Hatchback Reviews

It has a small diesel engine, so you assume the performance will be snail-like as well.Wrong on both counts when it comes to the nifty Citroen C3 HDi, $23,990 of diesel-propelled French chic on little alloy wheels.This petite five-door hatchback's rounded body, evoking memories of Citroen's iconic 2CV, turns out to be practical as well as cute.Large windows give the cabin an airy feel, and you find loads of space inside. There's headroom aplenty, and the boot is surprisingly generous for a car that's well under 4m long.Though small, it feels sturdy, and there is a refreshing charm about the whole package.So while the C3 obviously carries on Citroen's proud tradition of vive la difference, in this case there is substance to go with the quirky style.So often, “quirky” is a polite way of saying that something is awkward to use, but here it is endearing, with apparently no drawbacks.Well, almost none: I never did grow to like the seats. They look OK, but give the impression you're perched on top. Perhaps this is Citroen's way of making you drive cautiously, lest you fall off your perch. Care is advisable, because the major notable absentee from the C3's lengthy equipment list is a stability control system. Sorry, but that's reserved for its larger C4 sibling.There have been C3 hatches around for more than five years, but the HDi version is the latest arrival, added as Citroen spreads diesel engines to all corners of its range. At just 1.6 litres, it is only a small engine, but no matter because the C3 is only a small car. Anyway, a turbocharger helps give it a decent punch. To make the most of power, performance and fuel economy, there is no automatic transmission option.At first acquaintance the C3 HDi can seem rather sleepy, but it can deliver brisk acceleration. Diesels are all the rage, and this is one of the cheapest: Among the pint-sized diesel brigade, the Hyundai i30 and VW Polo cost less than the Citroen, the Fiat Punto costs the same, the Fiat 500 and Peugeot 207 cost more.Its official fuel consumption figure of 4.4 litres per 100km is the same as the Toyota Prius Hybrid. Not that that's comparing apples with apples: the costlier Toyota achieves its result on petrol.In the real world, a combination of easy-going highway running and trickle-along traffic snarls, the C3 I was driving gave excellent economy, averaging 4.7 litres per 100km.Since it has a 47-litre fuel tank, count on going almost 1000km between refills. Hopefully that's far enough to find a servo with diesel at a price that won't break the budget.CITROEN C3 HDi: Five-door hatchback powered by 1.6 litre turbodiesel with five-speed gearbox. Power 66kW. Torque 215Nm. FEATURES: Front and side airbags, anti-lock brakes, alloy wheels, airconditioning, power windows, trip computer, six-speaker sound system, cargo cover, remote central locking, split-fold rear seat. PRICE: $23,990. RIVALS: Peugeot 207, Fiat Punto and 500, VW Polo, Hyundai i30. FOR: Personality and economy. AGAINST: Those seats. SUMMING UP: Little French charmer

I've driven this car both on and off the track. There's no doubting it goes hard and the smoother ride is a godsend, but at the end of the day I find myself drawn back to the same question. That is, does the STI cut it as a hatchback?The answer, in an Australian context, perhaps not.That's because hot hatches, as nice as they may be, are really training wheels before you have the money for a real car.Personally, I miss how raw the STI was, the glitzy gold wheels and outrageous rear wing, even if it did block rear vision.Subaru argues the new, more refined STI will appeal to a different buyer, to well-heeled young execs who don't want to be tagged boy racers.The company could be right, but it might have also inadvertently abdicated its throne to arch rival the Mitsubishi Evo a sedan.The point is Subaru buyers have proved notoriously fickle in the past when it comes to style.STI has only been on the market since February, so it's early days yet, but Impreza sales are down 21 per cent this year, maybe because the standard Impreza is available only as a hatch.Priced from $59,990, the STI finds itself under siege from a host of competitors, more so now that it's a hot hatch.In Spec R form, it's an even bigger ask at $64,990.The competition even VW's V6 all-wheel drive Golf R32 is cheaper.There's no word yet on prices for the Evo X, which was to have been launched last month but here's something to consider. For the same money you could buy a full-sized, fully-blown Falcon GT and have spare change.Questions of styling aside this third generation STI is tangibly more refined than its predecessor.The greatest step forward is undoubtedly the smoother ride.It's also more livable and much easier to drive. You no longer need to be a body builder to operate the clutch and the six-speed manual transmission is a snack to use.Having said that, it still takes some finessing to get off the line cleanly and things don't really start to happen until the top end of second gear, or about 4000rpm.Sixth gear is for freeway use only and the car makes some odd pops and whistles as the turbo does it stuff.The 2.5-litre turbocharged four-cylinder engine kicks out 221kW of power and 407Nm of torque (up from 206kW and 392Nm).Weighing in at 1505kg (just 10kg more in Spec R form), the STI blasts from 0-100km/h in 5.2 seconds (0.2 seconds quicker than before).Fuel consumption is lower at 10.3 litres/100km but it takes 98 strength unleaded, which can be difficult to find.For the enthusiasts there's intelligent drive, switchable traction and more centre diff settings to play with.However, for most of the time the defaults will do.Our test car was the top of the line Spec R, which adds leather and lightweight BBS alloys.It's a bit plastic inside and for the price, we expected to see Bluetooth and an auto-dimming mirror.Finally, it would be nice to see larger Recaro seats fitted for the fuller Aussie figure, and it's unfortunate that the spare is a space saver. 

An interesting reaction you might think, given that the GTi has been one of the outstanding hot hatches of the last decade. But that’s the thing you see. For the R32 to park confidently as the performance-mobile in the Golf range, it shouldn’t just be the one up from the GTi, it should be the excitement machine. It should be goose-bump raising adrenalin on four tyres - and worth every cent of the extra several thousand dollars spent.With all this in mind and not one to judge to quickly, I thought I’d better decide for myself.ExteriorA completely new radiator grill fronts the R32 and comprises two shiny, aluminium twin strips instead of the black honeycomb pattern of the GTi. A polished R32 badge sits to the left. The grill rests above 3 huge air intakes, and between self adjusting, bi-xenon headlamps.Assisting in the achievement of a sporty look, body-coloured bumpers and door handles, together with a 20mm lower chassis give the car its aerodynamic aspect. Centrally-mounted, twin exhausts plus rear roof and deep front spoilers make up the muscular, aggressive form one expects from a true performer. InteriorGenerally, Volkswagen does its best to style interiors that will date well. They do this by coupling quality materials with simple design. R32 badging, ‘engine spin’ aluminium trim and a great looking instrument cluster - unique to the R32, are the only subtle differences that separate it from the rest of the Golf range.Everything is solid and tight with not a hint of poor workmanship or potential for rattles.Engine and SafetyThe 3.2 litre V6 petrol engine gives you a nifty 184 kW at 6300 rpm, which is about 40 more than the GTi, and a solid 320 Nm of torque at around 3000 revs. Power is distributed to all 4 wheels via Volkswagens 4 MOTION system which aims to achieve better traction and improved safety.The R32 achieved 5 stars in its Euro NCAP crash testing program and comes standard with ABS, EBS, ESP and a comprehensive airbag package.On the roadI was keen to give the R32 a good run, even after hearing that it wasn’t hugely different from the GTi, and after the first few k’s along a vast stretch of car-less, winding road, I was having a lot of fun. The exhaust note was guttural and raw. The four wheel drive and big 18 inch wheels, stuck the car to the bitumen on the tightest of turns, and braking and acceleration was precise and true. I was expecting the lowered suspension to be stiff, but not as jarring as I experienced, even with the support of Vienna leather or Recaro seats. It became uncomfortable after a while and I suspected the everyday driver might become a little miffed having to scour the floor every hour for dislodged fillings.Noise from the slightly rough road was quite loud inside the cabin and the steering wheel, same as other cars in the range, was too far away with no option to readjust.Ours was the Direct Shift Gearbox (DSG) version but you can choose regular manual if you wish. Personally I prefer the good old fashioned gear stick over paddle shift but you can get 6.2 seconds for the 100 kms with the DSG, rather than 6.5 with the stick. I could probably take or leave that but I will welcome the better fuel economy you get with the DSG at 9.8l/100 kms.I didn’t get the same adrenalin rush that I did in the WRX STi for example, or the Evo – and I was really hoping I would, considering all three are the ‘performance’ cars in their line ups. I wanted my stomach to fill my throat but there was none of that.Perhaps it’s the 200 odd kilos that the R32 has over the GTi, or that I had held my hopes a fraction too high. But there was nowhere near enough notable difference in performance or looks that I thought there should have been, for the R32 to fit comfortably and justifiably at the top of the grid.PricingYou can get 3 and 5 door versions of the R32. Pricing starts at $54, 990.

Nissan's compact Dualis — the one backed by that left-field, two-faced television campaign — is more crossover vehicle than sports utility vehicle.The hatchback with all-wheel-drive capability is a handsome machine, maybe even pretty in parts such as around the rear. The body, more svelte than Nissan's boxy X-Trail, does not scream SUV or four-wheel drive; this is important in areas which do not understand the abilities and flexibility of the SUV.Even so the Dualis has a reasonable road presence. There's a sense of purpose to the high-riding style. For beneath the Dualis is a fair amount of X-Trail. Nissan is looking to have an each-way bet on this SUV business. The Dualis is the more sporting of the duo, more like a European hatchback than mud-plugging or gung-ho camping machine.The Dualis is the more cosmopolitan of the pair, a car to take to the local football game without concern about parking on a grassed slope. It is an “urban nomad” according to Nissan stylists.It feels smaller, snugger inside than the X-Trail. And it drives smaller.There is more sharpness to steering inputs and more zest to the driving. The trade-off is a little less ride comfort in pot-holed roads compared with the X-Trail.The other trade-off is a little less luggage space in the rear.Front seats are firm and supportive, occupants (four adults is best) sit a little higher than in a conventional hatch; instrumentation and dashboard layout are all tidy, well-organised and legible (though that strange “Olympic wreath” for fuel and temperature gauges may puzzle some).Standard gear in the ST (from $28,990) includes airconditioning, power windows and mirrors, cruise control and CD audio, plus the all-wheel-drive system to switch the front-drive car to all-wheel drive.The Ti models gain leather seats, alloy wheels, automatic headlights and wipers and trip computer. Also stability and traction controls plus side and curtain airbags.Both have 188mm worth of ground clearance, both run a 2-litre engine with 102kW and 198Nm of torque. There is the choice of six-speed manual or a continuously variable transmission with six steps.And despite that ride height, despite just those 102kW and 198Nm, the Nissan Dualis defies the numbers and provides a sporting, entertaining drive.There is less body movement and hint of understeer than in the X-Trail, there is sharper steering. Perhaps helped, too, by the sports-style interior, the Dualis driver is encouraged to press on with confidence.It does, however, need a firm foot and some working of the gearbox to make best use of the power and torque.It has some character this Nissan. Easy to use as a city runabout, easy and pretty refined down the highway and happy to wander down a dirt road.The only question will be whether the motorist understands the duality of that character; that is the Dualis's ability to attack both a tarred mountain road with some panache as well as head off to a private picnic spot down a sandy track.

Resale and battery issues aside, there has always been much conjecture about the virtues, environmental or otherwise about petrol/electric hybrids, particularly as there are some small diesel cars around these days that weaken the case for buying a hybrid for reasons of fuel economy.Prime case is Citroen's C3 HDi. There is now a nifty 1.6-litre diesel sitting pretty in the nose of the cute C3 — and it delivers quite a bit of punch once the revs rise beyond 2000rpm.It is armed with 66kW of power and a significant 215Nm of torque. Around town it is quite tractable, as more torque at lower revs means fewer gear changes in the cut-and-thrust of the peak-hour commute.On a 700km test run trudging to and from the Gold Coast into Brisbane's CBD, the little French hatch was sipping a little over 4.6 litres per 100km (factory claim is 4.4 litres per 100km on a combined run, so we weren't far off). It means you can stretch your travel a long, long way on one 47-litre tank.As with the petrol versions, the diesel has a long list of equipment starting with the full package of front airbags as well as lateral airbags for the front occupants.There are digital read-outs for the speedo and odometer and trip computer but in contrast there is an analogue strip-style rev counter. There is some degree of fuss with the trip controls. Typically the French like these incorporated into the steering wheel-mounted stalks and there remains a degree of guesswork in the location of volume controls for the stereo system, which are at the rear of the right-hand windscreen wiper stalk.Apart from fiddly ergonomics the interior is a fashionable place, and funky and light.There is good comfort from the front seats and a large glasshouse offering superb all-round vision. This is worth a look if you are interested in French flair mixed with some substance and a broad, user-friendly appeal as a city commuter. It also has a good options list that includes five-stack CD and leather.

But its big brother is making a splash of its own. And a noisy one at that.The 500 sits at the base of Fiat's attack on Australia as far as size goes, starting with the two-door, 1.2-litre $22,990 Pop model. Bigger, but with a lower starting price, are the 1.4-litre and 1.9-litre Punto 3 and five-door hatch from $19,990. Biggest brother in the Fiat world is the Ritmo five-door hatch, which starts just under $30,000.Ritmo is called Bravo elsewhere but as Mazda already had the name on its vans, Fiat opted for the Italian word for rhythm. It arrives in Australia in four different models. Two different spec levels can be matched with either a 1.4-litre petrol or 1.9-litre diesel engine. Prices range from $29,990 to $36,490. Buying an Italian car is all about emotion. People get these cars because they want the look, the feel and the style — even if in the past build quality was questionable.Alfas have suffered in the past from reliability dramas. And the former generation of Fiats didn't gain the catch phrase “Fix It Again Tony” for nothing. Emotion sells, though. Which is as good a reason as any for Fiat to name its base model Ritmo the Emotion. The higher-specced model is the Sport. I tested the diesel Emotion in Sydney and it stirred quite a lot of emotions — and senses.The first was my hearing. I have driven quite a few small diesels in recent times and this is definitely on the noisier end of the scale. The chatter from the diesel engine is clearly audible in the cabin.To test it, I turned to one of our long-term fleet cars, a slightly smaller and cheaper non-European (but a diesel competitor nonetheless) currently in our garage: the Hyundai i30.A simple back-to-back comparison drive revealed the Korean diesel sounds considerably quieter inside.Then again, you can always pump up the sound system and enjoy a whole lot of other things about the Ritmo.The car was designed by the same bloke who created some recent Ferraris and it shows. There is a lot of style about the Ritmo. It starts at the front with the small grille, the style of the headlights and the slightly raised bodywork behind them that extends to the windscreen and leaves the bonnet sitting stylishly lower. Very Italian.Then there's the gradual shaping of the side windows, tracing to a well-rounded rump that gives the car a certain chic feel. It's too big to be cute ... but it does border on sexy. And much more than either the bambino or the Punto models will ever do.Fiat proudly proclaims that the Ritmo is powered by a jet engine. Well, in name at least, they are correct.The 1.9-litre Multijet diesel boasts 110kW of power and a considerable 305Nm torque. Acceleration is good, and the 0-100km/h benchmark arrives in a decent nine seconds.There is plenty of pull, too, in the lower range. Currently only manual gearboxes are available, though you can expect some auto boxed-versions by the end of the year.However, the lack of an auto is not a hindrance here. The six-speed shifts easily up through the range although there is a noticeable gap between third and second when changing down.The big value in buying a modern diesel is in fuel savings.The official claimed fuel use figure is just 5.6 litres per 100km. That meant I didn't trouble the local garage for a refuel in the time I had the car.And even though diesel prices are running at record highs of around $1.60 a litre, the oilers are still a great buy, particularly if you are not just keen to save money, but also to help the environment, there's a $3000 slug on buying an equivalent diesel to a petrol Ritmo, but you can expect to get that money back reasonably early in the car's life.Inside the car there is plenty of room for the driver and front-seat passenger. Five-door hatches make better sense than three doors for rear-seat access and there is reasonable leg room in the back.The design of the car also enables a sizeable boot area. The groceries fit easily as should luggage for two or, indeed, a small family.Instruments and controls are well laid out and the dash has a tactile finish that gives a more dynamic look to the plastic interior.Airconditioning and fan controls are easily reached. One unusual control is the ability to change the lightness of the steering. Depressing a button on the dash switches between a normal and a sportier feel but the overall effect when driving seems fairly minimal. One hitch with the layout of the controls is in the seat adjustment. The handle to move the driver's seat forward and back is below the front of the seat. It's too small, and worse, it's not easily found.Standard features include electric windows and side mirrors, cruise control, power steering, remote central locking, a good sound system, airconditioning and alloy wheels.For an extra $3000 the Sport model gains a better look, with a rear spoiler and sideskirts plus climate control airconditioning, sports pedals, front sports seats, leather sports steering wheel, gear lever and handbrake knobs and 17-inch sports alloy wheels.It also gains the Blue&Me integrated telematics system, which is a joint venture with Microsoft.That covers Bluetooth mobile phone technology with steering wheel controls, an instrument panel with multifunction display and an MP3 player with USB port and SMS text reader. And there's one other key factor that might attract buyers.While you wallow in the attention of other motorists, relishing the dynamic Italian pizazz and style, there isalso a comforting thought.The Ritmo is one of the safest cars on our roads today.With a five-star safety rating for adult-occupant safety, the Ritmo recorded 33 points in EuroNCap testing. It has six airbags, ESP electronic stability program anda chassis designed to increase passive-safety by minimising the impact of pedestrian accidents.

We've driven many cars in the name of fuel economy in past years but the i30 is the first one to actually travel more than 1000km on a single tank of fuel.That's impressive and it makes the CRDi a very attractive proposition at $21,490. It's also the cheapest diesel-powered passenger car on the road.Our test vehicle has passed the 10,000km mark, which in the past is generally the point we found diesels started to deliver better economy.We had been regularly getting between 850 and 900km from the 53-litre tank. But, after spending the day with the glow of the low fuel light, we decided it was time to give the 1000km mark a crack. So, with 940km on the trip metre, we filled a five-litre can with diesel, stuck it in the boot and headed off.With an official fuel consumption figure of 4.7 litres/100km, the i30 CRDi theoretically has a range of 1127km. But in our experience, vehicles rarely achieve this figure when it comes to the real world.The i30 is powered by a 1.6-litre turbo diesel four-cylinder engine that delivers 85kW of power and 255Nm of torque from a low 1900rpm.In our test car, the engine is hooked up to a five-speed manual transmission.With plenty of torque, the i30 is a snack to drive, happy to dawdle around in just about any gear and it is not fazed by a full complement of passengers.We specifically requested the entry level SX model to see what what drivers get for their money.Until recently you couldn't get the diesel as an auto but this has changed and we look forward to giving it a run too.For long distance commuting, the only thing we really miss is cruise control, which is unfortunately not available in combination with the diesel.Many people point to the higher cost of diesel fuel but, if you take the time to work on the sums, you'll see that you still come out way in front.An auto is obviously going to cost more, but the manual transmission is easy to use and poses no real drama unless you do a lot of city driving.The suspension in the hatch benefits from local tuning and it shows in the way the car rides and handles.Airconditioning is standard, but it struggles to bring down the temperature of the interior on very hot days and after the car has been sitting in the sun.Rear leg room is generous and the rear seat splits 60:40 for longer loads. 

Nissan's effort at a mixed breeding program, crossing a small hatch with a compact SUV, has resulted in the Dualis, claimed by the company to be the “first true SUV crossover.”The Dualis is a marriage of segments previously kept separate and, while it boasts attributes from both, it is class-leader in neither.A real jack of all trades but master of none. During the development of the car the designers, stylists and engineers theorised, summarised and finally compromised to get as many of what they each saw as key saleable attributes into the Dualis.Some of the main objectives have been met; the car's drive is not dissimilar to a premium hatch and the driving position is certainly reminiscent of a compact SUV.As a light-duty off-roader the Dualis certainly has the genes for the job.It is built off the X-Trail platform with only minimal changes.The look is a tad city, a tad country, but it does emphasise the Dualis is no hairdresser's car.There is enough size and purpose about the styling to make parking it among the utes at the pub less embarrassing than it could have been.Nissan says the cabin trim is “premium hatch.” Maybe, but there is plenty of X-Trail about the dash treatment, instruments and switches.The front bucket seats are a prime example of where styling has won out over practicality. In most regards the seats are large enough, comfortable enough and well-enough bolstered. However, most is not all. The seat backs have been carved away and rounded at the shoulders to the extent that anyone except an Italian suit model will find their shoulders overhanging the stylish edges.General space in the cabin is good with both front and rear passengers (two would be the optimum) having head, shoulder and knee room in the comfortable range.Instrumentation is clear and well sited, the sound system is better than expected and rear access and space is good. Boot space is slightly compromised by the height of the load floor but that's the price you pay for having a full-size spare. Under the bonnet is a single engine choice. The 102kW and 198Nm 2.0-litre petrol does its best work mated to the standard six-speed manual.The ability to keep a close eye on the revs and put the engine into the torque band on demand makes it a much more tractable unit. The optional ($2000) CVT automatic is less inspiring off the line but does make tootling around the city a more relaxed option.Even light off-roading, however, would benefit from the greater control of the manual gearbox.The base ST model starts at $28,990 for the manual but that doesn't bring stability control, side and curtain airbags or alloy rims.A $2000 'safety pack' for the ST brings back those missing bits. Without the extra airbags, Nissan says the Dualis earns a four-star crash rating, rising to five stars with stability control and the side and curtain bags.At the top of the range the manual Ti is $33,990 and adds heated leather seats, leather-wrapped steering wheel with audio controls, cruise control, Bluetooth phone compatibility and drive computer, aluminium trim highlights, a six-stacker CD player with six-speakers, rain-sensitive wipers, light-sensitive auto headlamps, sliding centre console armrest and a pull-out storage tray under the front passenger seat. A well-specified package that represents good value.Both models are fitted with a simplified version of the All Mode 4xs4 system from the X-Trail, which allows for dial-from-the-dash settings ranging from 2WD through an active automatic 4x4 to the lockable 50:50 torque split; which automatically disengages at 40km/h.On the move the Dualis is surprisingly quiet. Road noise is minimal and wind noise at the better end of the scale. At just under 1.5 tonnes the Dualis is no lightweight and that shows in the petrol engine's limitations. Performance is adequate and when prodded hard it is capable of getting along. Unhurried cruising is the CVT's forte but beware, when asked for an effort on the open road the combination is a reluctant partner.In the crucial 80km/h-120km/h acceleration zone (think country road overtaking) the impression is less than flattering. Lazy and flat spring to mind.Where Nissan has excelled with the Dualis is in getting the best out of the dual-purpose suspension, allowing fun and comfort to co-exist. Pushed, the car sits flat and turns in with a surety that would be the envy of most hatches and all but a special few crossovers. On flowing roads the Dualis is fun to drive.There is even better news when it comes to keeping the Dualis cruising; recommended fuel is 91 RON and it is one of the few cars on the road that gets within shouting distance of claimed fuel figures.Over a couple of weeks in both manual and automatic versions the fuel return for primarily city driving was a very creditable 9.1litres per 100km. You can please some of the folk, some of the time.

Resale and battery issues aside, there has always been much conjecture about the virtues, environmentally or otherwise about petrol/electric hybrids, particularly as there are some small diesel cars around these days that weaken the case for buying a hybrid for reasons of fuel economy.Prime case is Citroen's C3 HDi.There is now a nifty 1.6-litre diesel nestled in the nose of the cute C3. It delivers quite a deal of punch once the revs rise beyond 2000rpm. It is armed with 66kW of power and a significant 215Nm of torque.Around town it is quite tractable, more torque at lower revs means fewer gear changes in the cut-and-thrust of the peak-hour commute.On a 700km test run trudging to and from the Gold Coast into Brisbane's CBD, the little French hatch was sipping a little over 4.6 litres per 100km (factory claim is 4.4 litres per 100km on a combined run).You can stretch your travel a long, long way on one 47-litre tank.As with the petrol versions, the diesel has a long list of equipment starting with the full package of front airbags as well as lateral airbags for the front occupants.There are digital readouts for the speedo and odometer and trip computer but in contrast there is an analogue strip-style rev counter.There is some degree of fuss with the trip controls.Typically the French like these incorporated into the steering wheel-mounted stalks; there remains a degree of guesswork in the location of volume controls for the stereo system, which are at the rear of the right-hand windscreen wiper stalk.Apart from fiddly ergonomics the interior is a fashionable place, funky and light.There is good comfort from the front seats and a large glasshouse for a small hatch offers superb all-round vision.This is worth consideration if you are interested in a little French flair mixed with some substance and a broad user-friendly appeal as a city commuter.On the options list there are auto lights and auto wipers, reverse sensors, electric sunroof, metallic paint, five-stack CD player and leather upholstery.

The debate about whether performance cars should be allowed on our roads has been keenly argued for years. Those who consider excessively powerful muscle cars a danger to many, are quickly educated by performance enthusiasts who retort that those same cars are completely safe unless placed in the wrong hands.There is no doubt that the third generation Subaru WRX STi slots into the performance car category easily, but does it stand up to the rigours of every day driving? And is it safe enough for the every day driver with all that added grunt? Let’s have a closer look and find out.ExteriorThe STi has slipped into the new Impreza shell beautifully - and then flexed. The result is an aggressive, bulging ball of muscle with flared guards and wheel arches, but with underlying style and elegance. Apparently, the only bits kept from the Impreza are the bonnet, the front doors and the roof. Add to those, big 18 inch alloy wheels, a rear roof spoiler, quad exhausts and a big bonnet scoop, and you have a hot looking brawny monster, ready for action.InteriorSubaru have kept it pretty simple on the inside, but they’ve retained the new Impreza’s swirly sweeping lines across the dash, which is unfortunate because it really didn't look good in the first place. Three big dials are the only real features apart from the big-screen interface above them. The screen displays the GPS and allows you to peruse various performance statistics and radio stations. It is a little fiddly and forces you to take your eyes off the road for too long - a bit dangerous in a car like this.Compared with the entry level Impreza, the finish in the STi is of higher quality and seems less plastic. The Recaro seats on this spec R model are extremely comfortable and supportive. They sit low and give you that proper race feel.SafetySafety as always is top priority for Subaru and once again with the WRX STi they have snagged the top five star ANCAP crashworthiness rating and the equally impressive four star pedestrian safety rating.Engine and TransmissionPower and torque are up by 7.3 percent and 3.8 percent respectively, compared with the last STi. The 2.5 litre, four cylinder turbo engine gives you 221 kW at 6000 rpm and 407 Nm at 4000 revs.With a top speed of 250 km and a mind blowing 5.2 seconds for the hundred, it really does push you back in the seat and doesn’t feel like it’s going to pull up….ever. The six speed manual transmission has been refined and feels tighter, allowing for smoother changes. At high revs, the turbo sound like a jet plane firing off an aircraft carrier.On the roadThe STi mark III introduces Subaru Intelligent Drive (SI-Drive) which lets you choose between three settings depending on the performance you are looking for.‘Intelligent’ provides a comfortable smooth ride, with slow power output.‘Sport’ is the default mode and optimises performance according to your driving conditions.You get a firm ride regardless of which of the above two modes you choose but you get used to it quickly, and it certainly won’t dislodge your fillings. The improved wishbone rear suspension lends weight to that statement.Handling is superb given the shorter, wider stance. True, responsive steering and the new multi-mode Vehicle Dynamics Control with three automatic Limited Slip Differential (LSD) settings make driving the STi a very enjoyable and comfortable experience.But it’s the ‘Sport #’ mode, the third of SI-Drive settings, that sets this car apart from the rest of the Impreza range. The press kit claims that it “boosts engine revolutions for sharp, sporty driving. Provides dynamic performance for true driving enthusiasts through highly responsive engine and throttle control”. A rather polite way of saying that it totally kicks a**e. ‘Sport #’ truly is an incredible hike in performance that quite literally rams your insides up into your throat and flashes everything outside - and your life – before your eyes.And it’s this last piece of information that makes me uneasy about this car as an every day drive. I like Subarus. I like the engine, I like the reliability and generally I like the look of their cars. And I do like this new STi – a lot. But I don’t like that in the wrong hands, it is potentially a very dangerous bit of kit on our roads.All in all though, an impressive benchmark has been set. Let’s see how the Mitsubishi Evo X measures up when it’s released in May.Prices for the Subaru Impreza WRX STi start at $59,990.