Hatchback Reviews

If there's a car-buying group called SINKs, then this car fits the bill. ‘Single Income No Kids’ - perhaps the target market for Alfa Romeo's latest bambino, the MiTo (pronounced me-tow).Despite the company's efforts to distance the new little Alfa from its Alfasud ancestor, the comparison is easy to make.A cute, lightweight, spunky little three-door Italian upstart - but the Alfa jokes of old (you can hear it rusting, etc) don't appear to have much currency now.The looks are distinctive - inspired by the raucous 8C Competizione ? it appears startled from the front but taut and lithe from the rear. However, but there's no doubt as to its heritage.Drivetrain This is the base-model and there's a flexibility that belies the size of the powerplant - the lower-pressure turbocharged 1.4-litre engine, which provides 88kW and 206Nm to haul 1145kg.As the revs rise there's not quite the hair-raising note that some might expect from a fiery little Euro-hatch, but the MiTo gets along at a decent clip.The $31,490 MiTo does the job with admirable vigour, even before we've started playing with the Alfa Romeo DNA system.No, we're not cloning little Italian hatchbacks - it's a three-position (Dynamic, Normal and All Weather) switch that sharpens throttle and steering.There's some difference to be experienced by the changing of the settings but it's not a massive change in character. Alfa Romeo has also fitted the MiTo with an electronic Q2 limited slip differential, one of several active safety systems. Whatever the acronyms, the MiTo is a pert and entertaining little machine, but there are still things not to like.Safety For a little car, the crashworthiness is good - it gets a five-star Euro NCAP safety rating, with seven airbags (front, side, curtain and driver's knee), with anti-lock brakes and stability control to help avoid the impact in the first place.Equipment The features list also includes a trip computer, airconditioning (Sport has dual-zone climate control), remote locking and boot release, steering wheel audio controls, cruise control, a leather-wrapped steering wheel, hill holder, front power windows and a premium six-speaker sound system.Driving Despite the clever drivetrain there's still some torque steer to be conquered - not as much as some more powerful front-drivers but it can still dart off and be wayward on tighter corners.The beauty of the little Italian upstart is that it's light - just over 1.1 tonnes - and that number translates to it being light on its feet. Darting through traffic, the little powerplant has enough punch to put the little three-door through gaps without thinking twice.It is also easy to park, being light in the steering at parking speeds.The gearshift is not the sharpest cog-swap on offer in the segment either; the MiTo feels a little rubbery, with first sometimes tough to engage, as well as the odd mis-selected cog. You would think the lack of an automatic variant in the Australian market - which seems to love automatics - would have slowed sales.But the little Alfa has a two-month wait if you ask for something specific in colour and equipment; a double-clutch transmission is on the cards for early next year.The ride quality is a little crashy on some broken surfaces as well - it's not that bad that you can't live with it, but perhaps the standard car with 16in alloys could have had a little more compliance, leaving the $37,490 Sport model (shod with 17in alloys) to go harder.Taller drivers are going to have issues, because despite reach'n'rake adjustable steering and a height-adjustable seat, anyone over 180cm is going to succumb to the short-leg, long-arm set-up behind the wheel.The other driving position issue is the rear-vision mirror, which sits low on the windscreen and can't be raised because of the - admittedly-worthwhile - seatbelt monitor.The result is a stooped driving position that eventually resulted in a crook neck from trying to look under the mirror at traffic on the left.The SINKs acronym could also refer to the boot, which is not bad for the segment but won't take a folded stroller and nappybag without removing the parcel shelf/boot cover.For all the ergonomic complaints, the little MiTo has some character about it - more than a few small car drivers (behind the wheel of Japanese, Korean and European machines) craned for a better view of the spunky little Italian, which speaks volumes for the MiTo's appeal for the fashionably-chic.Alfa Romeo MiTo Price: from $31,490 plus on-road costsEngine: 1.4-litre 16-valve turbocharged four-cylinderTransmission: five-speed manual, front-wheel drivePower: 88kW @ 5000rpmTorque: 206Nm @ 1750rpmPerformance: 0-100km/h 8.8 seconds. Top speed 198km/hFuel consumption: 6.1litres/100km, on test 8litres/100kmEmissions: 145g/kmRivals:Mini Cooper, from $33,450.

Diesels in small cars are becoming more accepted and Ford's updated Focus TDCi will do nothing to detract from the trend.Only its price might go against the torquey little hatchback - at a $28,290 starting price there are a couple of cheaper alternatives, but the Focus is by no means the most expensive either.Interior The first thing noticed from behind the wheel is the high seating position relative to the steering wheel, even at the extremes of seat and wheel adjustment.It's something of a Ford trait but will only bother taller drivers - the Falcon has a similarly high set-up, which puts the legs close to the wheel and can make getting in and out a little cumbersome.The centre console area has the controls for the sound system, with a central knob menu set-up which takes a little deciphering, but once set up is easy to use, given that most functions can be controlled from the wheel.The seats are comfortable enough but feel a little too flat, sitting on rather than in, which becomes more noticeable as lateral forces grow.Drivetrain Even for a mainstream model, the TDCi can generate a decent amount of force in the corners, leaning a bit but settling nicely into corners.Firing out of them is child's play as well, with 320Nm of torque (340Nm briefly on overboost) pushing the front wheels around a little and sometimes firing up the standard stability control - more subtle use of the throttle is very effective.The six-speed double-clutch gearbox (a $2000 option) is smooth and quick - with the manual shift pattern going the correct way - but it has no sport model and is a little less frugal than the manual.While not as powerful as the XR5 Turbo petrol hot-hatch, it offers similar torque levels without the thirst, laying claim to 5.9 litres per 100km (the manual returns 5.6) versus 9.3 for the XR5.Figures for a comparable model in the UK suggest 7.8 litres per 100km around town - which is where we spent the bulk of our time in the TDCi, with a claimed 4.7 litres per 100km on the EU highway cycle, a number which is not difficult to believe either.Filling the 53-litre tank and pointing the Focus TDCi at the open road, the little five-door has a potential highway range of between 900 and 1100km.The two-litre direct-injection turbodiesel produces a noise that suggests diesel but its not as intrusive as some diesel passenger cars, with good insulation from vibration as well.Using the manual gear selector, the in-gear urge is strong, with the double-clutch transmission only sometime conspiring with small amount of turbo lag to have a moment of indecision.Equipment The Focus range has air conditioning, tinted windows, a four-speaker CD sound system with MP3 input, remote keyless entry, power front windows and mirrors, a trip computer and variable intermittent windscreen wipers.The optional Safety Pack (with stability control, emergency brake assist and side-curtain airbags) is standard fitment for the TDCi, along with 16inch alloys, front fog lamps, cruise control, a leather-wrapped steering wheel with audio controls, front and rear power windows.The TDCi also gets a large centre console with sliding armrest (with useful storage capacity) and a rear seat centre armrest.Something that also remains on the Focus - but is unfortunately is fast disappearing across the board - is a roof antenna for the sound system. In-glass antennas don't get the job done with the same degree of clarity and until we're all completely digitalised then a decent external antenna is preferable.The Focus offers good boot space, with the rear end swallowing plenty of the usual family gear without an issue.Market Plenty of brands are spruiking hybrids and around town, hybrids make the most of the staccato traffic flow, thanks to regenerative braking and stop-start functions.Ford's early numbers show the new model running between 7 and 10 per cent but it deserves a better chunk of the market.But little diesels claw back some points on the open road and the Focus is an all-rounder worthy of recognition.Ford Focus TDCi hatch Price: from $28,290.Engine: two-litre 16-valve DOHC direct-injection 16-valve four-cylinder turbodiesel.Transmission: six-speed (optional) double-clutch automatic, front-wheel drive.Power: 100kW @ 4000rpm.Torque: 320Nm @ 2000rpm.Performance: 0-100km/h 9.3 seconds. Top speed 200km/h (governed).Fuel consumption: 5.9litres/100km, on test 7.6 litres/100km, tank 53litres.Emissions: 157g/km.RivalsHolden Astra CDTi, from $29,290.Hyundai i30 SX CRDi, from $21,890.Dodge Caliber SXT CRD, from $32,490.Kia Soul CRDi, from $30,890.  

There is a new baby car screaming for attention. Suzuki's new five-door 1.0-litre Alto hatch enters the light car class from $12,490 for the well-equipped five-speed manual.It is pitching into a new nursery of sub-light microcars heading our way from Korea and China over the next 18 months. But in reality it must also go up against larger-engined rivals like the three-door Hyundai Getz, Holden Barina and Toyota Yaris, as well as the Kia Rio.But Suzuki Australia general manager, Tony Devers, says the public mood is right for a car like the Alto. "If economists are correct we could be paying $1.60 a litre for petrol by Christmas so there is an opportunity with cars like this," he says."The Alto is not only a good proposition for budget buyers, but people with an eye for economy and the environment."He has big hopes for the five-door hatch even though Suzuki has set quite modest sales targets of just 1000 this year and about 3000 next year. Devers says it has the potential to help grow a new segment ahead of the arrival of the Hyundai i10, Proton Saga and entrants from China. "Hyundai is keen to see how this car goes but we don't want to give too much away with our expectations," he says.Suzuki is doing a hard-sell on the car's European styling and engineering, good fuel economy and low C02 emissions, presenting itself as a real-world low-cost `green' car."The Alto is already a hit in Europe and India, where demand is exceeding supply. Although designed in-house, Suzuki looked to Europe for inspiration in both the car's styling and driving experience.Platform and safety The smallest member of Suzuki's range tips the scales at just 850kg and measures 3500mm in length and 1600mm in width and has a wheelbase of 2360mm. It has a compact turning circle of 9m. The car is only marginally shorter than the Swift, which measures 3755mm long and 1690mm wider. Despite its diminutive size and light-weight, the Alto makes extensive use of high strength steels that have helped deliver a four-star crash rating.EngineThe Alto is powered by a Euro 4 compliant three-cylinder engine that develops 50kW at 6000 revs and 90Nm at 3400 revs .Its combined fuel economy figure is a hybrid-busting 4.8 l/100km and CO2 emissions of 113g/km. However, the downside is that the engine must run on more expensive premium unleaded.Variants and pricing Two variants are available, the GL and GLX. Introductory prices start at $12,490 for the GL manual with the GLX manual $14,490. A four-speed automatic is an extra $2000. Despite its low-cost entry, the micro-Alto gets standard safety features rarely seen in the light car segment. Six airbags, traction control, anti-skid brakes and brake assist are standard and the GLX version adds electronic stability control.The GL has air conditioning, CD stereo system with MP3 auxiliary input, remote central locking, anti-skid brakes and front electric windows.The GLX adds 14-inch alloys, foglights, a six-speaker sound system and tachometer. A full-size spare wheel is also standard.Appearance and interior Visually the Alto adopts a distinct Euro look within its compact dimensions and oversized headlights. In profile the car has a wedge-shape with a rising shoulder line along the rear door that provides a contemporary look. At the back the truncated rear end has a wide opening hatch with large high-set tail-lights and bumper. Inside the cabin uses sturdy, but hard plastics, integrated CD/stereo, height adjustable steering wheel.The driver gets a motorcycle-inspired single speedo with integrated digital fuel gauge. The front seats are similar to those in the SX4 and Swift and are height adjustable on the GLX. The rear seats split fold 50/50 with a small amount of boot space. There are plenty of storage spaces in the cabin.The CD stereo was specifically designed for the car to wrap seamlessly around the centre console.MarketDevers expects the Alto to be popular with people looking for a low-cost second car and two other distinct buyer types. "There are the over 45 couples or empty nesters and then the 18 to 23 year old singles looking for their first car," he says. The Alto is build at Suzuki's Manesar plant in India. The first Alto was launched in Japan in 1979 and over the past 30 years more than 10 million have been sold globally.DrivingThis is not a story about power and performance. The Alto is not that type of car. Instead, you get a reasonably willing little three-cylinder city commuter that even with just 50kW on board, can keep up with peak-hour city traffic without trouble.The bigger surprise is how refined the Alto is over rougher undulating roads. It exhibits a high level of engineering integrity in the way it steers and rides over some of Melbourne's harsher bumps.And those who expect tinny cheap-as-chips motoring will be pleasantly surprised. The Alto feels like a more substantial car that it really is and the six standard airbags provide some extra comfort. The doors shut with thud and the cabin is sturdy despite the extensive use of hard plastics.There is plenty of storage but the lack of a proper glovebox lid means valuable items will need to be tucked out of sight. Front seat passengers are treated well. There is plenty of leg and headroom and the seats are surprisingly supportive. In the back though, legroom is modest and so is boot space. We suspect many owners will just flip the 50/50 split rear seats down and use it as a comfy two-seater.Fire up the 988cc three cylinder and you get a distinct "heartbeat" throb at idle that smooths out once under way. At highway speeds the wee little hatch is quite capable of keeping up with traffic while the cabin remains impressively quiet and composed. Wind noise is low and the car will track true even in the harshest crosswinds.Of course if you mash the accelerator away from traffic lights the engine will scream its lungs out but it is a willing, if leisurely performer. Perhaps the only downside is that when mated to the smooth four speed auto - expected to be the most popular choice - it is a little slow off the mark.The steering is direct yet reasonably weighty, but not enough to discourage folk who like light-fingered steering. The Alto's tiny turning circle and size makes it the perfect city car.But the biggest surprise about Suzuki's newest hatch is that after four hours tootling around town we could quite easily have hit the road to Sydney without feeling even slightly embarrassed, particularly when you pulled up at a petrol pump.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Mazda is not a company that needs to be told something twice. Hence the more overtly aggressive look of the new Mazda 3 MPS.

The hot turbocharged hatch accounts for only a small part of Mazda 3 sales, but its importance goes beyond that to the halo it casts over the rest of the brand.

Sexy, very clever, Italian and honest to the point of being brutal.Meet eco:Drive, your personal driving coach that comes with Alfa Romeo's latest baby, the MiTo Sport. The eco:Drive function is part of the windows-based Blue and Me telematics system pioneered by Fiat and now finding its way into the range-topping model of the little MiTo 3-door ‘super mini’ from Alfa Romeo. When prompted the eco:Drive software will store key features of a driver's style including throttle application, gear changes, clutch behaviour and more over a minimum five-day period."Essentially the onboard software is a data-gatherer which you can then download to a memory stick and transfer that to a computer," Alfa Romeo Australia's Edward Rowe says. "The software at the eco:Drive website will analyse that data and make recommendations of how to adjust your driving style to be more economical."Rowe says that aggregated information collected from drivers using the software shows that the average savings over more than 10,000 users has been 10 per cent. "While there is nothing especially new about the driving tips what the software can do for you is benchmark your starting point and then coach you over time so that you can see an actual return from the changes you make."While Blue and Me and eco:Drive are only a small part of the MiTo whole, the techno-clever systems are just part of the net Alfa Romeo has cast in search of new and younger buyers.PricingPriced from $31,490 for the entry level model and $37,490 for the MiTo Sport, the little Alfa is aimed squarely at BMW's legion of Mini faithful with dreams of drawing the young and well-heeled away from the German manufacturer and across the border to Italy."I am comfortable with our prediction that 80 per cent of MiTo buyers will be new to Alfa Romeo while 45 per cent of buyers will be under 30 years of age (currently only 5 per cent of Alfa buyers fall into that demographic)," Alfa Romeo Australia general manager Edward Butler says. "We have to accept that there will be some Alfa owners moving from the 147, in particular, but most buyers will be new to the brand."Alfa is also hoping to swell its ranks of female buyers from the current 12 per cent, but Butler concedes that is unlikely to happen until the arrival of the robotised manual (DSG-style) automatic next year. "At the moment we are calling around 35 sales a month but when that gearbox is available, early next year, I wouldn't be surprised to see that double," Butler says.Drivetrains From launch the MiTo is available in two trims, both running a turbo-charged 1.4-litre four-cylinder engine, with the base car producing 88kW and 206Nm while the Sport is boosted to deliver 114kW and 230Nm.Both cars have the same MacPherson independent front, and torsion-beam rear, suspension set-up. But MiTo drives the front wheels through a 5-speed manual while the Sport gets a slicker 6-speed box.Alfa Romeo is claiming a combined fuel efficiency of 6.1-litres per 100km for the less powerful engine and 6.5 on the same combined cycle for the Sport. From the launch drive experience it is not unreasonable to assume that with careful management they are achievable numbers.DrivingOn the road the MiTo twins are two very different cars. The Sport is as it suggests, a sharper and more aggressive character with a willingness to spin up towards the 6000rpm peak before getting breathless. The car has good, strong mid-range torque and a nice rorty note when booted and Alfa claims a 0-100km/h sprint of 8 seconds — not that impressive on paper but it feels nice and aggressive on the road..There is good feedback from the steering, even if at times there is a little too much of the road surface imperfections transferred to the steering wheel. The front suspension is a little nervous and can be unsettled by broken surfaces but not to any alarming degree.At the entry level the engine is still a willing worker, if a little less athletic (8.8 seconds for the 0-100km rush), but the softer suspension settings take away a degree of the sportier car's directness and steering feel.The ride quality from both cars is surprisingly good for what is a small car with very short wheelbase. Less pleasing are the seats which are not up to Alfa's normally high quality. There is little bolstering on both the squab and the back and the fiddly back angle adjustment is an annoyance, although the presence of an anti-whiplash headrest system is a plus.Alfa's take on selectable driving modes is the quaintly-named DNA (Dynamic, Normal, All-weather) settings which act on the engine mapping, steering, suspension and gearbox to match the driving aggression to conditions and the driver's preferences. The system works well and combined with the rather trick Q2 program: a torque and brakeforce distribution protocol that mimics the presence of a self-locking differential provides a comforting surety of drive through the front wheels.Equipment levels in both cars are good, naturally enough better in the Sport, though trim materials in both show evidence of cost cutting with hard-touch surfaces abundant. One area in which there has been no cost cutting is safety, with seven airbags standard, an early crash sensor to ensure fast inflation of the two-stage front bags, VDC (stability control), cornering brake control and anti-lock brakes with electronic brakeforce distribution.Boot space in the MiTo is commensurate with the size of the car and while not expansive it is useful. Less so the rear seats which, in line with most cars in the sub-compact segment, are not somewhere any fully-grown and fully-limbed adult will want to spend much time.

Finding the best transport for your family has always been difficult. Once there was the family favourite station wagon, until it became better known as a rep’s car, then there was the four-wheel drive, until most of us worked out that it was too expensive to run and often wasn’t big enough anyway, and of course there was the peoplemover, which felt like driving a van and had questionable safety.The problem is that vehicles suited to transporting the family have never been cool, but that was until carmakers realised there was a serious need for cars capable of accommodating a family and still be safe and appealing.The Japanese have attempted it with some success, as have the Americans, but it’s the Europeans that seem to have done it the best.The Renault Scenic is one of those. It will swallow a decent sized family, it isn’t huge and unwieldy to drive, and being based on a Renault passenger car platform it has decent road manners.MODEL WATCH The Scenic proved a runaway success when originally launched in Europe in 1996 and in no time at all there were imitations everywhere.It was essentially an upright styled mini-wagon built on a sedan platform.While its styling screamed family wagon its European heritage somehow made it acceptable. It’s unlikely a sales rep would ever be seen in a Renault after all.It was inside that the Scenic really came into its own. With a flexible, and adaptable seating arrangement it could accommodate five, or seven in three rows of seating that could be split and folded, even removed, to suit the number of people you wanted to transport and the gear that was to go along with them.It really was sensible transport, but with a touch of French flair to take some of the serious edge off it.At launch its power was delivered by a 1.6-litre double overhead cam four-cylinder engine putting out 79 kW and 148 Nm, but in 2003 this was replaced by a more powerful 2.0-litre unit developing 101 kW and 188 Nm.It could be linked to a five-speed manual gearbox or a four-speed auto, with drive through the front wheels, and there was also a high-riding 4x4 model available with all-wheel drive.Renault offered three levels of equipment, starting with the Expression, then moving on to the Dynamique and the Privilige.All were well equipped with plenty of standard features.The Expression boasted air, power windows and mirrors, central locking, tilt adjustable steering wheel and height adjustable driver’s seat, trip computer and a chilled storage compartment.Add climate controlled air, a CD player, leather and alloys and you had the Dynamique.At the top of the range the Privilige then got you remote central locking, rear sunshade and a central armrest.An update in 2002 saw roof rails introduced on all models, and twin sunroofs added to the Privilige.IN THE SHOP Before buying a Renault, any Renault, check where you can get it serviced and it’s worth finding out how competent they are while you’re at it, perhaps by talking to an existing customer or two.Renault isn’t well serviced with dealers outside of the major cities and it’s important to know that whomever will be wielding the spanners on your car really knows the make.Too many owners report having serious engine damage because the cam-timing belt has snapped while they’re driving along.It seems it often happens before the car gets to the scheduled change point of 100,000 km.If you’re buying second hand check that the belt has been replaced as per the service schedule. If it hasn’t been it would be wise to have it changed.The Scenic’s interior tends to wilt under the relentless attack of the Australian sun so look for signs of wear and tear on the trim and broken or buckled plastic bits and pieces.Parts can be expensive when they fail so keep that in mind before taking the plunge.IN A CRASH The Scenic was well equipped to crash with front airbags for the driver and front passenger as well as side front airbags.ABS antilock brakes were standard across the range, along with electronic brakeforce distribution for added safety under braking.AT THE PUMP The 2.0-litre engine is quite economical in general use, so expect to get 8.0-9.5 L/ 100 km depending on the type of driving.OWNERS SAY Ricky Bryan and his family owned a 2001 Scenic until last year and while they mostly liked it there are some things they don’t miss. As a car for a young family it was just about perfect, Ricky says. His wife loved the high driving position, the ease of getting their daughter in and out of her capsule, the boot space for the pram etc., and versatile interior. They both loved the looks, the safety gear and the trinkets, part leather seats, twin sunroofs, climate control air, and all the storage compartments. But they didn’t like the quality, servicing costs and availability of people who could service it, and nor did they like its reliability, re-sale value and its general lack of oomph in anything but flat going. There were numerous problems with the trim, from early wear to failure of parts like the sunroof motor at a cost of $3000 to repair, but the big problem was that their dealer made a mess of the cam belt change and the motor was heavily damaged as a result. They’ve now moved on to a Holden Astra, but miss the Scenic in many ways.Daniel Hale bought his 2001 Scenic 4x4 one and a half years ago and says his family enjoys it very much. The handling is great, no matter the quality of the road, and the four-wheel drive is good for light off-road work. While the 2.0-litre engine won’t win any speed contests he has pulled a fully laden trailer with no problems. It is surprisingly roomy and he likes the ability to pull the back seats out individually. He says it gets 8.2 L/100 km on the highway and 9.2 L/100 km around town, with an average of about 8.7. He has not had any trouble with regular services, but says the more involved jobs can be tricky for bush mechanics. Once, the cam belt snapped after being incorrectly installed and the engine had to be rebuilt. Apart from this there have been few mechanical problems and it’s now done 170,000 km.Stan Caple and his wife were attracted to the Scenic having owned a 1972 Renault 16 TS and had enjoyed the clever design and practicality of that model for family carrying, touring, comfort, and economy. The inner space and flexibility of the Scenic won them over and they bought a Scenic I before moving on to a much improved Scenic II after 16 months. At 70 years of age Stan likes the ease of getting in and out of the Scenic. He also likes the luggage space and the clever hideaway recesses built into the car’s interior. It’s economical, getting 8.3 L/100 km on average, the servicing has been reasonably priced, the ride and handling competent and the brakes superb. Stan’s only concern is the availability of dealers once you leave the big cities.In 2004 Phil Dixon and his wife were looking to update their faithful 1991 Holden Nova to a bigger car for the arrival of a baby. They wanted something that was a little different from the rest of the pack and decided on a 2003 Dynamique. Their first test drive of a used Scenic almost turned them off it, but they changed their minds when dealers were offering “unbeatable” deals in early 2005. For them the Scenic had the size they wanted, the space for a pram, the high ride height they liked, the safety of front and side airbags, and the different look they preferred. Having bought it they have found it to be reliable, economical, with good visibility and surprising performance. Their gripes are that it needs premium unleaded, and the auto trans, which they don’t like.Nigel Beddoe bought a second hand 2003 Renault Scenic with 85,000 km on the clock. The main reason for buying it was that it was easy for his wife, having had back surgery, to get in and out without having to bend; it was also easy to out their new baby into to the car seat. He says the seats are exceptionally comfortable and the layout very versatile. He also says the 2.0-litre engine is gutsy, but also economical on a run. Overall he says it is a great and versatile little car.LOOK FOR • compact outer dimensions• surprisingly roomy• flexible seating• high seating position• timing belt failuresTHE BOTTOM LINE Roomy interior with flexible seating arrangement make the Scenic an ideal choice for family transport.RATING 65/100

Mini cars are supposed to be cheap and cheerful, or at least they were when VW launched the Polo back in 1996. Back then you handed over $14,990 and drove away in a small car with no more to pay.They came with few frills, their purpose in life was to provide bare bones transport that was a bit better than catching the bus. They weren’t supposed to be comfortable, fun to drive and have features, but than along came VW with the Polo and a new concept in small car motoring. On home turf the little VW competed at all levels of the small car segment, but when it arrived here it was loaded with features, which put it right at the top end of the class.It was part of VW’s local market positioning policy that was designed to create a prestige image for the brand. No matter which segment you cared to look at the relevant VW model was positioned at the upper end of it. In short the VW Polo was a prestige mini car.MODEL WATCH When the first Polo arrived here in 1996 it was already an old model in Europe having been launched two years earlier when it was hailed as the European small car of the year.With a price tag a tick under $20,000 it cost almost half as much again as the average mini car at the time. Not only did it put it in a sub-class of its own, it was competing price wise with models in the bigger small car class. VW reasoned that there were people out there who would spend more on a smaller well-equipped and built car than they would on a larger car with fewer frills.Like most mini cars the five-door Polo hatch was a rather upright device with its alloy wheels placed at the corners to maximize the interior space available to accommodate four adults and their baggage. While its shape was functional it wasn’t at the expense of its looks. It remained a cute little car that had a personality of its own.Inside it was light and airy with enough room to comfortably seat four adults, five at a pinch, although it was a tight squeeze. The seating position was upright and the seats were typically German, hard and a little like sitting on a board, but there was generous head and elbowroom, and ample legroom, for a car of its dimensions. The front seats could be adjusted for height and rake, and the rear seat could be split and folded flat for extra flexibility in carrying large of odd-shaped packages.The dash was typical VW, functional rather than stylish, but all controls fell nicely to hand and were easy to use. Everything about the interior, from cloth trim to the plastics used, gave a sense of quality, which was reinforced by the fit and finish.There was just the one engine offered at launch, a single overhead camshaft 1.6-litre four-cylinder unit, which made it the biggest engine in the class. With fuel injection, it put out 55 kW and 128 Nm, but needed premium unleaded to perform at its best. A makeover in 2000 saw the engine shrink to 1.4 litres. The new double overhead camshaft unit put out similar performance to the old 1.6-litre engine with 55 kW and 126 Nm. A major update in 2002 brought fresh styling and a three-door hatch for the first time, while 2003 saw a double overhead camshaft 1.6-litre engine added to the range.The transmission choices were a five-speed manual and a four-speed auto.On the road the Polo was a zippy little car with plenty of get up and go, no doubt due to the 1.6-litre engine. If you preferred to roll along comfortably with the traffic it would do it, but if you wanted some fun at the wheel it could be stirred along without losing its poise.IN THE SHOP The Polo has a quality feel about it, from the solid ‘thunk’ when the doors close to the fit and finish of the plastics inside. It all suggests a long life and little trouble, and that’s what owners report.Make the usual checks for a service record. VW servicing tends to be expensive and many owners choose to take their cars elsewhere to have them serviced so check carefully to be confident that it has been well serviced by someone who knows what they’re doing. The engines have a belt turning the camshafts so make sure that’s been serviced at the appropriate time.When driving listen carefully for any noises coming from the engine, and make sure the auto transmission engages gear smoothly and without hesitation. On a manual gearbox note when the clutch takes up and any reluctance to engage gears, which may indicate a clutch replacement is near.Also inspect the body to signs of a bingle. All doors, and the hatch, should open and close smoothly, and any mismatching of the paint would suggest a repair has been made.IN A CRASH An agile chassis and responsive steering are a good start to getting out of trouble when faced with a crash, but with airbags for the driver and passenger the Polo is a sound safe bet.AT THE PUMP The Polo is a fuel-friendly little car that will return on average 7.5-8.5 L/100 km around town.OWNERS SAY Nadine McLean’s friends and family were shocked when she swapped her VS Holden Commodore for a six-month-old 2004 VW Polo Elite automatic in 2005, but she loves it. She says she had never considered buying a VW until she got into a friend’s Golf and loved the quality feel of the interior. She says the Polo runs like a dream, is great on fuel, and is easy to park, even in tight spaces. Her only complaints are a tight door handle that requires some force to operate, a skipping CD player, and the cost of servicing, which she says is “unbelievably expensive”.Twenty-one-year-old Vanessa says the Polo is the perfect “chick’s” car. She owns a 2000 Polo hatch that has done 80,500 km and “absolutely loves” it. Vanessa says it's easy to drive and park, and has been reliable, economical, and looks new even though it’s now seven years old. The downside, she says, is that it’s a little underpowered with a full complement of passengers.LOOK FOR • Cute styling• High level of equipment• Reassuring handling• modest performance from 1.4-litre engine• good build quality• generally robust and reliableTHE BOTTOM LINE A light and responsive little car that’s ideal for those who want more in their small car motoring life.RATING 80/100

The Japanese and the Koreans hold sway in the small car segment, they have done for years, but there are now also a number of European brands, like Renault, fighting for a share of the highly competitive market.Renault returned to the market in its own right in 2001, but prior to that it had a somewhat chequered history under the control of independent importers.If you were to turn the clock back 30 years ago you’d find Renault was a well respected brand with a loyal following, but that was eroded through the ’80s and ’90s when it stuttered and stumbled along and lost the confidence of the market. Buyers could never be really sure their dealer would be there when they next took their car in for service.With that background Renault had plenty of ground to make up when it stepped in and took over the distribution of the brand itself in 2001.It hasn’t set the world on fire since it did take back control; instead it has gone along quietly without much fuss as it has worked to rebuild the brand in the eyes of the market.MODEL WATCH The Clio was a small hatch that was given a tough task when Renault launched it against the heavyweights of the small car market in a category that was traditionally price driven.To succeed Renault had to convince buyers that it was worth paying a little more for the features and refinement of a European brand.The problem for Renault was that the mostly Japanese competition had lifted their game considerably and brands like Mazda and Honda were selling some pretty hot little cars.But the Clio had plenty to offer anyone who cared to take a closer look. It was an attractive looking little car with a dash of French flair that made it stand out from the Japanese crowd; it was packed with plenty of features and was a fun little car to drive.The company first hit the market in 2001 with a handful of hot 2.0-litre Clio Sport three-door models to help kick-start the brand with a sporting image.They were followed a few months later by a facelifted model, and with that came the full range.There were three and five-door hatches, with three levels of equipment, and a number of limited edition models that came with a few extra features.Engine choices were 1.4, 1.6 and 2.0-litre, but the 1.4-litre was the only one available with an automatic transmission.The engines were all double overhead camshaft units and willing little things if you were prepared to rev them.At the entry end of the range the 1.4-litre engine put out 72 kW at 6000 revs along with 127 Nm at 3750 revs.The 1.6-litre delivered a little more power and torque, with 79 kW and 148 Nm respectively, but it was the 2.0-litre that really provided the thrills with 124 kW and 200 Nm.The 1.4-litre auto Expression five-door hatch kicked off the range in style by winning the trophy for the best small car in the 2002 ‘Australia’s Best Cars’ award.When stacked up against other small cars it was well equipped with standard features like air, adjustable steering wheel, power front windows, six-speaker sound system with cassette player, remote central locking and an engine immobiliser.Step up to the five-door Privilege or three-door Dynamique and you got the 1.6-litre engine and a five-speed manual gearbox. You also got the extra comfort of climate control air, a trip computer, lumbar adjustment for the driver’s seat, and a CD player.At the top of the range was the fun-filled Sport three-door hatch that boasted the 2.0-litre engine. Light and powerful the Sport delivered high performance with go-kart like handling and powerful braking power courtesy of its disc brakes on all four wheels.The lesser models were more biased towards ride and quiet comfort, but still handled well if not quite as direct and precise as the Sport.Being small there isn’t heaps of room inside the Clio. It was fine for those sitting in the front that enjoyed a comfortable time in supportive seats, but those in the rear found themselves a little cramped.IN THE SHOP The Clio is mostly reliable without any major problems.Those problems it does have tend to be fairly minor ones, like electrical faults, warning lights staying on, and sometimes difficult starting.Other than those there can be the odd oil leak around the engine.The engines have a cam timing belt that requires changing at 100,000 km and it’s important that it is changed. A breakage can lead to major internal damage to the engine that’s expensive to repair.It’s also worth checking where you will get your Renault serviced as there aren’t as many dealers around as there are for other makes. The big cities are pretty well covered, but the country isn’t.IN A CRASH The Clio is pretty well equipped to handle a crash. All models had dual front airbags, along with the dynamic safety of ABS antiskid brakes and emergency brake assist.ESP was added to the Sport in 2003.AT THE PUMP Premium is the recommended fuel for all Clio models.The 1.4-litre models should return 6-8 L/100 km, the 1.6-litre 7-9 L/100 km, and the 2.0-litre Sport should get 8.5-10 L/100 km depending on how hard it’s driven.OWNERS SAY Tony Muir replaced his 2002 VW Polo, which he describes as a disaster, with a 2003 Renault Clio Expression Verve 1.4. He reckons the Clio was a great little car. The upsides, he says were the road holding and braking, which made him feel safe, the French style, the interior, firm supportive seats, and good-sized boot, and the fuel economy. The downsides were the noise through the gears, the sluggish acceleration, the lack of rear seat room and low roofline that cramped the rear seat passengers. Tony also had the expensive misfortune to break a timing belt at four years and six months when the car had done 67,000 km. It did considerable internal damage to the engine and he says owners should be aware of the potential consequences of not changing the belt.THE BOTTOM LINE Sweet driving hatch with French flair, but lacks interior room and comprehensive dealer network.RATING 70/100

You have to wonder about car companies that dump a name that has become popular and replace it with a name that no one knows. Ford did it with the Laser, a top selling small car, and then had to watch as its small car sales dropped dramatically, and Nissan did it when it replaced the popular Pulsar with the oddly named Tiida.The Pulsar nameplate dates back to 1980 and over the years earned a reputation for solid reliability, good value for money and economy of operation. By the time the N16, the last of the line, was released in 2000 it was a well-equipped, good-sized small car that performed well, was economical and gave little trouble.If it had a problem perhaps it was that it had become tired. It was a car for those of us with grey, or no, hair, and not hip enough to appeal to younger buyers.MODEL WATCH The N16 Pulsar sedans were built in Japan and were the first launched in 2000, while the five-door hatchbacks came from England and arrived in the middle of 2001. It was no beacon of contemporary style, admittedly, but it was good looking with pleasant proportions and clean lines. Perhaps it was too ‘nice’ and didn’t have the sort of edge young buyers wanted.There were four versions of the sedan at launch, starting with the LX and working up through the ST, sporty Q and luxury Ti. When the hatchback came a year later it added ST and Q versions to the range.Like all cars the Pulsar grew larger over time and the N16 was quite a bit bigger than the models that went before it, but that extra size translated into decent interior room. Rear passengers may have suffered a little for space, but those in the front seats enjoyed generous room. Like the exterior there was nothing flashy about the Pulsar’s interior. It had everything you wanted, was laid out logically, and was comfortable.Mechanically the Pulsar was quite a conventional front-wheel drive model. There were two engines on offer. The LX entry-level model had a 1.6-litre double overhead camshaft four with fuel injection, which gave 83 kW and 140 Nm.It was an economical engine, but the 1.8-litre engine that powered the rest of the range had a little more zip and made the best buying. With more performance, thanks to its 92 kW and 161 Nm, the 1.8-litre enabled the Pulsar to stay on the pace in the heavy going around town. Both engines were available with either a five-speed manual gearbox or a four-speed auto.On the road the Pulsar was light and nimble making it a breeze around town and easy to park. Out on the road it was quite composed with a supple suspension that was able to soak up most of what was thrown at it without being upset. The ride was compliant and comfortable for a small car, and its handling was well balanced and secure. It was a good all-rounder.IN THE SHOP The Pulsar has a good reputation for build quality and reliability. Nothing serious seems to go wrong with them, which makes them a good used car buy. When checking look for a service record to make sure of a regular maintenance routine. The Pulsar engines have a chain taking care of the cam timing so there’s no servicing needed.Many Pulsars were used by the rental industry, which usually means they accumulated kilometres quickly and were sometimes driven by uncaring drivers. Bear it in mind that any Pulsar with a higher than normal odometer reading could well have been a renter. Negotiate hard to lower the asking price on a car that appears to have a rental background.IN A CRASH All models have a driver’s airbag, but some also have an airbag for the front passenger, and ABS anti-skid brakes.AT THE PUMP The N16 is generally an economical little car, and well worth considering if you want to cut your fuel bills. On average it should do around 7.5-8.5 L/100 km in general use.LOOK FOR • Pleasant looks• good performing 1.8-litre• low fuel consumption• well built• little goes wrong• good all-rounderTHE BOTTOM LINE Well-built and reliable small car that will cut your fuel bills.RATING 78/100