Hatchback Reviews

WHAT gets faster and more powerful while getting cheaper and more economical to run? Volkswagen’s Golf R series. And it also arrives here a lot sooner after release. The first R32 model took two years to get here, one year for the Passat R36 and now less than four months.PricingThe new R arrives at sub-$50,000for the three-door manual, which is a far cry from the first R32 that cost $63,000 and the previous R36 at $55,000. Two more doors cost an extra $1500 and DSG costs an extra $2500.  VGA marketing manager Jutta Friese says five-door will dominate with 80 to 90 per cent of sales and DSG about 85 per cent as is the case with GTI.DrivetrainWhile VW has gone from a 3.2-litre V6 engine to a two-litre, four-cylinder turbo, the power has gradually gone up from 177kW and 320Nm of torque to 184kW/320Nm in the R32 and now a whopping 188kW/330Nm.  Consequently, the 0-100km/h times have also come down from 6.6 seconds to 6.5 (6.2 DSG) and now 5.9 (manual and 5.7 (DSG).VW product marketing manager Valdan Dimic says they prefer to call it ‘downsizing’.  “We continually increase the power, increasing acceleration and at the same time optimising significantly the fuel economy from 11.6 to 8.7 (litres per 100km),’’ he says.VW Group Australia boss Anke Koeckler says while the sporty GTI is the top-selling Golf, the R series was the ‘hero’ car with a niche market.  “We only expect it to be about 10 to 12 per cent of the Golf sales,’’ she says.MechanicalLike the GTI and GTD there is optional Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Unlike many of these electronic damper controls in other luxury cars there is a substantial difference between sport and comfort.  The suspension has been lowered 25mm over the standard, but in comfort settings it soaks up the worst potholes.Pulling it all to a grinding halt are massive 345mm front brakes which are only 5mm smaller than the brakes on the big R50 SUV.  Like past R models, it comes with 4Motion all-wheel drive to differentiate it from the front-wheel-drive GTI.  This now features the ability in extreme conditions to transfer 100 per cent of drive through the rear wheels.Styling and fit-outIt arrives with all the usual GT style and there are few clues to picking it from the GTI or new GTD.  One of the easiest ways to pick it is through the twin exhausts. They are on either side on the GTI, on one side on the GTD and together in the middle on the R.Look more closely and you will notice new alloys, black brake callipers with the R-logo and a new bumper design. In front, there are three large air intakes painted in high-gloss black.  In standard trim, it gets Bi-Xenon headlights, LED daytime running lights, Tinted rear windows  and LED rear lights..Inside, there is a flat-bottomed steering wheel, shift paddles, blue needles on instruments, aluminium pedals, aluminium door sills with an R logo and special seats with the R logo in the head rest.  “One of the key elements of the interior design is the seats to highlight the sportiness around you,’’ Dimic says.The standard seats have dark-grey Kyalami cloth named after the South African racetrack with ‘San Remo’ microfibre inserts and grey stitching. Leather is a $3300 option and there are $5300 motorsport seats also available.DrivingPlant your foot flat to the floor and there is a delightful explosion out the back every time the DSG box goes up a gear when it hits the limiter.  It’s a joyous sound, accompanied by explosive power as the four wheels grip the tarmac and make haste.On the launch in Tasmania last week (June 11) we turned off the highway just out of Launceston and headed up the B roads into a snow flurry in the mountains, gravel roads and black ice.  In most cars it would be time to exercise extreme caution, but the R takes it all in its stride with an uncanny amount of grip and tidy manners.A few corners found us ploughing ahead through black ice, but there is nothing much you can do about that.  In the main, it turns in tightly – a little tighter with a dab of left foot brake – and stays on line through a corner so long as you keep the throttle on.  Lift off and the chassis doesn’t like it, but things never get wild.Steering is neutral and brakes have a bit of a plush initial feel, unlike the bite of the GTI and GTD.  Practical people with a wild streak can explain the five-door away as a family car and point to the fuel economy figures.  But it’s really that wild ‘R’ streak that we want.VW Golf R historyMk IV R32 launched in Europe in 2002 in limited numbers.  Launched in Australia in 2004 at $63,000.  R32 has a 3.2-litree V6 with 177kW/320Nm and a 0-100km time of 6.6 seconds Mk V R36: Mk V R36 launched in Europe in 2005 and Australia in 2006 for $55,000.  R36 has a 3.2-litre V6 engine with 184kW/320Nm and 6.5/6.2sec (DSG).Mk VI R launched in Europe in February and Australia in June for $48,490 (3-door manual), $50,990 (3-door DSG), $49,990 (5-door man), $52,490 (5-door DSG).  R has a 2-litre direct injection, turbo 4-cylinder with 188kW/ 330Nm and 5.9 secs (manual), 5.7 (DSG).

The VW Golf GTD arrives in five-door variant only with a list price of $39,290 for the six-speed manual or $41,790 for the six-speed DSG automatic transmission.  Volkswagen Group Australia spokesman Karl Gehling believes the diesel is worthy of its "grand tourer" tag because the manual sips fuel at 5.5 litres per 100km giving it a touring range of 1000km from its 55-litre fuel tank. "It's quite clearly a performance model," he says."It might challenge some people's understanding of what a sports car is but it's got all the benefits of sport with economy with an affordable sub-$40,000 price tag. We don't see that he GTI badge will be diluted by this at all."Engine and gearboxOn the question of dilution, while the GTI pumps out an extra 30kW of power, it pales against the GTD's Commodore-sized torque of 350Nm with a comparatively feeble 280Nm. Both the manual and DSG GTD race from standing to highway speed in just 8.1 seconds, but it's still a long way from the GTI's 6.9 seconds.  Yet the manual GTD sips fuel at 5.5 litres per 100km, which is only 0.2L/km more than the standard two-litre diesel providing 1000km of range from the 55-litre fuel tank. GTI manual drinks fuel at 7.7L/100km.  The GTD emits CO2 at 145g per kilometre, up just 6g, while GTI pumps out 180g/km.Market and salesVolkswagen Group Australia product marketing manager Vladan Dimic says the GTD is several vehicles rolled into one. "It's about handling and sportiness, but it's also frugal and economical, and easy on the pocket and the environment," he says. "It will appeal to diehard diesel lovers who have been looking for something sportier."Gehling says few GTI buyers will be tempted by the GTD. He suspects it may rob some of their TDI customers, instead. "Really there's no direct performance diesel competitor," he says.  He expects DSG to account for about 85 per cent of sales as it does in the GTI which represents about 25 per cent of all Golf sales.Dimic says there are at least ‘a couple of hundred’ GTDs in the country and stock should be adequate for demand.  He wouldn't forecast sales volumes. "We have a lot of interest and some orders already," he says.Package and fit-outTechnical officer Thomas Wacker says the GTD shares ‘a lot of similarities with the GTI such as brakes and lowered suspension’.  Although the GTI is lowered 22mm in the front and 15mm in the back and the GTD is dropped 15mm evenly.Outside and inside, there are only a few telltale signs differentiating the GTI from the GTD such as chrome horizontal grille strips, twin pipes on the same side of he car rather than one on either side, seat inserts in grey and some badging.  The GTD even gets the GTI's XDS electronically controlled differential with the ability to redistribute torque between the front wheels and apply braking force to counteract understeer.It comes with a range of options including Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Other options include a sunroof ($1900), 18-inch alloys ($1200), satnav ($2500), leather upholstery ($3300), electric driver's seat ($600), park asisst ($1400) and Bi-Cenon lights with cornering function ($2000).DrivingIt is difficult to criticise a vehicle that can be punted hard, never put a foot wrong and still squeeze out more than 800km from a 55-litre tank.  Unless you looked at the tacho you wouldn't think this is a diesel. It sounds and feels way too smooth, it makes a delightful ‘whump’ sound when it hits the redline just short of 5000rpm and it doesn't clatter at standstill.There isn't the urgency of top-end turbo petrol firepower, but there is a prominent rush of propulsion from way down low.  Handling is ideal for our bumpy and twisty country roads, keeping all four paws down on the ground for maximum grip and traction, even in frosty conditions on the launch drive in chilly Tasmania. Not a tyre squeal in earshot.Speed-adjusted steering on many European cars tends to be too light at our ridiculously low highway speeds, but not s the GTD. It feels perfectly weighted right through the speed range.  The cabin is a smart and comfortable place of business with tasteful decor, soft-touch plastic, chrome highlights and a driver's position that is spot-on thanks to a widely adjustable steering wheel that moulds into your hands.Ok, here's the only criticism. Brakes are slightly touchy.

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

Imagine being able to afford to go to a 5-star restaurant where your all-time favourite meal is served.  You start with the soup you desire, the entree you adore, the main comes rich in quality ingredients and it's all topped off with the tastiest of desserts and finest wine. But imagine if they served it all together on the one plate.StylingThat's the problem with the new luxury BMW 550i GT. It has the best of everything packed into one parcel but the finished product just doesn't quite look right.  BMW claims the car is a combination of luxury saloon, SUV and classic GT (that's grand touring rather than GT stripes).And it's here the problem lies. It doesn't really know what it is.  The four doors are frameless as in a sports car or convertible but from the inside you feel you are in a prestige SUV.From the outside, the shape of the car just seems to be a bit too big.  The big snout with a long bonnet and the ample rear are not the prettiest seen on the road.  And it is hard to be won over but the off-set panels and rear tail-lights that can cry `wrong' just as well as pioneering.The styling certainly fits BMW's definitions of the car with terms such as individual and unique.  It's just a case of whether you want to have your cake, eat it too and get a fillet mignon at the same time.Price and packageAt a smidgeon under $200,000 the big Beemer is packed to the rafters.  For starters there's the enormous grunt and smooth delivery of the 4.4-litre V8 twin turbo engine, that is seemingly urging you on to go faster, particularly when it has to loll along in traffic.It delivers maximum outputs of 300kW of power and 600Nm of torque. It may be a big car but it can step up quickly, going 0-100km/h in just 5.5 seconds.  The eight-speed automatic gearbox is extremely smooth. There's also the Dynamic Drive Control that allows you to change the handling and suspension of the car on the run through four levels from comfort to sport just by pressing a button.On the downside, fuel economy is a concern. BMW claims the official around town economy figure is a whopping 16-litres per 100km.  Allowing for some motorway cruising the onboard computer showed me 14-litres/100km. That's a lot, particularly considering the cost of premium unleaded these days.InteriorInside the car it feels as as big as a small room. With four seats (you can fold away the rear console to make a fifth seat if you have to), there's oodles of leg space in the front and back.  It's lathered in leather and the multi-flexible electronically adjustable seats wrap around you.The excellent head-up display, sat-nav, climate controls and the one-button console controller known as the i-Drive exude a prestige feel. The buttons and dials are solid and firm and relatively straight-forward to use. There's no flimsy controls or cheap material here.Features include a rear view camera, a sound system with 80Gb harddrive for digital maps plus an extra 12gb for storing all your music, four-zone automatic air-conditioning, TV with screens at the front and in the back of the front head-rests and hands-free Bluetooth technology for your phone.And it has two boots. Apart from the main boot there is a second, smaller lid under the rear window that can be opened separately.  But the small rear window also needs its own windscreen wiper.  Rear visibility through it is not great and it gets worse on rainy days.BMW 550i GTPrice: $192,900Engine: 4.4L/V8 300kW/600Nm twin-turboTransmission: 8-speed automaticEconomy: 11.2L/100km (official) 

Hyundai Accent replaced the Hyundai Excel in Australia in June 2000, but didn’t achieve the outstanding sales success of that model.

Barbie is, arguably, the world's most beautiful woman and has since the 1960s been the perfect women for men who have disproportionate ideals and have an unhealthy interest in plastic. The Alfa Romeo 8C Competizione is, arguably, the world's most beautiful car. It is the sum of its parts that, like Barbie, combine to make something quite extraordinary.Naturally, a carmaker who builds a $300,000-plus car like the 8C wants to capitalise on its beauty - and its expense - by translating the appeal into its cheaper line of models. Albeit in the case of the Alfa Romeo Mito, prices are from $31,490.The problem is that Alfa has taken the best bits of the gorgeous 8C and stuck them on a rather nose-heavy, short-tailed love-me or hate-me three-door hatchback that has overtones of the Daewoo Lanos. They call it the Mito. It carries with it the 8C's teardrop headlights, roundel tail lights, ‘exclamation mark’ grille and the pretty, spidery alloy wheels… which, attached to the 8C, define the car as something special.Applying these parts to the Mito - Alfa's ‘cheap’ car line - results in the automotive equivalent of Mr Potato Head. Like transplanting Barbie's legs, arm and face on Miss Piggy. But, at least, you won't miss the Mito in your rear vision mirror.This is my second run in a Mito. The first time wasn't enjoyable. The driving position felt unusual, the engine needed a lot of coaxing and there wasn't much pragmatism to the hatch to align with the emotion.Maybe it's osteoporosis or a few collapsed discs in the spine or weary muscles that control my posture, but the Mito seemed to fit me better this time around.The shape of the car eventually grows on you. There's not much room in the rear seats and the two-door arrangement makes getting into and out of the back an awkward exercise. The boot is narrow and short and the spare wheel is a space-saver. But if you're not carrying people in the back, the rear seats fold down and with your eyes squinted, it becomes a neat little two-seater coupe.It has all the right safety gear and is children friendly with ISO-certified seatbelt anchors and little storage spaces in the back. The doors are long and wide and make entry easy for the front occupants, though park too close alongside another car and you'll be in for a tight squeeze.Italians are enthusiastic masters of design but the stars in their eyes cloud some practicalities. The Mito isn't the worst example of dashboard design gone mad, but then again it is streets away from Audi. It takes time to become familiar with the placement of the switches and possibly a new set of spectacles to clearly see the red numerals.That seating position places the steering wheel quite high and the height adjustment is over a small arc. There is no telescopic adjustment- which can force you to get close to the steering wheel because the floor pedals are so far away - but the driver's seat will go up and down. The rear window is tiny and the relatively long nose invisibly curves off into the distance, so familiarisation is also needed to preserve the panel work when parking.But, though at this stage you’re thinking this is the most illogical, expensive and cautiously-constructed small car to reach Australia, you turn over the engine. The 1.4-litre engine remains, but the Sport model had a lot more verve thanks to a ‘dynamic’ switch at the base of the gearlever. So it went better, too.It may be small but the 1.4-litre is willing and carries its exhaust note like a triumphant battle cry. Well, that's probably a bit too enthused. I mean that if you turn the three-mode engine management switch to dynamic, the engine's turbocharger will turn the Mito into an Alfa.It becomes so beautifully sensitive to the accelerator pedal that it can be placed perfectly into a corner and made to slingshot out. Its responsiveness encourages much flaying of the gearlever to arouse the six cogs and promotes last-second pounding of the superb brakes.The Mito becomes an Alfa in spirit. Its only downfall is the over-power assisted electric steering system that gives no road feel.Keep the engine management switch in normal and you may as well drive a Daewoo Lanos. Clearly made to maximise economy, it places electronic hands around the Mito's neck and squeezes, shutting out all sense of life. It stops being an Alfa.There's the third switch which is for snow. Because it doesn't snow much in my street, I didn't turn it on. Also, I didn't turn it on because this switch position was lower than normal. If normal was so lethargic, I feared what retardation would be on hand if I chose the third option.Unless you're new to cars, history records that Alfas are emotional purchases and may or may not have a wonderful record for durability. I've driven Alfas on and off for nigh on 40 years and they appear to be getting a lot better. We're coming off a low base, but they are improving.They're made for people who are like the car - enthusiastic, passionate, individual, mechanically competent but without a certificate, perhaps even a bit unhinged, in the nicest sense of the word. And, just sometimes, beautiful.

SUZUKI ALTO GLXNeil McDonald"IT'S almost cheap enough to put on a credit card."  So chirps a forthright female friend when I mentioned that the Alto costs just $11,790 for the starter GL model.  She did cringe when I pulled up to head out on the town though, expecting something larger than our modest Alto.  But as she settled in, elbow to elbow, the little Suzie won her over with its bright red paint scheme and bug-eyed headlights.As it whipped through inner city traffic she was even more startled by the quality of its ride, composure and zip.  Most people who have driven or been ferried around in Suzuki's little car warm to it. It is winning over friends everywhere.There are two reasons why — fuel economy and ease of parking.  The five-speed manual Alto sips fuel at the rate of 4.8 litres of petrol every 100km, allowing a reasonable range from its 35-litre tank before you have to duck into a servo.It's the ideal city car. The diminutive 1.0-litre three-cylinder is surprisingly capable around town and the five-speed is a breeze.  Being a three-cylinder it does tend to throb like a heartbeat at idle but this quirky characteristic only adds to its charm.But where it does come into its own is crowded supermarket carparks.  You can manoeuvre the Alto into the tiniest spaces, duck in to grab the groceries and be on your way while some drivers are still reversing their juggernaut off-roaders into place.The $12,490 GLX manual we drove has a few tasty must-haves like electronic stability control but also nice alloys, foglights, tachmeter, four-speaker stereo and height-adjustable driver's seat.  The only thing we really thought is missing from the spec sheet is electrically adjustable exterior mirrors.However, adjusting the passenger's mirror is reasonably easy because the car's so compact.The GLX has all the goodies but even the base GL does not skimp.  It comes with six airbags, anti-skid brakes, air conditioning, CD stereo with MP3 input and remote central locking.  What really surprises people about the Alto is its big-car like ride. The suspension is firm but rides the bumps well and the steering is direct and well-weighted. The front seats too, which are based on those in the bigger Swift, are comfy.Small children will fit in the back but it is tight for adults. Likewise the boot is relatively small. One person we know who owns one keeps the rear seats flipped forward all the time to carry gear.  Since it went on sale 10 months ago Suzuki Australia has been struggling to keep up with demand.  We can understand why.Suzuki Alto GLXPrice: From $11,790 (GL)Engine: 1.0 litresEconomy: 4.5 litres/100kmFeatures: Dual front and side head airbags, four-speaker CD stereo, anti-skid brakes, electronic stability control, air conditioning, electric windowsTick: Compact size makes parking a breezeCross: Lack of electrically adjustable exterior mirrorsKIA RIONathan MawbyONCE upon a time 'cheap and cheerful' meant a Datsun 120Y with a smiley face painted on.  Thankfully a few decades on the Kia Rio is in the picture.You could go for the ultra cheap base model for $12,990.  Spring for the four speed auto for about $17,400 drive away and you'll be a lot more cheerful than those who cheaped out on a base model when you inevitably get stuck in traffic.But the Rio doesn't stop at being cheap, it goes out of its way to save you money.  Even with the 1.6L four cylinder engine (there's also a 1.4L) speeding tickets will be the last thing on your mind.That's because you'll start to feel sorry for it at around 6000 RPM. At which point you'll be doing between 40 and 50km/h.  It can handle 100km/h, just give it a little time to get there and don't be shy about putting the foot down on hills. But you're not buying a cheap car to break the sound barrier.  If you're bound and determined to do so you could try driving it off something very, very tall — but that would void the Rio's five year unlimited kilometres warranty.  For your safety and that of others, do not do this.The flip side of a small engine is saving money on petrol, with a fuel economy of 6.8L/100km who's going to argue?  The Rio is going to suit those who want a car to go from A to B, and it ranges from average to brilliant on this front.  Handling in tight spaces, like shopping plaza car parks, is an example of the latter.Combine the responsive steering with its compact size and you can look forward to finally getting that Holy Grail car park near the doors. You know the one, it's between the two poles with paint scrapings at about the same height as the rear bumper of an over-ambitious four-wheel drive.But when you're finished bargain hunting with all the money you've saved buying a cheap car the small size will come back to haunt you as the tiny boot mocks any attempt to squeeze your new 42" plasma into it.   Add some groceries, a few bags of clothes and you'll be inching the front seats forward before coughing up bus fare for your passengers.On the plus side that means you'll be able to choose what you listen to on the way home.  Which is important when you've got a set of Tweeter speakers hooked up to an equalizer that tailors the cars sound system to your favourite tunes.A blue tooth system and iPod and mp3 connectivity will also help steer young drivers away from using their phone or iPod. A potentially life saving feature.But with a base model ANCAP rating of three stars you may feel like you're putting your bank balance ahead of your life.First car buyers on a budget and retirees looking to down size will appreciate a lot of what the Rio has to offer — just avoid freeways.Kia RioPrice: From $14,990Engine: 1.4-litre or 1.6-litre (please check with Nathan)Economy: 6.7 litres/100km, 6.8 litres/100kmFeatures: Dual front airbags, four-speaker CD stereo, power steering, air conditioning, electric windows, remote central locking.Likes: Industrial strength heating, headroom and vision, particularly side mirrors,Dislikes: Lack of power, uninspired exterior, poor use of interior space, particularly the bootFORD FIESTAFiona HudsonFIRST, an admission: there's quite a few unworn items hanging forlornly up one end of my wardrobe, sale tags still attached.  Pristine pieces include a shirt bought at such a discount that burnt-orange and brown stripes seemed an attractive combo, and jeans so cheap I kidded myself dropping two sizes would be easy.Yep, I'm a total sucker for a bargain.  So a declaration I was absolutely smitten with the Ford Fiesta CL prompted knowing nods from my partner who assumed its low price colored my judgement.There's no disputing this little ripper is value for money. The base model includes air-conditioning, CD sound system, power steering, electric windows, two airbags, anti-skid brakes and remote locking (check!).More importantly though, the Fiesta is a great drive.  The peppy 1.6-litre engine made buzzing around inner-city op shops and vintage stores even more of a joy than usual.  It accelerates brilliantly, corners neatly, and has a particularly nifty gearbox.  It's slim shape slips into the squeeziest of parking spots, making me wish I could do the same in those useless skinny jeans! There's a bit of a blind spot when reversing though.Thoughtful touches such as parking and interior lights that illuminate when you unlock it add to the impression of safety — great for women out late on their own.  As well as being practical, this beauty is more stylish than its boxy competitors, with modern curves inside and out.The dashboard is perhaps a bit too space-age  — I struggled to figure out the radio toggle and an off-putting sprawl of other buttons, but GenY would probably get it.  The cheap fabric seat coverings and some plastic fittings on the trim are minor quibbles, though by no means deal-breakers.There's absolutely no danger this little number will sit unloved in the driveway of any bargain hunter — even if you do opt for the rather hideous metallic lime green color they call "Squeeze".Ford Fiesta CLPrice: From $16,090 (three-door)Engine: 1.6-litreEconomy: 6.1 litres/100kmFeatures: Dual airbags, four-speaker CD stereo with MP3 capability, power steering, air conditioning, remote central locking, electric front windowsPROTON S16Kathryn FirkinI SUPPOSE it's easy to be impressed when you start with rock bottom expectations, but this car has definitely surprised me.  It's hard not to feel underwhelmed when you're told you'll be testing Australia's cheapest car, but from the get go the Proton S16 has been a winner.The lack of luxuries aside — because let's face it, there are none — this car is great to drive.  It's a lovely change driving off in a new car without feeling like you first need to read a manual.  Everything is simple and easy to use, and there are no nasty surprises.The car comes with power steering and is easy to handle.  Ducking in and out of busy city traffic is a breeze, and even the horn is surprisingly powerful.Space inside the car is also impressive.  Unlike many of its cheap counterparts, the Proton S16 won't cause too many cramped legs, or cause squabbles over who gets to ride in the front passenger seat.Having said that, you probably also won't have friends cue up to go for a ride with you.  It's also unlikely to raise your social status, impress prospective dates, or intimidate that jerk who cut you off.The car has character, despite being basic.  I even found myself giggling when I discovered I had to use a key to open the boot — very old school.It's biggest downside is the single driver's side airbag.  Unfortunately that's a pretty big downside in my books.  Another shortcoming is the sound quality of the stereo.  With just two speakers, music lovers will be wanting to upgrade their stereos straight away — or risk listening to tinny, faint tunes.There is no automatic version of the Proton S16 yet, although that's coming this year.  But while shifting between first and second gears in bumper traffic is not always a joy, you'll be surprised how quickly you move through the five gears on an open road.For a small — and cheap — car, the Proton S16 is surprisingly powerful and reaches 100km/h relatively effortlessly.  It is also fairly fuel efficient, with an economy of 6.3L/100km.  The bargain price tag means you probably also won't have too many concerns squeezing into tight parking spaces, or navigating hectic shopping centre carparks.So should you buy one?  As a basic, daily commuter car the Proton S16 is great value.  As a family car, or people mover, the safety features on this car are not really good enough.Proton S16Price: From $11,990Engine: 1.6-litreEconomy: 6.0 litres/100kmFeatures: Driver's airbag, two-speaker CD stereo, power steering, air conditioning, remote central locking with immobiliser and alarm, rear parking sensorsProton S16Price: From $11,990Engine: 1.6-litreEconomy: 6.0 litres/100kmFeatures: Driver's airbag, two-speaker CD stereo, power steering, air conditioning, remote central locking with immobiliser and alarm, rear parking sensors

YOU'VE almost got to wonder, who buys all those cars? To say nothing of the SUVs and commercial jiggers.  Private owners and fleets bought almost 81,500 new vehicles last month. Of course, the usual suspects - Holden, Toyota, Mazda, Ford, Hyundai - do most business among the 50 or so brands on offer. But for every no-brainer buy there's an overlooked, if not unloved, model sitting on the lot.If you fancy a bit of vive la difference, we've unearthed some hidden treasures whose lack of popularity ought to compel the sales people to do a deal for you.Alfa Romeo 159Sales in April: 29Price:$49,990-$82,990THOUGH a non-starter in the premium sales stakes led by zer Chermans, Alfa's now five-year-old midsize sedan and wagon will be with us for another two years.Upgrades have seen it shed a bit of lard and get a six-speed automatic that works with it, as opposed to behaving like a transplanted organ the body's rejecting. Most 159s sold now are TI editions with lowered suspension and lustrous, but eminently kerbable, 19-inch alloys.Hardly the sharpest tool in the shed but, my, isn't she lovely? Gorgeous, actually.  Standard equipment levels are high, so put the acid on the dealer for a good driveaway deal.* Our choice: 2.4 JTDm auto sportwagonCitroen C5Sales in April: 16Price: $45,990-$72,990DESPITE its dashing appearance, the driving reality of this almost entirely diesel line-up can be considered exciting only if you accept boules as an extreme sport. It ain't sportif, but that's the point.What it does, in its Gallic shrugging way, is provide a classically wafty Citroen ride in a package that looks equally at home in Paris, Provence or Parramatta. The 3.0 twin turbo V6 oiler would convert an avowed petrolhead but, in Australia's Third World road conditions, isn't sufficiently superior to the 2.0-litre four potter to justify the price.* Our choice: 2.0 HDi ComfortFiat 500Sales in April: 25Price: $22,990-$33,990THING is, everyone who wants a mini 2+2 convertible goes for, well, a Mini. The irresistible new Bambino now comes with a rag top, in addition to its more stalwart though hardly less cute coupe siblings.Indeed, how much cute can you cope with? Given its level of kit and customisation options, the 500 is as much a bite-sized luxury car as a city-friendly commuting device.The current lack of an auto option in all versions across the range keeps sales to niche levels but, hey, this is a compact Italian job. Over there, even the most venerable nonna can handle a stick shift. Anecdotal evidence suggests the Fix-It-Again-Tony days are way behind Fiat.* Our choice: 1.4 Lounge manualHonda Civic HybridSales: 75-80 (since January)Price: $34,490WHILE Toyota's Prius is effectively a synonym for petrol-electric propulsion, the cheaper Honda not only looks like a car it drives like one, while returning a potential 4.6 litres per 100km. Sales are down a bit at the moment, as petrol prices are too, but an oil price spike is certain at some point. If you want a green car that doesn't make you look like Clover Moore, act soon.* Our choice: There is but oneSkoda SuperbSales in April: 6Price: From $39,990MAYBE the long Czech liftback and now wagon is just too close in essence and price to its VW Passat sibling. Maybe we don't yet "get'' big cars with small but highly efficient engines (though there's a diesel and a V6 petrol variant as well). Maybe it's a cold war hangover.Whatever it is, we're wrong. With a price realignment, the Superb offers better value, more kit, lots of space and lusher feel than the VW. It won Top Gear's luxury car of the year; the previous winner was a Rolls-Royce, for heaven's sake.* Our choice: Got to be the 1.8 turbo petrol wagon

Value starting priceBoot spaceClassy finishNo improvements to engineSpacesaver spareRoad noise There is very little change in the 2010 model of the Mazda 2. Until you look at the bottom line. The smallest member of the Mazda mob picks up the smiley family grille, there are improvements to the rear shock absorbers and

The battle for Car of the Year honours in 2010 begins right here and now. The first serious contender out of the blocks is the all-new Volkswagen Polo, a mini-Golf with a starting price of $16,690, although it will have to battle a wide range of new stars from the boxy Toyota Rukus and BMW's classy GT to the Series II Holden Commodore VE.The VW Polo has not done well in Australia, partly because it was too costly and partly because the previous models were... well... tinny little cars without much charisma. The latest fifth-generation car changes the pattern with everything from clunk-close doors to impressive equipment and real driving enjoyment.The meat of the model lineup is still on the costly side of $20,000, and there is not much punch from the basic engine with a bit of steering kick over corrugations, but the new Polo finally shows similar strengths to last year's Carsguide COTY winner, the Golf."We are confident that we have created a car that is the right package for the target customer. We want it to be the third volume pillar in Australia after Golf and Tiguan," says Vladan Dimic, product marketing manager for Volkswagen Australia.The new Polo is a complete makeover, unlike the previous car which was basically a facelift. So the body structure is new and stiffer - with the promise of ANCAP safety, including six airbags and ESP standard - there are two petrol engines and a turbodiesel, and the car even gets a seven-speed DSG manumatic gearbox.EquipmentThere are two bodies, three and five-door hatches, with Trendline and Comfortline equipment packages. Volkswagen says there is $1000 worth of no-cost safety equipment in the car, as well as little things like a remote control that can open and close the windows, white-lit dials and new steering wheels. Yet the pricetags are generally lower, by $300 in the case of the manual three-door Trendline that opens the batting.Mechanical packageThe engines run from the 1.4-litre four with 63kW/132Nm to the 1.2- litre turbo with 77kW/175Nm and the 1.6 turbodiesel with 66kW/230Nm. Both petrol engines are tweaked with things like improved fuel injectors and an electric turbo wastegate.There is wider new suspension, with MacPherson struts in the nose and a torsion beam axle in the tail, with anti-skid four-wheel discs and alloy wheels on all but the base car. There is also a full-sized spare but the petrol engines drink premium unleaded.Still, VW says economy is improved by up to 24 per cent and quotes 4.6L/100km consumption and 121g/km CO2 for its best performers. There are two optional equipment packs, the $900 comfort deal that includes rain-sensor wipers and the $770 audio package with the Bluetooth phone connection that should be standard.DrivingThere is more to the new Polo than ever before. You see it in the bigger body, feel it in the slightly roomier but much higher-quality cabin, and enjoy it in a car which is as good to drive as anything in the baby class - short of my personal favourite, the Fiesta - and equal to the best on quietness and refinement.The doors close with a thunk, the seats are supportive, the steering is light and direct, and the suspension soaks up most bumps and undulations without a drama. It's a European car with a Japanese starting price - although the five-door comes from South Africa - which means it will get onto a lot more shopping lists. Especially with a television commercial filmed in Sydney and aimed at men.I drove all varieties of the new Polo and enjoyed the two extremes, the basic three-door with a 1.4-litre engine and the DSG turbodiesel five-door. The starter car is quiet and responsive, although big hills show a lack of pulling power, and it actually rides best of the bunch despite steel wheels. I was not worried about a five-speed manual gearbox and I like the three-door body, although rival brands say it's not a winner and VW only expects to sell one car in five without back doors.The turbodiesel flagship is punchy and very well equipped, but you pay for the luxury. And there is still a little kick through the steering on bumps, as well as suspension which feels a little bouncy at times. But, overall, there is a lot to like in the new Polo and very little to criticise.Will it be Carsguide Car of the Year for 2010? Based on a relatively short first drive, it is going to take a very good car to beat it.