Hatchback Reviews

Doesn't getting old put a dampener on things?If someone had told me - as a nerdy highschool kid with shoulder-length hair and acne - that in 40 years time I'd be championing small hatchback cars with diesel engines, I'd fairly faint.Back in the days of Woodstock, it was Porsche's new 911 and the Lamborghini Muira and the delicate beauty of the Ferrari 365 that made my head spin.Now those dreams are impractical and unaffordable, as are most teenager whims including that girl called Alice.The third millennium is a very different world and different lenses are needed to see things in perspective.Unfortunately, you have to abandon wild notions and embrace convention.But if you think owning an automatic hatchback Korean car with a diesel engine and sub-$24,000 price tag is going to be boring, then I have some pleasant news.The Hyundai i30 turbo-diesel auto just may be the best car on the market. Yes, in practical and fiscal terms, better than my once beloved Muira dreamcar.Despite the price, the i30 is very well screwed together - incidentally, better than the Muira. Even if there's a hiccup, Hyundai has a five-year warranty.The 1.6-litre turbo-diesel looks like a slug on paper yet even attached to a rather pedestrian four-speed, non-sequential auto it is brisk and loves cruising.And if you want to go cruising in the country it has a full-size spare wheel to keep you going.It suits a small family with its five doors, a generous boot and a goodly range of standard features.They include an airconditioner duct in the glovebox to keep the chocolates firm. Vital stuff.The base model also has connections for your iPod and any USB stick as well - features for which some European car companies charge outrageous premiums.This is in addition to the CD player and the four speakers.Audio controls aren't on the steering wheel in the entry-level SX model tested, though are in the SLX version that costs an extra $4500.The SLX also gets alloy wheels, six speakers, trip computer and fog lights - which are all very nice but miss the point.This is simple, fuss-free, inexpensive, environmentally-better-than-most, space efficient and fun motoring.There's very little fluffy bits and the i30 simply doesn't need them.One of the surprises - and clearly there are a few with this car - is the quietness of the diesel.It will be a tad rattly on idle for passers-by but for occupants, there's only a hum.At any speed above walking it's practically inaudible.Even when you press it hard - actually a pointless exercise as the engine runs to about 4000rpm and then gasps - it is composed.The auto box is as simple as the engine with four forward cogs and no manual-change mode. Which is just as well because, as pointed out, this is no racer.It's a comfortable performer in traffic and will get away with most other cars.Forget green-light drags - if you've bought one of these you're past it anyway.In conventional hatchback design the i30 has a split-fold rear seat to boost cargo space.Or it will seat two adults in the back and, if of average dimensions, they won't complain about the room.They will also be happy about the ride comfort that is compliant and well insulated from sound - especially from underbody noise.What is so overwhelming about this car is clearly not its Ferrari-chasing performance but its sheer ability to be pragmatic motoring.No bells, no whistles, a fantastic fuel economy and a whopping five-year warranty. Don't wait to get old to experience it!

But in a country where Mazdas — and specifically the new Mazda 3 — are little more than a blip on what is a very large radar, that is not necessarily a bad thing.

Take one look at the happy-happy nose on the latest Mazda 3 and you cannot help thinking about the star of the animated movie, Cars.

As I jumped into an electric Mini in Los Angeles, as one of the very first journalists anywhere in the world to drive the Mini E, I was surprised as it drove so much like a normal petrol- powered car.The Mini E is spritely, has excellent air conditioning, rides nicely and has the same quality construction and funky looks as the regular petrol-power Mini models in showrooms in Australia. And, as you would expect, it is very, very quiet.Then again, it is charged through a high-voltage cable connected to the electricity grid ...The Mini E also drops from a four-seater to a two-passenger car, as the tail end is loaded with the giant 200-kilogram battery pack which makes it one of the cars at the sharp end of the move from unleaded to volts.There are many other electric cars at the Los Angeles Motor Show this week, and California has become a hotbed of electric action as major carmakers accelerate their plans for zero-emission cars to battle global warming "This is about re-inventing mobility. Change and progress is coming,"the head of the world's fifth-largest carmaker, Carlos Ghosn of Renault-Nissan, said at the opening of the Los Angeles Motor Show.He forecasted global sales of around seven million electric vehicles a year by 2020, although that will still only be around 10 per cent of total worldwide sales.The Mini E is already the poster car for the green movement with significant advantages over other contenders including the Mitsubishi i-MIEV mini-car.For a start, it has 240-kilometre range. It can also zap to 100km/h in just 8.5 seconds, which is better than many petrol cars, and it has a top speed of 155 km/h.It can also be recharged in just 2.5 hours.The bad news, for now, is that Mini is only building 500 Es and they will only be leased to people in the USA for around $1500 a month.There is no plan to bring the car to Australia, except for demonstrations.But the BMW Group, which produced the Mini E, is committed to alternative energy and is working on everything from cleaner petrol engines to hydrogen power and the eventual switch to electric.Mitsubishi will easily beat Mini to showrooms when it introduces its plug-in i-MIEV towards the end of next year and Daimler also has battery-power plans for its Smart ForTwo and Mercedes-Benz A-Class, probably early in 2010.But everyone on the electric bandwagon knows that cars such as the Mini E will only be workable in Australia once there is a significant network of plug-in charging stations like the one already in place in LA.That is one reason why the head of the i-MIEV project, Kenichiro Wada of Mitsubishi, is coming to Australia next month."I am sorry, but without any infrastructure we cannot supply this car to Australia. It is chick-and-egg relationship," Wada said."If possible, I would like to talk to governments and power utility companies. They have to prepare for the arrival of electric cars." 

But being the middle child in the Lancer sports family has never been so good because like the VRX and hot-shot Evolution X, the turbocharged Ralliart Lancer all-wheel drive is an amalgam of all that's good about its siblings.Available as a sedan or hatch — Sportback in Mitsubishi speak — the Ralliart is aimed squarely at the Subaru WRX, as well as the Golf GTi, Astra SRi turbo, and Ford Focus XR5.In the 11-model Lancer line-up it sits between the mild-mannered 2.4-litre VRX and the uber-hot turbo-charged 2.0-litre Evolution.Mitsubishi hopes enthusiasts who aspire to the $59,490 Evolution but are guided by their hip-pockets, will settle on the Ralliart, which costs $42,490.Mitsubishi's manager, product strategy, Chris Maxsted, says the turbo Ralliart is a strategic car for the brand."Particularly as it's available as a sedan and hatch," he says.Like the Impreza WRX, having a choice of body styles will appeal to a broader range of buyers, he says."The hatch looks more sporty but the Ralliart sedan looks like the Evo sedan so it will appeal to a few wannabe Evo owners," he says.Maxsted sees the Ralliart as is neither a hotter VRX, nor a despecced Evo."It carries elements of both in specifications but it's a unique car, a unique model," he says.The mild-mannered Ralliart shares a detuned version of the 2.0-litre turbocharged and intercooled twin-cam four-cylinder engine from the Evolution.Despite being retuned, the engine still delivers plenty of punch with 177kW at 6000 revs and 343Nm at 4750 revs, down 50kW and 23Nm over the Evo.A single-scroll lower boost turbocharger replaces the twin-scroll unit of the Evo.But like the Evo, the 2.0-litre four-cylinder is mated to a Getrag-sourced six-speed twin clutch sport shift transmission (TC-SST), complete with steering wheel paddle shifters.In its Ralliart application, the TC-SST offers two driving modes, Normal and Sport, losing the track-ready S-sport mode.The Ralliart's sports suspension is similar to the VRX but gets thick stabliliser bars and the sedan gets fold down rear seats in place of the bracing of the Evo.Then there's the Evo's aluminium bonnet, active centre differential all-wheel drive system and a mechanical limited slip differential rather than the Evo's electronic yaw control rear differential."In essence, the Ralliart driveline is probably like the Evo VIII," Maxsted says.Mitsubishi is aware some drivers may prefer the five-speed manual, but it is not expected to be available in the short term, according to Maxsted.But he has not ruled it out longer term."Autos account for about 30 per cent of the high-performance small car market," he says."I think the market will move to which is the better transmission."Externally both the sedan and hatch gain some distinct styling and enhancements above the VRX.Inside, the Ralliart gets distinctive "Ralliart" sports trim, aluminium pedals, three-way adjustable front seats, rain-sensing wipers, and climate control air conditioning.Stand-alone options include the high performance $750 Rockford Fosgate stereo while metallic or pearlescent paint is $350.The Rockford Fosgate system can also be packaged with a sunroof for $2350 as well as the sunroof and navigation system for $4750.Have a go with the Lancer Ralliart and you wonder why any self-respecting performance enthusiast would bother with a manual gearbox.The TC-SST transmission, similar to Porsche's PDK twin-clutch, is a joy to use and provides enough excitement in "sports" mode to keep all but the most diehard turbo hot-rodder engaged.Unlike some twin-clutch arrangements, the six-speed gearbox is smooth around town, seamlessly preselecting gears.It mates well with the turbo four but things do not really start happening until you're beyond 2500 revs.This may have something to do with the move to a single scroll turbocharger in place of the Evo's twin-scroll unit because in full automatic operation, the Lancer needs some revs on board to give its best.Once above 2500 revs though the bells and whistles start singin' and ringin' in the sweet revving four.The Ralliart will quickly reach double-demerit points territory in a flash.Settle down to some highway cruising though and the car is stable and surefooted and quiet inside.Only some wind-rush from the exterior mirrors interrupts the cabin's ambience.In the twisty bits, there is plenty of steering feedback, reassuring turn-in and both the sedan and hatch remain neutral whether under full power or brakes.Visually, both the Ralliart sedan and hatch are tidy cars and an exercise in discretion.The body kit is subdued, the air intakes blend into the bonnet and the 18-inch alloys, shared with the VRX, look good.Only the sedan's high-set spoiler upsets the visual harmony, and restricts rear visibility.The hatch is also 2mm shallow than the sedan but rear headroom and legroom remains good. The hatch's versatile 60/40 split flat folding seats and nifty release mechanism from the boot will appeal to many.From the rear doors forward both the hatch and sedan are the same.Overall, the Lancer Ralliart has a well-sorted chassis and in some respects more liveable than the full-blown Evo and more exciting than the garden-variety VRX.That's exactly what Mitsubishi set out to achieve.MODELS Sportback and sedan

Upgrades include some exterior visual tweaks to freshen the A-Class and B-Class, revised interiors and the addition of a 2.0-litre turbo-diesel in the A-Class.The A180 CDI costs $39,990 and is available with either a six-speed manual or CVT automatic.For the first time an active parking assist reversing system is also available in the both the A and B Class.The system is $4680 option on the A170 and A 180 CDI as part of a `metro' pack that includes CVT automatic, cruise control and 12-volt socket in the luggage compartment.The system is standard on the A200 three and five-door and turbo.On the B Class the same system costs $4160 on the B180 CDI and B200 as part of the same option pack but comes standard on the B200 turbo.The parking system uses ultrasonic sensors to identify suitable parking spaces and then automatically guides the car into the space.It is similar to that available in some Volkswagen models.Mercedes-Benz Australia spokesman, David McCarthy, expects a strong take up of the new parking system as well as the new turbo-diesel in the A-Class.“We think the A180 CDI will attract more people to the brand,” he says.Both A and B-Class sales have dipped this year by more than 30 per cent in the lead up to arrival of the newer models.Although the C-Class remains the volume Mercedes seller here, McCarthy says he expects both the A and B to lift volumes, particularly with the availability of the turbo-diesel in the A-Class.He believes the A180 CDI will at more than 300 sales to a yearly sales expectation of about 1000 A-Classes.The new 80kW/250Nm 2.0-litre turbo-diesel A-Class is the sixth model in the brand's entry lineup and shares its engine with the B-Class.In the A180 CDi it hits 100km/h in 10.8 seconds and delivers peak power at 4200 revs and peak torque between 1600 and 2600 revs.The frugal diesel has a combined fuel economy figure of 5.2 litres/100km.Like all A-Class models, the A180 CDI boasts a comprehensive safety story with electronic stability control, anti-skid brakes, brake assist, acceleration skid control, eight airbags, and a full-sized spare wheel.Comfort features include climate control air conditioning, multi-function steering wheel and display, AUDIO 20 sound system, Bluetooth connectivity and a split-fold rear seat.Moving up a notch, the B-Class gains minor cosmetic updates like its smaller brother, from the bumpers and headlights to the interior seat trim and upgraded audio systems.The front bumper gets a larger air intake and more aggressive treatment.The visual upgrades also include body coloured exterior mirrors, door hands and lower side skirts on all models.Inside, the B-Class, already well known for its roomy interior gets new materials with brushed aluminium highlights on the dashboard.A reach adjustable steering and hill-start assist also make an appearance.In common with both the A and B are new flashing brake lights that activate if the driver hits the brakes in an emergency when travelling more than 50km/h.In the B-Class the hazard warning lights also come on in emergency braking manoeuvres above 70km/h.Prices for both A and B have risen slightly with the equipment upgrades and fresher looks.The A-Class is up between $500 and $800 depending on the model and the B-Class has risen $400 across the board.The entry 1.7-litre A170 coupe costs $35,500, rising to $49,500 for the top-range A200 turbo.ON THE ROADWe've never been a huge fan of the A-Class and the changes to the latest model have only reinforced this thinking.That said, there are plenty of pluses.It's a great commuter car, nippy around town, frugal and easy to park.However, at higher speeds on the highway the car's short wheelbase and upright stance shows up some shortcomings that are inherent with building a car like the A-Class.The little hatch can be buffeted by cross-winds and road noise intrudes rather too much for a Mercedes, even if it's an entry Merc.The ride is also geared to comfort rather than handling but it must be remembered that this is not a sportscar.Although the driving position is good, with a broad panorama of the road, the electro-mechanical power steering is numb and feels disconnected to the road.However, on the plus side, the A-Class has impeccable safety credentials with a five-star crash rating and impressive arsenal of active and passive safety gear.It is well build and provides a feeling of being carved from stone while the interior ambience is appropriate to the brand.The new 80kW 2.0-litre turbo-diesel works well in the A-Class. It provides plenty of low and mid-range response and a combined fuel figure of 5.2 litres/100km.As peak torque of 250Nm is delivered from 1600 revs the little hatch is reasonably perky off the mark and can keep up with freeway traffic.The CVT auto works well with the diesel too, providing just the right response at any speed.Given the price points of the range the A-Class makes a reasonably alternative.But there are still many other small European hatches that deliver more driver involvement, equally impressive amounts of room and also have that crucial Euro badge to impress the neighbours. 

But for Aussies it could all be about the numbers, as the company prepares to launch its sixth generation Golf in Australia with a range of smaller engines.That, in the past, hasn't gone down particularly well with us, where bigger is usually regarded as better as evidenced by Polo's poor performance after the switch from a 1.6 to a smaller 1.4-litre engine a few years ago.The changes have been brought on by Europe's strict tax regime with incentives for manufacturers to build cars with smaller more environmentally friendly engines.Volkswagen argues the smaller engines are more powerful and more fuel efficient than those they replace, but still we find that number 1.4 cropping up again.To put this in perspective, the current Golf V opens its card with a 1.6-litre four cylinder petrol engine that produces 75kW of power and 148Nm of torque.The new Golf VI, however, kicks off with a turbocharged 1.4-litre four that delivers 20 per cent more power and 35 per cent more torque at 90kW and 200Nm, the latter from a low 1500rpm.And, this time around, there's a seven-speed version of VW's acclaimed robotised manual or “DSG” automatic as it is known, instead of the current six-speed.That's with the petrol engine anyway.The transmission can't cope with the higher torque output of the diesel, so it sticks with the six-speed version.There will be no traditional auto.Together with the seven-speed DSG, the Golf can sprint from 0-100km/h in 9.5 seconds, instead of a rather leisurely 12.5 seconds with the previous six-speed auto.It also uses 28 per cent less fuel, just 6.0 litres per 100km instead of the previous 8.3.With figures like this, you'd think Golf's success would be a no brainer, but we're not convinced.But as all models are either turbocharged or supercharged in one way or another, it puts the car off the shopping list of young drivers - in NSW at least where P plate drivers are banned from driving V8 or turbocharged vehicles.At the moment the 1.6-litre model accounts for seven per cent of sales and the DSG gearbox is optioned by 72 per cent of customers.Volkswagen invited us to drive the new Golf this week in Iceland of all places.In cold, wet and windy conditions the car performed flawlessly.We were able to drive the new 90kW 1.4 litre TSI model with the seven-speed DSG as well as the new 103kW 2.0-litre TDI turbo diesel, this one with a six-speed DSG.There's also a 118kW 1.4-litre twin charged engine with a turbocharger and supercharger that replaces the current 2.0-litre FSI model.Again it produces more power and torque than before, with 118kW and 240Nm versus 110kW/200Nm - but has been tuned with economy in mind.The current lineup also includes a 125kW twin charged engine as well as a 1.9-litre turbo diesel and more powerful 125kW version of the 2.0-litre diesel.Although Golf VI is described as all new it does in fact sit on the same platform as the previous model, with the same external dimensions and wheel base and suspension set up as before.To look at the car is more conservatively styled and we're told much cheaper to build, even though VW is keen to stress that build quality sets new standards for the segment.The roof is the only body panel that has been carried over from the previous model.The big bold front radiator grille has been given the boot, front and rear lights have been changed and other subtle panel changes made to give the car a lower appearance.The rear window line has also been lowered to make it easier for children to see out of the side windows.Inside, particular attention has been paid to the finish and choice of materials.We were a little disappointed to find however that the flashy blue instrumentation for which Golf is renowned has given way to simple white lighting, to give the car a classier feel.VW claims it's the quietest Golf ever, but it's a claim that is difficult to quantify.There's no doubt the new 90kW engine that will power the entry level model packs more punch than the 1.6, but as good as it is the seven-speed DSG box is still not as smooth as a conventional auto, occasionally thumping into gear.But if feels quite sporty and you wouldn't swap it for quids, nor can you argue with the the speed with which it changes gears or the better fuel economy that it delivers.A six-speed manual is standard while the seven-speed DSG will set you back $2700.The 2.0-litre TDI engine is a carry over from the previous model, but has been updated from the original engine, with common rail direct injection.With 103kW of power and 320Nm of torque available from 1750rpm, it delivers smooth, powerful performance and is much quieter than the original.The dash from 0-100km/h takes 9.3 seconds while fuel economy with the DSG transmission fitted is a claimed 5.4 litres/100km.Although we found the new model generally quieter inside, the low profile Michelin Primacy tyres fitted to our test car generated quite a bit of road noise on coarse bitumen.The car feels nice and tight, with no squeaks or rattles and delivers crisp driving dynamics.Fuel economy for the petrol model ranged between 8.2 and 9.1 litres/100km over two stints behind the wheel, while the diesel returned 8.7 litres/100km after a long very hard drive.Safety has been upgraded too with the addition of a knee bag bringing the number of airbags to seven and adjustable damping was fitted to a couple of the cars we drove allowing us to switch between sport and comfort settings.There's plenty of hi-tech options too like satnav, a hard disk-based entertainment system, active cruise control and the automatic parking system that we have already seen with Tiguan. But nothing has been confirmed for our market yet - not even the price.We're tipping a small increase.New Golf will arrive some time in the first half of 2009 while the new Golf GTI will be unveiled at the Paris Motor Show this week. 

Volkswagen has done a makeover on its Golf to create a car which is more of the same, and much the same, for 2009 and beyond in Australia.The sixth-generation Golf looks much the same as the car it replaces, also drives much the same and should be priced much the same. That's no surprise as some significant components - from the roof to the suspension - have been carried over from Golf 5.But there are big improvements to cabin quality, a new refinement, incredible quietness, and engines which promise more go for less fuel with both petrol and diesel power.And Volkswagen has killed the automatic gearbox in the Golf, only fitting five and six-speed manuals and either six or seven-speed DSG robotised manual transmissions in the 6.The main visual change is a new family 'face', which will be carried through to other Volkswagen models starting with the baby Polo later in 2009, as the car has almost identical dimensions to the outgoing Golf 5. The lines are drawn a little tighter, but there is no sign of the raunchy work that has gone into the latest Ford Focus or the adventuring design in newcomers from Peugeot and Renault.Detail work on Golf 6 includes a much classier cabin with Audi-style quality, new dial designs and upgraded infotainment, a seven-airbag package with knee protection, and the availability of everything from active suspension and automatic parking to radar cruise control.Volkswagen predicts an easy five-star NCAP safety rating and improved pedestrian protection without the giant noses sprouting on some of its rivals.But nothing is certain for Australia, even the choices from VW's four petrol and two diesel engines."It's too early to be announcing anything. We haven't even locked in the launch timing," says VW Group Australia spokesman, Karl Gehling.Volkswagen began the roll-out of the new Golf with the five-door hatches in Iceland and promises to follow with the three-door price leaders and the sportier GTi. The hot hatch will be previewed at the Paris Motor Show as a concept car in a little over a week, with the likelihood of a 155 kiloWatt engine as well as the predictable bumper, spoiler and wheel upgrade for the GTi.Driving two Golfs yesterday in Iceland, a 90 kiloWatt turbo petrol car and a 103 kiloWatt diesel, showed there is nothing special in Golf 6.But that, in many ways, is what makes it special.The engineering team has taken plenty of the existing good stuff from Golf 5 and brought it into the 6 package to create a car which is incredibly quiet, very refined and still drives nice and tight.It's a more human and humane car, with more feedback at every level from cabin materials to the steering and performance from both engines.And it is incredibly quiet. As well as greener, with improved economy and reduced emissions.Still, Golf 6 is likely to be a slow burn and we will need to drive it in Australia - and make the crucial price and specification comparisons with its rivals - before giving it a tick. 

While it is harsh to dismiss the first R53 version of the JCW as not being a success, it wasn't all it could so Mini owner's BMW have improved the breed for the new R56.The last JCW was more of an retro-fitted parts kit, supplied through the John Cooper Works tuning arm, than a proper Mini model. The new car is the real deal with Mini taking control of the JCW brand and developing the road car - both hatch and Clubman - alongside its Mini Challenge racer.That means the JCW earns its place at the top of the Mini heap, as the brand’s halo car, above the Cooper and Chilli models.It is a natural extension to the brand given the strong racing heritage of the original Mini and John Cooper; the man who ran Jack Brabham to two Formula One world titles.Mini is pushing the links to the Challenge racers hard, and with good reason. The engine is the same one found in the track cars.The 1.6-litre turbo-charged four-cylinder powerplant produces 155kW and 260Nm; with a further 20Nm available on Overboost. It boasts new pistons, valves, turbochargers, intake and exhaust systems on top of the standard Cooper S engine.But for all the power, Mini hasn't forgot that the world craves environmentally friendly cars. Fuel economy is an impressive 6.9l/100km for the hatch and 7.0l for the Clubman on the EU cycle and the engine already meets the EU 5 emission standards, that have still to be introduced.The company has also gone to work on the car's handling and other performance measures. There are upgraded brakes, suspension, gearbox and a recalibrated Dynamic Stability Control system and traction control.There is also a unique Electronic Diff Lock Control that works when the DSC is switched off.While the car's has been toughened up, Mini is also offering a range of performance parts to let customers go even further.Cross-drilled brake discs, an aerodynamic kit that includes a wing and rear diffuser, a strut bar and suspension upgrades are all on the options list.Also available are interior upgrades that include racing seats, sports steering wheel, carbon fibre gear lever and handbrake and bigger, 18-inch wheels.The JCW is based on the Chilli S model so the base package for the car is solid.Prices start at $48,800 for the hatch and $51,300 for the Clubman.The Cabrio version of the JCW won't hit the roads until the updated soft-top emerges next year. With the basic models due by the second quarter the JCW probably won't land on our shores until the middle of 2009.Despite starting late in the year Mini Australia is expecting to sell 60 JCWs by the end of 2008 and is targeting 150 in 2009.  ON THE ROADWhat the Mini JCW lacks in style, it makes up in substance.The biggest criticism of the car is the styling is under-whelming. Sitting inside the car there is almost nothing to really distinguish it from a regular Mini.Granted the steering wheel is leather, there are sports seats, anthracite roof lining and a 260km/h speedo but they are very subtle touches and don't suggest a premium model. You don't even get special badging unless you pay extra.But having said that, it is typically comfortable and stylish as we've come to expect from the Mini.Things are improved on the exterior with 17-inch alloy wheels, bonnet stripes and JCW badges. But again you are left with the feeling that Mini could have taken things further. The optional 18-inch black wheels and aerodynamic kit give the car real presence but come at a price.For a brand so heavily aware of style it is a surprising element to the JCW.But while the styling is under done you can make no such criticism of the engine. It is brilliant; capable of pumping out 97kw per litre.It's small size belies the fact that it is a powerful unit that is capable of taking the car to 238km/h and from 0-100km/h in 6.5 seconds.It's not just the raw power too. It is smooth across the rev range and sounds great when you put your foot down.The gearbox is also impressive. Despite being beefed up to cope with the extra grunt it retains the same sharp feel of the standard Mini six-speed manual unit.As you'd expect for a sports model with upgraded suspension the ride is firm. The handling is direct and the JCW provides good feedback to the driver; especially when the Sports mode is engaged. While it can feel harsh on the rougher, open roads it work well on smoother tarmac.To demonstrate this the launch program for the JCW included a stop-over at the Broadford State Motorcycle Complex for some racetrack laps.On the track the JCW is impressive. For such a small car it provides big entertainment. The engine comes into its own when there are no speed limits to worry about and the brakes held up well to the punishment the track dished out.The extra weight made the Clubman less predictable and stable in the rear in the high-speed corners. The hatch had no such problems and lived up to Mini's claims of go-kart like handling. INSIDE VIEWPrice: Hardtop $48,800, Clubman $51,300Engine: 1.6-litre turbo-charged four-cylinder, 155kW and 260NmTransmission: Six-speed manual, front-wheel driveFuel economy: Hardtop 6.9l/100km, Clubman 7.0l/100km both on combined EU cycle 

So confident, in fact, that it plans to launch the car in North America in 2010, a continent mostly known for its love of gas-guzzling pickup trucks.Both three-door and five-door Fiestas arrive here in January with either 1.4-litre or 1.6-litre Duratec four cylinder engines driving the front wheels.Three models will be available, the entry CL, mid-range LX and range-topping sports Zetec model with the 1.6-litre Duratec Ti-VCT four cylinder.The LX will only come as a five door while the CL and Zetec will be available in both three and five-door guises.The 1.4-litre Duratec four develops 71kW at 5750 revs and 128Nm at 4200 revs while the 1.6-litre Ti-VCT gets 20 per cent more power than the outgoing engine.It now develops 88kW at 6000 revs and 152Nm at 4050 revs.Zetec models are expected to get sports seats and suspension, body kit, 16-inch alloys and front and rear spoilers.Other standard equipment may include keyless entry and a start button, Ford's human machine interface, air conditioning, anti-skid brakes and CD stereo with MP3 compatibility.A `safety pack' including electronic stability control, knee and curtain airbags is expected to be optional on the CL and LX.Ford Australia spokesperson, Sinead McAlary, says prices should be close to the outgoing model, which should mean a sub-$16,000 price for the CL three-door and about $20,000 for the Zetec five-door.At launch the Fiesta will come with a five-speed manual.A four-speed auto arrives about March.Based on the Verve concept car shown at last years Frankfurt Motor Show, the seventh-generation hatch shares about 20 per cent of its hardware with the Mazda2, as part of Ford's global product development system.But Ford engineers modified the suspension, steering and dynamics.Although both cars were developed side-by-side, the Fiesta gets Ford's DNA.Like the current crop of Aussie and European Fords, the Fiesta uses Ford's kinetic design language, with the signature bulging wheelarches, trapezoidal grille and slimline headlights.The interior also gets a classy, European feel.Designers have taken inspiration from the latest mobile phones for the car's centre console and upper dashboard controls.Apart from the two side air vents on the dashboard, its hard to pick any visual commonality.Both the Fiesta and Mazda2 share the same MacPherson strut front suspension and twist-beam rear suspension suspensions but the Ford is tuned differently.Even the rear muffler has been re-engineered to provide a sportier exhaust note.Ford vehicle engineering manager, Dieter Schwarz, says the bushings, spring and damper rates at the rear have been retuned.“As the car is stiffer than even the Mazda2 we've been able to provide a more compliant ride without any handling tradeoff,” he says.The car is stronger than the previous model, using more than 55 per cent of the car uses high-strength steel and is 10 per cent stronger, which not only contributes to a solid feel, but helps the suspension work more efficiently, Schwarz says.The Fiesta has shed about 40kg but added in 10kg in sound insulation and extra safety features, like the knee airbag, one of seven available in European cars.Australia-bound Fiestas will initially be built at Cologne in Germany.However, Ford plans to transfer sourcing to Thailand from late next year, which should drive some pricing and equipment benefits because of the Free Trade Agreement. Delivering refinement and a big-car feel in a light car is virtually impossible.But Ford has managed to refine the new Fiesta to a point where rides like a French car but has the quality, quietness and ambience of a German car.The air of sophistication carries over to the cabin too. The newest Fiesta looks and feels more expensive than it really is.From the driver's seat there are distinct cues that let you know this little Ford is a cut above.The steering is both reach and height-adjustable, which is unusual in the light car segment.There is an up-market look and feel to the switchgear and the overall interior ambience suggests the Fiesta should be in a segment above.Ford has skilfully used slush-moulded soft-touch plastics for the top of the instrument panel but the lower surfaces still use hard plastics.The seats are supportive and comfortable, particularly in the Zetec and while you sit some distance back from the steeply raked windscreen, visibility is excellent.The prominent C-pillars do hinder over the shoulder rear views out the back though.In the centre of the dash, the mobile-phone inspired design works well for the audio controls.Likewise, the switchgear for the heating and other ancillary features are of a high quality.That was not always the way with the current car, which looked and felt a little underdone in the cabin.On the road, Ford has managed to make the Fiesta both smooth and quiet while delivering a reasonably energetic driving experience.It may not be as sharp as the current car but many more buyers will appreciate the car's higher levels of suppleness and refinement.The trade off in previous crispness in the chassis has been the development of a big-car ride.The electronic power steering is sharp and accurate, and Ford's claims of better low-speed maneuverability more precise high-speed stability seem on the money.The five-speed gearbox is slick and the handling is beautifully.The three-door Zetec's, with its slightly sportier suspension tune, could be adopted right across the range without complaint because it remains supple while allowing more sportier handling. It's that good.We can only wonder how good the new Fiesta could be with a 2.0-litre four in XR4 guise...The early production cars we sampled, the Titanium five-door and Zetec three-door had excellent fit and finish and there is a palpable sense of the depth of engineering integrity in the cars.The 89kW 1.6-litre four is smooth and revvy. To get the best out of it though liberal use of the silky five-speed manual is required.We got 7.8 litres/100km in spirited driving over the winding Tuscan roads near Siena. Ford says the 1.6 is good for 5.9 litres combined fuel economy.Interior space up front is good and while rear passengers get plenty of headroom, legroom is best described as snug. Boot space is reasonably good.The rear seat spit-folds 60/40 and there's room for 295 litres with the rear seats up and 979 with the seatbacks folded.The only sour note on the car's overall quality was the exposed, black-painted seatbacks, which we suspect will scratch easily.Ford's McAlary says the company is hoping to sell about 600 a month, about the same rate as the current car.We suspect that once word gets out about how competent the new Fiesta is, it could seriously the supremacy of the likes of the Mazda2, Honda Jazz, Suzuki Swift, Toyota Yaris and Hyundai Getz in the sales race.It may just have what it takes to be a class leader.