Hatchback Reviews

In automotive terms, refinement is often the word buyers use to measure quality in a car.It come downs to a few basic principles. Is the car quiet? Does it maintain its composure when the going gets tough? Is the steering, ride and handling seamless and do they relay all the necessary information to the driver? Do the controls have a quality feel?With almost microscopic attention to detail, the designers and engineers behind the new Peugeot 308 have gone over the car with one goal in mind: refinement.Peugeot Automobiles Australia managing director Rob Dommerson says the company wants to reassure past and present Peugeot owners the 308 is as well built as its German rivals and a great driving car.The 308, which goes on sale this month, replaces the dynamically and visually maligned 307 hatch. Gone is the 2.0-litre petrol four-cylinder, replaced by normally aspirated and turbocharged 1.6-litre fours, and the hi-tech 2.0-litre HDi turbo diesel carries over.Three trim levels will be available: XS, XSE and the range-topping XTE.The 308 will be powered by a choice of two petrol and two turbo-diesels, jointly developed with BMW.The petrol engines are available in three states of tune: 88kW, 110kW and 103kW.To ensure the 308 can stand toe to toe with its key rivals — the Volkswagen Golf, Ford Focus, Citroen C4, Renault Megane and a host from Japan and South Korea — Peugeot engineers did two million kilometres in durability testing.Visually, the 308 borrows cues from the successful 207 range and the 407.Peugeot describes it as a dynamic design. The large wrap-around lower bumper is available in two styles: classic in the XS and XSE and sports for the XTE, which also gets a diffuser inset into the rear bumper.In size, the new car shadows the 307 but is fractionally bigger. It is 74mm longer and 53mm wider, but 12mm lower. It sits on the same 2608mm wheelbase but front and rear tracks are wider — 30mm in front and 16mm at the rear — to ensure a better on-road stance.The fuel tank gains an extra 10 litres capacity, up to 60 litres. Luggage capacity has increased to 430 litres, up 9 litres.The rear seats are 60/40 split fold with a ski flap on the XSE and XTE.Peugeot Automobiles Australia has managed to hold prices. The normally aspirated 1.6-litre four-cylinder XS is $25,990, $500 more than the old model. A four-speed auto adds an extra $2000.The 1.6-litre XS HDi costs $29,990.The four-speed auto-only XSE 1.6 is $30,390, five-speed manual XSE turbo $30,590 and six-speed manual XSE HDi $33,590.The four-speed XSE Turbo auto is an extra $2000 and the six-speed auto on the XSE HDi an extra $2200.When we piloted the 308 over ultra-smooth roads in France late last year, it impressed.But can this newest French immigrant cut the mustard on Australia's indifferent roads?The answer is yes.There has been a palpable and measurable increase in quality, fit and finish, and the on-road dynamics recall the well-loved 306 hatch.Nor does the 308 feel as flimsy as the 307. The body is ultra-strong, extensive use having been made of high-strength steels.Inside, the French have taken a leaf out of a German ergonomics journal.The instruments are clear and concise and there's a quality feel to the switchgear. The seats can only be described as pure French: soft, inviting, extremely comfortable and supportive.Peugeot has also provided plenty of storage spaces for items and the ingenious two-way 8-litre rear parcel shelf storage area is a bonus.At 100km/h on country roads and 110km/h on the freeway, there is barely any wind noise, and road noise is almost non-existent.At these speeds the 1.6-litre turbo petrol and 2.0-litre HDi loaf along. 

On sale here since July 2000, the Rio's sales started off relatively modestly but have picked up steadily over the years and there are now plenty on the used-car scene.In fact the Kia Rio has been on the Australian market much longer. It was sold here under the Ford Festiva badge from 1991 until the arrival of the 'real' Rio.Rio's styling was on the adventurous side when first launched, but was toned down in a facelift in 2002. The new model of August 2005 is far better looking than the older ones.Quite a few of these are now in the used-car yards and are the ones to aspire to if your budget is up to it. They are better not only in style but also in on-road dynamics and build quality.You can buy a Rio as a four-door sedan or a five-door hatchback. Interestingly, the current models are smaller on the outside, but provide more interior space than the original versions. The back seat can cope with adults, but is aimed at those who are yet to reach their teenage years.Like the Festiva, the original Rio is nothing special to drive in the way of handling and road feel. It is safe enough, with understeering scrubbing off speed if you hassle it at corners too hard, but will frustrate keen drivers who want more precision.Good tyres can improve the Rio but can be costly and, sadly, you are unlikely to be able to recoup the cost of the quality tyres when it comes to resale time.The Kia Rios from 2005 are a real improvement in their handling and feel, but are still not really aimed at the keen driver.Interior noise levels are relatively high, especially if the engine is worked hard. The plastics have a low-cost look and feel. However, build quality is improving and as a general rule the later the car the better it is screwed together.The bodies are generally assembled to a higher standard than the interiors, though we do see the occasional rough one, more so in older cars.The experienced home mechanic can do a fair bit on this car. Access under the bonnet is good and the Rio is not trying to break new ground in technology. As always, we caution against doing any safety-related work yourself.Insurance costs are normally in the lower mid-range, but they can vary more than usual from company to company. So it pays to shop around.Under the bonnet Pre-2005 Rios are powered by a 1.5-litre four-cylinder engine. If used moderately it will sound and feel fine — drive it hard and it gets thrashy. Performance is generally ok in this relatively light car, but if you load it up for a trip in hilly territory it may protest.The newer Rios have a 1.6-litre four-cylinder engine that is more powerful and smoother.Transmission options are five-speed manual and four-speed automatic. The automatic takes the edge of what performance the engine does deliver but works pretty well for what it is.Danger signs Check the interior and boot for a below-average finish or signs of mistreatment. The cabin can deteriorate rapidly.The engine should fire up within a second or so of the key being turned, even when it is cold. As soon as it starts it should settle into a steady idle.Acceleration should occur almost immediately the pedal is pushed. Any hesitation should be treated with suspicion.There should be no smoke from the exhaust pipe even if the engine is worked hard. Letting it idle for about a minute, then flooring the throttle in a quick takeoff will let you spot it.A manual gearbox should be moderately light and not crunch on any of the down changes, no matter how fast they are made. The change from third to second is usually the first to play up.If the automatic transmission is slow at picking up a drive gear from park or neutral it may be because it needs an overhaul. 

Steam is blowing out my ears. I'm stomping around in my house, swearing and cursing. My children are cowering in the corner. My wife is trying in vain to placate me.I hate being a cranky old man. And the older I get the crankier I get.Of course, there is good reason for this fit of pique.We live in a very quiet neighbourhood, it's Sunday afternoon and it's time for my nana nap, but a toy dog two blocks away is having conniptions and keeping me awake.See, I told you it was important.Actually, I lied a little. My children are not cowering, they are telling me to settle down and stop being a cranky old man and my wife has long given up trying to placate me.However, there is steam blowing out my ears.Little things upset me greatly, sparking self-righteous anger.These, of course, are good character traits for car testing.Recently I spent some time in a $131,900 Audi S5.I should have been happy in this expensive, high-powered, luxury sports coupe, but instead I was annoyed by a creak in the door. Annoyed to distraction. Steam blew out my ears.This often happens. One niggling little problem with a car spoils the whole vehicle. And I'm sure I'm not alone.There must be other grumpy old men out there whose whole day is spoilt by a yapping toy dog two blocks away and a niggling squeak in their expensive new car.But after a week driving around in the VW Golf GT Sport TDI, there is no steam coming out my ears.If I was asked what car I would buy — and I often am — the answer would be simple. It would be this beautiful German hatch.There is simply nothing that caused me annoyance.I even got over the slight turbo lag.There is a trick to getting around it. Just don't bury your foot into the firewall; coax the throttle and change up quickly with the world's greatest production car transmission, the Direct Shift Gearbox, also found in expensive Audis.Expense also didn't cause any annoyance. It costs $39,790, which isn't too bad for the world's best small car.And I wasn't even annoyed that with all the extras this car was fitted with (read the options list in the tech specs) that price jumped over $50,000.After all, that's a lot cheaper than an S5 and there is no steam blowing out my ears.The new TDI is an absolute joy to behold, to drive, to sit in, to steer, to thrash and then to fill up.Just look at the figures.The standard TDI has 103kW of power, 320Nm of torque and drinks diesel at a rate of 6.1L/100km with the DSG and 5.7 in the manual.However, the GT Sport TDI has new injectors and a few engine tweaks that make it VW's most powerful four-cylinder TDI engine; with an output of 125kW at 4200rpm and even more excitingly 30Nm more torque at just a few hundred revs over idle.The offset for this performance boost is only slightly worse economy figures of 6.3L/100km (DSG), 6.6 (manual).But notice it is actually more economical with the world's greatest production car gearbox?And right in front of the driver on the instrument panel is a readout for the average mileage (why do we still call it mileage when it should be kilometreage?).This is like a red rag to a bull, or in this case, a red instrument readout to a grumpy old man.It beckons you to play the game of "See how low you can get this figure.”And what a fun game it is. By using some old Hans Tholstrup techniques, such as envisioning an egg under the accelerator, I have been trying all week to drive down the kilometreage. My record was 5.2 in moderate 6.30-7am commuter traffic.Normally the commute would have me blowing steam out my ears because of other drivers' behaviour or because I'd swapped lanes and picked the one held up by a smoke-belching BCC bus.Instead, I was having a hoot driving down the kilometreage.So I parked the car at work, folded in the key on the fob, locked it, stood back and admired the GT once again, before heading inside for the daily grind.It looks very much like its sporty brother the Golf GTI, which costs $1000 more.They share the same sports suspension, tasty 17-inch alloy BBS ClassiXs wheels, wide 225mm tyres, strong 16-inch brakes, the same bumper and radiator grille design, twin tailpipes, sports seats and sports steering wheel.Yep, this is certainly a sporty car that rewards driver input, yet still has great fuel economy if driven judiciously.Then I got to thinking how the State Government was now raking in almost $400 more in stamp duty on each one of these sold this year after it increased the rate from 2 to 3 per cent.Yet it leaves the rate at 2 per cent for cars like the $233,000 V8 Lexus LS 600hL simply because it's a trendy hybrid.The Lexus drinks fuel at 9.8 litres a kilometre, which is pretty good for a V8 and better than a V6 Commodore.However, it's a long way behind the Golf which gets slugged with extra stamp duty from a government that allegedly made the tax changes to encourage people into more economical cars.Better start cowering, children, cause these ears are about to blow.   SnapshotVW Golf GT Sport TDIPrice: $39,790Body: 5-doorEngine: 2-litre, 4-cylinder turbo-dieselPower: 125kW @ 4200rpmTorque: 350Nm @ 1750-2500rpmTransmission: 6-speed direct shift gearboxAcceleration: 0-100km/h 8.2secEconomy: 6.3l/100km combinedFuel: diesel, 55-litre tankEmissions: 168g/km, Euro 4Weight: 1410kgOptions: satellite navigation and CD changer $3780, electric sunroof $1890, bi-xenon headlights $1890, leather upholstery $2990, rear parking sensors $790, anti-theft alarm $590 

Four-wheel-drive vehicles have always been big business for Nissan in Australia. Think Patrol, Pathfinder, Navara workhorse and, more recently, X-Trail.Now there is the Dualis, a compact four-wheel-drive wagon, which is more than a Tiida and less than an X-Trail.It is heavily focused on breakthrough business in Europe, where it is sold as the Qashquai — named after a nomadic Iranian tribe — but it could also do well in Australia, being priced from $28,990.“We see the Dualis as a huge opportunity,” Nissan Australia CEO and managing director Shinya Hannya says.“It is the first true compact crossover with the attributes of a small hatch and a compact SUV. They are Australia's two top growth segments and in the Dualis we have combined them.”The only real decision concerned the name. Qashquai missed out, despite being used in Europe and New Zealand.“We played around with the Qashquai name for a long time, but it just didn't seem to work here,” Nissan Australia marketing boss Ross Booth says.“There were issues with pronunciation, with not understanding where it came from . . . in the end we thought the Dualis name better suited the car's dual-purpose personality.”Whatever the badge says, the Dualis is a marriage of segments previously kept separate, a sort of cross-species breeding program, if you like.Dualis lands in Australia with a 102kW, 198Nm and 2.0-litre petrol engine running through a standard six-speed manual or the optional ($2000) CVT automatic.The base ST model starts at $28,990 for the manual, but comes without stability control, side and curtain airbags or alloy rims, though an optional safety pack brings the missing ESC, airbags and alloys for $2000.Without the extra airbags, Nissan says the Dualis earns a four-star crash rating, which rises to five stars with the safety gear.At the top of the range the manual Ti is $33,990 and adds heated leather seats, leather-wrapped steering-wheel with controls for the audio, 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.Both models are fitted with a simplified version of the 4x4 system from the X-Trail, which gives dial-from-the-dash settings ranging from 2WD through an active automatic 4x4 to the lockable 50:50 torque split that automatically disengages at 40km/h.Ironically, Dualis grew from a failed small hatchback development program in Japan.“That project was cancelled, but the group was unwilling to let go of some of the ideas hatched there,” Nissan vehicle manager Peter Brown says.Brown says the most difficult part of getting approval for the Dualis was explaining a concept that had no benchmark against which it could be measured.“There were no direct competitors — there are no direct competitors — and because of that we had to consider the two segments (hatch and compact crossover wagon) at once,” Brown says.“We wanted to create two cars in one with the best attributes and as few of the vices of each as possible. Selling that concept was not easy.”The Dualis team put a premium hatch driving experience and the command drive position of a crossover wagon high on the wishlist.They then went to the X-Trail mechanical package and changed little as they wrapped a less aggressive body around the underpinnings, managing a very respectable 0.34 drag coefficient.The cabin was styled to be as premium hatch as possible with little about the trim and instrumentation, other than the 4x4 selector, hinting at the car's dual personality.The Dualis development program worked. In Europe, 100,000 cars sold in the first nine months. Some markets faced order banks of up to a year.That sort of demand, coupled with Nissan Australia's perverse reluctance to embrace diesel for its passenger cars, means Australian buyers will not get the 112kW and 320Nm 2.0-litre diesel any time soon. In fact, getting 370 petrol Dualises a month out of the company's factory in Britain is a win.“Can we sell more than that? We certainly believe so,” Booth says.“Can we get more than that? Not at the moment . . . but we will keep trying.”But the Dualis is about to go into production in Japan, and that could mean extra supplies for Australia . . . but still without a diesel. The Dualis is a marriage of segments previously kept separateAt first the Dualis looks as if some sad soul has jacked up the family hatch.It is not big but sits a little higher and plants a slightly bigger footprint, yet cleverly avoids the threatening look in which many four-wheel-drives — even small ones — revel.It is welcoming inside but not exciting or ground-breaking. There is good space and it seems well assembled.The seats, redesigned late in the development to improve side bolstering after tests proved their inadequacy, work well, though the cut-away shoulders of the backrest could be an issue for the larger driver.Instrumentation is clear and well sited, the sound system is better than you might expect, and access and space for rear-seat passengers is good.Boot space behind the rear seats is slightly compromised by the height of the load floor — the price for having a full-sized spare.On the move, the Dualis is surprisingly quiet. Road noise is minimal and wind noise is at the better end of the scale.But the Dualis weighs a tick under 1.5 tonnes, so the engine finds it a touch difficult to muster anything but adequate performance.Unhurried cruising with the optional CVT is pleasant enough, but asked for an effort on the open road — particularly in the 80-120km/h zone — the car feels flat, if not downright breathless.The manual feels better, if only because of its ability to force some attitude from the engine.Still, the development team has kicked a goal with the suspension and drive dynamics, allowing fun and comfort to co-exist.Pushed along, the car sits flat and turns 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. Not only is the recommended fuel 91 RON, but it is one of the few cars that gets close to the claimed fuel figures. An enthusiastic test drive at launch saw the manual return a credible 8.7 litres for 100km — only 30ml shy of its official economy.The car sits flat and turns with a surety that could be the envy of most hatches.Road noise is minimal and wind noise is at the better end of the scale. 

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” setup is, of course, devilishly complicated. It's twice the price of a regular car with such a small engine, but then it 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. There goes the budget.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 setup. 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. Instead, it strikes a balance between sportiness and fuel economy.Whatever lurks beneath the bonnet, a VW Golf is an impressive piece of work, feeling sturdy and surefooted, comfortable and roomy. Even the boot is a good size.One catch with the TSi's power-boosting hardware is that there can be times when you put your foot down and find both the turbocharger and supercharger are asleep for a moment when the engine revs are low. That's when it responds with all the energy you'd expect in a substantial, five-door hatchback powered by a mere 1.4 litres of engine — nothing much happens.The solution is to keep the engine speed up, and then reactions are very sharp.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. KEY POINTSVW GOLF GT SPORT TSiDETAILS: Compact five-door hatchback with 1.4 litre four-cylinder engine, turbocharger and supercharger. Power 125kW. Torque 240Nm.FEATURES: Stability control system, anti-lock brakes, six airbags (front, side and curtain), dual-zone airconditioning, cruise control, sports suspension, alloy wheels, sports seats.COST: $34,990 with six-speed manual, $37,290 with six-speed automatic “dynamic shift” gearbox.FOR: Performance with modest thirst.AGAINST: Needs super-premium fuel. 

But the time has come to send two of our long-term garage residents back home. Kia's surprising Sorento and the polarising Subaru WRX are on their way after giving sterling service. Numerous shopping trips, commutes to work and longer drives down the coast gave the Sorento every chance to prove itself a reliable companion. And on the whole, it did just that.With the high equipment level, high passenger satisfaction in terms of comfort and high seating position, there was little to complain about. In appearance, it's not the most glamorous SUV around, with its no-frills looks, but it's not really trying to be. The Sorento diesel starts at an affordable $34,990, but our model was the range topper at $44,990.The only real problem encountered was the “wake up Jeff” cruise control, that would frequently decide to go to sleep on the job.Cargo room in the rear is good for those successful shopping trips, and packing the whole family on board doesn't turn into a back seat scrum, as there's enough room to ensure everyone rides in reasonable comfort.The noticeably diesel model averaged about 600km around town on one tank — meaning a fortnightly fuel bill of about $80.Equipment levels were good with an MP3-compatible CD player, leather trim, a sunroof, dual-control aircon and lots of good safety equipment, including stability control — which, curiously, only works in 2WD — and plenty of airbags. The 2.5-litre, four-cylinder engine isn't the most exciting drive, but is adequate and is at its best when cruising.The biggest discovery from time spent with the WRX was that you could, indeed, spend time with the WRX. Subaru copped plenty of flak over the decision to “soften” its performance Impreza, but most of that would have to be from those who haven't driven the car and certainly don't use it as a daily drive. Comfortable, compliant, spacious for its class and a stylish interior are things you couldn't have said with a straight face about the previous WRX models.The little WRX served bravely as a family car, spending most of its time pottering around the shopping centres and schools of suburbia protesting not a whit at being utilised so far inside its performance capabilities. When asked to step up for a country run or a sprint to an appointment the WRX showed it is still an athlete at heart. Overall fuel consumption was a touch higher than the claimed 10.7litresper100km but not excessive and the only issue was a remote key fob that occasionally forgot its job description.There are no two ways about it, we are really going to miss the WRX.Staying with us for the while is Chrysler's 300C Touring — cruelly dubbed the Mafia staff car. Living with the 300C is like being in a fishbowl. As you move around you are under constant scrutiny. And, in this fish bowl you're the whale.The gangster-mobile wagon with its monstrous grille, 18-inch alloy wheels and small rear windows is not easily missed.Indeed, it's hardly missed at all given the number of heads turning as we have driven it around Sydney over the past few months on this long-term road test.At first, people usually ask if it is the high-performance SRT-8, a 6.1-litre V8 supercar. However, when they find out it is the V6 diesel with surprisingly good fuel economy their interest grows noticeably stronger.We've been filling the 71-litre tank about once a fortnight and it's proven good for about nine litres per 100km. The low-down pulling power of the diesel engine and its amazing 510Nm of torque is impressive.There's no sprightly spring away from traffic lights; instead there is a feeling of tremendous power, ever-increasing as it gradually pulls away. Living with the car has revealed a few problems, such as the awkward set up of driver controls around the steering wheel and dash, poor rear visibility, and the feeling that you are driving a really big car is fairly pronounced at shopping centre car parks.The leather interior is grey and plain and the rear loading space in the wagon is reduced by side intrusions. However, the second row seats fold down very easily creating much more room.And while the economic benefits of diesel engines are leading to an upsurge in sales across most market segments, many Sydney service stations haven't moved with the times.We have found that many diesel pumps are dirty with spilt diesel underfoot and diesel residue on the hoses and nozzles.All very well if you are in your work overalls refilling a truck, but not so great when you are dressed to the nines heading for a night out in a 300C Touring with its limousine looks. SNAPSHOTS CHRYSLER 300C TOURINGPRICE: $60,990ENGINE: 3.0L/V6 CRD turbo diesel, 160kW/510NmTRANSMISSION: 5-speed autoECONOMY: 8.2L/100km combined claimed  SUBARU IMPREZA WRXPRICE: $39,990ENGINE: 2.5L/4-cyl turbo, 169kW/320NmTRANSMISSION: 5-speed manualECONOMY: 10.7L/100km  KIA SORENTO CRDiPRICE: $44,490ENGINE: 2.5L/4-cyl turbo diesel, 125kW/392NmTRANSMISSION: 5-speed autoECONOMY: 9.4L/100km 

Both cars in question are BMW 3 Series, and both cost around $60,000. One of them is arguably the best prestige car in this class.The one that isn't — the 320i automatic — was Australia's best-selling luxury model last year, what with Mercedes-Benz's new C-Class entering the running only midway through the year.Best-selling, sure, but actually abit of a snore.Granted, it has the rear-wheel-drive and near-perfect weight distribution thing that BMW tends tomention from time to time.But with a four-cylinder petrol engine that's lucky to shift this medium-sized sedan to 100km/h in less than 10 seconds, you needn't be a behavioural scientist to recognise that the main thing it has is a blue-and-white badge.Unable, or perhaps too clueless, to aspire to a model packing one of the marque's almost equally trademark inline sixes, many new prestige punters settle for a 320i. So they're depressingly ubiquitous.Yet so dull is the reality of ownership that a keen driver across the road from us biffed his for a Golf R32. Loads less dough, lots more go.He reckons his mates went for Golf GTIs — an even better proposition in some respects.For a few equally shrewd punters, however, the numerically identical but alphabetically differentiated 320d (as in “diesel”) has been a powerful antidote to entry-level underperformance.As of this week, the 320d boasts the new common-rail-injected, two-litre turbo engine seen to eyebrow-raising effect last month in the 520d and X3d. It will soon go into the 120d (and may go some way towards redeeming that hideous apparition).This unit is 20kg lighter than the one that shoved along the 320d we tested almost exactly 12 months ago, with 10 more power and torque points. It also happens to be about 10 per cent more frugal.And that's nothing compared to the gulf that exists between the diesel and petrol siblings.Indeed, the former beats the latter like a gong.With 125kW, the “d” is appreciably better off in the power department than the 115kW “i”.With 340Nm, most of which is to be had from a nudge above idle, the diesel simply towers over the 320i's less-than-a-Camry 200Nm.In fact, aside from the Wagnerian 335i, no 3 Series torques anything like this assertively.The diesel's off-the-mark response is almost alarming by comparison, with the sprint to 100km/h happening in a claimed 8.2seconds — just shy of two full ticks slicker than its automatic petrol sibling. If the latter isn't already suffering an acute inferiority complex, it gets utterly flattened by the diesel's mid-range punch.Then there are the ever more important matters of economy and emissions. According to the claim for combined-cycle use, the 320d uses six litres of diesel per 100km, the 320i almost eight litres of often more expensive premium unleaded petrol.As for what comes out the tailpipe, try 160g of CO2 emitted per kilometre, as opposed to 190.Although you can get into a basic 320d for $56,700, the Executive model, which sells the numbers, runs to $61,500 — an entirely reasonable $3K over the equivalent 320i.The Exec adds 16-inch alloys with standard run-flat tyres, fog lights and decent trim to a fairly bountiful standard equipment package that, safety-wise, includes ABS with automatic stability and traction control, cornering brake control andsix airbags.One set of optional kit worth taking — as opposed to the M Sport gear, which really isn't — is the Innovations Package, with bi-xenon and adaptive headlights, light washers, USB/audio interface and satellite navigation (albeit controlled by i-Drive). That runs to another $2500.Also standard are the reasons why keen drivers still aspire to the blue-and-white badge — except that, with this car, these factors are allied to sufficient torque to wipe off the V6 Lexus IS250, while retaining an economy/emissions rating that would challenge a hybrid.There's no manual option, but theZF automatic marries happily withthe diesel, slurring through its six forward ratios (as opposed to the fivein the far heavier C-Class).Unless the revs are absurdly low orredline-high, it responds readily toone's gear selections when the stick is slotted into sport mode.Like the best BMWs, the 320d rewards you even when driven lazily. Urged along, it comes into its own, utterly adept at freeway speeds — where its engine is refined almost to inaudibility — and doing a passable imitation of a sports sedan in the passes of the Victorian Alps.There, its agility and response saved your correspondent when a truckie travelling too fast downhill decided to help himself to most of my lane.As ever, the steering is beautifully direct, imbued with real feel and meaningful weighting. Combined with such an adroit chassis and powertrain, this 3 Series has a dynamic edge to carve up the opposition.That's the difference between “d” and “i”. Snapshot BMW 320dPRICE: From $56,700ENGINE: 2L/4-cylinder turbo diesel;125kW, 340NmTRANSMISSION: 6-speed automaticECONOMY: 6L/100km (tested)PERFORMANCE: 0-100km/h in 7.2 secs 

Cutting-edge technology costs a bundle and the cost is inevitably passed on to customers, but Kia wants to give the world hybrids and fuel-cell cars that don't break the bank.Kia and its sister company Hyundai have already developed a petrol-electric hybrid Rio sedan and have also created a fuel-cell version of the Sportage crossover wagon.And they are not just pie-in-the-sky concept cars.They are running vehicles and Kia is working hard to bring the technology to showrooms at the right price.Kia admits its fuel-cell vehicles are still a way off, but petrol-electric hybrids could join the range as early as 2009, although a 2010 start is more likely.The Rio hybrid might not be for public sale yet, but the South Korean government is already running 780 of them and will expand the fleet to around 3400 over the next two years.At this stage, each Rio hybrid costs about $40,000 because the numbers are so small, but Kia's aim is to substantially undercut the existing Honda Civic hybrid at $32,990 and the Toyota Prius at $37,400.Understandably, keeping quiet about exact prices.But Kia is happy to show what it is doing. It rolled out a Rio hybrid in Seoul just before it was delivered for South Korean government duty.The Rio is not a groundbreaker but does show the company has the expertise to produce a competent hybrid vehicle.It uses a 1.4-litre four-cylinder petrol engine linked to a 12kW and 95Nm electric motor situated between the engine and the continuously variable automatic gearbox, a similar layout to the Honda IMA hybrid system.A battery pack in the boot is recharged through engine braking.The petrol engine, which has been slightly modified to run in the Rio Hybrid, switches off at idle and fires up when the driver lifts his or her foot off the brake.The electric motor assists the petrol unit under acceleration, which allows it to use less fuel.At this stage, the fuel economy of the Rio Hybrid stands at 5.3 litres/100km, which is pretty good, but greater gains are expected with the next-generation hybrid that Kia and Hyundai are working on at the moment.Further into the future, it has a green system that could deliver far greater improvements using a hydrogen fuel cell to power an electric motor.There are still a lot of challenges to overcome, including fuel-cell stack life and a hydrogen fuel infrastructure, but the benefit is that there are no exhaust-pipe emissions except water.The Kia/Hyundai fuel-cell work started in 2000 with technology bought from US-based UTC Power.Since then, it has developed and improved the system and took the honours at this year's Challenge Bibendum in China, beating fuel-cell vehicles from much bigger players including Daimler, General Motors and Nissan.The Sportage fuel cell is more than a concept car, with cars operating in South Korean and US government test fleets.Kia's fuel-cell senior research engineer Kim Saehoon says the company is not sure when it will introduce a fuel-cell model but is on track for production by 2012.He says hydrogen-powered cars will cost more, but not for long.“It may cost 20 per cent more (than a petrol model) but you would save money because hydrogen would be much cheaper than petrol,” he says.“Our target is that by 2020 to 2025, a fuel-cell vehicle would cost the same as a regular ICE (internal combustion engine) car.”On the roadA brief test drive at the Hyundai-Kia Technology Research Institute just outside Seoul proved the company is serious about fuel-cell technology.The test car was a Sportage fuel-cell prototype that had an 80kW fuel stack powered by hydrogen stored under pressure at 350 bar.It had a range of around 380km and can crank up to a top speed of 140km/h, but the project is limited by the life of the fuel-cell stack, which stands at 1500 hours.A rough calculation reveals that a car operating with an average speed of 60km/h would need a new stack after around 90,000km, but stack life is expected to be increased as technology improves.As for the drive, the fuel-cell Sportage drove much like an ordinary model, with a few major differences.First, it was almost silent. There was a slight electric whine from a gear reducer under the bonnet, but that was pretty much it.There were no gear-style step changes from the transmission and the Sportage accelerated smoothly. The performance was adequate for city driving.The test car was 250kg heavier than an ordinary model, which doesn't help, but Kia is confident that future fuel-cell models will actually be lighter.It might not be quite as exciting as a potential car of the future, but the Rio hybrid was impressive.The drive experience was much the same as an ordinary model's and it accelerated just as hard as an ordinary petrol Rio.The continuously variable automatic transmission meant the Rio engine made a slurring sound as it worked away, but it was no different from other CVTs in showrooms today.A charge indicator showed the electric motor lending a hand under acceleration and drawing energy when the car slowed.The engine stopped as soon as the car did, but fired up when the brake was lifted as the current model needs the petrol engine to run whenever the car moves forward.Kia is planning to develop its hybrid drivetrain further so the car can run up to a certain speed on electric power alone. That would be a big plus.The Kia-Hyundai developments are good news for the car world, as opening hybrid technology to budget-conscious buyers would be a major step forward for the fast-developing South Korean brands.  

Developed by the Fiat Style Centre, the exterior design looks like a more grown-up version of the Punto hatch and has a distinctly sporty flavour, including a Maserati-style grille.As with all new European cars, the Ritmo has a long snout to pass European pedestrian safety regulations.The five-door hatch is slightly larger against its key rivals.Compared with a VW Golf, the Fiat hatch is slightly bigger in every area, including wheelbase.The Ritmo's luggage space, with the rear seats in place, is 400 litres compared to the Golf's 347 litres.Australia is expected to get two engines, the 110kW/305Nm 1.9-litre JTD and 110kW/206Nm 1.4-litre turbocharged TJET, in with Sports or Luxury specification in either six-speed manual or robotised manual guises.Fiat says the 1.4 has a 0-100km/h sprint time of 8.5sec while returning 7.1litres/100km on the combined fuel economy cycle. The 1.4 also has over boost that lifts peak torque to 230Nm.The 1.9 JTD is almost as quick as the petrol engine, reaching 100km/h in 9sec and returning 5.6litres/100km on the combined fuel economy cycle.As expected of Fiat, buyers can expect a full range to be available in Europe, including a wagon, hot Abarth models and possibly a coupe.However, Fiat's Australian importers Ateco Automotive will initially concentrate on the petrol and JTD hatches but is tipped to fill out the range with the Abarth models later.As with the Punto, the new Ritmo has a five-star Euro-NCAP safety rating. The equipment list locally is expected to be on a par with its rivals.That means cruise control, alloys, climate-control airconditioning, stability control and six airbags. Logical dash layout with large buttons. Expect prices to start about $30,000, right in the VW Golf, Mazda3 and Ford Focus arena.The performance of the 1.9 JTD was strong and even the 1.4-litre turbocharged petrol had a good burst of mid-range enthusiasm on the roads around Bologna, Italy, and felt like a strong 2-litre four. In sharp corners the car exhibits some steering rack rattle, which feeds back through the steering but the MacPherson strut front and torsion beam rear suspension is well sorted. But overall the packaging and performance is on the money.Inside the cabin has a nice Italian air about it, the layout is logical, seats comfy and there's plenty of room in the back. Most drivers will find the driving position acceptable.However, small children may whinge about not being able to see out of the rear side windows because of their shallow depth.

And the French really hit the nail on the head with the Citroen 2CV, and not just because of its unique looks. Drive it and you'll notice its individual behaviour as it leans into the corner as much as an Olympic speed skater.But for Rudi Annus, (above) his 1985 Citroen 2CV Charleston is the best way to travel.“I have always been attracted to Citroens,” he says. “I'm a car nut and I like anything that's different, I don't like ordinary standard BMWs or Mercs. It's just a funny little thing. It's almost that ugly, it's beautiful.”Annus used to envy Australian fashion designer Peter Weiss driving around his area in this black and burgundy 2CV and knew he had to have it. And after a year or so of pestering Weiss, he finally got to call it his own.“I have had it for about five years and paid $12,000 for it,” he says.The first Citroen 2CV was released in Europe in 1948 at the Paris motor show and quickly earned the nickname Deux Chevaux, French for two horses. Another nickname was Escargot (snail) as in, as slow as one.“The motor was only a 375cc and it only had two horsepower,” Annus says.And while most cars change over years, the Citroen didn't get big makeovers, apart from a few cosmetic changes in the 1960s and a slightly bigger engine capacity.“The engine got progressively bigger, to a 602cc engine, two cylinders,” he says.“That's what mine has. It's the biggest engine they ever built and it has a top speed of 115.2km/h. It drives quite good for a 602cc, it's amazing — that's a small motorbike.”The 2CV was originally conceived in the late 1930s as a cheap and economical car.“Above all it had to be able to cross a freshly ploughed field carrying two farmers, a sack of potatoes and a basket of a dozen eggs on the back seat, and not break any eggs,” Annus says.“It's incredible, such a basic and fundamental car. It has unique suspension, coil springs that are horizontal instead of up and down like normal cars.”And Annus's love affair with the 2CV isn't a new obsession. In 1994, Annus's son, who lives in the UK, was considering buying a 2CV for some fun. Annus said at the time: “If you don't buy it, I'll have it.”So, before he knew it he was pound stg. 400 ($908) poorer and the proud owner of his first 2CV, which he used regularly on European escapades. He then imported the model to Australia, where it now sits in “a million pieces” in his garage, waiting for a restoration. Something that may happen sooner than planned after Annus decided to sell this burgundy and black model.“If I didn't have the grey one, I wouldn't have sold this, I have to have a 2CV Citroen in my life,” he says. “These people approached me, they were at me for about a year-and-a-half, but I hadn't considered selling it at all.”Annus says he had always planned to restore the grey one and the new owners got him at a “weak moment”.“It's going to a good home,” he says. “I wouldn't sell it to just anybody who doesn't love Citroens and I'll use the money to restore the other one.” Annus sold the car for the same price he bought it for. He hasn't delivered it yet.So, in the meantime he's enjoying every minute and he's not the only one. Annus says the 2CV gets a big reaction from all onlookers.“I drove past a $400,000 Bentley, the guy smiled and gave me the thumbs up,” he says.And while Annus is also the proud owner of a 1990 Lotus Esprit he drove around Europe for a year before importing it Down Under, the 60-year-old says the Citroen is where he would rather spend his time.“I spend about 70 per cent of my time driving my little 2CV, people can't understand that.”Citroen stopped producing the 2CV in July 1990, after 42 years on the market and more than seven million cars.They were never officially sold in Australia, but they weren't strictly a French or European car, with some models built and sold elsewhere, including South America.SNAPSHOT1985 CITROEN 2CV CHARLESTONVALUE NOW: $10,000 to $18,000VERDICT: This quirky French-mobile knows how to put a smile on people's faces, with soft suspension, umbrella-like gear-stick and a two-cylinder engine.