Hatchback Reviews

It's hard to believe the Chevrolet Volt was born in less than half a day.  The hybrid hero of what was, until recently, the world's biggest carmaker is such a good idea that I expected it to have been created after years of painstaking research and smart thinking in a top-secret laboratory in Detroit.  It's an electric-drive car that uses a second onboard energy source to top up its giant battery pack. So it's a hybrid, but not as we know it.One genius at GM sketched the whole thing on a single sheet of paper after being quizzed by car chief Bob Lutz about the corporation's response to the Toyota Prius.  "We reclaimed the electric vehicle from the scrapheap of history. Now the prize is within sight," says John Lockner, vice-president of planning at General Motors.He, and everyone on the Volt team at GM starting with Lutz, have plenty of reasons to be optimistic as the countdown continues to the first Volt production car in November.  After driving the car I am also a fan. It is the single most important new car I have driven since the Honda FCX Clarity, another all-electric car that uses hydrogen from a fuel cell stack to create its electricity.DRIVETRAINJust like the Clarity, and unlike the Prius, the Volt is fully electric. Its petrol engine never turns the wheels and only fires up to re-charge the giant 200-kilogram battery pack that fits in a giant T shape along the centre console and below the back seats.The Volt will run for 64 kilometres on battery power — compared to two kilometres for a Prius — and once the 1.4-litre petrol motor goes to work it will run for as much as 600 kilometres between stops."It's the only electric vehicle that can be your only vehicle," says Andre Farah, chief engineer on the Volt.  I have a full-day dip into Volt-land during a visit to the Detroit Motor Show that covers everything from the basic vehicle concept to the advanced battery laboratories.  It's all done at GM's giant technical centre close to Detroit and culminates in a short drive of the car.DESIGNSo, what about the basics? The Volt is based on the GM Cruze, which makes it a compact car with a hatchback tail.  It looks a little like the Prius and the Honda Insight hybrids because of the rules of aerodynamics, which dictate an optimum shape for the body, although GM has tried to make it a little more sporty.It's a four-seater only, because of the battery, and trying to get much detail on the car is a waste of time.  GM is keeping its secrets until sales start in November this year, although it will all be common knowledge by the time the Volt hits Australia in 2011.  The GM people will not even reveal the size of the petrol tank, or the workings of the transmission system, or the performance or economy figures.  It will not be cheap, with a US base price of about $40,000 - probably $60,000 for Australia.DRIVINGThe Volt is a landmark car and drives extremely well.  That is a big call after less than five minutes at the wheel, and about 15 in the car in total, but the idea of an electric car that can do a Forest Gump and "run, and run, and run" is brilliant.As a driver, the Volt is as simple and easy as any electric car.  Hit the 'start' button, wait for the right lights, then select D and go.  There is a lot of funky stuff in the Volt, from its weirdly shaped shifter to a dash display that rates the economy of your driving, but the basics are solid.GM detuned the performance for the journalist preview, yet the car still gets along fairly niftily with a full load onboard.  It's not as sharp as a petrol car but much better than a Mitsubishi iMiev or Subaru Stella electric car.The steering feel is just like a Corolla, the braking is not as jerky as a Prius, and the quality on the pre-production drive car is good.  It's tight for space in the back, and there are only four seats, and I worry about sun exposure from the big rear hatch.  For me, as well, it's not the best looking future car I have seen.But the Volt is another window on the future and it lets a big breath of fresh air blow over the hybrid world.  Now I cannot wait for a real drive — something like Melbourne to Sydney. 

Audi's one-niche-at-a-time drive to market leadership continued apace for the new year with the arrival of the A5 Sportback.  The five-door, coupe-styled four-seater joins the Cabriolet and Coupe models in the A5 line-up to tick of yet another niche in a market that threatens as many gap-fillers as it promises core models."When I first drove this car I was very, very excited by what it promised," Audi Australia's outgoing managing director Joerg Hofmann said at this week's national launch of the new car. "Then when we began to look at volume expectations it became obvious that the A5 Sportback had the potential to be very significant for us."Sales and marketSo significant that Audi is predicting the Sportback will account for around 1000 sales a year, or almost half of all the A5 volume when it goes on sale on February 1. That will be a significant boost towards the company's stated goal of a record 12,000 sales in 2010."There is no real competitor for this car in the Australian market," Audi's general manager for marketing, Immo Buschmann, says. "This car has real substance and will appeal to sedan buyers who want a car with coupe-like styling yet are not willing to give up the space offered by a sedan."Buyers will, however have to give up a fifth seat as the Sportback — like the coupe from which it has been stretched by some 86mm — is a dedicated four-seater, albeit with a generous amount of shoulder space for the rear seat passengers.Drivetrains and pricesThe A5 Sportback will launch as two models In Australia, 2.0 TFSI and 3.0 TDI — both with quattro all-wheel-drive and 7-speed S-tronic dual-clutch automatic gearbox. The petrol TFSI carries a sticker price of $78,400 while the 3-litre diesel will hit showroom floors at $89,100.Adaptive damping is available on the TFSI for an additional $3500 while the TDI offers an optional full driver select package (sport differential, adaptive damping and dynamic steering) for $7600.EquipmentWhile both models come well specified with the full complement of electronic safety aids and eight airbags, leather trim and quality entertainment systems the very necessary reversing camera remains an option at $1165 while satellite navigation is an additional $4550.DrivingOn the road the A5 Sportback is ... well, it's an A5.  If you were led blindfolded to the car and set behind the wheel you would be hard pressed to distinguish the dynamics of the Sportback from its syblings, particularly the Coupe.The cabin, while snug an encompassing, is not claustrophic with ample head, shoulder and leg room for all four passengers. Luggage space is generous with 480 litres available in standard trim, increasing to 980 litres with the rear seats folded.  The A5 is a car you want to drive. It feels well-engineered and it is.An almost exclusive use of aluminium for the suspension components, in turn mounted to an aluminium sub-frame, reduce the unsprung weight giving a lower centre of gravity and noticeable poise. Combined with the body rigidity provided by five grades of steel through to ultra high strength the Sportback has a comforting feel of solidity and balance.The direct injection petrol TFSI is good for 155kW of power and a very handy 350Nm of torque across a vast rev range from 1500rpm through to 4200rpm. That wide band of maximum urge allows the TFSI to stay within its optimum performance range without undue hunting for ratios and almost demands the car be driven enthusiastically.Throttle response is good and there is a real willingness of the front end to turn into corners, hunker down with prodigious grip and then launch out of the apex as the quattro drive balances up in readiness for the next change of direction.The 3-litre TDI offers pretty much the same capability — only moreso. The oil-burner's 176kW and 500Nm gives the Sportback a 0-100km/h sprint of 6.1 seconds — half a second quicker than the TFSI — while promising fuel efficiency of just 6.6L/100km. That makes the A5 Sportback TDI the 23rd Audi model to benefit from the government's lower luxury car tax incentives for vehicles using 7.0L or less per 100km.Part of the fuel efficiency — the TFSI claims 7.5L/100km — is due to the recuperative energy system fitted to the A5 Sportback whereby energy is recovered during braking and coasting to be stored temporarily in the battery. That stored energy is called on during acceleration to ease load on the engine resulting in a fuel saving of up to 3 per cent.The A5 line-up will be completed towards the middle of the year with the arrival of the S5 Sportback, unveiled at the Frankfurt Motor Show last year. The 3-litre TFSI powered S5 is expected to carry a sticker price of around $130,000.Audi A5 SportbackPrice: from $78,400 (2.0 TFSI) to $89,100 (3.0 TDI)Engine: 2L/4-cylinder 155kW/350Nm; 3L/V6 turbo diesel 175kW/500NmTransmission: 7-speed S-Tronic dual clutch automaticEconomy: 7.5L/100km (TFSI), 6.6L/100km (TDI)

There are a lot of reasons to like Australia's newest green car. But here is the clincher: it's a great drive.  The Ford Fiesta Econetic hit Australia with all sorts of claims about fuel economy and emissions, as the blue oval brand touts it as a Prius beater. And with a $15,000 price advantage over the Toyota hybrid.I looked and listened, but tried to avoid getting caught in the hype despite the judging panel picking the Econetic as the Carsguide Green Car of the Year for 2009.  Me? I took the safe road and voted for the Prius, since I had not driven the Econetic Fiesta.  Now I have and it's become my first-choice car for green driving.The little Ford has a hugely economical turbodiesel engine that easily returned 4.8L/100km economy during my test drive, with the promise of excellent emissions at the same time, as well as delivering reasonable comfort, a great looking body and the sort of dynamic driving response that made the 'regular' Fiesta my small-car pick for 2009.The Econetic takes a little adjustment, because you need to shift early and often in the five-speed manual gearbox, but it is a surprisingly rapid little car which can also devour corners without causing any upsets or disappointments.It's a real pity Ford delivered the test car with giant advertising slogans down the side — it was plain embarassing to be seen at the wheel — because there is so much to like.and approach to green motoring. The next for Australia is the new Focus.DrivetrainIts heart is a 1.6-litre common-rail turbodiesel engine tuned for maximum efficiency. It does not have a stop-start system to kill the engine at the lights, and it's not as advanced as the 'belt-less' Prius petrol motor on cutting parasitic drag, but it has low-resistance tyres, a unique transmission and gears, a lower ride height and wheel covers to cut drag, and a shift light to signal when to pick the next gear. Ford even says it dropped the spare tyre to cut weight, although it obviously also saves money.The engine makes only 66 kiloWatts, but compensates with 200 Newton-metres of torque, up by nearly 25 per cent from the regular 1.6-litre petrol Fiesta. Its official efficiency claims are 3.7L/100km economy and 98g/km of CO2, joining the Prius as the only cars sold in Australia at less than 100.SafetyApart from the green stuff, the latest Fiesta comes with five-star ANCAP safety including seven airbags - one for the driver's knees - and the usual punchy sound system, aircon, power steering and the rest.The Econetic comes to Australia at a time when the BMW group is making a lot of noise about its BMW 118d and Mini D fuel misers, but the Ford has a massive price advantage. The cheapest Mini is $36,100 and you need at least $44,370 to go shopping for a 118d.  And those prices don't include on-road costs, where the Fiesta is a $24,990 all-in, driveaway deal.Ford was hoping for big things and the initial reaction has been very positive, with at least 300 delivered since sales began at the start of December.  "Dealers are sold out of our initial stock, which is a good sign," says Sinead McAlary, spokesperson for Ford Australia.DRIVING - Paul GoverThe Econetic Fiesta is expensive for a car its size, but it is very good value.  You can buy some baby diesels for less but they won't match the Fiesta as a drive or for green-ness, and the hybrids and high-flier Euro greenies are way more expensive.My only complaints are the manual-only gearbox package, because the vast majority of Australians buy autos, and the lack of electric windows in the back doors. That's it.  It would have been good to have stop-start to cut the engine at the lights, but Ford says it was not available at Fiesta time and is coming first on Focus.The Econetic test car is tight and responsive with a driver-friendly cabin that also works well for storage, visibility, comfort and light. The front seats could have a better shape, but they are good enough for the job.As a drive, the Econetic tuning demands you shift as low as 2500 revs — with a green arrow in the tachometer as a reminder — but then pulls strongly anyway. It is a surprisingly brisk little car that punches way above its weight.It's the same in corners, where the Michelin 'energy' tyres should rob grip as they cut drag. But the car is light, well balanced, responds well to the steering and carries surprising pace through twisties.I also love the punch for overtaking, and the ability to take most corners a gear higher than normal. The pulling power from the turbodiesel means you can easily kick around a second-gear junction in third and just accelerate away.The engine is also surprisingly quiet — "To think I used to wear ear muffs to tune a diesel," says Jonathon of the Carsguide team — and the range between fuel stops can easily push beyond 800 kilometres.The regular Fiesta is good but the Econetic is plain great. It's a class leader with a new edge and the sort of car many more Australians should have on their shopping list.SHE SAYS - Alison WardThe Econetic Fiesta is a worthy little party crasher, and not just because of its fuel economy.    This is a grunty little car and Fiesta drivers should feel the good time vibes when behind the wheel. First impressions are positive thanks to its balanced styling and a clever ability to look bigger than it is. I don't much like the chunky, front grill, but its not enough to distract you from the party going on inside the car.The baby diesel engine is a gutsy drive, smooth and easy to handle. The gearshift is light and the pulling power means you don't have to change down as much for suburban turns or roundabouts.I drove through dry and wet weather and the car continued to handle well. It felt safe cornering. The suspension is good, considering the size of the car, with far less road noise than some of its competitors.  I'm not sot sure about this model only being available in a manual, luckily it is a fun drive and you won't have any trouble with those pesky hill starts.The seats aren't very comfortable, but you're not going to need a trip to the chiropractor.  At least I didn't need therapy after driving around town and a couple of longer runs on sealed country roads.The sound system is fantastic.  The entertainment controls on the wheel and centre console are sleek in design and keep the good times rolling. The Bluetooth, voice control and USB port will tick all the boxes for those savvy enough to use them.But the air-con is disappointing on hotter days and lags behind its Asian-car rivals. Boot space is also a compromise for parents, with little room for a pram or stroller, and I don't like the manual window winders for the rear seats.  The newest Fiesta is not cheap, but it works for youngsters and - get ready for the pun - the Eco-nomically driven among us.Score 85/100The Bottom Line: A new benchmark for affordable, environmentally friendly motoring. And a great drive.Ford Fiesta Econetic LX Price: $24,990Engine: 1.6-litre four-cylinderTorque: 200Nm at 1750 revsTransmission:  Five-speed manualBody: Five-door hatchSeats: FiveDimensions:  Length 3950mm, Width 1722mm, Height 1471mm, Wheelbase 2489mm, tracks front/rear 1473mm/1460mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; twist-beam/coil springs rearFuel Tank: 40 litresFuel Type: DieselFuel Consumption: 3.7/100km combinedWeight: 1088kgSpare Tyre: Mobility kitBrakes: Anti-skid disc/drumWheels: 14-inch steelTyres: 175/65 R14Safety Gear: Dual front, side, curtain and driver's knee airbags, electronic stability control, traction control, anti-skid brakes, brake assist, emergency brake distributionCO2 Emissions: 98g/kmRIVALSVolkswagen Polo 1,9 TDI: 77/100 (from $22,990)Hyundai i30 1.6 CRDi: 81/100 (from $22,890)Citroen C3 1.6 HDi: 78/100 (from $23,990)Peugeot 207 1.6 HDi: 77/100 (from $29,490)

It has already won a handful of awards, including the Carsguide green car of the year, but the biggest test for Ford's Fiesta Econetic remains.  Ford Australia chairman and CEO, Marin Burela, is confident the pre-arrival zeal for the country's most fuel efficient car will now be replaced by serious orders.However, he's not putting a figure on sales and with only a five-speed manual in its arsenal, the Econetic excludes a huge slice of automatic-only buyers who dominate the light car segment.Burela believes the buzz around Ford's newest bowser-buster will ensure its success.  "What really makes the Econetic special is that it is affordable," he says.PricingThe Econetic is the most expensive Fiesta on sale, with a $24,990 driveaway pricetag.  Even at that price it still undercuts the automatic Toyota Prius hybrid by about $15,000 and the Mini Cooper D by almost $9000.The Mini D is available with either a six-speed manual or six-speed automatic.  When Ford first announced that it would bring in the frugal hatch, Burela says there were some who doubted the Econetic story and the ability of the company to bring it to Australia."But we proved them wrong," he says.  "Some dealers are already sold out of their Econetic allocation."Burela says the Econetic is the first of a series of Fords that will help give the company fuel economy leadership in every segment in which it competes.  In Europe Ford's Econetic lineup also includes a Focus and Mondeo.  If the Fiesta version is a success locally the company may also add the others.Drivetrain and economy measuresThe Econetic's uses the latest-generation common rail 66kW/200Nm 1.6-litre turbo-diesel and a five-speed manual gearbox tuned for economy.Other improvements include a "green" gearshift indicator, diesel particulate filter, low rolling-resistance tyres and a tyre repair kit in lieu of a spare tyre to help trim weight.The car's ride height has also been lowered by 10mm and there are discrete air deflectors to reduce drag.  The Econetic achieves a combined fuel economy figure of 3.7 litres/100km and a highway figure of 3.2 litres/100km.With just 98 grams of harmful C02 emissions produced from its exhaust for every kilometre, the Econetic also has few emissions than any other conventional internal combustion engine.It is only the second vehicle to achieve a CO2 rating of under 100g/km and the only non-hybrid to get such an ultra-low figure.  The hybrid Prius is the other, with C02 emissions of 89g/km.Styling and equipmentVisually the Econetic is very similar to the rest of the front-wheel drive Fiesta range and is also built in Cologne, Germany.  Equipment is on a par with expectations, with a full suite of airbags, including a driver's knee airbag, anti-skid brakes and stability and traction control.Inside. the cabin is the same as the standard Fiesta CL.  What buyers are really paying for is the technology under the bonnet.DrivingThe remarkable thing about the Fiesta Econetic is that you can drive very economically without even trying.  Not only did we manage to win a mini-economy challenge with the air conditioning on, we even manage to dip below 3.5 litres/100km in 80km/h traffic outside Canberra last week, even seeing 3.0 litres/100km a one stage.Economy aside, it's very hard to pick the Econetic from other petrol models. Fortunately, the huge ‘Econetic’ livery on the test cars was just for the launch.  Whereas the Toyota Prius is an overt green statement in itself, the Fiesta prefers a low-key approach.There's an Econetic badge on the rump that tells part of the story and the discrete aero flaps and wheel trims let people know you're driving something a bit different.  Inside the ‘green’ shift change light lets you know the optimum gearchange, but most people will not know it's a frugal diesel.The 1.6-litre diesel - like many modern common rail engines - is both quiet and punchy low down, ideal for punting through peak-hour traffic. The engine is also rated for 5 per cent biodiesel.At highway speeds, engine noise is almost none-existent and the cabin, as we've experienced with the petrol Fiestas, is a very agreeable place to be with supportive seats, excellent visibility and the latest USB connectivity and Bluetooth expected by young buyers.The ride too is absorbent and handling nimble.  Perhaps the biggest problem with the littlest Ford hatch is a lack of an automatic.  In a market where most younger buyers opt for an automatic, the Econetic makes do with a five-speed manual.By not having an auto option, Ford has effectively halved the car's sales potential because buyers in this class overwhelmingly choose an auto over a manual.The Econetic driving experience might also feel a bit more special if the cabin had a more upmarket feel, perhaps borrowing some of the gear from the European Fiesta Titanium?  Why should frugal motorists miss out on a bit of luxury?Despite these minor quibbles, the Econetic is our new best friend.  Driving more than 1000km between refills is a powerful incentive.Ford Fiesta Econetic Price $24,990Engine 1.6-litre four cylinder turbo-diesel Power 66kW at 4000 revs Torque 200Nm from 1750 revsTransmission: Five-speed manualFuel use:  3.7 litres/100kmRivalsMini Cooper D Mini: fun but at a price ($33,750)Suzuki Alto: Surprisingly adept and an ideal city car ($12,990)Toyota Prius: Technology-plus but dull drive ($39,990)

Ford’s TX3 cars are the "hot" versions of the popular Laser range, being available in front-drive and four-wheel-drive versions and with turbo and non-turbo engines.  The Laser TX3 Turbo 4WD performed impressively in the inaugural 12-hour race at Bathurst due to its stunning acceleration and impressive grip from the four-wheel drive.Many TX3s have also performed brilliantly in rallies, hill climbs and other motorsport events.  The TX3 began life in 1985 with a 1.6-litre fuel-injected engine, while the front-drive TX3 Turbo, introduced in 1987, used a 16-valve blown version of this engine.Sure-footed motoring was also provided from 1987 through a four-wheel-drive model using the turbo-charged engine.  From the start of the KF series in 1990, a twin-cam 16-valve 1.8-litre engine was made standard in the TX3 and a turbo version of this motor was under the bonnet of the 4WD hatch.The power from the 1.8-litre turbo engine was considered too much for a front-drive car, so this version was dropped from the range.  Even with the 1.6-litre engine, the front-drive car is noted for its torque steer which can be dangerous on slippery roads for inexperienced drivers.Ford's 1.8-litre TX3 Turbo 4WD was launched at $2500 less than the 1.6-litre model, a move which helped make this car a popular choice.But Ford stopped offering the TX3 Turbo 4WD from mid-1993 due to rising prices caused by the exchange rate and the advent of stiff competition from cars, such as the Lancer GSR. The 1.8-litre TX3 model continues.  Lasers are generally trouble-free, but these "hot" versions may have spent considerable time competing in club rallies so they should be checked out.Check for signs of body damage or repair, and your test drive should concentrate on ensuring there is strong acceleration.  Abnormal whining from the turbo could indicate excessive wear.

When I was a kid we used to play a game to while away the hours of long, boring road trips called Spotto.  Think of it as a version of the better known I Spy. The aim was to be the first to spot number plates starting with a certain letter, or an orange car or a driver wearing a hat. You get the picture.There's a modern-day version: trying to guess where a car is made. It's not an easy game to play. Australia now imports vehicles from at least 27 countries.  Some are bleedin' obvious like Japan, France and Sweden. But try China, Turkey, Spain, Slovak Republic, the Czech Republic and Brazil and you get an idea of just how global we have become in our car tastes.Which neatly brings me to Suzukis Alto, the pint-sized hatch which is cheap and cheerful and affordable to run? No, its not made in Japan, but India.  Small car specialist Suzuki has neatly shoe-horned the Alto into the light car market, one of the fiercest battlegrounds where car sales are won or lost on price.While there's a bevy of cars that sell for under $20,000, there are six that break the $15,000 barrier. The Alto has the honour of being Australia's cheapest car for now at $12,490. Other cheapies are Hyundai's Getz and Proton's Savvy ($13,990), Holdens Barina ($14,790) and Kia's Rio and Protons Satria ($14,990). Some offer drive-away or special deals so pricing is a guide only.Suzuki's claim to fame as being the cheapest will soon be shot down by Proton whose S16 sedan will be priced at $11,990 drive-away when it goes on sale next month.  So it is no surprise to see Suzuki fighting hard to get the Alto name up front in the marketplace. The company recently entered the micro in the Global Green Challenge, a gruelling 3000km fuel economy run from Darwin to Adelaide.Where at one point it returned a remarkable 2l/100km and the whole journey, according to Suzuki, cost less than $160. That's getting down to the figures you would expect to see in a hybrid. Amazing stuff. Fit-out and equipmentSo is the Alto, for the price, cheap and nasty transport? Far from it, but the little hatch is built to a price point so it's no surprise so find plenty of hard plastic in the cabin. It's a small car so back seat leg room is compromised and the seats are lacking in support.Standard kit is a bit of an odd mix. You get manual door mirrors (and I can't remember the last time I drove a car with those) but Suzuki wisely has ticked the boxes for most of the desirable stuff like air conditioning, central locking and power windows.You get power steering, disc brakes up front and old fashioned drums in the rear and a basic suspension design.  The entry $12,490 GL model gets steel wheels, remote central locking, electric front windows, air conditioning, two-speaker CD audio with MP3 input, abundant cup holders and storage bins, split folding back seat and luggage load cover.On the safety front, there are six airbags, two child seat anchorages, anti-lock brakes and an engine immobiliser.  Spend two grand more for the GLX and you add alloy wheels, fog lamps, tacho (an odd looking thing stuck on the dashboard like an after thought), four-speaker audio, height adjustment for the driver's seat and stability and traction control.DrivetrainThe Alto is powered by a buzzy three cylinder (yes, they still make them) 1-litre engine which is good for 50kW and 90Nm of torque. The numbers, on paper, should mean the performance is handicapped but Suzuki has been quite clever with gear ratios for both the five-speed manual and four-speed auto to provide the best fuel economy while still retaining some zip.The Alto only has a 35-litre fuel tank, but with a claimed fuel consumption of under 5.5l/100km it is going to win many friends who are looking for cheap city transport.DrivingBeing a triple-pot, the four-seater Alto shows all the vices of the design — the out of balance engine design shakes at idle, there's a ample torque steer through the front wheels and it sounds like a sewing machine.Steep hills will catch it out, the steering is overly light, the abundant plastic in the cabin feels cheap and the engine is just adequate.  But don't let that put you off. This is basic motoring at its best. Cute design, reasonably comfortable, superbly fuel efficient, practical and cheap. What more do you want for the money. 

Getting a D for your new Mini does not mean you have failed. Actually, the new Cooper D is a winner. The D badge on the bum stands for diesel and the installation of the latest-generation common-rail 1.6-litre turbodiesel in the nose of the new-age Mini means you can travel more than 1000 kilometres between refills.The diesel is the third turbo Mini motor, joining the petrol-fuelled Cooper S and John Cooper Works models which both have twin-scroll turbocharging for more go. The turbodiesel D is very different, and since it was launched in Australia back in May the D has been a moderate success for the brand. But interest is growingOrders are now double the original showroom forecast - even if it was a low target - and around one-third of total Mini sales down under. And the car's frugal economy continues to attract strong interest. According to Mini, the D is a compelling hatch for anyone looking to drive their dollar further.If an average owner travels 15,000km a year in the Mini D, the fuel bill is under $15 a week at current metro diesel prices.Economy The 1.6-litre diesel has a combined fuel sipping figure of 3.9 litres for every 100km, which made it the country's most fuel efficient car back in May. However, Ford has since claimed the title with its Fiesta Econetic, which gets 3.7 litres/100km and BMW has also done better with its 118dStill, the arrival of other fuel misers does not diminish the Mini Cooper D's appeal.Styling The Mini Cooper D looks almost exactly the same as the 1.6-litre petrol models. Trainspotters will notice that the bonnet gets a more muscular curve to accommodate larger induction plumbing and of course the rear badge signalling it's an oil-burner. The large intake below the bumper, which feeds air into the engine, has a different grille and is split by a slim, body-coloured bar.Equipment The D gets the same equipment as the petrol Cooper, which means stability control, six airbags, 15-inch alloys, air conditioning, CD stereo, trip computer, multi-function sports steering wheel, cruise control and height-adjustable front seats.Drivetrain The 80kW diesel engine delivers a punchy 240Nm between 1750 and 2000 revs, 70 per cent available at just 1250 revs. Like the Cooper S petrol engines, the lightweight diesel engine's turbocharger also has a torque overboost feature. This extra 20Nm pushes peak torque to 260Nm at short notice, for swifter overtaking. The D is good for a 9.9-second sprint to 100km/h and will run out to a top speed of 195km/h.Mini has borrowed the car's economy features from some BMW models, which is not surprising as the German brand owns Mini. There is an auto-stop-start function on the six-speed manual, which means the engine stops when the car is stationary and in neutral.The car also has brake-energy regeneration, which helps lower the car's C02 emissions to just 104 grams for every kilometre. There is also a gear change indicator light, which shows up on the dashboard to indicate the ideal gear. The car also gets a streamlined underbody aerodynamic panel to help reduced drag, and on-demand engine equipment such as electric power-assisted steering, a switchable water pump and flow-regulated oil pump that only operate when needed.Driving Mini is stretching the limit on the fuel economy of the D. It says 3.9L/100km and splashes the figure on the driver's door like a giant racing number. For me, it is a 4.1 car. Not that it's a bad thing. And I didn't miss the target by much. It is massively frugal yet still gets along very briskly, retaining the zip-zap cornering character of the petrol-powered Mini with a solid surge of overtaking torque at any time.It's not as brisk as you might expect from a Mini, and as I remember from the Cooper S and John Cooper cars, but is still quick enough for most people. And fine around the city or suburbs.The best thing is that, provided you shift early and often in the six-speed manual, you can have signature Mini fun. That means quickish sprints, good go around corners, and enough punch to chirp the tyres on a 1-2 change.The fuel-saver gear on the Mini D is barely noticeable, apart from the engine-off system when you stop at traffic lights. It's a good idea that is catching on fast, and the re-start on the Mini was quicker than a Land Rover Freelander I drove earlier this year.The upshift indicator in the dash is another good idea, hinting when it's best to shift for economy, although it's impossible to check the electric steering or on-demand water pump. The braking performance was a bit sharper than I remember from the John Cooper car, but that could be me and not the brake-energy regeneration.The overall Mini package is just as I remember, from the funky dash to the tiny boot (although there are folding rear seats) and the click-clack positive gearshift.The only real downside is engine noise, particularly at start-up. The diesel rattles and clanks and the Mini does not have the sort of countermeasures in the latest all-new diesel cars, such as the Benz E-Class. It will come, but not yet.Some people will miss the zippy performance of the go-faster Mini models, but the D is more than good enough to pace city traffic and can get up for go in the country. And the chassis has plenty in reserve at any time, so you don't get the edgy feeling or the steering tug of the high-powered Mini models.It's not as refined as a Golf diesel, but the Mini is still a Mini and now it's possible to have your fun and drive past most service stations with a smile.Score 79/100Bottom line: A combination of fun and frugal that is unique today, and very appealing for some people.Mini D Price: From $33,750Engine: 1.6-litre turbo diesel four cylinderOutputs: 80kW at 4000 revs, 240Nm at 1750 revsTransmission: Six-speed manual (six-speed auto optional)Economy: 3.9/100km combinedRIVALS Peugeot 308 1.6 XSE HDI 75/100 (from $34,690)Volkswagen Golf 2.0TDI 81/100(from $33,190)Hyundai i30 1.6 SLX CRDi 77/100 (from $26,390) 

On the boulevard of hybrid car dreams Honda's new Insight is a bit Jimmy Stewart ... a little low-rent, a little folksy and — at first glance — not the sharpest tool in the box.Featured on the same billboard as Toyota's super-slick Cary Grant of petrol-electrics, the clever and polished Prius, it would seem to be a foregone conclusion as to who is taking home the awards. The urbane Prius seemingly holds all the cards.  Yet, there is something about the down-home, common-man appeal of the Insight that — like Stewart — could be a winner with the masses.Oh, yes. And it is going to be something in the order of $10,000 cheaper than the Prius when it finally hits our shores late next year. That sort of cash advantage does a lot to spruce up a chap's appeal.Honda Australia is pushing ahead with plans to land its all-new Insight — only a distant kissing cousin of the underwhelming, overpriced model that bore the same name back in 2000 — with a benchmark sub-$30,000 price tag.  "It is going to depend on the strength of the Australian dollar when we start importing the Insight," Honda Australia senior director Lindsay Smalley says. "That was our original price plan when we first looked at the car and it is still our intention now."However, plans to get the four-seater Insight to Australia by early 2010 have been shelved and the new schedule will not see an Insight in an Australian showroom until closer to the end of next year."It's a question of supply and the popularity the Insight is enjoying in markets around the world," Smalley says while weaving an Insight through LA traffic. "We are just going to have to be patient until we can get supply.  At the top of the list is Japan, followed by the United States and Europe — and then us."It is no co-incidence that the Insight's styling, said to be driven by aerodynamic efficiency, closely mirrors that of the Prius. When the original Insight went flat and left the hybrid field to Toyota it was the shape of the car as much as the shape of the future that set the Prius apart.  It looked different and it was different. A passing glance was enough to tell the world that your social conscience was well in hand.Honda's comeback attempt in the hybrid world with the Civic was hoppled by its sameness ... apart from a little green badge there was no obvious indication that you were helping save the planet.  With the Insight that has been addressed. The car looks like what society has come to accept as a green car."There is no doubt that the Civic Hybrid lacked an immediate recognition factor for those owners who wanted it known they were driving a hybrid," Smalley says. "That is not the case with the Insight and while acceptance of hybrid technology is definitely growing, I believe even greater numbers are willing to embrace it as long as the pricing is right."To get that price advantage an Insight buyer will make concessions. The Insight's hybrid system — the fifth generation of the company's integrated motor assist (IMA) technology — is less powerful and less complex than Toyota's series parallel hybrid which allows the Prius to drive short distances on electric motor alone, something the Insight can not do.In the Insight the 1.3-litre 4-cylinder engine produces 98kW and 123Nm which is supplemented by electric motor's 10kW of power and 78Nm of torque under heavy load and hard acceleration. The fuel efficiency upshot is that the Prius will return better figures in the order of around 1-1.5L/100km which equates to around $500 a year in fuel savings.While it sounds impressive it means a Prius owner will need to drive the car 30,000km a year for 20 years to recoup the difference in purchase price.On the road the Insight owner will quickly notice where some of the savings are coming from. The car feels lighter than a Prius. The doors shut with a less satisfying solidity, hard plastics dominate the touch surfaces and the CVT gearbox and lightweight engine combine to produce a screaming cacophony when maximum acceleration is demanded.The on-centre feel of the steering is vague to the point of being disconcerting yet it weights up nicely and gives quite acceptable feedback when the going gets enthusiastic and the twists and turns more challenging.It is not all one way traffic, however. The Insight has reach adjustable steering (to go with the rake adjustment) and adjustable seat height — neither of which are offered in the Prius.  The upshot is a more real world driving position behind a dash that is well sorted and easily read.Interior space is good, if a little cramped in the rear for a full-size passenger. The boot is adequate for average requirements, although the load opening is on the narrow side and the space a little shallow.Ride quality on the MacPherson strut front suspension and H-shaped torsion beam rear is at the lower end of average on anything but freeway-smooth surfaces. With a lowered ride height for efficiency, and 15-inch rims and low rolling resistance 175/65 rubber there is plenty of information about the road surface transmitted to the cabin.There will be no compromise on safety for the Australian models with front, side and curtain airbags and stability control standard on all cars.  Smalley says the marketing plan will include two trim levels, although he says it is too early to confirm what other inclusions each model will have."They will not necessarily be the same as the two levels of Insight available in the United States. We will have our own model specifications but I can't say exactly what they will be just yet."  It is the same "too early to say" comment about sales expectations.

If hybrid technology is the road to the future, the fuel cell may well be the destination.

More than a few years ago I was earning extra cash delivering pizzas in the Adelaide hills. The trials and tribulations of that career were punctuated with use and abuse of a Suzuki two-door hatch.It was an odd choice given the hilly terrain of the Blackwood/Belair area, but we persisted with its use, which regularly involved service work and more part replacements than was close to ideal, according to our boss.  It was bent, battered, bruised and butchered but it survived despite several major attempts to kill it, with the odd thrum of three-cylinder a key part of the ‘Pizza Burner's’ charm.Fast-forward nearly three decades - there's another grey hair - and we're zipping around the suburbs in Suzuki's new Indian-built Alto and there's a striking similarity in engine noise.  The three-cylinder runs like it's about to stall, but it doesn't - although there's the constant fear that it will and some inattentive SUV driver will use the Alto as a launching ramp.  We're sampling both the GLX auto - which gets the tachometer, among other things - and the GL base-model,which has a speedo only.DrivetrainIt's been quite a while since I've driven a car without a tachometer, but you're never in danger of hitting a rev limiter.  The three-cylinder strains vainly but you just can't get punish it that much - this little car is an honest machine.The automatic needs to be shifted manually for anything other than sedentary pace, but given a bit of welly it gets along without too many issues.  The manual can be stirred along a little easier, as well as not paying a weight penalty - the car with the clutch pedal is easier to punt through traffic and its diminutive size means gaps meant for a motorbike are fair game in an Alto. But you'll need to be good at reading traffic flow to take advantage of them.EconomyIt is economical, claiming around four or five litres per 100km for the combined-cycle fuel economy figure (depending on the gearbox), but the manual returned 3.9 litres per 100km during the recent Global Green Challenge, with a frugal two litres per 100km during the Adelaide city stage at the event's conclusion.EquipmentWhen you're talking sub-$20,000 the features list isn't going to have massaging seats and radar cruise control.  The standard features list includes 14in steel wheels, manually-adjustable exterior mirrors, front power windows, air conditioning, a CD sound system with MP3 auxiliary input, remote central locking, dual front, side and curtain airbags and anti-lock brakes.The GLX gets fog lamps on the front, body-coloured mirrors, 14in alloys, the aforementioned tacho, four extra speakers for the sound system (which doesn't help it much), a height adjuster for the driver's side seat and stability control.Road abilityThe road manners are decent - for a shopping trolley - which means its ride quality is decent but there's not masses of prowess in the handling department.Mind you, it isn't meant to out-corner a Mazda MX-5 - and it won't, just for the record.  It can lean a bit and will run wide, but most city running isn't going to stretch its talents too far.I even picked up a pizza in it, turning for home and almost reverted to the ‘30-minutes or die’ that was the unofficial mantra way back then. Almost.  The light car segment is one that is getting more competitive and Suzuki's reputation for solid machinery should get a decent chunk of the market.