Hatchback Reviews

There is a little bit of black magic at work in the new Golf GTI. Through the dark arts of electric pulses, lightning-fast data transfer and endless streams of 1s and 0s between on-board computers the sixth generation of Volkswagen's most popular little sporty has shed its nasty understeer habits and learned to love corners."It is quite amazing, the first time I drove this car it was quite unbelievable," dual Le Mans winner and former F1 driver Hans-Joachim Stuck says. "It is all through electronics but the performance is very, very close to a mechanical limited slip differential. "You can drive it through corners now where previously it would have required specialist technique to avoid understeer."Stuck, speaking at the Australian launch of the GTI, joined the VW group just over two years ago under the stewardship of long-time friend and former VW chairman Bernd Pischetsrieder. His role covers a wide range of motorsport but specifically his initial task was to provide input and confirmation on the suspension and handling of the new GTI.The system that so impressed Stuck is the XDL (extended electron differential lock) which combined with the existing EDL (electronic differential lock) gives the front driver nearly all the characteristics of a limited slip differential assisted car. Simplistically, XDL uses sensors to read the wheel rotation, steering angle, wheel slip and a host of other parameters to compute the best combination of brake and torque to ensure maximum effect of the unloaded drive wheel when the car is tipped hard into a corner.The upshot is that power can be applied earlier and more enthusiastically through the corner without undue fear of the front end pushing through.Pricing and optionsAnd all of this is standard across a range in which the prices remain unchanged at $38,990 for the six-speed manual three-door and $40,490 for the five-door manual. As with the previous model the DSG automatic adds $2500.There is a substantial list of options: $1900 for a sunroof, $2500 for satellite navigation, $1300 for an upgraded audio system, $500 for a rear view camera, $3300 for leather trim, $2000 for dynamic bi-Xenon headlight, etc, etc — but the one must-have extra is the three stage adaptive chassis control ($1500), flowing on from the basic Golf VI and available for the first on the GTI.Volkswagen Group Australia is confident that the extraordinary level of pre-release interest will quickly translate to sales."This time there is not going to be the same supply issues we had with the last car," VGA general manager for marketing, Peter Dierks, says. "There are already 650 cars on the ground in Australia and another couple of hundred on the water. The longest a customer should have to wait for a special order car will be three months."Unlike the previous model the sixth generation GTI will be made at the home of Volkswagen in Wolfsburg.Appearance The design of the GTI pays homage to the original 1974 model with a tight horizontal grille rather than the gaping opening of the fifth generation, the use of red striping on the grille and placement of the lower air intake."It is a re-interpretation of the classic cues, but still recognisable as a GTI at first glance," Dierks says.Drivetrains There is little news on the raw performance front with the 2-litre turbocharged four up 8kW to 155kW while leaving the torque delivery untouched still a flat-bed of 280Nm peak urge on tap and ready to go from 1700rpm right through to 5200rpm.The minimal changes result in no real performance improvement but tweaks have allowed the claimed fuel efficiency to be improved by around 0.5L/100km, now 7.7L/100km for the manual and 7.6L/100km for the DSG.Driving The big changes are in how the car drives and the refinements that now make the manual a viable option to the DSG for anyone who still enjoys the idea of a connection with the car through clutch and gearshift.The adjustments to the manual give the gear lever a much more defined on-centre neutral position, shorter throws and a far sweeter and precise engagement of the ratios. With the amount of torque on hand sixth gear is only ever going to be seen on highway cruising with most of the business taking place between third and fifth.Overall, the nuts and bolts of changes to the GTI over the stand Golf are not huge but clearly very focussed.The car rides 22mm lower at the front and 15mm lower in the rear, the front track is 7mm narrower than it's more common sibling with a 1mm increase at the rear, it does get unique spring, rollbar and damper settings and of course the XDL programming.The safety package is impressive, with stability control, traction control, EDL, ABS, EBD and brake assist all standard along with seven airbags and a 5-star crash safety rating.Interior trim and equipment is as good as has come to be expected from VW with the standard tartan cloth trimmed sports seats both comfortable and supportive with a good range of manual adjustments.It doesn't take long on a twisty road to see just how big an improvement this generation Golf is over the one it replaces. The first tightening corner, approached with the caution instilled by a history of understeer, is dismissed by the GTI with an arrogant shrug and a "let's get on with this" attitude.More aggressive approaches, early application of throttle and increased steering inputs are all met with a balance and confidence the GTI, for all it's heritage as a sporty toy, could never previously claim. Obvious intervention from the stability control comes only after it becomes a challenge to find the limits of the little VW's new cornering prowess. For the record, it is well out beyond territory most owners will ever visit.Ride on the basic static chassis is a good compromise of tautness and comfort — not perfect, but no compromise is. However, with the optional adaptive chassis control the ability to suit the ride to the circumstance is considerably expanded. The comfort setting is considerably softer and best suited to situations where enthusiastic changes of direction are unlikely, or road surfaces are broken to the degree of being uncomfortable. The middle, or standard, setting is comparable to the static chassis experience while the sport setting both tightens the ride and sharpens the steering.Overall, an excellent compromise of sporting intent and day to day practicality. 

Australia could be the fourth country to get an electric Mini.The BMW Group has produced about 500 Mini E vehicles which run on mains electricity stored in a battery. They are loaned out to VIPs and government departments in the US, Germany and recently England.BMW Australia product communications manager Tim James hopes Australia will be the next to get an appraisal vehicle. "We have submitted a request to have a vehicle as part of a small pilot programme in Australia for various press evaluation and potentially government departments," he said. "There is no confirmation yet, but we have asked and we are confident. "Timing is unconfirmed at this stage."Unless you have been living in the Big Brother House for the past year, you would be aware that electric vehicles are imminent. Nissan, Mitsubishi, Smart and others are about to release mass market models while many other manufacturers are experimenting with small-volume test vehicles. Mini is one such company.Where the Mini E differs from most other models is that it is a commonly recognisable car. In the past, electric cars have either been golf carts or space-age weirdo machines that look like something George Jetson would drive. They were also thought to be slugs until Tesla came along and sorted that out; albeit with an expensive price tag. But they were never thought to be cars we could actually drive and afford. Until Mini E.Here is a car that looks exactly like a normal car. The only differences are some decals and the fact that it is a two-seater as the battery takes up the back seat.Mini E has a claimed range of 240km, produces 150kW of power and 220Nm of torque and will accelerate to 100km/h in 8.5 seconds.DrivingBMW last week loaned a Mini E to four Australian journalists to test around the streets and autobahns of Munich and surrounds. While we can confirm that it accelerates in a linear fashion to 100km/h in about 8.5 seconds, the claim about range must be based on a little old lady driving it to church.After our strenuous testing, the range indicator (where the tacho normally is) told us we would get about 70 per cent of the claimed range. Mini E project director Dieter Falkensteiner told us it was ‘driveable like a Mini auto’. However, with its enormous torque from go, it is a bit of a torque-steering handful when the lights go green.It also features overly aggressive regenerative braking which harnesses the kinetic energy of the brakes to recharge the battery.However, it feels as if the handbrake is still on. As soon as you release pressure on the accelerator, there is substantial deceleration. No coasting as you would expect in a normal car. This is fairly common for en electric vehicle, but it is the most dramatic of any electric cars I have driven. It is so effective, that it will decelerate to a complete stop from 100km/h in about 12 seconds without having to touch the brakes at all. That might be good for brake disc wear, but it will certainly take some getting used to.Together with a slight delay in the accelerator response, I found it rather difficult to drive smoothly especially in stop-go traffic. However, if you are keen on having a red-hot go, it rewards with a powerful thrust of linear acceleration, accompanied only by the muted sounds of a hair dryer. In fact, that sound is the airconditioning system trying to keep the battery cool.The 260kg battery takes up the entire back seat area and adds to the vehicle's extra weight which is up about 400kg on as similar auto Cooper. The battery can be quick charged on 50amp in about 2.5 hours or 32amp in five hours and draws a maximum of 28 kilowatt hours of electricity, costing about $5, depending on your supplier and when you charge. Australian mains power would charge it in around eight hours. Falkensteiner said that with development, the battery size would be reduced and the rear seat returned. How that battery copes with Australia's extremes of temperature are yet to be determined.Mini EBody: 2-door, 2-seaterMotor: asynchronous electricPower: 150kWTorque: 220NmBattery: lithium-ionWeight: 1465kgAcceleration: 0-100km/h 8.5 seconds

You may laugh at the — lets say ‘brave’ — boxy styling. You may cast scorn at it. But this car is a star. A star because this Kia dares to be different. It's a car straight out of Marketing 101 — a car which is about as far removed as you can get from the whitegoods on wheels some car companies are serving up today.So congratulations to Kia for being brave enough to give us the Soul — a MPV with attitude, aimed squarely at the darlings of Generation Y. No, it doesn't appeal to the masses, but it was never intended to do that anyway. The Soul's role is to make a statement that Kia, known for its cheap and cheerfuls, can be different and can be funky.I'll confess when I first got into the Soul I thought I would be only driving it in the dark of night, least I be seen in something that looks so weird; a bit like a deformed Jeep. I'll also confess that after a week of ignoring the mirth of fellow motorists I actually got to like the Soul and appreciated it for what it is.It isn't such a bad thing to drive. You get a five-star safety rating for two of the three models and a reasonable level of standard kit for money, although with a price range of $20,990 to $30,890 this is no cheapie.The Soul is a niche player in the crowded small car market. Kia so far this year has sold less than 260 of them nationally. To put that in context, Toyota has sold more than 25,000 Corollas this year and Mazda has delivered more than 23,000 of its Mazda3. Still, the cute Kia has outsold Fiat's Ritmo, both Proton models in this segment, the VW Beetle and Renault's Megane.The Soul was conceived in the United States, developed in South Korea and aimed at the Americans and Europeans who probably better appreciate the dare to be different look. Kia has deliberately designed the Soul to be tailored - buyers can add their own personality, with a range of 30 accessories and three option packs. The idea is that no two Souls will be the same. It may not be the most cost effective way for a company to sell a new model, but accessories traditionally carry a high profit margin.So you can order your Soul dressed with LED mood lights, with wild graphics and an interior highlighted in bright red — or if you feel too much out of your comfort zone, there's a safer beige retro chic decor. With plenty of choice it pays to do your homework first before getting to the showroom floor. For a start there are three levels of specification the Soul, the Soul2 and the Soul3 before you add the extras.There's a 1.6-litre petrol or diesel engine, both offering similar power — 91kW for the petrol and 94kW for the diesel. The diesel wins out on torque — 260Nm versus 156Nm for petrol and as expected the diesel is more fuel efficient at a claimed 5.2 litres per 100km against 6.5l/100km for the petrol. A five-speed manual is standard and a four-speed auto a $2000 option. The manual is the pick of the two transmissions.The base version gets items like remote door locking, power windows and mirrors, a decent sounding, big base, six-speaker MP3/CD player with a handy USB port and iPod compatibility, power door mirrors and basic air conditioning. The safeties are covered by front, side and curtain air bags, active front headrests and anti-lock braking.Missing, surprisingly, are electronic stability and traction control on the entry model, a trip computer, reach adjustment for the steering wheel, multi-stack CD system and cruise control. You do get stability and traction control in the next level up along with fog lamps, while a sunroof and rearview camera are optional. The base model misses out on the five-star rating because it lacks two important safety features.Inside, the cabin, thanks to the Soul's boxy but highly practical design, is spacious with plenty of storage including an underfloor bin in the boot (thanks to the lack of a full sized spare wheel). The test car came dressed in black, but open the glove box or a storage bin on the dashboard and you are hit with vibrant red interior. Its not all good news though, rear vision is seriously hampered by the chunky D pillar.We drove the turbo diesel version and came away impressed with its performance and driveability. It's got good low to mid-range pulling power and for a diesel is notably quiet. For such a tall, boxy design, handling is better than expected although Kia needs to revisit the level of steering assistance provided to give it some needed crispness. At the moment it's all a bit too rubbery. Do I like the Soul? You bet. Would I buy one? I'm too old.

The hot-hatch brigade is a relatively exclusive club. There are plenty of pretenders but few actually make the grade with the right combination of performance, handling and equipment.

People who say they wouldn't be seen dead in a light car, please come back and see me in 10 years. Or five years. Because, we hope, you won't be dead but commuting in a weeny car along with a traffic flow of other weeny cars on your way to work while smugly snubbing anyone with an SUV.You will change because the bright light of logic — driven by the need to preserve some of your soaring transport costs — will have illuminated above your head. This car, this Indian-made Suzuki Alto, is one of the cars that will change your mind into moving from small cars to the light-car class.Body and equipment It's clearly small and exaggerated by the chopped tail that puts the wheels at each corner — almost literally if you check out the back wheels — and the short, slanted bonnet. To be honest, it doesn't look safe. But it is! Surprisingly, the base model Alto GL has a four-star safety rating thanks to six airbags and ABS brakes with brake assist. That's as good as some much bigger cars — Mazda3, Toyota Corolla, Toyota Camry and so on — which is a bit comforting even if the view from the driver's seat is less succinct in relaying that message.Spend an extra $2000 and the GLX model gets the all-important electronic stability control plus a few extra goodies.Drivetrain, economy and price But the big news here is the economy. Suzuki claims 4.8 litres/100km from the 1.0-litre, three-cylinder engine when attached to the five-speed manual gearbox and, for the four-speed auto as tested, 5.5 l/100km.Diesel cars and hybrids do better than that but can't come close to the Alto GL's $12,490 price-tag (plus on-road costs) which is less than a third of the price of a Prius. The automatic transmission is an extra $2000 and the more upmarket Alto GLX starts at $14,490.It appears the economy is not only in the fuel. However, Suzuki stipulates only premium unleaded for the Alto which bumps up the petrol bill by about 9c a litre. So if you travel 15,000km a year the premium adds only $1.20 a week to the Alto manual's fuel bill. Big deal.Driving The cheap-as-chips car seats two adults and will take two children in the back seat. Rear seat legroom is a premium, though headroom isn't bad. Recognise that filling the car with people or luggage will severely dampen any dreams you have of this car having a career on the race track. In fact, just clearing the traffic lights is a blessing.No, it's not even remotely fast and as an automatic will be defeated by Chinese scooters and triathlons in training. But that's ignoring that it is a good drive. At idle the engine emits an odd beat that's in tune with its odd-numbered pistons, and yet sparks up quickly to become a nimble if somewhat buzzy power unit.Even the auto is remarkably adept at keeping up with the charade going on beneath the bonnet. Around the city and suburbs it's a comfortable car despite the thin seats. The suspension does a pretty good job of warding off poor bitumen and it's only the chunkier country asphalt, or a sudden winter-born pothole, that will make the Alto feel uncomfortable.It cruises easily and quietly at 100km/h and will take to country roads with only the driver's fear of larger vehicles being the deciding factor. Interestingly, the Alto has a full size spare wheel but has virtually no boot space. Not even a space-saver spare will help here.There are some welcome things about the GL, such as good front seat room and its brilliant turning circle, and some not-so-good things including the manual mirror adjustment (actually even the GLX has this) and the crappy sound of the audio system. But it's the future. Maybe not my future, more likely yours.Verdict: 78/100Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Three’s good company, when it’s a triple-door Polo with a little four-cylinder engine that can be both frugal and gutsy. The 1.2-litre twin-charged — turbocharger plus supercharger — unit we tested is just one of eight engines that will be offered in Europe in the new three-door Polo.The car will arrive in Australia in the second quarter of next year in a neat little package, with sharp lines dictated by Volkswagen Group chief designer Walter de Silva resulting a sporty look that’s squarely aimed at the younger demographic.There’s a clean face with prominent horizontal styling, and the body — the same size as the five-door at 3.9m long, 1.6m wide and 1.4m high — bearing short overhangs and a lower look with longer door lines, has a streamlined presence set off by black pillars and upward sweep of the side window treatment.While final decisions for Australia are still being made, Volkswagen will offer the car in Europe with seven engines. The four petrol versions are a naturally aspirated 1.2-litre developing 44kW, a twincharged 51kW 1.2-litre, a 63kW 1.4-litre and the DSG-mated direct-injection turbo 77kW 1.2-litre we tested.On the diesel side, there is a turbocharged 1.6-litre developing three different outputs: 55kW, 66kW (which also get the DSG option) and 77kW, which will be followed next year by a super-efficient BlueMotion 1.2-litre turbodiesel.There are three spec levels: Trendline, Comfortline and top-level Highline with features like ESP, daytime running lights, tinted windows and height-adjustable driver’s seat fitted as standard from entry level.Comfortline adds extras like height adjustment for the front passenger, storage drawers under the front seats, dual cargo floor and chrome and aluminium-look accent trim. Highline gets extra chrome trim, three-spoke leather steering wheel, front centre armrest, multi-function display and tyre pressure indicator, height-adjustable sport seats and leather-trimmed handbrake and gear knob.DrivingThe little Polo is a snappy drive, responding quickly to the pedal and the seven-speed DSG. It has plenty of acceleration up to about 120km/h in the auto drive mode, but beyond that mark it starts to snooze a little and benefits from being slapped over into sport mode to wake it back up. In this mode it grips the gear firmly, and was holding in S6 for us at over 140km/h.It handles well and it’s equally happy nipping around the city or jousting out on the highway, and on Germany’s unlimited-speed autobahn system sat easily at 160km/h with bursts up to 180km/h.During those runs the fuel readout would jump, which is logical considering the speeds. At 160km/h and 3500rpm it showed 9.4l/100km, rising to 11.2l at 180km/h. However it dropped quickly as soon as you backed off, and we finished the day with an average of 7.7l. That might sound high, but it’s a respectable result considering the driving was a combination of congested city streets and ultra high speed bahnstorming, neither of which make for fuel saving.We had the Highline spec — optioned up with extras like satnav — which made the cabin pleasant with soft plastics and chrome accents. But while we were comfortable in the front, the snug rear seat legroom could be a trial if you were in there for long trips.However you’d have no trouble climbing in and out of the back, with the long doors and the generous front-seat travel making for very easy access. The styling looks great, although the rear pillar treatment trims visibility a bit and also encourages some wind rush at higher speeds. Overall, it’s a fun car with this engine, and will probably also be a practical one with any of the drivetrains.Volkswagen Polo three-door Price: TBAEngine: (tested) 77kW 1.2-litre turbocharged four-cylinderTransmission: (optional) seven-speed DSGEconomy: (as tested) 7.7l/100km combined

As humans we are cautious, even violent, towards mutations of our species. It's part of being a human. Ironically, we are mutants and books describing the origin of the species discuss the intervening years that eventually made you look like you and me like Brad Pitt. But we accept minor variations on our theme, placing as much blame as necessary on our parents and the irregularities of DNA.Cars are no different. There is, for example, a lot of Lancia in the Alfa Romeo Mito. For those who came in late, Lancia has a rich history of innovation and racing success but has more recently plunged to become a directionless division of Alfa Romeo's parent, Fiat. In the past few years Lancia has made a saloon for the Pope and sold some baby cars with a funny grille to compete with Fiat. It's all rather pointless.Or it was until Alfa stumbled over the Lancia concept of pregnant styling in a compact car enriched with chrome trimmings and a funny grille. This is the Mito. It is Alfa's smallest car in recent history and in size and price, rivals the family Fiat's 500 and Punto plus it attempts to lure people who are also looking at the Mini, Fiesta, Mazda2, Jazz, Peugeot 207, Volkswagen Polo and Toyota Yaris. That's stiff competition.Charming looks In styling, the Mito also shares a lot with the forthcoming Alfa 149, replacement to the current 147, with its tiny rear hatch and a profile like a badly drawn animal with its nose longer than its tail. However this imbalance, and the fried-egg shape of the polycarbonate headlight covers, give the Mito its distinctiveness and with it, a likeable charm. Onlookers were intrigued by its design though awkwardly guarded when asked to comment.Drivetrains Though it's an Alfa, it doesn't feel like an Alfa. The exhaust doesn't make the same sound as the 147 hatch and there's no distinctive Alfa perfume emitting from the cabin's fabrics. But it retains the urgency of an Alfa. The engine is always willing and even if it needs a hefty prod, it comes to the party with eagerness.The Mito borrows the Fiat Punto's 1.4-litre engine and delivers it in two guises — an 88kW for the Mito tested and a 114kW version in the Mito Sport. Both are turbocharged and, aside from the Sport getting one more cog to give it a six-speed transmission, it's really only electronic engine management changes that splits the two.Variants and pricing There's $6000 difference in price between the Mito and the Mito Sport and only a weeny 0.8 seconds separates them on the 0-100km/h dash. Is that worth $6000? Truthfully, there are quite a lot of extra things that make the difference and you'd be better off paying the extra. As it stands, the base Mito offers little for its price compared with some excellent rivals — VW Golf, Peugeot, Audi and Volvo among them.InteriorThen there are other issues. Like the seating position that suits tall people because the steering column sits unusually high. Though there's a telescopic and tilt adjustment, the wheel still never feels low and sporty. Only high and bus-like.This, combined with the expansive dashboard and the large distance to the windscreen pushes the driver back towards the centre of the car. It doesn't do a lot for rear seat passengers. At best, only children will fit. But the rear seats do split and fold down to boost boot space and it's more likely the Mito will — like the Mini — become just a two seater.Driving On the road, the Mito doesn't disappoint its illustrious ancestors. Though the engine gets a lot of attention because of its eagerness, it is the suspension that quietly reflects how the Italians can, sometimes, get it right with a balance of comfort and fine cornering.There is some sharp reaction through the suspension to potholes but generally the Mito is a confident handler. The steering is initially offputting because it is electrically-assisted and feels vague and lifeless. But it becomes familiar and ultimately a joy to steer. But this is not my favourite car. The VW Golf is far too sophisticated and perfectly built for the Mito to challenge.Verdict: 76/100Alfa Romeo Mito Price: from $31,490Engine: 1.4-litre, 4-cylinder, turbochargerPower: 88kW@5000rpmTorque: 206Nm@1750rpmPerformance: 0-100km/h in 8.8 seconds, top speed 198km/hTransmission: 5-speed manual; front-driveEconomy (official): 6.1 litres/100km, (tested): 7.5 litres/100kmEmissions: 145g/km (Corolla: 175g/km)Rivals Audi A3 1.6 ($35,400) — 84/100;Mini Cooper ($33,450) — 68/100;Peugeot 308 1.6 Turbo ($31,590) — 86/100;Volvo C30 2.4 ($36,450) — 81/100;VW Golf 118TSI ($30,490) — 88/100

As any first-year marketing student will tell you, a new product must have a USP if it's going to succeed. Frustratingly for some brands it can take time for its unique selling points to be truly appreciated by the market.Skoda is a good case in point. The Czech brand's key selling points are solid engineering, borrowing heavily on its VW links, quality and delivering big on value for money.Skoda is a big seller in Europe, but here it remains a niche player; still a little known brand with unknown models. But Skoda has the firepower to impress. Its in the form of the RS — the sports version of its volume seller Octavia — and it has the merit to be a sales hit, but it remains a sleeper in the market, accounting for less than 20 per cent of Octavia's modest volume.But Skoda's battle to build excitement in its model mix took a giant step forward this week with the launch of the face-lifted RS. The Skoda dragon has woken and been stirred into action. The RS range has been diversified, offering buyers a wider choice of petrol or diesel engines and manual and manu-matic DSG transmissions.The latest RS neatly ticks two of the important marketing boxes: it packs performance without sacrificing fuel efficiency and it comes with a comprehensive list of standard equipment at a price which doesn't break the bank.Skoda Australia boss Matthew Wiesner says he finally has a range of RS models to win incremental sales. "We were handicapped by the previous RS in that we could only offer a manual petrol version. Now we have petrol and diesel, manual and the DSG and in liftback or wagon. It will probably still only account for 20 per cent of Octavia sales but that model is showing healthy growth, so it's all incremental. "What the RS does is add another layer to our model mix. It will attract younger buyers and even female buyers, which is what we need to expand."DrivingThe new RS's styling belies its potency. Here's a versatile liftback or wagon which successfully does double duty as a performance car and family bus. A wolf in sheep's clothing? Not quite, because the clothing gives a hint there's something here with more than average driveability.The RS comes to the party with lowered and stiffer suspension, new front and rear lamps, including for the first time, daytime LED running lights, 18-inch alloys, sports seats, alloy pedals, obligatory rear wing, chromed twin exhaust pipes and red-painted brake calipers. They all neatly lift the otherwise homely appearance of the Octavia. But if you are looking for the petrol or diesel badges to tell the RS twins apart you won't find them.Skoda has delivered two models which between them have an impressive set of numbers — starting with the price from $37,990, up just $300 on the previous version. That gets you into a Euro import with plenty of solid German engineering and better than expected Czech build quality.There's a generous level of standard bling for the money including dual zone air conditioning with air quality sensing, remote central locking, six-stack MP3 audio system, heated front seats, rain sensing wipers, rear park sensors and multi function trip computer. On the safety list you can tick the boxes for six airbags, advanced anti-lock brake system, traction and stability control and onboard tyre pressure monitoring. Luggage space in both the liftback at 560 litres and wagon 580 litres with rear seats up.Options include sunroof, front park sensors, satellite navigation with 30GB hard drive which replaces the CD stacker, Xenon headlamps and leather upholstery. The hardest choice for buyers is picking the petrol or diesel.There's an interesting balancing act here: the gap has narrowed between traditionally slower but more frugal diesels and the quicker but thirsty petrols.Skoda says the turbo-packing direct-injection petrol version can hit 100km/h in a claimed 7.3 seconds which is 1.1 seconds quicker than the diesel, but for a diesel a sprint time of 8.4 seconds for a vehicle which tips the scale just under 1.5 tonnes and is 35kg heavier than the petrol version is no embarrassment.The petrol version delivers peak power of 147kW over a 900rpm band, with maximum torque of 280Nm available from 1800 to 5000 revs, that's a huge broad band, giving the RS strong and long legs.The petrol version delivers where it counts. For a performance car the RS shows few vices: it feels well balanced, there's a degree of expected understeer which gets more aggressive as speed rises; only the brakes could benefit from more stopping power. But I just love the diesel alternative as well.It has a different driving dynamic but it probably is the better car to live with, especially if you do a lot of country running, that's to its massive low to mid range torque and good fuel economy. The secret is to keep the revs up.The diesel, now the most powerful in Skoda's range, sips a claimed 5.9l/100km for a mix of city and highway running compared to the petrol's 7.7l/100km.The common rail turbo diesel delivers 125kW, but its secret is the fat 350Nm of torque on tap from 1750 to 2500rpm. There's some turbo lag, but for a diesel, the engine is remarkably quiet so there's little of the old fashioned rattle and chatter.My pick? The diesel is impressive, but my choice is the petrol wagon. It offers the best of both worlds — a family-sized and versatile load carrier with potent performance. That's hard to ignore.

Unlike in Japan, micro city cars are a relatively rare sight on Australian roads. They populate the Japanese cities, where parking is impossible and insurance and taxes favour what they call ‘Kei’ micro cars.Locally smaller Japanese importers lead the way in the 1990s with the boxy Suzuki Wagon R and various 1.0-litre Daihatsus but sales were never strong for these budget econo-boxes.Today the quirky two-seater Smart ForTwo plays around the fringes of the light car pack but buyers have until now, have had little reason to bother with a three-cylinder city hatch. Australians, it seems, could never get their heads or hearts around a small engine unless astride a motorcycle.But roll forward to 2009 and micro cars like the new Suzuki Alto could soon enjoy their day in the sun. As budget buyers put their hip-pockets before horsepower, Suzuki's newest hatch could become a more common sight as fuel prices inevitably go up.Variants and pricing The two-model Alto GL and GLX range is expected to lead a baby car charge that will see the arrival of several new contenders over the next 18 months from China and Korea.Technically, Suzuki's five-door 1.0-litre enters the heavily populated ‘light car’ class and goes up against more powerful four-cylinder rivals from Korea and Japan. But the importer has a convincing pitch up its sleeve - price. The five-speed manual GL opener is $12,490, rising to $14,490 for the GLX manual. A four-speed automatic adds $2000.Equipment For that you get a well-equipped alternative to a second-hand car with safety features rarely seen as standard in this segment. The GL boasts six airbags, including head protecting side curtain airbags and anti-skid brakes as part of its standard safety package.Throw in airconditioning, single-in-dash CD stereo with MP3 auxiliary input, remote central locking, electric windows and the wee Alto becomes quite compelling. Move up to the GLX and you get electronic stability control thrown into the mix, as well as 14-inch alloys, front foglights, six-speaker stereo and tachometer.Suzuki Australia managing director, Tony Devers, says there is a growing awareness and expectation even among budget buyers that small cars should have curtain airbags, brake assist and stability control. "It is particularly relevant for parents buying their children's first car," he says.With that in mind, Suzuki wants to grow niche for the Alto ahead of new arrivals like the Hyundai i10, Proton Saga and budget entrants from China. It is doing a hard-sell on the car's safety and engineering, as well as low fuel economy and C02 emissions. Devers is hoping it will be as popular as it is in Europe and India, where demand is exceeding supply.Safety Despite its tiny size and light weight, the hatch makes extensive use of high-strength steels that help deliver a four-star crash rating. The smallest Suzuki tips the scales under 1000kg. It is 3500mm long and 1600mm wide and has a wheelbase of 2360mm and has a compact turning circle of 9m. To put that into perspective, the Alto is 255mm shorter and 90mm narrower than a Swift hatch.Drivetrain and fuel economy The Euro IV-compliant three-cylinder engine produces a modest 50kW at 6000 revs and 90Nm at 3400 revs and delivers a hybrid-like fuel economy figure of 4.8 litres/100km and CO2 emissions of 113g/km.The downside is that the engine must run on more expensive premium unleaded but it will also run on E85 fuel without complaint. However, according to Suzuki's calculations filling with premium adds an extra $1.20 a week for someone driving 15,00km a year.Although designed in-house, Suzuki turned to Europe for the car's contemporary look and driving experience.Interior and fit-out Inside there are no surprises. The cabin is contemporary with an integrated single in-dash CD/stereo, serviceable cloth upholstery and height-adjustable steering wheel. The motorcycle-inspired single speedo has an integrated digital fuel gauge and clock, while the tachometer on the GLX sits in its own pod to the right of the speedo.The front seats resemble those in the SX4 and Swift and are height-adjustable on the GLX. The back seats split-fold 50/50 with a small amount of boot space and there is a reasonable amount of storage space. The Alto is the first Australian Suzuki to be sourced from Suzuki's hi-tech Manesar plant in India.Driving To full appreciate the Alto's size, just pull up next to a Jazz at the traffic lights - the Honda looks enormous by comparison. The Alto is 400mm shorter and 95mm narrower than the smallest Honda and the 14-inch alloys look dinky on the car's grippy Goodyear rubber.But do not think for one minute that a three-cylinder Suzuki does not have the credentials to tackle bigger, more powerful rivals. Fire up the tiny engine and you get that distinct "heartbeat" throb at idle that identifies it as a three-cylinder. Once under way though that throb turns into a muted buzz that has a pleasant, if raucous, urgency as the revs rise.It may have a 988cc three-cylinder under the bonnet but combined with the car's low weight, the Alto is no shy, retiring type. It is quite capable of embarrassing some larger cars away from traffic lights and performs well when faced with the every day nip and tuck of city driving.The rorty engine has more than enough performance around town and for the occasional highway trip. The four-speed auto does sap some power, but the changes are slick and smooth. The surprise is that it will also cruise at 110km/h (3000 revs) in relative quiet and composure. Occupants are well insulated from wind and road noise.When we first drove the Alto we were surprised by its big-car ride and levels of refinement on some bumpy back roads. Now we've spent a week in a GLX commuting to and from work, our view has not changed. The ride is composed and handling composed. We've also grown to love the size and the fact that it will slide into small parking spaces that beggar belief.Another surprise is how the McPherson strut front and multi-link rear suspension soaks up the bumps of rougher undulating roads with composure that would not be out of place in much larger car.Thanks to the strong body, the Alto feels more substantial than it really is and the six standard airbags and stability control are welcome. The full-size spare tyre is also welcome in the segment. The added safety features are welcome but in reality, most drivers will never exceed the car's handling limits.Visually the car benefits from its European design input, with a cohesive tall-body look within its compact dimensions, set off with oversized headlights.In profile the car has a wedge shape courtesy of a rising shoulder line along the rear door. At the back, the truncated rear has a wide opening hatch with large tail-lights set high into the C-pillar.Inside, the cabin is sturdy and modern, despite the extensive use of hard plastics. This is Suzuki's first car out of India and it is a good effort. Despite reasonable storage space some of the creature comforts we have come to expect are missing.Suzuki has fixed the lack of a proper glovebox lid, but there's no a manually dipping interior rear view mirror. The exterior mirrors are also manually adjustable only and the car's horn sounds like the frantic cry of a budgie.A grippier steering wheel would be a nice touch too as the plastic tiller on the test car was a bit slippery. At least both the driver and front seat passenger do well in the comfort stakes. Occupants sit high and there is plenty of leg and headroom even if you sit shoulder to shoulder with your passenger.The SX4-sourced seats are supportive and comfy but when you jump into the back seat, legroom is modest. The boot too is tiny. We suspect many owners will just flip the 50/50 split back seats down and use it as a comfortable two-seater and occasional four-seater.We love the Alto's cheeky looks and thrifty economy. Being a Suzuki, the running costs should also be low. But its biggest advantage also remains its biggest challenge.Buyers will obviously compare the car's size and on-road price to dominate players like the Hyundai Getz, Toyota Yaris and Mazda2. Prospective Alto shoppers may also be wooed away by the slightly larger Swift.Verdict: 70/100 

There’s no doubt the little city package has loads of street presence with style to burn. But with the growing competition for buyer attention in this segment, it needs to be a bit more than just a head-turner.EngineThe Mazda2 Maxx is powered by a 1.5 litre, four cylinder in-line 16V DOHC engine, with sequential valve timing. It puts out 82kW at 6000rpm and 141Nm at 4000rpm. Fuel economy numbers for the five-speed manual sit around the 6.6l/100km and 7.0l/100km for the four-speed automatic.Exterior The Maxx is compact at just under 3.0 metres long and 1.68 metres wide, and with a strong crease line swooping from top of the front wheel arch to high in the rear, it sits with a sense of purpose and agility. Body-coloured power mirrors and door handles, a rear roof spoiler and alloy wheels are standard features that dress up the Maxx.InteriorInside, the Mazda2 Maxx is comfortable and airy. The seats are basic but offer some support. Head and leg room is adequate and the rear seats are 50/50 split fold.Mazda’s whole 2 range shares the full complement of interior features but for a six stacker CD player, a multi function steering and a slightly higher grade cloth trim that appear only in the Maxx and Genki models.Safety and security On top of the basic airbag package, safety features in the Mazda2 Maxx include anti-lock brakes, electronic brake-force distribution, central locking and an engine immobiliser.PricingThe Mazda2 Maxx starts at $18,650 for the three-door manual and tops out at $21,300 for the five-door automatic. The optional safety pack that includes side and curtain airbags will set you back another $1,100.Driving On the road, the ride comfort is above average and handling is surprisingly tight. The Maxx also stays quite flat going hard into corners.Acceleration is far from mind-blowing - as you’d expect from the modest outputs - but it’s decent for such a small car. It doesn’t make too much of a fuss around the 110km/h mark on the freeway and holds its line well on the bitumen. At that speed you do get a little tyre rumble and side-mirror woosh but generally the cabin is quiet enough to hold a conversation without having to shout.Around town is where the Mazda2 Maxx shines, with the electrically-assisted steering getting extra bonus points when trying to jam the little car into tight parking spots. The multi-function steering wheel is a nice touch - both from creature comfort and safety points of view -and the gear-stick placement takes a bit of getting used to. But at this modest level of performance, the quirkier the car, the better it will possibly endear itself to potential buyers.