Hatchback Reviews

VW claims responsibility for the hot hatch, which is a fair-enough boast when you remember that the Golf GTi kick started the movement back in the 1970s. Given its history it's not surprising then that VW pushed the hot hatch boundaries as other carmakers joined in the party with their own GTi clones. The R32 was VW's attempt to build the ultimate luxury hatch, one that would offer a very different, but still exhilarating driving experience to the GTi.MODEL WATCHThe Golf GTi has always been the hot hatch benchmark; it was the first and remains the one that comes to mind first when the chat turns to hot hatches. But in the wake of the GTi's success other carmakers have jumped into the fray with their own versions of the VW formula and the class has become rather saturated with choices.While the sizzling hot turbocharged front-wheel drive GTi retains pole position in the class, and delivers the sort of performance petrolheads lust after, the R32 offered a more refined driving experience. It actually irked VW that the R32 was described as a hot hatch; it saw it as a ‘luxury class saloon’, one that offered a unique blend of performance and refinement. Unfortunately for the company to most eyes it looked like a hot hatch, so that's what it was. Badges aside there were few visual clues to identify an R32 from a distance; it looked pretty much like any other Golf.VW, however, was of the view that the unique aluminium-look grille, extra air intakes in the front bumper, and twin polished stainless steel exhaust outlets were enough to make it stand out. If the skin appeared little different from the rest of the range what lay under the skin was quite a different story.For starters the engine was a 3.2-litre double overhead camshaft V6 that put out 184kW at 6300 revs along with 310Nm between 2500 and 3000 revs. To put that into some sort of context a turbocharged GTi at the time boasted 147kW and 280Nm. The R32 also differed from the GTi in the drive it employed. Whereas a GTi was conventional front-wheel drive, the R32 used VW's 4Motion all-wheel drive system. 4Motion used a Haldex mechanical coupling that was controlled electronically to give the best possible grip in all conditions. VW also reset the suspension to cope with the extra zip of the R32, which sat lower than a GTi, had uprated springs and shocks, and rolled on larger, 18-in, alloy wheels.In line with VW's pitch that the R32 was a luxury sedan it came with automatic air-conditioning, leather seats, rain-sensing wipers and bi- xenon headlamps.IN THE SHOPVW build quality is generally of a high standard with good fit and finish inside and out. Few issues concern R32 owners, the car's mechanical package is sound and well proven, including the 4Motion drive system. The main issue that eventually surfaces on this, and most other Euro cars, is brake wear. European cars are renowned for the rate of wear on both discs and pads and owners get quite a shock when presented with a bill that is usually quite substantial, and often at quite kays. Servicing is important so check for a credible service record that confirms regular oil and filter changes.ON THE ROAD The R32 faced an uphill battle to convince buyers to spend the extra dollars needed over a GTi when the GTi was such a great car. That wasn't to suggest that the R32 couldn't hold its own on the road; it could do the 0-100km/h sprint in a creditable 6.5 seconds. Given its head it would cover ground very quickly, with a finely balanced chassis and great grip on the road. But being more luxury focussed the R32 did the job with little fuss; it was smooth, refined and comfortable.IN A CRASHThe R32 packed plenty of safety gear with front, side and curtain airbags for the ultimate protection in the event of a crash. Before the crunch came there were electronic stability control, anti- skid brakes, traction control and electronic diff lock to stave off trouble at the wheel.AT THE PUMPLike all performance cars the fuel consumption of the R32 is highly dependent on the way it's driven. Road testers tend to be rather heavy on the throttle, using up whatever performance is available under the right foot. With that in mind road testers at the time of the R32's launch reported average fuel consumption of 11.5-12.5 L/100km.LOOK FORSizzling performanceAll-wheel drive gripCompact dimensionsLuxury refinementThirsty V6Innocuous looks.THE BOTTOM LINE: Great driving hatch, but why bother when the GTi delivers more thrill for less money.RATING: 70/100

This week I discovered that sharp, pointy things can hurt. Some new cutlery came my way and the sharp, pointy blades carved significant damage to my dishwater-tenderised finger. Which, of course, is why man invented the dishwasher. During the high-pitched screaming and increasing pinkness of the sink water, it occurred to me how odd it was that the name for people who carried sharp, pointy objects into battle – with the intention to main, puncture and kill other people – is now applied to one of the world's safest small cars.Mitsubishi's Lancer was one of the first cars to arrive in Australia with a five-star crash rating and electronic stability control as standard. It has been subsequently followed by others and Australia is a better place for it. Call it what you will, but the Lancer isn't just a safe car - it's a damn good drive.This is the Sportback - read, hatchback - model which gives a sort of middle ground to a sedan buyer seeking a bit more flexibility and yet doesn't want to step up to an SUV, like Mitsubishi's Outlander.Engine and gearboxThe VRX gets the same 2.4-litre engine as the Aspire model, which is - obviously - bigger than the 2-litre unit in most other Lancers. This bigger engine is meatier, with more low-end power so there is less need to rev it hard. In return, the fuel economy is pretty good and the engine noise is minimal.Incidentally, it has the same power as the Commodore's base 5-litre V8 engine (but a lot less torque) and the same 0-100km/h acceleration time of 9.8 seconds. The engine is attached to either a five-speed manual or continuously-variable transmission (automatic).Drivers with some warm blood in their veins can avail themselves of the paddle shifters on the steering wheel that turns the CVT's inherent rubber-band drone into six clear-cut gears to play with.  The CVT, you see, is basically a steel band or pulley that spins between two moving cones. It takes the power from the engine and maximises its delivery to the wheels.But the elastic action of the band makes the engine sound like its spinning too fast in relation to forward motion. Technically, the six preset ‘gears’ are actually six positions on the cones. In practice, forget the technical stuff and turn up the audio.Pricing and fit-outThere's also the same variant line-up, with the tester being a top-line VRX auto costing $32,490 plus all the on-road fees. That's a reasonable price for the money. Though considered a small car, it's actually quite big. At 4.58m long, it's a cigarette pack short of a 1986 Holden Commodore - which is bound to pop up as a quiz question when you least expect it.The intervening 24 years have produced a car that is called small - but clearly isn't - and yet features a bigger and vastly more flexible cabin layout, maximum family safety and commendable fuel efficiency. The key to the Sportback's useable features starts and ends with the rear hatch. The door opens wide and high and its yawn has been enhanced by moving everything out if the way to maximise loading space.For example, the suspension units are low and pushed out, so virtually the full width of the door extends into the cargo space. The rear seats split and fold flat-ish and the floor can even be sunk an extra few centimetres. This latter feature, by the way, is courtesy of the Lancer's space-saver spare wheel. Theoretically, for those of you who get out of the city occasionally, a full-size spare can be optioned that will fit beneath the boot floor.The VRX gets leather and heaps of gear, including cruise control, trip computer and a Rockford Fosgate audio system with 710-Watts pumping through nine speakers. People alongside me on the freeway we really impressed. Not!These addition features are responsible for lifting the VRX above its oft-shunned category of a family runabout. The VRX is almost luxurious, helped by the spaciousness of the cabin and the good use of dash design and switchgear placement. However, the hard plastic is a let down and things like a satellite navigation system (optional) that is not happy with simple commands and has an ordinary screen, dumb the car down a fraction.OverallThis is a very hard car to dislike. It's not a particularly fast car though is certainly smooth, and the 2.4 engine is quieter and more civilised than the 2-litre version, and this has a lot to do with moving the VRX up the ladder of cars I like. The price isn't especially cheap but I rate it as good value.Speaking of cheap, be very careful about colour choice with this car. It prefers bold or dark colours, and the paler shades - silver and white particularly - just don't maximise the Sportback's classy shape or set off the big 18-inch alloys.Rating: 86/100Mitsubishi Lancer Sportback VRXPrice: $32,490Engine: 2.4-litre, 4-cylinderPower: 125kW @ 6000rpmTorque: 226Nm @ 4100rpmPerformance: 0-100km/h: 9.8 secondsFuel: Standard unleadedFuel tank: 59 litresEconomy (official): 8.9 litres/100kmEconomy (tested): 9.1 litres/100kmEmissions: 213g/km (Corolla: 175g/km)Transmission: CVT automatic; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10mSuspension: Front _ MacPherson struts; Rear _ multi-link, coilsWheels: 18-inch alloy, 215/45R18 tyres; space-saver spareLength: 4585mmWidth: 1760mmHeight: 1515mmWheelbase: 2635mmWeight: 1435kgTow (max): 1000kgWarranty: 5yr/130,000km, roadside assist (10yr/160,000km drivetrain)Service: 15,000kmRivalsMazda3 SP25: ($31,920) - 87/100Volkswagen Golf 118TSI: ($31,990) - 86/100Subaru Impreza RS ($30,990)

No-one does plain old family sedans these days. Well, there is still the Falcon-Camry-Commodore combo in Australia, but most of the overseas action is in sedans which have morphed in another direction. Curvy coup-style sedans came first and the big new direction is liftbacks with style.Audi got there first with its A3 and A5 Sportback models, BMW has its new 5-Series GT and Mercedes-Benz is looking for ways to grow the CLS coupes and stretch the look down into C-Class territory. The foundation in every case is a four-door sedan, even if it is a couple of steps back on the evolutionary path. It provides the mechanical platform, and the engine and suspension, but a better looking 'top hat' is dropped down in place of the regular Camry-style sedan body.Audi was first to go new-age with curves and a hatch with its Sportback, which went from the A4 sedan through the A5 coupe on the way to the Carsguide garage this week. The test car is powered by Audi's impressive 3-litre V6 turbodiesel engine, which is strong and smooth. But the the pricetag is easing way up towards six-figure land with a few extra bits to make life nicer, including an S-Line body kit and MMI navigation and a six-disc CD changer. And I cannot help thinking about the Volkswagen Passat CC, another of the new-age coupes, as I walk towards the Sportback.The newest Audi - for this week, anyway, as there always seems to be a new body or a new engine landing in Australia - is a great looker and the emphasis is on style with that flexibility in the back end. There are two Sportback models, the 2-litre petrol and 3-litre turbodiesel, both with quattro drive and a starting price of $78,400. There is a huge range of standard equipment - from eight airbags and alloy wheels, to a 'concert' sound system and rear parking camera - but the big thing is the frameless doors and a boot that starts at 480 litres and can carry a wagon-style load up to 980 litres with the seats folded flat.Audi Australia says the Sportback will be the biggest seller in the A5 range and will make a worthwhile contribution as it drives for yet another record sales year in 2010. And there is more to come, with an S5 Sportback on the way later this year.DRIVING Paul GoverThe Sportback is one of my Audi favourites. It looks good, drives well and has the sort of flexibility people want these days.It can be a bit cramped in the cabin, and the ride is a bit crash-bang harsh on poor surfaces, but there is a lot to like. Best of all, this A5 looks good and still works well. The V6 turbodiesel is incredibly quiet, smooth and responsive. It is a terrific engine and suits the character of the car, providing great range for family touring and enough punch when you want to have fun with a good looking coupe.I didn't really know what to expect from the Sportback, even though my experience of premium coupes goes way, way back to Saabs in the 1980s. They were brilliantly flexible and upscale, but you would never call them good looking. The new Audi looks good and the cabin has the premium-ness which has become a brand signature, and the target for every other carmaker on the planet. There are gadgets and buttons for playtime, but the basics are all right and the leather-wrapped seats are comfy and supportive.I think headroom is short, although no worse than the A5 coupe, but the back seat feels too narrow for three adults - or even big kids - and knee space is restricted. The payoff is in the tail, which easily handles a wide range of jobs, from shopping and Bunnings to a couple of prams-and-kids trips, and even a bicycle run. It is a great design and one which should be on the shopping list of more SUV buyers.The Sportback also drives well, with Audi-style sharp steering responsive, good grip in turns, and an excellent automatic gearbox which picks up the torque of the diesel at all times. It's not a cheap car, and some of the usual Audi foibles take a little of the gloss away, but it is a very good car and a definite contender for family duties.SHE SAYS Alison WardI get worried about re-works of things I like. Why fix a wheel that works, whether its the local shopping centres, your favourite bar, or something else on the list. Often I feel a bit duped by the change. So I was just a bit hesitant about this re-work of the Audi A4. Oh, sorry, this one is called the A5 Sportback, isn't it?Thankfully, much of my hesitation stopped at the drivers' door. This is way more than just a lick of paint and a new look for an A4 sedan. For sure, it handles better and with more gusto and who would have thought the V6 engine is a turbodiesel? It's quiet and punchy and I had to check the tacho, with the giveaway low redline, to know for sure it's a diesel.The interior features are the same I have found in other Audi models, but can forgive this carryover since it's a cog which is always working fine. The sloping boot is the greatest asset on the Sportback.  It is great for carrying everything for baby, shopping or - not for me, yet - golfing. However the compromise (and here comes that duping feeling again) is less legroom for all, especially in the back. And the shape means it does feel a bit cramped inside, particularly with a friend onboard and two baby seats in the back.Still, the Sportback is a good car and a nice drive for me. The only lingering worry is the $90,000-ish pricetag, which makes it a makeover you really need to like.SCORE: 78/100THE BOTTOM LINE: A smooth and effective family sedan, provided it's a new-age family.Audi A5 Sportback 3.0 TDIPRICE $89,100ENGINE 3.0-litre common rail turbocharged V6 dieselPOWER 176kW at 4000 revsTORQUE 500Nm from 1500-3000 revsTRANSMISSION Seven-speed dual clutch auto, quattro all-wheel driveBODY Four-door hatchSEATS FiveDIMENSIONS Length 4711mm, width 1854mm, height 1391mm, wheelbase 2810mm, tracks front/rear 1590mm/1575mmWEIGHT 1720kgSTEERING Hydraulic power-assisted rack and pinion power steeringSUSPENSION Five-link, upper and lower wishbone front; trapezoidal independent rear mounted to subframeBRAKES Anti-skid all-round discsFUEL TANK 64 litresFUEL TYPE DieselFUEL CONSUMPTION 6.6/100km combinedWHEELS 18-inch alloysTYRES 245/40 R18SPARE TYRE Space-saver spareSAFETY Front/side/curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, foglights, Xenon-plus headlightsCO2 EMISSIONS 174g/km RIVALSMercedes-Benz CLS350 78/100 (from $152,000)BMW 530d GT 80/100 (from $143,400)Volkswagen Passat CC 3.6 FSI 82/100 (from $65,990)

IN the past few months you can count on one hand the number of manual-gearbox cars that have passed through the Carsguide garage.  Except for budget priced econo-boxes, it is becoming rarer to drive a car with a manual gearbox.Dual clutch gearboxes and newer six, seven and even eight-speed autos are becoming much more common.  However, Volkswagen says the split between manual and DSG gearboxes is pretty evenly split for its hot GTi models. We can understand why.  After punting a Volkswagen Golf GTi six-speed manual around for a week, we've rediscovered the joys of self-shifting.Gearbox and engineDon't be baulked by the six-speed manual in the GTi, it's light yet precise and the gate is like the proverbial warm knife through butter.  It is an engaging gearbox and you won't tire of it even in stop-start peak-hour traffic.The gearbox, like Golf build quality, is robust and the GTi's turbo engine and standard equipment levels make a convincing argument to pay a little extra for more fun.Fit-out and equipmentThe $3300 leather seat trim was a nice touch but $2500 for the satellite navigation system seems a bit steep in a $40,490 car.  After a play we even left the adaptive chassis control - a $1500 option - in comfort and just enjoyed the sound of the sweet revving 155kW TSI turbo four and crisp bark of the dual exhausts. So flexible is the torque that you can doddle around in sixth without complaint.The GTi may miss out on the all-wheel drive credentials of the Subaru WRX and Lancer Ralliart, but that does not matter.  It remains one of the most engaging hatches around - even as a manual.

The Suzuki SX4 has a lot appeal but that quickly wanes once you cut through the rather attractive facade.  This model, which basically replaced the old Liana and sits one rung above the highly-successful Swift, is a chunky five-door family hatch with all-wheel drive and a decent 2-litre engine. So it has all the

Something went wrong between a good idea and the BMW X1 parked in the Carsguide driveway.The newest member of the X-car family looks right, and the idea is right, but when you get behind the wheel it lags behind the Subaru Outback which first got the world going down the compact all-wheel drive wagon trail. It's a surprise, because BMW's X5 has been the premium SUV pace-setter since the first car arrived a decade ago, and the baby 1 Series - which provides the base for the X1 - is a pocket rocket and a Carsguide favourite.What lets the X1 down? It's something about the packaging, something about the cabin quality against the price, and something about the dynamics of the chassis and the response of the two-litre turbodiesel engine. Don't get me wrong, the X1 is a sure-fire showroom winner in Australia, but that will be more about the badge and yummy mummies in trendy suburbs than the quality of the basic design and engineering. Is this harsh? Yes. Could I be wrong? Perhaps.But I jumped straight from the X1 into a diesel-engined Outback and found the Subaru ticked more of the boxes, despite a body shape which is way, way behind the BMW on style and impact. The Japanese car is roomier, the engine is quieter, and the Subaru has a starting price of $37,990 against $56,800 for the German contender, at least until the rear-drive model lands from $45,700. Don't forget the X1 also needs to be rated against a classier crew led by the Volvo XC60, Audi Q5 and even the Volkswagen Tiguan.But back to the X1 story. The car comes as BMW stretches every one of its basic models into new shapes and customer groups, moving the 1 Series customer success story on with a high-riding wagon that taps into the worldwide demand for compact cars that tick all the boxes.It has all-wheel drive to boost excellent basic safety, a higher roof and bigger tail for more cabin and luggage space, and a Steve Irwin edge to the styling intended to hint at an ability to conquer the outback.BMW Australia has gone turbodiesel on the engine front, with 2.0 single turbo and 2.3-litre twin turbo, and the X1 comes with the usual fruit including alloy wheels, aircon, cruise control with a brake function, rear parking radar, and Bluetooth, as well as six airbags, anti-skid brakes and stability/traction/hill descent controls.The biggest change from the 1 Series is a wheelbase that can optimise the length of the 3 Series sedan, which means plenty of space in the high-set cabin."The youthful, versatile and efficient BMW X1 broadens the attraction of our very successful X family and will appeal to young urban customers with an active and varied lifestyle," says the boss of BMW Australia, Stavros Yallouridis.DRIVING Paul GoverThe X1 will be a winner and nothing I say or write will change that. It's the same as the X6, which I have always believed is the answer to a question no-one asked, yet continues to crank out big showroom numbers. The X1 looks great and the idea is spot-on for today, as Subaru continues to show with the Forester and Outback. But the X1 is noisy and unrefined in some areas, not particularly quick, and the cabin quality is down a bit on BMW's usual standards. As a drive, it feels wonky and wobbly. Not just compared with an X1 five-door hatch, but those Subarus and serious showroom rivals led by the XC60 and Tiguan.But there is good stuff. The cabin feels roomy, there is plenty of flexibility in the back end, and I know the X1 will take owners with X-drive confidence to the beach or the snow or the other places Gen-X families and singles like to go. The pricing is also pretty good until you dig deeply into the list of extra equipment, but that's a BMW trap that runs right through the range.But I cannot help criticising the 2-litre single turbodiesel engine, which is very noisy at idle and needs to be stirred to give its best. In combination with a notchy six-speed manual gearbox, this can be tough. The engine would work much better with an automatic, which is how most will be sold in Australia, but I'm not a fan yet.It's the same with the handling. The car has a smooth ride and is quiet for the class, but push it into a corner - even at speeds well below 1-Series pace - and it feels wonky, unresponsive and lacking grip. But I know BMW can do it because the X5 and X6 are class leaders.So I'm stepping away from the X1 with questions and doubts. Perhaps more time and an automatic gearbox, or the punchier but costlier 23d TwinPower turbodiesel or the rear-drive petrol X1 in June, can win me over. Right now, though, it's not a car I will recommend.SHE SAYS Alison WardWhen I saw the BMW X1 on display at the local shopping centre, I couldn't wait to drive it. I've owned Beemas in the past and love the brand, but this car lacks the Beemaliciousness I expect. It's a disappointing car and falls short, for me, in many ways. I feel this new model wasn't an upgrade or a new design - like seeing a comedy show twice, when you laugh the first time but the jokes run thin on the second viewing.The exterior promises a sporty, fun and roomy car, but the engine rattles like Flo - the tractor of my childhood - and unlike the bigger X cars lacks agility and steering response. I really like the fuel saving stop-start system, which is a great feature and works really well. The interior is standard BMW stuff and a bit too plastic in some places. I also question the value.Practically, the X1 is ok. It can fit a pram. It can fit (just) my giant baby bag, the dogs, the kid and my mum. But what the X1 cannot fit is my expectation for a car that promises so much - but then fails to deliver.THE BOTTOM LINE: Where did the love go in the X-car family?RIVALSVolkswagen Tiguan 2.0 TDI: 82/100 (from $36,690)Audi Q5 2.0 TDI: 80/100 (from $60,500)Volvo XC60 D5: 84/100 (from $58,950)Skoda Octavia Scout 2.0 TDI: 77/100 (from $39,490)

The first Chinese passenger cars headed for Australia are surprisingly normal.  Three models from the Chery brand do not look or drive like third-world clunkers and, with a value-added approach, they promise a better deal than the Koreans that currently dominate in the bargain basement.Chery is partnered with Ateco Automotive, Australia's largest independent importer with a portfolio from Great Wall of China to Ferrari of Italy, and the two companies are aiming to have cars on the road by the third quarter of this year.The J1 baby hatch will come first in partnership with the J11 front-drive SUV, which looks a lot like the Toyota RAV4, with the Corolla-sized J3 to come in 2011.  No-one at Ateco or Chery is talking prices, but the J1 should be less than $13,000 driveaway - it is pitched against the Hyundai Getz in Australia - with the J11 at less than $20,000.The cars have been created by China's largest local maker, as opposed to joint-venture brands, and the company with the biggest exports. Chery is aiming for production of one million cars this year and intends to send 100,000 overseas.  "Chery car, in terms of the quality and after sales service and all this, will be no different to our competitiros, This is our target," says Biren Zhou, vice-president of Chery Automobile.Chery is mostly state-owned by the government in WuHu and the local province, and has been in the car business since 1997. It's cumulative production is more than two million vehicles and it has a range of more than 20 models, from 800cc microcars to HiAce-sized vans.The big hurdle for Australia is safety - Chery trumpets the first four-star car in China NCAP tests - and acceptance of cars from China.  But the J1 and J11 look good, they drive fairly well, and Ateco chiefs have experience with all three Korean brands - Hyundai, Daewoo and Kia - to fast-track acceptance and sales."In our perfect world we will come in below the Koreans, but with a meaningful value advantage," says Dinesh Chinnappa, special projects manager for Ateco, during a press preview in WuHu, China.DrivingThe J1 is tiny, but it looks good and gets along reasonably well with a 1.3-litre engine. It also has a funky looking dashboard design that will be good for youthful first-car buyers.  The J11 is better again, with more space and a reasonable 2-litre engine. There are quality glitches, but the cabin is way better than the first Korean cars that reached Australia.The J3 looks the most impressive, but rear vision is crimped, performance is nothing special, and there is a power-steering whine in one car and clunky steering in two cars.  These first impressions are formed during a severely limited drive at the Chery factory, but they are a positive pointer.Of course, it all comes down to prices and equipment and the crucial dealer network - Ateco is planning 40-50 agents at the start of sales - as well as the vital ANCAP crash test results.  Great Wall utes have been selling strongly despite a two-star ANCAP result but Chery must do far better to create the right first impression for Australia.

Adding a diesel variant to their already popular 3 range seemed like an obvious decision by Mazda HQ, given that the world is turning increasingly towards better fuel efficiency.

Driving an electric vehicle is very similar to driving a conventional automatic vehicle. I have driven several electric vehicles around the world and while some may appear futuristic on the outside, none has looked dramatically different on the inside. There is still a steering wheel, the usual controls for wipers and indicators and two pedals on the floor to make it go and stop.Mitsubishi Motors Australia corporate affairs vice-president Paul Stevenson says it is important that EVs appear like conventional cars."We want people to feel like they're not getting into something from the Jetsons," he says. "The controls are all fairly similar to petrol cars. Apart from it being quiet, it should be just like driving a normal car."DrivingThe test loop for the i-MiEV at the inaugural briefing of media in Brisbane this week included 20 minutes of CBD stop-start traffic. Switch on the i-MiEV and there is no engine noise, just lights in the instrument vehicle that acknowledge the car is ready to go. Push the throttle pedal and the vehicle takes off.Because electric vehicles have instant maximum torque, some EVs tend to lunge off the mark. The i-MiEV doesn't jerk. Its throttle is well attenuated for smooth take-offs. In 'D' for drive mode, it accelerates about as fast as any hot hatch around up to about 60km/h.You can shift to 'ECO' for economy mode or 'B' for braking mode on the fly. Going back to ECO is like shifting up a gear without accelerating, and going back to D is similar to dropping a gear and accelerating. B mode provides more retardation when you lift off the throttle, as if you've dropped a gear and applied a little brake. It would be good for downhills as well as the benefits of the kinetic energy recharging the battery.Some electric cars, such as the Mini-E, have so much retardation it will bring the vehicle to a compete stop. The i-MiEV requires manual braking input. Although the vehicle weighs only 1050kg, it feels heavy. The steering is weighty and ponderous, not lively as you would expect.On the run, the i-MiEV is exceptionally quiet with only wind and tyre noise, plus the airconditioning fan. The airconditioning doesn't run off a separate 12V battery, so it doesn't drain the power - although it required a fair amount of fan to cool the small cabin in the 30 degree heat of lunchtime Brisbane.As expected, the small cabin is a tight fit for four adult males, but the seats are big enough and comfortable. After just a short CBD spin, it is evident the i-MiEV is perfectly satisfactory as a city car at city speeds.Mitsubishi i-MiEVBODY: 4-seater miniMOTOR: AC electricOUTPUT: 47kW of power, 180Nm of torqueVOLTAGE: 330VTOP SPEED: 130 km/hRANGE: up to 160kmKERB WEIGHT: 1080kgDRIVE: rear wheel, Drive, Eco and Brake modesCHARGE: 7 hours from 240V supply

Their success has taken some of the heat out of the troubles the brand has experienced trying to build local sales momentum. When the first limited run of 85 Clio Renault Sports arrived in 2001 they sold out quickly. It subsequently established itself as a highly desirable enthusiasts' car.The story is the same for the newest Clio Renault Sport 200. Dealers have already snapped up their allocations and queues are forming for the 100 expected to arrive over the next 12 months.Price and marketTwo versions are available, the $36,490 Sport 200 Cup and the $38,990 Sport 200 Cup Trophee, which replaces the R27. Renault Australia managing director, Rudi Koenig, says he expects the Trophee to make up the bulk of orders. Koenig admits that Renault has been doing it tough, particularly as it did not sell any vehicles last year to rental fleets.However, he says Australia is now getting better attention from France. "We have more focused support," he says. "The Sport 200 is an important car for the brand too. "It is important for our enthusiast base and as a halo for the brand."Drivetrain and equipmentThis halo car continues with a normally aspirated 2.0-litre four cylinder, developing 147kW at 7100 revs and 215Nm at 5400 revs, up 2kW over the old car. Renault does not feel the Clio needs turbocharging to beat its competition. It will still hit 100km/h in a respectable 6.9 seconds and has a top speed of 225km/h.Both models have the appropriate go-fast bits, from rear diffuser, high-performance Continental tyres, flat underbody, 17-inch alloys, quicker steering ratio, powerful Brembo brakes and sports suspension. The front suspension is what Renault calls a ‘double axis’ strut set-up using aluminium components to shave 7.5kg off the suspension weight.The rear torsion beam has been firmed up 25 per cent and a thicker anti-roll bar fitted. Safety kit runs to eight airbags, switchable electronic stability control, anti-skid brakes and traction control. The Trophee has a hands-free ignition card, heated and folding rear view mirrors, Recaro sports seats, 17-inch BeBop alloys and carbon fibre highlights.DrivingAll the questions about the previous Clio Renault Sport have been answered. The previous 2.0-litre four was a great engine but didn't deliver its best until very high in the rev range. It was too peaky. The newest 2.0-litre is sweeter and more flexible, with a flat torque curve that still manages to deliver a considerable shove in the back when you bury your foot. Renault says that 95 per cent of the torque is produced at 3000 revs. That means plenty of urge is on tap exactly where you need it.The new six-speed manual is crisp and the first three ratios are shorter to provide better low-down response. Buyers also preferred the Cup chassis which is the standard now. They also said the interior was too spartan so now it's appropriately prestige with a touch of class absent in the previous models.Finally, a $1500 haircut off the entry price and $1000 off the Trophee, which replaces the R27, is also expected to win friends. Although our drive experience was restricted to a racetrack, not the most ideal road to assess a car, the Sport 200 remains true to its pedigree.You can throw it into a corner with confidence, even with the stability system disabled. There's no torque steer, and power gets to the ground without fuss. The brakes are almost ridiculously powerful for the size of the car, the steering sharp and the body control impressive. The breed has been strengthened and the driving experience enhanced.