Hatchback Reviews

Small, chic and very French…the Citroen C3 has been an absentee from the small car market in Australia, but will make a valiant return next year.

IT'S nice to see the Italians back in town. Once upon a time streets were sprinkled with Fiats and Alfa Romeos. Lancias too.Back in the sixties, into the seventies and eighties there were Fiat 850s, Fiat 124 coupes, Alfa GTVs, Alfasuds and Alfettas roaming Australian roads. There followed a dearth of Italian product for a few seasons and many reasons.Things are looking brighter these days. Maybe there's not quite the range once enjoyed here but machines such as the Fiat 500 (especially the CC) and the Alfa Brera do brighten the streetscape, breaking up the monotony of all those German runarounds.There is more passion in the style of today's Italians over most Euro rivals; maybe the Italians are considered quirky and chancy in some quarters but they are rarely dull.Latest in the ranks is Alfa Romeo's MiTo Quadrifoglio Verde MulitAir, a very handsome three-door with a clever and spirited engine. As it should be.At just shy of $35,000 before on-road costs, the MiTo QV is not the cheapest of three-doors but is packed with a swag of comfort, convenience and safety features plus clever mechanicals. And it carries a good deal of style, heritage and sporting character; things hard to pin a dollar value on.This Mito's MultiAir motor is 2010 Engine of The Year, acknowledged for a clever variable valve timing system that helps the Alfa to 100km/h in 7.5 seconds while offering a reputed 6 litres per 100km on the combined cycle. There's also Start/Stop technology here, allowing the engine to turn itself off when stationary and idling, automatically restarting when the clutch pedal is depressed.And then there's the switch allowing a driver to choose between dynamic, normal and all-weather modes.  This changes the MiTo's dynamics by adjusting engine, steering, suspension and gearbox outputs. Most sporting.Inside and out the MiTo is covered in class. The interior sports a tidy array of switch gear and comforts with chrome and carbonfibre highlights. The exterior is a piece of auto art, with a sweet face and big shoulders separated by coupe-like profile, design cues taken from the striking Alfa 8C Competizione. It is a small car with a big presence, designed to scare the likes of VW Polos and such.The MiTo arrives with a five-star Euro NCAP rating, seven airbags and hazard lights which fire automatically under emergency braking. Active safety includes ABS with electronic brakeforce distribution plus traction and stability programs to resolve any loss of grip, whether down to surface or driving issues.The MiTo QV is a feisty six-speeder, best driven in dynamic mode for extra turbo boost and more torque. It also stiffens up suspension, weights up the steering and everything happens that bit quicker and sharper.  Much more better (even if there's less ride suppleness through the potholes).The only supermini problem here is the cramped footwell for taller, big-booted drivers; these types may also find forward visibility a little restricted by the roofline and rear view mirror. But the nature of the little beast nipping at the heels of bigger machinery will always bring a smile. The 'normal' setting for engine and all feels a tad doughy after a run in 'dynamic'.The Alfa Romeo MiTo QV is hard to ignore. It adds a deal of ingenuity and excitement to this compact compact class. It mixes class with charisma; it has street presence. Maybe it is not cheap for a small car but it is never dull.

IF new cars sold only because of the way they look the Alfa Romeo MiTo would be a showroom champion.It competes in the baby-car class against a wide range of rivals, led by the Volkswagen Polo and upcoming Audi A1, with a distinctive style that shouts Italy and promises something special. The QV model of the MiTo also comes with a breakthrough Fiat 'Fire' engine that makes 125 kiloWatts with brilliant economy and emissions.But the numbers tell the story, as only 174 MiTo deliveries have been made in Australia during the first nine months of this year. That compares to 674 for the Peugeot 207 that leads the upper price bracket of the baby class, athought it is third behind the Fiat 500 on 265.The relatively slow sales rate explains a new two-model approach and the loss of the previous starter car, with only 88 kiloWatts.VALUE The MiTo is now priced from $29,990 or $34,990 for the loaded QV, although it's still possible to jump over $40,000 on the road with the $2500 leather cabin, $1950 glass sunroof, $1990 adaptive suspension and $790 metallic paint that are on the list of optional equipment.The change was made to boost the car's competitiveness and cashes-in some of the recent gains in the Australian exchange rate. But it still makes the MiTo more costly than the Volkswagen Golf, which is a class bigger and the real benchmark for European hot-ish hatches.And the spelling of its name? MiTo is a combination and contraction of Milan and Turin.TECHNOLOGYThe big brag for the Mito QV is the 'Fire' engine, which uses Fiat's multair technology to deliver plenty of kiloWatts but claimed economy of 6.0 litres/100km and CO2 emissions of just 139 grams/kilometre. It's all done with very carefully controlled air injection and variable valve timing, as well as a stop-start engine system.The QV is also available with adaptive damping, claimed as a first in the class, with three settings for different conditions and driver demands.DESIGNThe MiTo is a baby hatch that stands out in a crowd of cars like the Mazda2 and Honda Jazz, but still doesn't have the trendy pulling power of the Fiat 500. So it's a good looker but not an outright star. The shape is great - although not for rear vision - and the nose is one of the most distinctive since Alfa's own 147.Inside, the look is clean and modern, with dress-up kit including a carbon fibre look to the top of the dashboard. The seats are also well shaped, the dials are sporty and clear, and all the controls are easy to use.SAFETYThe 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.DRIVING: Paul GoverThe MiTo is good but not great. And if you forget to trip the switch that takes the turbo engine to dynamic response then it can feel quite dowdy, although it's good for the 1.4's economy.The MiTo QV is comfortable and well equipped, good looking and nicely finished.But the whole time I'm driving the car I compare it with a Golf - even though it's a class bigger - and find the Italian car comes up short. It does better if you use the Polo as a rival but people who buy chic hot hatches are not usually buying just on price.The MiTo gets along very nicely with full power engaged, the gearbox is great, it has good brakes and the cornering balance is also good. But the ride suffers over sharp bumps, when the rear suspension gets all bouncy and unsettled.There is plenty of standard equipment, the trip computer is good and the sound system has plenty of punch.Yes, I like the look of the MiTo and the idea of an Alfa that combines go with green, but I cannot warm to the car.SHE SAYS: Alison WardThe whole time I was driving the MiTo I was thinking about the Mini, and I prefer the Mini.The MiTo looks great and it's comfy, but it doesn't have any zoom-zoom unless you push the special button. It goes nicely then but it should be the standard setting, not something you have to turn on. I know it makes the engine greener, but . . .I like the stop-start system to save fuel but I've seen that in other cars, including a Fiat.For me, the MiTo costs too much and is not special enough. Yes, there is a cheaper model but I can only go on the QV I got to drive.VERDICT: A great looker but not a standout in 2010Alfa Romeo MiTO QVPRICE: $39,440 as tested (sunroof, leather)ENGINE: 1.4-litre turbocharged four cylinderPOWER: 125kW/5500revsTORQUE: 230Nm/2250rpm (Normal),250Nm/2500rpm (Dynamic)ECONOMY: 6.0litres/100kmCO2 EMISSIONS: 139g/kmTRANSMISSION: Six-speed manual, front-wheel driveBODY: Three-door hatchSEATS: FiveDIMENSIONS: Length 4063mm, Width 1720mm, Height 1446mm, Wheelbase 2511mmTRACKS: front/rear 1475mm/1469mmSTEERING: Electric power-assisted rack-and-pinionSUSPENSION: Front MacPherson struts, rear torsion beam axleFUEL TANK: 45 litresFUEL TYPE: UnleadedWEIGHT: 1145 kgSPARE TYRE: Space SaverBRAKES: ABS four-wheel discsWHEELS: 17x7 alloyTYRES: 215x45SAFETY: Front-side-head-knee airbags, ABS, stability control, active head restraints, emergency brake lights

THE biggest loser is poised to become the biggest winner for Renault. The big-bottomed Renault Megane Hatch has gone on a diet and lost a lot of lard around the rear end. It's also lost a lot of weight in customer's hip pockets.In his first new product launch since taking over the reins of Renault Australia less than two months ago, Justin Hocevar is brisltling with excitement at the release of the Megane Hatch, Coupe-Cabriolet and RS250. "It's a less-polarising design," Hocevar admits.He believes the new Megane range will lift flagging sales with their high level of equipment "but not inflated price tags", simplified two-trim variants and charming Euro styling.VALUERenault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with a lot of standard equipment not included on the original model such as six airbags, cruise control, ESP, hands-free keycard and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, satnav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with satnav, heated seats and a folding glass roof from $45,990.The Megane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Troph#aacee from $46,990, adding Recaro seats, remote key, tyre pressure minitor and 19-inch alloys.TECHNOLOGYThe Megane Hatch and Coupe-Cabriolet share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. "Diesel doesn't fit our philosophy," Hocevar says. "Customers want high-revving engines and we don't want to dilute the business case at the moment with diesel."He says the high demand in Europe for diesel would create supply problems here. "The Australian diesel market is increasing, but it's still not high," he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING"These are not conservative designs," Hocevar says. However, the hatch now looks more like a lot of other hatches in the market, particularly French colleague, the Peugeot 308 hatch.The CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it's a little gaudy with yellow seatbelts, seat stitching and tacho.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection. There are also energy-absorbing bumpers to protect pedestrians.DRIVINGThe Megane Hatch distinguishes itself as a quiet and comfortable ride with solid road manners and the ability to boogie when the roads get a little twisty.It's always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the gears.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic.The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times.Front-seat passengers will enjoy the high command position and the sense of space. In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins.The glass roof only has a gauze cover which is not enough to shield passengers against the sun's harmful rays, glare and heat. With the top down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says, "This is how it should be driven."The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault's venerable sport stable that goes all the way up to Mark Webber's work car. "This is not just stick-on badges, but ground-up reworking," says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it's simply too quiet until it's hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches.At least the LSD ensures there is little wheelspin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design. There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part.It remains to be seen whether the company can restore some faith in this quality Euro marque.Renault MeganeMegane Hatch: $22,990 (Dynamique manual or $25,990 driveaway), $24,990 (Dynamique CVT), $29,990 (Privilege CVT) $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Engine: 1997cc (1998cc RS), 16-valve, 4-cylinder (twin-scroll turbo RS)Power: 103kW, 102kW (Dynamique manual), 184kW (RS)Torque: 195Nm, 340Nm (RS)Transmissions: 6-step CVT, 6-speed manual

BMW is king (or should that be president?) with the 3 Series offering 37 variants in sedans, coupes, convertibles and wagons. But Volkswagen isn't far behind and catching with 23 Golf variants, plus seven Jettas - a Golf with a boot - and four Eos - a Golf with a folding roof. And there is the promise of more to come with several models not yet available in Australia.The Golf family tree doesn't just have a lot of lower branches, but several offerings at the top, including the GTI, R and GTD. So if it's a fast Golf you want, you can still select five or three doors, manual or double-clutch automatic, petrol or diesel, all-wheel drive or front-wheel drive. But you can't have a six-cylinder engine anymore.VALUEEven though the AWD Golf R series has dropped the six and gone for a turbo four, it has also dropped the prices dramatically. The first R32 cost $63,000. It was followed by the R36 at $55,000. Now the new R arrives at sub-$50,000 for the three-door manual. Two more doors cost an extra $1500 and DSG an extra $2500.In another surprise, the GTD five-door manual and DSG cost less than the equivalent GTI, although the three-door GTI does come in slightly cheaper. All are packed with technology and creature features, making them a good-value high-performance package.TECHNOLOGYDespite VW dropping the 3.2-litre V6 engine in favour of a two-litre, four-cylinder turbo for the new R, power and torque have increased substantially from 177kW and 320Nm in the R32 to 184kW/320Nm in the R36 and now a whopping 188kW/330Nm. At the same time, fuel consumption has gone in the opposite direction from 11.6 litres per 100km to 8.7 in a sign of our tough economic times.It might seem a stretch to add the GT moniker to a diesel, but the figures stack up. The GTD has the two-litre turbo diesel engine from the Passat and Jetta but with 125kW of power, up from 103kW. That's down on the GTI's impressive 155kW, but the GTD has Commodore-sized torque of 350Nm compared with the GTI's 280Nm. It also sips fuel at the more genteel rate of 5.5L/100km in manual compared with the GTI's 7.7.And if you believe a GT should be a Gran Tusimo or Grand Tourer then the GTD is worthy with a touring range of 1000km from its 55-litre fuel tank. Like past R models, the new R model comes with 4Motion all-wheel drive while the GTD and GTI have front-wheel drive.All three high-performance models have optional Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.STYLEA GTI badge has been around since the 1970s and brings with it a hero status among hot hatches. R and GTD don't have the same ring to it. But they all have that GTI style with muscular wheel arches, discreet badging, schimcko wheels and tasty grilles. The GTI has the nicest nose with that red outlined grille.Out back they can be distinguished by the twin exhaust layout. They are on either side on the GTI, on one side on the GTD and together in the middle on the R.Inside is more discreet badging, brushed aluminium trim and various rally-style pedals, sports steering wheels and sporty seats. Yet despite all the sporty accents, the cabins are a very comfortable and homey place to be and the layout of the generous back seats and their 60-40 spilt flat-folding abilities, it's quite a practical cabin for loading anything from groceries to skis.DRIVINGHere are the biggest differences.While all are turbos, the performance varies with the R snappiest off the line and screaming out at the top end, the GTI the quickest to respond with giddying revs and the GTD the best for mid-range torque.Turbo lag is almost a thing of the past, but the GTD does have a slightly wider gap between right foot and reality. If track days are your thing, the R has 4Motion all-wheel-drive and the best grip levels as well as the biggest brakes and lowest suspension. The GTD seems to have the most compliant ride, although the nose does feel a little heavier with accompanying gentle understeer.The petrol models have a delightful sound with that signatory thump on gear changes of unexploded fuel. Surprisingly the GTD also has that sound but without the usual diesel clatter at idle or groan at full tilt. Steering in all three is light and positive with plenty of feedback and no rack rattle and only the GTD has a modicum of torque steer.The six-speed manual gearbox is a delight to use, but like many these days it sits too close to the centre console buttons, so you are forever accidentally hitting switches when you change to first, third or fifth.The DSG is a snappy cog-swapper but sometimes takes a while to change its mind about your driving style if you momentarily drive aggressively. It can take forever to change up a gear once you have settled down. Best to override it and just flick the steering wheel paddle shifters.

The arrival of the latest Subaru speed machines brings big changes to the WRX and STI. The go-faster sedan is finally back in the mix alongside the hatch and both models have pumped-out guards, the STI gets a giant rear wing and there is a bunch of other detail stuff. But the biggest change in many ways is the first WRX automatic.The five-speed self-shifter is old-school, not a double-clutch manu-match, but has been on the wish list for a lot of WRX buyers for a long time. They might like the idea of a rampaging all-wheel drive turbo car, but the reality of a day-to-day suburban slog turns them towards an auto instead of a heavy-clutch manual. The only problem? The auto only comes on the STI. But we'll get to all of that stuff soon enough right.Now Subaru has done the usual job and also kept prices sharp with a $39,990 starting sticker for the WRX and a price cut to $59,990 for all the STI cars, manual-sedan-auto-manual. There are ways to bump the prices, and the fully-loaded STI - Recaro seats, sunroof, satnav - hits $66,990, but it's still a good deal.VALUE:The WRX has always been great value and nothing has changed. A $39,990 sticker compares very well with a Golf GTi from $40,490, the Golf R at $49,990 and the Lancer Ralliart SST from $43,990. There are other hottish hatches around, for example a Mini or a BMW 1 Series. The STI is up a gear from there and, in Australia, the only series opponent is the Lancer Evo from $61,390.The update to the Subaru range brings extra value with the wide-body look on the WRX, as well as Bluetooth, an STI exhaust, lightweight 17-inch alloys and a rear-suspension upgrade. The STI kick includes a five millimetre cut to ride height with revised suspension, new 18-inch wheels, darker instrument panel and door trim and Bluetooth.TECHNOLOGY: We're looking primarily at the STI so the big changes are the revised suspension and the automatic transmission. It's a five-speed with a sequential change, but the shift is the 'wrong way' for sporty driving with downshifts requiring a pull backwards instead of a push forwards. But the big disappointment in the STI auto is the engine. It still makes 221 kiloWatts but loses a full 57 Newton-metres from the manual car to protect the gearbox from damage under maximum acceleration.DESIGN:The 2011 updates gives the STI a real visual kick. At last the sedan is back in the family and it looks tough with the big wing, droopy front spoiler and the big alloys, as well as the minor tweaks inside.SAFETY:Subaru has always been big on safety and the important change this year is - surprisingly - Bluetooth. It's not as important as airbags, ESP, ABS or all-wheel drive, but it allows the driver to go hands-free on the phone and that is a huge thing in 2010.DRIVING:The new STI looks rally-bred tough and that's great. It's also comfortable with chunky sports buckets, has quality in the trim and equipment, and comes with rock-solid resale and service backup. And yet ...The STI automatic is a major disappointment. It's the first turbocharged Impreza I've driven in more than 10 years that fails to deliver the goods.I can live without the huffing and puffing of the turbo, and without the wicked redline rush which has always been part of the STI experience, but this car is plain dowdy in the middle gears. The loss of all that torque hits so hard that the STI is a snoozer around town. You can give it a rev - provided it does not make an unwanted automatic upshift - to get some fun but it is not remotely what an STI driver wants.If Subaru was so keen to have a self-shifter, it should have done the job on the regular WRX and left the STI as the kick-hard car. The rest of the deal is good, with excellent cornering grip and balance, classy brakes, and pretty good fuel economy. Some things still feel a bit cheap and tinny, like the way the boot closes, but the STI compensates with the tough new look and the welcome return of a four-door sedan.SHE SAYS - Alison WardThere is a sticker on the back window that says 'All 4 the driver' and I believe it. Every WRX I have driven is definitely a fun experience, and not much comfort is given to the passengers.But this latest, easy-to-drive version of the legendary car is not as formidable as earlier models, or even - I suspect - the manual models today. I think the effort here from Subaru might be lost to the usual WRX customer. Where is the speed? Where is the slam-into-the-seat feeling? Well, it's still there, but a little quieter and a little more refined. And without any urgency unless you give the car a rev.It's probably brilliant for those people who enjoy a practical car for everyday use, or for the lazy driver who just wants to punch it out every now and then, not at every set of lights. With the toned-down grunt, the automatic gearbox is a breeze to use but can really fire up when you add on some power revs. It a sobering ride, and still reasonably comfortable and edgy enough to feel all the bumps. So perhaps it's the legendary car it always was, just now its showing off its softer side.VERDICT: The wrong car for a lazy automatic gearbox.

For years VW said Australia was just too hot for its most advanced vehicles, which is why stop/start technology - that kills the engine at idle and fires it up again when you’re ready to go - has not been available in VWs here.Now VW has confirmed it will begin the fuel-efficient BlueMotion push in Australia next year with stop/start as the core technology.It will start with a BlueMotion Golf that comes with a full suite of fuel saving measures and then introduce stop/start technology on other cars including the Touareg and Passat in the following months using the BlueMotion tag.ValueThere won’t be any word on BlueMotion pricing until a lot closer to the launch. There will be a premium for BlueMotion Golf over a standard model, which costs just under $30,000, but that is expected given its remarkable economy. It might cost a bit more, but it won’t be anywhere near as expensive as a Toyota Prius which starts at $39,990.TechnologyThe BlueMotion Golf has a suite of features that allows it to record an emissions number of 99g/km CO2 and a fuel economy figure of just 3.8 litres per 100km. Yes, 3.8, which is less than a Prius.Given its fuel tank is 55 litres, the BlueMotion model could go an incredible 1500km between refills.The special Golf does use diesel fuel though, unlike the Prius. Petrol burns cleaner than diesel, which explains why the Prius is rated as emitting 10g/km less CO2.The VW runs a 1.6-litre common rail four-cylinder turbo diesel that produces 77kW at 4400revs and 250Nm of torque from 1500revs to 2500revs, the same figures as the regular engine.This powerplant has slightly different software which changes some characteristics.While most new small cars, especially premium models, have six-speed manuals, the BlueMotion makes do with a five-speed manual. There is no automatic option.The stop/start system means that when you pull up to the lights and release the clutch, the system kills the engine. It fires up again when it senses the pressure on the clutch pedal.The green Golf also captures some energy when braking which it sends to the battery to avoid using too much fuel to charge the battery, which works hard to due to the frequent starts.More fuel is saved with the use of special low rolling resistance tyres, the wheels are also tuned for aerodynamics and the suspension is tweaked.SafetyLike all Golfs, the BlueMotion model comes loaded with safety gear. It has seven airbags, including front, side and curtain airbags as well as a driver knee airbag. There are also seat-belt pre-tensioners, belt force limiters, anti-whiplash headrests for the front seats and three rear headrests.StylingCan you pick this as an eco car from the pictures? Either could I. Unlike a car like the Prius, or the upcoming Insight, the Golf BlueMotion is not clearly identifiable as an eco-friendly vehicle. The only hint is a couple of BlueMotion badges. Other than that it looks just like a regular Golf. That’s not a bad thing, the Golf is a attractive vehicle and the interior has quality look, it’s just that it doesn’t trumpet to the world that you paid extra to do your bit for the planet.DrivingThe BlueMotion Golf doesn’t feel much different than a regular 1.6-litre diesel Golf.It doesn’t behave like a sportscar and it can be a bit gutless at times, like when you change it to second gear and wait for something to happen, but it adequate for an eco car. It’s unlikely the owners will be quoting the 11.3 seconds 0-100km/h sprint timeWe test the special Golf through from Hamburg to Berlin and on to Wolfsburg. Some of the work is done in those cities, but most of the distance is covered at speeds that would lead to a court appearance in Australia, but are perfectly legal on German autobahns. Despite the high speeds, the BlueMotion Golf never uses more than 6.5 litres per 100km and sips considerably less around town.Fuel consumption at higher speeds is better than it could be thanks to taller gearing for the higher gears, which means it pulls less revs at highway speeds.The stop/start system is fine once you get used to it. It is remarkably quick to restart the engine and must sense the instant the clutch starts to be depressed. This is important because you don’t want to be sitting at the lights waiting for it to start while irate road users stuck behind vent their anger.The eco Golf handles just as well as a regular model (which is good) and is just as practical. The bootspace is not reduced by a battery pack as is the case with hybrids and it doesn’t weigh anymore. There is a reasonable amount of space in the back seats and there is ample headroom.VerdictWe will have to test the BlueMotion Golf on Australian roads and in our climate, but it seems like a very sensible way to reduce your consumption. It isn’t all that exciting to drive, but the performance is acceptable and it is very practical.

A Lexus that is even more efficient than a Toyota Prius sounds hard to believe, but it's true. The new CT200h hybrid has just been certified with an emission output of just 87g/km, which is 2g/km less than Toyota's famous eco-warrior. Not bad for a prestige model.The CT200h is the first Lexus hatch and will lob into Australia early next year with a starting price below $50,000 on a mission to not only dramatically boost Lexus sales, but also lure younger buyers to the brand. It was developed solely as a hybrid and there will be no petrol-only version.The CT200h uses the same petrol-electric power pack and drivetrain as the Prius, which also means it is the first front-drive Lexus in Australia since the Camry-based ES 300 models were retired in 2005. It has the same wheelbase as a Toyota Corolla and Prius, but Lexus says the base is significantly different.The CT200h shares the MacPherson strut front suspension with those models, but has a sportier double wishbone rear suspension system. The new Lexus is a five-seat hatch with 375 litres of bootspace and has a space saver spare in some markets.Lexus is yet to confirm final pricing, but the sub-$50,000 indication shows it will slot into the line-up below the IS sedan. Determining value is hard because there are more enjoyable cars around for less money, but they aren't hybrids.It is the cheapest way to get into a Lexus without buying one second-hand. Technology The CT200h uses the proven technology of the Prius, with a bit of a techno tickle to upgrade the experience. That means it has a 1.8-litre four-cylinder petrol engine tuned for economy an electric motor and generator all linked up to nickel metal hydride battery.It can run entirely in electric mode at very low speeds and scavenges energy normally wasted under deceleration. A continuously variable automatic is a crucial part of the system, there is no manual option.The CT has been tuned with different modes, which change the engine characteristics and power steering assistance. Eco mode dulls the throttle input to help a jerky driver achieve better fuel economy, while the Sport mode sharpens the throttle response and makes the steering feel heavier. The instrument cluster glows blue in most modes, but switches to red in Sport mode.The CT200h has an official average fuel economy figure of just 3.8 litres per 100km. While most of the emphasis has been placed on economy, Lexus also went out of its way to optimise the handling.The new model has front and rear suspension strut braces, developed by Yamaha, which feature a centre damper to reduce vibrations without losing rigidity. Lexus has also used aluminum for the bonnet and boot hatch in a bid to keep the weight pegged to 1370kg. Despite these measures, the CT200h is unlikely to win any drag races with a pedestrian 0-100k m/h time of 10.3 seconds.As you would expect from a Lexus, the CT200h is loaded with safety gear including eight airbags, electronic stability control, brake assist and seats designed to reduce whiplash.It will also be available with an option Pre Collision system which uses radar to predict collisions with vehicles in front and prime the brakes and tighten seatbelts and can even slow the vehicle automatically.This is a controversial one. The first Lexus hatch was always going to cop some flak, but the CT200h polarizes opinions. For me it is not an attractive car. It looks good from some angles, but ugly from others.It certainly isn't an integrated design with a mixture of straight lines and curves that jars. Lexus Australia was ready for criticism of the design at our preview, pro-actively pointing out that an Australian marketing group thought it was the best looking car in its class although they were looking at pictures and not the car in the metal.A test drive of a pre-production car near Paris revealed Lexus must do some last minute work to lift the standard of the CT200h before it arrives in Australia.The tyre and road noise on coarse chip surfaces, similar to Australian country roads, was loud for a small car and simply unacceptable for a prestige model. There were also far too many vibrations coming into the cabin. Lexus has promised to work on this.There are other issues that could affect the popularity of the car in Australia, but let's cover some positives. This is a practical eco car. There is quite a reasonable amount of bootspace and a good amount of legroom and headroom for two rear passengers.Forget the fifth seat, it is tiny. It handles quite well. We're not talking BMW driving pleasure, but the CT200h is a lot more fun than the Prius and you can tell chief engineer Osamu Sadakata, who races a Mazda MX-5, enjoys corners.The performance is acceptable for an eco hatch, but nothing to get excited about. You will be able to keep up with traffic though. The very nature of a step-less CVT transmission means it is also less involving. Customers are more likely to get excited about the fuel economy and we recorded a figure of just over 6 litres per 100km driving the car hard. Unfortunately the suspension and most likely the damping is not quite right. It picks up the tiniest of niggles and sends them through to the cabin. It depends on the surfaces, but can be overwhelmingly fidgety on some surfaces. The interior styling is passable, but the crisp and futuristic instrument cluster is spoiled by an old-school liquid crystal display in the corner and the centre screen that looks ancient compared to the latest versions in other cars and smart phone displays.If Lexus can dramatically reduce the road noise and vibrations and fix the suspension the CT200h could still be a good premium eco car that attracts new customers to Lexus. It's a different concept, trading performance for economy, but there's no reason it can't succeed if executed correctly.

When asked what medium hatchback to buy, wise man invariably say: "A Golf if you've got $30K, a Mazda3 if you don't." Thirty grand gets you an 118TSI - the best VeeWee this side of a GTI . A Maxx Sport 3 gets change from that sum.The VW's the best hatch money can buy, the Mazda's a close second. After an interval of daylight, there follows an ever more crowded field. None of them, however, including number one and two, can offer, the newly five door Kia Cerato's bang for buck. It's a convincing enough package to make a wise man question the order of things.Unbeatable. The base SI is $20,240 for the manual; $22,240 for the auto. Its fruit includes cruise control, manual aircon, Bluetooth set-up, telescopic steering, and steering-wheel mounted controls. The SLI - $24,040 manual; $26,240 auto ­- adds 17-inch alloys, reverse sensor, suede/cloth upholstery, alloy pedals, automatic headlights, paddle shifters for the auto and various bling bits.Kia's cousin Hyundai matches the otherwise peerless five year unlimited kilometre warranty, but while the Carsguide Car of the Year-winning i30 shares elements of the Cerato's platform and the Theta II petrol engine, the Kia's uniformly six speed transmissions best its relative's manual by one cog and its auto by two. In the case of the latter, this makes a big difference.Hardly the last word in this department with that Theta engine a bit too like yesterday's papers compared to the direct injection turbo petrol or diesel donks to be had for a few thousand dollars more.That's true too of the torsion beam rear suspension as opposed to the independent set-up of the Cerato's more sophisticated peers. The live rear axle allows for class leading 385-litre load space, rear seats up.But, as is the case with the Sportage SUV, it's the Australian connection that distinguishes the Cerato. Led by Graeme Gambold, the local team's take on the Cerato equips it with bespoke spring settings and steering wheel weighting - improvements that will find their way into the Cerato sedan and Koup.It's a looker, alright, another feather in the cap of head designer Peter Schreyer. Smart and elegant, it makes the i30 look plain, the Golf anal the Mazda3 like an over-folded piece of origami.Inside, the base model SI looks just like a sub-$21 grand base car should, a sea of (rather smelly as new) plastic. But the SLI lifts the game markedly, inside and out, without over embellishing the go fast bits. Which would be silly, because sporty ain't what the Cerato is meant to be.You have to applaud six airbags as standard on the both models. Ditto stability program, ABS and a full-size spare. But the Cerato will likely score four stars, not five, from the ANCAP program.The easy shifting manual's sixth gear is a bit of gimmick, actually. At 110km/h in top cog you're still doing 3000rpm - a few hundred less than in fifth. But you're doing it with a remarkable degree of refinement. Aside for a bit of wind noise about the mirrors, this Cerato cruises in almost silently. It's a bit boomier in the back, but quite a feat nonetheless.The auto's the go. The paddle shifters allow a degree of manual override, useful for engine braking or applying spurs to the recalcitrant Theta as a hill begins to prove too much for it. Left to self-shift, it's a fairly seamless unit that goes some way toward masking the ordinariness of the engine.Moreover, at 7.7 litres per 100km and 187g of Co2 per km, the auto is merely 0.2L and 1g less environmentally nice than the manual.While not so sharp as the Mazda3, the Cerato is nonetheless some way past dynamically adequate, especially for its likely buyers. Indeed, the local lads have done it proud, with a ride/handling compromise that certain other imports would envy.Get over the badge and yourself; this represents more than value for money.

THE battle for buyers' dollars is heating up as BMW fights back against the Japanese incursion into its markets. The X1 sDrive range swaps all-wheel drive for power just from the rear tyres. That earns them a hefty price discount and puts the Bavarian brand back on the radar of shoppers considering Subarus, Toyotas and Hondas, whose compact SUVs have started to nibble at the prestige sector.You get what you pay for and for close to $50,000, this is a car that deserves to be shopped against mainstream compact SUV models.VALUEThe 2.0-litre petrol and diesel-powered sDrive models — the petrol is confusingly known at the sDrive 18i — are the bargains of the BMW X1 range priced at $43,500 and $49,300 respectively.The baby X models are already a success — more than 1300 people have bought X1s this year — but BMW says some buyers prefer the raised seating height but don't necessarily want the weight of an all-wheel drive system.``Many customers enjoy the ride-height, load space and all-round practicality of a lifestyle vehicle without necessarily wanting all-terrain capabilities,'' BMW Australia managing director Stavros Yallouridis says.``For these customers, the new sDrive X1 wagons have better fuel economy, even better on-road agility and exceptional value for money.''That value equation is the one BMW is counting on, with the range-topping Toyota RAV4 now $49,990, Honda's best CR-V $42,790 and the Subaru Forester as high as $45,490. If BMW is right and a lot of people are more worried about sitting up than straying off-road, the sDrive range may be a winner.TECHNOLOGYBy BMW standards there's nothing innovative about the sDrive 20d but the basic features are good for a car in this segment. The rearview mirror has an anti-dazzle function, the sound system has Bluetooth and USB compatibility, the wipers automatically start up when the rain comes down, the rear parking radar will impress friends with graduated beeps as the car get closer to the wall and there's cruise control as standard. Everything else costs.The diesel engine is typically Euro-efficient, with an official combined fuel use of 5.9thlitres for 100km with the optional automatic. The manual uses 0.6thlitres/100km less and comes with stop/start technology and a light on the dash that advises of optimum shift revs.BMW is not the only company to use this, so it's not the only one that irritates me. It's smart technology — but I'm driving a diesel. If I was a card-carrying member of the local greens branch, I'd rave about it, but until then if I'm paying for the fuel, I'll decide when I want to change gears.Anyway, given there's 350Nm available, the auto is the smarter option. Both transmissions come with brake energy regeneration.SAFETYThe brick-solid body is backed by ABS and what BMW describes as Cornering Brake Control, which is obviously German for ``if you're too stupid to judge a corner, we'll still rein you in''. Couple that with electronic stability control and traction control and the driver has to be trying really hard to punt the sDrive 20d off the road.STYLINGThe styling is unmistakably BMW and that will be a big part of the sDrive's appeal. The high-riding look is well proportioned and has all the signature lines owners of the brand expect. The interior is a surprise. The colours and basic layout follow the family theme, but the iDrive controller in the centre console is notably absent. In its place is a menu button that, along with the radio channel selector buttons, allows you to program the various functions.It works, but regular Beemer drivers will find themselves having to check the manual before they can get the most out of the system. Love it or hate it, the iDrive rotary dial has improved with every generation, so it's presumably only cost that sees it deleted from the X1.DRIVINGThe engine is noisier than most BMW diesels at idle, but it disappears once underway and it gets along at a fair clip — the official 0-100km/h time is 8.3 seconds for the six-speed automatic. The automatic will try to hold on to too high a gear on steep hills but flick the selector left into sports mode and the problem goes away. Too heft a right foot exiting tight corners will then light up the traction control warning, but that's to be expected when 350Nm is unleashed without any careFor the majority of the time the ride is refined and it's only when you push the sDrive beyond the point of tyre traction that it will give a disapproving shake. It's not enough to engage the stability control, but 3 Series sedan owners might wonder what went wrong. Then they'll remember the price ...The sDrive is not a performance car and doesn't deserve to be treated as such. Fold down the rear seats and it will happily take whatever you throw at it, from bikes to removal boxes.More importantly for potential owners, it will also collect the kids after school and ferry the family to the shack on weekends with a look that says if you haven't yet made it to the top, you're working at it.Inside viewBMW X1 sDrive 20dPrice: $49,300Engine: 2.0-litre turbodieselPower: 130kW at 4000 revsTorque: 350Nm from 1750-3000 revsTransmission: Six-speed automatic, rear-wheel driveFuel use, CO2 emissions: 5.9thlitres/100km, 155g/km