Hatchback Reviews

The second generation of the Honda Jazz has had its fanfare, and the music is expected to be just as sweet this time round.The new Jazz is still belting out the same tune that helped the original sell more than 2.5 million examples, but this time the Aussie-bound models are a little off-key.Bigger, sharper, more powerful, heavier and a tad less fuel-efficient, the new Jazz will also be missing any hint of an electronic stability program (ESP), despite the life-saving technology being available in Europe and Japan.“We would have liked it, absolutely, but I don't think it will cost us sales,” Honda Australia senior director Lindsay Smalley says.“There are a couple of reasons we can't get it at the moment.“First, we have a different engine and transmission configuration for the Asia-Oceania region (1.5-litre engine and standard automatic). ESP is designed for the European-spec with a 1.4-litre engine and CVT transmission, the same as in Japan.”Second, he says, ESP is not seen as much of an issue in Asia.However, it will be available within 12 months.Honda has stuck with the three-model strategy for the Jazz, starting with the GLi at $15,990 (plus $2000 for the automatic)and $19,170 for the VTi manual or $21,490 for the five-speed automatic.Topping the range is the VTi-S at $21,590 ($23,920 auto).The entry-level model comes with a new iVTEC-equipped SOHC 1.3-litre four-cylinder engine putting out 73kW and 127Nm, up 12kW and 8Nm over the outgoing model.Braking across the range has been upgraded with standard rear discs replacing drums. But the base car still comes with only two airbags standard. Side and curtain bags are a $1000 option.Generally, standard equipment levels are high for the light-car class, with rake-and-reach adjustable steering wheel, 15-inch steel wheels, power windows and mirrors, central locking and a single-disc four-speaker MP3-player compatible audio system with speed-sensitive volume control.There are plenty of storage nooks and crannies and the simple-fold rear seats allow fo reasonable luggage.Stepping up to the VTi and VTi-S brings a new 1.5-litre SOHC i-VTEC engine with 88kW and 145Nm. For an extra $3200 the VTi adds steering wheel audio controls, an information display and alarm.Go to the top of the class and the VTi-S adds 16-inch alloys and more aggressive exterior styling with a sports grille, side skirts and new front and rear bumper treatment.In addition to 16-inch alloys, the VTi-S gets a sports grille and front and rear bumpers (think Type-R shape and treatment).The interior of the Jazz was and still is a reasonably comfortable place to be.The addition of reach and rake adjustments to the steering — coupled with reasonable seat adjustment — make it simple to find the best drive position.Seats are comfortable without being outstanding and most of the ergonomics in the cabin are at the front of the light-car segment.Dials are large and easy to use and information delivery is simple and to the point.Some of the interior trim — the plastics in particular — show signs of cost-management, but the car is designed to sell at the lower end of the new-car spectrum.The short (very short) launch drive program concentrated on the city environs that most of these cars will travel in, and only the 1.5-litre was offered for assessment this time.Power is not a big factor in cars of this style, but the Jazz quickly shakes off any suggestion it's a slug.Away from a standing start the car will hold its own in city traffic.Around town the steering is light and precise enough but a long way from being engaging. Missing is the previous model's constantly variable transmission, replaced by a five-speed automatic.Changes are smooth and the ratios generally sensible.Around town the tall fifth gear is rarely utilised for long. It may well come into its own when cruising, but adds to hunting between fourth and fifth in city driving.Honda's engineers claim to have stiffened the Jazz for torsional rigidity but they have also been busy refining the suspension settings.Gone is the unsettling “bounce” from the previous model, a good thing in the city, where speed bumps and poor road surfaces will test any dampers.

Contrary to what many people think, motoring writing is not all skidpan slaloms through witches' hats and tearing around race tracks.Take the Australian media's recent introduction to the new Honda Jazz, which consisted of a 60km commute through the Melbourne CBD and the city's leafy suburbs.The Honda Jazz Urban Fuel Economy Challenge (see below) involved the second generation of the light hatchback which, since its debut in 2001, has sold more than 2.5 million around the world.Honda says the new Jazz introduces new levels of styling, performance, driving dynamics and ride quality and, most importantly, environmental friendliness.There are three variants—a 1.3 litre GLi and two 1.5 litre i-VTEC (variable valve timing) models, the VTi and VTi-S. All meet Euro 4 emission standards and run on 91 RON standard unleaded fuel.Jazz GLi comes with standard power windows and mirrors, central locking and single in-dash CD stereo.Added to this is safety equipment that includes ABS anti-skid brakes with electronic brake force distribution, dual front airbags and front seatbelt pre-tensioners, all standard. An optional Safety pack comprises side and curtain airbags, and a multi-information display which includes a speed alarm, trip computer and seatbelt reminder for all passengers. The mid-range Jazz VTi gets the larger, more powerful 1.5 litre engine in addition to side and curtain airbags, the multi-information display, a security alarm system and a vanity mirror for the front passenger. The top-of-the-range Jazz VTi-S is given the sports makeover with sport front and rear bumpers, side skirts and 16in alloy wheels.The GLi features Honda's advanced 1.3 litre SOHC engine, (now with i-VTEC technology) to provide the best balance of fuel economy and lively performance.It delivers 73kW of power (up 12kW) and 127Nm of torque (up 8Nm).The 1.3 litre i-VTEC engine delivers fuel economy figure of 5.8 litres per 100km (48 miles per gallon) and produces just 138g of carbon dioxide per kilometre with manual transmission.The GLi has a five-speed manual or optional five-speed automatic transmission, the latter unique to the segment, with Honda's Grade Logic Control.Both VTi and VTi-S are powered by a 1.5 litre SOHC i-VTEC engine that has an output of 88kW (up 7kW) and 145Nm (up 2Nm).Fuel economy is similarly frugal, achieving a combined 6.4 litres/100km (44mpg) and just 151g/km in manual form.Both VTi and VTi-S are available with five-speed manual transmission and Honda's new five-speed automatic transmission, that allows the driver to change gear manually using paddles on the steering wheel (VTi-S only).The second-generation Jazz retains the same suspension layout as the previous generation, with significant improvements incorporated to enhance ride quality, handling and agility, while upgraded power steering is standard across the range.With flexible seating arrangements, interior space is used to best advantage. Leg room in the back is good and head and shoulder space generous.Driving the new Honda Jazz with skill and restraint can have its rewards.Besides feeling comfortable with the way the vehicle behaved, I and my colleague coaxed fuel consumption of 5.1 litres per 100km (55mpg) out of the 1.3 litre car and collected a prize—appropriately a Honda wallet—from the carmaker for being the most fuel efficient, and therefore economical, drivers of the 20 or so scribes on the Jazz launch. 

So determined are Audi to inform us that they are improving the efficiency of their new vehicles, they have started adding a reminder to their model names.They tell us that an ‘e’ version – a super efficient variant distinguishable by the letter ‘e’ tacked onto the end of the model badge - will be available in all core model lines by the end of 2008.There are a number of engine and transmission choices for the A3 Sportback range – we tested the 1.9 TDIe.Drivetrain The TDIe is powered by an in-line four-cylinder, OHC diesel engine with a VTG turbocharger. It produces 77kW and 250Nm of torque, with a five-speed manual transmission – with synchromesh on all gears - getting power to the wheels. This set-up will reach a top speed of 194km/h and if pushed will hit the 100km/h mark in 11.7 seconds.Exhaust emission is managed by a maintenance-free particulate filter and controlled exhaust-gas recirculation. Put simply, the TDIe releases a paltry 119g/kg of CO2 and only uses 4.5 litres of diesel every 100km.Electro-mechanical speed-sensitive steering combined with the A3’s dynamic chassis makes for a well-balanced ride that allows for a punchy sportiness without sacrificing comfort.Exterior With a high shoulder line, striking front and distinctive rear, the five-door A3 Sportback aims to combine the sportiness of a classic coupe with the practicality of a roomy hatchback. On the outside the major difference between the 1.9 TDIe and the rest of the range is its 16-inch steel wheels with full wheel covers, rather than the 17-inch alloys on the other models. Low roll-resistant – and therefore fuel efficient – 205/55 R16 rubber also contributes to the green direction Audi are steering towards with the ‘e’ version.InteriorOn the inside, the A3 Sportback is what we have come to expect from Audi – simple, intuitive controls with comfortable, attractive seats and trim – put together with quality materials and workmanship that reflects the attention to detail the big German marque is famous for.EquipmentRemote central locking, security engine immobiliser and electric, body-coloured exterior mirrors, automatic air conditioning with dual climate control, power windows, a Driver Information System (DIS) and leather steering wheel are standard, with numerous options including sun roof, xenon headlights and a rear parking system also available.Split fold rear seats and an mp3-compatible concert sound system – also standard – ensure that longer trips and cargo placement are fairly pain free.However, cruise control and automatic headlights were a surprising omission from the standard list for what is positioned as a premium vehicle.SafetyA substantial airbag package plus ESP – which incorporates ABS with brake-assist, Electronic Differential Lock and Anti Slip Regulation – heads up the impressive line of standard safety features in the A3 range.You also get head restraints and three point seatbelts for all five seats, the Audi backguard that holds your upper body in place in the event of rear-end collision, and a safety steering column with tilt and telescopic adjustment.PricingThe Audi A3 Sportback range starts at $37,200 and tops out at $65,800 for the 3.2 Quattro with a sports pack. The TDI e starts at $38,900.Driving Without the benefit of the more advanced technology found in other Audi diesel engines, such as direct injection, even with the turbocharger the little oilburner struggles a lot of the time.It sounds a bit agricultural, especially at idle and at the start of trips, although it doesn’t intrude badly into the cabin. And most of the time you don’t feel any benefit from the turbo.There was quite a bit of wind rush around the pillars when you manage to reach higher speeds, and it’s joined by a considerable choir from the fuel-efficient rubber.And while it was set and forget on the highway, around town the five-speed manual transmission became tedious – as did the nanny alert on the info display that suggests you change up a gear (for better economy).But economy is certainly not a problem with the 1.9 TDIe’s. It gave an overall consumption of 5.2L/100km after a week of driving, with highway running dropping as low as 4L/100km. Cost-wise, this is good enough to pit against some of the hybrid technology out there. The Audi A3 1.9 TDie sportback was awarded Carguide Best Green car for 2008 

Cutting-edge lithium-ion batteries are at the heart of two Nissans due on sale globally by 2012.The new batteries are lighter and more powerful and have a better range than conventional nickel metal hydride batteries such as those used in the Toyota Prius.Nissan is well advanced with development, showing off all-electric and hybrid-electric prototypes in Japan that use the batteries.It plans to introduce the all-electric car in Japan by 2010, followed by the rest of the world.The prototype EV car, based on a Cube hatch called the EV-02, is expected to be sold in Australia.The production car is said to closely resemble the two-door Mixim coupe but will be made more family friendly, with a bigger load area and more rear room.In prototype form, the Cube EV-02 has a range of 160km, but once the production car hits the road Nissan believes it will be able travel 250km before recharging and have a top of 180km/h.Even with a range of 160km, the EV-02 can complete an average commute with distance left in reserve.The car can be charged from a conventional power point overnight.Nissan also plans a fast-charging system that will boost power to 80 per cent in 10-20 minutes.It plans to talk to governments and electricity companies about the recharging infrastructure needed.The EV prototype is part of Nissan's research and development program on zero-emission vehicles.This latest-generation front-wheel-drive prototype uses a newly developed 80kW motor and inverter.Nissan, in conjunction with NEC, has produced compact flat, or laminate, batteries, rather than the conventional, cylindrical cells of other electric vehicles.The advanced laminated lithium-ion batteries are installed under the floor, without sacrificing either cabin or cargo space.Like the EV, the petrol-electric hybrid sedan introduces breakthrough technologies that will be shared with Renault, which is owned by Nissan.The petrol hybrid is based on the rear-drive Infiniti G35 V6.The car uses a Nissan-developed high-performance rear-wheel-drive hybrid system and parallel-powertrain hybrid system.The parallel-powertrain system comprises an energy-saving system with two clutches, meaning one motor is directly connected to the V6 and auto transmission via separate clutches.The motor switches between the two to optimise and conserve energy and improve fuel efficiency.The parallel-powertrain hybrid system eliminates the need for conventional torque converters, contributing to higher responsiveness and acceleration, for improved driving feel.The batteries used in both prototypes are sourced from a joint venture operation between Nissan and NEC, called the Automotive Energy Supply Corporation.The batteries have superior performance, reliability, safety, versatility and cost competitiveness compared with conventional nickel metal hydride batteries, Nissan spokesman Haruyoshi Kumura says.“Its compact, flat laminated configuration has twice the electric power compared with conventional nickel metal hydride batteries with a cylindrical configuration,” he says.The compact batteries also allow for improved vehicle packaging.“It is far more space efficient and compact,” Kumura says.He says recycling the EV-02 and the hybrid are paramount.“Nissan is looking at the whole concept of electric-vehicle recycling of the car, not only the batteries.”Nissan electric cars are not new.It built the Tama electric car in 1947, driven by post-World War II fuel shortages.In today's world, the big question with the EV is price.It is expected to cost more than a conventional small four-cylinder hatch and the petrol electric hybrid will be more expensive than a mid-size petrol Nissan. DRIVINGIN PRACTICE, the Cube EV is just like a conventional car, except for the prototype's funky black-and-white paint scheme.Like a conventional small four-cylinder vehicle, the start-up procedure is similar.But in the case of the EV, the driver just turns a key until a green “ready” light comes on. Drive is then selected and the Cube EV powers away in silence.There is minimum noise from the electric motor, and the torque is instantaneous from standstill.The prototype had no trouble quickly hitting 100km/h on the tight Nissan test track near Yokohama and acceleration was impressive.Equally impressive is the sophistication of the drivetrain and the “normal” behaviour of the car, even though it is a prototype.The handling is as good as a conventional hatch.Only the prototype's battery packaging under the front seats and rear floor intrude into the cabin.Kumura says that by the time the production version rolls out of the factory, it will have good packaging and plenty of room for passengers and luggage. 

The US v the Soviet Union, Catholics v Protestants and Star Wars v Star Trek ... but all of these pale in comparison with the fearsome rivalry of the Subaru STI and Mitsubishi Evo. These two small cars have been waging war on rally tracks and in showrooms from the mid 1990s.Mitsubishi has just unleashed its Lancer EVO X, which joins the new Subaru Impreza STI that arrived here in February. It was only a matter of time before the two lean fighters took each other on in a Carsguide battle royale.The cars are remarkably similar. They both have turbo four-cylinder engines and complex all-wheel-drive systems, they are based on more modest small cars, and both will shake your bones and rattle your kidneys thanks to their overtly sporty suspension.Both start about the $60,000 mark and have similar power and torque outputs (that is, lots).The big differences relate to body shape and what's under the bonnet.Subaru switched from sedan to hatchback because that shape was deemed better suited to its WRC campaign as it allowed for less overhang at the rear.Mitsubishi, with no WRC campaign to worry about, stayed with the sedan.Both cars have continued with their respective engine configurations, although both of these have been substantially improved.That means a transverse mounted in-line four-cylinder with a front-mounted intercooler for the EVO and a horizontally opposed four-cylinder with an intercooler mounted on top of the engine. Subaru has managed to squeeze 221kW and 407Nm of torque out of its 2.5-litre engine.Mitsubishi's EVO has 217kW, but falls well short when it comes to torque, with 366Nm.The STI is only available with a six-speed manual gearbox. The Evo has a five-speed manual as standard, but is also available with a new dual-clutch automatic transmission that is similar to Volkswagen's DSG gearbox.Shifting faster than a human can with the manual, the Mitsubishi auto is a great option, but it is also an expensive one at $5000. Ouch.We opted for the standard manual EVO, which means $59,490, and resisted the temptation of the brake, suspension and wheel upgrades of the performance pack. The STI usually costs $59,990 but is fitted with the optional BBS alloy wheels and leather seats, which adds $5000. A satellite navigation adds another $2990. Both the EVO and the STI look menacing.You can see a clear resemblance to the cars they are based on, but they are meaner and more muscular — as if they've spent the past three years doing nothing but pumping iron.The EVO and the STI both have unique panels. Bulging wheel arches allow for wider wheel tracks which means a greater road footprint.So, which one looks better?Well, that is really up to personal preference. For me, it's the EVO — which looks as though it has just swallowed a bottle of angry pills.But the interior of both cars look cheap and disappointing considering how much they cost.The STI's fussy dashboard, with its sloping lines and metal-look plastic, looks ordinary and, unless you buy the $2990 satellite-navigation screen, the info display could have come from the base car. It has nice Recaro seats, but so it should given that they cost a bit extra.The EVO's interior looks and feels cheaper still. The dashboard is plain jane and some of the plastic surfaces, especially on the doors, are of a Daewoo quality. Even so, the base Recaros look great and are extremely supportive.Both cars take some effort to live with.The STI's tyres are loud around town, and the gearbox makes the kinds of mechanical whirring and groaning you associate with a works rally car and not a prestige car.However, the EVO's tyres are not so loud around town. But they hit the coarse chip surfaces of country roads and drown out everything with an infernal roar. Indeed, its tyre noise is so loud you can't hear the engine buzzing away at close to 3000 revs at 100km/h. That's quite high because the EVO has to make do with a five-speed manual.The previous six-speeder just couldn't handle the extra grunt on the improved engine. But with its sixth cog, the STI can cruise along doing 2100 revs. Fuel consumption ranged from 8.5 litres per 100km to about 14 litres when pressed, with the EVO tending to use about a litre per 100km more than the STI in most conditions.Both cars felt harsh during country driving, but the STI is more uncomfortable.Despite having a softer suspension set-up with much more vertical movement, the STI still manages to pick up imperfections in the road. It wiggles, jolts and carries on a bit more. However, the upside of all this is that the STI has the stronger engine. Floor the throttle andit lunges forward with stunning force, while emitting a meaty boxer note. The suspension also exacerbates the acceleration as it squats at the rear — it's not a huge amount, but you can feel it.Even so, the EVO is no slouch and can sling away from standstill in a way that will scare most V8s, but it just doesn't feel as fast as the STI.It is a smoother engine than it has ever been, but it still needs a touch more torque.The STI is faster in a straight line.But the real test involves corners on the way to Victoria's Great Ocean Road. It's important to note both of these cars are at home in this environment of twisting roads, some of them wet and extremely slippery, and both will have no problems holding impressive corner speed.They both pull up incredibly well thanks to their relatively low weight and hefty Brembo brakes with four-pot front calipers and two-pots at the rear, which are standard on both cars.The STI's softer suspension sees it lean in to corners with a level body roll that really doesn't belong to such a performance car. Hit a bump mid turn and there will likely be some rattle through the steering wheel, accelerate and you can feel the diffs trying to work out where to send the power. Sometimes there is a tug at the steering wheel as it sends a bit more to the front axle.The EVO is a race car in comparison. It sits super flat, with hardly any body roll, and changes direction much easier. You don't notice the switching of power from front to rear or across the rear axle using the cutting-edge yaw sensing system. Its AWD system is seamless and feels a generation ahead of the Subaru, and its body also feels rock-solid, with no steering rack rattle.It might have less punch out of the corners, but you can carry more corner speed and get all the power down on the way out without any fuss.CONCLUSION I own a two-door '98 STI and love it, but loyalty doesn't count here. The EVO might be a bit slower in a straight line, have one less gear and look cheaper inside, but it's clearly the better car. It has a superior AWD system, better-sorted suspension, stiffer body and handles like a race car. No need to collate the points: the Mitsubishi wins by a knockout.SNAPSHOT SUBARU WRX STIPrice: $67,980 as testedEngine: 2.5L/4-cylinder turbo 221kW/407NmTransmission: 6-speed manual0-100km/h: 5.2 secondsEconomy: 10.3L/100km claimed MITSUBISHI LANCER EVOPrice: $59,490 as testedEngine: 2.0L/4-cylinder turbo 217kW/366Nmtransmission: 5-speed manual0-100km/h: 5.7 secondsEconomy: 10.2L/100km claimed 

The spanking Clio RenaultSport 182 left Australia in 2006, the victim of a plunging exchange rate. “This was not an entry-level car — it was a true performance hot hatch and with the dramatic fall in the exchange rate and the strengthening of the Euro we simply could not get it at a price that made any sense,” Renault Australia boss Rudi Koenig explained this week on the eve of the car's return.“We have been discussing ... arguing ... this new car with France for the past two years. We simply could not get it at a price that made sense in our market.”The end game from those discussions is the introduction of the high-end, small volume RenaultSport 197. Welcome back Sport. PRICINGAt $36,490 it is almost 10 per cent more than its predecessor but you can have any colour you like as long as it's red. Other colours are available but they are metallic and will cost you an extra $800. The paint is one of a small list of options which also include bi-Xenon headlights ($1750), sunroof ($1890) and upgraded sound system ($800).What comes standard is far more impressive — including the adrenalin rush.Renault has taken the opportunity to stretch its Sports garage a little further by also launching the Megane RenaultSport dCi 175 — a diesel sibling to the 2.0-litre Turbo 225. The Sport 175 is priced at $39,990 with metallic paint the only option.As with the best skunkwork cars, the 197 is not just a fancy version of a Clio running down the production line next to more mundane models. CHASSISThe cars come off the RenaultSport factory line in Dieppe, France, stretched, widened, lowered and tweaked by the same engineering crew that puts Renault's F1 cars on the grid.In the case of the 197 the donor Clio IIIplatform has been stretched with 10mm extra on the wheelbase, 48mm extra track width in the front and 50mm in the rearm, while the ride height has been dropped 15mm.Extensive use of aluminium in the innovative double axis strut front suspension gives a saving of 7.5kg over a comparative MacPherson system but, more importantly, it isolates the steering axis from the damping system, effectively eliminating torque steer.The Clio 197 shares its stiffend subframe with the Megane Sport 225 with the rear anti-roll bar 200 per cent larger at 30mm. DRIVETRAINSWork on the normally aspirated 16-valve 2.0-litre engine — the same basic unit from the previous 182 model — has been extensive, lifting peak power to 145kW (the 197hp for which the car is named) at an enthusiastic 7250rpm while torque peaks at 215Nm at 5550rpm.On raw figures the 197 is no firecracker witha 0-100km/h sprint of 6.9 seconds, yet it drives and excites above its numbers.Much of the work on the engine has centred around optimised intake and exhaust port flow and an increase in compression to 11.5:1, lifting performance and lowering emissions.Attention has been paid to the aural sensations in the 197. From a discreet but noticeable tone at lower speeds the exhaust rises with the revs to produce a signature bark at redline. APPEARANCEThe 197's aero kit is subtle but as high-tech as it comes. No huge spoilers for this little one — although one is available if you must for $429 — instead just F1 know-how. The key to the car's road-holding is a rear diffuser, something rarely seen on cars in this class, which is effective for negative lift of 40kg at track speeds of 120km/h and over without any other aerodynamic penalty.A set of side-mounted extractor vents carry heat away from the engine while a huge front spoiler air intake feeds cool air to the powerplant.The RenaultSport theme flows through the interior of the car with aluminium pedals, super-supportive and bolstered seats, easy-to-read white-on-black dash graphics and sport steering wheel with red-stitched centre-point which, disappointingly, is adjustable for rake only.The 197 has Renault's expected 5-star safety rating with eight airbags, active headrests, ABS and electronic brakeforce distribution as well as a switchable electronic stability program tuned to allow a greater degree of sports application.Other standard equipment includes 17-inch sports alloys, a multi-function trip computer, cruise control, single CD AM/FM and split folding rear seats. DRIVINGOn the road the 197 behaves as you would expect from a highly-tuned athlete that has discarded comfort in favour of performance.The ride is harsh — but never unsettled — while the steering is well-connected and is weighted heavily enough to give no impression of nervousness. Power delivery is linear enough and you are going to get through the gears at a fair clip — aided in no small part by the aggressive ratio selection for the slick new six-speed shifter.So sports-oriented are the gears that when cruising along in the top there is an almost overwhelming need to check that there is not just one more cog available.All of that equates to a car that is every bit — if not a little more — as at home on the track.The smoother surface, more aggressive direction changes and dancing up and down through the gears gives the 197 its sense of being. It belongs to those happy to work for their fun.The diesel Sport is a slightly different animal. While power may be down a little for a sports model, at 127kW, the car's character is defined by 360Nm of urge on tap from just 2000rpm.Sitting on the same cup chassis as its petrol stablemate, with only the front dampers and springs recalibrated for the engine's extra weight, the 175 behaves with impressive enthusiasm.Handling is surprisingly nimble with none of the `lead tip' characteristics of some diesels.And it all comes with a combined consumption of just 6.3 litres per 100km. RENAULTSPORT CLIO 197Price: $36,490Engine: 2.0L/4cyl, 145kW/215NmTransmission: 6-speed manualEconomy: 8.4L/100km claimed RENAULTSPORT MEGANE cDi 175Price: $39,990Engine: 2L/4cyl turbo diesel, 127kW/360NmTransmission: 6-speed manualEconomy: 6.3L/100km claimed 

Two of the best and brightest Fords from Europe are being readied for sales in Australia. The great-looking, new Fiesta and the compact Kuga four-wheel drive are set for Down Under deliveries, with only the timing, price and equipment still to be set. Both should be in showrooms in the first quarter of 2009.They will —Join the Mondeo station wagon, which is already confirmed but running late, and probably the S-Max people mover. Ford Australia, however, isn't revealing details under a policy that prevents commenting on future products and despite the importance of the company's quality compact imports.Even the Mondeo wagon, which was previewed at the Melbourne motor show at the start of the year, is still subject to speculation.“Yes, the car is coming,” says spokesman Mark Winslow.“We will announce the details when we are ready.”The Mondeo, S-Max and Kuga have all been out for some time but the Fiesta has only just been unveiled in Europe. It is far edgier than the current car, with a crisper shape reflecting the latest direction in Ford design. Ford of Europe says it is intended to reflect style, efficiency and value, and standard equipment is more extensive than ever before in a baby Ford.Everything about the all-new Ford Fiesta is new — from the styling, materials and technologies to the core development and manufacturing processes that bring it to life. It represents our future, in more ways than one,” says Marin Burela, the executive director of small cars.Mechanically, more than half the body is made from high-strength steel for safety — which includes an “intelligent” protection system with the first knee airbag in a small Ford — and there are two new engines including one with an ultra-low CO2 emission ranking. It is the first European Ford to have electric power steering. Other features include keyless entry, a start button, electric mirrors and cap-less refuelling. There is also an entertainment system which Ford says was inspired by mobile phones.The model plan for Australia is still being developed, but in Europe the new Fiesta comes with three- and five-door hatchback bodies and a range of four petrol and two diesel engines.The car will be on sale in Europe in October.Ford says the new Fiesta was design, for the first time, as a global car.“It is also the blueprint for future Ford global product development, bringing together Europe, the Americas and Asia where it will be tailored for each region and go on sale progressively between now and 2010,” says John Fleming, the president of Ford of Europe.“I believe this is the most dramatic Fiesta since the very first model. One of the development teams greatest achievements is that it has been able to make the new Fiesta stronger, safer and more comfortable, yet lighter and more fuel efficient than the car it replaces.”The new Fiesta was developed from Ford's Verve concept car, which signalled a major change in style for the blue oval's baby cars.The car will be built in Germany, Spain and China but there is no indication of where Australian Fiestas will be made. 

If you looked around a service station forecourt a year ago, you'd easily spot the motorists with a diesel vehicle.They were the ones filling up their fuel tanks with a smug expression.That's history. Now diesel refuellers have furrowed brows and mechanically watch the dollar signs roll over on the bowser gauge.Which is what I was doing when it came time to top up the Citroen C4. I wasn't happy about that $11.20 I had to put in that thing to travel 100km, let me tell you. Highway robbery.But the time has come to do your calculations before jumping in and buying a diesel vehicle.Work out how many kilometres you would average each year of ownership. Consider the price difference between the purchase price of a diesel car compared with a petrol car.If the diesel car is more expensive — some aren't — then that difference is practically the value of the “free” petrol you could put in the petrol model.The Citroen C4 comes in 2-litre diesel and petrol versions. They cost $35,990 and $33,990 respectively for automatic versions.Based on an average of 15,000km a year, the diesel will cost about $1750 a year to refuel at $1.77 a litre. The petrol model's fuel bill would be about $1798 a year at $1.48 a litre.The difference is about $48 a year. With a $2000 premium on the car's purchase price, the diesel model would take 41.7 years of ownership to finally equal this difference.It's very unlikely anyone would own a car, especially in today's fashion-car market, for 41 years.So you're not smug anymore are you, diesel owners.But if the price of diesel and petrol were equal — and who's to say that can't happen again — the story would favour the diesel.And it's a lovely ride. The C4 with the “big” 2-litre turbo-diesel — Citroen also makes a 1.6-litre diesel version — is quick off the mark and almost silent at cruising speed.Part of its economy and brisk manners is the silky six-speed automatic, but a lot comes back to the diesel engine for which the Peugeot-Citroen group — called PSA — are renowned.The C4 has similar features to other C4 models and that includes a welcome cabin that will seat four adults in comfort.It has a bright and airy disposition that is enhanced by simple controls and a perfumed air freshener, but there are some aspects of the dashboard that could be better constructed.Citroen quality is improving each year but it still needs a kick even to reach Peugeot standards, let alone that of the Japanese.The C4 handles well and has a supple ride. However, anyone thinking this car will match the cloud-nine ride of older Citroens will be very disappointed. Most of the underpinnings are shared with Peugeot.In the 1970s, Citroen owners wore tweed, had beards and lived in the hills. It was pretty much the same for the women, though not all lived in the hills. Now Citroen has a broader market although it is still a car for the motorist who seeks something a bit different. The C4, in diesel especially, will guarantee that difference.

The B200 is part of a range that Mercedes Benz hope will fill the role of the classic all-rounder.From school-run taxi to prestigious business vehicle, the German carmaker says the possibilities for the car are endless.EXTERIORThe unique feature of the B-Class exterior design is its wedge-shaped front section and dominant grill. The long, sweeping arched roof line, large sloping windscreen, flared wheel arches housing 16 inch alloys, and short overhangs, create the sporty look that wasn’t seen as much in earlier versions.The wider track and longer wheel base aim to give the new B-Class a sleeker, more aerodynamic appearance.INTERIORWith a simple and fresh interior in the B200, it carries on the modern approach Mercedes-Benz is taking into the future with their latest range of vehicles.There is potential for plenty of space with a folding rear seat with a 1/3:2/3 split and a 544 litre boot. Add to that driver and passenger seat storage boxes plus front and rear cup holders.The dash is intuitive and controls a range of features including a Harman/Kardon LOGIC7® surround sound system with six disc CD changer and a Thermatic climate control system.The multi-function steering wheel controls the trip computer, vehicle settings, audio, optional UHI telephone preparation and cruise control with Speedtronic variable speed limiter.DRIVETRAINSPowering the B200 is a 100kW, two litre, in-line four-cylinder petrol engine, with a decent 185 Nm. A five speed manual gets power to the wheels.The turbo variant adds another 42kW with 280 Nm and comes as a six speed manual or with the optional Autotronic CVT system.SAFETY Acceleration Skid Control, Brake Assist, ESP, ABS and a full airbag package comes as standard in the B200.Mercedes Benz’s Steer Control helps the driver to avoid a collision by identifying potentially hazardous situations. When swerving, the system helps to stabilise the vehicle by administering additional force on the steering wheel.PRICINGThe standard B200 starts at $45, 500 and you can get the Turbo version from $52, 100.DRIVINGPincott saysThe B-Class could be a handy little vehicle for buyers who don’t want a SUV or people carrier, but occasionally need something with more luggage space than a sedan boot.The four-cylinder engine is up to most tasks, but - in the absence of a load of cargo - we stacked it with four large adults and found it was straining to do the job on steep hills. If you’re the kind to lose patience with this, better head for the Turbo version with its extra power and torque.Mercedes calls the B-Class a compact sport tourer, but there’s little sporty about it. However, it’s not unpleasant to drive, is quiet and economical and generally handles well. It’s simply that it doesn’t inspire any kind of affection.VERDICT: 6.7/10Halligan saysWhen I told my wife I was testing a B-Class Merc, she asked "is that that ugly one". I didn't know if she thought it was the A or the B but I was confidently able to respond simply with "yes".But looks aside, it was nice and it was good. Which is basically the description you would give to the plain but academically talented girl in the front row of your class that struggles to find friends.It’s smooth, it’s comfortable, it’s quiet. It’s a little under powered but not unsafely so. It's good at what it does, but then again the Kia Rondo we tested a couple of weeks ago didn't feel much different.Perhaps the Merc’s steering wheel did - it was leather - but the dynamics where quite close. The Kia also has a neat folding third row of seats which the B-Class doesn't and I suspect would be important for a lot of people buying into this class of vehicle.The kids where certainly ho-hum about it.. My wife thought it was nice and not half as ugly in Metallic Burgundy as the white one she’d previously seen. She actually liked it, she liked the Rondo too. I asked which she preferred to which she replied, what's the price difference? I told her the prices and her answer was the Kia.We’re both Merc fans, but these days a badge is no longer enough. Things have changed. The gap between the Merc and other cheaper brands in this sector is not wide enough.Buy the Rondo and push Merc back out of this sector.

You can throw away your kidney belt in Mitsubishi’s new Lancer Evo 10 because it won’t jolt and jiggle you into a quivering mass like earlier Evos.