Hatchback Reviews

Anyone with a burning desire to drive a go-kart with a roof and a radio, Renault has what you need.  It is a fix for something of a travesty - there are not enough people who have fun in cars any more.I'm not talking about back-seat work at the near-extinct drive-in, it's the joy of driving that has disappeared.  Sanitised to the point of blandness are many of the cars on the market today - cleaner, safer and better-equipped certainly - but what about the fun? Book yourself a track day and get into one of these.The sporty Clios have more than done their bit to reverse this trend and none more than the Clio Renault Sport F1 Team R27.  It's the hard-core version of the Clio Renault Sport 197 - not exactly a demure shopping trolley - but with performance 7mm lower 'Cup Chassis’ suspension, charcoal alloy wheels, red brake calipers and Recaro sports-seats among the key extras.The seats drop the weight by 6kg and are the first thing you notice - particularly if you misjudge the entry, which is not a comfortable experience.  You'll appreciate the strong side bolsters if you test the car's mid-corner grip, but procreation might be put on hold for little while as well.DrivingThe 145kW/215Nm 2.0-litre engine fires up with a slight exhaust flutter that doesn't scream hot hatch, but the rest of the car - with rear diffuser, side vents, decals, alloys and Brembo brakes - does, so introverts need not apply.  The six-speed has a shorter throw than I remember from its sibling and the ride quality better than expected.Despite 37 per cent stiffer front and 30 per cent stiffer rear springs, and dampers that have been toughened up by 10 per cent, the ride is firm but not super-hard and jarring; I've driven harder-riding cars that don't corner like this one.The negative issues are few - in suburban traffic it’s the brakes, which are good when you're using a fair chunk of their capacity on a back-road run, can get grabby and a little difficult to apply smoothly in traffic.  Some of that may also be due to the close-set nature of the drilled-alloy pedals, which are better suited to the dainty-of-foot, not those of us with broad, size 13 feet.The engine is flexible and doesn't need to dwell in the top half of the tacho to make decent forward progress around town.  There's no turbo trickery either - just a naturally-aspirated two-litre engine producing 145kW and 215Nm and sending it to the front wheels via a six-speed manual gearbox.But find some corners and the 1221kg R27 totals much more than the numbers suggest - it barely needs to bother the Brembos in the way into a corner and only major bumps cause consternation from the inside front wheel on a full-throttle exit.  Twirling the sports leather-trimmed wheel through its 2.8 turns lock-to-lock is an amusing past-time, of that there is no question.The little brat of the Renault range just rips through corners and throws mini-tantrums until you find some more ... or perhaps the tantrums were coming from the driver.  There's ample information for the driver and the stability control is very relaxed, leaving the driver alone unless absolutely necessary.The driver has sound system controls behind the wheel which would be handy once accustomed to the functions, but there's plenty in the cabin that is a little French in its methodology.Other gear on the features list includes dual front, side and curtain airbags, climate control, cruise control, stability control and 17in wheels.  Only 40 R27s will be imported into Australia, which is a shame - more people should be enlightened as to how a front-wheel drive car can handle.

The first generation Mazda 6 was launched in 2002, the second in 2008 and it is due for a third generation about 2012, so the current update is basically a tart-up to maintain buyer interest.Outside it gets larger Pikachu-style headlights, matching “eyes” underneath for the foglamps and brake cooling duct, a larger Mazda “M” on the grille and some models get new wheel designs and LEDs in the rear taillights. Inside, there is piano-black gloss finish, a sunglasses holder, a host of chrome plating, more features such as Bluetooth connectivity for phone and iPod in some models, and a new vinyl trim.Mazda Australian national marketing manager Alistair Doak says the vinyl trim has “more dimples, but they’re shallower” to give the car a more upmarket feel. Under the skin there are steering and suspension adjustments that improve ride, handling, noise and vibration.The 2.5-litre petrol is also quieter thanks to a more rigid block. Power, economy and emissions are unchanged. The updated diesel arrives next month with a smaller turbo that sacrifices 4kW of top-end power for a quicker response and more midrange power. It also has marginally better fuel economy and emissions.However, Mazda still doesn’t have an automatic transmission for the diesel models. Doak believes an automatic diesel model will not be available until the next generation.He expects to sell 680 Mazda6 models a month with the hatch representing half of those sales, the sedan 30 per cent and the wagon 20 per cent.  Prices have been reduced as much as $935 on the base model manual ($27,310).“And that’s on top of the import duty savings we passed on from late last year,” Doak says. “And remember, Mazda doesn’t charge extra for mica or metallic paint, even though metallic white is painfully expensive.”Mazda6 has been the second-top seller to Toyota Camry in the medium car segment until recently when it was overtaken by the new Subaru Liberty. “We have been running down supply pending the new model and they have just launched a new model,” he explains. “But among private buyers, Mazda6 is still the top seller. We don’t chase fleet sales.”Two new safety features for the Mazda6 are adaptive headlights that swivel with the steering to illuminate a corner and hill launch assist to prevent the vehicle rolling back on hill starts.Mazda also now offers a factory fit satellite navigation system on some models. It costs a whopping $2800, but Doak says it includes touch screen and voice activation. It comes in a choice of eight body colours with mica and metallic paint offered at no extra cost.The improved level of features brings the updated Mazda6 up to par with the Liberty, while the improved engineering refinements lift the ride comfort and cabin noise closer to Camry levels. The exterior certainly looks smarter and sexier, while the interior trim updates give it a more prestigious feel.It features a new centre LCD display that contains a host of information such as ambient temperature, fuel economy, time and climate air readouts that you can toggle through via a button on the steering wheel.The display is a bit crowded and confusing and the red-on-black letters and numbers can be a little difficult to see in broad daylight. The steering now feels more natural with less sensitive twitch at high speeds, the brakes still feel a little spongy while the clutch and gearshift are light and buttery, yet precise.

It is one of the enduring mysteries of modern diesels.

Ford took a long time to find a proper replacement for the Korean-built Festiva, but it finally struck gold in 2004 when it unearthed the European Fiesta.The Kia-built Festiva had been a winner for the blue oval, as had the Laser before that, but the company stumbled at the first attempt to find a suitable Festiva replacement when the quirky Ka proved a dismal failure in this market. When small car buyers went looking for a car to replace their Festivas what they found was the odd looking Ka and they quickly realised it wasn't for them.In effect Ford abandoned the traditional small car market when it pitched the Ka at funky young females hoping they would think it cute. Traditional small car buyers also baulked when they found the Ka was only available as a three-door hatch and they couldn't get it with an auto transmission.The arrival of the Fiesta was a relief to all concerned, probably including Ford's management who must have been relieved to see the end of the Ka experiment.MODEL WATCHThe Fiesta was a return to the mainstream for Ford after the Ka experiment. Whereas the Ka only came as a funky three-door hatch the Fiesta was a more conventionally styled model and buyers could choose between three-door and five-door hatch body styles. They also had the choice of three models, in the form of the LX, Zetec and Ghia.The LX was the price leader, which missed out on air-conditioning. For that you needed to spend an extra couple of grand. What you did get was remote central locking, power windows and mirrors, immobiliser, leather steering wheel and a four-speaker CD sound system.In the middle of the range was the Zetec, a three-door hatch with the promise of a more sporty drive. Those who chose to spend the extra for the Zetec got air, alloy wheels, and fog lamps in addition to the gear that came with the LX.Perched atop the range was the luxury Ghia five-door hatch, which came with a six-stacker CD sound system and the option of extra safety gear. There was just the single engine available and that was a 1.6-litre four-cylinder with double overhead camshafts and sequential fuel injection. At its twin peaks it was outputting 74 kW at 6000 revs and 146 Nm at 4000 revs, enough to endow the Fiesta with quite a bit of zip.The transmission choices consisted of a five-speed manual and four-speed auto, and the final drive was through the front wheels. The brakes were disc front and rear, the suspension was independent with a typically Ford of Europe sporty feel, and the steering was by power-assisted rack-and-pinion.IN THE SHOPOwners of the Fiesta appear to be generally satisfied with their cars; very few complaints have been received here at CarsGuide. If there's a consistent complaint it's about brake wear, but that's a common grizzle with most European cars, not something peculiar to the small Ford. Make the usual checks for dodgy crash repairs and a service record.ON THE ROADThe Fiesta was a revelation after the Ka; it was great to drive with a punchy engine, nippy performance, and very good ride and handling. On top of that it looked good, had a bright and breezy interior, and was easy on the pocket when it came to those compulsory stops for fuel. If there was a criticism it was that the seats lacked support, but that was about it.IN A CRASHAll models were equipped with dual-stage airbags for the driver and front passenger, as well as seat belt pretensioners. ABS and EBD braking was standard on all models, except the base LX manual hatch. ANCAP rated the WP Fiesta at four stars.AT THE PUMPRoad testers at the time reported 7.5-8.0 L/100 km on average. Ford's official claim was 6.6 L/100 km.LOOK FORAttractive looksPunchy engineGood economyNippy handing.THE BOTTOM LINEA great little car that was a delight to drive.RATING80/100

Spicy hatch needs plenty of saltSAT 06 MAR 2010, Page 012The hype is overdone, but the 5 GT adds flavour to a plain sedanIF you ask BMW what sort of car its 5 Series GT is, it will tell you that it's something unique: a groundbreaking vehicle that combines the best bits of a sedan, SUV and grand tourer; BMW boldly going where no brand has gone before.Of course, car-maker hyperbole should always be taken with a pinch of salt. In this case, it should be generously seasoned, baked in a salt crust, then served on a bed of salt crystals with a saline jus.The 5 Series GT is something new for BMW but, viewed objectively, it's a luxury four-door hatchback. Other luxury makers are already making these, as they diversify madly into smaller and smaller niches. Recent examples include the A5 Sportback, a hatchback variant of Audi's mid-size A4; the Panamera, Porsche's first sedan; and Aston Martin's Rapide.Of course, the idea itself is nothing new. Saab used to recruit loyal buyers with the unusual -- at the time -- hatchback styling on its four-door cars, until General Motors poured cold water on its Scandinavian-ness.The trick when expanding into niches is to use as many pre-prepared ingredients as possible. On price, the 5 Series GT fits between the 5 Series large sedan and the 7 Series extremely large sedan. However, its dimensions are closer to the latter and it has an identical wheelbase because it's built on the same underpinnings.That length helps the designers achieve the low roofline and shallow side glass.From the rear it looks odd; too tall and a bit confusing. But from the front it's one of BMW's most attractive recent designs. It achieves some of the advantages of an SUV, such as an elevated ride height, without any of the environmental odium. At the same time, it looks more interesting than a straightforward sedan and less ostentatious than a limo.It has something in common, from a conceptual standpoint, with the multi-purpose vehicles so popular in Europe. The French, in particular, have made a huge success of these people-movers aimed at young families. But their MPVs have tiny engines and cabins constructed out of the plastic used for picnic plates.By comparison, the 5 GT and its ilk are business-people movers.Their occupants need enough room, facilities and comfort to accommodate four high-fliers after a long lunch discussing the size of this year's bonus.The cabin, suitably up-specced with DVD screens and other goodies, is pitched somewhere between boardroom and loungeroom. The back seats are slightly raised off the floor in people-mover fashion but the comfort and refinement levels are much higher. Headroom in the rear isn't an issue, thanks to a sculpted ceiling, and leg space feels generous, especially in the four-seat configuration.Material quality is on a par with the 7 Series and the cabin is well sealed for quietness.Some clever design isolates the load area from the occupant space, avoiding the boomy noises that wagons are prone to. Door sealing is also good, despite coupe-style frameless windows.Even on large wheels, ride quality is a standout, although with a slightly perched-on-suspension character in comfort mode.Plenty of light enters the cabin, thanks in part to an oversize glass sunroof. In the regions of Europe where these cars are designed, watery sunshine is the best you can expect for much of the year and so large expanses of glass are becoming increasingly popular.In Australia, they should be delete-options rather than standard, as here. At least the fabric cover is reasonably opaque.The load area is cavernous and the rear seats fold in a 40-20-40 pattern, just like a French MPV. The flexibility extends to the tailgate itself, which can be partially opened like a boot to stash smaller stuff. In this case the cabin remains isolated, so that the air-conditioning isn't working in vain.BMW claims its dual-action tailgate is unique, but luckily I had another barrel of salt in reserve. Skoda was the first with this idea in its Superb large car last year.The difference is that BMW's system is automatic, and just as well. The full-size tailgate is so large and heavy you would not want to be lifting it yourself.It rises on telescopic struts that could have come from a cargo plane to open as wide as a yawning hippo, or to owner-preset heights to allow for the low ceilings in many garages.There are plenty of gadgets for the driver, including BMW's excellent head-up display, cornering headlights, parking radar and a rear camera.The brand's interiors have been slowly returning to form after the wrong turn taken under former design chief Chris Bangle and this car continues the positive trend. So the layout and general ergonomics are good, although the lack of a cowl over the control screen can make it hard to read in some lights. BMW's unique (yes, really) gearshifter design feels more substantial than usual.Vision out the rear isn't bad, despite a letterbox quality to the rear glass, and while the wing mirrors are sedan-sized rather than the monsters on most SUVs, they seem big enough to do the job.Dynamically, the 5 GT drives like a BMW despite weighing two tonnes. BMW always manages to engineer a similar behind-the-wheel feel into its cars, regardless how big they are, although as they get larger and more luxurious they tend to seem more remote from the driver.The test cars, driven on the sinuous roads of Victoria's Mornington Peninsula, were fitted with many of BMW's dynamic options, including adaptive dampers and active anti-roll bars (collectively called Adaptive Drive) and active steering. A large car with all these can almost defy the laws of physics.Performance comes from the top end of BMW's engine range, with the 3.0-litre diesel or 4.4-litre V8 already offered in the 7 Series. This car also comes with the latest version of BMWs 3.0-litre turbocharged six, which gains direct injection -- a genuine first, so hold the salt.The standard transmission is the eight-speed automatic offered -- so far -- only in the most expensive V12 version of the 7.Both the petrol six and V8 were available on the launch drive and both are every bit as good as you would expect. The tendency of turbochargers to lag throttle inputs has been virtually eliminated and power delivery is nicely linear in both, with little hesitation off the mark.The V8 has plenty of character and can hit 100km/h in 5.5 seconds, which is respectably quick. The six has to work a bit harder, but never feels like it's doing overtime. The transmission is so smooth it almost goes unnoticed.Whichever engine you choose, the 5 GT benefits from a selection of BMW's efficient dynamics technology, including brake regeneration, which harvests energy under deceleration, and low-rolling resistance tyres.The V8 achieves an average of 11.2 litres per 100km, which is hardly punitive for the performance it can deliver, while the diesel returns 6.5, which is remarkable.So in this respect, as well as a few others, the 5 GT is the large car you have when you're not having a large car. Although less extreme than BMW's other recent niche success, the X6 SUV-coupe, the 5 GT is far from bland.For those tired of plain meat-and-three-veg luxury sedans, the 5 GT has a bit more spice despite the need to add salt.BMW 5 SERIES GTVEHICLE: Large luxury hatchbackENGINES: 3.0-litre turbocharged diesel or petrol six-cylinder; 4.4-litre turbocharged petrol V8OUTPUTS: 180kW at 4000rpm and 540Nm at 1750rpm (530d); 225kW at 5800rpm and400Nm at 1200rpm (535i); 300kW at 5500rpm and 600Nm at 1750rpm (550i)TRANSMISSION: Eight-speed automatic, rear-wheel drivePRICE: From $143,400 (530d) to $192,900 (550i) plus on-road costsON SALE: March 27

But the really important question is: what do women want in a car?Finding the answer keeps carmakers tossing and turning at night, because they are well aware that women choose more than half the vehicles sold in Australia. There are all the ones they buy for themselves, as well as the deciding vote on most of the ones bought by households.Sorry, fellas. It’s true. No matter how much you want that souped-up sports car, unless the head of household finances agrees you may as well back away from the vehicle now.One of the earliest attempts to deliver a car for women was the mid-1950s Dodge La Femme. It was actually a 1955 Dodge Custom Royal Lancer under the skin, but the Detroit designers camouflaged that skin as thoroughly as a make-up artist doing Vogue covers.The car was decked out in pink paint, with an interior covered in pink vinyl, set off by pink rosebud tapestry. And to show that this was not merely a cynical marketing exercise, Dodge kitted the car with accessories they thought reflected the growing independence of post-World War II women moving into meaningful career paths - a pink handbag complete with office essentials like a matching powder compact, lipstick case and comb.Sales estimates run as low as less than 1000 cars. And the pink panderer was quickly dropped from the Dodge range at the end of the following year.Australia’s own Carla Zampatti tweaked a Ford specifically for women in the 1980s, but whether it won women - with accessories including a hanging hook for handbags - is still open to question.However, Dodge and Ford weren’t completely on the wrong track. Women want a car to be stylish, but also practical. Luckily, these days there are quite a few vehicles that fit the bill – without playing the pink paint card. These are the best style picks for women today, from a woman's perspective, with the figures for the basic car.Don’t agree with these? Let us know what YOU think women want in a car in our poll at left.LIGHTMazda2Price: from $16,030Engine: 76kW/137Nm 1.5-litre petrolTransmission: manualEconomy: 6.4L/kmEmissions: 152g/kmThe baby 2 has cute and slightly edgy looks, is compact with usable space, and the long doors make it easy to get in the back seat. The auto will be preferred by most, but it adds to the weight of the little car.Close calls: Ford Fiesta from $16,990; Peugeot 207 from $22,490.SMALLBMW 1-SeriesPrice: from $38,900Engine: 160kW/270Nm 2.0-litre petrolTransmission: manualEconomy: 8.2L/kmEmissions: 190g/kmA pocket-sized entry in German prestige – without breaking the pocket. Looks stunning, an amazing amount of room, and great to drive.Close calls: Mazda3 from $21,330; Hyundai i30 from $20,390.MEDIUMFord MondeoPrice: from $31,990Engine: 118kW/208Nm 2.3-litre petrolTransmission: manualEconomy: 9.5L/kmEmissions: 227g/kmThe best thing Ford has brought to Australia in … ever, possibly. Enough space to make you wonder if you’ll ever need a larger car, elegant design and well built.Close calls: Mazda6 from $31,834; Audi A5 Sportback from $78,400.LARGEAudi A6Price: from $74,500Engine: 125kW/350Nm 2.0-litre petrolTransmission: automaticEconomy: 5.8L/kmEmissions: 153g/kmThere’s not a high chic quotient in this class - where the homegrown Falcon and Commodore lean more to aggressive styling - so the Audi’s restrained elegance makes it a clear winner.Close calls: Honda Accord from $36,381Mercedes-Benz E-Class from $80,900.PEOPLE MOVERHonda OdysseyPrice: from $46,166Engine: 132kW/218Nm 2.5-litre petrolTransmission: manualEconomy: 8.9L/kmEmissions: 212g/kmIn a class that’s dominated by lumpy boxes, the Odyssey is a sleek stand-out. It's low-slung, car-like and leading with a fashionable face.Close calls: Citroen C4 Grand Picasso from $39,990; Chrysler Voyager $60,990.SPORTYBMW Mini Cooper ClubmanPrice: from $36,600Engine: 88kW/160Nm 1.6-litre petrolTransmission: automaticEconomy: 6.8L/kmEmissions: 163g/kmA bonsai wagon with go-kart street cred and revamped retro lines, this one will get admiring glances from everybody.Close calls: Kia Cerato Koup from $23,690; Audi S3 from $69,100.CONVERTIBLEVolkswagen EosPrice: from $47,990Engine: 103kW/320Nm dieselTransmission: automaticEconomy: 6.0L/kmEmissions: 158g/kmThe EOS is streamlined and sophisticated, looks equally good with the roof open or closed – and has enough room in the back to get a couple of extra friends in for short trips.Close calls: BMW Z4 from $86,200; Lexus IS250C from $80,150. SUVHyundai ix35Price: from $26,990Engine: 122kW/197Nm petrolTransmission: manualEconomy: 8.5L/kmEmissions: 201g/kmThere’s heaps of practicality but precious little style in the SUV paddocks. But Hyundai’s new compact ix35 proves you can have both. Ultra-modern lines, trim shape and space to spare.Close calls: Jeep Wrangler (medium) from $31,590; Land Rover Range Rover Sport (large) from $99,900.

Raised in the digital age, they expect to have 24/7 accessibility to their friends and family as well as the must-have iPods and internet savvy smart phones.  Their needs also extend to their cars. They want the latest in-car gadgets but in many cases are not prepared to pay for it, according to a JD Power survey published in the US last year.The survey of more than 19,000 car buyers also found that today's buyer expects standard features but may not necessarily use them.  About half of car owners surveyed us an auxiliary input jack for their portable digital music player in their vehicle, while about 20 per cent use a wireless FM transmitter.Almost two-thirds want the ability to listen to a portable digital music player through their vehicle's speakers, while 27 per cent say they want ‘smart’ phone music capabilities mated to the car stereo.Other findings show that 68 per cent of owners use their vehicle's in-car Bluetooth, compared with 47 per cent who have this feature but do not use it.Entertainment and connectivity related devices are among the most desired technologies for buyers, leading to companies like Ford introducing Bluetooth and voice activation controls as standard in its Fiesta LX and Zetec.To test the JD Power theory, Carsguide gave four Gen Y buyers an opportunity to try out several cars specifically aimed at them.  After spending a few days checking them out, they came back with some surprising findings.What Gen Y wants in a carSteering wheel mounted audio controlsPowerful amplifierSub-wooferMood-lightingMetallic finish dashboardPrivacy glassPersonalised seat trimAirbagsiPod connectivityUSB/CD/MP3 connectivityVolkswagen Beetle CabrioKatherine FirkinThis car looks so cute I easily got as much enjoyment out of seeing it parked in my driveway as I did actually driving it.  With its chic exterior and sleak styling, the VW Beetle Cabrio looks more like a fashion accessory then a practical mode of transport.Getting behind the wheel for the first time is a bit daunting, unless you're used to driving in a bubble.  The curved dashboard seems to stretch out endlessly, making it difficult to perceive the distance between yourself and the car in front of you.And like every good fashion accessory, what it adds in looks and style, it lacks in practicality.  The biggest shortfall is the size of the boot. The compartment is so small you'd be struggling to ever pack more then a plane's hand-luggage allowance, and trying to wiggle your bags in and out of the compartment is a nightmare.The visibility is also poor.  While you do eventually get used to guessing how much space is left in front of you, don't even try to reverse the car when the top is down.With the top lowered, rearward vision is almost totally blocked - which possibly explains why the car has such an outrageously loud horn.  Even with the roof up, over-the-shoulder visibility is still poor.Lowering the roof is also not as easy as you'd expect. It was disappointing to discover you have to muscle the roof on and off with a twist-and-rotate action - not the easy click-of-a-button motion I was expecting.But for all the difficulties getting the roof lowered, the drive well and truly makes up for it.  The Cabrio is relatively smooth and easy to drive.  Cruising along an open road with the top down is magic, and you can't help but notice admiring glances from other drivers.The stereo has good sound quality, and I was relieved to find an AUX port for my iPod and other bits and pieces.  The car also feels sturdy and safe, and seems to be fairly fuel efficient.The driver's seat is comfortable, although the same can't be said for your passengers - who'll either be squashed against the glove box in the front, or have their legs cramped in the back. It's certainly not the most practical car, but it sure is fun.  And if you value looks and personality over practicality - and who doesn't? - you'll be hard-pressed not to fall in love.LikesThe overall look and feelThe sound systemThe easy manoeuvrabilityDislikesThe tacky plastic flowers that come as standardThe poor visibility, especially when the top is downThe slight groaning noise the car often makes when you take your foot off the breakVolkswagen Beetle CabrioPrice: From $37,700Engine: 2.0-litreEconomy: 8.8 litres/100kmFeatures: Dual front and side head airbags, anti-skid brakes, air conditioning, electronic stability control, vase with flower, 10-speaker CD stereo, iPod adaptor, electric windows If you like this try this: Peugeot 207CCNissan MicraNathan Mawby‘THAT'S so cute’ are not words most guys want to hear about their car.  If the veiled snickering from the men I showed it to and universal adoration from the women are anything to go by, the Nissan Micra is definitely marketed at young female drivers.Having said that, guys, if you're prepared to embrace your inner-woman (just borrow a Dirty Dancing soundtrack before you hit the road and you'll be right) this is a car that will grow on you.  A ‘make-up’ mirror in the driver's side sunvisor left my hair looking the best it has in years and a surprisingly gutsy 1.4-litre, four cylinder engine (hello, fuel economy!) was versatile enough to zip around the city and hit the freeway.The first thing to note is that the Micra is tiny, microscopic even.  Perfect if you're going to be driving around the city, or inner suburbs - not so good if you're the designated driver and need leg room to stop back-seat fights.Meanwhile responsive steering helps with maneuverability in traffic, narrow lanes, the fast food drive-through and parking.  I even found myself seeking out the dreaded reverse parallel park in heavy traffic just for funsies!Thanks to clever design you can see everything going on outside the car - unfortunately that also means everything inside is on display.  Nissan balance this with clever hidey holes: a sliding tray under the passenger seat and the boot is completely concealed from the outside world.But if like many Gen-Y's you run your life from your iPhone, hiding the AUX port in the back of the glove box could present a problem when you have to sift through it to find your phone.  But no matter what you listen to, a robust sound system means you can listen to it loud - a necessity for Australia's iPod affected youth.There are few basic issues, sacrificing your masculinity aside, that give you pause, however.  No tachometer, having to hit a button to see the time (how many Gen-Y's actually wear a watch?) and no obvious temperature gauge probably won't bother the targeted drivers.The absence of side and curtain airbags as a standard feature should (they are available as part of the City Collection Option, though).  Sure there are "blokier" options out there - but if you picked one of them you'd probably have to give back that Dirty Dancing soundtrack...LikesManoeuvrabilitySound systemVisibilityDislikesNo tachometerNon-standard side and curtain airbagsGender biasNissan MicraPrice: From $15,990Engine: 1.4-litreEconomy: 6.8 litres/100kmFeatures: Four-speed automatic, Dual front airbags, anti-skid brakes, air conditioning, MP3 player input, CD stereo, front seat storage draw If you like this try this: Holden BarinaKia SoulTravis KennedyTaking a brand new Kia Soul for a spin was easy to accept - especially given the fact my regular drive is an old Honda Legend with 300,000km on the clock and the squeaks and creaks that goes with the longevity. I'm very much an A-to-B type of driver.  I rarely venture into long drives, unless I have to. The Soul is not the type of car that would normally appeal to me -- a bloke in his early-twenties, who would probably call it "a bit of a girl's car".  It's just not the type of car most hot-blooded young men would choose if part of the buying criteria was to turn the collective heads of the opposite sex.It won't: But I swallowed my pride and hit the road. Without overstating the obvious, the car is a bit of a box.  It's almost as if it has an identity crisis -- on one hand it looks like a 4WD and, on the other, it has small car aesthetics.It makes a bold impression on the road with its unique look and, interestingly, I noticed many drivers paying it quite a lot of attention.  The Soul is the perfect commuter, giving great flexibility moving in and out of bumper-to-bumper traffic.Parking is a cinch, but beware blind spots caused by chunky rear end of the car. They can be dangerous, especially when reversing.  The 1.6-litre diesel engine makes a noticeably loud chugging sound, but all is forgiven by its excellent fuel economy. The Soul handles well on the open road.It does lack a little instantaneous grunt, especially when on the freeway, but it's still zippy for most regular traffic situations.  The lack of cruise control is a little annoying.Inside, there is a surprising amount of room for the driver, but back seat passengers may struggle for leg room. The boot is small, but the rear seats fold flat to open up reasonable amount of space for most items.  Tech-savvy buyers will love the interior features - the inbuilt USB port for iPod connectivity and the rather punchy sound system are impressive.I like listening to my music loud and this system more than met my expectations.  The speakers also have red lights that pulse to the beat of the music or can be toned down to a softer-mood setting -- a little bit tacky, but it makes night driving more interesting.The Soul won't appeal to everyone and, being a young man, I feel it's more suited to the female market or middle-aged singles looking for a nippy, economical car.  It's a bit of a grower, though -- the more I drove it, the more it won me over.LikesHandles very wellEasy to parkEconomical dieselDislikesRear blind spotsNo cruise controlRear passenger leg room is less than generous.Kia Soul Price: From $20,990Engine: 1.6-litre petrol or dieselEconomy: 5.2 litres/100kmFeatures: Dual front, side and curtain airbags, anti-skid brakes, air conditioning, central locking, MP3 CD stereo with six-speakers, Aux/iPod input If you like this try this: Fiat 500Honda JazzAntonia MageeBeing at the upper end of Generation Y, I knew the Jazz VT-i was not for me as soon as I pulled onto Swan St, Richmond in pouring rain on a Friday night only to see several saturated people stop and stare as I drove past in the blazing yellow vehicle.I know that is just the colour, but I am part of an apparently fickle generation and the way the car looked was important to me.  On first glance inside though, the Jazz had everything a Gen Y driver would be looking for.The extra windows, huge windscreen and big dashboard made me feel as though I was in a much bigger car, the back seat was roomy and the boot was much larger than it looked.  The technology was on the pulse, with a MP3 plug for one's iPod and a quality stereo and CD player.And as one would expect from any car in the new generation of excessive paraphernalia, the storage space was excellent.  There are several pockets and holders for coffees, phones, CDs, iPods and sunglasses.It was also extremely nifty driving around the streets of the CBD and parking in a tight spot was a dream.  But the real test for me was when it was pushed to its upper limits.Four months after selling my own car I was, finally, able to hit the open road without relying on someone else to pick me up and drop me home.  After the impressive feel while driving around the city, the car was a tad unimpressive on the freeways of Melbourne. The problem was once I hit 100km/h.That is the speed limit, I hear you say, but the VT-i just didn't feel completely comfortable going even that fast.  The 1.5-litre four felt a little buzzy and in need of a sixth gear to cope. It made me feel like I was straining the car.There is no doubt it is fuel efficient around town - Honda says the 1.5-litre manual VT-i will sip 6.4 litres for every 100km - but the little hatch ran out of legs while out on the open road.  This could be a problem for a young person doing a long daily commute, but for a student or worker not having to travel too far, you would be hard pressed to go past the Jazz for a zippy, modern city car.It felt just a tinge tinny, but to be fair it ticks all the boxes for a $18,000-plus car. All in all, this would be a great inner-city run around vehicle.LikesExtremely spacious for a small carGreat for parkingiPod accessDislikesGrunt- just didnt have anyFuel efficiencyLack of legroom when driver seat pushed backHonda JazzPrice: From $16,990Engine: 1.3-litre or 1.5-litreEconomy: 5.8 litres/100km (VTi/VTi-S 6.4 litres/100km)Features: Dual front airbags, anti-skid brakes, CD stereo with MP3, auxiliary jack, air conditioning, 10 cupholders If you like this try this: Suzuki Swift

It wasn't so long ago Ford that ruled the small car roost with its Laser perched atop the sales charts ahead of popular cars like the Toyota Corolla, Nissan Pulsar and the Mazda 323.In more recent times the company has lost its way when it comes to small cars, preferring to focus on the larger Falcon and Territory. Along the way small Fords have dropped off the shopping lists of most small car buyers.  That's changed with the introduction of fresh new European-designed models like the Focus and Fiesta, but it's been a long, hard slog back.The first Ford Focus got lost in the frenzy of the BA Falcon launch, which was a do-or-die model that could easily have spelt the end of the local Ford operation had it failed.  It took a new Focus model to get any attention, but Ford gritted its teeth and did the sort of promotion necessary to kick-start showroom traffic.The new Focus launched in 2005 delivered European driving dynamics in a sophisticated, but still value-for-money package.MODEL WATCHThe LS Focus was a more rounded car than the first model Ford unveiled here in 2002.  That first model, the LR, was acclaimed for its sportiness, but the LS won more plaudits for its sophisticated feel, roominess and improved interior.There were two body versions, a five-door hatch and a four-door sedan, with two levels of trim, the CL and LX, in each. In addition there was a sporty Zetec hatch and a luxury Ghia sedan.Ford's designers moved away from the soft rounded forms that characterized the previous Focus, and gave the LS a sharper, more chiseled look.  The body was wider, the wheelbase longer, and overall the LS Focus was a little stiffer.One engine was offered across the LS range, it was a 2.0-litre that generated 107 kW at 6000 revs and 185 Nm at 4500 revs at its performance peaks.  A five-speed manual gearbox was standard on all models except the Ghia that had a four-speed auto, but the auto was optional on the other models.The CL range-starter had air-conditioning and dual front airbags, but not ABS anti-lock brakes, they came part of an extra-cost safety pack along with side airbags.For a more geared ride there was the LX that had cruise, alloys, ABS brakes and side airbags.  The sporty Zetec hatch had all of that, plus 17-inch alloys, a groovy body kit and sports suspension.  If you wanted a smoother ride there was the Ghia sedan, which boasted dual climate-controlled air, six-CD sound, and leather seats.IN THE SHOPOwners are generally happy with the reliability of their cars, which on average have now done around 75,000 km. There are no general faults that are showing up on a regular basis. They should be aware of brake wear, as they should on all European-designed cars.It’s worth paying close attention to the build quality of cars under consideration. While the Focus was designed in Europe, those coming to Australia were built in South Africa and the build quality was variable.Check paint quality, panel gaps and general fit and finish. Also check for a service record that shows regular maintenance has been carried out.  It’s worth noting that the LS Focus has a timing chain, not a belt, and doesn’t need any maintenance until you’ve racked up 240,000 km.ON THE ROADSlide behind the wheel of the LS and you are instantly aware of the extra cabin space, it's wider in the front and anyone sitting in the rear would notice the extra legroom.Look around you and you would have seen the new dash that was much better laid-out with controls placed more logically and within easier reach of the driver.  On the downside the plastics were rather hard and had an industrial feel.  The seats were also flat and could be unsupportive, particularly when driven hard.The 2.0-litre engine was responsive and the throttle was very light, and needed careful application to avoid unintentionally exceeding the speed limit in a moment of inattention.IN A CRASHA stiffer body on an agile, responsive chassis platform is a fine beginning for a safe package; add front and side airbags and it became even better.  Front and side airbags, and ABS braking, were all standard on all models except the CL. They were added to the CL in 2008.  ANCAP rated the Focus at four stars, five with side airbags.AT THE PUMPRoad testers at the time of launch were generally positive about the fuel-economy of the Focus, the average reported at 8.7-9.2 L/100 km.  A more recent drive of a Zetec hatch had the better return of 7.1 L/ 100 km in average driving around town.OWNERS SAYTim Bainbridge has done 45,000 km since buying his 2006 CL Focus and says it's a great car. His only beef is that the air-conditioning struggles on very hot days.Jayden Gebbie has racked up 105,000 km in his 2006 Focus, and apart from an oil burning issue in the first 10-15,000 km there have been no other faults. His criticisms are of the level of road noise, the flat and hard seats and the lack of a light in the rear of the cabin.Lee James is generally happy with his 2007 LX hatch, which was bought for its extra safety features. He likes the handling, the nippy performance around town, the interior roominess and boot space, fuel economy, cost of servicing and its value-for-money, but he's not so enamored with the paint quality, the hard plastics on the interior, and some areas where he believes Ford skimped on material, and the spacer-saver spare wheel. He's also unimpressed at having to replace the water pump at 30,000 km.LOOK FOR. Modern looks. Roomy cabin. Torquey engine. Comfy ride. good level of safetyTHE BOTTOM LINE. Safe, sound, solid package that rides, handles and goes well and has room for a small family.RATING80/100 

And just sometimes, you can get it all and still hear the reassuring sounds of change rattling in your pocket.  Small cars don't have to be cheap and nasty or even perform like an asthmatic snail in a bid to maximise fuel economy. Nor do they have to be cramped or have the visual appeal of a packing crate that instantly identifies you as cheap.  Here are five small cars that will haul you and three friends - and do it on a miserly fuel budget.The good news is they're all less than $30,000. And that includes comprehensive safety features with electronic stability control and ABS brakes.  But best of all, turn up the wick and these things will give you a decent thrill.  Two are turbocharged and one has a 2.5-litre engine. No need to be red-faced at the traffic lights in these.Mitsubishi Colt RalliartThis looks like a small apartment block sitting on a cute set of alloys. In fact, it's a powerhouse that will dust of a lot of cars with twice the engine capacity and has room for four adults, parks in weeny car bays, runs on a sip of fuel - though you'll need premium brand - and is the perfect shopping trolley for people who like their food fast.Price: $25,740Engine: 1.5-litre, 4-cyl turbocharged 113kW/210NmTransmission: 5-speed manualFuel economy: 6.7 l/100km premiumPerformance: 0-100km/h in 7.6 secSafety: two airbags, ESC, ABS, BAVolkswagen Polo GTIThis baby sister of the Golf GTI quickly gets off the mark thanks to some component sharing and a 1.8-litre turbo engine. It comes only as a three door so may limit those with heaps of friends, though certainly looks as good as it goes. Solid German construction and versatile interior add to its appeal.Price: $26,990Engine: 1.8-litre, 4-cyl turbocharged 110kW/220NmTransmission: 5-speed manualFuel economy: 7.9 l/100km Premium0-100km/h: 8.2 secSafety: 6 airbags, ESC, ABS, diff lockFord Fiesta ZetecYou can get this in three and five-door versions (extra money for the five door) and while it's not turbocharged, is a spirited performer with lots of aesthetic charm. It's an easy hatchback to live with and aside from a small fuel thirst, runs on cheaper unleaded petrol. Comprehensive safety features show you care for your friends.Price: $20,490Engine: 1.6-litre, 4-cyl 88kW/152NmTransmission: 5-speed manualFuel economy: 6.1 l/100km Unleaded0-100km/h: 8.2 sec (estimated)Safety: 5 airbags, ESC, ABS, BASuzuki Swift SportYou know the Swift, now meet its more beefed up brother. The Sport is unassuming though gets a bigger engine and tauter suspension to accentuate its handling and acceleration. That makes it as practical and reliable as its less-powerful relations. Also has great features and the full safety package.Price: $23,990Engine: 1.6-litre, 4-cyl 92kW/148NmTransmission: 5-speed manualFuel economy: 7.5 l/100km Unleaded0-100km/h: 8.8 secSafety: 6 airbags, ESC, ABS, BAMazda3 SP25This is a great package at a superb price. The SP25 just takes the refreshed Mazda3 to another level, boosting power and torque yet not crushing attributes such as its fuel economy. The features are also excellent as is the safety equipment. It's physically bigger than its rivals here and that means more cabin and luggage room, so it never feels like a small car.Price: $29,740Engine: 2.5-litre, 4-cyl 122kW/227NmTransmission: 6-speed manualFuel economy: 8.6 l/100km Unleaded0-100km/h: 7.9 sec (estimated)Safety: 6 airbags, ESC, ABS, BA

The newest high-performance Golf is the latest VW to slash cylinders in the pursuit of greener pastures.  The Golf R has gone from a muscular 3.2-litre V6 to a 2.0-litre turbocharged four-cylinder.Despite what VW calls ‘intelligent downsizing’, the direct-injection turbocharged engine is not only lighter and more powerful, but cleaner and more economical.VW Australia spokesman, Karl Gehling, does not believe two missing cylinders will impact on sales, despite the popularity of the newest 2.0-litre GTi.  "I don't think enthusiasts will miss the V6," he says.  "It's not the only thing about the car.  When people drive it and experience it they will be reassured that it is still an R."PricingBuyers may also be swayed by the price. When the all-wheel drive three and five-door hot hatch arrives in July, VW Australia expects it to be cheaper than the R32.  Prices ‘will be somewhere between the GTi and current R series’, Gehling says. That means it should undercut the R32's $57,000 entry price for the five-door.Under the bonnetThe R shares much with the new-generation Golf.  Like the Carsguide car of the year, the R benefits from significant all-round improvements over the R32.For the new engine, VW Individual, which builds the R, dug deep into its parts bin to serve up a highly tuned 2.0-litre turbocharged four shared with the Audi S3.  VW has tweaked the engine with special pistons, a reinforced block, high-pressure fuel injectors a new turbo and more efficient intercooler.Enthusiasts will appreciate the 2.0-litre's power and torque gains over the V6.  Despite being smaller the engine pumps out 199kW/350Nm, 15kW and 30Nm more than the 3.2-litre V6.  This gives the six-speed manual version a zero to 100km/h sprint of 5.7 seconds, compared to the R32's 6.5 seconds.VW executive and head of product management for the R, Marcel Delgado, says apart from better fuel economy, downsizing the engine has delivered critical reductions in harmful C02 emissions, which have been reduced from 255g/100km to 199g/km.  "It would not have been possible to continue with the V6 in Europe longer term because of the demands of taxes on C02 emissions," he says.Delgado says development work on the new 2.0 R focused on improving the whole package not just economy and emissions.  "Everything has been refined and improved, from the all-wheel drive, to the gearbox and suspension," he says. VW spend a lot of time at the famous Nurburgring in Germany tuning the car's ride and suspension.  "We tested the R32 side-by-side with the new R at the Nurburgring," he says.  "The R was the quickest."Appearance and equipmentVisually the hatch is distinguished as a leaner, meaner Golf by a 25mm lower ride height, Xenon headlights with LED daylight running lights, 18-inch alloys, large front air intakes, black brake calipers and rear spoiler, LED tail-lights and bumper diffuser.  In profile there is a modest body kit, black exterior mirrors and discrete R badging.The R gets upgraded brakes, 345mm up front and 310mm at the back, along with 18-inch alloys and slick high-performance tyres.  There are also new springs and dampers, updated anti-roll bars and specifically tuned power steering.Sales and market More than 2100 Rs have been sold in Australia since it first went on sale in 2004.  Last year VW Australia sold 386, down from a 2008 high of 675, largely because of the arrival of the newest GTi.Engine performanceThe previous R32 sang off a wonderful song-sheet thanks to its 3.2-litre V6.  In moving to a turbocharged 2.0-litre four cylinder, shared with Audi's S3, only the capacity has changed.  All the other aspects that mark an R as a pure driver's car remain.The newest R has a sharper chassis, improved DSG gearbox and more performance than the R32.  However, the signature dual exhausts, all-wheel drive and pumped up looks remain.  For many though, the exhaust not may not be as raucous as the V6 but it is still plays a nice tune.There are important gains to be had at the fuel pump.  Even with more power and torque, economy has improved from 10.7 litres/100km for the R32 to 8.5 litres /100km for the R.On paper, there is little to miss about the V6, except perhaps those dulcet tones of the exhaust.  Like the Golf, the 2.0 R is a quantifiable improvement over the old model.Ride and handlingThe dynamics are spot-on, with precise steering and excellent handling.  Like similar systems, the car's three-mode chassis control, which is expected to be optional for Australia, changes the power steering tuning depending on the Sport, Normal or Comfort settings.  After fiddling with the system we left it in Sports mode.Even with the firmer setting the ride remained fluid and composed through the corners.  We suspect that having a lighter engine up front helps with the car's more assured behaviour.It is a confidence-inspiring drive thanks to the proven fourth-generation Haldex all-wheel drive system, particularly over slippery snow-covered roads in the Austria Alps.  The Haldex system can send as much as 100 per cent of the engine's torque to the rear wheels if the front tyres are slipping.Gearbox With the latest DSG gearbox, that slight hesitancy that marred the previous gearbox has gone.  The changes are crisp and fast even when making full use of the paddle shifters through twisty mountain roads.  If it has one small problem, when the gearbox is in D it up shifts a tad too quickly, obviously chasing the best economy.VerdictIt is a very quick car and a step up over the GTi.  The biggest trouble VW will have is convincing potential R buyers that it is worth the extra money.  It backs up its credentials with more muscular performance and all-wheel drive.  The GTi is a hard act to follow but the R is another game-changer from VW.