Hatchback Reviews

Marin Burela believes it's the imports, and the global Focus that will be built here from 2011, which are the real key to the future success of the blue oval downunder.The first time we met, at the Paris Motor Show the week he was confirmed at Broadmeadows, Burela pointed to the all-new Fiesta on the Ford stand and promised it would be a future star. And he was right.The baby Ford is as good as it gets in the compact class, with great looks and a driving experience that is way beyond the bargain-basement bumblers which do most of the $15,000-ish showroom business in Australia.The new Fiesta is priced from $15,750 yet delivers a premium drive, even as a basic five-door CL.Yes, there are a few shortcuts and we are not happy that buyers have to pay an extra $1000 for a full set of airbags and ESP stability control. But that is the way things work in the light-car class, and even the benchmark Toyota Yaris fails to deliver all the safety standards that buyers should expect in 2009.The new Fiesta is part of a new global product push by Ford that is doing the job the keeping the company profitable and successful in Europe and beyond, despite all the troubles at home in the USA. It is has just been joined by the latest Ka, which is not looking good for Australia, and the next Focus is also coming up fast.If it looks familiar it's partly because it has an under-the-skin link to the Mazda2, which shares many of its key components and engineering thinking.But what makes the Fiesta so good - as I have come to expect from imported Fords - is the focus on driving enjoyment. The car is more than just a basic box for city commuting and that is always a welcome when something new hits the Carsguide test fleet.The Fiesta range is the usual run of three and five-door hatches, with a standard 1.6 litre engine, two airbags and anti-skid brakes. But the automatic only gets a 1.4 in the nose, to hold the torque back to the level of the self-shifter gearbox.Prices open at $15,750, which is about right in 2009 with everything new on the import line heading for exchange-rate rises, and goes up to $22,490 for the loaded Zetec auto.Standard equipment is good, with air-con and CD sound and power steer and the rest, although the big spend brings the predictable upgrades to alloy rims and upmarket sound and an airbag package including protection for the driver's knees."The all-new Fiesta will be the hottest property in the light car segment," says Burela.He is probably right, and the car should be a huge hit with the young women who are Ford's primary target, but the company still has to prove it can convert quality cars into the sort of sales which have Toyota looking over its shoulder. DrivingThe new Fiesta is a tight little package.It looks good, has a quality feel, and drives as well, or better than, anything in its price and size class.For my money, it's the benchmark. And genuinely better than the Toyota Yaris which leads light-car sales in Australia.The new Fiesta is even better than the first model I drove in Australia. And that means it is very, very good.There are people who will say it is just a Mazda2 with a Ford badge, but that is not right. And it undervalues the work done by Ford of Europe engineers on the way their baby feels and drives.Benchmarked against the latest 2, which is up at the top of the class with the Honda Jazz, the Fiesta feels more substantial, more planted, and more enjoyable to drive.The styling of the Fiesta reflects the blue oval's latest direction, with a shape that cuts through traffic and a cabin which is stylish and quality for the class. I'm not a fan of the extra-window look at the bottom of the windscreen pillar, even though it improves visibility, but it moves the car away from the 2 and is typical of a lot of Euro newcomers.The dash is well designed and the controls are good to use, with a mini computer for sound controls, although there was an annoying squeak in the test car which was impossible to trace.Running through the basics, the seats are comfy and supportive, the gearshift is light and direct, the power steering is good and the car is fairly easy to park. It's a bit pinched for rear vision, and there is no radar park assist in the CL starter, but it is fine at the supermarket.The boot is about average for the class, but nothing special, and the back seat is really only for two adults. I also found the CL steering wheel a strange shape and feel, and some of the finishing work - on things like the carpet in the boot - shows Ford has been pushing hard to restrain its costs.But drive the Fiesta and you forget any minor niggles. It gets along crisply, has great cornering grip and balance, and feels as meaty and planted as anything under $20,000.There is road noise from the tyres on some coarse surfaces, a common complaint on a lot of Euro cars, but that is the only thing to fault in the dynamic package. The brakes are good, the headlamps are fine, and it feels as if it will stay tough for the long run.Up against its rivals, the Fiesta is not as clever as the Jazz or as edgy as the Mazda2, and the Yaris is just the Yaris and the default choice for a lot of Toyota fans, but it is the best car in the class and the one that everyone should drive before they buy.

There was a joke in the early 90s that if you removed the badges from the new cars in showrooms at the time no one could tell one from another the styling was so similar across the makes. The jibe was aimed primarily at Japanese carmakers that, it seemed, were working to a common styling formula when designing their cars.The cars, the critics cried in unison, all looked as if they came from an upturned jelly mould with their rounded lines and generous curves, but anyone who cared to look under the skin would have found some of the most competent cars ever to roll out of an Australian showroom.The HJ Mitsubishi Galant is a case in point. Its styling is inoffensive, even attractive in some eyes, but it could just as easily have had Ford, Mazda, Nissan, Honda or Toyota badges. Only the trained eye could tell one from another.While the critics bemoaned the direction of styling at the time, owners of the Galant loved them. They were well equipped, well built, comfortable, smooth, and zippy. All of which makes them a car worth considering now as a second car for the family, or a safe and secure first car for the young driver.MODEL WATCHThe mid-sized five-door HJ Galant arrived here in 1993. It was primarily aimed at empty nesters wanting to downsize once the kids had seen the light and found the door, and so-called dinks, the couples who’d dedicated their lives to their careers and hadn’t found the time or desire to procreate.The Galant was a neat solution, roomy enough to carry two adults on a regular basis, or four when the need arose, and the rear hatch made it a flexible load carrier when heading home from the supermarket or away to the mountains on the weekend.There were two engines on offer, both 2.0-litre in capacity. The base engine, a 2.0-litre overhead cam fuel-injected four was carried over from the previous model, but boasted improvements to the cylinder head that boosted its power and torque output. Peak power was 90 kW at 6000 revs and top torque was 170 Nm at 4250 revs.The brand new optional V6, also 2.0 litres in capacity, boasted four valves per cylinder and a variable length intake system that contributed to its 110 kW power output at 6750 revs and it max torque of 179 Nm at 4000 revs.On the road both engines had zippy performance and admirable fuel economy, although the four was rather harsh in comparison to the silky smooth V6. In performance terms there was very little between the two, which made the choice of the more expensive V6 a difficult one at the time, although it did have slightly better off-line zip than the four.Both had a choice of five-speed manual gearbox and a four-speed auto, both of which were new. The manual was a smooth shifting unit with nicely spaced ratios, and the auto was well matched to the engine. Drive was through the front wheels.When pressed the V6 auto would race to 100 km/h in 11.3 seconds, the slush-backed four in 11.6s. The times for the standing 400-metre dash were 18.0s and 18.3s respectively.Under the smooth skin lay wishbone suspension, new to the model, and endowed the Galant with safe, predictable understeer, a blessing for all but enthusiast drivers wanting a more thrilling ride.Inside the seats were quite comfortable and supportive, and the controls well laid-out.Standard equipment on the four included adjustable steering column, power windows and mirrors, central locking, cruise control, air-conditioning, power steering, and a reasonable sound system, although the lack of a CD player means it’s outdated today. The six also had alloy wheels, a smart body kit, sports seats, and leather wrapped steering wheel.ABS was standard on the V6 but not available on the four, and sadly there were no airbags on offer on either.The four-cylinder model was dropped in 1994, but the V6 carried on until 1996 before the Galant badge disappeared from Mitsubishi showrooms.IN THE SHOPLike all modern cars it’s important to check for a service record, to verify the odometer reading and to confirm a regular service schedule. Regular servicing is a reliable pointer to a caring owner.Mitsubishi recommend the cam-timing belt be changed at 100,000 km intervals so check to make sure that’s been done. If not you should ensure it’s done as soon as you buy the car, or make it a part of the purchase deal.Mechanically there are no glaring concerns reported with the Galant, the engines and gearboxes are generally robust and reliable.Check body for bumps and scrapes from traffic or parking mishaps, but the Galant body stands the test of time well. Doors close sweetly even after a decade on the road, but be careful to check the rear hatch to see that it opens and closes smoothly. Be suspicious of one that doesn’t, and look further for evidence of rear body damage.Inside the trim stands up well, the seat fabrics show little wear on the high wear surfaces, and the plastic bits and pieces don’t appear prone to damage from the sun.OWNER’S SAYJohn Bugge followed his policy of buying two or three year old used cars with no more than 40,000 km on the odometer when he bought his 1993 Galant V6 eight years ago.It has now done 150,000 km and has needed no time in the workshop apart from regular servicing, which Bugge has done with an almost religious fervour. The cam-timing belt was changed just before the 100,000 km recommended changeover. It is garaged and kept in pristine condition by an obviously proud owner.Bugge was attracted to the Galant’s combination of styling, roominess for the two adults it had to accommodate, equipment level, and performance. He says it is the best car he has ever owned and would readily have another.LOOK FOR:• Inconspicuous styling• good build quality• roomy interior with flexibility of hatch• reliable engines and transmissions• Comfortable ride and secure handling

At the beginning of the 1990s whenever conversations turned to cars the issue of their styling always seemed to come to the surface. The general thrust of the argument over looks was that all cars looked alike, as though they’d been tipped from the same jelly mould, but it was much harder to mount that argument as the decade came to an end when cars like Mercedes A-Class had become a regular sight on our roads.There was no way you could mistake an A-Class for any other car on the road, it stood out like a beacon of individuality in a bland sea of sameness.It was also a serious break from tradition for Mercedes-Benz who’d specialised in building medium to big rear-drive cars for most of its long history. The A-Class was a small car, the smallest in the Benz range, and it was front-wheel drive.The concept was simple, built around efficiency of packaging, using an east-west mounted four-cylinder engine driving the front wheels and placing a wheel at each corner leaving a roomy interior. In effect it was building on the brilliant concept developed 30 years earlier by Sir Alec Issigonis who conceived the Mini.While the Mercedes idea was a great one it was almost brought undone by a moose in a Scandinavian backwater. A motoring magazine in the wilds of Sweden had a standard test that was meant to simulate a situation in which you had to avoid a moose on the road. In local terms it was like encountering a kangaroo bounding across the road in front of you, pretty much a standard emergency lane change manoeuvre in the rest of the world.Anyway the A-Class tipped on its side when the magazine put it through its paces against the mythical moose and then proclaimed it unstable in such moves.Not surprisingly Mercedes went into a tail spin, at first denying there was a problem, but then revising the suspension to improve its stability.It was an unfortunate start for what was an innovative new look at motoring.The A-Class was conceived as a town car. It used a well founded concept of packaging with the engine, gearbox and driveline in a compact package at the front of the vehicle and a wheel at each corner which left the interior free of intrusion from the mechanics like suspension and tail shafts and the like.On top of that platform ’Benz built a tall wagon style body with a deep sloping front that offered great visibility and good interior space for such a small car.At launch Mercedes offered two models, the Classic entry level model and the better equipped Avantgarde.Initially power came from a 1.6-litre single overhead camshaft fuel-injected four cylinder engine that boasted 75 kW at 5250 revs and 150 Nm of torque.Buyers could choose from a five-speed auto or a quirky five-speed sequential-shift manual. The latter was an early example of a sequential shift manual, which was a normal manual but allowed you to shift gears simply by moving the lever without the need to operate the clutch.At the time it was considered quite an advance, a manual gearbox that had the benefits of an auto. The problem was that it wasn’t as smooth as an auto, it drove like a manual so there was a lull in performance as the gearbox shifted gears. There are a number of sequential-shift manual gearboxes available now, and most are smoother and easier to drive than the A-Class was at launch.The suspension was a blend of MacPherson Struts at the front and a five-link beam with coil springs at the rear, which endowed it with a comfortable ride and balanced handling. Changes made following the magazine moose test made it more responsive to the power rack and pinion steering.Brakes were a combination of disc front and drum rear, with ABS, electronic brake proportioning, and brake assist standard.Add to that electronic stability control and there’s quite an array of electronic wizardry helping to keep drivers out of trouble.The Classic provided entry to A-Class motoring and came with plenty of fruit, including air-conditioning, central locking, cloth trim, power windows, immobiliser, fog lights, dual frontal and front side airbags and six-speaker sound with a CD player.Tick the Avantgarde box and you received alloy wheels, a cargo cover, leather steering wheel and gear lever, an adjustable steering column, remote central locking, and cloth and leather trim.A year after launch Mercedes added the A190 Avantgarde, which was an A160 Avantgarde fitted with a 1.9-litre version of the SOHC four-cylinder engine. Power jumped to 92 kW at 5500 revs and torque climbed to 180 Nm.That was followed in 2000 by the A140, which was identical to the A160 Classic, except for its 60 kW 1.4-litre engine.An update in 2001 saw the styling freshened with new front-end looks and a revised specification list.The same update saw the arrival of a longer version, which added 170 mm between to the wheelbase and made the interior even roomier.Generally the A-Class has been reliable with little trouble reported by mechanics and owners.It’s important to make sure of a service record, one by an acknowledged Mercedes specialist or dealer. If you find a service record from another outlet, check their competence on Benz cars.Like all Mercedes-Benz cars the A-Class is usually looked after by caring owners who appreciate the value of the investment they’ve made so you’re less likely to find any problems of neglect.Take careful note of any knocks or clunks you might here on a road test, and observe the transmission for smooth operation without any hesitation in shifting up or down.Be particularly careful about the sequential manual gearbox, and only consider buying one if you’re into quirky gadgets. The driving experience in my view is less than rewarding and certainly less smooth than a regular auto which I believe is the better choice.Robert Leach and his wife Jenny purchased a new A-Class in 2002, and it has now travelled 19,000 km. This was the first new car for Jenny who had previously driven Robert’s hand-me-downs after he’d driven them for several years.They looked at a number of cars, particularly the Holden Astra (too squeezy for Robert’s big frame) and the Holden Vectra V6 hatchback (too large to run as a second car) and various Honda, Mazda and Volkswagen models, but Jenny was taken by the A-Class and they have been able to enjoy its attributes over the past three years.The quality of the materials and fit and finish is evident when compared with other cars and the A-Class contains all the features one expects from European manufacturers.They were also very taken with the safety of the cabin design and its obvious safety aspects. The list of equipment is very impressive with Traction Control, Stability Control, several airbags, power windows, efficient heating/air conditioning, good sound system and an excellent five-speed automatic transmission.Given Mercedes' emphasis on safety Robert was surprised to note the rear brakes were only drums although they have not experienced any braking problems. Similarly, the tuning knob for the radio is quite fiddly and hardly adds to safety when tuning on the go and they would have upgraded to push button tuning if they’d thought of it at the time of purchase.Performance is very good and the A-Class can hold its own on the freeway and on country running. However, Robert says he would not like to be in the seat behind him if they were driving to Sydney as it can be a little cramped in the back if the driver is tall. They also say the fuel economy is excellent.Entry and exit is terrific as is the slightly elevated view from the front seat. This is one of the best features of the car together with its all-round quality.Reliability has been good apart from the alternator giving out at 2000 km, but the Mercedes on-road service was very helpful and it was quickly fixed under warranty.Service from their dealer has been excellent and service costs are not considered too expensive.The A Class is not a pretty car, they say, but is very practical and has a tremendous character of its own. They love it and would consider buying another one.The A-Class is a nifty handler with plenty of on-board electronics to keep it upright and on the road. Couple that with an array of frontal and side airbags and you have quite an impressive safety picture.• adventurous styling stands out a decade after launch• roomy interior for five• zippy performance and with good economy• quirky sequential shift manual a let down• admirable reliabilityComfortable and well equipped small car makes sense for family transport around town.

Transport has always been a problem for parents of large families.

Mazda burst the small car bubble with a bang when they replaced the ‘jelly bean’ 121 with the innovative but rather bland 121 Metro in 1996. In one fell swoop it changed the perception of small cars from cute little sedans and hatches to more practical wagon-like hatches.The change was dramatic. Mazda had enjoyed considerable success with the cute and bubbly 121 sedan so the switch to the plainly styled boxy wagon couldn’t have been more extreme.At the time the company claimed it was breaking the mould with a totally new type of small car that would become the prototype for small car design in the future. Looking back now, it seems they were right, with a range of upright, wagon-style hatches now on offer from most manufacturers, all of which offer practical transport with the flexibility to carry passengers and packages in a wide range of combinations.MODEL WATCHThe small car market had changed dramatically in the six years after Mazda had introduced the 121 ‘bubble’, and there was a strong demand for hatches when the Metro was launched in October 1996. Without a hatch in its 121 range Mazda faced a major redesign to meet the market demands, but instead of simply doing a hatch version of the ‘bubble’ body the company did a comprehensive makeover on the 121 platform and produced the Metro which went much further than a mere hatch. The resulting Metro was a hatch, a wagon, and even a mini van, all rolled into one.Based on the well proven 121 front-drive platform, the Metro had the same length and wheelbase as the ‘bubble’, but was higher and wider.In the wake of the cute and curvy ‘bubble’ the Metro’s styling was rather bland with just enough rounded edges to soften what is an otherwise severe boxy shape. The boxy shape, however, delivers an airy and roomy interior, which made the Metro so appealing.The upright shape meant there was lots of headroom for adult occupants, but the real appeal was the way the interior could be readily switched around to suit a variety of needs and uses. It could comfortably carry four adults, and still have plenty of usable space for carrying packages or other items. And the seats could be folded and laid flat to make for a very spacious area able to accommodate quite a load for larger and more awkwardly shaped items.Front seat occupants had comfortable bucket seats with plenty of support, which could also be adjusted for height on up-spec models in the range. But it was the rear seat that was the real key to the Metro’s flexibility.A 50/50 split-fold bench, the rear seat had fore-aft and rake adjustment which meant comfort and generous legroom for those in the rear.The interior flexibility came from the ability to fold the seats to create an endless variety of spaces to suit whatever your need. Both front and rear seats could be laid flat, making for a large number of possible uses. Lay all seats flat and you had makeshift overnight accommodation, lay the rear seat flat together with one front seat and you could carry a long slim package, lay the rear seat down and you had a large load space capable of swallowing a pair of mountain bikes.The upright styling also meant good visibility, of the sort that made soft-roaders so popular with city dwellers, and getting in and out was a snap for those of us who are older and less flexible.The Metro’s base power source was a 1.3-litre fuel-injected four-valve four cylinder engine that boasted 55 kW that provided sufficient performance around town without ever threatening to take your breath away. On the top models the power source was a more powerful 1.5-litre which, with 64 kW, was nippier.Transmission choices were a five-speed manual with a precise floor shift or a smooth three-speed auto, while you could choose between the five-speed and a four-speed auto if you bought the 1.5-litre engine.The suspension was by MacPherson Strut at the front and torsion beam at the rear, which allowed the flat floor that is key to the roomy interior.Brakes were a combination of disc front and drum rear, while steering was power-assisted.All models had a driver’s airbag, numerous storage bins, cup holders and a sound system, but air-conditioning was an additional $1870 on top of the base price of $16,650 for the entry level model.Mazda also released a number of ‘Shades’ packs that included air-conditioning as standard along with other features.On the road the 121 Metro was an assured little car with ample performance for round town zip and on-highway hauling. Its ride was comfortable, handling reassuring, and brakes secure.Interior noise levels were criticised when the 121 was first launched, which suggests a lack of insulation material to cut costs in an effort to compete in the ultra-competitive baby car market. The lack of remote control mirrors was also criticised.IN THE SHOPLike all Mazdas the 121 was a quality-built car so they stand up well in service provided they are serviced regularly and are not abused.The 121 Metro was a little more expensive than the Korean cars that boomed in the baby segment with their $13,990 drive away pricing, and people who were prepared to take care of them typically bought that meant the Mazdas.Generally the 121 is well kept and you’ll find few dings and dents on the body. If you happen across car that has some body damage check the rest of the car carefully for signs of abuse.Mechanically the engines are robust and give little trouble, but ask to see the service books and check for a service record that supports the car’s overall condition and its odometer reading. Lift the oil dipstick and check the colour of the oil – if it’s black it’s probably old – and also check inside the oil filler cap for signs of sludge that could mean a lack of servicing.Interior trim is hard wearing if a little plain on the 121 Metro, with quite good quality plastics and trim fabrics, although the trim on earlier ‘bubble’ 121s was prone to discolouration and distortion when subjected to the sun.On the downside, Mazda parts prices are typically higher than other Japanese-sourced cars like Nissans and Mitsubishis.LOOK FOR:• good build quality• roomy interior that is very flexible• bland but functional styling• robust mechanical package• solid body structure• verifiable service history• higher spare parts prices

Just as the Japanese carmakers did 40 years ago the Koreans changed our automotive landscape when they arrived in the 1980s. Hyundai was the brand that forged the path for others, like Kia, to follow. Hyundai’s pitch was based on affordable pricing with a comprehensive list of standard features. It was an irresistible value-for-money deal.Kia was one the last to hit the local market when it launched its first models in the mid-1990s, but it too offered a similar deal with cheap and cheerful models with a decent array of features and pricing within the reach of just about everyone.Like the other Koreans Kia put new cars within the reach of those who might not otherwise be able to afford a new model. By doing so they sent the used car market into free fall causing values to plunge.MODEL WATCHThe Rio has been a popular small car since it replaced the Mentor in 2000. The Mentor was one of the first models Kia introduced here and while it struggled for sales as the brand built a following the Rio has taken the company to a new level of acceptance.There were two body styles offered, a four-door sedan and a five-door hatchback. Both were quite well equipped with standard features like power steering, central locking, CD player, air-conditioning, and a driver’s side airbag. In other words they had just about everything a budget conscious buyer could want.Both body styles were appealing without being eye-catching. They didn’t set any styling trends with their soft lines and plump curves, but they blended into the landscape without causing any visual offence.Inside, they were roomy with quite good accommodation and plenty of luggage space. Those in the front had adequate head and legroom while those in the rear were squeezed in more tightly if you tried to fit three across the back seat.The Rio was conceived as basic transport, it wasn’t a car that excited anyone with a passion for cars.It had a perky 1.5-litre twin-cam four-cylinder engine boasting 77 kW at 5800 revs and 134 Nm at 4500 revs, which was enough to keep the Rio on the pace in the traffic scrum and cruise comfortably along the highway.There was a choice of a five-speed manual gearbox or four-speed auto with drive through the front wheels.Fuel consumption is one of the reasons for buying the Rio and it is generally good in that regard. It’s normal to achieve 6.5-8.0 L/100 km around town in the manual and 8.0-10.0 L/100 km in the auto.The suspension does an adequate job. The handling is secure enough for most situations, but don’t try pushing it hard around corners or you’ll soon realise its grip limitations, while the ride is comfortable on smooth roads, but a little choppy on broken surfaceA combination of disc front brakes and drum rears provides sufficient braking power, but there are no anti-skid brakes to prevent lockup.An update in 2003 brought more equipment, bigger brakes and some suspension refinements that delivered more comfort and better response.Like most of the Korean cars that have landed here to date the Rio’s build quality was variable, it lacked refinement and the fittings were course. Everything was there, but it didn’t quite come together in a fluid way.IN THE SHOPThe Rio was built to a price so it has to be accepted that it won’t have the quality of higher priced cars.Cars vary so much because of the inconsistent build quality it’s important to thoroughly check each individual car for its own faults.Expect squeaks and rattles from the body, the interior trim fittings are likely to have deteriorated and looking the worse for wear, and there are likely to be noises from the suspension.Early cars are likely to be approaching the time for a cam timing belt change, so check for a service record. Oil leaks are common so check the engine bay carefully.Cheap cars like the Rio are often bought by people who can’t afford to service them properly and neglect them as a result. Regular servicing is just as important with the Rio as it is for more expensive cars.IN A CRASHA driver’s airbag was standard, but Kia didn’t offer a passenger’s airbag or anti-skid brakes.OWNERS’ VIEWSEllis Olding has owned his Rio hatch three years and has been completely satisfied with it. He praises its comfort, luggage capacity, ease of handling and parking, and says the fuel consumption is excellent.Belinda Stinten says her 2004 Kia Rio is economical to run, cheap to service if you don't go through a dealer, but instead find a service centre that will honour your new car warranty. She has had no major problems with it and is very satisfied overall.Pauline Dunne loved Subarus, but turned to the Rio when she found the Subaru too expensive. She loves the Rio’s performance, comfort, style, roominess and economy, and would happily recommend it to anyone. She has says the service she has had from her dealer which has been excellent and inexpensive compared to the cost of servicing a Subaru.Sam Nadella’s experience with the Rio was anything but positive. He says the 2003 Rio he once owned was a terrible car. It had more rattles than the 1986 Ford Laser he owned before it. There was a problem with the fuel rail, there was a water leak into the boot area that was traced to improperly applied body sealant, and the radio was replaced three times without success.LOOK FOR• roomy interior for small car• good sized luggage space• adequate performance• lacks refinement• good fuel economyTHE BOTTOM LINECheap and cheerful small car with variable build quality and little refinement, but good fuel economy.RATING65/100

The race for your small car dollar is intense, with a plethora of makes and models to choose from, ranging from cheap and cheerful to, would you believe, prestige models. The latter are mostly recent arrivals from Europe as carmakers from that part of the world try to convince buyers to part with more cash for the prestige of driving a European brand.There are also plenty of offerings from the Japanese carmakers, all decent cars, while the Koreans have tried to move away from the cheap and cheerful end of the small car market that was once their own exclusive domain.Chief among them is Hyundai who successfully established its place in the market on a policy of drive-away-no-more-to-pay. It worked a treat, but it also entrenched them in the bottom end of the market with a clientele who were only prepared to buy their cars if they were cheap-and-cheerful.They have been working hard to move beyond the cheap-and-cheerful image and have been relatively successful with a string of better and well-built cars that deserve more respect, the small Getz hatchback among them.MODEL WATCHWhen you think of a Korean carmaker the first badge that comes to mind is Hyundai’s. It was the first Korean carmaker to hit our shores, in the 1980s, and is the most aggressive in world terms.Hyundai makes no bones about being a world carmaker, one that takes on the world with its own products, and they are becoming better and better with each new model.The Getz is Hyundai’s own in-house product, conceived to stand up against the best that Europe can produce and it does it pretty well.The styling is clean and attractive in a European sense. There is nothing glaringly absent in the design that sends you reeling out of the showroom; the Getz hatch presents a well balanced profile with lines that flow cleanly from neat front to functional rear.Inside, it has the space to make it competitive against the class leading small cars, and the layout to make it a pleasant place to be when stuck in city traffic.The great thing about the best small cars is the driving experience. The best compacts are nimble with well-balanced nippy handling, and are powered by engines that provide sufficient zip to make negotiating traffic easy and fun.By comparison the Getz was a little dull. The engines were willing, but the tallish gearing tended to suck the potential out of them.At the entry level there was a 1.3-litre single overhead camshaft engine putting out 60 kW at 5500 revs and 117 Nm at 3200 revs, but there was also a 1.5-litre double overhead camshaft engine that boosted that to 74 kW at 5800 revs and 133 Nm at 3200 revs.Behind that there was the choice of a five-speed manual gearbox and a four-speed auto.On the road the handling was acceptable. It wouldn’t bite you, but it was vague with rather dull steering. It was certainly not for anyone who enjoyed the thrill of driving, it was more for those who wanted simple transport and only cared about getting from A to B without really caring about the journey itself.Likewise its ride was also acceptable, but lacked damping. It tended to float over larger dips, but was hard and harsh on big bumps.The range was made up of three-door and five-door hatch models. The GL opened the bidding and was fairly basic. It came with power steering, engine immobilizer and four-speaker CD sound. Air became standard in 2003 and central locking were much needed additions to the features list in 2003.The FX five-door was better equipped with air, remote central locking, power windows and mirrors and alloy wheels.There was also the XL three-door that had the 1.3-litre engine and a little more fruit than the three-door GL.IN THE SHOPHyundai has had to endure some scathing criticism over the years as it has attempted to build credibility with buyers.Who could forget the Excel fiasco when management attempted to deny the existence of a serious problem with the welding of the front-end? They were eventually forced to own up and they came good with a fix, but the episode hurt the company and damaged the reputation of Korean cars in general.It’s a pity because the Excel was generally a reliable and robust little car and didn’t deserve the reputation it got.But in recent times Hyundai cars have got better and better, to the point they are now quite well built.Hyundai at least is confident it has got it right in offering a five-year warranty with unlimited kilometres.The Getz is a member of the new generation of Hyundais and is worthy of a look by anyone thinking of buying a small car and not wanting to spend lots of money.Check for a service record to confirm regular oil changes.Also check the body for dings and dents, looking for signs of panel repair, such as mismatching paint.IN A CRASHThe Getz was in the general mix for safety, but wasn’t considered one of the better performers in a crunch.A driver’s airbag was standard across the range, and a passenger’s airbag was added in 2003 making the post 2003 update model the better buy.AT THE PUMPWith average fuel consumption around 10 L/100 km the Getz isn’t the most fuel-efficient small car going around. Tall gearing holds the little Hyundai back and drivers tend to make up for the apparent lack of performance by pushing down on the gas pedal. That, of course, results in more, and more expensive visits to the gas pump.LOOK FOR• modest performance• tall gearing affects fuel economy• class average interior space• clean attractive styling• vague handling• underdamped rideTHE BOTTOM LINEA worthy try, but lacks the refinement of the best in the small car class.THE RATING60/100

Korean cars still have the stigma of being cheap, poorly built throwaway cars, and while that might have once been the case it would be wrong to dismiss Seoul-sourced cars today. It’s important to look at each brand individually as each is quite different in terms of build quality and reliability in service, so consider each brand carefully and ask your own mechanic for their experience with them.Hyundai was the first Korean brand to land here and the early cars were pretty poorly built. They were clearly in the throw away category, but to pigeon hole them that way today would be doing them, and yourself, a disservice.The model that changed the perception of Hyundai was the X3 Excel that was launched here in 1994. The model that preceded the X3 was a car that warranted caution when buying, but In one fell swoop Hyundai threw off the disposable tag and become a serious auto offering.The X3 Excel was an all-new small car that offered a roomy interior with commendable performance and handling, at a very affordable price. In no time at all it became one of the top selling cars in the country, giving the Koreans in general, and Hyundai in particular, an image boost.The Excel’s swoopy lines and endless curves quickly attracted a following with young drivers. The interior, while praised for its roominess and comfort, was canned for being bland and boring with a sea of dark and sombre trim colours.The power initially was from a single overhead camshaft, 12-valve, fuel-injected 1.5-litre four-cylinder engine punching out 65 kW. There was a choice of a five-speed manual gearbox or four-speed auto transmission.With the standard five-speed manual gearbox, the three-door hatch was quite zippy, boasting a respectable time of 12.2 seconds to reach 100km/h from a standstill.Excel buyers had the choice of three body styles, a three-door hatch, five-door hatch and four-door sedan.The Sprint three-door hatch was the entry level, price leading model, boasting body coloured bumpers, intermittent wipers and a radio-cassette sound system with two speakers as standard.The GX three-door, along with the LX five-door hatch and four-door sedan, added power steering, rear spoiler and a tachometer.The top model in the range was the GLX which came in five-door hatch and four-door body styles, and boasted an impressive list of features, including body coloured bumpers, central locking, power mirrors, power antenna, power front windows, power steering, radio cassette with four speakers, and a tachometer. Air-conditioning and a driver’s airbag were extra cost options.Performance was boosted with a facelifted model in 1998 and the introduction of a 16-valve engine, identified by the “Twin Cam” badge on the tail. With the new engine under the bonnet the Excel’s 0-100km/h time was cut to 9.8 seconds.The Excel’s service history is dominated by a recall in 1997 when it was found that a number of cars had problems with the welds attaching the chassis rails to the floor pan. Problem cars could be identified by a creaking noise in the body as the car went over bumps. Hyundai checked all cars and riveted the rails to the floor pan to fix the problem.While the recall cast a shadow over the Excel’s reputation for a while, mechanics report that it is generally a robust and reliable car.They say that the power train is quite durable, with few reports of anything untoward with the engine or gearbox.The cam-timing belt requires replacement every 90,000km but it’s not a big, or expensive, job. Even if it is neglected and the belt eventually breaks the consequences are not catastrophic as the engine is a free-spinning design so there’s no chance of valves tangling with pistons and other internal components. The worst that can happen is that you’ll be stranded on the roadside waiting for assistance.As for all cars check for a verifiable service record, looking for regular oil and fluid changes, and check the oil by removing the oil filler cap and checking for an accumulation of sludge which would indicate the oil hasn’t been regularly replaced.Check the body for dents and scrapes, and faded paint on bumpers and exterior rear view mirrors on cars delivered before the 1998 facelift.The interior, criticised for its bland colours and plain trim when new, stands up well in service. Few problems are reported with warped or cracked plastic trim components after nine years under the hot sun.The most frustrating problem is with the electrics, which can be unreliable. It seems the Koreans have discovered the secret to the British electrical dramas and taken them back to Seoul. The problems are usually traced back to bad connections.Because the car was cheap and cheerful young and inexperienced drivers often bought them, and owners who couldn’t always afford to keep them properly maintained, so look for signs of abuse and lack of attention.• swoopy styling• roomy and comfortable interior• reliable power train• dodgy electrics

Hyundai paved the way for the other Korean carmakers to enter the Australian market and it remains the leader of the Korean pack. It wasn’t without its problems in the early days, but has evolved into a respected make that has earned its stripes in the Australian motoring landscape.The Accent resides in the period in which Hyundai was moving from a maker of cheap and cheerful cars with questionable quality and reliability to a producer of refined, durable cars as it is today.MODEL WATCHThe Accent was the replacement for the Excel, the small Hyundai that is perhaps best remembered for the chassis problem it suffered when someone forgot to weld the front end, but is generally well regarded by those who bought them and drove them for many, many thousands of kilometres and found them to be most reliable.Compared to the Excel the Accent was longer, wider and heavier, and rode on a longer wheelbase, but the interior and boot space was little different. That said Hyundai claimed that the head, leg and hiproom were improved.The styling was freshened with the Excel’s soft rounded curves replaced by sharper lines that were more attractive for the time.Hyundai offered three body styles in the range, consisting of a three-door hatch, a five-door hatch and a four-door sedan. The model range included the base GL sedan and three and five-door hatches that opened the range, the GS three-door hatch and the GLS five-door hatch.The Accent’s engine was a 1.5-litre double overhead camshaft four-cylinder engine of its own making. Peak power was 76 kW at 5800 revs and torque was133 Nm at 3000 revs.The Accent was no fireball, but it had sufficient get up and go to satisfy most owners.Buyers could choose between a five-speed manual gearbox and a four-speed auto, both of which got the job done without much fuss, and final drive was through the front wheels.There was little to complain about with the Accent, but equally there was little to inspire. It was adequate rather than exciting, doing everything acceptably well if your priority was A to B transport.The model range opened with the GL, which was available in sedan and three and five-door hatch body styles, and came with power steering, immobilizer, digital clock, four-speaker AM/FM radio cassette sound, intermittent wipers and 60/40 split-fold rear seat.If you stepped up to the GS three-door hatch you also got a power antenna and power windows, a rear spoiler with high-mount stoplight, central locking, and leather-wrapped steering wheel and gear knob.Further up the chain was the GLS, which could be had in sedan or five-door hatch styles, and came with power mirrors, air, and front fog lamps.IN THE SHOPLike the Excel the Accent was fundamentally sound, with durable engines, gearboxes and drivelines, but was often plagued by little things that could sour the experience.The engine has a cam timing belt so make sure it has been replaced as per the service schedule and not ignored by an uncaring or cash-strapped owner as can happen. Other than that make sure it has had regular oil changes.Ensure the auto transmission shifts smoothly and doesn’t stick in gear. If it sticks in third the pulse generator probably needs replacing.If there’s an issue with early Hyundais it’s in the peripheral systems and components, like the electrical system and associated bits and pieces. Wiring harnesses tended to be too tight, the wires often too short, and there were lots of reports of poor connections. Corroded connections were often reported to dealers.IN A CRASHAll models had a driver’s airbag and seat belt pretensioners for basic safety protection.ABS anti-lock brakes were an option and are worth having.AT THE PUMPThe Accent is quite a fuel miser and you could expect to see 7.0-8.0 L/100 km around town and 6.0-6.5 L/100 km on the open road.OWNERS SAYMerle Stomps doesn’t want to update her 2000 Accent simply because she doesn’t think she can buy a car that will give her as good a run as her Hyundai. She says it does 7.0 L/100 km, has good performance, and has been a pleasure to drive in the 240,000 km she has done in the seven years she’s owned it. During the warranty she had the clock and both side mirrors replaced, and there was a wiring problem with the air-conditioning, while she spent $300 on an ignition problem after the warranty expired.LOOK FOR• Robust and reliable engines• Modest performance• Good fuel economy• Reasonably roomy• Troublesome electrical systemTHE BOTTOM LINESolid, generally reliable basic transport as long as you don’t want a thrilling drive.RATING60/100

There was a time when you bought a small car only because you couldn’t afford a full sized one, but today we are capable of making smarter decisions and buy small mostly because it better suits our individual motoring needs. Back when we bought small cars because we were impoverished they lacked many of the creature comforts we would have expected in a larger car. You paid less so you expected less, and by God you got less and didn’t dare complain about it.But there’s been a massive shake-up in the market and small cars, like Honda’s Jazz, lack little in comparison to their larger cousins.The Jazz was clearly an upmarket small car when it was launched in 2002. It was meant to appeal to those who wanted it all in a small package.MODEL WATCHThe Jazz presented small cars in a new and innovative way. It wasn’t a downsized sedan or sedan-based hatch as had been the normal way of designing a small car, its packaging was quite different.It was about the efficient use of the available interior space. It had ample accommodation for five adults with the seats in their normal positions, but the seats could be flipped or folded flat in a variety of ways to allow a wide range of objects to be carried. It was a big car in a small package.Being a Honda the performance was sporty with a choice of 1.3-litre and 1.5-litre single overhead camshaft four-cylinder engines. The smaller engine put out 61 kW at 5700 revs and 119 Nm at 2800 revs and returned 5.6 L/100 km, the larger VTEC engine boasted 81 kW at 6000 revs and 143 Nm at 4800 revs for more zip and returned 6.0 L/100 km.Both engines came with the choice of a five-speed manual gearbox or a Continuously Variable Transmission — CVT — automatic; the CVT trans hooked up to the larger engine offered a sporty seven-speed sequential shift function.The suspension was a combination of MacPherson Strut front and torsion beam rear with stabiliser bars at both ends, while the brakes were a blend of disc front and drum rear with anti-skid protection, and the steering was electric power-assisted.Honda offered the Jazz in three models, the GLi, VTi and VTi-S. The GLi opened the range and came nicely equipped with cloth trim, power windows and mirrors, central locking, tilt adjustable steering column, a full array of instruments, and a CD player.The VTi came with all of that plus air-conditioning, and sports cloth trim, while the sporty VTi-S came with front and rear spoilers, front fog lamps and alloy wheels.IN THE SHOPThe Jazz is a city car and often driven by people living in inner city areas, which exposes them to more of the bump and grind of gridlock than other cars living in outer suburban areas.They can often be left parked in the street, under trees and light poles, and subject to the things that naturally fall out of the sky.So look for body bumps and scrapes, and stains on the paint. Look for a car that has been well maintained on a regular basis, and not just cleaned up for sale.Cars left exposed to the elements need more protection in the form of washing, waxing and polishing than those parked under cover.Look at the wheels for evidence of being scraped on or bumped into kerbs. If you find damaged rims have the suspension carefully inspected for damage. It is relatively easy to damage a driveline or steering joint by accidentally hitting a kerb. Listen for odd clicking noises when turning which might indicate a damaged joint.Hondas need proper servicing, they don’t appreciate being neglected so check for a service record indicating regular oil changes, and lift the oil filler cap and take a look for sludge as a result of missed oil services.On average a Jazz should have done around 60,000 km if it was a 2002 model, less if a later delivery.IN A CRASHAll models boasted airbags for the driver and front passenger for reasonable protection in a crash from the front, while anti-skid ABS brakes helped you to get out of trouble when confronted with a crash situation.The chassis dynamics weren’t brilliant. Its steering was accurate enough without being responsive, but the chassis was quite well balanced with a slight bias towards understeer.LOOK FOR• Inner city bumps and scrapes• zippy performance• quirky CVT gearbox• roomy and flexible interior• Honda credTHE BOTTOM LINERoomy interior with great flexibility makes Jazz a much bigger car than its small stature suggests. It’s the perfect town car.RATING• 75/100