Hatchback Reviews

Kia is pushing its new Soul as a funky, trendy, spunky — call it what you will — connection with the lucrative Gen-Y market.After a couple of weeks with the car I suggest they would be better served to let this particular little box on wheels talk to a wider audience. While the Soul is not going to be everybody's cup of tea, and there are certainly some things about it that leave a bit to be desired, to package it as a stylish accessory with tattoos and makeup is underselling its charms.There is no escaping the fact that the Soul — in the case of the test car a Soul3 (that's cubed for marketing purposes) — is a pretty basic box design. Speaking plainly, it is a square on wheels and therein lies a whole lot of its practical charm.Living with the Soul is a day-by-day catalogue of revelations, and most of them are positive. Open the doors — this where the benefits of the box design become evident — and the interior space is truly impressive. Without the need for swooping rooflines and sloping windscreens, style gives way to practicality.There is genuine large-car generosity in head, leg and shoulder room for four with a reasonable expectation of sliding a fifth into the second row of seats.Luggage space in the boot (340 litres) is not overly generous but enough for a solid family shop or a suitcase or two. Fold down the rear seats — a handy 60:40 split — and the available space more than doubles out to 800 litres. Coupled with the gaping opening from the rear hatch and the low load lip the Soul's practicality for carrying a considerable load comes to the fore.That same practical theme applies to the entrance and egress for passengers. The door openings are generous and the seat heights compatible with an age- or arthritis-challenged hip.The cloth trim seats are comfortable, reasonably well bolstered and offer three-way manual adjustment for driver and two-way for passenger. The interior plastics are hard to the touch and there is little about the cabin that could be described as plush. In the higher specification cars, the blacks and greys are lightened by seat treatments that mirror some of the exterior flair.A tilt-only adjustment on the steering wheel is disappointing but the wheel does offer a multi-function capability for the sound system, which is fully i-Pod and MP3 integrated even down to the basic car.Dressing up your Soul is something that will appeal to the designated target market but is likely to have less appeal to those who see through the buzz to what lies within.Still, if you like being the centre of attention the Soul can help you out. A selection of decals — three at this stage, a range of flashy bits and pieces such as a sports kit and extra chrome, 11 exterior colours and three interior treatments are enough to give more than 10,000 possible combinations.In keeping with the Gen-Y theme the external flash has been described as the automotive equivalent of body art — tattoos and eyeliners without the permanency as the decals can be removed and replaced at whim.For the Cubed there is an extra centre speaker and sub-whoofer and a perplexing yet strangely pleasing light show from the door-mounted speakers which pulsate to the music if you so choose. Thankfully, when the mood doesn't require it you can turn this feature off with a dash-mounted dial. The dash display of a large speedo and tacho, fuel and temperature gauge are easy to read while the centre-mounted radio is simply to set up and easy to adjust from the steering wheel.Storage bins are scattered around the car in most of the usual places — in-door, centre console, glove box, in-dash, seat pockets — and a very handy wet box under the floor in the boot. Ideal for dirty shoes, towels or whatever.Six airbags, including curtain bags, are standard across the range, as is anti-lock braking. Stability control is not available on the base model — which weighs heavily against it to the extent that the Soul scores only four ANCAP stars — but the stability program is standard on the Soul2 and Soul3 and with ESC the car scores five safety stars in Europe and New Zealand.Another omission is cruise control, which isn't offered on any grade, although Kia says it will be available on diesel models from August. There is also a heavy impost for the optional reversing camera which comes packaged with an unnecessary sunroof for $2000. The camera, on the other hand is very necessary as the car also doesn't come standard with any reversing sensor or much reverse vision.While we are on things you are going to have to learn to live with should the Soul take your fancy, the choice between petrol and diesel is going to sort the poseurs from those with a more practical bent.The Soul is available with a choice of two engines: a 91kW/156Nm, 1.6-litre DOHC petrol and the 94kW/260Nm, 1.6-litre common-rail diesel already seen in Australia in the award-winning Hyundai i30. At the top spec level the only gearbox choice is the ageing four-speed automatic.Without beating around the bush, the petrol engine is dozy but quiet, the diesel more athletic but a bit Sharapova-like in that you will not have to open the window to know if it is putting in an effort.Personally, the bit of extra noise and lots of extra drive — particularly given the restrictions of the four-speed automatic — is the winner. The better fuel economy of the diesel is also a plus.As a drive the Soul is not a category leader but it is adequate enough that you quickly accept and forgive the occasional harshness of ride in favour of its overwhelming practicality and general fuss-free behaviour.On balance a practical city solution that's good for the soul.

Mazda has undergone a reincarnation in recent times with a raft of new and exciting models like the 3. The respected Japanese company has renewed its entire range in just six years or so, from the diminutive 2 in 2002 to the exhilarating RX8 in 2003, and then the 3 a year later.The 3 replaced the highly regarded 323 in the old range, a car that had won the hearts and minds of many Australians over the previous 30 years, but brought with it a touch of the Mazda ‘Zoom-Zoom’.MODEL WATCH While it was a popular small car the 323 had lost much of its gloss by the time the 3 was launched amid Mazda’s ‘Zoom-Zoom’ renewal. As a result the 3 faced a big task. It had to win back 323 buyers to the fold and make new conquests to keep the Mazda resurgence zooming along.At first glance the 3 was unmistakably new, from top to bottom, bumper to bumper. It looked good from all angles with its striking lines and balanced proportions. Mazda offered two body styles, a five-door hatch for the young and progressive, and a four-door sedan for older motorists who liked the familiarity and security a sedan offered. It not only looked different to the middle-of-the-road 323 it replaced, it was also bigger in all dimensions compared to its illustrious predecessor.The larger exterior dimensions resulted in a roomier interior with good front and rear shoulder room and plenty of leg room for the five adults it’s capable of accommodating. Add to that a large and flexible luggage compartment, and a number of useful storage options and the Mazda 3 is more than capable of satisfying the needs of a modern family.The upright design of the 3, along with a higher seating position also makes its easier to get in an out, an important consideration for ageing motorists who might be thinking of a 3.There were two engines offered in the Mazda 3. The first was a 2.0-litre all-alloy, double overhead camshaft unit boasting 104 kW at 6000 revs and 181 Nm at 4500 revs, respectively 13 per cent and eight per cent more than the 1.8-litre engine in the old 323.A 2.0-litre engine powered the Neo, Maxx and Maxx Sport models, but the sports SP23 had the extra zip of a 2.3-litre engine, which featured variable valve timing, and gave out 115 kW at 6500 revs and 203 Nm at 4500 revs.Buyers could choose between a four-speed automatic tuned for lively acceleration, or a five-speed manual with improved synchronisers for smoother shifting and a cable shift for quieter operation and less vibration. Underneath there was new front and rear suspension that was tuned for a more dynamic drive, new electro-hydraulic power steering and more powerful brakes for better stopping.The 3 range began with the Neo, which came with air, a CD player, remote central locking, tilt and reach adjustable steering column, and a height adjustable driver’s seat. Go to the Maxx and you got side and curtain airbags, ABS anti-skid brakes with electronic brakeforce distribution and emergency brake assist, alloy wheels, power windows and mirrors, a six in-dash CD player and steering wheel-mounted controls. If you went for the Maxx Sport you also got front fog lamps, side skirts, rear spoiler and 16-inch alloy wheels.Then, at the very top of the range sat the SP23 sports hatch. It had everything, from a full body kit, 17-inch alloys, climate control air, sports trim, to a leather wheel and shift knob.IN THE SHOP Mazdas generally cause their owners little concern; they are robust and reliable. The only complaint that is regularly aired by owners is the level of road noise that is audible in the cabin. It is of more concern to hatch owners than it is to those who own sedans, but there’s little that can be done about it. Make the usual checks for evidence of a bingle, and carefully check around the fringes for parking scrapes.Under the bonnet check the oil. Missed oil changes can lead to sludge and ultimately cause the demise of the engine. Make sure of servicing to ensure your car of choice has regularly seen the inside of a service garage during its life.IN A CRASH All models in the 3 range had dual-stage front airbags for the driver and passenger with seatbelt pretensioners, load limiters, and lap/sash belts for all five occupants. For more protection in the Neo you could option it up with a Safety Pack, which gave you front side and curtain airbags, anti-skid brakes with electronic brakeforce distribution and emergency brake assist. All of that came standard on the rest of the range.AT THE PUMP The Mazda3 is in the small car mix in terms of fuel consumption. It will return 8.5-9.0 L/100 km in manual form; the auto will sip about half a litre more per 100 km.LOOK FOR • Dynamic styling• Roomy interior• Zippy performance• Good build quality• Respected brandTHE BOTTOM LINE Good-looking, well-built small car with plenty of room and economical performance.RATING 78/100

After a period of building solid, but less than thrilling models Mazda has undergone a transformation in the last decade and now produces cars like the Mazda 2 that have plenty of pizzazz.Mazda has always produced nice cars, but there was often little to get excited about. There were exceptions of course, like the MX5 and RX7 to keep you thinking there just might be an exciting sedan coming, but for the most part they were staid middle of the road machines that simply didn’t get the juices flowing.That all ended with the Mazda 6 and the Mazda 3, and the release of the small Mazda 2 in 2002 completed the transformation of the range from ho-hum to hallelujah.MODEL WATCH There was plenty of small car history that preceded the front-wheel-drive, five-door Mazda 2 hatch, and plenty it had to live up to. The 121 ‘bubble’ car was an adventurous design with cute styling that stood out in the rather bland small car crowd and became a favourite with some sections of the market. That was followed by the clever 121 Metro, which went in the opposite direction in terms of styling, and was bland in the extreme.The Mazda 2’s job was to re-establish Mazda’s credentials in the small car field after the disappointing 121 Metro, and it did it well. So well, in fact, that it was hailed as the best small car of its time by many motoring scribes. It was upright in the way of the 121 Metro, but had none of the 121’s boxiness. It had style much in the way of the 121 ‘bubble’ without being too adventurous.Its lines were clear and precise, giving it an athletic look that was the very antithesis of the rounded ‘bubble’ car and the boxy Metro. The 2 was a car with a clean shape and purposefully flowing lines. It looked good, and still does.Inside it was a small car masterpiece, the dash was rated the best in a car on the south side of $50,000. That’s some praise and it was justified as the dash was attractively styled and practically laid out. Like the 121 Metro the interior of the 2 was roomy and flexible. The seats were comfortable and supportive; the rear seat was a 60/40 split-fold able to be slid back and forth for more room. Likewise the boot was roomy with a low floor for good storage capacity.Ample power came from a 1.5-litre double overhead camshaft four-cylinder engine that generated 82 kW at 6000 revs and 141 Nm at 4000 revs to give the little Mazda a generous amount of zip on the road.While it had variable valve timing it did need to be revved to around 3500 revs to get the most out of it. Under that it felt like it was lacking in torque. If asked, however, it would respond by sprinting to 100 km/h in less than 13 seconds and account for the standing 400-metre dash in a reasonable 19 seconds.Buyers could choose between a five-speed manual gearbox and a four-speed auto, the latter a little soggy in use and not as smooth and flexible as some other small cars.There was nothing soggy about the Mazda 2’s on-road performance; however, it was well balanced, agile and responsive. Few small cars were thrown around on the road, they were mostly conservatively driven around town by people who couldn’t care less about handling, but there was fun to be had in the little Mazda if you cared, or dared, to explore its limits. The ride was also commendable. Well controlled, it was supple and very comfortable.All round, the Mazda 2 approached, and sometimes, exceeded similar sized European cars for its on-road sophistication. That was something few Japanese cars can claim. There were three models released at the launch of the Mazda 2: the Neo, Maxx and the Genki.The Neo opened the range and came with plenty of equipment, including a full array of dials, halogen headlights, air, central locking, a vast assortment of pockets, bins and holders to stow just about anything you might to carry, tilt-adjustment on the steering column, AM/FM radio and CD player, rear centre lap/sash belt among a raft of features.Step up to the Maxx and you found it also had alloy wheels, remote central locking, velour/cloth trim, in-dash six-stacker CD system and the driver’s window was powered. For more there was the oddly named Genki that added front fog lamps, ABS antiskid brakes, electronic brake force distribution and brake assist to the list.IN THE SHOP Mazda build quality and design integrity means the Mazda 2 really only sees the dealer when it’s time for a service. Rarely does anything that go wrong. It’s worth checking for a service record to make sure it’s had regular oil changes... The all-alloy four-cylinder engine has a timing chain, not a belt; co there’s no call for a change.Other than that, test drive the vehicle and make sure the auto shifts smoothly, but positively. If it’s a manual make sure the clutch engages without slipping, it’s a little sharp in the take up so be aware that it’s normal. Make the usual checks for dings in the body, particularly at the extremities, which are the most vulnerable in parking lots.IN A CRASH Impressive primary safety performance was provided by the beaut chassis, its agility and responsiveness providing plenty of capability of getting out of trouble when faced with a crash situation. Beyond the crunch the seat belt pretensioners and load limiters, along with the front airbags came into play for the final layer of protection. An added bonus came in the knowledge that the Mazda 2 was given a five-star NCAP rating in its homeland.AT THE PUMP Mazda’s official fuel economy figures say the 2 will do around 6.5-7.0 L/100 km on average, which seems to be borne out by owners who report similar fuel consumption numbers.OWNERS SAY Kenn Sellick doesn’t plan to trade out of his 2002 Mazda 2 Neo manual any time soon. In the 145,000 km it’s done he’s only had to replace tyres, wiper blades and a wheel cover. He rates the 7.0 L/100 km he averages as disappointing, and doesn’t like the fact that it has a space-saver spare wheel.After owning a Mazda 121, which was utterly reliable for 16 years Jennifer Harris bought a Mazda 2 three years ago. She has now done 32,000 km in it, and says it’s the perfect car for her use. The interior is versatile and has plenty of room for four adults, and the seat height means she can slide in sideways without having to lower herself into it. She also praises the performance in second and third gear, saying it has plenty of pull.Greg Dower has done 25,000 km in his 2005 Mazda 2 Maxx and says it is great, but a little under-powered. He says the air works well in summer, and he likes the steering wheel controls for the sound system, but criticizes the wind noise around the rear view mirrors, the space-saver spare, and the odd tyre size with the alloy wheels that are expensive to replace.Paul Rolands bought a Mazda Neo manual new in 2003. It has now done 130,000 km and he says he is more than happy with it. It copes really well with the twisty roads he regularly drives on and he says it’s head and shoulders above the 1998 Hyundai Excel it replaced, the gearshift is very good, and the fuel consumption varies between 6.3 and 6.6 L/100 km. There have been no problems apart from an erratic fuel gauge, the clutch feel, and he would like more torque at low range to improve the low-end performance.LOOK FOR • Stylish looks• Roomy and flexible interior• Good fuel economy• Low-end performance soggy• Brilliant handling• Good build qualityTHE BOTTOM LINE Small wonder, this little Mazda is a gemRATING 85/100

I can understand why the chauffeur at the airport would rave about Skoda’s new flagship, the Superb. I stepped into the vehicle without paying much attention and mistook it for an Audi A6, although subconsciously registering that it felt narrower.Then I noticed the unusual green logo — looking like a chook's head with an arrow through it or perhaps an anorexic bird on the wing – and realised I was in the Skoda.The instruments and standard of trim and fittings give the illusion of a much more expensive car, hence the A6 impression.The driver said he was thinking of buying a Superb because it looked the part and had good head and leg room. However, he said, it was a bit narrow and would only fit two adults and a child in the rear.It is based on a stretched Passat/Octavia platform, but it's no wider, so it looks too narrow for its length.From behind it appears almost comically out of proportion, an illusion made worse by the strange shape of the boot necessitated by the twin-folding liftback.However, it shares a lot of its VW cousin's pedigree which means it's a lively, but frugal performer with a lithe handling spirit.In a short launch drive through the suburbs and surrounds of Sydney this week, the car proved to be quiet, comfortable and spacious with plenty of leg and head room.It shows plenty of composure over rough surfaces, with a smooth and quiet ride, but the steering feels a little heavy and ponderous, especially in the V6 AWD model.The six and seven-speed DSG transmissions are a proven delight. There is no manual option.Variants and pricing The Superb comes in five models with VW-sourced petrol and diesel powerplants, all with direct fuel injection.The base model 1.8-litre TSI costs $42,990 and comes standard with ESP, dual zone airconditioning, six-CD sound system with touch screen and SD memory card, tyre pressure monitors, cruise control, rear parking sensors, self-retracting wing mirrors and fog lamps.The same engine is also featured in the Elegance model costing $45,990 and adding adaptive Bi-Xenon headlights, alarm system, electronic driver's seat and upgraded 10-speaker sound system.The two-litre turbo-diesel engine is also available in the Ambition ($45,990) and Elegance ($48,990) variants.The top-of-the-range 3.6-litre V6 petrol comes in Elegance trim only with Haldex all-wheel-drive and costs $56,990.Equipment Leading the Superb's distinguishing features is its patented ‘Twindoor’ two-part hinged liftback boot.At the flick of a switch on the electro-mechanical lock, the tailgate can act like a normal boot or a large hatchback, revealing an enormous 565-litre, flat-floored, lush-carpeted cargo area that is bigger than the Ford Falcon boot.Under the floor is a full-size spare in the front-wheel-drive models and a space saver in the AWD.Superb is also distinguished by a host of other surprising innovations and quirky technological features.These include headlights that change focal point and spread according to speed and weather conditions (standard in Elegance), fog lamps that automatically light up corners at slow speeds, a rain braking system that dries the discs by bringing the pads into gentle contact with the discs every 3km for three seconds, and nine airbags, including a knee airbag.Options include an affordable self-parking function ($890) and a solar-powered sunroof ($2290) which circulates cabin air to keep the car cool while it is parked in the sun.There's even an umbrella in the rear door; the sort of feature you expect in a Rolls-Royce, not a medium-sized passenger car.Sales and marketSkoda Australia head Matthew Wiesner says he won’t speculate on sales figures, but that they had about 100 in the country with orders "in the teens".He said a wagon version would arrive in early 2010 with the same trim and engine configurations, but would not confirm a sporty RS version.Wiesner said the car would compete against Australian large cars, Japanese medium-sized cars and fellow European models.Skoda is expecting to lift its profile over the next year with the launch of the Superb. It will be followed by a wagon version and an Octavia facelift early next year with a new compact SUV mid-year.Skoda Australia head Matthew Wiesner admitted they had been a one-car company in need of more models."We haven't devoted a lot of time to the Roomster so we've basically been an Octavia car company," he said this week at the launch of the Superb in Sydney."It's a hell of a car, based on the value, innovation and technology," he said."You would be well challenged to find something with such a strong combination."Wiesner said their main challenge was brand awareness.He said that in the 18 months since it relaunched in Australia, customer awareness of the brand as a car company had increased from about 40 to 60 per cent, according to Roy Morgan research.Wiesner said the Superb would help "mature" and "stretch" the brand with its appeal to private buyers, user-choosers and government and corporate fleets."Our customers (for the Superb) are large car users and from corporate and semi-government," he said."They can stick to a large car and still get a diesel."

Britain had the Mini, Germany the Beetle, but France also had its iconic vehicle, the Citroen 2CV, and the ‘Tin Snail’ as it’s affectionately known has just turned 60. The 2CV is as recognizably French as the Eiffel Tower, the baguette and Moet champagne.Just like the Mini and the VW the 2CV was born to satisfy a need for small, economical and affordable transport. It not only was all of that, but it also went on to become a much-loved motoring icon much the same way the Mini and Beetle did. The 2CV perhaps isn’t as well known as the other two here as it wasn’t sold here in the same great numbers the other two were, but it has a strong following worldwide and a small, but loyal one here.MODEL WATCH The 2CV made its debut at the Paris Motor Show in 1948, but it was well underway before World War 2, the war merely delaying its introduction. When the idea for the 2CV was hatched motoring was still something only the well off could afford to indulge in. Car ownership hadn’t yet reached the masses, but there was a number of far-sighted motoring pioneers who realized there was money to be made if you could create a car the masses could afford.Henry Ford had his Model T, Herbert Austin his Seven, Hitler was mad keen to have a wagon for his people, and Citroen was hatching the 2CV. All had the same aim in mind. Their cars had to be light, easy to produce, economical and affordable.Citroen’s plan was to produce a car with four seats, a top speed of 50 km/h, one that would do 100 km on five litres of fuel, and would be cheap to produce and maintain. The 2CV was a reality in 1939, but the outbreak of war saw it put on the backburner as the French had more important things on their minds.It was finally launched in 1948. It was panned at first for its modest performance and poor finish, but that didn’t deter the French from buying it. So high was the demand that in no time at all there was a waiting list five years long.As Porsche had known when he was developing the Beetle for Hitler aerodynamics were important when you had a small motor, and so too did the 2CV’s designers who realized they had to have a shape that cut through the air efficiently. Hence, while the VW looked like a Beetle the Citroen had the shape of a snail. With its slab sides, rounded profile, canvas roof and flaps for windows who could not fall for the little Citroen.But there was much more to the 2CV than a cute shape. It had four-wheel long travel independent suspension, front-wheel drive, inboard brakes and a small air-cooled flat-twin cylinder motor. A clever system connected the front and rear suspension on each side and helped keep the little car level. It could indeed be driven over a ploughed field with a basket of eggs on the seat without breaking one of them, as the design brief had called for. It began with a tiny 375 cubic centimetre engine producing just nine kilowatts, but over the years grew to 652 cm3 and the performance increased in line with the increase in engine capacity.There have been many variations made on the 2CV theme, including vans, luxury models, some that even went faster than 100 km/h, and one even appeared in a James Bond movie. Ultimately the demands for cleaner engines and better safety caught up with the 2CV and spelt its demise. Production finally ceased in 1990, by which time more than five million had been built. Of that number a handful were imported and sold here in the 1950s, and one or two were imported in the 1980s. Most of the 300 or so that are thought to reside in this country have been privately imported by people who fell under the little car’s spell.IN THE SHOP The 2CV engines and gearboxes are quite reliable. The engine has a short crank thanks to its twin-cylinder boxer layout, and it runs in roller bearings so it will happily rev and run forever. Rust is the scourge of the 2CV, so look for it, particularly in the floor. Poor quality Russian steel was used through the 1970s and cars from that era tend to suffer more than most from the dreaded tin worm.While some parts are available here in Australia, there is a ready supply of parts from overseas suppliers, which are contactable through the Internet. Clubs are also a good source of info and parts. Go to www.citroenclassic.org.au for more info.IN A CRASH The need to build cars that were safe was one of the reasons the 2CV died; so don’t expect anything in the way of airbags or ABS braking in the little Citroen. It can be used for everyday transport if you’re well aware of its shortcomings, but perhaps it’s best left for a beaut drive on a sunny day when its more endearing features can be best enjoyed. There are few more frugal cars than the 2CV. Owners talk of five or so litres per 100 km, which are Toyota Prius hybrid numbers in today’s terms.OWNERS SAY Alison Harvey loves her 2CV Dolly, which she has owned for 15 years. It is her first car and she hopes it will be her last as there is nothing else like it. Alison brought it with her to Australia 10 years ago, primarily as an investment, but she knew she could never part with it. A flat battery poses no problem, she just gets out the crank handle and away she goes! Who needs air conditioning on a sunny day when you can just roll the roof back and have a stylish convertible? When she visits IKEA there is no need for a trailer or station wagon, she just takes out the seats and any size flatpack will fit. Similarly, on picnics she can take out the seats so there is no need to pack the camping chairs! It glides along on corrugated roads, leans around corners, gets up to a good speed and makes people smile wherever she goes.In 1976, while working and holidaying in Europe Don Scutt required an inexpensive mode of transport, so he bought a 2CV6. The 2CV covered 25,000 km carrying two adults, two children, luggage and camping gear and for some of the time a third adult. The car was, and still is comfortable, economical, fun to drive and a great way of meeting people, and as everyone knows fast, because on the road it is always at the head of a stream of (frustrated) traffic!LOOK FOR • Cute styling• Comfortable ride• Admiring looks• Reliable mechanics• Fun motoring• Body rustTHE BOTTOM LINE Great little fun car for an affordable entry into classic motoringRATING 85/100

But the new 3 is not the sort of seismic change that came with the original, which replaced the 323.

You don’t have to have a long memory to recall the time when bigger was considered better and you bought a bigger car when you wanted a more prestigious drive. Thankfully our market is much more sophisticated today and prestige also now comes in smaller packages, like the Audi A3.Small cars once spelt poverty, they were cars you gave your wife to drive or if you drove one yourself it was because you couldn’t afford anything bigger. The normal family car was a Commodore or Falcon and you stepped up to the prestige of a Statesman or Fairlane when you’d made it.Now, largely since the influx of European makes over the last 20 years or so, prestige is no longer measured in metres of metal. It’s also true that the European makes have downsized as they’ve attempted to make their cars more affordable, and therefore more available to more people. You no longer have to be well heeled to get behind a three-pointed star or blue-and-white spinner.The big European makes, BMW and Mercedes-Benz now have smaller models, and other makes like VW and Audi have become more serious players in the local prestige market.MODEL WATCH The A3 brought new choice in prestige small cars when it arrived here in 1997. BMW’s 3-Series Compact was already on the market, setting a trend in delivering European prestige to those who would normally be able to afford it, and the A3 added another choice. At first there was only a three-door hatch on offer, but a five-door hatch replaced that in 1999, which added to the appeal of the small Audi.Audi offered a choice of three engines in the front-wheel drive A3 hatch. The entry engine was a 1.6-litre 12-valve single overhead camshaft fuel-injected four-cylinder unit that put out 74 kW at 5600 revs and 145 Nm at 3800 revs for brisk performance.There was also a fuel-injected 16-valve double overhead camshaft 1.8-litre engine that boasted 92 kW at 6000 revs and 173 Nm at 4100 revs and boosted performance nicely to be the pick of the bunch. For the most zip Audi also offered a turbocharged 1.8-litre engine that pumped out 110 kW at 5700 revs and 210 Nm at 4600 revs.A3 buyers also had the choice of a four-speed auto transmission or a sporty five-speed manual. All of that rode on a nimble front-wheel drive chassis with power steering, four-wheel anti-skid ABS disc brakes and alloy wheels.As would be expected given its prestige tag the A3 came with plenty of fruit, including central locking, immobilisers, power windows, tinted glass and four-speaker sound. After the 1999 update to the five-door hatch it also came with air-conditioning, CD player, power windows, remote central locking, leather steering wheel and a tilt adjustable column. Atop the range the turbo had sports suspension, sports seats, steering wheel and shift knob, along with exclusive cloth trim.IN THE SHOP While Audi quality has improved markedly in recent years there was a time when it wasn’t up to the standard set by BMW and ’Benz, so inspect early A3s carefully. Look for collision damage on the body, particularly for doors or hatches that down open or close properly. Paint overspray and mismatching colours can also be a give-away of crash repairs.Audi engines are known to consume oil, which isn’t a problem if owners dip their engines regularly. Many owners who bought Audis simply didn’t bother to check the oil between services and only discovered their engines thirst for oil when they developed the death rattles. Lift the dipstick and check the oil level, and take a look inside the oil filler cap for sludge, the presence of which would suggest poor servicing. It’s important to have a service record, some owners might have been able to afford to buy prestige, but might not have been able to afford the upkeep that goes along with it.IN A CRASH Early A3s came with dual front airbags; later ones also had side airbags fro front seat occupants providing decent secondary crash protection. Anti-skid ABS brakes and decent handling gave drivers a chance of avoiding a crash.OWNERS SAY Paul Skaraiev was looking to downsize from his Holden Berlina V8 when he bought his 2000 Audi A3 Turbo in 2001, but he still wanted a prestige model. The A3 had done 56,000 km when he bought it and it has now done 105,000 km without any significant problem. He says he’s rapt in its looks, loves its performance, reckons the 7.9 L/100 km fuel consumption is great and is happy with its reliability, but he isn’t so enamoured with the cost of servicing and parts.LOOK FOR • oil consumption• service record a must• check for damage to body• spirited performance from 1.8 and 1.8 turbo• agile and responsive handling• European prestigeTHE BOTTOM LINE Good handling and performing small prestige hatch with the 1.8-litre the best choice.RATING 70/100

This small — but growing — band of eco-warriors has an armoury not of high-tech gadgets and expensive systems but rather a collection of small ideas and commitments, the sum of which make a powerful argument.Among this common sense army is a small number of Audi faithful who proudly sport a small letter ‘e’ on the exterior badging of their otherwise unremarkable A3 Sportback rides.The ethos of the ‘e’ car philosophy — started with the A3 1.9 TDIe — is largely common sense and involves use of design strategies available to any manufacturer. There is no breakthrough technology in the engine, no super-efficient gearbox.Drivetrain and fuel economy What allows the A3 1.9 TDIe to post genuine hybrid-challenging fuel efficiency — 4.5 litres per 100 kilometres on the official government cycle and, quite remarkably, achievable in real-world driving — is a series of rather small tweaks that together result in an 8 per cent improvement in economy and the consequent improvement in emissions.The road to Audi's greener vision is paved with a couple of in-house adjustments: specific tuning of the electronic control of the ageing 77kW 1.9-litre turbodiesel engine and lengthening of the ratios for third and fifth gear in the five-speed manual box.The changes mean better fuel efficiency under most circumstances — and considerably better fuel efficiency if the driver has any real commitment to the cause.And you don't have to have the ear of a piano tuner to pick an optimum change point for the gears — that is all done for you by the engine management system and indicated on a digital dash-mounted display.The only other changes from a standard A3 are that the "e" car has been lowered to improve efficiency through the air, lightened, fitted with aerodynamic plastic covers for the 16-inch wheels and shod with low-friction Michelin rubber to reduce rolling resistance.Driving If you really want to concentrate, give up the little luxuries in life such as air-conditioning and spend as much time as possible on neutral throttle you can get returns of around 4-litres per 100km even in city traffic.It is not fun and anyone who is not a fully paid-up member of the green movement is going to tire of it pretty quickly.Still, even the average punter will see benefits from this car. The sum total of the little improvements in aerodynamics and engine mapping are enough to compensate for the occasional heavy right foot.In many ways it is the 1.9 TDI e's lack of obvious change that makes it more acceptable to the average buyer.The car boasts most of the nice things you will find in any other Audi. Billet-like build quality, a nice touch of plushness, quality fittings and fitment, the all-round nice drive quality and the growing prestige of the four rings badge.There are some trade-offs: you can't get an automatic and you don't get cruise control. There is also a slightly harsher ride on the lower suspension and low rolling resistance rubber and the engine — at least from outside — is unmistakeably diesel.Then there is the little matter of paying to feel good about yourself — the 1.9 TDI e starts at $38,900 before statutory fess and delivery charges. That is not cheap for a manual compact hatch.The Bottom line A sensible way to feel good about your fossil fuel use.

The Mini Cooper D posts an official fuel consumption figure of 3.9 litres per 100km and C02 emissions of 104g/km, slipping in just beneath Toyota's current Prius (the next Prius claims it will hit 3.9l/100km and 89g/km) and the Smart mhd.The brand’s Australian marketing manager Chris Brown says making diesel cool and sexy is the challenge. "That's the $64-million dollar question, and I think the thing working in our favour is inherently it's a Mini. "We're relying on the fact that a diesel in a Mini package is still a Mini," he says.Brown says the benefits of diesel are well accepted, but some of the other technologies don't carry over. "Some of the new technology doesn't carry over into the automatic - the automatic stop/start and the shift indicator for example."Those people more interested in economy are going to go for the manual, those looking for convenience will go for the auto. "We're expecting 50/50 but we're not sure on our volume targets, we're conservatively thinking about 200 between now and the end of the year," he says.DrivetrainsThe D can be spotted in traffic by Mini-philes by a bigger front air intake and the broader power dome bonnet that accommodates the larger induction hardware for the 1.6-litre common-rail direct-injection turbodiesel.The particle-filter equipped engine was co-developed and is shared with Peugeot and Citroen and has a variable-geometry turbocharger.The turbo shares an overboost function (when the right pedal is floored) with its petrol siblings, giving an additional 20Nm of torque above the 240Nm available from 1750rpm.Mini staffers say 70 per cent of the peak torque is on offer from 1250rpm and if you feel the need, the engine delivers 80kW of power at 4000rpm. The official Mini blurb claims that's good enough for a 9.9 second sprint to 100km/h and a 195km/h top speed, says Mini.The launch drive fleet was devoid of any optional six-speed automatics - which up the price from $33,750 for the manual to $36,100 - and also increases the thirst to five litres per 100km.Aids to fuel economy With the six-speed manual gearbox you get the auto stop/start function which stops the engine when the gearbox is in neutral and the clutch pedal is not pressed. As soon as the clutch pedal is touched, the engine re-starts.The Cooper D also brings with it brake energy regeneration, which re-charges the battery when coasting or braking, as well as smart oil and water pumps that only kick in as required.An underbody aero-panel, a ‘friction-optimised’ crank drive, electric power steering and more aluminium panels and components help lighten the load on the fuel bill.EquipmentThe Cooper D carries the same equipment specification as the petrol-powered Cooper, which means stability control, six airbags, 15in alloy wheels, air conditioning, CD sound system, trip computer, sports steering wheel with audio and cruise controls and height-adjustable front seats.DrivingIf any car can make diesel trendy then a Mini has a shot at it. Dressed up in the optional ($37,350) Chilli pack as it is in the images, the spunky little four-seater looks the goods.The little diesel is quiet and reasonably smooth, with plenty of torque to more than adequately shift 1090kg.Idling through city streets a gear higher than otherwise would be possible, the little Cooper D pulls up hills with no throttle pressure at all.The gearshift is smooth and quick, giving the consumption-conscious driver a chance at achieving the ADR figure of 3.9l/100km to rapidly swap cogs even before the optimistic economy-encouraging gearshift indicator.Trust is required to believe the claim of 70 per cent torque peak on offer from 1250rpm.The alloy block for the diesel has meant weight over the front end has not soured the handling, so the go-kart road manners have not been tarnished.The automatic stop/start function takes some getting used to and the rattle as it stops is a little rough. The start-up time, followed by engaging a gear and getting away, can be a worry, as drivers behind expect the little hot-hatch ahead of it to be quick off the line.On the launch drive through the crawling CBD traffic, suburban main roads, freeways and onto country roads, my co-driver and I managed to match the 3.9-litre fuel use claim by the company, although our overall average was just over 4.1.Mini Cooper D Price: from $33,750.Engine: 1.6-litre common-rail direct-injection intercooled turbodiesel.Transmission: six-speed manual or six-speed automatic ($36,100), front-wheel drive.Power: 80kW @ 4000rpm.Torque: 240Nm @ 1750rpm (260Nm on overboost).Performance: 0-100km/h 9.9 seconds, top speed 195km/h (manual).Economy: 3.9litres/100km, tank 40litres.Emissions: 104g/km.Rivals: Smart mhd, from $19,990.Toyota Prius, from $37,400.Peugeot 207 1.6 HDI XT, from $28,990.Citroen C4 1.6 HDI, from $30,990.

As a result there is a lot riding on the development and success of the fifth-generation Polo, which has just been launched in Europe.As one of the most popular VWs globally and best seller in Germany, VW Australia has high hopes for the new car.Sales of the current car are up 36 per cent this year, thanks to a strong marketing push.The head of exterior design for the new Polo, Oliver Stefani, says there was a desire to give the new car a “simplicity and elegance” but connect with the VW family DNA.“It is the first Polo to get a distinct shoulder line and this, combined with the larger wheels and wraparound headlight and grille treatment helps give it a VW identity,” he says.Volkswagen has benchmarked the Polo against its key European competitors, the Opel Corsa, Peugeot 207 and Ford Fiesta. In the Australian market it must also tackle the Mazda2, Ford Fiesta, Toyota Yaris and the budget-end Koreans.The five-door arrives to market first but VW will also build a three-door, sedan as well as a three and five-door GTi version.ExteriorVW has borrowed some of the front-end styling cues from the Golf to give the Polo a bigger, more sophisticated look. The car has grown slightly. It is 54mm longer, 32mm wider but 14mm lower in height than the previous model and the front and rear tracks are 29mm and 30mm wider.The wheelbase has edged up ever-so-slightly to 2470mm, a 4mm increase while the ride height has been lowered 20mm. In size the new Polo mirrors the Golf III.VW says the goal with the Polo was to deliver a level of quality, both technical and visual, generally found on cars several classes higher. They’ve succeeded.Pricing The Polo is still more than nine months away from Australia so it’s difficult to gauge pricing for either the three or five door hatch.However, VW Australia spokesman, Karl Gehling, says the aim is to bring the car in close to the current models. That means an opener around $16,990 for the 1.4 and upper models in the $19,990 to $21,990 bracket.As a guide, UK prices have risen just over $1000 for the new hatch.Platform and equipmentThe Polo sits on an all-new platform shared with the Skoda Fabia and Seat Ibiza, but like the Golf, much of the architecture has been refined, honed and polished into a car that will comfortably fill out the top end of the light car class.In Europe three models are available, Trendline, Comfortline and Highline and these models are likely for Australia.The latest fifth-generation Polo is almost a generation and a half above the old car; such is the level of engineering integrity in the vehicle. There’s soft-touch plastics around the cabin in the high-end models and thoughtful touches abound like the recess in the glove compartment to house the large owner’s manual and free up glovebox space.Electronic stability control is standard on Euro Polos, with six airbags also available. Satellite navigation and tyre pressure monitoring are also available.The entry 1.4 is tipped to get 15-inch wheels, cloth interior, electronic stability control, six airbags, hill hold control, electric windows, height and reach adjustable steering, pollen filter, air conditioning, and central locking. Upper end models are expected to get 15-inch alloys, cruise control, climate control, parking sensors and electric windows and mirrors.Like the Golf, premium CD stereos are also expected to be available, along with satellite navigation.The new body is significantly stronger. VW has reduced crash intrusion into the footwell area by 50 per cent and side intrusion by 20 per cent.VW expects the Polo to get a five-star crash rating in the new, tougher, EuroNCAP testing.Drivetrain In Europe the front wheel drive Polo comes with a choice of seven petrol and turbo-diesel engines, five of which are new.There will be three engines for Australia. A 1.4 normally aspirated four cylinder carried over from the old model but updated to Euro IV emission levels, a 1.2-litre TSI that will replace the 1.6-litre petrol and a 1.6-litre TDI, which will replace the 1.9-litre TDI.The 1.4 petrol engine develops 63kW/132Nm while the 1.2-litre TSI pumps out 77kW/175Nm. The TDI engine chosen for Aussie-spec Polos develops 66kW/230Nm.The 1.4 petrol and 1.6 TDi get five-speed gearboxes, while the 1.2 gets a six-speed.All are expected to be available with optional seven-speed DSG gearboxes.The 1.2 TSI and 1.6-litre TDI are new engines in the Polo family. VW claims a 20 per cent fuel economy improvement in the TSI and 15 per cent in the TDI. The TSI’s combined fuel figure is 5.5 litres/100km, the TDI 4.2 litres/100km and the 1.4 5.9 litres/100km.Ultra-frugal Bluemotion engines are available in Europe but are unlikely for Australia in the short term.DrivingIn the photos the Polo looks like a small car. It’s only when you walk up to the little five-door hatch that reality sets in.It is actually destined for the light car class but the large-car looks and mini-me Golf design will certainly help sales.The driving position is typically VW. That means everything is set out in a thoroughly planned way but unlike VWs of the recent past, the look and feel is not austere. The cabin has a VW family feel and that carries over to the quality levels. The doors shut with that Germanic “thud” and VW can be confident that the cabin ambience will attract buyers looking for prestige in a class dominated by highly-competent but “built-to-a-budget” rivals. Buyers who do not want to sacrifice quality and class when they downsize will love the Polo.The caveat on this German build quality is that Australian Polos will come from South Africa so we hope the quality levels are as good as the Spanish built cars we drove. Previous-generation Golfs out of South Africa had patchy build quality.On the road, the Mazda2 and Ford Fiesta may feel and drive more dynamically, but the Polo responds well to measured driver inputs and finesse. Smoothness is the name of the game in this car and it repays such precision with fatigue-free driver and passengers.Press-on drivers may be disappointed that the chassis is not a bit sharper and the damping a bit firmer but we’d suggest that the vast majority of Polo buyers will be very happy with the ride and handling. The electro-mechanical steering, like many VWs we’ve driven, does lack some feedback though.Those buyers wanting a crisper driving experience will have to wait for the GTi.The 1.4-litre petrol engine is smooth, revvy and elastic at low revs. It is not overly endowed with urge but is a very sweet engine.Pushed into corners the 1.4 will understeer – push wide through corners - but the all-round composure is reassuring and confident. The TSI, fitted with 17-inch wheels and tyres, feels flatter and more precise without any loss of ride comfort.The front McPherson strut suspension and rear semi-independent suspension have been tweaked for better stability and ride comfort.Both the five and six speed manuals are smooth and precise and the seven-speed DSG is seamless. VW expects that most Aussie Polos buyers will go for the DSG gearbox. They won’t be disappointed.Although there is nothing wrong with the 1.4, the TDI and TSI engines are the pick.They are such sophisticated little engines there is little to separate them. The petrol engine revs harder but the TDI has better low-down torque.The 1.2-litre TSI version could easily wear a GTi badge and you’d be happy, such is the mid-range performance for overtaking. Maximum torque of 175Nm is available between 1500 revs and 3500 revs.Forget all you know about 1.2-litre four cylinder engines, the TSI Polo engine rewrites the book on how good small capacity engines can be. The TSI is deceptively quick with a top speed of 190km/h, yet flexible enough to pull away in third gear under 40km/h.We spent time in the higher capacity 77kW/250Nm Polo TDI but all TDIs share a common rail design that is sweet revving, quiet and demonstrably strong.All three engines are impressively quiet too. At 110km/h all engines are muted and suppressed and wind noise is virtually absent. Even with the rear seats folded and piled with luggage the cabin remains quiet and free of any road noise or “booming”. The overall body integrity shines through here.It feels substantial, well planted on the road and even back seat passengers are not treated as second-class citizens. Where some of the rivals pamper front seat passengers but are let down in the back, the Polo is a complete, quality package. Luggage space is also a respectable 280 litres with the reat seats up and 952 with the seats folded.The previous generation Polo may have lacked a clear on-road identity that set it apart from its rivals.But the new car has rectified this. It has a strong sense of sophistication and on-road composure that is likely to push it to the top of the light car class.For more a detailed test drive report, see Carsguide print sections or check back here this weekend.Engine: 1.4-litre four cylinder, 1.2-litre four cylinder turbo (TSI), 1.6-litre common-rail turbo-diesel (TDI)Power: 63kW at 5000 revs, 77kW at 5000 revs (TSI), 66kW at 4250 revs (TDI)Torque: 132Nm at 3800 revs, 175Nm between 1500 and 3500 revs (TSI), 230Nm between 1500 and 2500 revs (TDI)