Hatchback Reviews

Subaru revealed its new Impreza range at picturesque Byron Bay today. The rolling green hills of the country’s most easterly point was an apt setting for the new look Impreza, where traditional buzzwords like ‘muscle’, ‘aggression’ and ‘performance’ made way for more refined variants like ‘elegance’, ‘cosmopolitan’, ‘sophistication’ and ‘safety’.The range will debut at this year's Australian International Motor Show in Sydney in October.Subaru is offering four Imprezas: R, RX, RS, plus the turbocharged WRX manual.The roomiest ever Impreza is launched as a five-door hatch, with a four door sedan expected to arrive in Australia around this time next year.Subaru is trying to steer away from WRX as the ‘hero’ model and has instead focused more on the mainstream Impreza versions, in a bid to attract a more diverse consumer base.In his launch speech, Subaru managing Director Nick Senior said: “..While the emotion and headlines for this new Impreza may well centre around the WRX version, it is the normally-aspirated models that provide us with our greatest opportunity.“To be able to sell a $24,490 vehicle with five star safety, four star pedestrian safety, all-wheel drive, anti-lock braking system, Vehicle Dynamics Control, 2-litre double overhead cam engine, air conditioning, six airbags, cruise control and the rest of the equipment …is exciting for the brand.” said Senior.Subaru is highlighting the new range’s safety credentials — the new, lighter and stronger Impreza has as a five-star ANCAP rating for occupant safety, giving it one of the strongest safety stories in its class.“Undeniably we have the high ground in the small car sector when it comes to total safety,” Senior claimed.Senior said key structural points on all Imprezas are now reinforced by high tension steel, which has increased rigidity and ride comfort. Subaru claims improvements have been achieved with Noise Vibration and Harshness (NVH) in all Imprezas.The new-generation Impreza comes in normally-aspirated and turbo charged variants. The new double overhead camshaft provides improvements in power (more than 20%) and torque (more than 7%) over the SOHC engine used in the superseded 2.0i and RV. Compared with previous models, the turbo-charged engine delivers smoother torque from lower revs.As usual, All Wheel Drive is a standard feature. Improved ride comfort and more interior and cargo space are the result of a longer wheelbase and new double-wishbone suspension.Aesthetically, the sophisticated new style is an obvious change from earlier models.The new shape has sparked debate among WRX purists, who claim the rounder, softer Impreza is too bland.The MY08 Impreza hatchback is slightly taller and shorter, emphasised by a distinctive shoulder line that carries through to the front end for a more integrated feel.Clear headlight lenses and rear LED lights with metallic highlights distinguish the premium look. The change is consistent, not only outside but also throughout the interior of the vehicle.The sweeping twin-cockpit design offers greater head and shoulder room, and the use of plastics and other materials throughout the cabin is offset by aluminium-style highlights, across the range.Subaru Impreza starts at $24,440 for the R model, through to $39,990 for the WRX.

In a move that promises to benchmark small car safety standards for the next decade Subaru has claimed the moral high ground with its new Impreza. The all-new car will come standard across the range with electronic stability control, all-wheel-drive, a full suite of airbags and maximum five-star crash and four-star pedestrian safety ratings, a first for any car in Australia.“Undeniably, we have the high ground in the small car sector when it comes to total safety,” Subaru general manager Nick Senior says.“This will redefine the small car in Australia. That is a big statement, but no longer will small car buyers be disenfranchised from safety.”Impreza is only the second car (after the $100,000 Citroen C6) to earn five-star crash safety and four-star pedestrian safety, both maximum ratings. “It is certainly the only car to test in Australia to this level,” Senior says.The decision to include a stability system in every car and absorb the cost, the new Impreza entry level model at $24,490 is just $50 dearer than the equivalent outgoing model, which is as daring as the company's move almost a decade ago to sell only AWD models.Senior says that from the time the decision was made to maximise safety in the Impreza, there was never any suggestion of holding anything back for the premium models.“Safety was non-negotiable,” he says. “There are other features and styling that can be included for higher-specified models. Safety was something we were going to deliver to every buyer. This will be the first time in the small car segment that there will be VDC (vehicle dynamic control) in every model, not just the more expensive variants in the category.”The Impreza will launch as a five-speed manual hatch only in four specification levels, the R ($24,490), RX ($26,490 — $450 less than the current model), RS ($29,490 — $950 less) and WRX ($39,990 — $450 less). The optional four-speed automatic will add $2000.The red-hot STi will join the garage early next year with the sedan version of the new car available about the middle of next year.The R, RX and RS will come standard with the normally aspirated 2.0-litre DOHC engine with 110kw of power and 196Nm of torque.Subaru claims improved fuel consumption on 95 RON but says the engine also operates on 90 RON fuel without issue.The entry-level R will have front, side and side curtain airbags, full-time symmetrical AWD, VDC stability control, ABS with EBD, brake assist, 16-inch steel wheels, telescopic and height adjustable steering, air conditioning, cruise control, power windows and mirrors and a single CD, MP3/iPod compatible four-speaker stereo.The RX adds 16-inch alloys, fog lights, six- stack in-dash CD player with MP3 and iPod compatibility, 10 speakers, audio controls on the steering wheel and climate control.The sportier RS has 17-inch alloys, body kit, mesh grille, privacy glass, sport seats and trim.Across the range, a fully integrated touch screen satellite navigation and DVD entertainment system with Bluetooth compatibility is $2990.The WRX steps up to a turbocharged 2.5 litre engine with 169kW and 320Nm, specific 17-inch alloys, high intensity discharge headlights, electroluminescent gauges and a security system as effective (but far more user-friendly) than the outgoing model's number pad. In the new car the pad still exists but is tucked neatly out of sight and with programmed security is not needed each time the car is started.“For the first time we can go head-to-head on detail with anyone in the small car market,” Senior says. “The WRX may be the emotional and headline story but it is the naturally aspirated model that presents us with the greatest opportunity, younger customers, more female customers and new customers.”Subaru is confident of supplying 1000 cars a month, increasing to 1200 a month when the sedan joins the model range next year. On the road'It's soft; it's lost its distinctive look; it's become just one of the crowd...' observations of the new WRX question what Subaru has done to the turbo titan. All have some validity but the biggest question of all is, how does it drive?There are plenty out there who like their performance cars to live on the edge, screwed down suspension that rattles your teeth and power delivery that is raw and nasty.They were the characteristics that won the original WRX its outlaw following more than a decade ago when it burst on to the affordable performance scene, somewhat unfortunately, as the ram-raider's car of choice.If you are set in your ways, then the new WRX is going to disappoint you. It is, in its own little way, quite refined. The exterior is certainly more mainstream with softer lines. There are times it looks distinctly European, at others there is a hint of Korean.Inside the cabin, however, is where the philosophy really shifts gear. Gone is the workbench look of the previous models. Where once flat surfaces dominated there are curves and softness. Just the ticket for a car that is actively courting female white-collar shoppers.The plastics are still hard and the materials still speak of cost awareness, but the styling is designer chic. Does this come at the expense of performance? In a word, no.Indeed the new WRX is more useable, more stable and considerably quicker point-to-point than the outgoing model.Overall the car is slightly bigger, the suspension a little more compliant and the output from the 2.5-litre turbocharged flat four stays the same at 169kW. The additional advantage of a marginal increase in torque, some 5 per cent pales beside the huge benefits of that torque arriving earlier and sticking around longer. Most of the 320Nm of urge is on tap from as low as 1500rpm right through to 3600rpm.The wider, earlier torque band equates to a claimed 0.1sec improvement in the sprint to 100km/h, now a claimed 5.8 seconds. In real world terms the benefit is that the WRX still has the ability to jump when called on but with less need to frantically shuffle the five-speed box.Subaru declined the six-speed manual for the WRX, saving 20kg on weight and claiming a better ratio fit from the five-speeder.The gains from the engineering changes can be felt from the driver's seat. Ride quality improvement is immediately evident as are improvements in noise, vibration and harshness.A redesigned double wishbone rear-end and slightly (5mm) lower centre of gravity give the car better mid-corner stability and grip, most noticeably by not needing to take a second bite at the steering when getting back on the power.Subaru Australia technical services manager Derk Ashby says the new dynamic chassis control concept provides for a highly rigid platform on which to base a more compliant and flexible suspension package.“This intelligent suspension control system provides for even higher levels of grip, steering response and vehicle stability ... at the same time (delivering) vastly improved levels of ride comfort with much lower levels of shake, bounce and impact harshness,” Ashby says.The company is also claiming a slightly improved fuel consumption from the WRX, about 2 per cent but more from the 2.0-litre models with improvements up to 0.5L per 100km.

Few people would be aware that Peugeot's 207 GTi is powered by the same engine as the Mini Cooper S. Even though it's a heavier car it's just as quick as the Cooper, but costs $6500 less. That's something to crow about.A replacement for the previous 206 GTi 180, the hot hatch joins the line-up at a price of $33,490, $2000 more than the existing GT.The Peugeot misses out on the Mini's styling, but that's about the only concession it makes. A gorgeous four-seat hatch in its own right, our shiny red test car had no trouble turning heads.The shared 1.6-litre turbocharged four-cylinder engine is the product of co-operation between PSA Peugeot, Citroen and the BMW Group, which markets the Mini.For comparative purposes, the 207 could in fact be called the 207 GTi 175. That's because it actually produces slightly less power than its 2.0-litre predecessor, but stacks more torque. Power output is a healthy 128kW (175hp) at 6000rpm, with 240Nm of torque produced from a low 1600rpm.The latter hits 260Nm briefly and under hard acceleration, thanks to over-boost in third, fourth and fifth gears, it provided revs less than 5200rpm.The 207 is a much bigger car than the 206, with a 98mm longer wheelbase and up to 41mm wider track. It's also much heavier at 1325kg, versus 1100kg (1130kg for the Cooper). The difference between the 207 and the Cooper narrows to 93kg with figures adjusted to the same standard.But somehow the GTi manages to shrug off the extra weight, because both it and Cooper S manage to post the exactly the same 7.1 seconds for the 0-100km/h dash.This could only be attributed to the car's different gearing and software mapping because it is here that the two cars part company.While the 207 makes do with a five-speed manual, the Cooper gets a six-speed unit. Having said that, there's nothing wrong with the way the five-speed box performs. However, it remains fairly busy even in top gear, turning over 3250rpm at 110km/h cruising along the motorway.Fuel consumption figures show the 207 is a bit thirstier than the Cooper at 7.2 litres/100km, versus 6.9 litres/100km. Well, that's it for the figures. In the real world where it counts, the GTi feels lively and sure-footed thanks to its larger footprint.It lacks the Cooper's go-kart, glued to the road feel, but delivers high levels of grip at the same time. Making sure it stays put is electronic stability control along with a new system called steering stability program.The GTi cuts a dashing figure perched on 17 inch alloy rims, fitted with Bridgestone Potenza 205/45 tyres. The look is enhanced by a wing over the rear window, chunky twin tailpipes and blacked out windows. Large chromed exterior mirrors fold inwards when the car is locked.Rather than roaring away from the lights, the GTi is at its best sitting in third gear, drawing on plentiful reserves of torque while it threads its way from corner to corner.Stability control can be switched off but we found it more of a help than a hindrance and suggest it be left alone. Drivers can feel the electronic systems come into play carrying too much speed into a corner.More braking power is applied to the wheels with good grip and in anticipation, more torque to the steering to help the driver achieve optimal directional control. The system is also said to reduce braking distances by 4 to 10 per cent while still guaranteeing vehicle stability in a straight line.The GTi seats four with large, winged sports seats for the driver and front passenger. Although they provide plenty of lateral support, they do make getting in and out of the car more difficult. It is difficult to find a comfortable driving position and the cabin can be quite noisy.With six airbags the GTi scores a five-star safety rating. Standard equipment includes rear parking sensor, speed limiter coupled with a cruise control, automatic headlamps and wipers, dual zone climate control air conditioning, tyre under-inflation sensors and an auto dimming rear-view mirror. 

Theoretically, HSV making a four-cylinder car is like AC/DC releasing an unplugged album. It wouldn't sound right, it would look stupid and have bogans up in tattooed arms.And yet, as unimaginable as it seemed a few short years ago, it's happened in the form of the VXR otherwise known as an Astra that looks as though it's dressed up to go on Gladiators (that show where lycra-clad muscleheads would hit each other with giant ear-cleaners).It really is an overdone bodykit and seems to have been created by the same guy who did Jordan's breasts.The strange thing about the $42,990 baby HSV was that, at first, it didn't feel that much different to the Holden-built SRi Astra I'd driven a couple of weeks previously, which costs just $34,990.Being merely plain rather than ugly, the SRi won't frighten horses or small children.But it does share the butt-ugly, exhaust-pipe-in-the-middle look that too many designers are borrowing from the Porsche Boxster, mistakenly thinking it looks good. A bit like Lindsay looking at Paris and deciding a mugshot was a neat idea.One would guess what you're paying HSV for is the butch looks and the badge, which is what makes the interior so strange. I couldn't find a HSV badge anywhere.You'd think they'd put in those funky dials you get in a Clubsport. But no, they've just left in the ones that say “Opel Performance Centre” and look a bit uninspired. There's even an Opel lightning bolt, rather than the Aussie Dark Helmet look, on the steering boss.These clues provide the giveaway that HSV has had less to do with this car than Milli Vanilli had to do with their songs.The VXR is fully imported from Europe, which is a good thing unless you buy HSV out of some strange sense of petrol-chewing patriotism.I did finally find a HSV emblem, in the decal on the back window, above the words “I just want one.”It seems a cruel way to taunt someone who's bought this car, making them read this every time they check their mirror. There are HSV badges on the exterior; they get stuck on in a holding yard before the cars go to dealers.Elsewhere in the cabin, there are two nice Recaro seats and a beefy steering wheel, but other than that it looks like the interior designer just shrugged and said “that'll do.” The thing that the letters HSV bring to mind most urgently, besides aggressive styling and loud clothing, is the thundering rumble of a V8.And you're just not going to get that in a car powered by a turbocharged 2.0-litre four cylinder. Sure enough, the noise the VXR makes is as far from a throaty V8 as James Reyne is from Pavarotti. It's more of a 'parp' than a rasp. Give it a bootful and it will start to wax lyrical, but it never really makes a noise you'd describe as pleasant.After tootling around town for a few days, wondering why its 177kW felt so similar to the SRi's 147kW, I finally took the HSV into more appropriate territory and was duly rewarded.Out on the open road, it was a revelation. Finally, I felt safe to press the Sport button, which, in the city, turned the VXR into one of those fierce little dogs that just has to attack every other canine it sees.Sport buttons are often mere frippery, but clearly this one really does what it claims, quickening the steering, firming up the suspension and improving throttle response.After being underwhelmed all week, the amped Astra took to the Old Pacific Highway with all the aggression the HSV name implies. This is a seriously quick car, a second faster to 100km/h than the SRi, stopping the clock at 6.4 seconds.An even bigger surprise was the chassis, which is wonderfully stiff, banishes bodyroll and generally takes responsibility for making this Astra so much fun through the bends.If you're up it, it really can carve a section of road, with its 320Nm helping you to punch out of low-gear corners. There's undeniable lag before the big turbo punch comes in, but if you keep it on wick, it just flies.The ride is still firmer than a cliched TV prison warder, however, thanks to the very HSV-looking 19 inch rims (the SRi has more practical 18s). The steering is good without being outstanding, It's no BMW 130i, or even a Golf GTI, but it's enjoyable.The one big thing this underling has over the entire HSV range is that it's the only one with a really good six-speed manual gearbox. What it really misses out on, compared to its big brothers, is not being rear-wheel drive.I expected a lot of torque steer, but it wasn't as bad as feared. It was there, you could feel the wheels scrabbling and the steering tugging slightly at speed, but it wasn't awful. Then I took a humble left-hand turn on the outskirts of Hornsby, got careless with that feathery throttle and nearly had both my arms rent asunder.Sorry, but you can't put 177kW through a set of front wheels and not have torque steer, no matter how many Mazda 3 MPS dealers tell you you can.Personally, I enjoyed the SRi Astra just as much, perhaps because it's not trying as hard to deny engineering principles and visually it's less offensive. So if I really wanted an Astra, I'd be pocketing the $8000 difference.Sadly, though, neither comes close to the hot-hatch class leader, the Golf GTI. Snapshot HSV Astra VXRPrice: $42,990Engine: 2L/4cyl turbo; 177kW, 320Nm0-100kmh: 6.4 seconds The rivalsHonda Civic Type-RPrice: $39,990Engine: 2.0L/4cyl; 128kW, 193NmEconomy: 9.3L/100 combined0-100km/h: 6.6 secs Mazda 3 MPSPrice: $39,990Engine: 2.3L/4cyl turbo; 190kW, 380NmEconomy: 14.5L/100km0-100km/h: 6.4 seconds Renaultsport R26Price: $43,990Engine: 2.0L/4cyl turbo; 168kW, 310NmEconomy: 8.8L/100km0-100km/h: 6.5 seconds (est) 

From the moment you turn the key you know the XR4 has been penned with passion.It has a taut, chunky feel, a lively and tractable engine, intuitive steering and suspension tuning as close as you'll get to a go-kart without upsetting your lunch.At $24,990, the German-built two-door hatch is the new value benchmark for the sporty light-car class, lining up alongside the Polo GTi and Suzuki Swift Sport.And its non-turbo status opens it up to P-plate drivers.The XR4 is powered by a modified version of the 2.0-litre Zetec engine from the Focus.Output is 110kW at 6000rpm and 190Nm of torque from 1500rpm, an increase of 3kW and 5Nm.It's the power-to-weight ratio and the gearing that give the XR4 its magnetic performance.Breathe on the throttle in any gear and it's off, delivering strong and flexible punch in the useful low-to-medium rev range, accompanied by a healthy guttural engine note.Manual only, the five-speed, close-ratio gearbox is slick and precise.However, the ratios are chosen for sprinting, not cruising. With the engine pulling a busy 3000rpm at 100km/h in fifth gear, a relaxed tourer it is not.Fuel use is a claimed 7.4 litres/100km on the combined town-highway cycle, and the engine is tuned to run on 95 RON.The suspension has been lowered and stiffened and the brakes upgraded.The chassis is finely balanced, with near-neutral handling, flat cornering, exceptional grip and turn-in response, and a ride on the rigid side of firm, yet not bone jarring.Grip from the fat Pirelli P Zero Nero tyres is tenacious, even on gravel, at the expense of a wide turning circle.The steering is quick and pin-sharp.Traction control is standard and the stability control system is programmed for late intervention and can be switched off.A body kit adds deeper bumpers, integrated side skirts and a large roof spoiler.Visually the XR4 is either purposeful or loud, depending on whether it has the optional $300 racing stripes.Stretching from tip to toe, the fat stripes ensure an XR4 will never get lost in a car park or be mistaken for anything else on the road.The interior is dressed up with snug sports seats, a grippy sports steering wheel, extra engine gauges and alloy pedals spaced just wide enough for big feet.With or without stripes, the XR4 is guaranteed to add spice to your life. SnapshotMake: FordModel: Fiesta XR4Equipment: Six airbags, airconditioning, six-disc CD audio, anti-skid brakes, 11-spoke 17 inch alloy wheels, fog lamps, electric windows, heated mirrors and steering wheel audio controls. Cost: $24,990 

Based on the Astra hatch, which by comparison looks decidedly frumpy, the Coupe gets its allure from a lower roofline and squint-narrow side glass.It looks sensational, especially given its $26,990 price tag, though its design, unfortunately, is integral to all that is wrong with the car.Visibility from the driver's seat, especially to the rear, is so poor that parking without contacting anything else is a practised art.It will seat four people with rear seats that, once you fold the body into the required shape to get in, are quite accommodating.Some may find the back seat a bit claustrophobic, which is a byproduct of those narrow side windows and sloping roofline.But this is hardly a family car.The need to give access to the rear also means the two doors are long. The first time you notice that is when parking close to a wall and realising the doors don't open wide enough to let you out.The Coupe does, however, have a level of functionality, the rear seats split and fold and the boot is a decent size. Good news is the full-size spare tyre.Whether to enhance its sporty looks or because of its Belgian origins, the interior is all black. Yet despite the sombre decor, the Coupe CDX's dashboard controls are simple and easy to use and include a six-disc CD player with seven speakers, trip computer and cruise control.The Astra range gets a new 1.8-litre engine, though it doesn't feel much different from before.Performance is adequate, thanks to 103kW, up 11kW on the old engine, but to get this output it needs to drink premium fuel. It loses about 3kW when fed standard unleaded.More than anything, the engine has a bit more grunt at lower revs to get it off the mark quicker and neater.It comes with a five-speed manual gearbox (auto is optional) though six cogs would better suit the engine.Holden claims 7.4 litres/100km, 0.4 litre/100km better than before. But for a bit more performance, it's necessary to factor in the extra cost of premium fuel.Handling is good, with confidence through the bends and a quick-ratio steering box so it points and shoots with accuracy.Part of this solidity through the bends is a taut chassis that gives the Coupe a quality feel.The steering feel is far firmer than, say, the Corolla, which gives the arm muscles a workout when parking. The bonus is the sure-footed steering at cruising speeds.ABS brakes are standard, but ESP is not available on this model. The SRi and Turbo Coupe versions get ESP as standard.But the CDX tested gets front, side and curtain airbags as standard.For its price, the Coupe CDX rates well as a runabout for a couple or a single owner.More performance is available in the bigger-engined SRi and the Turbo, but at an additional $5500 and $8000 respectively, there are better fish in the water.

This two-litre is blissfully flexible with response on tap all the way through the rev band.The headline almost came with the same element of surprise as one which screams “Poms win the Ashes.”A British magazine recently carried a cover story which simply said “RS4 beats new M3.”It was the face-off everyone who takes even a passing interest in supreme compact German performance had been waiting rather impatiently for.Until now everything that had come up against the M3, which started life as a four-cylinder more than 20 years ago then progressed for a few generations as a cracking inline six before going the grunt with a high-revving V8, had come off second best.Beating the super coupe by which a performance chassis is measured is no mean feat. But this test is not about the M3 nor, for all its glory, the RS4. It is about the Audi S3, which unlike the RS4 has few direct rivals. Even so it will be of no surprise that the second-generation S3 crackles and sizzles.At $65,500, this two-door hatch is not on everyone's shopping list, as defined by the 32,000 global sales of the first generation.There is simply nothing on the market, not the rice-burners from Japan, not even competition from within the family such as the VW Golf R32, that comes close to fusing the levels of luxury, quality and slick performance as the S3.Slide into the S3 and the splashes of silver around the air vents, door handles and gear lever are reminders this is quite different from the cooking class of A3s.Audi's trademark interior style and quality build rolls out like a red carpet.Point-to-point the S3 is a stirring ride with crisp steering, impeccable handling and loads of grip from the Quattro all-wheel-drive layout.The steering is well weighted and it thankfully transforms from being light at low speeds to feeling heavier as you truck along the highway and plough through bends briskly.This is a very slick hatch and for all its A to B prowess it remains quite liveable as a day-to-day drive, as it somehow gives you a ride that is the perfect balance between cosy and hard. And that is even taking into account the low profile 18-inch wheels and the fact the ride height is 25mm closer to the ground than an everyday A3.Running stiffer springs and dampers, the S3 is vice tight with excellent body control.It has “let me loose in a tarmac rally” written all over its windscreen.There is a Japanese slant to the intercooled turbo with the wastegate nattering away as the driver lifts off the throttle.The aural experience intensifies with the pace as the note becomes more pronounced from about 4000rpm.This two-litre is blissfully flexible with response on tap all the way through the rev band. Even in the upper echelons and in sixth gear there remains urge on demand.Specific power is an impressive 7.73kg per kilowatt, as the reworked engine develops a total of 188kW with the 330Nm of torque running through the most important part of the range from 2500-5000rpm.It can take more load, Audi has given the engine more strength with stronger pins for the pistons, new rings and reinforced connecting rods with new bearings that transmit the increased force to the crankshaft.Given that this 5.9sec 0-100km/h S3 is no slouch, it runs massive 17-inch brakes that bite big time.There are black calipers all round with the ones on the front gaining the S3 motif.The S3 is easily identified on the road with with trademark S silver wing mirrors, a rear roof spoiler, front and rear aprons and diffuser and prominent sills and the S logo embedded inside the single-frame grille.An improved range of colours are available now with the test car, a striking Sprint Blue pearl effect not a patch on an exclusive, Solar Orange hue if you really want to be ostentatious.The boot space is relatively tight at 281 litres but the rear bench seat folds flat increasing the load area to a wagon-like 1011 litres.Dynamically, the S3 should be an improvement over the first generation with an increase in wheelbase by 59mm to 2578mm.Silk Nappa leather comes standard. The multi-function flat bottom steering wheel comes as a $700 option as does metallic paint at $1300.If you really want to lash out on options there are Audi Exclusive front buck etseats for $6700 and the Navigation Plus pack, including the glove box-mounted CD changer, is available for $5300. On its own the CD changer in the glove compartment is a $950 option.It is very much a select market this hot hatch and Audi says it will be happy with sales of around 100 per year. Audi S3$65,500Engine: 3 starsElastic, responsive, meatyTransmission: 3 starsWell spaced ratios with a tidy shift actionHandling: 4 starsRide is quite neutral and corners like it's on railsSafety: 4 starsEvery conceivable safety system is coveredValue: 3 starsOn its own, $65,500 for a two-door hatch is exorbitant, but there is some justification in bang for your bucks Tech specsBody: 2-door hatchbackEngine: direct-injection four-cylinder with intercooled turbochargerPower: 188kW @ 6000rpmTorque: 330Nm @ 2500-5000rpmTransmission: 6-speed manualTyres: 225/40 R18 Verdict For: Blissful marriage of comfort, quality and red hot performanceAgainst: You could have three Mazda 3s for this priceWill get you to the opera in record time and in comfortOverall: 4 stars 

Nobody has ever argued successfully that the lads and lasses at Volvo have spent the long watches of their winter darkness being anything but serious.

If you see a Fiat Punto 1.4 pulled over by the constabulary it would be unlikely the driver has been nabbed for speeding.The 1.4-litre Punto is hardly going to get you into trouble even if you tried.Having said that it is quite tractable around town but has trouble keeping up with the highway pace if it has to slow down and then get back to the speed limit again.The little petrol unit is willing and the new Dualogic gearbox brings out the best in the small four-cylinder petrol.This gearbox is one of the new breed of clutchless sequential manuals with a fully automatic mode or change-yourself operation by tipping the shifter forward or back.As opposed to the 1.3-litre diesel engine, which is mated to the 6-speed Dualogic unit, this 1.4-litre petrol uses the 5-speed version.It is responsive and kicks down smartly from fifth if you need more urge to round up a slower commuter on the open road.The Punto is at its best around town.Yes, there are more zippy city cars on the market for around $20k but many are not endowed with as many standard features.What you get off the showroom floor is a long list of stuff including a nifty trip computer with trip meter, fuel consumption (average and instantaneous readouts) etc.There are electric front windows, internal boot release, central locking, follow-me-home headlights, split-fold rear seats, cruise control, full-size spare, airconditioning and the third rear seat gains a three-point seatbelt and head rest.On the safety front there are front, side and window airbags and anti-lock brakes with electronic brake distribution. This five-door hatch gets child safety locks and the passenger airbag can be deactivated when the seat is not occupied.There is a lot of kit to support the $21,490 price tag for the Dualogic version which is $1500 more than the manual Punto.It is quite comfortable and there is good vision all around.On the open road the Punto hums along at 110km/h in fifth gear pulling 3500rpm, the little transversely mounted four potter is not getting a lot of peace here.There is a fair bit of road noise filtering through the cabin and there was a rattle from a driver-side air vent.This is no rocketship but it has a certain amount of charm and fits in well with its unconfrontational exterior design.At 57kW of power there is probably more oomph in your kitchen waste disposal and, for that matter, probably more torque than the 115Nm available.Its environment is on short darts in urban areas and you can't complain about the 5.5litres/100km we experienced on this drive.There are only three cars with less power on the new-car market in Australia at the moment: the Citroen C3 SX, the Peugeot 207 XR with 55kW, and the Smart Fortwo which is at the bottom of the class with 45kW.It might be at the bottom end of the power scale but it offers a point of difference to the mass market $20k runabouts.Diesel However, if you chose the five-door Punto with the 1.9-litre diesel engine, be prepared for a surprise.The 280Nm of torque, most of which is available just off idle up to 400rpm or so, makes this little Italian deceptively fast. There is no point waiting until it runs out of breath at 4500rpm.Change up at 3500rpm through the slick six-speed box and let the engine grunt a bit. Before you know it 110km/h is on the dial.Indeed the multi-jet diesel is so torquey it is quite capable of pulling the car along at idle in fifth gear on a flat road when it will be doing about 50km/h.You will pay a hefty $6500 more than the same car with the 1.4-litre petrol engine.But as well as the multi-talented 1.9 diesel you also get 15-inch alloy wheels, courtesy lights for the vanity mirrors on the sunshades, a more comprehensive instrument capability and fog lights.At $27,990 the 1.9 diesel Punto very definitely does not fall into the cheap car category but it is fun to drive and will surprise many other drivers at the traffic lights. Especially if they have recently come up against another Punto equipped with one of the less energetic petrol engines.    Fiat Punto 1.4litre Dualogic $21,490Engine: 3 starsWilling enough but isn't going to lift the heart-rate in a hurryTransmission: 4 starsOne of the best examples of clutchless manuals although there remains a degree of interruption when it changes cogs in automatic modeHandling: 3 starsCushy ride although there is some crashing through the front wheels on bad surfacesSafety: 3 starsAirbags and ABS as expected although an ESP option and its associated programs is not availableValue: 3 starsThere is practicality, charm and strong equipment levelsTech specsBody: 5-door hatchEngine: inline four-cylinder petrolTransmission: 5-speed manual/dualogic sequentialPower: 57kW @ 6000rpmTorque: 115Nm @ 3000rpmTyres: 175/65 R 15TVerdictFor: Italian kitschAgainst: May not have the poke to suit some tastesWill win admirers who don't live for performance 

Citroen's C4 HDi is even more efficient these days.It is without doubt one of the most frugal diesel passenger cars to reach our shores.This is a fine package with smart, globe-like looks extending to a comfortable and well laid-out interior.The C4 is now armed with a trick transmission called EGS (Electronic Gearbox System).It comes with an extra cog (sixth) and as such is even kinder at the bowser than the manual equivalent.But the EGS is a devil of a transmission to use if you try to treat it like a normal automatic, which of course it is not.Let it change itself and it lurches and becomes clumsy.You almost find yourself screaming at the shifter, “change any time you like as long as its sometime today”.But the fact is this transmission needs driver intervention to smooth it out and enable it to become user-friendly.Use either the shifter or the paddles mounted on the fixed hub steering wheel and a little throttle discipline, gear changes are lightning fast and almost seamless.On this test of over 600km, the C4 was using about 5litres/100km, according to the onboard computer's figures. It is far superior to the manual C4 diesel, which we compared and tested last year, it finished at 6.25litres/100km after over 400km of testing.There is a sport button which tightens up shift changes for a sharper drive.This gearbox is clever, bit of work, but some would argue that it may be a bit too clever for its own good. Simply leaving it as a automatic device brings out its weakness. It is frustrating and at times can take the driver by surprise at low speed.A case in point was in a multi-storey car park going up a small ramp to another level, when the EGS decided to change from second to first with the car virtually coming to a stop in the process.It is not a gearbox for those who just want to turn the key, press the throttle, and be done with it. Driver involvement is required and once you learn the little idiosyncrasies it is quite an enjoyable little jigger.Inside, Citroen have nailed the ergonomics with user-friendly controls which are easily accessed. It is a comfortable cabin and the ride is cushy.The C4's handling is OK, although the steering feel is not as perfect as rival European hatches.Brake pedal feel is strong and the stopping performance is quite impressive in emergency situations.This is a well rounded package with lots of active and passive safety equipment.For those seeking the frugal alternative without forsaking fruity performance, the C4 HDi EGS is worth discovering. Citroen C4 1.6litre HDi EGS $30,990Engine:  4 stars Develops strong torque from mid-rangeTransmission: 3 starsA bit clumsy in auto modeHandling: 3 starsBrilliant ride, steering a little vague at timesSafety:  3 starsWell kitted out with active and passive gearvalue: 3 stars$1k more than the equivalent manual could be contentious to someTech specsBody: 5-door hatchEngine: 1.6litre turbo dieselTransmission: 6-speed Electronic Gearbox System (EGS)Power: 80kW @ 4000rpmTorque: 240Nm @ 1750rpmTyres: 16-inchVerdict for: frugal, neat, practicalAgainst: Gearbox won't be for everyoneSmart option for those who do the miles to benefit from its fuel sipping habits