is $26,000 above the WRX.And that's a sticking point because the value tends to be diluted. It's still a single price for the hatch or more recent - and subjectively prettier - sedan fitted with automatic or manual, but it's still a lot of money.The STI Spec.R adds a sunroof, sat-nav with a touch screen, audio with 10 speakers, leather (not Alcantara) cabin trim and BBS wheels.  It's strange but the stuff that's added in the Spec.R is suited to an owner who commutes while the car itself is suited more to competition tarmac events. If you want a commuter, this may not be the best choice.TECHNOLOGYA simpleton would say the STI is a case of a biggish turbo engine in a small car body and that any fool can do it. The devil is in the detail here, as Subaru draws heavily from a dirt and bitumen race win history for a brilliant drive system that aims to maximise power delivery to all wheels. And it nails it. The system is adjustable from the driver's seat, with incremental torque allocation front and rear to adjust for varying road conditions that would affect - for example - oversteer and understeer situations.However, clever though it is, it takes a skilled driver to keep adjusting the torque split while working the wheel and gear shifter. For those who want to spend more time ensuring the scenery remains horizontal with the blue bit at the top, there's the "auto" button. Really, forgo the manual adjustment. Leave it in "auto". Otherwise, the 2.5-litre engine gets 221kW and 407Nm for excellent go and Brembos for whoa. Again, it's more suited to track than street.DESIGNThe sedan version of the STI is a recent addition to the hatch. It harks back to the original STI rally cars and looks better balanced. It has a big boot, to boot. Lots and lots of Tupperware and blistered fenders give the car muscle, while black-out war paint with silver accents dress up the nose and the traditional STI wing stands tall above the boot lid.It looks hot when its standing still and this clearly is where the STI holds appeal. At least with men. It can be a difficult creature in the city but at least it draws attention.Inside it's a different story. The dashboard is all hard plastic and scratchable silver plastic trim. The touchscreen is excellent but the sat-nav's map image looks like some kid drew it in crayon at pre-school.The STI seats four but though there's reasonable cabin room, this is a car that is focused on catering solely for the driver.SAFETYThe STI picks up all the good safety news of even the base-line Impreza. That is, a five-star crash rating, six airbags, stability control and ABS brakes.DRIVINGThis is not a car that appreciates commuting. It will baulk at the frequency of traffic lights, frustrate its driver with low-speed suspension jarring and constant clutch feathering and worry the wallet with a habitual yearning for high-end fuel. That's a serious series of complaints. For a buyer of an STI to run on the road, they must be incredibly tolerant and unusually wealthy.The more the STI is driven the more you start thinking an WRX is a whole lot better for the street.  The STI for the track. Which is where this car was pointed.The RAC driving centre sits under the flight pattern of Perth's irregular flow of commercial aircraft. It's so close that by the time you look up, the planes have their wheels down and you can see faces in the windows. The noise is equally as tangible. But not this day. With the tacho needle jumping off the redline like a sugar-infused kid in a bouncy castle, the STI isn't a quiet car.There's the off-beat mechanical anger of the horizontally-opposed engine, the subdued fan noise of air being sucked into the turbocharger, lots of throaty noises from the exhaust pipes and the chirps and screams of the Dunlop tyres.Jets pass overhead in silence.  Everything is different above 3000rpm. The gearshifts, often tight and requiring a firm hand, introduce the next cog with slippery ease.Though there's a meaty 407Nm of torque, the STI always feel it could stall off the mark. That's why it can be a bit messy in traffic. But here, on the track, you're living in the 4000-7000rpm band and it's a different car.The clutch doesn't have to be feathered and so though the driver can produce jerky gear changes, out there on the bitumen paddock there's no one to complain. The fast-ratio steering remains as before, so this is a point and shoot machine that can be pushed hard across the track and then swung into the corner to chamfer the arc. Sometimes, with the traction control off, it will casually adopt a four-wheel drift but unless you've cooked the corner, there's no sense of drama.The STI just feels so very confident. Helping that is the sports seats that keep the body anchored. They're even comfortable on the street, despite a thin wall of foam.VERDICTAddictive car that just happens to seat four adults and room for a pram but fails the value stakes in favour of its budget WRX sister.