Hatchback Reviews

It's doubtful if a car buyer looking at a new Holden Commodore or Ford Falcon would contemplate putting Citroen C4 on the list. Until now.The sales figures show the swing from large cars with their petrol-guzzling six-cylinder engines to small-medium cars with four-cylinder engines.Allied to that is the rise in model choice and sales of diesel-engine cars.It's an interesting study to ponder that the Holden Commodore, for years (until now) Australia's biggest-selling car, starts at $36,790 for the Omega. It's Aussie rival, the new Ford Falcon, starts at $36,490.Undercutting both is the Citroen C4 2.0 HDi, a small-medium hatchback from France at $35,990. It has everything most drivers would want - dual-zone climate control, power windows, electric folding door mirrors, cruise control, rain-sensing wipers, auto headlights, stability control, front, side and curtain airbags, trip computer, fog lights, split-fold rear seat and alloy wheels.The Commodore Omega or Falcon XT can not match the C4's six-speed sequential shift automatic, either.Sure, the C4 is a smaller car than the big Aussies, particularly in back-seat width. But isn't it smaller cars people are wanting now? The C4 has been out for a few years and has engines including 1.6-litre and two-litre petrol units, and a 1.6-litre diesel, but this latest two-litre diesel is a beauty.It's smooth and torquey and matches well with the transmission. Its 100kW of power is no match against the big sixes. But it's no slug either.And, once rolling, the 320Nm of torque at a gentle 2000rpm has an overboost facility to 340Nm for periods of maximum effort. That even shades the torque from the Holden V6.And here's the winner; fuel consumption.The official rating for the Citroen C4 2.0 HDi is 6.6 litres/100km. I had no trouble averaging 6.5 litres/100km, even in suburban traffic.The Commodore Omega's rating is 10.8 litres/100km and it uses 64 per cent more fuel than the Citroen C4. The C4 diesel has a wonderful surge from 2000rpm, has a flat underbelly to give good aerodynamics, runs quietly (2000rpm at 110km/h) and has a comfortable driving position thanks to height and reach adjustable steering and seat, although the A-pillar set well forward requires peering around.The Citroen C4 2.0 HDi is very easy to live with. Especially on those few occasions when you call at the servo.

You get tired of hearing terms such as funky and quirky when describing small French cars. But there's something unique about them. And after all, quirky or funky are not terms you'd use to describe German or Korean cars.Features such as glass roofs, unique front styling and satellite navigation units that pop out of the dashboard keep bringing you back to quirky and funky. They are among the features on Peugeot's new 308 range.Peugeot doesn't talk about quirky and funky. Its key term for this car is refinement. That starts with the 308 being slightly bigger and offering more value than its predecessor, the 307.So much so that the 308 is really medium-sized rather than a small car these days. The car is now some 74mm longer and 53mm wider than the 307. It is also marginally lower, with increased tracking front and rear.I drove the new turbo-petrol 5-speed manual and the turbodiesel 6-speed automatic versions of the mid-spec XSE 308 over a few days in Sydney. The new 308 has seven variants of the 5-door hatch shape.It starts with a 1.6-litre petrol 88kW XS model at $25,990. More features are added to create the auto-only XSE at $30,390. Next there's the 110kW turbo XSE at $30,590 manual. Add $2000 for the auto. Top of the range petrol car is the XTE auto at $34,790.Peugeot has carved a niche in the market with its diesels. There are three variants for the 308. The lowest priced is the 1.6-litre XS HDi at $29,990 — but you pay for diesel economy. That's $4000 dearer than the base petrol car. Buying the better two-litre diesel XSE HDi will cost $33,590, manual. Again it's $2000 more for an auto. The most expensive 308 is the auto-only XTE HDi at $37,990.Overall, both versions handled similarly and felt solid and reliable.The petrol turbo certainly has more acceleration punch and pizzazz than the diesel, even allowing for a rather notchy manual gearbox. It's diesel economy versus turbo petrol whoosh.As you shift gears in the manual there's a noticeable whoosh sound from the turbo. It sounds like a tempered WRX. It must be that refinement. On the diesel, the engine sound is still noisy inside though improvements have been made over the sound levels of the 307. Small diesel cars are gaining in popularity in Australia but they have not won full acceptance. Diesel is still seen as a novelty, and the noise of the engine and having to fill up with trucks and work vans at the servo still puts buyers off. However, the economic benefits are being clearly shown.Peugeot announced in late February that a 308 XS diesel driven around Australia in 25 days by regular economy run experts John and Helen Taylor had recorded an overall consumption figure of just 3.13 litres per 100km. Not only is that better than the claimed figures for either of the two hybrid cars currently sold in Australia (Toyota Prius and Honda Civic) it also meant only eight trips to the pump on a 14,500km trip.Peugeot says the car's best run was 1988km on a single tank.Certainly one benefit of diesel comes when you find queues at your local petrol station. Almost all of the other cars waiting aren't heading for the diesel pump. Peugeot says it expects that 64 per cent of 308 sales in Australia will be diesels.But the 308 faces some stiff competition in its class. Diesel and petrol turbo versions of the VW Golf GT, the ground-breaking Citroen C4 and tough competition from Japan in the Mazda 3 makes it mandatory for potential buyers to shop around.If it comes to looks, the Peugeot will divide opinion. The front end has a large black bumper bar across the front of a substantial grille.Having said that, the two test cars came in exquisite paint colours. The blue (Tauranga Blue) and particularly the red (Babylon red) gave the cars a premium look that enhanced the stronger points of the styling.The 17-inch alloy wheels, an option on both cars, also help the styling.A glass roof seems an odd choice for a car but it's actually a wonderful alternative to a convertible.You get the light without the noise, the wind, heat, sun and city smells that annoy anyone driving with the top down in the city and suburbs.Talking of smell, the range-topping XTE has a fragrance-emission system to make the interior smell fresher for the occupants. The 308 is also packed with safety features. It has a five-star safety rating on the back of six airbags as standard (and a seventh optional on the top-end cars), unique impact absorption structures to protect the front end, plus stability control.All models also have “follow me home lighting,” which equates to the lights staying on for a short while after you lock the car. Its aim to provide you with extra lighting when you park your car at night, but it does have you double-taking to make sure you have actually turned them off. Other features worthy of mention are rear parking sensors on a car half the size of many who need such a feature as standard and don't get it, plus side mirrors that automatically retract when the car is parked.Inside, the layout of the controls, particularly in models where the satellite navigation system is installed, are somewhat confusing.However, this is something you will come to grips with through practice, and not on a short-term test.Overall, the 308 offers a multitude of engine and transmission choices.It is a welcome improvement on the previous model and will find favour among people seeking to stand out from the crowd on the road. The bottom lineBigger, smoother and dare we say it, funkier than its predecessor. Snapshot Peugeot 308 XSE Price: $30,590 (petrol), $33,590 (diesel)Engine: 1.6L/4-cylinder turbo 110kW/240Nm; 2L/4-cylinder turbodiesel 100kW/320NmEconomy: 7.1L/100km (petrol), 6.8L/100km (diesel)Transmission: 5-speed manual, 4-speed auto petrol, 6-speed auto diesel, 6-speed manual The rivalsVW Golf GTPrice: $34,990 (petrol), $34,790 (diesel)Engine: 1.4L/4-cylinder twincharger 125kW/240Nm; 2L/4-cylinder turbodiesel 125kW/350NmEconomy: 7.7L/100km (petrol), 6.3L/100km (DSG) 6.6L/100km (manual)Transmission: 6-speed manual, 6-speed DSG Mazda3 MAXX SportPrice: $26,500Engine: 2L/4-cylinder 104kW/181Nm economy: 8.6L/100km (manual), 8.9L/100km (auto)Transmission: 5-speed manual, 4-speed auto Citroen C4Price: from $25,990 (petrol), $29,990 (diesel)Engine: 2L/4-cylinder petrol 103kW/200Nm; 2L/4-cylinder turbodiesel 100kW/320Nm Economy: 8.1L/100km petrol, 5.1L/100km dieselTransmission: 6-speed auto 

These turn out to be quirks for everyday driving, for the wrap-around front windscreen, the low belt line and big, big rear windows make the Roomster an easy, cheerful mode of transport.The design allows occupants a grand view of cities and countryside, allows a driver to place the wagon in traffic or in the car park with little fuss.But there is more to the Skoda wagon than smart style — the 101 ways to arrange the back-seat accommodation for one — but it remains rare to have a machine with such distinctive body language that works so well.The style becomes the vehicle, and for such a practical machine the Roomster attracts a good deal of attention on city streets — helped, no doubt, by a range of bright colour options.People are taken with the styling (if not always by the price for the diesel version, just a little too high, say some).This Roomster is a multi-purpose European machine with personality, whether out for a day's touring, carting children to school or picking up another load of whitegoods in these days of decadence.Built in the Czech Republic by a company these days owned by Volkswagen, the Roomster comes from Skoda's own engineering and design crowd rather than via the re-engineering of a German machine.It may be considered part-wagon/part-van but it is designed and built as an everyday family car, albeit one that's hard to match with any particular rival.The Skoda Roomster has a little niche of its own. (Just don't tell Toyota, ever keen to fill niches — real or imagined. Not sure why but it sent us searching for photographs of the Matra-Simca Rancho from the late 1970s, a valiant effort to create a faux four-wheel-drive wagon of difference).For all the differences today, the Skoda is backed by a five-star crash rating plus a three-year, unlimited kilometre warranty that includes roadside assist.These attributes should quell some fears about a marque that's not had a big run in this country.The differences on the outside continue through to a welcoming interior.The Skoda Roomster's cabin is light and cheery and inherently practical.The roof is tall and the seating arrangements clever to keep four big adults in comfort.The rear seat can be split 40:20:20 and the middle part removed if necessary. There are any number of arrangements for people and cargo; Skoda's VarioFlex rear seating system allows eight interior layout options, with the three separate seats able to be moved forward, back, sideways or right out of the Roomster.Up front, the driver sits tall with good visibility in all directions. Controls are neat, tidy and pretty ergonomic, although the stereo system can need some initial study.Also up here the squared-off centre console can annoy the driver's left knee and this Roomster had one minor issue with a bit of fit and finish around the dashboard.But there are no complaints about the drive.The little diesel has plenty of torque, even if the driving style needs to be adjusted a touch to spin that turbo up and get off the line with the traffic.Once on the move, the Roomster's diesel is smart and flexible. It will lug around without complaint, rolls on with the lazy driver and with few gear changes.The front-drive machine handles and rides fine, although here and there those 15-inch wheels feel a bit small on some lumps and through some holes.At the end of the day the Skoda Roomster is a fine European machine with enough differences to stand out from the crowd while offering a deal of practicality.Perhaps the only question is the pricing on this diesel version.At about $30,000 on the road it is being sold against more conventional, and very competitive, vehicles with more established trading history in this country. SnapshotSkoda RoomsterPrice: $28,990Body: 5-door wagonEngine: 1.9 litre, turbocharged dieselPower: 77kW@4000rpmTorque: 240Nm@1800rpmTransmission: Five-speed manualDimensions (MM): 4205 (l), 1684 (w), 1607 (h)Weight: 1260kgPayload: 515kgTowing: 1200kg 

The 308 replaces the 307 and although it shares the essence of its platform and wheelbase, it has grown 75mm longer, 53mm wider and sits on a wider track.The 308 is offered only as a five-door hatch, although a Touring wagon could well follow.But then there is a choice of not just petrol and diesel engines, but two of each.Entry level is a 1.6-litre petrol of 88kW power available in the base XS model at $25,990 and better dressed XSE (automatic only) at $30,390.A turbocharged version of that (also seen in the Mini Cooper S) gives 110kW in manual or 103kW (auto) and is in XSE trim only, at $30,590 (manual) and $32,590 (auto).Turbodiesel engines start with a 1.6-litre of 80kW power and 240Nm torque, only in the XS version and in manual, at $29,990 - which means it's a hefty $4000 more than the standard petrol engine. Bigger and stronger is the two-litre turbodiesel of 100kW power and 320Nm torque at 2000rpm. It's in the XS at $33,590 manual and $2000 more for the automatic. But in the top-of-the-range XTE HDi it is automatic only, at $37,990.I drove the XSE turbo-petrol with five-speed manual and then the XTE diesel automatic. Each is a fine car with good comfort in the front seats. Cornering poise and grip make them deceptively quick point-to-point cars and the ABS brakes are strong performers.The 308s are reasonably refined - even the diesel engine has good mechanical noise suppression inside the cabin. However, a not uncommon issue with imported European cars on their European tyres is road noise/tyre rumble marring the quiet drive, particularly with the lower-profile tyres on the XTE.Happily, these are European cars with full-size spare wheels.All 308s get stability control as standard, except the XS versions where it can be had for just $450. It might be the best 450 life-saving dollars you ever spend.The Peugeot 308 has a distinct design but its wide B-pillars rob some over-the-shoulder visibility for the driver at an angled road junction.The XTE comes with a panoramic glass roof to let in light on a cloudy day. In hot sunshine, press the button for the roof blind to close. The glass roof is a $1000 option on the XSE.The rear seat is firm, which means supportive, but an adult-size person won't enjoy sitting in the middle where there is little leg room. The boot has lots of tie-down loops and “curry hooks” to hang shopping bags. And the parcel shelf has a clever lid that can open from either side. The rear arm rest includes cup holders.The sloping, big windscreen has cross-over wipers. You'll be buying replacement blades by the metre, such is their length.The glovebox has limited space. Trip computer and other information is comprehensive and well displayed.The turbo-petrol engine has good, linear feed once 1400rpm is up. It is an engine that sprints the car along when called upon but it's remarkably easy to achieve excellent fuel economy. Helped by a rural drive, I got 6.3 litres/100km. It sits at 2700rpm at 110km/h in fifth gear.The diesel automatic cruises at this speed at 2200rpm and, with a lot more suburban work, averaged 6.5 litres/100km.Official figures are 7.1 litres/100km for the turbo-petrol and 6.8 litres/100km for the diesel, so it's hard to justify the $3000 difference in engine price.I'm a strong fan of modern diesel engines and even given the XTE has a good sequential-shift six-speed automatic and more luxury equipment, the manual XSE with the willing but extremely fuel-economic turbocharged petrol engine and sweet-shifting manual transmission will do me - at $7400 less.

My son has a new car. Rather, a car that is new to our driveway. For this Mazda diesel is a veteran of 20 years and 250,000km of automotive lethargy.

If looks could kill then some recent models in the Subaru range would be dead - but the Japanese car maker has created a new look and dragged itself back from the cliff edge.A new design direction seems to have found more favour recently - first versus second-generation Tribeca being a prime example - but the company's Impreza range was an area where the company could ill-afford a sales drop.But I'm not driving the Impreza volume seller, I'm in a WRX and not even the normal STI version.The STI I've been given the keys to is the Spec.R model, which gets lightweight alloy wheels and grippy Recaro racing bucket seats.The standard WRX STI is priced from $59,990. Stepping up to the spec.R sheds 15kg, adds Recaro buckets and BBS alloy wheels and $5000 to the bottom line.Lacquered in the same blue that adorns the company's World Rally Championship cars, the STI has an abundance of menace.Scoops, vents, bulges, bumps and flares turn the Impreza hatchback into something that looks purposeful and says take me on at your peril.Power from the 2.5-litre turbo flat-four is up from 206kW to 221kW and torque has been upped to 407Nm from 392Nm, shoving an extra 10kg over the old model - 1505kg or 1520kg for the standard STI. The state limit is obliterated in a rapid 5.2 seconds and a top speed of 250km/h is claimed, as is a combined-cycle thirst of 10.3 litres/100km, although my stint returned 13.2 litres/100km.Slipping into the Recaro buckets, the bolsters hold occupants firmly in place and give a hint of what's to come. Thankfully, the personal number start process has been abandoned and getting under way only requires a key turn.With electronic trickery in all three diffs of the drivetrain, it's easy to leave it in Auto mode, followed by a flick of the Subaru Intelligent Drive to S# for the sharpest throttle response. With 18in wheels wrapped with sticky Dunlop SP600 semi-slick tyres, tricky diffs and all that urge, the STI was always going to be exhilarating.The six-speed manual gearchange is a good shift but requires some guidance - it's no brainless quick-flick shift - but once accustomed to the drivetrain the STI covers ground in an unfussed and rapid manner.There is a little more body roll, relative to its forebears, and while there's a bit of crunch on some bumps, the ride comfort is more liveable - mind you, earlier STI models couldn't even find the phrase in an automotive dictionary, let alone provide it.Only the hatch has a shallow load space but the five-door set-up does have a level of versatility not often seen with this level of performance.The sudden planned or unplanned halt is also considered, with big, effective Brembo brakes, with dual front, side and curtain airbags on the safety features list.As expected, there are the staple anti-lock brakes and stability control, although breaching its adhesion would suggest track-only speeds.There's no question the STI is no longer hard-edged, raw and uncompromising, but it's still quick and capable, with exceptional ability on sealed or unsealed surfaces and more able to deal with day-to-day activities as well.  Class competitionAudi S3, $65,500.VW Golf R32, $56,490.HSV VXR, $42,990.Mazda3 MPS, $39,990. 

Holden Astra has become Australia's best-selling European import for good reason - and the best-looking, best-value version arguably is the Astra CD Coupe.The Astra range of four-cylinder small cars is comprehensive. It starts at $21,990 for the CD five-door hatchback, although price reductions often are offered.The range includes the five-door hatchback, a stretched-wheelbase station wagon, a three-door coupe and goes to the $47,490 Twin-Top Convertible. It covers standard CD, better equipped CDX and the overtly sporty SRi models.And it includes four engines - a standard 1.8-litre, more beefy 2.2-litre, a turbocharged two-litre pocket rocket (all petrol) and a 1.9-litre turbocharged diesel. Five engines, if you count the different states of tune of the diesel for manual and for automatic cars.In the previous TS Astra, the three-door coupe was the best looking. It's the same again in this AH series. The coupe sits low, with an almost fastback-style rear bodywork, but still has the practicality of a hatch.As tested, the Astra CD coupe costs just $23,990 for the five-speed manual, a good gearbox to use with a light clutch and certain gearshift. A four-speed automatic is another $2000.For $23,990, you get airconditioning, 15in alloy wheels, ABS disc brakes, remote central locking, cruise control (albeit fiddly to use) and a seven-speaker sound system with steering-wheel controls.There is little obvious corner cutting to get it down to this price; it even has a gas-strut bonnet and touch-pad hatch release. The downside of the sloping rear and small rear window is the restricted rear vision for the driver.Parking sensors would help but they are unavailable as a factory-fitted option.The Coupe sits lower and has a firmer, more sporty suspension than the hatchback or wagon.It doesn't mind a bit of press-on driving on twisting roads. yet the 195/65 tyres have sensibly sized sidewalls so there's little harshness over potholes and ridges.The steering wheel has height and reach adjustment and the seats are comfortable yet supportive. The driver's seat can be adjusted for height.The front seat backs tip forward and the seat slides ahead to allow access to the rear. Headroom is adequate in the rear for average-size adults but remember this is a coupe and based on a small car.Astra Coupe is 4250mm long and 1753mm wide.The standard 1.8-litre engine is stronger than before - now 103kW of power at 6300rpm, which is a welcome 11kW more, and a touch more torque, now 175Nm.The Coupe meets Euro IV emission standards.There's not much urge below 2000rpm but between 2000rpm and 3000rpm, the Coupe has brisk enough acceleration without needing to thrash the car.The official fuel economy is 7.4 litres/100km. At 110km/h, it cruises at 3200rpm in fifth gear.Even the CD version comes with driver and passenger front airbags and front side impact bags (upper models also get curtain airbags).The usual Astra complaints remain; no temperature gauge, no cup holder, and some road noise intrudes.This is a good-looking, excellent value and economic Euro-built car that is pleasant to drive in city traffic or Hills and country.

For example, the elusive hope of having a car with small thirst but big performance.Trust Volkswagen — after all, the name means “people's car” — to come up with something that manages this conjuring trick.It has done it by fitting a Golf hatchback with a small petrol engine which, by itself, would be pretty feeble, but at least wouldn't drink much.Then it added a supercharger to boost its off-the-mark pulling power to a decent level. And, on top of that, added a turbocharger for even more muscle in places the supercharger can't reach.This “twincharger” set-up is, of course, devilishly complicated. It's twice the price of a regular car with such a small engine, but then feels twice as good.VW these days seems to love technical challenges, and it has built in enough electronic brainpower to make sure all the gizmos work happily together. Once into its stride, the result is a seamless delivery of power, along with the painless habit of driving past petrol stations. You don't need to fill up very often.According to VW's sums, this 1.4-litre-engined Golf has the torque of a 2.3 litre car, but with 20 per cent less thirst. Trouble is, when you do visit the pumps, its hi-tech powerplant requires premium-priced, high-octane petrol. Here we have a small car approaching $40,000, that demands the most expensive fuel.The “twincharger” machinery first appeared early last year in the TSi Golf.When it proved popular, VW announced it had been a limited-edition offering, and was being replaced by the GT Sport TSi.It has also added a GT Sport TDi, which uses a more conventional turbo-diesel set-up. It's fantastic to drive, but $2500 dearer.Back to the petrol side of the family: the GT Sport TSI (1.4 litre engine with its two 'chargers, adding up to 125kW of power) is not as zesty as the GTI (147kW from a 2.0 litre engine with a single turbocharger), not as sports-focused, not as costly. Rather, the GT is a handy stepping stone between “normal” Golf hatchbacks and the GTI.Think of it as a junior hottie: though not a slowcoach, it doesn't have anything like the athleticism of its bigger-engined GTi brother.The TSI is a clever technical achievement and is impressive to drive.If it cost less and was less expensive to run, it would be a five-star proposition.

Diesel will power Renault sales within two years, with the company conservatively estimating that 30 per cent of its passenger sales will be dCi models.In reality, that figure's more likely to be half, which is why Renault views the new 1.9-litre Scenic diesel as a key car to build recognition of the dCi range, even though the people mover is projected to sell at only 15-20 vehicles a month.Renault already sells the Megane and Laguna diesels here but sees the need - sooner rather than later - to offer an oil burner in every segment.For a company that sold a mere 2897 passenger cars in Australia last year, the Scenic fills a small but crucial niche.Renault managing director Rudi Koenig concedes the diesel will take sales off the petrol models, but says it's what customers want.“We're seeing customers who go overseas, and often end up renting a Scenic diesel, coming back and asking for the diesel model here,” Mr Koenig says.“It's fair to say we've lost some sales because we haven't had the diesel.”The dCi stacks up well against the two-litre Scenic petrol models, with 96kW of power and 250Nm of torque compared with 98kW/191Nm.While performance is comparable, the diesel has a much more moderate thirst, downing 7.1 litres of fuel every 100km to the petrol's 8.6 litres/100km, with an equal drop in exhaust emissions.In a car park filled with soft-roaders and crossover wagons, the Scenic stands out as a car-based people mover - and for that prominent rear end.Like the engine, the styling is lifted from the Megane hatch and Mr Koenig says it's slowly gaining acceptance with buyers.“The Megane was ahead of its time when it was introduced but now other companies have followed that (bulging rear-end) trend and it's become accepted,” he says.“The Scenic for me is a real disappointment . . . it is a very good product that hasn't found it's place in this market.”Mr Koenig concedes the Scenic's compact external dimensions can work against the car, with families not putting it on the shopping list because they don't realise how much interior space is available. “It's a genuine five or seven-seat people mover that doesn't have the weight penalty of a four-wheel drive, but still has the same hip-point access to easily load and unload kids and prams,” he says.The diesel model is only available with five seats and as a four-speed auto. It is priced at $37,990.And there aren't many options you'll need to tick - the standard kit includes electronic stability control, brake force distribution and curtain airbags.Under typical acceleration it's a quiet and smooth-driving unit, with enough mid-range urge to make urban-speed overtaking a breeze. Heavy use of the right foot will produce a muted drone as the engine holds second gear until you've built up to cruising speed, but the noise of the kids is likely to drown that out anyway.The handling is reassuringly benign - this is a vehicle you'll be carrying the little treasures in, after all - with the stability control intervening at the first loss of front-end grip.Visibility is another strong suit, with the Scenic easy to park and reverse. There's enough storage under the seats and in the doors to stash the toys, pens and books required to amuse the family, and the rear seats will slide back for more legroom should you have extra adults to transport. 

Basically the same car inside and out, except for the mesh grille, rear diffuser and roof spoiler, and the telltale bonnet scoop to allow air into the intercooler.However, the turbocharger provided performance that set the WRX worlds apart from the RS. While the RS was a little doughy and unresponsive, the WRX was a blast, with huge urge down low and then graduated performance leaps through the rev range.It just seemed to find new levels of power as the tacho needle spun freely.The slick five-speed gearbox really didn't need to be worked too hard to gain maximum return.However, while the RS gave reasonable fuel economy, the WRX was abysmal. Subaru claims an average combined cycle of 10.7litres/100km on 95 RON premium fuel.I filled it up with 98 octane and mostly drove it on the Bruce Highway in flowing traffic — after all, no one was going to the coast in the recent wet weather.Yet, the onboard average fuel readout never fell below 11.2l/100km.At the same time, the CO2 emissions are claimed to be 252g/km, which is way too high for this size of vehicle.Perhaps turbo buyers don't really care about fuel economy and emissions.My recent review of the RS painted a glowing picture of a car that felt just right and the WRX, of course, is no different.The styling is impeccable, if a little more feminine than the previous model, the interior is smart and classy, the build quality is high, handling is exemplary, the level of equipment is excellent and the safety features are top-notch.WRX's standard safety features are comprehensive; ABS with electronic brake force distribution, brake assist, child seat anchor points including ISO FIX, constant all-wheel-drive, six airbags including full-length curtains, front seatbelts pretensioners and load limiters with double pretensioners on the driver's seatbelt, hill start assist, and stability control.So are its standard interior features; six-stack CD player with MP3/WMA compatibility, 10 speakers, climate air, immobiliser, leather steering wheel with audio and cruise controls, leather gearshift.I would consider the excellent sat-nav option, which costs $2990 but includes a single DVD player replacing the in-dash six-CD changer, and is better and easier to use than most German luxury car units.Outside, the WRX gets 17-inch alloys, front fog lights and auto self-levelling Xenon headlights with pop-up washers.And all Subarus come with DataDot security technology.It's a value performance package if you don't mind the economy and emissions drawbacks.  SnapshotSubaru Impreza 2.5 WRXPrice: $39,990Engine: turbo 2.5 litre 4-cylinder, 16-valve, horizontally opposed boxerTransmission: 5-speed manual, all-wheel-drivePower: 169kW @ 5200rpmTorque: 320Nm @ 2800rpmBore X stroke: 99.5 x 79mmCompression: 8.4:1Weight: 1395kgDimensions: (MM): 4415 (L), 1740 (W), 1475 (H), 2620 (wheelbase)Tyres: 205/50 R17 89V YokohamaFuel: PULP 95 RONEconomy: 10.7L/100kmCO2 emissions: 252g/kmWarranty: 3-year unlimited km with roadside assistOptions: satellite navigation $2990