Hatchback Reviews

For a start, this is not the new Barina as such. That comes late next year to play against the Mazda2, Ford Fiesta, Hyundai i20 and - at some point - a sub-Polo sized Volkswagen.This, on the other hand, is a newer notion for Holden, an even smaller (though handily roomy) car to which the familiar Barina name has been appended as a blatant localised marketing ploy - the rest of the General Motors world calls it the Spark. The latest South Korean (and soon to be South African) made "Barina" is meant to play against the driveaway and eventually chuckaway likes of Suzuki's Alto and Nissan's Micra.Marketed solely and more than somewhat patronisingly to what can only be incorrectly, but accurately, described as chicks, the whole venture hinges on one seemingly insurmountable obstacle. Are femmes prepared to forsake an automatic transmission option for the safety, sharp shape and eco-friendliness that the Spark brings to the table?The manual only gambit keeps the starting price of the entry CD variant down to $12,490, for which it gets fruit including 14-inch alloys, body kit, front fog lamps, rear spoiler, power adjustable exterior mirrors, vanity mirrors, CD player, iPod/iPhone AUX input and a USB input for MP3 players, steering wheel-mounted audio controls, remote keyless entry operates doors and rear tailgate.Yep, the econo-car motif has moved on a bit since the original Hyundai. The CDX adds 15s, more exterior bling, and nicer paint options.You're not burdened with tech at this end of the market, save for the standard audio and safety fixtures. The steering is hydraulic, MacPherson struts up front, torsion beam at the back and, really, you can't complain. The diminutive 1.2-litre four cylinder engine puts out a seemingly feeble 59kW/107Nm, but also only 128 grams of C02 per kilometer while using a claimed 5.6L of unleaded per 100km.This is where Holden hope, rather than reckon, objections to having to move the left foot and hand to change gear will be overcome. The Alfa Romeo-like hidden rear door handles suggest a coupe's lines. There are so many sharp angles you want to watch cutting yourself.  With only 3.5m in length to work with, design cues have been fairly crammed in.The exterior either works for you or it doesn't. Less equivocal is the interior, and the most impressive aspect of it is the space.In the unlikely event two men ever occupy this car at the same time, a tall burly one can sit behind another with room to move. More funky - and don't Holden abuse that word - is the motorcycle-like instrument cluster mounted on the steering column which includes an green illuminated analogue speedometer with digital tachometer (so you greenline rather than redline) and trip computer.The Spark won only four star in European crash safety testing due to the stability control being optional in that market. Here ESC goes with anti-lock brakes and six airbags as standard, which should aid its quest to win five sparklers from forthcoming round of ANCAP tests.Well, you have to change gear yourself, babe. A lot if you want to maintain progress. Though not quite so much as you might have expected.The 1.2's output, while hardly neck-snapping, isn't exactly snore-inducing. Though our exposure was limited to 85km with two adults on board, the Spark didn't exactly fizzle when called upon to haul up hills or even cut through a few mildly interesting twisty bits of bitumen. It is borderline fun, in fact, though carrying four adults - or too great a haul from the seasonal sales - will tax it.Road noise is minimal, suggesting that boasts about insulation aren't empty. The CDX probably shades the CD when hustled along a bit, but who are we kidding here with talk of dynamics?The Spark will get you to the next Mimco clearance and back, girlfriend, no problem. Just as long as Mum and Dad made you get a manual license.

Audi should sponsor the Freo Dockers. Both have done the hard yards and both have really pulled their socks up in the past year without any free kicks. For those that don't know about the Dockers - it's a football team in WA. For those who don't know about WA, stop reading now.Audi is already well known but that wasn't the case a decade ago when it was always a sidekick to BMW. Now Audi has 1.3 per cent of the Australian passenger car market while BMW has 1.7 per cent. The game is warming up.One of the reasons is that Audi has so many models. How many? It has 57 models at last count and 14 different engines.Compare that with Ford's range (not FPV, ute or van) with 40 distinct models and 11 engines for 9.3 per cent of the Australian car market and you can see how niche marketing can work.It may drive Audi's spare parts men crazy but it appears to appease car buyers. One of the latest reflects this technique of identifying a sometimes tiny niche market and then slotting into it with a specific model. In this case, Audi's A5 Sportback.Echoing the gentle hatchback styling of the Mercedes CLS, VW Passat CC and BMW 5-Series GT, the Audi A5 is aimed at the youthfully affluent that want cabin luxury with styling that hints at a sporty demeanour.Perhaps the only detraction is the nose. All Audi's share the in-ya-face full-depth grille and while it was sensational when launched, is becoming tired and fails to respect Audi's upmarket models.This five-door car comes as a petrol or diesel and costs a lot of money. Put it up against an Audi A4 with similar engine and drivetrain specs and there's $7000 difference - enough for some punters to baulk.The Sportback gets a fifth door accessing a huge luggage area and so becomes a very flexible machine that perhaps is an alternative to the A4's wagon. Boot space is actually less than the wagon - and only a bit up on the A4 sedan – but it's the hatchback's ability to accept various load shapes that makes it a winner.There is an implication that the A5 is more luxurious than the A4 and that's carried through to the cabin. Seating is for four. Don't think about five. If you have three children, one stays at home.Audi's 3-litre turbo-diesel has been around in various versions for ages and the Quattro all-wheel drive system practically draws the pension. But it's definitely not outdated and can run with the best of the pack.This is a maximum five-star crash-rated, German-built machine with all-paw drive that is so safe it could save a small planet. Your family, presupposing there's no fool behind the wheel, should be fine.Six airbags, electronic stability control, ABS brakes and so on - it's all there. It doesn't get a reverse camera - it's a recommended $1165 option but the trick is you have to also specify the $4550 MMI with sat-nav - but comes standard with front and rear park sensors.DRIVINGEverything about this car works beautifully. It impresses within the first kilometre by feeling confident, solid and comfortable on the road. And hear you say that at near-on $90,000, so it should.It feels safe and that makes me more relaxed about taking the family for a drive. Volkswagens, Skodas, Audis, BMWs and Porsches are some of the very few car brands that feel secure as soon as you turn the first corner. A lot do not.This is a big car with a long wheelbase that irons out a lot of road irregularities and, as such, loves the country. You can easily see that Audi's favourite test track is a local autobahn. The drivetrain is, however, conservative - almost pedestrian - and while it delivers an efficient and occasionally warming driving experience, there's never a lot of fizz. That's partly because the diesel spins relatively slowly and appears lazy against any high-revving petrol engine. It's also because the A5 is so well insulated from the outside world.That extends to steering that offers very little road feel and the DSG auto - with seven speeds - that can be awkwardly hesitate at low speeds. One can deduce that Audi has placed greater emphasis on cocooning the occupants from the world rather than involve them.Perhaps that's the idea. But in this cocoon you don't really notice the important things about driving. Like the A5's 0-100km/h time of 6.1 seconds - which isn't too shabby - and the way the 500Nm of torque slashes in-gear acceleration to create rapid overtaking times.And like the way the all-wheel drive bites hard on the bitumen to ensure it's secure through the corners and has the ability to shrug away traction concerns over wet roads.VERDICTIt has the looks and cargo versatility to make it more alluring than the A4 but it comes at the cost of an expensive price tag and four-only seating.AUDI A5 SPORTBACKOrigin: GermanyPrice: $89,888Engine: 3-litre, V6 turbo-dieselPower: 176kW @ 4000-4400rpmTorque: 500Nm @ 1500-3000rpm0-100km/h: 6.1 secondsTop speed: 250km/hFuel: DieselFuel tank: 64 litresEconomy: 6.6 litres/100km (official), 7.8 litres/100km (tested)Greenhouse: 174g/km (Corolla: 175g/km)Transmission: 7-speed DSG dual-clutch automatic, sequential; constant 4WDBrakes: 4-wheel vented discs, ESC, ABS, EBD, brake assistTurning circle: 11.5mSuspension: Front _ double wishbones, coils; Rear _ multi-link, coilsWheels: 18-inch alloy, 245/40R18 tyres; space-saver spareLength: 4711mmWidth: 1854mmHeight: 1391mmWheelbase: 2810mmWeight: 1720kgTow (max): 1900kgWarranty: 3yr/unlimited km, roadside assistService: 15,000km.FEATURESThree-zone climate air-conditioning10-speaker 1-CD iPod audio6 airbagsPark sensorsLeather.

NOTHING says "try hard" more than a supposed "sporty" car with fake carbonfibre trim.You won't find anything quite so gauche in the Volvo C30 T5 R-Design, the turbo version of the cute compact Swedish sports car.What you do find is tasteful brushed aluminium with interesting textured patterns, high-quality soft-touch plastics and cutting-edge interior design that reflects the radical exterior design.Introduced in 2007, the C30 still looks fresh and exciting and now comes with the efficient DRIVe diesel variant at one end of the spectrum and the T5 R-Design model at the other.VALUEThe C30 range starts at $36,150 for the diesel rising substantially to $47,150 for the six-speed manual T5 R-Design and $48,650 for the five-speed adaptive automatic Geartronic transmission. That's about $4000 more than the non-turbo five-cylinder models, so although you are not paying for cubes, you are paying for output.And it's not an inconsequential amount of power either. You will definitely notice the extra 44kW of go, even though torque is the same at 320Nm. There are also changes to the suspension and steering that make it a more dramatic drive and it's difficult for an enthusiastic driver to put a dollar figure on that.DESIGNThe C30 should be considered a motoring icon as progressive and stylish as Audi's TT. It looks like nothing else, it seems to be ageing quite well and it is immediately recognisable as a Volvo; even more so now that the Volvo emblem is bigger on the new honeycomb grille.There are also cosmetic changes to the bumpers, new headlights and some new exterior colours, including the dramatic "Orange Flame" metallic of this test car which drew approving looks and attention everywhere it went. The R-Design adds raunchy 17-inch Cratus alloy wheels that not only look great, but the five-spoke design is easy to clean, plus front and rear spoilers, side skirts and chrome-plated 90mm sports tailpipes.Inside, there are new trim colours and surfaces such as the aluminium in the test car, but also an "Oyster Burst Deco" texture in the centre stack and door panel inlays which Volvo claims replicates Swedish Hagstrom guitars made famous by performers such as Elvis Presley, Frank Zappa and Jimi Hendrix. There are also R-Design emblems embossed into the front seats, a leather-rim steering wheel, leather/aluminium gearshift knob, aluminium sports pedals and blue speedometer and tachometer.The floating centre stack echoes throughout the Volvo range and is designed to be a cross between a Nokia mobile phone and a Bang & Olufsen remote control. It works well visually and functionally, except for the fact that in the manual you keep hitting the buttons with your hand when you change into third or fifth gear.SAFETYIt's a Volvo, so it's packed with safe kit such as emergency brake lights which are standard right across the range. These activate over 60km/h flashing the stop lights five times a second if the brakes are applied forcefully in an emergency. When the vehicle slows to 10km/h, the stoplights stop flashing and the hazard lights come on.It also has stability and traction control, anti-lock brakes, electronic brake distribution, dual front and side airbags plus full-length curtain airbags, a whiplash protection system for front-seat passengers and a side impact protection system.DRIVINGWhile 169kW of power is not extreme, it must be remembered that this car weighs less than 1.5 tonne. So that power-to-weight ratio, together with almost no turbo lag, is quite effective in propelling the vehicle along smartly.Unfortunately, there is also massive torque steer that pulls and yanks the steering wheel from side to side.Volvo claims the T5 R-design should return fuel economy of 8.7L/100km for the manual. Over a week of driving on city roads and highways, it yielded 9.1L/100km which isn't far off the mark. All the same, Volvo has increased the tank by 10 litres to 62 to give an effective range of more than 650km.The faster-ratio electro-hydraulic steering feels great with just the right amount of sensitivity and feedback. It works brilliantly with the 30 per cent stiffer springs, firmer monotube dampers and stiffer stabiliser bars to improve change of direction and nimbleness. Fortunately, the ride is still reasonably compliant for a sporty car.The cabin is a pleasant and comfortable place to conduct the business of driving, although the rear two seats are a little cramped and difficult to access. Surprisingly the small cargo area works well and if you only have two on board you can fit a large amount of gear with the seats folded flat.VERDICTLove the styling and the driving is dynamic without being edgy and uncomfortable. However it is hard to go past the DRIVe diesel which is such great value while still being a dynamic city car.VOLVO C30 T5 R-DESIGNPrice: $47,150 ($48,650 auto)Engine: 5-cylinder, 20-valve, DOHC 2521cc turboPower: 169kW @ 5000rpmTorque: 320Nm from 1500-5000rpmTransmission: 6-speed manual (5-speed auto), FWDAcceleration: 0-100km/h in 7.1secsEconomy: 8.7L/100km (9.4 auto)CO2: 208g/km (224 auto)Fuel: 91-98RON, 62-litre tankSteering: electro-hydraulicSuspension: coilover strut (front); multi-link independent (rear)Brakes: ventilated discs (front), solid discs (rear)Safety: ABS, electronic brake distribution, stability and traction controlDimensions (mm): 4266 (l), 2039, (w), 1447 (h), 2640 (wheelbase)Turning circle: 10.6mKerb weight: 1469kg

WHEN Volkswagen wanted to reinvent the Beetle, it designed something that evoked the bug but looked modern: the New Beetle. It was the same story when BMW made over the Mini and Fiat updated the 500.In each case, it's all about the look. You don't get 1950s engineering or comfort, and they're not chasing mass market appeal. Yesterday's poverty pack is today's fashion statement.Retro design has been a boon for those carmakers lucky enough to have a suitable model in their back catalogue because it solves two problems at once.First, it attracts young buyers who reject everyday wheels but who lack the petrol-head gene; people for whom every purchase is a lifestyle decision, who agonise over a party outfit, or the accessories for a Mini.Second, retro allows car companies to charge premium prices for small cars, which to the industry is akin to alchemy. In the past, small cars meant small margins. Large cars were where money was.But led by Europe, everybody is downsizing madly to avoid fuel bills, congestion headaches and punitive taxation. Pretty soon, if you can't make money out of small cars you won't be in business.If you don't have a candidate for rebirth you're going to have to do it the hard way. Before long, there will be a wave of new small cars from the German luxury brands aiming to stretch their appeal, and price resilience, lower in the market than ever. Next year's Audi A1 will lead the charge.Meanwhile, Citroen has got there first. The DS3, Citroen says without the hint of a smile, is anti-retro. It looks like nothing that has gone before. European TV adverts for the DS3 use clips of John Lennon and Marilyn Monroe wondering why people "live in the past''. Retro is sooo yesterday.It's a bold stance for a bold car and it has been well received in Europe. It's a verdict I'd echo after a test drive via the scenic route from Sydney to the Hunter Valley last week.The DS3 is entertaining from behind the wheel. It feels solid and secure on the road, tips eagerly into corners and can carry a fair bit of speed before running wide. For a short car with standard hatchback underpinnings, it also rides fairly well, certainly better than a Mini. Although with quite a lot of wind and tyre noise entering the cabin, it doesn't set a new benchmark for small car refinement.The steering, brakes and gearshift all get pass marks or better.  The test fleet were all Dsport models, which run a similiar turbocharged 1.6-litre to the Mini - it was a co-development between Peugeot-Citroen and BMW - and it's a fiesty unit with enough low-down torque to propel the car with conviction.With this engine, the DS3 is a similar weight to a Mini Cooper S and about as fast. The automatic, with just 88kW and four speeds, may not be as convincing but does have a similar equipment level.The DS3 is slightly bigger all around than a Mini and makes use of the extra space to offer better accommodation in the rear and a much larger boot.  But it has borrowed some of the successful bits of the Mini design, despite its disdain for retro.The four-square stance of the Mini, with the wheels at the extremity of each corner, is echoed here, and so is the "floating roof". As with the Mini, the roof can be specified in a contrasting colour to the body, and the DS3 offers similarly high levels of personalisation and options.Citroen will be only too aware they are a boon to the financial bottom line.  The DS3 does have some original moves, though. The B-pillar is an unusual shark's fin shape that works well with the wraparound look of the rear glass.It's a less upright shape than a Mini and the DS3 face, with a vertical cascade of LED lights and distinctively kinked Citroen chrome, is appealing.  The cabin continues the theme, with seats, vents and dials that are unique to this car and at least as funky as the exterior.Only the audio controls and wands are off-the-shelf Citroen. On price, it's line ball with a Mini so you're paying Commodore money for something less than 4m long. Citroen has modest targets of 35 buyers a month, about one-fifth of Mini's.Citroen sales have been in the doldrums here and the DS3 should help. This car also heralds a new strategy for the brand, with a premium line-up badged DS that will parallel its mainstream offerings and share engineering.A new C3, the poor relation of the DS3, arrives soon and late next year the next generation C4 arrives with its rich cousin, the DS4, alongside. The DS moniker will be familiar to Citroen aficionados as the badge on its groundbreaking car from 1950s.Read more about prestige motoring at The Australian.

Not so long ago you would have been laughed at if you'd suggested that your aspiration was to own a small car, but that's how far the market has matured in a very short time.Such is the maturity in our market that when Audi launched the A3 in 2004 it was quite open about its ambition for it to be a small car people would aspire to own.Audi said upfront that it wasn't out to become the volume leader in the segment; its ambition for the A3 was for it to be the benchmark in the class.MODEL WATCHThe A3 was the entry model in the fast growing Audi range and that put it up against cars like the BMW 1-Series, Mercedes-Benz A-Class, Volvo S40 and even the Alfa 147. Although it looked less aggressive than its predecessor, and was 55 mm longer, 30 mm wider and 10 mm lower, there was still a familiarity about it that reminded you of the old model.While the A3's looks were underwhelming there was big news under the skin with a number of innovations including new suspension, electro- mechanical steering, a new and innovative direct injection engine and a direct shift gearbox.The engine range was made up of three petrol engines and a turbo- diesel. It kicked off with a 1.6-litre single overhead camshaft four- cylinder engine that produced 75 kW at 5600 revs and 148 Nm at 3800 revs and ended with a 3.2-litre V6 that offered 184 kW at 6300 revs and 320 Nm at 2500-3000 revs, but the real interest was in the 2.0- litre FSi engine and the 2.0-litre turbo-diesel that fitted in between the bookend engines.The FSi was a direct injection engine where the fuel was vaporized in the combustion chamber and not in the intake manifold, as is the case with most petrol engines. Audi claimed significant improvements in response, economy and efficiency for the new engine, which put out 110 kW at 6000 revs and 200 Nm at 3500 revs and promised 0-100 km/h sprinting in 9.1 seconds. The turbo diesel produced 103 kW at 4000 revs and 320 Nm at 1750-2500 revs.The 1.6-litre engine was available with a five-speed manual gearbox or a six-speed tiptronic auto, FSi buyers could choose between a six- speed manual and six-speed auto, while diesel buyers got a DSG sequential-shift manual shift six-speed.The DSG was an innovative gearbox that had two clutches working in tandem for smooth, seamless shifting. While one clutch was engaged the other one preselected the next higher gear; then when it was time to shift up one clutch disengaged and the other automatically engaged bringing the higher gear into play.It works much like an auto 'box without the losses that come with an automatic transmission, and without the sloppiness that characterized the shifting of most other automated manual shift gearboxes.Audi offered two models in the A3 range, the entry level Attraction and the uprange Ambition. The Attraction came with a choice of the 1.6-litre and 2.0-litre FSi engines, along with 16-inch alloy wheels, cloth trim, split-system air, eight-speaker CD sound, stability control and traction control. The Ambition was available with the 2.0-litre FSi engine and the turbo-diesel. Perched above them all was the Quattro Ambition with the 3.2-litre V6, all-wheel drive and DSG transmission.IN THE SHOPOverall the A3 appears to be holding up well since its launch in 2004. The things most reported by mechanics are oil leaks and brake wear, the latter a common issue raised by owners of most European cars. Check for a service record to make sure the oil has been regularly changed; old oil can be a killer of engines.IN A CRASHWith front airbags, head and side airbags the A3 had plenty of protection in a crunch, while standard ABS braking, ESP stability control, and traction control it was also packed with the electronics to help avoid the crunch. When tested by ANCAP the A3 was given a four-star rating.UNDER THE PUMPThe turbo-diesel is the hero when it comes to fuel consumption with a claimed average of 5.7 L/100 km. Of the petrol engines the 2.0-litre FSi sets the pace with a claimed average of 7.7 L/100km, while the 1.6-litre has an average of 8.1 L/ 100 km and the V6 9.9 L/100 km. When Cars Guide tested it the 2.0-litre FSi Attraction averaged 8.9 L/ 100 km.OWNER SAYSThe only thing Aldo Scodella doesn't like about his 2007 Audi A3 is the cost of servicing it. It costs a "fortune" he says. It's a 1.8- litre TFSi and he's done 20,500 km so far without any trouble to report, but says he's still getting used to the hill-start assist and is having trouble getting away smoothly.LOOK FORUninspiring looksGood build qualityFSi performanceDiesel economyRobust and reliable.THE BOTTOM LINE: A well equipped, smooth and advanced small car that grows on you.

Carmakers have been turning to creating niche models to try and catch the attention of an increasingly varied market. And Peugeot is trying to do it with the 3008 - the tall hatch is part SUV, part mini-peoplemover and part hatchback.VALUEThe range starts at $35,990, but we're testing the two-litre turbo-diesel XTE, priced from $42,990. For that, the equipment list includes 18-in alloy wheels, six airbags, power mirrors and windows, a panoramic glass roof with blind, dual-zone climate control with rear vents, trip computer, rear parking sensors (front sensors are optional), hill-start assist and Bluetooth phone and audio link.TECHNOLOGYThe little Pug is packed with some hi-tech gear, including a heads-up display with a traffic-gap readout (but not active cruise control). The rear suspension fights body roll and engineers have endowed this front-driver (as an option) with Grip Control, a switch akin to Land Rover's Terrain Response - standard, snow, all-terrain, sand and ESP-off modes are offered. It's admirably optimistic but likely to get Peugeot roadside assistance more business from owners stranded where they should never have taken this vehicle.DESIGNIt's a blessing to be behind the wheel because, from front-on, it has an odd look - but others didn't mind the aesthetics. Inside there's a high centre console that might make some feel a little closed-in.SAFETYThe 3008 XTE has dual front, side and full-length curtain airbags as well as pre-tensioning and load-limited front seatbelts. There are anti-lock brakes with emergency brake assist and brake-force distribution, latest generation stability and traction control.DRIVINGThis tall SUV offers a surprisingly nice drive. Steering is light but not too vague; the seats are comfortable but there's a hemmed-in feeling from the dash and console and (at 190cm) the driving position is not ideal.The two-litre turbodiesel is unobtrusive, reasonably smooth and has good outputs (120kW at 3750rpm and 340Nm at 2000rpm). The six-speed auto teams well with the engine to get around town at traffic pace without a drama. The solid torque output doesn't tug at the front wheels and the clever suspension system copes well with body roll, although small-sized bumps aren't dealt with in the same effective manner.VERDICTA clever, comfortable hatch on stilts - with plenty of features but a price tag to match.PEUGEOT 3008 XTE 2.0 HDiPrice: From $42,990Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed automatic, front-wheel drivePower: 120kW @ 3750rpmTorque: 340Nm @ 2000rpmPerformance: 0-100km/h 10.2 seconds. Top speed 190km/hFuel consumption: 6.7 litres/100km, on test 10.2 litres/100kmTank capacity: 60 litresEmissions: 176g/kmSuspension: Inverted strut with anti-roll bar (front); torsion beam (rear)Brakes: Four-wheel discs, front ventilated, anti-lock, brakeforce dist.Dimensions: Length 4365mm, width 1837mm, height 1639mmWheelbase: 2613mmCargo volume: 512/1604 litresWeight: 1614kg.

The Rex is back with a body to match its bite.  Subaru has given fans of the cult budget blaster a huge boost by filling out the WRX with the same bulging body as the even faster STI.The Rex now looks like a mean machine with pumped out front and rear wheel arches and has the added benefit of a larger footprint and extra stability because the wheels sit out further.VALUEEven better is the fact that Subaru has managed to keep the entry price for the all-wheel-drive slingshot pegged at $39,990, the same amount the very first WRX cost when introduced back in 1994.Subaru has also worked some magic on the STI range-topper by bringing back a sedan version and fitting it with a great big wing, a move that should please the young at heart.  It has also introduced an automatic transmission, the first time a self-shifter has ever been offered with an STI.Subaru's boffins have also fiddled with the STI's suspension to sharpen up its handling.  A handy $2000 has been chopped off the entry price of the manual version, which drops to $59,990.TECHNOLOGYNo change has been made to the engines, except for the automatic STI which has been given a different tune.  The standard WRX runs a 2.5-litre four-cylinder boxer with a turbo on top that helps make 195kW and 343Nm of torque. It has variable valve timing, but only for the intake camshafts.It is only available with a five-speed manual, which is linked to a permanent all-wheel drive system with an open front differential and a rear limited slip diff.  The gap between the wheels (the track) is now 35mm wider at the front and 40mm wider at the rear which helps with stability, while each tyre is 10mm wider.Subaru has also fiddled with the rear suspension in a bid to improve agility.  It sits on stylish new 17-alloy wheels which are lighter than those they replace.The STI runs a 2.5-litre boxer four like the WRX but it has a several upgrades including variable valve control for both the intake and exhaust camshafts.  It generates a healthy 221kW and 407Nm when paired with the standard six-speed manual gearbox.The automatic version generates the same power, but 57Nm less peak torque although its peak torque is available for longer.  Automatic buyers also miss out of the cool electronically controlled centre differential, getting a mechanical system instead, and have to make do without the manual's front limited slip diff.The automatic is a regular five-speed gearbox, not an advanced dual-clutch unit, but it can be controlled with paddle shifters and is a no cost option.  Subaru lowered the STI by 5mm, changed spring and damper rates, roll bar thickness and redesigned some components to sharpen up its handling. It also has new, lighter alloy wheels, which measure 18-inches.SAFETYBoth the WRX and STI get a full safety suite of six airbags and electronic stability control and all have been rated with five stars by ANCAP's crash test regime.DRIVINGThe people have spoken and Subaru has given us the WRX we always wanted.  After copping a backlash for serving up the soft-looking and soft-driving WRX of 2007, Subaru has come up with a WRX that is not only a fantastic drive, but also looks like a seriously sporty machine.As a WRX owner (a 1998 two-door STI) I can say this is the first of the recent versions that really makes me want to start saving for one.  It is the best performance car bargain in Australia and provides a heap of bang for your $39,990 bucks.Subaru had largely sorted out the suspension in a 2008 update, but this version is even more sure-footed thanks to the changes underneath.  We tested the Rex on slippery tarmac and loose gravel and it was remarkably well behaved. The AWD system provides lots of traction as you would expect, but the WRX is so stable and predictable that it is even more fun that before.The engine performance is as good as ever. It isn't a high-revver, but it is so strong from low down in the rev range that you don't need to wind it up too far.  You can leave it in a higher gear and still surge out of a turn.The biggest downside is the five-speed manual, which is nice enough but means you do 2600rpm at 100km/h. It needs and extra gear. Then there are the sports seats which are not very supportive at all and the underwhelming interior, but it is easy to forgive these few issues.We tested the STI at Phillip Island, which revealed just how fast and forgiving this cars is.  It maintains awesome corner speeds, dives incredibly late into the turns (thanks to standard Brembos) and has stunning acceleration whether in the wet and dry.The automatic is not as sharp or as fast but will appeal to older customers who can't be bothered changing gears.  Then there is the sedan which looks great with its giant wing like the STIs of old. It is actually the only thing that differentiates the STI sedan from the WRX sedan, while the hatch STI and WRX look almost identical.The fact that the WRX and STI look similar might be an issue for STI customers, but WRX buyers couldn't be happier.Subaru Impreza WRXPrice: $39,990Engine: 2.5-litre turbo four-cylinderPower: 195kW at 6000rpmTorque: 343Nm at 4000rpmTransmission: Five-speed manual, all-wheel driveEconomy: 10.4L/100km and 247g/km CO2Subaru Impreza WRX STIPrice: $59,990Engine: 2.5-litre turbo four-cylinderPower: 221kW at 6000rpmTorque: 407Nm at 4000rpm (350Nm at 3000-6000rpm Auto)Transmission: Six-speed manual or five-speed automaticEconomy: 10.5L/100km and 243g/km CO2

The Hyundai i30 made quite a splash when it landed here in 2007. With appealing looks, impressive quality, good road manners and safety it swept the Cars Guide Car of the Year judges off their feet.The win in the prestigious annual award was historic in many ways. It was not only the first for Hyundai, but also the first for a Korean   carmaker and removed any lingering doubts about the legitimacy of the Korean brands as world-class carmakers.In winning the award the i30 beat a top-class field from established and respected carmakers like Mazda, Ford, Mitsubishi, Mercedes-Benz.Having won over some of the country's most respected motoring scribes, the i30 has since gone on to win over the toughest judges of all, the Australian motoring public.MODEL WATCHWinning the Cars Guide Car of the Year gong was no mean feat; it was particularly meritorious because the i30 was in the most competitive market segment of them all.It was a breakthrough model for Hyundai, one that finally cemented its position as a carmaker of substance and not just a maker of cheap   and cheerful cars people buy purely on price without worrying about too much else.The compact i30 was launched as a five-door hatch with a choice of three models - SX, SLX and SR - and petrol and diesel engine options.The i30 slipped right into the Australian market with barely a ripple, possibly because it was designed in Europe and sat  comfortably alongside other cars designed in that part of the world.It looked smooth and modern with neat clean lines and balanced proportions, and boasted a roomy cabin for its size along with good   luggage space.A 2.0-litre double overhead camshaft engine that had variable cam timing and fuel injection provided the power across all models.  At its best it boasted 105 kW at 6000 revs and 186 Nm at 4600 revs, enough to keep it comfortably stirring along with the pack.  Hyundai also offered the economical option of a 1.6-litre four-  cylinder turbo diesel engine, which came with the peaks of 85 kW and 255 Nm.Both engines could be specified with a five-speed manual gearbox, but only the petrol engine was available with the four-speed auto until   2008 when it also became available with the diesel.  The entry level SX model came with air-conditioning, power windows and mirrors, and four-speaker CD sound, along with iPod connectivity.Step up to the sporty SR and you also got alloy wheels and a body kit, plus cruise, auto air, trip computer, fog lamps and six-speaker   CD sound system.  Make it all the way to the SLX at the top of the range and you got even more.IN THE SHOPThe step up in quality of Hyundai cars is clear from the reduced number of complaints received at Cars Guide. It wasn't so long ago   that it was something of a laughing stock, but that has changed in recent years.Few complaints have been received about the i30 since its launch, which suggests owners are content with their purchase.Despite this potential buyers are well advised to check their possible purchases carefully and thoroughly, looking for evidence of abuse or lack of maintenance from uncaring owners.  Check also for crash damage and poor repairs.IN A CRASHDual front airbags were standard across the range, but the SR and SLX also had the added protection of head and side airbags.  Before 2008 the SX and SLX had ABS braking with electronic brakeforce distribution, while the SR also had stability control and traction control standard. After 2008 stability control and traction control became standard across all models.  ANCAP rated the i30 at four stars prior to 2008, but five stars after that.UNDER THE PUMPHyundai claimed the 2.0-litre engine would return an average of 7.2 L/100 km with a manual gearbox, and 7.6 L/100 km with an auto.Cars Guide reported an average of 8.2 L/100 km when it tested the 2.0-litre shortly after the launch, while reader Terry Cahill says his   2.0-litre SLX auto gets 8-8.5 L/100 km around town and 7-7.4 L/100 km on the highway. Reader Ray Beebe reports he gets 6.0 L/100 km on average from his SLX diesel auto, compared to 4.7 L/100 km claimed by Hyundai.OWNERS SAYRay Beebe went shopping for a car that would fit into his garage, take his golf clubs and buggy, and had five-star safety when he replaced his 2000 Ford Laser with an i30 SLX diesel auto wagon. After 3000 km he is impressed with its power and its economy.Terry Cahill has enjoyed 57,000 km of trouble free motoring in his 2.0-litre i30 SLX auto. He likes its positive road feel, cornering, comfort, braking and the smoothness of the auto transmission.  Wally Rockawin would happily recommend the i30 SX diesel auto to his friends. He says it's well built, is great to drive and economical to run.Dennis O'Brien also gives the i30 SLX diesel a big tick, saying it's got great power and torque. His only negative experience has been a   notchiness when selecting second gear from first or third, particularly when cold.  He suspects the problem is due to the gear   selector cables needing adjustment and not with the synchroes.LOOK FORAttractive looking hatchRoomy cabin for sizeEconomical diesel the best choice .Comfortable ride.Safe and sound handlingReliableTHE BOTTOM LINE Affordable, well built, well equipped, safe and economical compact hatch. 80/100

A generation ago, the Mazda 6 would be a large car and we'd load it to the gunwales with luggage and head out on motoring holidays.

Nobody at Citroen is singing ‘we don’t need another hero’ when it comes to the little DS3. They do, and they know it. While the brand is happy that their customer satisfaction is above 90 per cent, they admit their profile needs raising.“We know awareness is extremely low,” Citroen general manager Miles Williams says. “But it will take significant investment to lift to a point where we have a better flow of people through the showrooms.”In the meantime, they hope to get a profile boost from the arrival of the lDS3, the first of a trio of cars – the DS4 just unveiled overseas, and DS5 in the works –they hope to position as a separate brand line, targeting the young, chic and reasonably well-off.Despite the name, which suggests the 1950s DS of famed frog-mouth styling, Citroen has resisted the recent vogue for retro cues. Instead, the DS3 is all cute, clipped curves and appealing face – although a nip and tuck might have removed the resemblance to the Fiat 500 around the rear.Limitless customisation of roof, wheel and trim colour is possible in Europe, but Australia is for the moment stocking just the main six most popular combinations. Buyers will be able to add more choices later if they’re happy to wait for them to arrive .Ours was in a lurid yellow that surprisingly looked quite good, especially set off the by the combination of matching yellow-sueded and meshed seat inserts. The sueded surface looking worryingly magnetic for things like ice-cream, dog paws and sticky fingers. But Citroen vows it’s designed to resist and last the distance. Even the digital patter of the ‘carbon fibber’ plastic looks acceptable.Bezels, handle inserts and other features are in swooping lozenge shapes … it’s all very French chic. Which means there are also some oddities, like the perfume diffuser in the dash and the gaps under the instrument binnacle – admittedly the light that comes though doesn’t make the instruments any less readable, but there’s no reason for it to be there.The better small cars these days are packed with features you once only found in large ones. But they won’t come with a small price tag. The base model DStyle is $32,990 and the DSport $3000 more at $35,990, and they come with a fair bit of standard equipment – including ‘mood lighting’. But you can add up to $10,000 more on options, because the extras list for both models includes things like Bluetooth/USB connection and automatic lights. And there’s no satnav at all. The extra $3000 for the Sport gives you 17-in alloys, rear spoiler, better upholstery and a lot of chrome trim, but the main reason for spending the extra will be the more powerful engine.However, the DS3 has landed in the midst of the crowd of its fellow little Eurochic rivals, with prices ranging from $28,990 for the Fiat 500, while the Alfa Romeo MiTo is $29,990, VW’s Beetle is $30,361and Mini is from $31,100 – while the incoming Audi A1 is tipped to be around the $32,000 mark. So you have to weigh up the fresh French style against the features offered by some of the the competition.There will be a 88kW/160Nm 1.6-litre coming soon with a four-speed automatic, but the first cars to arrive are the 115kW/320Nm turbocharged 1.6-litre – also used by the BMW Mini and the new Peugeot RCZ—but with only a six-speed manual in the Citroen. Both versions get sports-tuned pseudo Macpherson strut front suspension and flexible beam rear and variable electric power-assisted steering. But the DStyle gets only 16-in wheels – and both get only a space saver spare. That’s to prevent a full-sized one swallowing the luggage space, which is a very capable (against its rivals) 285 litres, growing to 980 litres with the rear seat down.Disc brakes with ventilation on the front are standard, as are the anti-skid, brakeforce distribution and brake-boost technology, and stability and traction control. Crash protection includes six airbags, side impact protection and seatbelt pretensioners, while rear park assist can be added as a factory optionOur car was kitted out with a host of engines, and the first one we would have crossed off the list was the centre armrest, which you have to flip up and out of the way to comfortably use the manual shifter. But you get over that annoyance pretty quickly, once you kick off the line and find that within minutes you’re enjoying yourself.The car connects with you, with plenty of pick-up from the 115kW engine, and the manual’s smooth, precise action making it fun to use – and even bearable in peak hour city traffic. Out of town and through some hills, the steering is responsive and the DS3 simply goes where you point it. Slightly firm suspension helps it around corners, but manages to take care of most bumps without it skittering around. However nothing seems to get rid of the tyre noise.The rear seat is easy to get into, but there’s little legroom when you’re there – despite the recesses in the seat backs – and it’s best left for the petites. The luggage area is necessarily small, but the rear folds easily into flat, offering a great load space.The question will be how the auto goes. The manual transmission is easy enough to use around town, but a lot of people will prefer not to shift for themselves in heavy traffic. On paper, the 88kW engine will be far less responsive and perhaps too asthmatic for enthusiastic overtaking or hill-tackling. More a city mouse, then, with its bigger brother the choice for those who look forward to weekends away.