Hatchback Reviews

It’s compact, affordable and most importantly, it’s frugal. And looking at the market, it seems its time has come.EngineWe tested the three door YRX, with a 1.3 litre 4 cylinder engine that outputs 80kW at 6000rpm and 141Nm of torque at 4200rpm.A four-speed automatic transmission with lock-up torque converter gets power to the wheels and there is also a five-speed manual option.The Yaris burns fuel at 6.0litres/100kms and expels 141gms CO2 per 100kms.ExteriorThe Yaris has a simple, aerodynamic shape with long shoulder lines and an integrated low bumper. Its wide stance and Sports body kit – YRX only – give it and agile appearance.InteriorThanks to its long wheelbase and specifically designed seating arrangement, the Yaris is quite roomy inside.The centre mounted instrument panel and digital speedometer are unique features that create a neat, clean look inside the cabin.The 60:40 split fold rear seats are slide adjustable and there are 25 storage compartments including a drivers seat glovebox.A six stacker, MP3 compatible sound system, Bluetooth compatibility and power windows, door locks and mirrors make long or short trips easy.SafetyA seven airbag package is part of the Enhanced Safety Pack option on top of anti-skid brakes with barkeforce distribution and brake assist.The Yaris comes standard with Toyota Safe-T-Cell which helps absorb the force of a collision to protect the driver and passengers. Specially designed front and rear crumple zones provide survival space for occupants in the cabin.PricingToyota’s Yaris starts at $15,690 for the YR three door and tops out at $21,590 for the YRX sedan. The YRX three door hatch – starts at $19,890 (manual) and $21,490 (automatic).DrivingThe Yaris is an excellent entry-level car for young drivers or those just starting in the workforce. It is also a good fit for daily commuters and retirees . However, if those young drivers want to take a couple of friends away for the weekend or the retirees want to take their grandchildren out for the day and need to take a stroller - forget it, there is just nowhere near the storage space required.The expansion of Toyota’s sedan range from three to four over the years has resulted in contracting the target market for the two smaller cars in the range. Whereas the original huge selling E20 Corolla worked as a family car at an entry level price, the current Corolla has moved upmarket and the Yaris does not offer the flexibility the Corolla used to have.The Yaris is stylish, solid and competent. Performance is adequate, our test car was an automatic, but we recommend the manual as the change pattern in those times you need control over acceleration is not there with the auto. Handling is good although there is a bit of skipping over rough roads.The centrally-positioned digital dash is annoying and the fuel gauge unacceptable. On one run, the test vehicle showed what appeared to be around a third of a tank driving past the last service station on one of Australia’s major freeways. The city boundary (and the next service station) was 70km away, but 2km past the service station the petrol bowser symbol started flashing and all feedback between 1/3 full and empty was lost. The car stopped without any further warning indicator.But overall the three-door Yaris is a good choice for people requiring basic economical transport.Verdict: 6.8/10

Some would say it's a brave move to launch a new car which makes an extroverted statement about success and a carefree lifestyle as the world reels from the numbing chill of recession.New car sales worldwide are plummeting but BMW's Mini moment in the sun has arrived.It already had its second generation, oh-so-cool convertible locked into production well before the economic crisis loomed and now it seems there could be a ray of sunshine for Mini amongst the gloom and doom.Its seemingly less than perfect timing could work in its favour with the new cabrio likely to appeal to buyers downsizing from more expensive or less efficient models.An upbeat head of Mini's marketing communications Andreas Hofmann says the Mini's enviable appeal as a fun car and its reputation for fuel efficiency were strong selling points."Our timing (in launching the new Mini convertible) will work in our favour. Buyers are downsizing and that will be a bonus for us, especially in the United Sates and even in Australia,” Hofmann said at the launch of the Mini cabrio in Austria."Even in this climate if a product is right, it will sell," he said.Australia gets the new soft top in Cooper and more potent Cooper S guise in April. It picks up all the styling and mechanical changes introduced in the hatch two years ago, including the 1.6-litre petrol four cylinder motor. In the Cooper S there's been a switch to a twin-scroll turbocharged engine instead of the old supercharged motor. Diesel, too, is under consideration and will probably come later in the year.So it is largely a good news story for the new Mini: it's greener, more frugal, and the cabriolet addresses most of the styling negatives associated with the old version.That puts Mini in a good position to take the fight for sales up to rivals like the Audi A3, Peugeot 207, VW Eos, Mazda MX5 and Holden's Astra. You can also add Fiat's 500 convertible which will be launched in Europe in May.ON THE ROADWho said the Germans don't have a sense of humour?Who else would launch a convertible in Austria as Europe struggles through one of its bleakest winters in living memory. While Australia struggled with heat waves, in the foothills of the Austrian Alps the temperature struggling to get to zero, snow sat a metre deep on the roadside and houses were half hidden under white blankets.There were plenty of puzzled looks from the Austrians, swathed in layers of winter coats, pondering why these strange tourists were driving with the roof down. But Mini reckons there's no reason why you can't drive a cabrio in all seasons and they are right.Certainly the provided thermal jackets, combined with the Mini's new automatic airconditioning system, did the job at keeping frostbite at bay.You certainly don't buy a cabrio to be practical, but this one packs plenty of appeal and some gimmicks.Mini, a brand which likes to be off centre, has blessed the motoring world with a new term, the Always Open Timer, which was quickly dubbed the openonameter.This supposedly clever little dashboard display keeps track of how many hours you have driven topless. Why? Beats me, but it's a great conversation opener.Mini says it "encourages open air motoring." I thought that's the very reason you buy a cabrio in the first place. So now you can have a dashboard display to make you feel good.The neatly designed powered roof opens in 15 seconds flat. It's not the fastest in the business but it can be done at speeds up to 30km/h so you can impress your passengers or fellow road users with Mini's card folding trick on the run.You can also slide the leading edge back to create a sunroof. The top folds down onto the boot lid. It looks neater than before but there's no room for it to disappear completely.The pair of rollover hoops in the old model, which blocked the rear view, have been replaced with a single pop up bar which is far neater affair. The rear window doesn't have wiper so on wet days or in snow you have to rely on your door mirrors. This Mini suffers the same fate as most convertibles in that rear quarter visibility is still minimal thanks to the chunky design of the soft top.The back seat looks purpose built for kids, not adults, but Mini has done a good job in maximising luggage space, albeit you can only get a couple of small suitcases in there, but you can access the rear seat which splits and folds.Under the bonnet, the 1.6-litre four cylinder in the base Cooper model is good for 88kW and 160 Nm of torque. It's no rocket, but the Mini has impressive fuel consumption on its side.The Cooper S is a delightfully different beast and you can pick it from a distance because of the power bulge on the bonnet. It offers added spice with 128kW and 240Nm but uses more fuel. Acceleration off the line takes a claimed 7.4 seconds to get to 100km/h; the base Cooper does it in a leisurely 9.8 seconds.Fuel consumption is rated at 6.1l/100km in the Cooper and 7.2l/100km for the Cooper S but the best we could do was 9l.100km on icy roads.We only drove the Cooper S version which showed little evidence that the extra 100kg the electric soft top adds hampered performance. It may be a different story in the non-turbo version. Nor did we see any evidence of scuttle shake which the previous model suffered from.The Cooper S's ride remains firm to the point of being uncomfortable, especially on broken surfaces, thanks to its larger wheels, run-flat rubber and sporty suspension set up.But it makes up for the hard ride with its reassuring grip and balanced handling, especially in tight twisty roads where there are constant changes of direction.Our six-speed manual test car came equipped with Mini's new stop start system which switches the engine off automatically when stopped to save fuel. Depressing the clutch fires up the engine again. It's a feature we will soon see in Australia on the Mini diesel hatch, but Mini is expected to introduce it on the petrol cabrio next year.Cabrio pricing is expected to rise between 3 and 5 per cent over the outgoing model, which would position the Cooper at just under $39,000 and the Cooper S at under $48,000. You do get some extra equipment like automatic air conditioning, Bluetooth connectivity and USB port for MP3 players to offset the price rise.The cabrio has all the traditional Mini DNA: sharp steering, poise and from the turbo, plenty of punch. Our drive in Austria proved this week, there's nothing chilling or numbing about the Mini's appeal.Price: Not finalised but expect the Cooper to sell for just under $39,000 and the Cooper S for about $48,000. SnapshotBMW Mini convertibleOn sale: AprilEngines: Cooper: Four cylinder, 1.6 litre naturally aspirated, 88kW at 6000rpm; 160Nm at 4250. CO2: 145g/km; Cooper S 171g/kmCooper S: 1.6-litre twin scroll turbocharged, 128kW at 5500rpm; 240Nm at 1600rpm (can be briefly boosted to 260Nm under full throttle).Performance: Cooper, 0-100km/h 9.8 seconds (manual) 11.1s (auto). Cooper S 7.4s (manual) 7.7s (automatic)Transmission: Six-speed manual or automatic optionalEconomy: Cooper, 6.1/l100km; Cooper S, 7.2l/100km. As tested (Cooper S): 9l/100km to 11l/100km depending on road conditions.

Why do people say something is 'as cute as a button'.A button isn't cute. It's a fiddly, slippery thing thats entire life is dependant on a strand or two of cotton thread.It will break at the most inopportune time, causing grief to the wearer. Nothing about a button is cute.A Fiesta, however, IS cute.Even the first model easily fell into the `cute' category and was so alluring that thousands were sold to young ladies seeking style and sensibility. The latest is a bit more edgy in shape, but it still has the characteristics of the first model.Teardrop headlights and high, slim tail lights combine with the `bunched up' wedge profile of the Fiesta to make it a distinctive addition to the traffic.Subjectively, the three-door is prettier. It conveys a more sporty nature. The five is obviously more practical.The CL manual model tested comes with 15-inch steel wheels covered by silver-painted plastic covers. Again, practical — but not necessarily an elegant look. Edgy on the outside, interesting on the inside. The dashboard is neat, modern and very user friendly.Yes, there is a conflict of materials and colours but it works. There are even sections of soft-feel material on the dash that really lifts the car's perceived quality.There's also plenty of storage spaces — including a hinged pocket on the lower right-side of the dash — and a glovebox capable of accepting more than a glove.Driver's of all sizes should get comfortable in this car. The driver's seat is height adjustable and the steering wheel can adjust in both tilt and telescopic.Visibility is fine and parking is good because you can sense where the tail end is abruptly cut off. The small triangles of glass just forward of the front doors aid side vision.The front seats get surprisingly long cushions to support the thighs, which is very welcome for anyone spending a lot of time behind the wheel.There's room in the back for two adults with sufficient head and legroom, though like most of its rivals, the Fiesta seat is firm and shapeless.Shoppers will rejoice with a huge boot that is both deep and long. The seat is split-fold to boost cargo room.I disliked the tinny clang of the doors closing. Unusually, the rear hatch closes with a solid thump.The boot's hatch is generous in the size and height of its opening but may be difficult for smaller people to close.Ford provides a space-saver spare though a full-size wheel can fit. The test car had an optional “full-size” 80km/h-limited 175/50R14 Goodyear Duraquip spare that appears physically as big as the 195/50R15 road wheel.If you drive in the country, get this Duraquip version or, better, ask for a proper tyre. The CL five-door manual model tested here is the entry-level version with a $16,490 sticker price.You may save $740 by forgoing two doors but if you have any more than two friends, you may end up regretting that saving.Ford add more goodies for the LX ($18,490) and Zetec ($20,990). Autos add $1500 but the engines are only 1.4 litres, not the 1.6 units fitted to all the manual models. Deduct $740 for the three-door models.Electronic stability control, traction control and five extra airbags — taking the number to seven — cost $1000 as a package and no owner should leave the showroom with out it.For those of you who came in late, the Fiesta is basically a Mazda2 and that's all good news.The front-wheel drive baby gets an 88kW/152Nm 1.6-litre engine for the manual transmission model.But opt for the auto and the engine is a smaller 71kW/128Nm 1.4-litre unit.Ford claims 6.1 litres/100km for the manual and 6.9 l/100km for the auto with CO2 emissions starting at a low 143g/km.The chassis is very simple with conventional design and components that indicate simple and inexpensive servicing and repair. The CL's list of features is a string of “A” in the Ford brochure. A stands for Accessory.But there is airconditioning with a pollen filter, electric front windows, heated and electric mirrors, and a single-CD with MP3 compatibility, an iPod jack and audio controls on the steering wheel. The Fiesta will perform a lot better than you may expect.The 1.6-litre engine is a torquey, quiet and frugal little unit that has a pleasing kick at about 4000rpm. The gearbox is a conventional five-speeder with accurate shifts and, together with the clutch, a light operation.Fuel economy on test was 7.2 litres/100km but I was enjoying the engine and could have done a lot better. Sorry.Handling is surprisingly secure. This is a light car and can move about a bit in sidewinds however displays none of this nervousness through the bends.The steering is overly light but it all feels comfortably connected. People who enjoy a drive will wear smiles equally as wide as owners ho just want a cheap-ish commuter.The brakes are front discs and rear drums but there's no complaint from me about their performance.I liked the ride comfort of the Fiesta mainly because I was expecting a light, thumpy ride. But it's all tied down neatly and the car will soak up bumps without a worry.

But for how long will it hang on to the title.BMW'S two—door Mini will soon snatch away from rival Smart the bragging rights of having Australia's greenest new car — but it looks like its reign is going to be short lived.The diesel version of the Mini arrives in June, promising an average a budget friendly fuel consumption of 3.9 litres per 100km — or a remarkable 3.5 litres on the highway — giving it a range of just over 1000km on a tank from an engine which produces just 104g of CO2 per kilometre.That will make the Mini D cleaner than the much vaunted Toyota Prius hybrid and the current green car king, the Fourtwo from Mercedes—Benz subsidiary Smart which has a mild hybrid system.But Smart isn't lying down and will fight back with an even cleaner two—seat FourTwo, which may go on sale as early as August. It will lower the green bar even further to 3.3l/100km and promising an astonishing clean exhaust for a conventional combustion engine of just 88g/km of CO2.And waiting in the wings will be an equally smart 1.2—litre Fiat 500 cabriolet, due to be launched at the Geneva Motor Show next month which will use the same fuel saving stop—start engine technology as the Mini. It's due in Australia next year to take its share of the frugal limelight.Meanwhile, all eyes are on the new diesel version of the cute—as Mini, and the big advantage it has over the Smart is that it at least has a back seat, of sorts.The stylish Mini's maxi appeal is you can have fun and at the same time feel good about being environmentally responsible. It promises class leading fuel economy from its direct injection turbo engine, jointly developed with Peugeot and Citroen, without the need for expensive and hefty batteries which are the millstone of existing electric/petrol hybrid systems.Pricing is yet to be fixed but the Mini D is expected to come into the market for about $34,000 for the base Cooper version and just under $38,000 for the better equipped sporty Chilli.But the diesel Mini nearly didn't make it to our market. A year ago it would not have been possible for BMW to sell it here.The Mini D's remarkable fuel economy is largely achieved by automatically shutting down its engine when at idle, such as stopped at traffic lights. Depressing the clutch instantly fires up the engine again. It also switches off ancillaries, such as the alternator and water pump until needed to reduce engine load to save fuel while energy traditionally lost when braking is recaptured and fed back to the battery.As well, there's even a gauge to tell the driver when to change gears for maximum efficiency.But most of this technology, developed by Bosch, works best with a lean burn diesel engine and until last month Australia's diesel was too high in sulphur to make it work. The sulphur level was reduced in December, opening a flood gate to companies like BMW to bring in high tech engine technology.The green friendly message will be a big marketing draw card for Mini as buyers look to downsize and look at fuel efficient alternatives.BMW Australia last year successfully convinced Germany there was a sound business case for adding the diesel to the Australian Mini range. It was, in hindsight, a brave move considering the majority of Mini owners scoffed at such an idea of having a diesel under the bonnet. But times have changed and being seen to being green is now OK. So how does the diesel Mini drive? The quick answer is a lot better than many critics thought.DrivingGood grief, a Mini with a diesel. What next? But hang on, there's some sound reasoning for going down the diesel path, not the least is the feel good factor.And by the way, you can spot the diesel by the slight power bulge — or is that a pot belly — on the bonnet and the D badge on the boot, otherwise it looks like a regular Mini.For those who frown at the thought of a diesel Mini: be prepared for a culture shock. This one comes high on the fun factor scale.There are a couple of minor downsides — at highway speeds there's some wind noise around the A frames, the engine sounds harsh over 3000rpm and there's some old fashioned diesel clatter on start up and engine shudder when it automatically shuts down and goes into idle mode.And the engine shutting down when the car is stopped feels strange but you get used to it and you can switch it off if not needed.But the positives here far outweigh the negatives. This is no sprint car but underway this oil burner is remarkably quiet and refined.Punting it along dead smooth German autobahns and average quality rural roads proved the Mini, despite the extra weight of the diesel motor, sits well on the road with a compliant suspension setup , good dampening and precise gear shifting.It certainly has the potential to shine on Australian roads and the claimed 3.9l/100kmh looks achievable. The ride from the runflat tyres is firm without being uncomfortable. And it retains the Mini magic of crisp point to point steering.It may only have 80kW under its belt, and zero to 100km/h takes a leisurely 9.9 seconds but you don't buy the this Mini for off the line pace. This is a fairly relaxed engine: at 100km/h it is only pulling 1800 revs.Torque is what the Cooper D is all about — 240Nm of it spread between 1750 and 2000rpm which can be briefly boosted to 260Nm under full throttle. To put that another way, the diesel produces the same amount of torque as the existing turbocharged Cooper S, but uses substantially less fuel and will be markedly cheaper to buy. The Cooper D will sell for about $34,000, the petrol Cooper S sells for $42,100.And that's the conundrum facing Mini buyers. Can they live with the D for diesel badge on the boot?If not, hide the badge and still boast to your friends you are doing your bit to save the planet.Let them guess what's under the bonnet. On sale: JunePrice: $34,000 to $38,000Engine: 1.6—litre turbo diesel, 80kW at 4000rpm, 240Nm torque from 1750rpm; peak torque 260Nm under full boost.Transmission: Six—speed manual or six—speed automatic optionalEconomy: 3.9l/100km combined, 104g/km CO2Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it. 

Right now you can get your grubby little hands on a red hot, limited edition GTI Pirelli that's going to knock your socks off.With 169kW of power to call on instead of the regular car's 147, the Pirelli is just what the doctor ordered.It follows in the tradition of the original Pirelli launched way back in 1983, based on the first generation, second series GTI.That car quickly achieved cult status and now, 25 years later, the new Pirelli is sure to set a few hearts beating faster too.In Australia, the GTI is Volkswagen's best selling model.With special 18inch Pirelli wheels and tyres, the Pirelli can sprint from 0 to 100km/h in 6.6 seconds and has a top speed of 245km/h.It's available in three and five door configurations and in a variety of colours . Inside, there are plenty of goodies too, but the highlight of the show has to be the special Pirelli sports buckets with their cool, tyre tread pattern that runs down the centre.Drivetrain The Pirelli's turbocharged, direct-injection 2.0-litre engine is currently the most powerful four cylinder petrol unit offered by Volkswagen, but it comes only with VW's DSG gearbox. There is no manual.Maximum power of 169kW is produced at 5500rpm and maximum torque of 300Nm is available across a wide band, from 2200 through to 5200rpm.Chassis, brakes and ESP combine for a well-balanced package, fitted with the latest generation of 225/40 series P-Zero tyres.The DSG box works like an auto, but it's really a robotised manual with two clutches and a computer to do the work of your left foot.Believe it or not, it even blips the throttle on downchanges when you're in sport mode.You've got the choice of leaving it in D, putting it into the more aggressive sport mode or changing gears manually, either with the shifter or tiny wheel mounted change paddles.It's quick, there's no denying that, but we'd still prefer a manual, only because we find the drive more engaging.Bumpers and side skirts are colour-coded, visually setting the GTI Pirelli apart from the standard GTI.Driving The Pirelli is quick, much quicker than a standard GTI, but perhaps not quite as quick as a WRX, at least off the line.Corner to corner, however, there's not much in it.Drive is through the front wheels with electronic stability control to keep things in check.The steering is precise and the car responds quickly to the throttle, with strong roll on mid range acceleration where you want it.You can push it hard through corners with confidence and the brakes are equally impressive. They're not Brembos, but they feel like them.Give the price some people are going to say why bother? Why not get an R32 and be done with it.We've driven both and we reckon the GTI is the pick.It's lighter, feels more agile and is better suited to the demands of city driving with its turbo boost for short, sharp bursts of power.Apart from missing out on a manual, our main gripe with this car concerns the ride qualityCompared to other Volkswagens we've driven, it's harsh and can even become annoying at times.Volkswagen has always had the happy knack of delivering a smooth ride that magically firms up in corners, but not this time.All is forgiven, however, as soon as you hit that first set of bends.Golf GTI Pirelli is priced from $47,490 and $48,990 respectively for three and five-door models. 

The Japanese are so dominant in the small performance hatch arena today that if you were to land on this planet for the first time this week you could believe they wrote the book on them. Actually they didn’t, they were created in Europe back in the 1960s when Mini Coopers showed you didn’t need a V8 to go fast, a long time before the Japanese cottoned on to the idea and made it their own.Subaru’s WRX stands out as the hot hatch hero, but just about every other Japanese carmaker has a sporty model in their range. The Europeans have continued to refine the formula and can claim to have hot hatches, like the VW GTi, that are also refined and sophisticated. The GTi made a fleeting appearance on the local market back in 1990 when the then importer launched a detuned version of the European model.Having heard and read of the GTi’s reputation for 15 years or so the model that came here was a bit of a disappointment. It looked the same, and had the right badges, but lacked the sizzle of the model sold in Europe and failed to win over local performance car nuts who were largely still hooked on big V8s.MODEL WATCHThe Golf GTi that landed here in 1990 was already a dated model in Europe, being part of the second generation Golf that was launched in 1983. It only just beat the major update that came a year later, so the excitement of finally being able to buy the GTi was somewhat dulled.Still, the GTi’s reputation as the pace setter in the small front-wheel drive hot hatch market had reached Australia in the preceding years and the news it would finally come here was warmly welcomed.The enthusiasm quickly waned, however, when it was realized that the importer had chosen to market it here as a luxury sporting hatch rather than an all-out performance model. The engine chosen for Australia was a mundane 1.8-litre single overhead camshaft four-cylinder engine that was strangled by emission gear and developed just 77 kW at 5400 revs and 155 Nm at 3800 revs.With those sorts of numbers it’s clear the GTi wasn’t a rocketship. Instead it was smooth and refined, terms normally used when a car fails to excite the senses. A five-speed manual gearbox was standard at launch, but a three-speed auto was added in 1991.While the local GTi lacked the punch of a hot hatch it wasn’t lacking in luxury with a raft of features to justify its rather exotic price tag. It came standard with air, central locking, a trip computer, fog lights, Pioneer sound, and mirrors that were powered and heated, but oddly it didn’t have power windows.The GTi’s shape was functional rather than pretty. Its lines were forthright, simple and to the point, there was nothing to offend the eye or equally attract it. Inside there was pretty good room with comfortable seating front and rear, with a decent sized boot left over for luggage if needed. The dash was also functional and well laid-out, but the Europeans hadn’t quite made it to the level of the Japanese when it came to fit and finish of the interior parts. They were fiddly, clearly plastic, and weren’t put together very well.On the road the modest output of the engine dulled the GTi’s performance, but with a reasonable amount of torque available in the mid-range it could be stirred along with the well-matched ratios in the five-speed manual gearbox. If the engine didn’t excite the chassis was highly praised for its reserves of grip and its nimbleness. The power steering was a little vague, but the driver still had a good road feel and it didn’t load up when cornering as some front drivers were inclined to do. Overall the ride was surprisingly supple when it was expected to be rock hard and unforgiving.IN THE SHOPBack in 1990 the Europeans were still coming to grips with the build quality of their Japanese rivals. They weren’t producing cars with anything like the same quality. VW was similarly struggling to get up to the Japanese standard for general fit and finish, and their shortcomings were clearly in view inside the GTi.By today’s standards the plastics were poor, and made for European conditions rather than the ferocity of the sun they would have to contend with here. As a consequence they warped, buckled and split under the relentless attack from the sun. The interior trim also suffered under the tough local conditions, and was soon showing signs of wear and tear. Look also for faded metallic paint, again a legacy of the change to water-based paints that the industry was going through, and the force of the local sun.Mechanically the GTi is robust and reliable, and little of a serious nature often goes wrong with them. It’s important though that they are well serviced, with regular oil changes. If the oil isn’t changed regularly the valve guides can wear and that will lead to oil use.Check for a service record, and when driving look for oil smoke from the tail pipe on overrun. They can have problems with second gear synchro, but it’s not expensive to replace it if needed. Parts are reasonably priced and readily available, and servicing isn’t expensive if you seek out a specialist rather than use the factory dealers. Maintained well it’s generally held that a GTi will do 300,000 km or so without major problems.CRUNCH TIMEAn agile chassis with nimble handling was the GTi’s main safety mechanism in an era before ABS was widely used and airbags weren’t yet known about. Sturdy construction comes into play when the metal starts to crumble.AT THE PUMPWearing a performance tag means a GTi is sometimes driven harder than other cars, and the fuel economy suffers. Look for 9.0-10.5 L/100 km in normal use around town.LOOK FOR• Respected badge• Modest performance• Solid looks• Roomy interior• Robust and reliable• Service record a mustTHE BOTTOM LINE• Had the badge, but disappointedly it didn’t have the grunt to back it up.RATING• 60/100

The soaring price of petrol in the past year or so has had motorists looking at every possible alternative, including diesels that might save them a few bucks at the pump. If LPG has become the champion of used car buyers, the diesel has become one of the most popular alternatives for new car buyers.Increased sales of new diesels, like the VW Golf TDi, in recent times means that there are more used diesels coming on the market. The diesel is now a used buy worth considering by anyone wanting to save on their fuel bills.MODEL WATCHDiesel sales have soared in Europe in recent years as motorists have been slugged with higher fuel prices. The ugly phenomenon has recently reached Australian shores as local motorists have copped a similar whack at the pump. VW is a leader in diesel engine technology in Europe, boasting a range of diesel engines right across its entire model range from humble Polo to the prestigious Passat. In the middle of the range sits the ever-popular Golf, and it’s the Golf that VW has used to power its push into the growing oil-burner market here.The company hit the ground running in 2004 with the release of the 1.9 TDi in two trim levels — the Comfortline and the Trendline — and a 2.0-litre TDi Comfortline. Outwardly the diesel Golfs look like any other Generation 5 Golf. It’s only the TDi badges that distinguish them from their petrol cousins.Modern diesels shouldn’t be confused with the oil-burners of old, which were noisy, smelly, usually followed by clouds of thick black smoke, and generally holding up the traffic. The only time they came into their own was when they rattled past a servo as their petrol-powered cousins stopped to replenish their tanks.Today’s diesels are quiet, don’t smell or belch out clouds of black smoke, and aren’t left standing when the lights go green. Even better news is that they are still economical. The 1.9-litre TDi engine was a single overhead camshaft four cylinder turbo diesel that delivered 77 kW and 250 Nm — compare that to 75 kW and 148 Nm for the 1.6-litre petrol Golf model — while the 2.0-litre TDi was a more modern double overhead camshaft four cylinder turbo diesel that punched out 103 kW and 320 Nm at its peak. Compare the latter to the 2.0-litre FSi engine VW also offered that gave 110 kW and 200 Nm.The key to the diesel performance, and achieving the best fuel economy, is the massive torque that it offers. Drive to make best use of the torque and you will not only realise its potential to save fuel, but you will also realise its performance potential. Both diesels were available with VW’s DSG six-speed auto and a six-speed manual gearbox.On the road the diesel’s low-end and mid-range performance was easily able to account for its petrol equivalent. It was really only the petrol car’s top-end performance that out-gunned the diesel.IN THE SHOPVW build quality is generally high, as high as any other brand and higher than some. That said they can still have issues with build quality, but with VW handling the local distribution now those problems that do occur seem to be handled more effectively than they might have been in the past. Make sure your used car choice has a good service record with regular oil changes.IN A CRASHThe diesel Golfs have the same array of airbags as their petrol cousins so the crash rating is the same. An agile chassis and powerful braking provide plenty of active safety in avoiding a crash.AT THE PUMPThe diesel Golf will return fuel economy numbers in the region of 6.0 L/100 km. That’s about 20 per cent less than you would see from an equivalent petrol engine. The fuel economy equation gets a little tricky here because diesel is usually a little more expensive than regular unleaded, but the gap varies so it’s a moving target. At the time of writing diesel was three cents per litre more expensive than regular unleaded, but 10 cents per litre less expensive than 98-octane premium unleaded.Compared to a car running on regular unleaded it would take almost 90,000 km before the lower economy of the diesel would bring you to a break even point, but if you compare it to a car running on 98-octane unleaded you would gobble up the diesel’s average purchase premium in around 65,000 km.OWNERS’ VIEWSKeith Sanders and his wife tested the diesel Golf soon after its release and were quickly convinced it was for them. They chose the 1.9 TDi Comfortline with DSG gearbox because it was a willing performer and adequate for their needs. Now, after four years and 62,000 km they say it was a great choice. They have had a few issues with a faulty cruise control switch and a water leak through the windscreen, which have been fixed under warranty, but overall they’re happy with the diesel Golf and would buy another one without hesitation. Typically they get 6.3 L/100 km in average daily driving and low to mid-fives on the highway.Roland Nicholson drives a 12-month-old Golf TDi GT Sport with DSG, leather and sunroof. He was looking for better fuel economy when he bought it, but still wanted to have a sporty feel. He says it’s satisfying to see the trip computer showing 4.9 L/100 km on the freeway, and still have the quick acceleration when needed. The downsides to owning a diesel, he says, are the high price of diesel fuel and the lack of decent, clean refueling facilities at some service stations. His only complaint is that off the line the diesel/DSG combination is a bit hesitant and jerky. The vehicle itself is excellent, he says, the finish is very good and things like heated front seats are a great option.Nick Smithwick bought a 2006 2.0-litre TDi Comfortline brand new and loves it. He acknowledges that diesel is more expensive than petrol, but says 85 per cent of his driving is in traffic and around the city and he still gets over 850 km to the tank. On the highway he gets more than 1100 km.Stephanie Harris owns a 2007 2.0-litre TDi Golf and says its fuel economy is really good. She is not happy with the price of diesel, but on a trip she can get between 1100 and 1200 km and 900 km around town. She adds that it is very comfortable and has plenty of get up and go when needed.LOOK FOR• Good Golf build quality• Fuel economy savings• Higher purchase price a downer• Good performance• Ace drivability• Dirty refueling facilitiesTHE BOTTOM LINE• Diesels drive and perform well, but their higher purchase price has to be covered before any economy benefits can be enjoyed and that can rule them out.RATING• 85/100

Recreating a classic model from the past like VW did with the new Beetle is a huge gamble. It can be a huge hit and the company’s decision makers can look like heroes, or it can be an abject failure and those who made the decision can end up looking like zeroes.The problem with retro cars like the new Beetle, and the new BMW-built Mini, is they can often be subject to the fickleness of fashion. They can be the in-thing one day, but out the next.In 2000 when VW launched the new Beetle we were going through a period of motoring nostalgia, and many companies were tapping into the charisma of past models to sell their new ones.Thankfully few reproduced the past, most carmakers were able to distil the essential elements of what made their classics popular and tastefully incorporated them into the new models leaving the flaws of the old cars behind.While the old Beetle is very charismatic, few people today would accept its rattly rear-mounted engine and the dubious handling that went with it, and its bare bones interior. It might have been fine in the ’50s, but it’s not good enough for the noughties.MODEL WATCHVW’s designers knew enough about the appeal of the old Beetle to know that it was the cute looks that makes us all dewy eyed today. They understood that time heals all motoring ills and, apart from enthusiasts, few of today’s motorists really knew much about the old Beetle at all.All they saw was the cute shape that made the old model stand out in the post-WW2 years, and they were smart enough to modernise the original curves into a shape that is just as appealing today as the old was one 50 years or more ago. The connection to the old model ended with the shape as there was nothing else that really reflected the original Beetle. That’s certainly true of the platform and mechanical package, which was thoroughly modern and nothing like the original.The original Beetle had an air-cooled flat four-cylinder engine mounted behind the rear axle. It was quite an economical unit and gave quite respectable performance for the times, but it was noisy and being mounted behind the rear axle acted like a pendulum when cornering.If that wasn’t enough it had a swing axle rear suspension arrangement which would have you spinning into the shrubs if you lifted your foot off the accelerator at the wrong time while in the process of negotiating a curve. The new Beetle had none of that. It was built on a sensible front-drive platform like that used in the Golf.The engine was water-cooled, mounted at the front, and drove the front wheels like every other modern small car, which is what it was under the classic skin. With a capacity of 2.0 litres the Beetle’s four-cylinder engine had a single overhead camshaft, was fuel-injected and put out 85 kW at 5200 revs and 170 Nm at 2400 revs. There was a choice of a five-speed manual gearbox or four-speed auto. When the manual was chosen the new Beetle would rush to 100 km/h in 10.9 secs, the auto took almost two seconds longer for the journey. Top speed was in excess of 180 km/h for both, a speed that was well beyond the old Beetle.The new car’s suspension was also a revelation, with MacPherson Struts at the front and a torsion bean at the rear. The handling woes of the old car were a thing of the past. Brakes were also a huge leap forward, with discs all round, and ABS and electronic brake force distribution standard features.While the new Beetle bore a striking resemblance to its older cousin, it was quite a bit bigger. Unfortunately it wasn’t so roomy inside, where back seat passengers found themselves a little cramped. The new Beetle wasn’t aimed at anyone simply wanting a basic set of wheels, there were more affordable, less stylish cars for them. The new Beetle was aimed at those wanting to make a fashion statement, those who could afford to pay for the privilege, so it was also packed with features from the factory.There were power windows, power mirrors, power steering, remote central locking, adjustable steering column, six-speaker CD sound, fog lamps and floor mats. A Sunshine model was launched a few months after the hatch, and that had bright yellow paint, leather trim on the steering wheel and gearshift knob, and front seat heating.IN THE SHOPThe earliest cars delivered would be approaching 80,000 km so will be in need of a major service within two years. Check service records and make sure the car you’re considering buying has been serviced regularly. Cars that are bought because they are fashionable can be neglected by owners who want to keep up appearances, but aren’t so keen on upkeep on the maintenance side.They are often left parked outside in the street, left under power lines and trees where birds can leave unwanted, paint damaging deposits, and left unwashed. Generally the VW engines, gearboxes and suspensions are well proven and give little trouble if serviced.IN A CRASHConfident handling gives the new Beetle a huge edge over its old cousin, but the safety picture improves with ABS standard, along with Electronic Brake Force Distribution, which adds up to a competent primary safety package. Dual front airbags, seat belt pretensioners and seat belt force limiters make up the secondary line of crash protection.LOOK FOR• cute classic styling• stand out looks• modern mechanical package• reassuring front-wheel drive handling• well equipped• zippy performance• cramped rear seatTHE BOTTOM LINECute retro styled hatch that happily marries the past with the present without any of the old-time blues.RATING80/100

The humble Beetle was able to do something Adolf Hitler couldn’t, it conquered the world. The Beetle was Hitler’s idea to give his people a cheap and cheerful car, but by the time it went out of production in the 1990s more of them had been built than any other car, the Ford Model T included, in history. While it was conceived as an affordable car for the masses, and served that purpose very well, it also became an icon.In the 1950s it was admired for its toughness in winning a number of Round Australia trials that tested the ultimate durability of cars of the day, in the 1960s it became a very visible symbol of the peace movement. All along it was highly regarded for its reliability and frugality. It was basic transport delivered in an endearing package.MODEL WATCH The VW Beetle, while conceived by Hitler in the 1930s, was designed by Dr. Ferdinand Porsche, one of the most gifted automotive designers of all times. Porsche responded to Hitler’s brief by designing one of the simplest, most efficient cars that has ever put rubber to road. It had to be cheap and cheerful if the public was to be able to afford it.Remember it was conceived in a time when cars were still out of the reach of most people, the VW was to be Hitler’s gift to his people. It was to put the German people on wheels much like the Model T Ford did for Americans, and many other people, in the early part of the 20th century.Porsche’s design was based on a simple platform chassis, at one end of which was a rudimentary torsion bar independent suspension, while at the other end was an engine and gearbox with a swing axle independent suspension which also featured torsion bar springing.The engine was an air-cooled overhead valve flat four-cylinder engine of a capacity of 1.1 litres, although this would steadily increase over the years. The engine’s output was a modest 19 kW in the first instance, and while this would increase with the passage of time it was always quite modest. Porsche linked the engine to a four-speed manual gearbox, which was slung from the rear of the engine and would contribute to the Beetle’s reputation for being an awkward handling vehicle, at least in the early years.Most drivers of the time were more accustomed to cars powered by an engine at the front and driven through the rear wheels, a combination generally conducive to safe understeer, that’s when the front wheels want to steer a wider arc than the rear wheels and the car tends to run wide, and many were caught out by the Beetle’s habit of oversteering when the driver lifted their foot of the gas pedal while cornering.Stories are legend of Beetles flipping over or spinning off the road after drivers were surprised by this less than endearing habit. Once it became known and drivers were aware of it, and knew how to combat it, it was less of a concern.The Beetle’s body is perhaps the most endearing part of the car. It looks cute, even today when it’s still one of the most recognised cars on the road, but more importantly to Porsche it was also aerodynamically efficient. With just 19 kW on tap aerodynamic efficiency was important when one of Hitler’s demands was that the Beetle be capable of returning 8.1 L/100 km while capable of a top speed of 100 km/h.Inside, the Beetle was equally austere with few frills to make life on the road comfortable. There was a basic heating system with heated air from the engine compartment directed into the cabin through ducts in the floor, but little else.On the road the Beetle had quite good performance for the time, and it improved over the years as more power was extracted from the engine, it was economical, and there was a characteristic rattle from the engine.IN THE SHOP The great thing about the Beetle is that maintenance is relatively easy for a novice or home mechanic, and it makes a great vehicle on which to learn the basics of automotive mechanics if you’re so inclined. Parts are generally available from VW specialists who can also provide expert advice and servicing if you don’t feel inclined to do your own work.Like all old cars condition is the key thing to consider before purchase. A car in run down condition, particularly in the body, will cost a small fortune to refurbish and won’t be worth the cost of investment when you come to sell it. On the other hand if you buy a car in good general condition that doesn’t require much work to bring it up to good roadworthy condition it won’t put a strain on the budget and your final investment shouldn’t exceed the value of the car on the used car market.Check for rust in the doors and the rear quarter panels, and look for signs of water leakage from the windshield, which suggests rust around the windscreen flange. Also check the floors, front and rear, for rust, and lift the rear seat as water can accumulate there and lead to rust in the floor.Mechanically the Beetle is a fairly simple package and fun to work on. Look for vague steering, which could indicate wear in the front-end, steering gear, or shot shockers. The engine is quite robust and hard to kill, but look for oil leaks and the condition of the oil to reassure yourself it’s been serviced. Likewise the gearbox has a reputation for being indestructible, but check to make sure it doesn’t jump out of gear and gears can be selected without baulking. If either of those problems are noticed, the gearbox needs attention.IN A CRASH The Beetle was built before the advent of things like airbags and other safety systems fitted to modern cars, so you have to rely on the body structure itself to protect you in a crash. It’s quite a sturdy little car so there’s reasonable crash protection. Carefully inspect any seat belts that might be fitted and replace them if they show signs of wear.OWNERS SAY Twenty-year-old Jessica Begovic has owned her 1968 VW Beetle 1500 since she was 16 and has spent quite a bit of money on it renewing the exhaust, brakes. door and rear window seals, repairing some oil leaks and repainting it. Even though it is older than most other cars on the road, lacks the performance of a modern car, the engine sounds like a lawn mower in the back seat, it doesn’t have air-conditioning, and the ride isn’t very smooth she loves her car and wouldn't trade it for anything. Overall she says it is a reliable, if not cramped and quirky little car, with tons more character and personality than anything put on the road since.LOOK FOR • Cute styling• Modest performance• Great fuel economy• Admirable reliability• Body rustTHE BOTTOM LINE Great classic car that is still capable of being driven daily.RATING: 75/100

Toyota played the quality card when it ran up against the cheap and cheerful Koreans in the mid-1990s. In an effort to turn the surging tide of sales relative newcomers like Hyundai, Daewoo and Kia were enjoying, Toyota tempted to lure customers back to its showrooms with the well-built Starlet mini car.Sales of mini cars were booming when Toyota decided to enter the fray with the Starlet in 1996. Such was the strength of Mini car sales that Toyota felt compelled to be part of the action, partly in an effort to regain market leadership it had lost because of the sales of cars such as the hot-selling Hyundai Excel.The Korean carmakers, particularly Hyundai, were dominating the segment with attractive driveaway pricing that manufacturers like Toyota simply couldn’t match.At the time Toyota didn’t have a mini car on the local market, they relied on the strength of the Corolla in the small car arena. But the mini cars were smaller and cheaper than the Corolla, and despite its popularity with Australians it couldn’t compete in the cutthroat mini market.The Starlet was new to Australia, but had been a top-selling badge in Japan for many years, so while it was unknown here it came with a well-proven pedigree. Importantly for car buyers who didn’t yet trust the Koreans, it had a Toyota badge on the bonnet.When the Starlet arrived here in August 1996 it had only just been released in its home market. While Its styling wasn’t anything to write home about, it was rather plain in the way of most Japanese cars at the time, it was inoffensive, even pleasant to a market that can easily be spooked by anything even slightly radical.The real appeal of the Starlet was the assurance of quality and reliability that came with the Toyota badge. In a market dominated by Korean cars that were yet to fully gain the confidence of the car buying public, the Toyota promised quality, refinement and reliability, even if it wasn’t quite as cheap as the price leaders from Seoul.Toyota offered two body styles, both hatches with either three or five doors, with a choice of three models offering a range of standard equipment.All had a nippy 1.3-litre 16-valve four cylinder engine which delivered good performance for the class. It pulled well, had plenty of punch for overtaking and good fuel consumption.There was a choice of a five-speed manual gearbox and an auto. The auto was an extra cost option ($1500) and, disappointingly, was only a three-speed.The three-door Life was the price leader, and boasted standard features like a headlights ‘on’ reminder, intermittent wipers, and a radio/cassette sound system with two speakers.The Group X had, in addition, a rev counter, four speakers, rear headrests, driver’s footrest, cup holder, and body coloured bumpers.At the top of the model range was the five-door Style which, as well as the Group X features, had power steering with tilt adjustment for the steering column.Options included air-conditioning, dual airbags and ABS.A new model, Max Life was introduced in 1998 with 13-inch alloy wheels, a CD player and a rear sun shield as standard equipment.There were few criticisms of the Starlet when it was launched. The rear seat room was thought to be insufficient, suitable for a couple of kids or smallish adults. It would definitely be too tight for a couple of brawny wharfie types, but then it was unlikely you’d ever find a wharfie in the back seat of a car called a Starlet.There was also some criticism of the size of the boot, which was said to be too small, but apart from those complaints the Starlet was quite highly praised.The renowned Toyota build quality shone through. Doors closed with a solid ‘thunk’, panel gaps were even, and the paint finish was deep and lustrous. Inside the quality was equally obvious with the fit and finish of the plastic trim components.On the road the Starlet drove with the assurance of a much bigger car, with a comfortable ride and secure handling. Performance was on a par, or better, than the competition in the class, with impressive low down grunt that made for zippy response in city traffic, and effortless cruising on the open road.Start with the usual suspects when looking at a Starlet. Uneven body gaps, overspray and mismatching paint on adjoining panels are signs of body damage.Look for signs of abuse or lack of attention. Being relatively new still there is little likelihood of major wear showing up on interior trim, but look anyway. Check driver’s seat, which will be worn more than the other seats due to greater use, and the carpet under the driver’s feet.Check for a service record. As evidenced in the recent revelations about stolen cars being easily rebirthed, a service record becomes even more important, particularly if you are buying from a private seller. A service record can give you a picture of the mileage accumulation of the car.Mechanics record the mileage of the car when they service it so the record will show the pattern of mileage through the life of the car. It can be quite reassuring to see that the mileage has grown at a steady rate that would take it to that shown on the odometer at the time you inspect it.A service record also gives you some clues on who to talk to when you find out more about the life of the car you’re about the spend your hard earned cash on.Mechanics have a high regard for the Starlet, and report few faults with it. Serviced according to the Toyota recommendations, mechanics say a Starlet will do 300,000 km-plus without any major problem.Major service item is the cam-timing belt that should be changed every 100,000 km. As the engine is a free-spinning design no internal damage will occur if the belt breaks in service, but of course you will be left stranded on the side of the road if it does.• renowned Toyota build quality• robust and reliable mechanical package• refined road manners• quality interior trim and plastic components• zippy performance with miserly fuel consumption• boring but inoffensive styling