Hatchback Reviews

Daewoo is perhaps better known and respected for its ads featuring Kane the wonder dog than for the cars it has built. There were even some who suggest the use of a dog was appropriate given the quality of the cars the Korean company was building when it arrived here with a rehashed Opel in 1994.Daewoo was hoping to follow in the tyre tracks of Hyundai who’d blazed a trail for other Korean car makers in the 1980s, but the company found it wasn’t as easy as they’d hoped.In the early 1990s Korean carmakers were still rightly regarded with suspicion, and their somewhat dodgy reputation wasn’t helped when Hyundai had to recall Excels for faulty chassis welding.That was the environment in which Daewoo was trying to establish its credentials. The first Daewoos were cheap enough, but based on an Opel from the early 1980s, they were a very dated design, and the build quality was generally below market expectations.The Lanos was one of the new generation of models to come from Daewoo. It was a fresh face for the company best known for its doggie ads, and started the move away from the original Opel-based model.By the mid-1990s Hyundai was setting the small car pace here with its innovative “drive away, no more to pay” pricing policy where it included the on-road costs in the price of the car instead of adding them on as was the general policy.It fundamentally changed the landscape in our most competitive market segment, making it tough for everyone trying to compete in the segment, and make a dollar at the same time.At the time Daewoo was still trying to make an impact on the market, so rather than compete with Hyundai by matching its drive-away pricing, it went a sizeable step further and offered free servicing for the entire warranty period.That meant that Daewoo buyers didn’t have to pay anything for the first three years or 100,000 km until the warranty expired.It was a huge incentive to try the relative newcomer, to take a risk on a brand that was yet to earn its stripes here.While Daewoo dealers appreciated the extra showroom traffic it created, they didn’t necessarily welcome the extra traffic it also created through their service departments. Daewoo customers, it seems, took the offer of free care literally, and headed off to their nearest dealer to have even minor things like failed light globes and punctured tyres repaired or replaced.The marketing men behind the ‘free care’ offer now say privately that they created a monster they’d never dare repeat.The Lanos was launched in the era of ‘free care’ so sales were brisk. It was an attractive small car with clean, smooth lines and available in a choice of four-door sedan, or three or five-door hatch.Power was provided by one of two single overhead camshaft four-cylinder engines, depending on the model.The SE models had a 1.5-litre version of the fuel-injected eight-valver which produced 63 kW at 5800 rpm with 130 Nm of torque, the SX models had a larger 1.6-litre engine which put out 78 kW at 6000 rpm along with 145 Nm.A five-speed manual transmission was standard, and there was also a four-speed auto available.Power steering was standard on all models, except initially on the SE three-door hatch, but that too got assisted steering from 2000.The SE three-door hatch was the entry model, but it still came quite well equipped with colour-coded bumpers, full wheel covers, cloth trim, split-fold rear seat, cup holders, remote release for the fuel filler cap, and four-speaker sound. The SE four-door sedan and five-door hatch also had central locking.For more there was the SX, available as a three-door hatch and sedan, which also boasted alloy wheels, CD player, power front windows, power mirrors, fog lights and a rear spoiler on top of what the SE had.Air-conditioning became standard across all models in 1998, which also saw the addition of the LE sedan and five-door hatch limited edition models based on the SE, but with power front windows, CD player, rear spoiler (hatch) and central locking (sedan).The Sport arrived in 1999. This was a three-door hatch based on the SX with the more powerful 1.6-litre engine, plus a sporty body kit, tachometer, upgraded sound, and a power antenna.Although dealers weren’t exactly enamoured with the free care because of the traffic it generated through their service departments when owners would come in to have the most minor things fixed, it meant that cars like the Lanos were better serviced than they might have been if owners had to pay for the servicing.The free care cover has expired for most cars now, and the earliest examples have now clocked up around 100,000 km, so anyone taking one on is gambling on their continued reliability when they will have to pay for servicing and any repairs that might be needed.Mechanically the Lanos stands up quite well, the engine is robust and doesn’t appear to give much trouble in service. The transmissions also appear quite reliable and give little trouble.While they seem basically sound the Lanos can be let down by the little things. The electrics can be a problem, they appear to have been put together on the cheap, and the chances of problems developing increase with time and mileage.Interior trim parts are another weakness, with breakages of cheap plastic parts a relatively regular occurrence.Barbara Barker probably would have bought a Hyundai Excel had it still been available when she was shopping for a small hatch in 2001, but she didn’t like the look of the Accent that had replaced the Excel. She liked the look of the Lanos and the way it drove, and free care offer, and bought that instead. It’s now done 95,000 km and the warranty has run out, so she’s now in the market for a new car, this time a larger hatch. She says it has good performance, is economical, and has generally been reliable. The exhaust has been replaced, it’s had the brakes replaced, and the idle stepper motor had to be replaced at the 90,000 km service.• attractive styling• well equipped with lots of standard features• zippy performance• reliable mechanics• jury still out on longevity• dodgy electrics• average build qualityApart from dodgy electrics and average build quality they’re generally pretty robust. Trade is reluctant to handle them, but low resale value makes them a cheap buy at the right price.

Daewoo 1.5i was already a dated design when it arrived on our shores in 1994. It was no wonder that it was the subject of some intense criticism from the motoring press who slammed its dodgy build quality and interior.The Daewoo started life as an Opel Kadett in the mid-1980s and at that time it was a well built and competent small car that was one of the most popular small cars in Europe, but something was lost in the Asian translation.MODEL WATCHDaewoo took over the Kadett design when Opel was finished with it. The German car maker had already replaced it with an all-new model before they palmed it off on the Koreans, so it was well and truly past its use-by date when it starting rolling off the ships at our wharves.It was no wonder it came in for some heavy criticism when it was up against up-to-the minute designs from rival companies, but with the help of a dog and some sharp pricing it quickly became a popular choice for buyers wanting a small car.For $14,000 you could drive away in a front-wheel drive three-door hatch that was quite roomy for a small car and had a 1.5-litre single overhead camshaft four-cylinder engine and five-speed manual transmission combination that gave it class-leading performance.The same car was also available with a three-speed auto trans and then cost $15,350.Standard equipment included a radio-cassette player with two speakers, but air-conditioning was an extra cost option.For just a little more you could have a more practical five-door hatch, and for those who wanted a boot and the extra security of a sedan there was a four-door available.The styling was bland, again not surprising given that it was originally penned back in the early 1980s and was competing against much more modern cars. The interior also came in for some criticism for its dull grey colouring and the fit and finish of the plastic trim components.On the road the Daewoo was praised for its handling which was safe and predictable, but criticised for its ride which was hard and harsh, particularly over broken road surfaces when it could become uncomfortable.Performance was punchy. With the Holden-built 1.5-litre fuel-injected four belting out 57 kW it was on the pace with its rivals, which were mostly powered by smaller capacity engines.Despite the criticisms the Daewoo was a popular choice for buyers wanting to get into the new car market, but couldn’t afford the heftier price tags of the cars with the better reputations. Not only was it a cheap and cheerful buy for people who simply wanted transportation and little else, it also became an alternative to a used car that came without the hassles that can be associated with a used car.IN THE SHOPReal estate agents shout position, position, position as the key when buying property. In the case of the Daewoo it’s condition, condition, condition.The Daewoo was promoted as a car that could be thrown away after a relatively short time on the road. It was never touted as a well-built car that would last and last, and retain its value over a long period.They were often bought by people who didn’t care what they were seen in, and didn’t treat their car with any care. They were the cars that were left parked in the street, in the hot sun, or under trees where they were exposed to tree sap and bird droppings that were never cleaned off before eating their way into the paint.Look for a car that appears to have been looked after and check for any service records that might exist.And take a ride with the owner to see how he or she drives, that way you will get a measure of how the car was treated while in their ownership.But the real issue with the Daewoo is the build quality, which was so variable some looked as thought they’d been through a dodgy crash repair even when they’d come straight from the factory. Look for poor panel fit with wildly varying gaps, uneven paint coverage and faded paint and exterior plastic parts like bumpers.Inside, expect rattles and creaks from the dash panel, they were common from new. Plastic trim parts are generally of low quality and prone to breakage or simply coming adrift. Door handles are particularly prone to breakage, and it’s not uncommon for the seat frames to break.Mechanically, however, the Daewoo is quite robust. The engine keeps going without giving much trouble and the gearboxes are also quite reliable. Check oil level and the quality of the oil to get an idea of when it was last changed, and look under the oil filler for any signs of sludge, which can mean trouble down the road.The bottom line is that the Daewoo was a throwaway car that delivered transport with few frills and little of the quality we’d come to expect of rival Japanese car makers, and even some of the other Korean companies. If you’re tempted by the low price, be careful and look around for the best car you can find.LOOK FOR:• uneven panel gaps and poor fitting panels.• low quality fit and finish of interior plastic components.• reasonably punchy performance• safe and secure handling but poor ride comfort.• broken body hardware and seat frames.

Survival is a strong motive for action, as it was for the new Compact hatchback version of BMW’s E36 3-Series. It’s really quite simple, to survive as a carmaker you have to grow. The bigger you are the better your chances of staying in business, and BMW as a small to medium sized car company in world terms had no option but to make their cars more affordable so more people could buy them.The risk if they didn’t was to be swallowed up by one of the big players, like Ford or General Motors who were out to add to their portfolio of models.BMW was in the envious position of being an aspirational brand, one people wanted to park in their driveways even if the range was out of their reach.The 3-Series was the people’s BMW, but even that became a stretch for most people as its price rose. The 3-Series now is a real aspirational model in the range, and more affordable models have been introduced below it.BMW’s first move to make their cars accessible to more people was the 3-Series Compact introduced in 1995.It’s most unlikely that BMW will ever offer a model in the sub-$30,000 price range, that would sully the image of the brand as an aspiration purchase.That’s the trick for a company like BMW. You want more people to buy your cars because volume makes for more profit, but you can’t afford to have too many cars out there because that could damage your brand image.The 3-Series Compact was the company’s first, careful step in making a car that had a more affordable sticker while retaining the appeal of the marque.One look at the Compact and you can see the strategy. Viewed from the front it looks for all the world like a regular 3-Series, there’s the same kidney grille, the same bonnet, the same front guards and bumper, and most importantly the same blue and white spinner badge. Clearly a BMW. But viewed from the side or the rear and it was all new with its tail shortened into a hatchback.The shortened tail made no difference to those who wanted to park a BMW in their driveway, it looked like a 3-Series, had the badge, and the shortened tail was even attractive to most people on seeing it for the first time.What mattered most was that it was priced below $40,000 and that opened the door to BMW ownership for more people.Parked alongside its sedan brother the Compact was 233 mm shorter despite sitting on the same 2700 mm wheelbase. That meant the interior was roomy for front seat passengers, if not quite so roomy for those in the rear seat.The hatch arrangement resulted in quite a large boot space, which in combination with the 50/50 split-fold rear seat delivered a flexibility perfect for carrying just about anything you needed to move.Under the skin the hatchback was all BMW. A 75 kW 1.6-litre single overhead camshaft fuel-injected four-cylinder endowed it with modest, but adequate performance.There was a choice of five-speed manual or four-speed auto, the latter dulling the performance somewhat, but a popular choice with buyers none the less.The suspension was a familiar combination of MacPherson Strut at the front and semi-trailing arm independent at the rear.It rode and handled well, and with ABS-assisted disc brakes front and rear, it also stopped well.At launch there was just the single model offering, with standard air-conditioning, central locking, power steering, power windows and mirrors and AM/FM radio cassette sound.Remote central locking, rear head rests and traction control were added to the list of standard features early in 1996 when it was renamed the Hatchback.The Contour was added in January 1996, and brought with it standard alloy wheels, metallic paint, leather steering wheel and fog lamps.The BMW badge is enough for some people to stretch their budget to buy it without considering the costs of service and servicing a prestige car can be more expensive than other cars. The result can be compromised servicing, so check for a service record, one that hopefully has a history of servicing by a BMW dealer or acknowledged specialist.Look specifically for things like regular oil changes, annual coolant changes, and annual brake fluid changes, all of which keep the BMW ticking along as it should.Brakes tend to need replacement at intervals of 50,000 km or so and original equipment BMW rotors are expensive. Aftermarket rotors are available which will do the job, but you won’t find these on offer at BMW dealers.Lift the oil filler cap and observe any sludge, a sure killer of engines, and a sign that the oil hasn’t been changed.The 1.6-litre M43 engine has a timing chain as do most modern BMW engines so there’s no requirement for servicing in that area.Generally the 3-Series is a well built and robust vehicle that will do quite high mileages without too much trouble.The Compact had dual front air bags standard, and was given front side airbags in 1998, which provided an impressive secondary crash protection system, over and above the primary protection afforded by ABS and traction control.The E36 rated better than average for occupant protection in the 2004 Used Car Safety Survey, and average for its impact on the occupants of cars it hit.• Prestige of BMW badge• good resale value• cute hatchback styling• flexible boot space• good ride and handling• good crash protection• modest performance from 1.6-litre engine• service records a mustStylish and practical hatchback for the young or young at heart that comes with a BMW badge.

The smallest of the Benz-badged cars is the A-Class and the B is not a massive step up in size, but it's enough to offer that little bit of extra interior space.We're in the B200, which has just been facelifted, offering a re-sculpted bonnet, radiator and altered headlights, new-look mirrors and alloy wheels, but it's a blink-and-miss job.Whereas most of the other Mercedes driven recently require a descent to enter, you step into the B-Class, which Benz rather optimistically markets as a `Sports Tourer’.It's an upright driving position, but despite being a small car it's easy enough to get settled behind the reach'n'rake adjustable wheel.Thankfully, the B-Class hasn't adopted the ridiculous stalk-control for transmission that has infiltrated the S and M-Class cars — a conventional transmission selector for the CVT and a normal handbrake are welcome.Some might miss the extra width of a larger car, but it wasn't a serious issue for us.At 190-odd cm I found a workable driving position, and slipping into the back seat I could sit behind someone of similar stature, which is something not feasible in some larger vehicles.Four adults would be the B200's maximum number of occupants, but they could travel with a surprising amount of room given the car's relatively small coverage of the road.The test car was also fitted with Benz's Metro package option, which adds the continuously variable automatic transmission, the Active Parking Assist parking guidance system (standard in Turbo model) and a 12-volt socket in boot for $4160.Why anyone would need an electronic parking system for such a little car is beyond me — some of the other large vehicles already endowed with the system require it but the little Benz is a doddle to park.This is a town car and it has the skills for it — the engine has decent outputs and could be considered almost peppy, but the edge is taken from it by the CVT, which sometimes feels as though it takes a long time to hook up under full throttle.Forward progress is actually deceptive, particularly on part throttle take-offs — it's no autobahn-stormer — but it's more than adequate for metropolitan work.It will corner as well, but don't expect anything other than a bit of understeer, some stability control warning light flashes and a fair bit of leaning — brisk but civilised pace is best.The test car also had the $5070 Luxury package, which upgrades the airconditioning to dual-zone climate control, adds full-leather trim, myrtle wood/aluminium highlights interior trim, chrome exhaust tailpipe tips, body-coloured door handles, mirrors and side skirts.The infotainment system has an integrated 6CD changer, Bluetooth connectivity and an MP3 facility buried right at the back of the glovebox (which wasn't illuminated due to a faulty light).Both packs quickly shift the B200 upwards by almost $10,000 to just over $55,000.Of course, even the little Mercedes-Benz models have a safety list that compensates to some extent for the price — the B-Class has (now non-switchable) stability control, with front, side and curtain airbags. There's even flashing brake lights (in an emergency stop) as standard, a crash-responsive emergency interior lighting among the standard safety fare.Those who stick with the manual gearbox will enjoy the automatic hill-start assist.The German car maker is also boasting improved fuel use up to seven percent, with an official claim of 7.4 litres per 100km for the two-litre four-cylinder when working with the CVT.After a week in the Carsguide garage the trip computer was showing 9.5 litres per 100km of predominantly metropolitan running, which would suggest a range of just under 600km from the 54-litre tank.As commuter cars go the B-Class was a pleasant surprise in many respects — a decent ride without wallowing through corners, adequate interior room and good safety features. SnapshotMercedes-Benz B-Class Price: from $46,200.Engine: two-litre SOHC 8-valve four-cylinder.Transmission: five-speed manual, optional CVT fitted, front-wheel drive.Power: 100kW @ 5750rpm.Torque: 185Nm between 3500 & 4000rpm.Performance: 0-100km/h 10.2 seconds. Top speed 190km/h (governed).Economy: 7.4litres/100km, on test 9.5litres/100km, tank 54litres.Emissions: 176g/km. 

It also means that buyers will view any replacement of that car with great interest.

The American company is in crisis, despite last week's George Bush- backed bailout of General Motors and Chrysler, and has already sold its stake in Mazda to clear some cash.

We dare you to say that to its face… this is still a tough little warriorDrivetrainsThe six speed manual, all wheel drive STi is powered by a 2.5 litre, four cylinder, DOHC, turbocharged boxer engine that puts out 221kW at 6000 rpm and 407Nm at 4000 revs. This is a 7.3% increase of power and 3.8% increase in torque from the outgoing model.The engine is mated to a fully synchronised, close-ratio six-speed manual transmission, and SI-DRIVE (Subaru Intelligent Drive) enables the driver to choose three different engine settings on the move. Intelligent mode provides a smooth, economical drive. Sport firms up the suspension for all round performance and Sport Sharp mode squeezes out every inch of anger from the engine for an even more dynamic experience.Subaru’s multi-mode control centre differential allows you to play around with the limited slip differential strength for additional traction and handling response.On its way to a top speed of 250km/h, it will scream to 100km/h in a rapid 5.2 seconds. A combined 10.3 litres of fuel will be sucked from its 60 litre tank every 100km.ExteriorMaintaining a permanent and rippled flex, the STi is like an Impreza on the juice. A big bonnet scoop, hulking wheel arches, flared guards, and a rear roof spoiler make it quite a different looking car — and one you wouldn’t want to upset at the pub.Subaru’s performance powerhouse is shorter and wider too, complemented by 18 inch alloys and quad exhausts that yield a stance brimming with purpose and aggression.Interestingly, the only things shared by both the STi and the popular WRX are the bonnet, the front doors and the roof.InteriorSubaru have kept the interior simple in the STi. The Impreza swooping line design and three large air con dials are the only noticeable elements on an otherwise featureless dash.A large LCD screen displays the trip details and outside temperature plus the air conditioning and six stacker, MP3 compatible audio system.Power steering and windows are standard, as are aluminium pad sport pedals, leather Recaro race bucket seats and a leather multi-function steering wheel and gear knob.There is plenty of storage space throughout the cabin in the form of cupholders, door pockets, a centre console box, and six cargo hooks. The rear seats are foldable, split 60/40 to allow for more room in the boot.SafetyThe Subaru WRX STi has achieved the maximum five star ANCAP crashworthiness rating thanks to a feature-packed safety list. You get a comprehensive airbag package plus anti-skid brakes with brake assist and force distribution, vehicle dynamics control and traction control.PricingThe Subaru WRX STi starts at $59,990.DrivingWhen Subaru ripped the covers off the latest Impreza hatch, it felt a little bit like that forgettable Christmas when dad proudly watched you tear the wrapping off a brand new water pistol, blissfully ignorant that every other kid had a super-soaker.No matter how many times we tell ourselves that it’s a mature and ballsy new direction for Subaru, and no matter how many angles from which we look at it, the new shape is just plain…boring.But somehow the STi version, with its chunky squat stance and big alloys gives it a toughness that helps you get past all that and tempts you nearer for a better look.Squeezing into the low, leather Recaro buckets, strapping yourself in and looking out over the big bonnet scoop is a physical suggestion of this car’s potential. From the steering wheel to the gear shifter and the noticeable lack of visible distractions, the STi is set up for a quick, firm ride – and your full attention.The short trip from the middle of the city to its outskirts was bearable at best even in Intelligent mode as the STi managed to find every hole and rut, banging and knocking in disapproval.We got to our destination – kilometres of long, windy tar – and let the beast off the leash. The difference between Intelligent and Sport mode was a nice kick of adrenalin when the turbo rolled in and pushed us firm into our seats. Sport Sharp was another cog up in performance. After a tiny lag, the high pitched turbo whine began and like a punch in the guts we were shot hard down the road, joined by the familiar boxer engine note.With Sport Sharp in place and the differential control in auto, the Macpherson strut front and double wishbone rear suspension stuck us to the bitumen and we never feared the car would stray from the direction we pointed it. Diving both in and out of corners produced the same silly grin and the lack of body roll and strength in the big Brembo anchors was impressive.Having a car with this much speed on tap is unsettling, given the constant dangers we face on our crowded roads every day. It’s also frustrating not being able to use it when we know how much fun it is on full squirt. What to do, what to do…Verdict: 8/10

A couple of cars of the year within two weeks; winner of the V8 Supercar championship . . . now for the Fiesta.Among all the doom and gloom in the automotive industry Ford Australia has something to celebrate.The Ford Falcon G6E was named carsguide Car of the Year, the Falcon XT carried off the Australia's Best Cars Family Car of the Year title and Jamie Whincup piloted his Ford to the V8 Supercar championship and Ford has just released its new small car challenger, the Fiesta.And from what I experienced on the launch, the German-made Fiesta could keep the Blue Oval boys and girls celebrating well into the new year. Ford is hoping to shake up the light car segment and it could well do so with the new Fiesta that has all the hallmarks of a 21st century small car - sharp looks, first-class driving dynamics and the latest in human-to-car connectivity.Not that the Fiesta has been a shrinking violet.Beth Donovan, Ford Australia's vice-president of marketing, sales and service, said the sixth generation car was on target around the world to continue a 32-year history of being a best-seller boasting 12 million customers.“Now it's time to leverage that success in Australia. Our research has shown that it is a car for the world that Australia wants. It is also a blueprint for future Ford product,” she said.On sale in Australia from January 1, the new Fiesta comes in three variants - CL, LX and Zetec. Prices will start at $15,750 for the CL, $18,490 for the LX and $20,250 for the Zetec, excluding dealer delivery and statutory charges.A 1.6 litre petrol engine with manual transmission is standard across the range, while an automatic transmission, matched to a 1.4 litre motor is an option on all models except the three-door Zetec.The 1.6 with manual transmission delivers 88kW of power at 6000rpm and 152Nm of torque at 4050rpm. Claimed fuel consumption is 6.1 litres/100km (46 miles per gallon), while the carbon emissions are 143g/km.The smaller engine, mated to the automatic transmission, produces 71kW of power at 5750rpm and 128Nm of torque at 4200rpm. Fuel economy is 6.9 litres/100km (41mpg) and carbon emissions 164g/km. Ethanol-10 can be used as an alternative fuel.The CL will be available as a three-door or five-door, with manual transmission or optional automatic, and rides on 15in wheels.The LX is five-door only, available with manual or optional automatic, and is standard with 15in alloy wheels.The sporty Zetec, is offered in both three-door and five-door configurations, the latter on offer with manual or optional automatic, while the three-door is sold only as a manual.The Zetec stands out with 16in alloy wheels and a body kit with a unique front and rear bumper, a bumper grille and a larger rear spoiler. The three-door model also features sports rocker panel mouldings.All new Fiestas will be fitted with anti-lock brakes with electronic brakeforce distribution plus driver and passenger airbags as standard. A driver's knee airbag is standard on both of the Zetec models.Additional safety equipment, optional on CL and LX and standard on Zetec, includes front seat head and thorax side airbags, a driver knee airbag and dynamic stability control with traction control and emergency brake assist.The previously mentioned connectivity, which includes Bluetooth with Voice Control (available on LX and Zetec) and USB connectivity, allowing MP3 player integration (Zetec), plus a 3.5mm aux jack, put the Fiesta in a class of its own.Capless refuelling, which is unique to Ford and found only on Mondeo, is standard on all models.Cruise control is standard on LX and Zetec models, and these vehicles are also fitted with a leather trimmed steering wheel adjustable for rake and reach.There are 11 fresh exterior paint colours available, while the Fiesta options include a Safety Pack for CL and LX, which includes DSC, for $1000 and prestige paint $320.In a test drive through Adelaide and the surrounding hills the Fiesta's extremely light steering at low speeds took some getting used to (it came into its own, however, while parking the car, which is larger than its predecessors).However, it weighted up nicely for excellent road feedback when the vehicle was travelling at a greater speed.The Zetec DSC produced a well balanced ride on the twisty and steep roads in the hilly areas, while the car's brakes were up to any hard use when bends tightened unexpectedly.The cabin turned out to be spacious and comfortable and insulated well enough to carry on a normal conversation.Ford is putting a lot on the Fiesta, including optimistically a great deal of TV advertising during the show Australia's Next Top Model. 

The baby Euro car sets a new style direction for compact blue-oval models as well as promising class-leading driving enjoyment.It is also priced from $15,750 for a three-door hatch with fuel economy as good as 6.1 litres/100km with a 1.4-litre starter motor.The Fiesta is a five-star NCAP success in Europe but, for now, ESP stability control is only an extra-cost option for Australia at a time when all five-star contenders for 2009 must have ESP. It is part of a $1000 'safety pack' on the basic CL and mid-range LX models, bringing front side airbags, a driver's knee airbag and stability and traction control, as well as Emergency Brake Assist.Ford Australia says it is giving Fiesta buyers the choice on safety and is hoping for a 15 per cent up-take on the safety pack.The Fiesta - the sixth generation to wear the badge and available as either a three or five-door hatch with 1.4 and 1.6-litre engines - is currently built for Australia in Germany, but the supply line will be switched to Thailand after the first 12 months. That could bring a price advantage thanks to a Free Trade Agreement but there is no commitment to any future change.It's the same with the Fiesta sedan, which is in the medium-term plan for Ford Australia but with no firm introduction date.The sportier XR4 and Ghia models are also missing, leaving the Fiesta Zetec - which differs only in wheels and tyres from a mechanical perspective - as the sports flagship for now.The new entry-level CL three-door kicks off the range at $15,750 and will be available with both three and five doors. The middle-level LX models start from $18,490 but only with five doors, upgrading from the CL's 15-inch steel to the same diameter in an alloy wheel.The Zetec sports model is a three or five-door car from $20,250, but the three-door is manual only. It is mechanically identical but gets 16-inch alloy wheels and a sports body kit.The drivetrains are a 88kW/152Nm 1.6-litre with five-speed manual or the optional $1500 automatic transmission - available from February - which is only mated to a 71kW/128Nm 1.4-litre engine and available on all but the three-door Zetec.The 1.6/manual combination has claimed economy of 6.1 litres per 100km while the smaller, less-powerful engine with the automatic pushes the fuel use up to 6.9.The Fiesta has a range of technology including voice-controlled Bluetooth (standard on LX and Zetec), a USB slot for an MP3 or the 3.5mm audio jack standard range-wide.Also standard is the capless refuelling set-up first seen on the Mondeo and cruise control is standard on all but the CL.The first local drive was done in the manual models as Ford has not landed any autos.Ford talks a lot about the work done to keep the interior quiet and it has paid off, as the cabin is well-insulated from most noise and the 1.6-litre engine is quiet and smooth.It is also a flexible powerplant, thanks to variable valve timing systems, pulling through the steeper sections of the Adelaide hills launch drive in a gear higher than expected for a sub-2-litre car.The little German-built light car also has good road manners, with a well-executed compromise between ride and handling on offer.The Fiesta is composed in corners and has body roll well under control, with a firm but decent level of ride compliance.At above-average height I could find a decent driving position in the supportive and comfortable seats and had good forward visibility - rearward is less open given the C-pillar and high rear waistline.The partial leather-wrapping of the steering wheel, a little too much power assistance, air-con that blew cool rather than cold air on a low-30s Adelaide day and the absence of an automatic transmission with the larger engine were the only complaints.

The quickest way around a race track is simply mathematics.Going faster and beating all your mates is directly proportional to a diminishing fear factor and a rising-rate expense program divided by the money in your bank account.To go faster, a rough rule is $10,000 a second per lap. That is, spend an extra $10,000 on your race car and you will be one-second quicker per lap faster.Theoretically, you'd spend $30,000 for a three-second rocket around the circuit but sadly, the formula is disproportionate. You may only gain 1.25-seconds, for example.So the question is: Do you pay an extra $29,200 over the Mitsubishi Lancer Ralliart SST for the Evolution X MR and gain a one-second 0-100km/h sprint time?Or do you enjoy the Ralliart and use the "spare" money to buy (a) BHP Billiton shares, (b) a whopping plasma screen and surround sound system, or (c) the Kawasaki Ultra 250X jet ski.Money may not be the only reason to consider forgoing the one-second advantage.The Ralliart comes with practically all the looks of the Evo X and even has similar mechanicals. Even the aluminium bonnet is identical.It has the same basic engine though is dumbed down to 177kW from the Evo's 217kW. It has 343Nm of torque — compared with the Evo's 366Nm — and is delivered at lower revs.The gearbox — Mitsubishi's new and quite delightful dual-clutch six-speeder — is also shared though the Evo allows three driving modes to sharpen the ride.Ride comfort is better in the Ralliart — though the MR isn't bad and certainly up on its predecessor — which extends its audience to include children and the wife.Combined with all-wheel drive, it makes a sedan that can live comfortably in the city and country with a dynamic performance and safety personality when required.Drive it as an automatic and the 2-litre engine shows some weakness at low revs.This lag is more pronounced than the Evo — though even this car has some hesitation — mainly because of it misses out on the Evo's twin-scroll turbocharger that works better across the rev range.The Ralliart's engine will, however, quickly smarten up by 2500rpm and be on song at 4000rpm right up to near 7000rpm.At which point your smile will only be eroded by realisation that the car is consuming premium unleaded petrol at a rate that would shame beer-drinking end-of-semester uni students.Treat the Ralliart nicely, though, and 11.4 litres/100km is entirely acceptable in city and suburbs, plus a short time in the country.The gearbox is pin sharp on changes and will step up with higher revs before it upchanges when in Sport mode. The paddle shifters, by the way, are perfectly placed and have a default to full-auto when held.Handling is first rate. As mentioned, it's not Evo X class but it's also not far short of the mark. The bottom line is you won't have a chance to test this car to its fullest on public roads anyway.Mitsubishi aims this car at the driver who enjoys a fang and likes a car that shouts "performance".The practicalities are shared with the base Lancer. That's a great start because the Lancer is a delightful small car with a great shape, very good cabin and boot space, and a pretty interior.More goodies, such as the six-disc CD player, are added to the feature list but the healthy basics of most Lancers — a five-star crash rating, electronic stability control and seven airbags — remain.Options include the Rockford Fosgate sound system ($750), that audio with sunroof ($2350) and those two with a multi-communication pack with sat-nav for $4750.Comfort rates highly for those in the sports-tailored front seats, less so for the rear where firm foam and short thigh length makes adults wish for shorter journeys.No complaints, however, about leg and headroom though I'll put my two-cents worth in about that space-saver spare.But this is a very appealing package. It serves to uphold the Evo image while saving its buyers near-on $30,000. The only cost is one second.