Hatchback Reviews

It was only a matter of time before BMW introduced a new small car below its long serving and super successful 3-Series. The 3-Series was no longer the same relatively cheap and cheerful entry model that it was way back when it first hit the road, and as BMW's top selling model it made a huge contribution to the bottom line.When, over time the 3 Series grew larger and better equipped and consequently less affordable for those wanting to buy into the brand it left a gaping hole at the lower end of BMW's model range, one that just had to be filled by a smaller car like the 1 Series that arrived here in 2004.MODEL WATCHWhen it became known that BMW was going to introduce a new small car it was feared it would be a makeover of the Mini, but the German carmaker stuck true to its roots and the new 1 Series was rear-wheel drive. It also stuck to its own out-there styling path with sharply carved lines and chunky curves rather than follow the Mini's more loveable shape.The result was that the 1 Series polarized opinion, some thought it looked great, others awful. Opinion at the time of its launch tended towards the latter, but that's the same with most cars the Bavarian carmaker has launched in the last few years.BMW's approach with the 1 Series was similar to that it had to the 3 Series before it. With relatively affordable pricing the new small car provided a new entry point for those aspiring to own a Beemer, but it wasn't a cheap and cheerful car. It was well built, came packed with features and buyers had plenty of options to choose from.Later there would be six-cylinder engines, a diesel, coupes and convertibles, but at the launch the range opened with the 118i and the 120i four-cylinder five-door hatches.The engine in both was a double overhead camshaft 2.0-litre unit, in the case of the 118i it put out 95 kW at 5500 revs and 200 Nm at 3600 revs, but in the 120i it put out 110kW at 6200 revs and 175 Nm at 3750 revs. Anyone looking for a spirited drive would have found the 118i wanting, but would have been delighted with the 120i, which was a much more fun drive.The transmission choices were a six-speed auto and five-speed manual in the 118i, and six-speed auto and six-speed manual in the 120i. Fully independent suspension front and rear helped make the 'One' a sporty drive, and with anti-lock braking, traction and stability control it was also a safe one. The ride was firm thanks to the suspension settings and the run-flat tyres it used.Inside, the 1 Series wasn't particularly roomy, but it did have enough room for a couple of adults in the front and space for kids in the rear. Both models boasted a heap of features from air-conditioning, power windows and mirrors, remote central locking and CD sound. On top of that the 120i had cruise control.IN THE SHOPCarsguide readers have had little to report on the 1 Series suggesting they're enjoying a happy time with their little BMWs. While that suggests the 1 series doesn't have any serious problems, it would be wrong to suggest BMWs don't break down. Servicing and repairs can be expensive if you use factory dealers, but there are lots of experienced BMW specialists around who can maintain and fix cars at more affordable rates. Check for crash damage and service records to ensure cars have been looked after and well maintained. Expect tyres and brakes to wear faster than on some other makes.IN A CRASHWith an impressive arsenal of electronics, including anti-skid brakes, traction control and stability control the 1 Series had a solid underlying active safety package. There was also an impressive package of airbags to provide protection in a crunch, including dual front airbags, combined with head airbags and side front airbags.AT THE PUMPRoad testers of the time of the launch reported average economy figures of around 8.4 L/100 km on the 120i. BMW claimed an average of 7.8 L/100 km for the 118i and 7.9 L/100 km for the 120i.OWNER SAYSIan Robinson bought his 125i convertible after previously owning two other BMWs. He says it looks good and drives well, and to date there have been no mechanical trouble apart from a hole in the convertible roof, which was replaced under warranty after much argument with his dealer, but he says the leather interior seems to be of an inferior quality than the other BMWs he's owned. His main complaint is about the dealers he's used who in general, he says, haven't delivered good after-sales service and have been reluctant to fix problems under warranty.LOOK FORChunky looksCozy interiorRear-wheel driveEconomical foursResponsive chassisBMW badge cred.THE BOTTOM LINE: Great driving hatch with typical BMW rear-drive dynamics, but with firm ride and tight cabin.

THE wheels are the first hint that something is different about this Volvo.  The two-door  Volvo C30 DRIVe hatch features futuristic plate-style wheel covers that are supposed to reduce air turbulence and improve fuel efficiency.And that is what this car is all about. Economy.  It sips fuel at a claimed 3.8 litres of diesel for every 100km, giving it a conceivable cruising range of up to 1300km on a single 52-litre tank while emitting 99g of CO2.The only car more economical on our roads is the diesel Fiesta ECOnetic. It beats any hybrid on the market and even the three-cylinder Suzuki Alto.PRICINGSo, as far as value is concerned, it's at least cheap at the fuel pump.  However, it's a Volvo so it also comes with a host of safety features, plenty of creature comforts and excellent build quality but a price tag to match.It's about $12,000 more expensive than the Fiesta but at $36,990 it's still one of the cheapest and best-value Volvos ever produced.TECHNOLOGYHelping it achieve its anorexic fuel diet is the increasingly popular stop-start technology that automatically switches off the engine when the vehicle is stationary, even for just a coupe of seconds.However, in diesel cars such as the Mini, this technology feels jerky as diesel engines shudder as they stop and start.  Volvo claims stop-start reduces fuel consumption by up to 8 per cent.If you find it annoying, you can always turn it off with the button on the centre console. But you will have to do that every time you start the car as it defaults to being switched on.The stop-start system's economy drive is aided by a regenerative system that charges the battery as soon as the driver brakes or lifts off the accelerator, relieving the engine of that function and therefore reducing fuel consumption.Technology in the DRIVe isn't limited to economic gains.  There are also a lot of creature features such as Bluetooth and MP3 connectivity and surprisingly for a car made in the cold climes of Sweden, the climate-control airconditiong goes down to a chilly 14 degrees. Just what you need to beat Aussie summers.DESIGNEven though it's now a few years old, the C30 is still a fresh-looking design that is destined to be timeless.  Making it a little more futuristic are the wheels which are aided in their wind-cheating ways by a deflecting panel behind the grille to improve airflow around the engine and an aerodynamically smooth underbody.Interior design is similarly practical and stylish without looking like a 1970s Swedish soft-porn film.  Take for example the innovative and stylish floating centre stack which is designed to look like a cross between a Nokia phone and Bang & Olufsen remote control.Consequently, even though there are a lot of buttons, it is intuitive and easy to use. However, it is not without its design faults.Because of the proximity of the centre stack to the gear shift, I inadvertently and prematurely ended several phone calls when my thumb struck the "exit" button as I engaged third or fifth gear.SAFETYAs expected in a Volvo, safety is a major focus with six airbags, adaptive emergency brake lights, whiplash protection seats, electronic stability control and traction control, and anti-skid brakes.Not only does the rear end have a unique look, but it is also provides good rear vision, while forward and side vision is similarly very good.DRIVINGI tried as hard as possible to reach the claimed economy figures of 3.8L/100km and failed, but only just.  I slipped it into neutral down hills, avoided hard braking and acceleration, changed up early as directed by the arrow on the LCD screen in front of the driver, turned off the airconditioning and kept the windows up.With just me in the car and in a mix of highway and city driving, the best I could do was 4.1L/100km.  When I gave up and drove the car as normal, it climbed to 4.9L/1200km, which is still quite respectable.But economy is no good if the car drives like a wet dish rag. Fortunately it doesn't.  The engine has good grunt for daily driving shores and highway overtaking.It pulls well from under 2000 revs, but runs out of breath quickly, requiring good use of the gearbox.  The clutch is light and the transmission is smooth and reliable for quick gear changes and throttling the most out of the engine when needed.It handles nimbly around the city, isn't thrown by choppy surfaces on B roads and is stable and very quiet on the highway.  Cabin comfort and room is good despite being a small two-door coupe.It is relatively easy to get in and out of the back with a wide opening door and front seats that quickly slide all the way forward. Even adults will feel comfortable in the two rear seats.While there isn't much space in the cargo area with two rear passengers on board, the rear seats fold flat and provide quite a large and usable cargo area for a small car.There are also plenty of handy cubby holes and storage areas around the cabin.VERDICTEconomic and environmentally conscious motoring doesn't have to be boring, ugly, cheap, nasty or unsafe.  This Volvo proves it.Volvo C30 DRIVePrice: $36,150Engine: Diesel, 1.6-litre, 4-cylinder turbocharged, dohc; with stop-startPower: 80kW @ 4000rpm.Torque: 250Nm @ 1750rpm.Transmission: Five-speed manual; front-wheel-drive.Fuel consumption: 3.8 litres/100km.CO2 emissions: 99g/km.Dimensions: 4266mm long, 1782mm wide.

How to make the Volkswagen Golf R feel a little lardy and quiet? Jump into the lively GTI.  There's no doubting the R is anything but tardy, but the GTI has more brattish upstart about it.I'm a big fan of proper all-wheel drive systems, not these reactive front-drivers, and the R was certainly worthy, but there's something a little more entertaining about the GTI.  It could be the tartan interior that harks back to the original VW Golf GTi of several decades past.What was supposed to be a special-edition small production run has now racked up more than 1.7 million sales globally and it has long been the benchmark hot hatch.PricingDwelling in the lower half of the $40,000 bracket when fitted with the DSG, the GTI isn't exactly on its own in the segment, with competition from it's own backyard and Japan.The features list has dual-zone climate control, 3.5mm auxiliary input jack, red and black tartan cloth trim, a leather-wrapped flat-bottom sports steering wheel with audio and trip computer controls, 17in alloy wheels, but absent from the list is satellite navigation (a $2500 factory option) and Bluetooth - something that is not just a GTI problem within the Volkswagen group.TechnologyGiven the sixth-generation Golf range is evolution rather than revolution there's not massive changes between the old and the new outside, but top of the pops in new gear beneath the skin is the GTI's Extended Electronic Differential Lock, XDL in VW-speak.The XDL system improves traction and combats understeer - two things that can make or break a front-drive pocket rocket.  The new GTI is the most powerful yet but its emissions have dropped by 19g/km and fuel use is down from over 8 to 7.6 litres per 100km.The GTI can be further tweaked with the addition of $1500 worth of adjustable dampers, which given recent experience in other Golf models with the system would take the edge off the ride around town, which can be on the firm side.DesignThe GTI sits a little lower than the standard model and is distinguished by a new front bumper, front foglights, a model-distinct grille with GTI badge and a rear diffuser - it all adds up to a hot hatch look that reflects its ability. We're in the three-door GTI and it gets longer doors, which weigh a little more and mean the stretch back for the seatbelt is a long way, even for someone with arms on the long side.  The entry to the rear seats is reasonably wide and there's decent space in the rear.SafetyThe little hatchback has a solid feel that is typical of the VW breed and imbues a confident frame of mind for the occupants.  The passive side of the safety equation includes driver and front passenger airbags, a driver's knee airbag, front side airbags and full-length curtain airbags, anti-lock brakes (with red brake calipers), emergency brake assist and pre-tensioner-equipped load-limited front seatbelts.The driver gets electronic brakeforce distribution, hill start assist, traction and stability control, the standard electronic diff lock and the extended version.DrivingThe fun factor in one of these hot hatches can not be underestimated.  Where supercar owners need racetracks to get the best from their mortgage-priced machines, the appeal of these hatches is felt daily.Nipping through traffic is easy on the broad torque surge offered and sport mode makes taking gaps cheekily easy.  There's more refinement but some of the brattish engine and exhaust noise is there in the distance.The three-door can complete the school run duties, with space for bags, pushers and shopping - even a stroller as well.  The backseat is not just for the rugrats either - four adults can be GTI-ed to a destination with a bit of gear on board without concern.But you won't want the excess ballast on your favourite back road, which is the little three-door excels - the firm suspension manages mid-corner bumps with alacrity, using the tricky front diff to turn in with gusto and power out with little fuss - the DSG is generally a useful gearbox, with more smarts than before, but it is still not a mind reader.Low-speed parking duties, particularly on a slope, can see the transmission in two minds, requiring subtle throttle work.  Sport mode on a back road is pretty good, but M mode is manual in name only - it won't hold a manually-selected gear.Leave it Sport and point it at a series of bends and there's plenty of far more expensive thoroughbreds that won't be able to shake it.VerdictThe Golf GTI is still the benchmark all-rounder hot-hatch. 

Until the (almost literally) Superb wagon arrived this year, Skoda was about as widely known as Rob Oakshott. If the re-aligned and re-priced Octavia line-up is unlikely to bring the major parties to their knees, it should win votes from buyers who for the first time can get into a European-made medium-sized car for Toyota Corolla money.The Octavia range of liftbacks and wagons is Skoda’s mainstay, essentially a VW Golf underneath a body that’s larger and, according to European quality and reader surveys, better-built. Regarded over there as VW’s budget brand, so far it’s had but a token local presence under $30,000.The whole range is getting extra fruit, including standard sat-nav in models from the 118TSI on up, but that’s the next rung. Most of us with less than $30K of our own money to spend are after a Mazda3 or Hyundai i30 – and that’s where the new 90TSI comes in.VALUEAt $24,990 for the entry six-speed manual liftback, this is, on a metal for money basis, the best value European car Australian money can buy. As in “made in Europe”. It’s near twin, VW’s Golf Wagon comes out of Mexico and starts $2K dearer.That’s where the wagon version of the Octavia starts too, with the same direct-injection turbo petrol engine but a load space (580 litres backseats up, 1620 down) almost 200-litres greater than the VeeWee. That’s important, because when you get to the car we drove last week – the $29,290 Wagon with DSG - the Skoda’s price advantage is a matter a few hundred bucks.The 90TSI is no stripper, with Pyxis alloys in its chunky 15-inch Dunlop tyres, semi automatic air-con, multi-function steering wheel, trip computer, cruise control, remote locking and MP3. Essentially it’s compatible with Golf’s Trendline trim. A six-speed manual is standard; DSG adds $2300.A new entry diesel range, with a 77kW/250Nm TDI engine, is available shortly, from $26,990.TECHNOLOGYThis is where Skoda’s VW association distinguishes it from our northern neighbours. An old world four speed auto remains prevalent in this segment; the Czech gets a seven speed dual clutch jobbie, essentially an automated manual, with a meaningful sport and manual mode. It is ultra-efficient and – when on the move - redefines notions of seamlessness.With direct injection and turbo charging, the Octavia’s 1.4 litre four cylinder is good for 90kW and 200Nm, all of it available down low where it does the most good. This is a drivetrain to make the others seem just a bit 1990s. It does insist upon 95 RON thoughSAFETYAs is true of the latest Golf, the Octavia is a much updated and re-skinned take on the 2004 model.No bad thing that - it’s still at the fore of its class - just that the Skoda’s four star crash safety rating carries from tests done on the original which lacked curtain airbags. Now it has them, making for six in all. There are also anti-skid brakes, a stability program, brake assist, an anti-slip regulator and a full-size spare.DRIVINGIf you still equate capacity with capability, you’ll rapidly forget that quaint notion. While this is the least engine of the range, the blown 1.4 is never less than adequate and almost always more than enough, making light of the wagon’s 1410kg kerb weight and generally matching the performance of 2.0-litre atmo engines while bettering them for consumption and emissions.The 0-100km/h time is less than 10 seconds. One tires of hearing grown men whine about the abruptness of DSG off the mark and in low speed maneuvering. This characteristic is easily driven around, more so in this seven speeder than the older six, so harden up.Coming from the Czech Republic, where the roads are among Europe’s poorest, Skoda’s ride/handling compromise is the best in the VW Group for our battered bitumen, infinitely more so than certain “prestige” Euros. Despite the weight gain, it loses little or nothing dynamically to the Golf, which is about as good as it gets in a family front-wheel-drive.There’s a price to be paid in road and wind noise for the Octavia’s longer glasshouse, but aside from its practical application, the wagon is easier on the eye than the dowdy liftback.  If the wagon looks under-tyred on 15s, and it does, it feels so only when sorely provoked.VERDICT: Middle European mid-sizer invades Asian hatch territory and carries off the spoils.

The new Ford Fiesta will change the landscape of Australia's small car market.  The Blue Oval folks have been labouring under a yoke of constrained supply with the European-sourced hatchback range.But now they are bringing out a sedan version and expanding the diesel offerings by taking cars from the multi-million dollar AutoAlliance Thailand (AAT) factory in Rayong, Thailand. However the super-frugal Fiesta Econetic hatch will still come from Europe.Ford Australia marketing general manager David Katic says the Fiesta has doubled its share in Australia - as well as increased the proportion of high-end models sold - and he is aiming to make significant volume and share gains with the expanded range."We think if we can get more supply it can really lift our market share just by getting greater availability," he says.  "We sold 88 per cent of the old Fiesta in the base-model, in 2010 our Sports model has gone from 10 to 43 per cent, our Zetec model has blown away every expectation we have ever had for it," he says.The addition of the sedan (available only in CL and LX models) and more diesel models opens up additional volume opportunities for Ford in the light car market."The sedan we're really excited about, because we think it is a great looking car but also the sedan market represents about 15 per cent of the segment in Australia, there are only four or five competitors and we think we have a tremendous product proposition," he says.Pricing is yet to be released but Ford says it is aiming to remain competitive with its main opposition when it starts with the new Fiesta range toward the end of the year, acknowledging the cost base difference of the source country and the free trade agreement that applies to Australia-bound products from Thailand.Katic says the pricing has yet to finalised but the new Thai-sourced model would be well-specified.  "I don't think you'll see a price drop, I think you'll see us adding value - we haven't finalised our pricing yet but our shift and focus is on consumer value and more content, going to Thailand gives us an opportunity to do that, but we weren't taking a bath on Fiesta from Germany either," he says.The Zetec model, marketed as the sports star of the range until we see an ST, XR or RS edition, now has sports-tuned suspension and sports seating to distinguish it from the range.Bluetooth and voice control is now standard from the base CL model up, with stability control, seatbelt minders, a six-speaker CD sound system all standard.Those looking for an automatic will - on the petrol engine at least - be able to opt for a six-speed double-clutch automated manual that is similar to the Focus TDCi, although it has not been (for now) teamed with the new Fiesta diesel.Customers will be able to tick the option box for a 66kW/200Nm turbodiesel on the LX sedan and hatch, or from early next year the Zetec hatch, with a five-speed manual transmission and a claim of 4.4 litres per 100km.The petrol-engine on offer remains the 89kW/151Nm 1.6-litre petrol engine as standard across the updated petrol range, with the 1.4-litre being dropped from the Australian range.The Kinetic design language remains the dialect of choice with Ford and it is serving them well, so minor changes are all that has been made to the Thai-sourced vehicle from an aesthetics point of view.The sedan has followed the hatch, using similar lines to produce a planted stance, although from the rear in the metal the sedan looks a bit broad in the hips.The company is boasting of more engineering changes, including more insulation against noise, better torsional rigidity and body strength thanks to high-strength steel and bracing across the width of the front-end.The entry-level CL brings standard stability control but buyers will have to opt for the safety pack that adds extra airbags (standard fare above the CL) before it rates a five-star crash-test rating; for the LX and above that includes a driver's knee airbag as standard.There's no doubting the Ford engineering team has transplanted the excellent road manners from the German vehicle to its Thai-built counterpart.  The steering is light and direct, body control is good and the ride - which could only be tested to anything approaching Australian standards on some of the worst sections of road we could find - seems civilised.That said, the bulk of the bitumen is smooth and not coarse of grade, so claims by Ford to have remedied the criticisms of tyre noise (with a change of supplier to Continental) on Australian bitumen will have to wait until a local drive.The launch drive did have a couple of cars that didn't feel quite right and questions were being asked about the fitness of those vehicles, but the bulk of the cars sampled had good road manners and enough grunt for the segment.The mainstream diesel engine is the pick of the bunch, with a well-matched five-speed manual gearbox, which for many won't be worthwhile, as clutch pedals fast-become old-hat.We didn't test the crashworthiness of the new Thai-built Fiesta despite some of the better efforts of the locals, but the body feels tight and strong, with noise intrusion up there with the best in class.

In its 100th year, Alfa Romeo has revived the once famous Quadrifoglio Verde badge (four leaf clover comes closest in English - or just QV) and slapped it on its MiTo super-mini.That's a nice acknowledgement of history from a marque whose "sporting heart'' reputation has from too long been the stuff of the past rather than the present. The fun but flawed MiTo is a case in point, but the new version in the re-priced line-up points to a promising immediate future for Alfa, not so much because of the badge, but what lurks beneath the bonnet.VALUEThe QV is $34,990, nearly $3000 less than the now deleted MiTo Sport. The entry model kicks off from $29,990.  While that's done mainly to make room for a forthcoming 135bhp MiTo, the first fitted with the Fiat groups's TCT twin-clutch automated transmission), it means that in the QV you get a more powerful car than the Sport for less money.The QV gets dual-zone aircon, lumbar control in the front seats, adjustable headlights and automatic windscreen wipers. Wing mirrors, headlights and tail-light surrounds have a titanium finish, the inside is faux-carbon fibre. The parking sensor is crucial.  The question of value hinges on the store you set by that badge and whether you're up with the idea of a premium small car.TECHNOLOGYUsing a combination of turbo induction and precise electro-hydraulic valvetrain control, the QV's 1.4-litre four-cylinder engine packs 125kW and 250Nm for a 7.5 second 0-100km/h time.  But maximum output is conditional on the DNA switch being in Dynamic mode. In Normal, it manages 230Nm, though it hardly feel it. There's also an all-weather mode which might be useful in an alpine blizzard.So why bother with a switchable system to control suspension and output at all? Because the all-important (in terms of Europe's tax regime) consumption and emission figures _ 6L of premium unleaded per 100km and 139g Co2 per km _ are achieved in Normal.  Cute, yet somehow irritating, unlike the Q2 electronic differential, a boon on a powerful front wheel drive car.DESIGNEvoking Alfa's 8C supercar - which we don't get here - in a Mini Cooper S competitor either beguiles you or it doesn't. If the look's a bit try-hard, the language is at least Alfa's own. You know what it is when you see it and that's no little thing.It's other little things, however, that grate. To too great an extent the cabin plastics suggest plebian Fiat rather than patrician Alfa. Fit and finish don't inspire confidence as to the long term.The driving position is almost a reversion to the dreaded short-legs-long-arms Alfa default of old. All-round visions is hardly a priority with this design, but you'll need to be hyper-vigilant about traffic in your rear-three quarters. And while we don't expect an especially useful boot, why is the lip so high?SAFETYAll MiTos have a five star NCAP crash safety rating, seven airbags, double pre-tensioners on the front seatbelts, anti-whiplash front seats with self-aligning headrests and seat belt reminder alarm. The active measures include  Vehicle Dynamic Control (VDC) with hill holder, traction control, assisted braking and Q2.DRIVINGThe DNA selector is undoubtedly clever - a budget version of the Ferrari's manettino switch - but unless you're entire driving life is spent in supermarket car parks, your first act on the turning the ignition key will be to flip the switch into Dynamic.  Do it on the run with the go pedal pressed and the QV surges forward as though stung.Even in traffic Normal feels chloroformed by comparison. Dynamic imbues the engine with a rorty note, missing from recent petrol engine Alfas, that encourages you to press on. Q2 abets tight cornering almost seamlessly, partially transferring torque to the outside wheel, not only reducing understeer but almost hauling you around the bend. It's seems more focused and more rewarding then the old Sport, the steering livelier and the six-speed manual shift more purposeful in is action.Of course the QV requires a near-perfect surface to display it's talent and the rear and front ends don't always seem to be on speaking terms. Nor will you and rear seat passengers after a bout of rough roads.VERDICTThe best MiTo to date with an engine to die for. ALFA ROMEO MiTO QVPrice: from $29,990Engine: 1.4-litre turbo petrol; 125kW/250NmTransmission: 6-speed manual; (twin clutch coming)Thirst: 6L/100km (claimed)

It's arrived a week late, but the Hyundai i20 is ready to go on the Carsguide treadmill.The baby Hyundai comes with the sort of 'all-new' promises you get with a major model change, from the engine and suspension right through to the safety pack and cabin equipment. There is also a bunch of 'surprise-and-delight' features which are new for a Korean car with a $14,990 starting price, including automatic door looking and auto-off headlamps. These sort of things were a very big deal when they first came on a Lexus LS, just over 20 years ago, and set a target for Hyundai's price-first rivals.But the i20 is not what it seems. It is not a replacement for the top selling Getz. Instead, Hyundai Automotive is using the Euro-focussed i20 to spread its reach in the small-car class, most likely using a baby i10 - with a $13,000-ish pricetag - once the Getz dies next year.The $14,990 starting point for the i20 is up and above the Getz, partly because it is newer and costs more to make and partly because it will be part of a two-car attack in 2011. There's also a good chance the $14,990 three-door hatch will be the subject of Hyundai's long-running 'driveaway' pricing policy once the early demand slows a little.There are eight models in the lineup but only the 1.4-litre Active manual makes the bottom line, with an automatic gearbox adding another $2000 and the top-line 1.6-litre Premium auto taking the price all the way to $23,490 - with $320 extra for metallic paint.The value story is still strong as the basic car comes with air-con, power steering and remote central locking among its features. The electric mirrors also fold flat for tight parking spots. Moving up to the Elite brings a trip computer, leather-wrapped steering wheel and alloy wheels, while the Premium gets automatic airconditioning, bigger alloys and combination leather/cloth trim.Compared with its rivals, the value deal on the i20 is impressive even if the bottom line is not as sharp as some contenders.The mechanical platform for the i20 is completely new and that means lots of good things, including the latest Gamma-series four-cylinder engine. Outputs are 73.5kW/136Nm as a 1.4 and 91.1kW/156Nm in the larger 1.6, with claimed economy from 6.0L/100km and emissions from 142g/km of CO2.But it only has a simple torsion-beam rear axle, standard for the class, which limits suspension development, although there are four-wheel disc brakes. The five-speed manual gearbox is what you expect, but there is still only a four-speed auto across the range.Hyundai claims a lot of work went into cutting noise and improving the driving dynamics of the car, although there is no Australian input on the suspension settings.The i20 is a good looker with big headlamps alongside the family grille, a cute back end and reasonable cabin space. The interior steps up a long way from the Getz, particularly in the finishing of the plastics - and even the layout and operation of the dials and readouts - as it is aimed at people who could be spending more than $20,000.The seats are well shaped and have space for four adults, visibility is good in all directions and the final finishing is as good as anything in the class.The i20 comes with everything you need and expect these days, from six airbags to anti-skid brakes, but there is a catch. The first shipment of basic Active cars only has a pair of front airbags and there will be a price increase in September when it, too, moves to a six-airbag interior.So Hyundai currently claims a four-star rating for the $14,990 car and a full five-star result for the rest of the range, with five-star across the board soon.The car has ABS braking and ESP stability control, with traction control included, as well as electronic brakeforce distribution. But there is no chance to compare the operation of the electronics with its rivals, or the sort of cars - let's say a BMW 5 Series - which set the benchmark for calibration of active safety systems to avoid a crash.The i20 is nice enough for the size and price, although it does not rival the sporty feel of a Ford Fiesta or the all-round quality of the pricier (much) Volkswagen Passat. The best comparison is against the Getz and the i20 is roomier, quieter, more comfortable and compliant than Hyundai's current baby-class contender.The engine is quite spritely up to around 4000 revs, but is not keen to push to the redline, while the gearbox is slick and easy to use. The suspension is alright for the job but I find the steering has the same sort of 'binding' feel which mars the bigger i45, without the wobbly front suspension of the Sonata replacement. So it's fine for the price and everyday commuter work, but not remotely sporty.The i20 is what it is - a cheap small car, mostly for first-car buyers. It fits four people fine, and it actually has a bigger boot than I expect. It doesn't have much guts, which I kind of expect. It's a bit tragic, but I've probably been spoiled by driving cars like last week's Maserati.I would definitely wait to get the six-airbag model, even if it cost an extra $500, because I care about safety. But I just couldn't buy one, for a single simple reason. The air vents in the centre of the dash blow straight onto my hands, all the time when I'm driving. You cannot get away from it and it freezes my hands and makes driving a pain. So that's game over for me.A big step up from the Getz, and solid for the size and price. But not a standout.

Attempting to reinvent the past is fraught with danger; the motoring graveyard is full of brave, but misguided attempts to breathe new life into past glories.  It's hard to recapture the essence of an older model, to take the thing that made it the runaway success it was and mould it into something as meaningful to today's car buyer.Of all the re-born classics carmakers have tried to pass off on the motoring public in recent times the Mini has clearly been the best and most successful.  The new age Mini not only looked passably like the old one, it had the feel of the old classic as well.MODEL WATCHIt's fair to say that the original Mini was an accidental classic.  It's designer, Sir Alec Issigonis, set out to make an efficient, affordable family car for a country still suffering the ravages of a debilitating war.The efficiency was delivered through a clever packaging approach that employed a boxy body, a wheel planted at each corner, and with the engine swung through 90 degrees from tradition to create a tiny car with a roomy cabin.With a modest engine, manual gearbox and few frills Issigonis's Mini achieved exactly what its designer intended.  Cute looks added to its appeal and the Mini became an instant hit   with car buyers all over the world.But it was to become much more than a cheap and cheerful means of family transport when revheads of the time discovered its stable   chassis could easily handle much more power than it had in its standard form.Grand Prix car designer, John Cooper, was employed to develop a special Mini, one with high performance and nimble handling that was   heaps of fun to drive.  The hot Mini Cooper was the first of Cooper's creations, the next was the even hotter Mini Cooper S that followed, both of which are much-loved classics today.The popularity of the little car was boosted enormously when London's trendy "in" crowd adopted it as their favoured means of transport.   Appearing in movies such as 'The Italian Job' also helped massage the Mini legend.With such a history BMW was under close scrutiny when it set about recreating the Mini in the early-2000's.  Fail and they would have been the laughing stock of the motoring world, but if they got it right they would have a winner on their hands.Fortunately for the German automaker they got it pretty much right, and its new-age Mini was greeted with enthusiasm.  The new Mini was much larger than the original car, but BMW managed to capture the cute looks and proportions that made the original so popular with the result that the new car doesn't look nearly as large as it is in reality.Like the original there was a wheel at each corner, which along with its well-tuned suspension produced a nimble chassis that was thrilling to drive.  One of the few criticisms of the BMW Mini was of the ride, which was thought to be a little too firm for most modern day rear-ends.Initially BMW launched the Mini Cooper with a 1.6-litre single overhead camshaft four-cylinder engine boasting 85 kW and 149 Nm, but   followed up with the Mini Cooper S that had a supercharged version of the engine producing 120 kW and 210 Nm.In standard Cooper guise buyers could choose between a five-speed manual gearbox and a five-speed CVT auto, while the Cooper S only   came with a six-speed manual.An update in 2003 saw the five-speed CVT replaced by a six-speed CVT auto.  Being upmarket models the Cooper and Cooper S had heaps of standard features.Externally there was the retro paint style with a white roof, alloy wheels, lashings of chrome on things like the door handles, grille and exhaust tip.  On the inside there was cloth trim, a leather steering wheel, a split-folding rear seat, air conditioning, CD sound, power windows and mirrors, remote central locking and a trio of cup holders.When it followed the Cooper S had leather trim, sports seats, larger alloys and sports suspension.IN THE SHOPThe Mini is generally a solid performer, but there are a couple of known problems areas. The power steering is noisy, and there are reports of the failure of  the power steering pump.The CVT transmission could be troublesome and should be carefully checked by someone experienced with this type of transmission. The   manual gearbox is the best choice for a fun drive.  Run-flat tyres are expensive and contribute to a firm ride some find uncomfortable.IN A CRASHThe Mini's underlying strength is its stable platform and nimble handling, with predictable power steering and power ABS anti-lock brakes, electronic brakeforce distribution and traction control.In Cooper S guise it also boasted electronic stability control for even more active safety.  Overlaying the active safety was a comprehensive passive safety package of front, side and head airbags.  ANCAP rated the new Mini at four stars.AT THE PUMPMini owner Frank Bradley says he gets 8.9 L/100 km on around town, and 5.7 L/100 km cruising at 100 km/h on long trips.  Those figures closely match the official BMW numbers of 8.5 L/100 km in city driving and 5.6 L/100 km on the highway, but road testers reported fuel consumption of around 10 L/100 km from cars they tested.OWNERS SAYFrank Bradley bought his manual Mini in 2002 when they were first launched and says he would buy another one if and when he was to sell it. He uses it as his daily driver, but it's also become his hobby car since he joined the Victorian Mini Club. His likes include the unique styling, the precise handling, the drivability, incredible brakes and the build quality, while his list of dislikes include the front seat comfort and the noisy power steering pump.Glenys Tidd and her husband have two Minis and says that they would have more room if they had the room. He uses his 2002 Cooper S for longer trips to the city from their country home when he likes the performance; she drives a 2008 Mini Clubman wagon for the room and   the economy. They both have a lot of fun driving their Minis and say anyone with a complaint is not really a Mini person.LOOK FOR. Cute classic looks. Agile chassis. Fun-filled driveALSO CHECK THESE. VW GTi - 2005-2007The VW Golf is the real successor to the original Mini, the GTi the successor to the Mini Cooper and Cooper S, using the same formula of   brilliant packaging and sizzling performance. The GTi sets the hot hatch benchmark. Pay $25,000-$30,000.. FORD FOCUS XR5-T - 2006-2007Like the rest of the auto world Ford took up the Mini philosophy and built on it with cars like the Focus XR5, the hot sports hatch in the   Focus range. Terrific performance, great handling, an excellent all-rounder. Pay $25,000-$27,000.. PEUGEOT 206 GTi 180 - 2004-2007Peugeot and VW were constant contenders for the hot hatch title after the departure of the original Mini. The 206 GTi 180 delivered a   genuinely sporty ride with a punchy engine and excellent chassis. Pay $16,000-$22,000.THE BOTTOM LINEFun-filled driver that successfully recalls the past.

The old adage that you get what you pay for springs to mind when thinking of the Korean-built current generation Barina. Like all Korean cars of the era there was nothing flashy about the Daewoo-built Barina, it was basic transport and little more than that. Since 2005 Holden has sourced its small car from Daewoo in Korea, which by then was owned by General Motors and run by Holden.Earlier Barinas had been sourced from Suzuki in Japan and Opel in Europe and had become popular with small car buyers. It was particularly popular during the time it was attached to the European-sourced Opel cars, but when Holden began sourcing it from Korea it lost a little of its gloss.There was always going to be some angst when Holden made the decision to source the Barina from Korea, particularly when it was realised it would be Daewoo supplying it. Daewoo had failed to get any traction in the Australian market when it was trying to sell cars locally; its cars were plain and simple, and did nothing to excite the automotive states buds at all.While importing its small cars from Korea instead of Opel made good business sense given the relative exchange rates and the cost-effectiveness of building cars in Seoul, customers were wary of the Daewoo connection.MODEL WATCHThe Daewoo badge was pretty much on the nose after a series of very ordinary cars over the decade or so it was sold here under its own banner. It didn’t help that it used a dog to promote its wares. In that context Holden faced an uphill battle in trying to convince buyers its Daewoo-sourced cars were of a quality expected of a Holden.The first challenge for Holden was to distance the Barina from the Daewoo it was based on. In that respect Holden’s designers did a decent job, the Barina makeover gave the small Korean car a much brighter and more attractive look than the Daewoo. Daewoos were mostly bland looking cars, so much so they often looked down-in-the-mouth and sad.A bright new grille, big Holden badges, some nice wheels and a new interior had the drab Korean car looking a whole lot more attractive. Underneath, Holden’s engineers retuned the suspension to make it more suitable for Australian roads and driving conditions.The front drive Barina ran a 1.6-litre four-cylinder unit with double overhead camshafts, with an output of 76 kW at 5800 revs and 145 Nm at 3600 revs. While more than man enough for the job of propelling the small car it was rather rough and noisy when revved hard.In base form it was linked to a five-speed manual gearbox, but there was a four-speed auto available as an option. The manual was a bit soggy in operation, and the auto wasn’t the smoothest unit, but they both got the job done without any fuss.Brakes were a combination of front discs and rear drums, while ABS came as part of an option with 15-inch alloy wheels.While the Holden suspension engineers came up with a better package than their Korean counterparts had and it wasn’t a soggy handler, the ride was firm and could be a little uncomfortable even on smooth roads on which it found just about every minor glitch in the road surface.It was initially available as a hatch in three and five-door variants, and from 2006 a four-door sedan as well.Inside the interior was neat and attractive, designed by Mike Simcoe, but the plastics were cold and hard, and the controls and dials cheap and cheerful. It was quite well equipped, however, with a list of standard equipment that included air-conditioning, MP3 compatible CD sound with steering wheel controls, power windows and full-sized spare.IN THE SHOPLike most modern cars the Barina doesn’t suffer from major flaws, and they are still in their infancy in automotive terms. With the oldest now four years old most will have 80,000-100,000 on the clock and coming up for a major service.Being a cheap and cheerful car many will have been used as the family’s second car and driven by drivers of varying skill and experience. Many will have been used in the daily rough and tumble of domestic duty on the school and supermarket runs, so look carefully for the bumps and scrapes that come in that world.Check for evidence of regular servicing, which can be neglected by cash-strapped owners.IN A CRASHSafety became an issue with the Barina when it was given a two-star rating by the European New Car Assessment Program, which cast doubt on its crash performance. When launched the Barina had front airbags for the driver and front seat passenger, along with seat belt pretensioners, but it wasn’t fitted with the side airbags the European models were equipped with.In standard form the Barina didn’t have ABS antilock brakes; they were optional. It’s worth looking for a car with the option fitted. Holden made many safety improvements for the MY 2009 Barina and it achieved a four-star crash rating in ANCAP testing.AT THE PUMPDriven with economy in mind the Barina will deliver the acceptable figures of 7.0-8.5 L/100 km on average around town.THE BOTTOM LINE: It’s unrefined, and no star in safety terms, but the Barina will suit those who want basic transport and have a tight budget.  

The reign of the Ford Fiesta at the top of Australia's baby-car class is over. The Fiesta is still a fine car, good looking and a great drive and well priced, but even the benchmark Ford cannot compete with the new Volkswagen Polo.The new Volkswagen Polo lands in Australia as the reigning World Car of the Year with everything from a taut body structure to punchy small-capacity engines, a seven-speed DSG transmission and excellent driving dynamics. But there is a hurdle. And it's a big one.PRICING AND VARIANTSAnyone who wants to have the best tiddler in showrooms today needs to have a well-padded wallet.The cheapest Polo sounds relatively affordable from $16,990, but it's very easy to spend more than $20,000 on a Polo - before adding on-road costs - and that takes you into the next size and price class against cars like the Mazda3. At the top end it's going to cost more than $25,000 to put a Polo on the road, with extra equipment including upgraded sound, sports gear and pearl paint to really make it meaty.The Polo starter car is a three-door hatch with 1.4-litre petrol engine, but adding things like back doors, DSG manumatic gearbox or diesel engine - not worrying about leather and treats in the Comfortline package - will scrub the car from a lot of Aussie shopping lists.Measured against the Fiesta from $16,090 the value in the Polo looks alright, but the light-car class is built on what dealers call the 'transaction' price and there is always some sort of a deal.Hyundai led Australia into the land of driveaway pricing and there are lots of price-driven deals today on everything from the tiny Suzuki Alto to the Hyundai Getz and even Nissan's quality Micra.It's also true that all brands have a three-door price fighter with a baby engine, but it's more likely that Volkswagen's target buyers for the Polo will spend more to get more and go past the Polo Trendline with 1.4-litre engine and five-speed manual gearbox.WHAT DO YOU GET?There are three engines in the Polo lineup - 1.4 with 63 kiloWatts, a 1.2 turbo with 77 and a 1.6 turbodiesel with 66 - as well as Trendline and Comfortline trim levels. Standard equipment includes ESP stability control and ABS brakes, a five-star NCAP rating, the usual electric assists and fuel economy improved by as much as 24 per cent.But the big news is the overall package, which is bigger in every direction than the previous Polo. It's more than good enough to form the basis for the upcoming Audi A1, which has a unique body but picks up the basics from the Polo.DRIVING Paul GoverTaking the Polo onto home territory confirms my positive first impression from the car's Australian preview drive. The car is tight and quiet, very comfortable, and gets along well with the 77-kiloWatt turbo engine and seven-speed DSG gearbox. Of course, it is a $22,350 package and I've just been driving a nice Hyundai i20 at $14,990.The big difference from the previous Polo is the basic body. There is more space and comfort, and the car just feels bigger and stronger. It's probably about the same size as the early Golf, back in the 1980s.What gives it the edge is the deep-down quality feel. It's everything from the way the suspension works to the heft in the doors. The previous Polo always felt a bit flimsy, the suspension crashed and banged, and it was over-priced for what you got.This time around the basics are right and that allows Volkswagen to re-set the standard for the baby class.The Fiesta is my light-car benchmark and, compared with the Ford, the Polo is not as trendy looking but feels like it's from the next price class. Which, in some ways, is true.Even the all-new i20, which I drive back-to-back with the Polo, cannot match the quality feel of the European car. And Hyundai is claiming the i20 takes the company out of the price-first approach of its elderly but great-value Getz.But enough of the comparison work. The Polo is a car you enjoy driving, either on a shop hop or a long highway run. The TSI engine has great punch, even with four people onboard, the DSG gearbox is slick and responsive, and the seats are supportive and comfortable.There is nothing really to complain about in the Polo, apart from the bottom line. It's going to take something very special to stop the car claiming this year's Carsguide Car of the Year crown.SHE SAYS Alison WardNormally I'm not a fan of really little cars, which any mum will understand. There is just so much to carry. But this Polo is a tardis and it really works for me and the little man, although I have to fold half the rear seat down to fit the pram in the back.It drives and handles well, road noise is almost as good as a luxury. So it's really quiet and comfortable. But with that you pay a luxury small-car price. For me, it's worth it because you have a car that will be satisfying for years to come.I've complained before about these DSG gearboxes, which can take a while to think about what you want and to move away, but it's worth it in the payback on smoothness. And the steering is like it's running on silk.I like the Polo. And I think it's worth the extra.THE BOTTOM LINE: A new champion in the baby-car class.