Hatchback Reviews

The company is showing its i MiEV, or Mitsubishi innovative Electric Vehicle to media, fleet companies and government ministers for evaluation as Japan gears up for the first run of 2000 production vehicles.The i MiEV is the first full certified electric vehicle in Australia, a process Mitsubishi CEO Robert McEniry described as challenging and an exciting day for the company."This is really the start of the future for the car industry, I think we'll see a lot more of these vehicles being introduced into the marketplace,” he says."It's the first fully-certified electric vehicle in the Australian market - that's a real breakthrough for us but it was a long arduous process."The car you see is ready for volume sale, Australia is the first country to get full certification.”McEniry says the company will get a handful more cars later in the year for long-term evaluation, with a view to going on sale in 2010, but refused to comment on a price for the car.While prices were a taboo subject — McEniry was determined not to talk price yet — the company is looking at other technology as a guide to what will develop with electric cars."There's no doubt the technology will improve, we use the mobile phone analogy, where you needed a trailer and a couple of months at the gym to use the phone,” he says."Now we have these microsystems and new battery technology, one would anticipate the same process would follow with electric vehicles as well.”Mitsubishi is also looking to the nation's governments for assistance in encouraging the adoption of new automotive technology."In every other country the vehicle has been tested in, the governments have been very pro-active in assisting the introduction of these electric vehicles into the marketplace. We haven't discussed that with them here yet,” McEniry says.He believes that providing tax relief, infrastructure assistance or subsidies is an opportunity the government should not ignore."I think direct subsidies is probably the way to, initially we're only talking very small numbers and an education process, this is about CO2 reductions and this car can be the sentinel for that," he says.DrivingEerie silence is all that you get with a twist of the switch where a key once went.The i MiEV electric car — the first certified for sale in Australia — is then `READY’ according to the dashboard indicator.Stealthy silence — which could be useful to frighten wayward pedestrians — and a faint whirr is all that is heard as the battery and electric motor — underneath the back seat — drive the rear wheels.As a city commuter car to get from A to B (or should that be AA to D) the i MiEV is simple to steer, light and remarkably swift.A proper push on the accelerator heading up Montefiore Hill kicks the electric car quickly forward, with the instant torque from the electric motor quickly bringing Colonel Light into view.The drivetrain has three models: Drive for full power, Eco mode for lower torque and longer range and Brake mode, which increases the amount of regenerative braking that puts charge back into the battery.Despite a tall body the little four-seater doesn't lean excessively (most of the weight is down low) and there's enough room for four adults.Drivetrain: lithium-ion battery and a compact high-output permanent magnet synchronous electric motor.Power: 47kWTorque: 180NmRange: 160kmTop speed: 130km/h (restricted)Performance: 1.5 seconds faster to 80km/h than petrol equivalent.Consumption and battery stats: 88 batteries in pack, weighs 200kg. One quarter the emissions of a petrol equivalent, half the emissions of equivalent petrol-electric hybrid. Saves one tonne of CO2 emissions per 10,000km travelled. Seven hours for a full battery charge on a home powerpoint; 30 minutes for 80 per cent charge on a fast-charger system. 10-year, 160,000km battery life. A full charge could cost as little as $2.50 on an off-peak tariff.

It's a similar story with the car.Anyone who knows the Golf knows exactly what to expect when Volkswagen starts a fresh round with a new model. It will look a certain way, drive a certain way and feel a certain way.So the sixth-generation Golf is no surprise. And in a lot of ways it is just a mega-facelift update of the previous model, the super-good fifth generation that was great for owners but tough for Volkswagen to build at a reasonable profit.A lot has changed for Golf 6 but the best news for buyers is the price line has been held at $25,990, with more value and a lot of tweaking of details as minor as the dash lamps and mirrors and even the quality of the optional leather trim. The engines are smaller but there is better efficiency and double-clutch gearboxes are available across the range.Later this year, of course, there will be a new GTi.Volkswagen is aiming high with the new Golf, and not just because it is the backbone of the brand in Australia — and globally.It knows the competition is getting tougher as everyone from Ford and Holden to Peugeot and Renault and all the rest look to cash-in on global downsizing and a green movement which is providing a lot of power for compact cars.Volkswagen also knows it must work harder in Australia because of the classy competition — particularly the Focus, Mitsubishi Lancer and upcoming Mazda3 — which are clustered much closer to the $20,000 price point than it can manage.It is using the smoother new body, the powerplant choices, and an Audi- style emphasis on cabin quality to do the job.There are six models in the new Golf range, with a choice of three engines and three transmissions. The $25,990 starter car comes with a 90kW turbo petrol engine and a six-speed manual gearbox while the $35,690 hero is a 103kW turbodiesel with a six-speed DSG manu-matic gearbox.The one in the middle is the 118kW contender with the same engine package as the GT from the previous model, using a combination of supercharger and turbocharger on the same basic 1.4 litre engine as the base car.At the bottom, the trim level is called Trendline and this jumps to Comfortline once you pass the $30,000 threshold.But Volkswagen is following BMW with its optional equipment, which includes everything from the metallic paint and a sunroof to parking radar, satnav with 'Excite' sound, and adaptive chassis control with switchable settings to match the driver's mood.DrivingThe first time I drove the new Golf I was underwhelmed.The car looked and felt far too much like the old Golf to justify an 'all new' tag. It didn't help that a lot of the major building blocks in the car, from the chassis to the roof panel, are carried over.At the time I was convinced the Golf 6 was really, in computer-speak, the Golf 5.1.But I used a fresh set of eyes when a Golf rolled into the garage for more than just the usual one-week evaluation. And I was able to get it onto familiar territory to test a lot of the subtle changes.But a word of warning — the Golf in the garage is a $45,160 car, not a $25,990 base model, thanks to the 118 TSI engine, DSG gearbox, Comfortline trim and a long run of extras including a sports package, parking radar, satnav, premium sound and an alarm.It's not the car I would have chosen, but it is nice. Actually, it's very very nice.But the price means it goes up against cars like the Honda Accord Euro when most buyers will shop it against Mazd3 and Focus and Lancer.So, let's get the basics out of the way.Golf 6 looks a little cleaner and smoother, and will fit right in at the trendy schools and coffee shops.The cabin feels a touch roomier, and the improvements to plastics and switches and even the colour monitor lift it to a new level. It looks and feels like a premium compact.The super-turbo motor is a gem. No-one would know it is only a 1.4 because it kicks like a 2-litre when you ask the questions. It is also sipping at just 7 litres/100km, despite regular bursts of acceleration.The DSG gearbox is equally good, sliding through gears or responding quickly to a manual call for a downshift.But...Some of the Carsguide test team both complained about the car's jerky response, particularly in stop-start traffic or when parking. And there were also grumbles about poor response on light throttle.So the DSG takes some learning. And it's not perfect.But the suspension in the test car is sublime. A smooth ride with good grip and all the cornering power you could want, unless you really want the GTi. The Golf just follows the wheel and soaks up bumps.There seemed to be a lot of tyre noise at first, but that impression has faded. But it's something to consider.As for the rest, the Golf has won me over.It's a great little car and, despite the Euro-style price premium, looks good and good value. It's definitely a car to recommend to friends.Now we have to wait and see how it goes against the Mazda3, which will be the new Japanese hero in the compact class.HOW IT COMPARESFord Focus (from $20,490): 74/100Mazda3 (from $21,490): 72/100Mitsubishi Lancer (from $21,490): 73/100Peugeot 308 (from $25,990): 68/100

But the Chilli variant adds even a little more heat to the recipe, for which the cost starts at around $43,500. Of course, you can add all sort of goodies from the bursting Mini option wardrobe to bump that price tag up at will.EngineMated to a six speed manual transmission, or optional six speed auto, the Mini Cooper S Chilli is powered by a 1.6 litre, four cylinder turbocharged engine that squeezes out 128kW at 5500 rpm and 240Nm at 1600-5000 rpm.On its way to a top speed of 225km/h, it will pass the 100km/h mark in 7.1 seconds.In the city, the Chilli burns 7.9 litres of fuel every 100 kilometres but on country roads and freeways that figure can drop considerably to around 5.2 litres, while CO2 emissions are also relatively low, at around 149 g/km.ExteriorThe ‘compact on the outside, roomy on the inside’ promise continues with the Cooper S Chilli.Seventeen inch alloy wheels jammed hard into each corner provide the car with minimal overhangs and promote a stocky, bulldog appearance.A wrap-around style glass window band increases peripheral vision and the upright windscreen improves interior space.The wide-mouth, hexagonal grille and bi-xenon elliptical headlights, plus chrome highlights and Cooper S badging accentuate the sporty look of the Chilli, whilst side sills, flared wheel arches, twin exhausts, twin racing stripes and a wing-shaped roof spoiler compliment its muscular, purposeful stance.InteriorThere is a feeling of precision and quality inside the Mini Cooper S Chilli.Supportive leather seats and multifunction steering wheel provide a superior level of comfort, whilst the unique dash layout – emphasised by the huge speedo in the middle - is fresh, neat and well made.There is plenty of storage space in the roomy, chrome-finished cabin, including two cup holders, and enough leg room in the back seats for two average sized males to sit in comfort on short trips.SafetyAs well as six standard airbags, the Chilli comes with anit-skid brakes with cornering control, brakeforce distribution and stability and traction control systems.DrivingIt’s always refreshing to see a unique approach to interior design. Mini has certainly achieved difference with the switch laden dash and big retro dials finished with chrome and lots of glass and colour. Whether it’s necessarily to our taste is another story but big-ups in any case for the effort.One negative was the position of the speedometer. It might look striking and novel if you’re not driving but it’s a hassle to look left all the time to see how fast you’re going – and perhaps a little dangerous too. Another sore point was the footrest that seemed a bit too large for our Aussie feet, and got in the way a lot when changing gears.But the seats were firm and supportive, the cabin was light and roomy and the fat leather wheel felt substantial in the hand. Most of the controls were easy to find and simple to use, although we did take a bit of time fumbling our way a round the audio system.All the talk about the Cooper S range handling like a go-kart is on the money. The bigger wheels at each corner give it plenty of grip. Diving in and out of corners, the car was always direct and true.The turbo charger gives the Chilli all the nip it needed. We did find giving it too much squirt took enough weight off the front wheels to liken it to an untethered hose on full whack, which was a little unsettling.The suspension could have been slightly more forgiving which would have ironed out a few rattles and knocks over rough bitumen, but there was little to no body roll given its extremely low centre of gravity and ideal weight distribution.But overall, this is a fun and feisty car – with all the pocket performance you could want, and great looks to boot.

Now Hyundai is following up the success of its best-selling Euro-styled i30 hatch with a family friendly wagon, called the i30cw, for “crossover wagon”.The newest Hyundai is $1500 more than the hatch, with prices starting at $20,890 and Hyundai is confident it will be a runaway success like the five-door hatch.Engines choices are a 1.6-litre petrol four cylinder and 1.6-litre four cylinder CRDi turbo-diesel.Launched this month, the i30cw is based on the hatch but is slightly longer, delivering wagon practicality and flexibility. Two models will be available, the SX, SLX and for a short time a launch-edition Sportswagon is also on sale.The auto-only $29,990 Sportswagon uses a 1.6-litre petrol engine and shares its name with the popular Hyundai Lantra Sportswagon models from the 1990s.Hyundai Australia expects to sell about 500 Sportswagon models and the company’s Australian chief executive, Steve Yeo, says it may become a permanent part of the lineup.“We’ll see how it goes,” he says.The i30 Sportswagon has 17-inch alloys with chrome inserts, side repeaters in the outside mirrors, iPod, USB and auxiliary connectivity, six-speakers, leather interior, steering wheel mounted audio controls, six airbags and electronic stability control.Yeo says space is the wagon’s big selling point.At 4475mm, the cw is 230mm longer than the hatch and sits on a 50mm longer wheelbase, which translates into more rear passenger and luggage room.The wagon is also 40mm taller than the hatch while the luggage area has 415 litres of space with the rear seats up and 1395 litres with the rear seats folded.Hyundai says the luggage area will accommodate a full-size stroller or bike.Like the hatch, the wagon gets electronic stability control, traction control, anti-skid brakes and active headrests and a five-star crash rating. The SLX and Sportswagon add driver and front passenger side (thorax) airbags and curtain airbags, which are a $700 option on SX models.All wagons get a full size spare with an alloy spare in the SLX and Sportswagon.The i30cw also gains Hyundai’s active locking system, called HALO, which automatically locks all doors when car reaches 40 km/h.The doors automatically unlock when the key is removed from the ignition. However, front seat occupants can override the system to easily exit the car.Hyundai’s director of sales and marketing, Kevin McCann, is confident the wagon will repeat the sales success of the hatch. “The hatch was the fourth best selling small hatch in February,” he says.The i30cw will muscle in on the Holden Viva estate and Peugeot's 207 and 308 wagons, but with the Holden Astra as its nearest price rival, the crossover wagon is tipped to be popular with both fleets and private buyers.The company expects to sell about 100 a month, many to “lifestyle” buyers who do not want, or need an off-roader, according to the company’s general manager marketing, Oliver Mann.“Less than 30,000 wagons were sold last year, about 3 per cent of the overall market,” he says.“By comparison SUVs make up 21 per cent of the market but there are signs this is plateauing.”Mann says the he believes the i30 wagon has the ability to lure disenchanted buyers from larger off-roaders because of its space, practicality and compact size.“But it’s still a roomy car,” he says.It is really no surprise the i30 station wagon behaves in a similar manner to the hatch.They share much underneath, including engines and suspensions.After a brief stint in the 1.6 CRDi SLX and 2.0 Sportswagon, there is no doubt Hyundai has another hit on its hands.The packaging is right, the size is right and the price is right.As with the hatch, the wagon gets well positioned, legible controls that could have come from a Volkswagen. All controls have a quality and durable feel.But the real news is out the back.The car’s extra length translates into space where it’s often neglected, in the back seat and luggage area.The rear seat has plenty of legroom for an adult even if there is a taller person in the driver’s seat.The 60/40 split fold rear seats are easy to lower for an almost flat luggage floor. However, unlike some prestige wagons, the seat cushion does not fold up and out of the way.There are some nice practical touches.Hyundai has picked up some sensible innovations from some of the prestige European wagons, like the luggage barrier net that can be used behind the rear seat or front seats to stop items from moving forward.The luggage net is a standard inclusion as well as the luggage cover. There’s even room around the full size spare to hide items.Behind the wheel the wagon mirrors the hatch. Hyundai has come very far with its design and soft-touch, high-class interiors but the i30’s suspension still needs some work.The wagon remains reasonably composed over smooth roads but when things deteriorate, so does some of the suspension’s overall poise.In the Sportswagon the car’s 17-inch tyre package gives the car a more surefooted stance and the steering feedback feels better but road noise does seem to be more instrusive.Road noise in both the petrol and diesel wagons is suitably muted on smooth roads but over rougher potholed back roads the suspension can crash over bumps and some noise is transmitted into the cabin. It’s not nasty but something to bear in mind.Both the Hancook tyres on the SLX and the Kumho Solux tyres on the Sportswagon provided plenty of grip and the brakes felt strong.Hyundai says the suspension in the wagon has been tuned with Australia in mind but a little more development may be needed.However, it must be said that in its price segment many buyers will be coming out of older wagons and hatches, so driving the i30, in either hatch or wagon variants, will still be something of a revelation.Perhaps where the i30cw is lagging some of its competitors is with transmissions. Hyundai is working on a new six-speed sequential shift auto but the i30 gets a fairly conventional four-speed automatic and five-speed manual when some of the Euros now have six-speed manuals and automatics available.Hyundai expects most buyers to opt for the four-speed auto, which performs adequately in both the CRDi and petrol models.The wagon tips the scales, marginally heavier than the hatch, about 40kg to 44kg depending on specifications.That means the 85kW/255Nm CRDi turbo diesel has no trouble doing its job. This engine is very smooth, quiet and according to Hyundai’s figures, delivers a combined fuel economy figure of 4.9 litres/100km for the manual and 6.0 litres/100km for the four-speed automatic.There’s a lot to commend the i30 wagon and it again proves that Hyundai is maturing quickly as a brand and it is continuing its pursuit of higher quality and design.

In a manner of speaking Volkswagen has, if not laid hands on, at least sighted the elusive target with its sixth generation of the Golf.The little car that just keeps on keeping on with more than 26 million sales worldwide in a 35-year production run has come to market again, and this time with a pair of petrol engines that offer power increases of up to 23 per cent and efficiency improvements as high as 24 per cent alongside a fuel-sipping diesel with the latest common rail technology."More powerful engines that are more fuel efficient, safety that is going to be the benchmark in the class for some time to come - and all of that for all buyers from the entry car to the top model," says VW Australia boss Jutta Dierks."We took a very good Golf and made it better."For the first time the Golf range in Australia will not have a naturally aspirated engine but rather three small, super efficient units with either turbo-induction or VW's brilliant "twin charger" technology which marries turbocharging and supercharging.The three engines are coupled to either six-speed manual gearboxes or the optional DSG double-clutch automatics at an extra $2500.It is no accident that the badge on the new Golf does not reflect the engine size as the prospect of boasting about a pair of 1.4-litre petrol units was not that appetising."If you are talking about putting numbers on badging, then 1.4 is not really that impressive - and it doesn't represent what the new engines offer," Dierks says.Instead the badge now reflects the power output of the engines and while Dierks concedes that the use of TSI for both the turbo and twin-charger models could be confusing, at least initially, "it is a global decision".TSI had previously been the designation for twin-charger models alone.The entry-level 90TSI is a 1.4-litre turbocharged petrol model starting at $25,990 for the six-speed manual. However, if you don't want it in white - the only non-metallic colour available - then immediately add $700.The 90kW engine replaces the naturally-aspirated 1.6-litre from the Golf V, lifting power by 15kW and carving 2.1L/100km off the fuel use.For the 118TSI the improvements are just as dramatic with economy improved from 8.6L/100km in the previous 110kW 2.0-litre automatic to 6.5L/100km for the 7-speed DSG coupled to the new 1.4-litre.For the first time VW will use common rail technology for its 2.0-litre turbocharged diesel in the 103TDI. According to VW the shift to common rail - in line with most of the diesel world - was driven by the third generation technology which allows for much higher pressure fuel delivery through the use of piezoelectric injectors with consequent reduction in compression ignition noise.Power and torque are on a par with the previous unit injector (Pumpe Duse) system at 103kW and 320Nm but fuel efficiency has been cut from 6.1 to 5.6L/100km.Apart from the engines and gearboxes the majority of change from the fifth to the sixth generation has been in subtle body shaping, small tweaks of the spring and damper rates and an upgrading of tactile surfaces within the cabin.Keeping the genetic cues — which make the MkI Golf as unmistakably a member of the family as the MkV — was paramount to the design team for the new car."This is a `class free' car ... it is available to anyone, so much so that the small car category in Europe is known as the Golf Class," design team member Frank Bruese explained at the Australian launch of the Golf VI."Golf is about heritage and history and each generation must be easily identifiable as a Golf - it must have the Golf DNA of a strong horizontal face, distinct wheel arches and a strong C-pillar."Beuse says that while the design changes are subtle rather than dramatic - sharper character lines, a new grille shape and restyled lights front and rear - as a unit they work to make the eye see a car that sits lower and looks more aggressive and sporty despite it having exactly the same major dimensions as the outgoing model."It is like an Armani suit," Beuse says. "It doesn't scream look at me but the closer you look the more you see of the quality of the material ... the class of the cut."Under the dress suit the new Golf is sitting on almost all of the same running gear as the previous car. Apart from the tweaks to the spings and dampers - and the option of an active damper system on the top-spec Comfortline model - it is business as usual.Styling inside the cabin is also readily recognisable as Golf although the quality of some of the touch surfaces - particularly the new steering wheel - and the inclusion of comfort items such as the climate control air-conditioning from the new Passat CC do lift the game.Across the range seven airbags, electronic stability control, anti-lock brakes, electronic brakeforce distribution and traction control are all standard. The cars have also earned a five-star crash rating in both European and Australian testing.Out on the road the Golf is quick to prove that it is going to keep its rivals honest - something that shouldn't be any surprise as it has been a hallmark of the previous two generations.The ride is subtle and composed across the range with the diesel - on short association - appearing to be the best all-rounder.Noise, vibration and harshness levels are good with only a degree of tyre roar on coarser-chip roads letting the side down.Broken and uneven surfaces were generally soaked up without fuss, although the firmer sport setting of the optional adaptive suspension fitted to the 118TSI did fall victim to mid-corner bumps on a couple of occasions.Both petrol engines can be punched along quite happily but it is the twin-charger 118TSI that excels when asked for extra effort. Despite being a slightly detuned version of the powerplant from the previous GT model it is a wonderfully realistic compromise between urban toodler and open road attack weapon.If you didn't feel the need to spend the optional $1500 on the adaptive damping you really wouldn't be missing out on much.Across the range the standard suspension is better than average with the general disposition of the cars balanced and composed.Steering is typical of VW's front-drive cars with a comfortable degree of feedback, little tendency to be unsettled and consistent linear feel.The new generation red-hot GTI, which has been a mainstay of Golf sales in Australia, is expected to arrive towards the end of this year. In the interim the current GTI will still be available.VW Golf VIPrice: 90TSI $25,990, 118TSI $30,490, 103TDI $33,190 (add $2500 for DSG)Engine: 1.4L/4-cylinder turbo 90kW/200Nm; 1.4L/4-cylinder twin-charger 118kW/240Nm; 2.0L/4-cylinder turbo-diesel 103kW/320NmTransmission: 6-speed manual, 7-speed DSG, 6-speed DSG (diesel)Economy: 6.2L/100km (90TSI), 6.5L/100km (118TSI), 5.6L/100km (103TDI) - all combined cycle, all DSG.The 2009 Melbourne International Motor Show...

The Subaru Stella is one of the new breed of plug-in electric cars that will be commonplace in the world's major cities within a decade, although it is currently an outright oddity.It is much smaller than a regular Australian city car, only runs for 80 kilometres between re-charges, and would probably cost more than $100,000 - much of the money needed for its high-tech lithium-ion battery pack - if you could actually buy one.But the Stella is not for sale and is only in Australia as the Subaru star at the Melbourne Motor Show which opens on Friday.Like the similarly tiny Mitsubishi MiEV, the Stella is being used as a development tool and to raise public awareness of the electric cars which will take up the motoring slack as the world's oil begins to run out."We will build 100 cars from August. Subaru is building its base as the world's top electric car company," says the head of the plug-in Stella program, Takashi Suzuki."Technically, we can get the top position. It's total technology that gives us the confidence."Subaru has been partnered with NEC on battery technology for more than five years and is also working hard on the charging technology that will entice people to switch to electric cars. The Stella gets a fast- charge top-up in 15 minutes, although a standard fill from a household socket takes four hours.It uses eight individual battery packs hidden under the front and rear seats, which power a 15kW-hour electric motor which produces 150 Newton-metres of torque. There is no gearbox and the sparky Stella hits 100km/h when its electric motor is turning at its maximum of 6000 revs."The performance is the same as a two-litre gasoline engine," Suzuki says.DrivingSuzuki’s estimation of performance seems right as I give the electric Stella a brief sprint around a go-kart track in inner Melbourne. The original plan was for a proper road drive, but that was before the Department of Transport and Road Safety in Canberra decided that only Subaru people would be allowed to drive the car on public roads.The Stella pulls away nicely, feels tight for a Japanese tiddler, and I can feel the regenerative braking topping the batteries as the engine switches to a generator every time I lift off the accelerator.The air-con still works well enough - one of many systems that run off a regular 12-volt slave battery - but the Japanese satnav cannot decide how Melbourne fits into its memory mapping of Tokyo.Then we set off into the city with a Subaru man at the wheel and, despite the breakthrough technology and some giant signs down the sides, no-one looks twice at the Stella.It is still quiet, although very cramped in the back seat, and flows easily with the traffic. It seems to stop well enough but there is - as you expect in an electric car - no noise to warn pedestrians and a louder horn would be a good idea. The 2009 Melbourne International Motor Show... 

Subaru has just joined Mitsubishi and Smart in the push to put effective, affordable plug-in electric cars on Australian roads.It is using its stumpy Stella city car as the teaser, with preview drives and a high-profile appearance at the Melbourne Motor Show so people will know it is serious about effective battery-powered green cars.Mitsubishi and Smart are pushing hard to have their cars on sale in 2010 but Subaru is taking things slower and there is no firm timetable yet for the Stella, or the plug-in cars to follow it."It's very much a long-term project. Subaru will have an electric car on sale in Japan this year but it won't come here in the short to medium term," says the managing director of Subaru Australia, Nick Senior."It's a domestic program for Subaru at this stage. They are telling is it is very, very low volume to start."Even so, Subaru Australia wants people to know it has the technology to compete with the plug-in leaders and that the Stella - even thought it looks like a tiny box with a battery - is a genuine runner."It's an electric car. It's the future," says Senior."We are going to be one of the first companies in the world with an electric car on sale. We have brought the car here to show what is possible. There are challenges involved, but it's here and it's driveable."Subaru planned a huge test drive program but was reigned-in by the Department of Transport and Road Safety, which ruled the single Stella could not be driven on public roads. Instead, the first drives in Australia were restricted to a go-kart track in Melbourne.Senior says Subaru is already working on a business plan but is struggling to make the numbers work, at least for the Stella."We wouldn't even consider it at this stage. The cost would be prohibitive," he says."One of the biggest issues in the short term with these cars is that they are going to be expensive."But he believes Subaru, which is working on exclusive battery technology, is pushing ahead quickly on plug-in technology."We need longer travel times and shorter charge times. This does only 80 kilometres between recharges."Senior is only admitting to long-term goals with the Stella but believes it will lead to serious Subaru electric cars."Basically, if you turn off your fridge in the kitchen you can run the Stella," he says."But I wouldn't expect to see anything serious on sale before the middle of the next decade. There is a lot to be done to make it viable, starting with the charging infrastructure as well."But the industry is proud of meeting the challenges over the past 10 years on a range of fronts and it is responsive and aware of all the electric car issues. We'll get there." 

The previous model was pretty good but this one raises the bar with more power, better economy and the same sporty dynamics.Power comes from a 1.4 or 1.6-litre four-cylinder petrol engine, depending on which transmission it is linked to.For some strange reason, if you want an automatic, then you are stuck with the smaller one - weird, but that's the way it is.For those who don't know, Ford owns Mazda and this car actually sits on the same platform as a Mazda2, itself a very good hatch.But that's where any similarity ends, because Fiesta is a fraction longer and wider and mechanically the two don't share components.Basically, what you're getting is the same excellent driving dynamics as the Mazda but in a funkier package.Unlike Holden, Ford has sourced this car from Europe and it shows.Though it probably costs them more, it's sure to pay dividends in the longer term because it's much better to drive.Fiesta is built in Germany but the company is planning to switch production to Thailand in the near future which, because of the Free Trade Agreement that exists between our countries, might mean lower prices ... but I wouldn't hold your breath.Our test car was the five-speed manual, with larger, more powerful engine.The 1.6 produces 88kW of power and 152Nm of torque.That is pretty good for an engine that's not turbocharged. It is not class leading but better than, say, a Barina or Hyundai Getz which are both competitors.A 1.6 and a five-speed are not exactly cutting edge technology, but the thing is they just work so well together making the car fun and rewarding to drive.This is the top of the line Zetec with three doors and all the bells and whistles.It looks a little different, with different front and rear bumpers, a different grille, and the addition of a body kit, rear spoiler, and larger 16-inch alloys. You can even get optional 17s.The Zetec comes with all the usuals, plus cruise control, voice-activated Bluetooth and a sound system with steering wheel audio controls and USB port.Prices start from $15,750 but this one is going to set you back $20,250 plus on-roads, of course.Getting into the car for the first time I was impressed with how comfortable the seats were. The partially leather-wrapped wheel has a nice, chunky feel that fits snugly in your hands, with a gear shift right there at your fingertips where you want it.There is plenty of hard plastic if you go looking for it, but all the surfaces you're likely to touch have been trimmed in soft material.The interior is dominated by the wild looking centre console, with small computer screen at the top.It takes a while to work out where everything is but it groups everything in one place.In terms of safety the Zetec gets the full Monty, seven airbags including one to protect your knees, electronic stability control and anti-lock brakes.The rear brakes are drums, but it doesn't seem to hinder braking performance.Economy for the manual is rated at 6.1-litres over 100km. It takes standard unleaded and, with a 43-litre tank, that means it's going to take less than $50 to fill up at today's price of about $1.10 a litre.During testing we were getting 6.7-litres/100km.I get to drive a lot of really fast and expensive cars as part of my job. It can make driving a hatch like this a bit of bore, but there's nothing boring about the Fiesta. It comes highly recommended.

Demand for the Mazda3 which pushed the small car to the top seller list last month has now prompted the company to bring forward the launch of its replacement by three months.

Like how a former president of the United States had a father who also did the job and how another ex-president's wife had a big stab for the same job.And like the thought that one of the world's best car makers is Subaru yet, purely coincidentally, the same car maker is one of the world's most dreary car designers. Remarkable.I don't know what you think — and really, I do care — but the latest Subaru Impreza hatch just does not do it for me. It doesn't stand out on the road and say: Look at me, I'm the latest and greatest.It says: Yep, me again.That's an awful shame. The Impreza is very well screwed together and has the best safety in its class, equalled only by the Mitsubishi Lancer.The hatch is nice to drive, feels solid on the road, has understated cabin features and though a bit more expensive than others, has the lure of things like the maximum safety star rating and all-wheel drive. It just looks, well, ordinary.AppearanceNow there's another Impreza. One that doesn't look ordinary and, in WRX trim tested here, actually looks like something you would pleasantly park in your driveway without your boring neighbour starting hee-haw noises over the fence.This is the Impreza sedan.Sit inside and it's all the same as the hatch. But walk around the outside and it has a cute tail that balances out the profile.The WRX gets a rear spoiler atop this boot lid, further impressing the audience.There is also a STI-look grille that successfully hardens up the almost floral decoration of the one on the standard hatch.The Impreza is finally balanced, in proportion and now armed with sufficient styling to draw attention. That can only be good.There is a certain austerity to the cabin but no complaints about the finish.Inexplicably, the audio system in the WRX is one of the best around in terms of sound quality and the enveloping nature of the speakers.The touch-screen system (optional) is excellent and sat-nav is appreciated though the buttons are weeney making it awkward for the driver to change the modes.And the seats are a pleasant compromise between sports and comfort, with sufficient lateral support so tired bodies like mine can plop in and creak out.Naturally the sedan has a bigger boot than the hatch though it still has a high floor. Combined with the small lid, it will limit the car's cargo-carrying flexibility though some relief is in the split/fold rear seats.The boot floor hides a space-saver spare and there's precious little room for anything else.FeaturesThe WRX comes standard with pretty much everything you'll want in a small car.It seats four adults, has climate airconditioning and electric windows and mirrors. There is a six-disc CD player and iPod jack, trip computer and cruise control.There is also height and telescopic steering wheel adjustment, height adjustment for the driver's seat, privacy glass for the rear doors and DataDot security technology.As the penultimate Impreza, the exterior gets colour-coded door handles and mirrors, alloy wheels, the mandatory spoiler and body kit.PricingThe hatch and the sedan versions of the WRX start at the same $39,990 — the same as in previous years despite the jump in performance and features.But the test car added leather upholstery, the sat-nav system — which replaces the six-disc CD player with a single-disc unit to allow room for the DVD map — and sunroof. Subaru bundles these three together and offers the WRX for $45,480.DrivetrainThe flat-four gets more power but the accent is on its delivery to the four wheels.That engine is still 2.5 litres and there's a turbocharger to give it a kick, resulting in power rising 26kW to 195kW and torque to 343Nm from 320Nm.This all arrives at higher revs which is a surprise given how much easier the car gets off the mark. The torque hits its peak at 4000rpm (previously 320Nm at 2800rpm) and power at 6000rpm (previously 169kW at 5200rpm).A graph (unavailable for viewing) may show a fatter torque band at lower revs.The flat-four engine drills through a five-speed manual — “no need for a heavy six-speed,” Subaru says — and ends at the front wheels and, via a limited slip differential, the rear wheels.Disc brakes are all around with ventilated units up front. Spot the WRX models by their red-painted calipers on show behind the spokes of the 17-inch alloys.Suspension is MacPherson struts at the front and, in a recent move, double wishbones with coils at the back that replace the struts used in previous models.Subaru has also tweaked the suspension with firmer joints to sharpen steering input and flatten out the bends.DrivingA decade-old Subaru can be identified just by cranking over its starter motor. You don't have to see the car to know it’s Subaru.Well, the latest one is less easy to pick by sound. Better body insulation has muffled the dentist-drill starter and a bigger exhaust system has muted the exhaust note. Not killed the note, merely turned the volume down a tad.The latest WRX gets quieter and has added a bit of softness in the power delivery despite the extra kilowatts and Newton-metres.From the driver's seat it's nice and simple and a lot like before.But press in the clutch and engage first and the shifter feels positive with less resistance than the older model.Drive the machine and the box shows shift improvements especially the downchange into second cog and then into first.The engine is a winner. Less fussy than before and with almost no willingness to stall off the mark, it displays more low-end guts to make driving so much easier.That rush still comes on hot from 2000rpm and pushes through 3000rpm with a bit of a thrust at about 4000rpm. There's no harshness about the delivery — it's smooth, linear and easy to control.The box, also, suits the extra torque. The WRX would run harder with a six-speed unit but, in truth, the five felt fine and given the engine's flexibility, was a no-brainer. It’s lighter and cheaper than a six, too.Impreza steering is a tad firm but that suits the car and the way it's supposed to be driven.Subaru has played with the suspension but you'd never call it harsh. It's a good balance between smooth and coarse bitumen with the only bit of nagging aimed at the noisy tyres.Basically, an easier WRX to drive and own. And, thankfully, prettier.SnapshotSubaru Impreza WRXPrice: $39,990 ($45,480 as tested)Engines: 2.5-litre, flat-4-cyl, turbocharger, intercoolerPower: 195kW @ 6000rpmTorque: 343Nm @ 4000rpmFuel economy (official): 10.4 litres/100km, (tested): 10.8 litres/100kmTransmission: five-speed manual; constant 4WD