Hatchback Reviews

It appears to be a question rather than an answer. One that a TV quiz presenter would start by asking: “What am I?” then throwing it open to frazzled contestants barely coping with a live audience and the knowledge three million people watching at home are waiting for the contestant to make a complete prat of themselves.The Suzuki SX4 is the answer to a question few would ask. It's a hatchback, but could be a wagon; it's not a 4WD, though it has all-wheel- drive; it's not really a sports car despite its healthy 2.0-litre engine.In a world of cars with a dedicated purpose, the SX4 is an anomaly. It can be all things to all users and that is its appeal. It will cope with some light running along gravel tracks, even a jaunt on firm beach sand.It is also nimble enough for the city and spacious enough for a couple or a young family.And carrying a price tag of $24,390 for the manual model, the SX4 may not be at the cheapest end of the scale, but it's still an affordable package. Especially when considering the small car has a personality crisis when it comes to its definition, not to mention the features and a four-star Euro NCAP safety rating that comes with it.The four-speed auto is a little more expensive, adding $2000.But the five-speed manual does a fine job with a smooth shifting gearbox. It will also give you a more frugal performance than the auto.The hatch styling lends itself to a versatile life and the roof-racks cry out for mounting a wave ski (preferably one less than the car's 4.1m length) or mountain bike, just to show you are the adventurous type.Inside, the SX4 seats four adults and has a fold-down rear seat to boost cargo space. It feels more spacious than your average small car, a result of the big windows and the taller height of the car perhaps.The cabin design is neat and exceptionally simple to use, although a little plain. But it comes with a high level of features for the price.Standard gear includes a CD player with audio switches on the steering wheel, cruise control, climate airconditioning, electric windows, rather large mirrors and a trip computer. It even has keyless entry and start. You keep the keys in your pocket to open and start the car. While this is unprecedented in the car's price category, motorists who like the tradition of having the keys in the ignition will find it unusual.The seating position is much higher than the Swift donor vehicle, which makes for good forward visibility, but incites body roll through fast corners and on winding roads.The drive train is as flexible as the cabin. Based on the Suzuki Swift, the SX4 is predominantly a front-wheel-drive. By simply flicking a dashboard switch, it becomes an on-demand all-wheel-drive, or, by flicking the switch again, a full-time 4WD.Use 2WD for economy and your regular daily driving in good weather conditions, on-demand auto mode for a rainy day and 4WD when venturing away from the bitumen.It all works well, but beware of the fuel consumption in 4WD. The combination of the 2.0-litre engine and the taxing drive to all wheels can result in drink rates of about11 litres per 100km. But for regular city driving in auto mode, we averaged about 9.7 litres per 100km.Fuel use is accentuated by the car's relatively small 45-litre tank.Safety gear also rates well, with standard dual front airbags, ABS brakes with brake assist and electronic brake force distribution. On the downside it doesn't get ESP, even as an option. It also misses out on a full-size spare tyre, promptly dampening any off-road aspirations and even clouding country trips.The windscreen A-pillars are thick — which is becoming a trend. This indicates high body safety but also creates an awful blind spot to the sides, so extra caution is needed.Those points aside, it's a user-friendly and engaging little machine. The engine is lively and only gets noisy at the top end of its rev range.Performance is best above 3000rpm, and has an energetic feel, although it still cruises nicely around 2000rpm. It delivers its full 107kW potential at 5800rpm, and the 184Nm of torque comes on at 3500rpm.The steering has quite a good feel to it, with good feedback as you turn corners, and is very responsive and easy to live with.When it comes time for quickly engaging the brakes, the SX4 pulls up quite nicely. A sudden brake from 80km/h showed a short braking distance, and some wheel slippage was evident in the wet, but it didn't affect the control of the car.It might not be the trendiest small car on the market, but with its “I want to be a four-wheel-drive persona”, it does have an attractive, youthful appearance.An SX4 is currently part of the CARSguide long-term garage. In our hands over the past few months it has done more than 3000km across a variety of terrain, from shopping centre car parks to winding country roads. Much of that mileage, though, has been around town where, thanks to Sydney's many below-par roads, it has had to cope with some rough riding. Several pot-holed parts of Parramatta and Old Windsor roads, for example, give a reasonable test of the car's handling ability.Suffice to say the SX4 bounces in and out of the potholes well.It also kicks along well on the open road. However, the level of road noise inside the cabin is a concern. Overall, the little car that offers something for everyone has many plusses that make it a competitive buy in a busy market.Suzuki's quirky little soft-roader offers a unique driving experience. Its unusual tall stance for a small car and its overall looks will polarise opinion.

Not so long ago, there was rarely a car worthy of the term 'hot hatch.' Now there's a score of them, so many and of such varying size and abilities that new nomenclature could be coined.I mean, can Ford's $25K Fiesta XR4 (a car that makes droning old men feel young again), Volkswagen's $40K Golf GTI and BMW's near $70K 130i be said to belong to the same genre? All are routinely referred to as hot hatches but their disparity only begins at the price tag.Peugeot's 207 GT is a quick and nimble three door that slots nicely into what the Poms call the super mini class, a space in which the XR4, VW's Polo GTI and Mini might be parked.Indeed, the Pug shares the BMW/PSA 1.6-litre direct injection turbo engine that provides the newer Mini with a welcome bottom-end kick over its super-charged predecessor.Unlike most of these, the GT's $31,490 price tag doesn't buy you the full go. That will come shortly in the form of the 207 GTi A (the lower-case letter signifying a further performance lift).Still, the penultimate 207 has ample charms of its own. Like all such cars, it has grown in dimensions and displacement in recent generations to the point where it now tips the scales at 1376kg, 160kg more than the base 207.The extra pounds bring with them a five-star crash safety rating, something no big Australian car can achieve.The blown 1.6 reaches a maximum 110kW high in the rev range, but taps all its 240Nm from a low 1400rpm. Electronic recalibration will see the GTi extract more of both from the same near-lagless engine (as per Mini's Cooper S), but the GT's 0-100km/h sprint time of 8.1 seconds isn't tardy.In fact, it's rather handy, feeling quicker in the process than indicated by the official stopwatch. The claimed consumption of 95 RON figure of 7.0 litres per 100km is achievable.A reviewer from another publication felt the GT unworthy of the premium over the base petrol model 207. Yes, they might look the same and share much of the same stuff, but you'd need to be clinically comatose not to derive some satisfaction from the warmer gadget. Immediate torque access is married to agility and assuredness through corners that reminds you why grown men continue to gravitate to a class of car once considered the preserve of racing boys.Into your first sweeper, the electrically power-assisted steering necessitates several re-adjustments. The more you play with it, though, the more you'll appreciate the manner in which the weighting changes with cornering force while remaining fingertip friendly in the urban crawl.What defies familiarity is the shift action of the five-speed manual. It's awful: a rubbery, long-throw stick and ill-defined gates.Whether you can live with the Pug is largely a question of how you find it on the nation's worst roads. A typical Sydney goat track makes the GT's ride feel plenty busy, a mid-corner pothole on one of our wonderful B-roads can quicken the pulse.But that's the compromise inherent in such a car. Elsewhere, especially within, the GT's a comfortably appointed Euro whose general ambience and finish is an appreciable improvement on Pugs of yore.Our six-year-old back-seat tester was comfortable in her booster seat behind a long legged adult. And — object lesson to makers of bigger hatches — that 270-litre boot contains a full-size 17-inch spare tyre.As to the glass roof, well they're a popular fixture, though on the only sunny day during our acquaintance, one felt what it is to be cooking in a coq au vin. As with the 207's singular shape, this item is cute rather than convincing.Capable rather than outstanding, the GT occupies middle ground. You'll always be conscious that there's stuff just as good for less money — or better for marginally more. 

Mini became an icon of the 1960s with stars such as the Beatles, Rolling Stones and Twiggy driving them.It symbolised the younger generation's lust for a happy carefree life.When the BMW-owned Mini was resurrected in 2001, it retained much of its retro looks, including the happy face and cute lines, but was substantially bigger than the original.Now comes the second-generation Mini.With its retro design, there isn't much they could do to modernise the looks.Subtle tweaks here and there, but largely the same car.Cosmetic changes include a higher bonnet, higher and wider mirrors, more chrome, a higher shoulder line and new wheel designs.It's also a little bigger.Have a look at it next to other light-category cars and it stands a little wider and taller than most. It's almost in the small car category.However, with its minute boot, this is a happy little city car for four very close young people who don't mind a few quirks.After a week of living with a Mini Cooper, I found the quirks a little difficult to overcome for this 50-year-old humbug.Quirks such as having to jam my hand down between the armrest and seat to adjust the driver's seat back.Quirks such as having to look at the speedo in the centre stack, instead of right in front of me. (There is a small digital speed format on the screen in front of the driver, but it is difficult to see in some light conditions.)Quirks such as the unlocking switch which toggles both ways and alternately locks and unlocks the door. (I could never get it right as my youngest daughter tried to open the door when I picked her up from school.)Quirks such as a panoramic sunroof that stretches all the way from front to back and can't be closed. Only a “fly” screen of gauze kept my bald pate from the sun, and in summer it will be like a tandoori oven.And quirks such as the difficulty of applying the handbrake because the arm rest is in the way.There is no denying this car tries to be different. You either love it or hate it.Just look at the circular design of the door trim. And how about that relocated school-clock-sized speedo?Apart from the speedo relocation, other internal changes include new instruments and centre stack, a steering wheel that is thankfully now reach as well as height adjustable, more aircraft-style toggle switches up by the interior light and a start/stop button on the dashboard.Women will also love the interior lights which can be changed from blue through orange, pink, and red by flicking the switch.For all these changes, the price has increased $1110 to $31,100.The five-speed manual has been replaced by a slick-shifting six-speed manual, but I had the six-speed auto with steering wheel paddle shifters.It's an additional $2200, whereas previously it was an extra $2110 for the CVT.I found the auto did some crazy things.It was trying to out-think me and consequently couldn't be trusted to pick the right gear; or was it me that couldn't be trusted to drive in a sensible and non-erratic manner?If you allow it to do its own thing, it can be annoying, but if you use the paddle shifters, it rewards with rapid-fire Formula One-style shifting.One thing I couldn't fault was the famous go-kart handling.Yes, it does go round corners like a train. A train with torque steer.Go-kart handling goes hand in hand with go-kart ride characteristics and this one is no different. I hit one pothole on the inner-city bypass that I thought may have dislodged the whole wheel. At least it happened near my chiropractor's office.The engine feels a little asthmatic and could benefit from an aftermarket breather.However, according to the figures, power is up 3kW to 88kW at 6000rpm. That's not a discernible difference to anyone but maybe Formula One champion Fernando Alonso.Torque is supposed to be 140Nm from 2000rpm with a peak of 160Nm at 4250rpm, which is up 10Nm. Yet someone didn't tell the automatic box about these figures as it fished around for gears.This new all-aluminium engine is a joint development by BMW and Peugeot, proving that the French and the Germans can work together.Not only does the car produce more power and torque, but Mini claims a 16 per cent improvement in fuel economy at 5.8litres/100km.Owing to my game of hide and seek with the gears, that blew out to over 7litres/100km.   Mini Cooper$31,100Engine: 1598cc, 16-valve, in-line 4-cylinderPower: 88kW @ 6000rpmTorque: 160Nm @ 4250rpmAcceleration: 0-100km/h in 9.1secTransmission: 6-speed automaticEconomy: 5.8L/100kmFuel: 91RON ULP, 40L tankDimensions (MM): 3699 (l), 1683 (w), 1407 (h), 2467 (wheelbase), 139 (ground clearance)Suspension: single-joint MacPherson strut with anti-dive (front), longitudinal struts with centrally-pivoted control arms, Z-axle (rear)Brakes: 280mm front vented disc, 259mm rear, ABS, electronic brakeforce distribution, cornering brake control and brake assistDriver Aids: stability and traction control, optional dynamic stability control with hill start assistSteering: electric power assistedCO2 Emissions: 139g/km, EU4 

As usual, everyone is heading to Queensland to escape winter. One contingent last week didn't come in caravans or mobile homes, but with smart new cars.Ford could have chosen anywhere in Australia for the national launch of its updated Focus range, but naturally headed for the Gold Coast hinterland.It's an interesting car. Designed in Europe and built in South Africa, it's steadily increasing in popularity thanks no doubt to a good dose of style, practicality and first-rate dynamics.Things are about to get even better with a new series heading for showrooms, the first should trickle in this week, full stock by the end of the month; featuring a diesel version and a big price cut.Like all the best new-generation diesels, this one feels smooth and runs quietly. It also sips fuel: scooting around the Gold Coast hills, trotting around the back blocks and cruising the highways in several cars during last week's preview showed averages of 5.5-6 litres per 100km.The official rating is 5.6 litres for the diesel, compared with 7.1 litres per 100km for the petrol Focus, whose engine remains unchanged.At $27,990 ($4000 above the equivalent petrol model), the Focus TDCi will be the cheapest 2.0 litre diesel, taking on established models like the Holden Astra 1.9 CDTi ($29,990), VW Golf 2.0 TDi ($32,490), Peugeot 307 2.0 XSE HDi ($32,590), and Dodge Caliber 2.0 ST CRD ($28,990).The Ford diesel, a hatchback equipped like the Focus range's mid-rung LX model with alloy wheels and cruise control as standard. They will lose some buyers because it's unavailable with automatic transmission.To compensate, the manual gearbox is a six-speed unit (compared with five gears in the “normal” Focus models) to maximise both fuel economy and performance. It's precise and firm, easy to use.A good slice of its price advantage over Holden's Astra diesel is because stability control (which limits oversteer/understeer), traction control (which limits wheelspin) and curtain airbags, standard in the Holden, are optional in the Ford.But they're an affordable option: list price is $1300 for the potentially life-saving package, only $650 until September 30.The new TDCi is the attention-grabber of the revamped Focus range, but existing models have had a facelift (new bumpers, turn indicators, interior trim etc), upgraded equipment (anti-lock brakes and dual front airbags in the entry-level CL model, more airbags in dearer versions) and a significant price cut.Most versions have come down $1000, so the series starts at $19,990 for the CL manual. The top-line auto Ghia sedan has dropped $1500 to $29,490.To cover all bases, a Ghia hatchback and sporty-looking Zetec sedan have been added.Ford says the price cuts are thanks to the strong Aussie dollar, and savings by getting the Focus from South Africa.That may sound an unusual source for a European-designed small car, but the ones sampled last week looked and felt first-rate. No squeaks, rattles or blemishes.And putting a heavier diesel engine in the nose adds almost 100kg and seems to have done nothing to upset the Focus's sweet handling.There are strong hints of a diesel option on the way for Ford's strong-selling Territory wagon, but the Focus has won the race to be Ford Australia's first diesel car using an engine made by Volvo, part of the Ford group.

Based on the cold, hard facts before us, forking out more than $50,000 for a Mini would be a ludicrous act. Mad. Wasteful.Unimaginable considering the costs involved, size of the car and unremarkable set of numbers that come out from under the bonnet.But after a wonderful drive in the all-new, 'all-BMW' Mini Cooper S, we've a dilemma.When we rationalise the decision, and recall the fabulous moments we've had in cheaper and faster hot hatches, this R56-series Mini misses the mark. If we're honest with ourselves, however, the raw data tends to take a back seat to feelings that linger long after we hand the car back. This is hard to explain.It has nothing to do with nostalgia — this writer has more emotion invested in Coopers beer than Cooper cars — but relates to the warm, comfortable and familiar feeling we'd get whenever we looked at the Mini, whenever we sat inside the whimsical cabin, and whenever we thrashed the little turbo to hear its sweet, smooth revs and its exhaust pop like a penny banger.To some extent its also about the trust we have in BMW to build a safe and solid car, but which in this case has a fun and immature character that the German maker would never dare emulate with cars under its own label.It is reassuring to know the Mini has achieved a five-star Euro NCAP crash-test result, has six airbags, has the latest ABS brakes (with electronic brake-force distribution, brake assist and cornering brake control), that cabin fit-and-finish is first-rate and attention to detail, in most respects, is outstanding.Further vindication came recently when the 1.6-litre turbocharged engine won its class at the renowned International Engine of the Year Awards. Built in collaboration with PSA Peugeot-Citroen, the lightweight aluminium engine features a twin-scroll turbo, direct petrol injection and infinite variable valve timing. It does not have the emotive whine of the previous (Chrysler-sourced) supercharged engine, and has none of the burble and crackle that arose on the overrun, but more than makes amends with its extra smoothness and strength, lower emissions and consumption.The figures themselves are moderate for a three-door hatch priced from $39,900 in standard Cooper S form, rising to $43,500 in Chilli trim and $49,260 as tested here (without on-road costs).The engine produces 128kW of power at 5500rpm and 240Nm of torque from 1600rpm to 5000rpm, with the latter increasing to 260Nm via an overboost function when given a full dose of the accelerator.The result is 0-100km/h in 7.1 seconds and fuel consumption of 6.9l/00km (according to a theoretical test). Our real-world average of 9.4l/100km was nowhere near the latter, but wasn't bad considering the manner in which the Cooper S encourages the driver to explore its boundaries.As was the case with the previous generation, sheer performance is less critical in the front-drive Cooper S than the all-round amusement it provides.The engine is flexible, delivers its power in linear fashion, reveals a forceful nature when revved hard toward its 6500rpm redline and, above all, creates the basis for the fun-filled drive. But no test drive around the block from a showroom will do. It took our favourite winding roads for the Cooper S — which was optioned to the hilt with sports suspension (no cost), a limited-slip differential ($280) and DSC traction electronics ($840) — to deliver the taut, engrossing drive that has, in part, created the dilemma over its net worth.There is some torque-steer when powering out of corners, some chirping from the low-profile (205/45) 17-inch Dunlops when shifting from first to second under hard acceleration.But these add to the experience rather than detract as the Cooper S remains fastened to the road, shows excellent balance and poise and steers with tremendous precision.The firm and unforgiving suspension can be tiresome over a long distances, thumping across road reflectors, bridge seals and broken bitumen, while the run-flat tyres — which, like it or not, negate the need for a spare wheel — roar across coarse bluestone and gravel surfaces. But there is little room for criticism in the driving department.Inside, the cabin is even more idiosyncratic with new features such a monumental dinner plate (20cm diameter) speedometer in the centre of the dashboard, along with single-zone climate controls in the form of the Mini motif and, in the roof lining, a second row of toggle switches for functions such as mood lighting when the large optional sunroof ($1840) or a lights package is specified.There are some problems. Despite its size, the speedo is hard to read at a glance and forces the driver to program a digital speedo on the small LCD screen inside the tachometer, the latter continuing as a large (10cm diameter) gauge glued to the steering column.The trip computer and audio controls on the bottom third of the speedo are far from intuitive. The climate controls further down the centre stack make it easy to send the fan whirring at full-pelt when intending to block out fumes with the air recirculation button.Set inside the speedo, the fuel gauge's “windmill blade” design forces the driver to refer to one of three other screens for a more accurate reading. There are no coolant or oil temperature gauges. No variable intermittent wipers. No lock on the glovebox. And nowhere near enough attention paid to storage, although the back seat tends to be used as part of the load space given the severe shortage of space there.Despite the four-seater Cooper being about 60mm longer than the previous R50 version, there is no rear-seat legroom to speak of if the driver is taller than, say, 6ft (1.83m).But this is a self-indulgent vehicle. It shows that no compromises were made in driver's seat travel, and the driving position as a whole.The aluminium-faced pedals are better placed than before, the thick-rimmed three-spoke steering wheel has buttons for cruise control, telephone and basic audio functions (for the Chilli's thumping 10-speaker stereo), and the ignition fires via a start button.Electric seat adjustment is nowhere to be seen, even with optional full-leather trim ($1460) and electric seat warmers ($490) onboard. But a full range of (effortless) manual adjustment is provided and the bolstering under the ribcage and thighs holds the driver tight.Luggage space is small. The distance to the upright seatbacks is a mere 38cm, floor width 92cm and height to the parcel shelf 50cm, although metre-long objects can be stuffed in when the 50/50-split seatbacks are folded. There is no fold and tumble action for the rear seats to maximise cargo room.We have to remind ourselves that this is a Mini. This might be an all-new version, with no shared panels with its predecessor, but BMW hasn't dared mess with a successful formula. Second OpinionMichael Strachan, 31Occupation: Recruitment consultantLocation: Hoppers Crossing, VicNew car: Mini Cooper S ChilliPrevious car: Falcon XR6 utilityOther cars considered: Renault Sport Megane 225 Cup A previous-generation Mini Cooper owner, Michael Strachan almost bought the Renault Sport Megane.But this time around he went the whole hog with a Cooper S in Chilli trim and a host of extras."The Megane turbo is a fantastic car but it still doesn't have the drive or just the appeal of the Minis," he says. "There's no other car on the road that has the smile factor of the Mini. There're also little things, like with the turbo Megane you can't get it with a sunroof — whereas you can get anything you want in a Mini, and that comes a lot into it."The ride is probably the most improved over my previous Mini. It's a lot more pliable — there's a little bit more bodyroll through corners taken with great speed, which I occasionally do, but for day-to-day driving it's much more pleasant."I find a bit of torque steer (when) accelerating hard but on the whole it's something you learn to just ease on the throttle a little. I've taken it on some spirited runs with other Minis, and it runs fantastic."Anyone who buys a Mini does it as a selfish purchase."You buy the car for yourself — you don't buy it for lugging a family around." Verdict Plus: Unmistakable design. Fascinating interior. Terrific handling.Minus: Engine's aural qualities toned down. Cramped back seat. No spare wheel. How it measures upMini Cooper S ChilliComment: Mini enters a new era with this 'R56' series. Turbo is less emotive, but the drive still fascinates. Fabulous handling, steering, braking. The run-flat tyres can be harsh. Unique, but expensive. Gatecrasher ... Peugeot 207 GTi with same engine here in August.Price: $43,500Warranty: 3 years/Unlimited kmEngine: 1.6-litre turbocharged fourPower/Torque: 128kW/240NmTransmission: Front-drive, six-speed manual (six-speed automatic $2200)Seats/Weight: Four/1130kgFuel tank/type: 50 litres/premium unleadedLitres/100km: 6.9 city/highway combined0-100km/h: 7.1 secondsTurning circle: 10.7mAirbags/ESC: Six/Yes Ratings Value: * * * 1/2Performance: * * * *Overall: * * * 1/2 Volkswagen Golf GTI 3 doorComment: Mini diehards will call GTI boring, bland. Less garrulous and fewer gimmicks, but GTI is not without heritage. This incarnation offers a rich blend of performance and handling. Great all-rounder. If only ... new GTI concept has a 477kW W12 engine!Price: $38,490Warranty: 3 years/100,000kmEngine: 2.0-litre turbocharged fourPower/Torque: 147kW/280NmTransmission: Front-drive, six-speed manual (six-speed DSG auto $2300)Seats/Weight: Five/1340kgFuel tank/type: 55 litres/premium unleadedLitres/100km: 8.1 city/highway combined0-100km/h: 7.2 secondsTurning circle: Turning circle: 10.9mAirbags/ESC: Six/Yes Ratings Value: * * * *Performance: * * * *Overall: * * * * Ford Focus XR5 TurboComment: Not a "hot four" with its 2.5-litre inline-five turbo, but XR5's Volvo-sourced engine is a ripsnorter. Handling, sharp steering and powerful braking are also along for the drive. No cruise control a sore point. Low heat ... 110kW 2.0-litre Fiesta XR4 on sale at $24,990.Price: $36,490Warranty: 3 years/100,000kmEngine: 2.5-litre turbocharged fivePower/Torque: 166kW/320NmTransmission: Front-drive, six-speed manual onlySeats/Weight: Five/1442kgFuel tank/type: 55 litres/premium unleadedLitres/100km: 9.3 city/highway combined0-100km/h: 6.8 secondsTurning circle: 11.7mAirbags/ESC: Six/Yes RatingsValue: * * * 1/2Performance: * * * *Overall: * * * * Renault Sport Megane 225 3 doorComment: Note HSV's Astra VXR and Honda's Civic Type-R. But hot Megane leaves its mark. Impresses in most areas. On 5dr for $44,490 you get stiffer suspension, fatter tyres, drilled disc brakes. Look again ... even hotter Megane 228 F1 R26 due late August.Price: $37,990Warranty: 3 years/100,000kmEngine: 2.0-litre turbocharged fourPower/Torque: 165kW/300NmTransmission: Front-wheel drive, six-speed manual onlySeats/Weight: Five/1325kgFuel tank/type: 60 litres/premium unleadedLitres/100km: 8.8 combined0-100km/h: 6.5 secondsTurning circle: 10.5mAirbags/ESC: Six/Yes Ratings Value: * * * 1/2Performance: * * * *Overall: * * * 1/2 

For the next week; the Kia Rio is the cheapest car on the market.Kia is offering several discounts and incentives in a marketing campaign that expires at the end of this month.The five-door manual 1.4-litre model is reduced $2000 to $12,990, while the 2006 1.6 EX hatch without ABS and the 2007 model with ABS are discounted $1500 to $14,490.The Sports hatch, EX sedan and EX-L sedan are not discounted, but Kia Motors Australia is giving away $1000 worth of petrol on all Rios sold before the end of the financial year.These are fine incentives, but so is driving the car.I recently tested the base model LX hatch with five-speed manual transmission and a 1.4-litre engine, as well as the top-of-the-range EX Luxury sedan with four-speed automatic transmission and a 1.6-litre engine.It is surprising how well budget cars run these days.Both these models are well built, with a good array of creature features, well-mannered road behaviour, a comfortable cabin, frugal fuel economy and satisfactory safety features.Kia Rio scores a four-star adult occupant crash rating in the Euro Ncap tests; as well as two stars for pedestrian safety and a three-star child protection rating.So the discounts and petrol incentive are simply icing on quite a palatable little cake.The 1.4 gets along quite well for such a small engine.Mated to the manual gearbox, it needs a bit of stirring off the line, but then picks up nicely.The gearbox is on the rubbery side, but easy to use with a light clutch feel and well-placed ratios. At full belt, there isn't much noise at all. The cabin is very quiet and the little engine doesn't sound like it's screaming its double overhead cam head off.The 1.6 has more oomph, but I had the auto, so it wasn't easy to compare. The four-speeder is smooth, without flaring or hunting, although it revs out a bit much in first.Brakes are on the spongy side and need a good push to get maximum stopping power. The EX-L and Sports come with ABS, while it is an $850 option on all other models.Steering is too heavily weighted to the centre and too light away from the centre. It points into corners a bit slow and gets light in the middle of the corner when pushed hard.A tight 10.1m turning circle makes it very manoeuvrable in shopping centre car parks.Surprisingly, there is not a lot of body roll from the McPherson strut front and torsion beam rear suspension; and the ride is very good for a light car.Inside there is plenty of hard plastic as you would expect from the budget model, but the build quality is high and nothing rattled or squeaked. It has powered front windows, but doesn't have powered door mirrors, which can be a nuisance.Controls all fall to hand in a natural manner. You can immediately operate the sound, air conditioning and other controls without having to check the owner's manual.The 1.6 interior has slightly classier trim, power rear windows and mirrors and that's about it. Cruise control would have been a nice addition.Seats in both models lacked support and can get uncomfortable on a long drive.Cabin room is good for five adults with plenty of legroom and wide door access.The front floor mats need fasteners because they slide dangerously under the pedals. This is almost inexcusable, despite the price.The boot in the hatch is small, but has a flat floor with no suspension intrusion and is fully carpeted, unlike some competitors. And surprise, surprise, it has a full-size spare wheel under the floor, again unlike some of its opposition.While the rear seats fold down to provide a large cargo area, they don't fold down totally flat. The cargo privacy cover is also on the flimsy side.Boot space in the sedan is big enough for a couple of large suitcases and a few other bags and the floor is again flat with carpeting throughout. However, there is no boot release.The Rio lives up to the high quality standards of its brother Korean company, Hyundai. Panel gaps are close and consistent and paint quality is lustrous with some vibrant colour options available.The LX hatch and EX hatch and sedan come with 14-inch steel wheels, while the Sports has 16-inch alloys, and the EX-L has attractive 15-inch alloys.Making the free petrol offer even more attractive is how far that $1000 will go.At today's prices that will get you a little more than 800 litres.According to Kia, the LX manual uses 6.7 litres every 100km, so that is almost 12,000km of “free” motoring.By my calculations, it was thirstier than that, but that was mainly due to my over-eager driving.Because the 1.6 auto didn't need to be revved quite as hard to get moving, it returned closer to the manufacturer's claims of 7L/100km.As fuel prices remain volatile, light cars will continue to enjoy strong sales.The Rio fits the bill with a tick in every box — economy, safety, comfort and handling.   Kia Rio LX Hatch and EX-L Sedan$12,990 (LX), $18,990 (EX-L)Engine: 3 stars1.4 and 1.6 are lively, smooth and quiet.Handling: 3 starsSmooth ride and little body roll, but vague steering.Safety: 3 starsBut two stars for the LX without ABS standardValue: 4 starsEconomical driving without having to cut too many corners on featuresTech specsBody: 5-door hatch, 4-door sedanEngines: 1.4 Litre DOHC (LX); 1.6 litre DOHC CVVT (EX-L)Power: 70kW @ 6000rpm (LX); 82kW @ 6000rpm (EX-L)Torque: 125Nm @ 4700rpm (LX); 145Nm @ 4500rpm (EX-L)Bore x Stroke: 75.5x78.1mm (LX); 76.5x87mm (EX-L)Compression: 10:1Economy: (COMBINED L/100KM): 6.7 (manual) 6.8 (auto) LX; 6.8 (manual) 7.0 (auto) EX-LEmissions: Euro IIIFuel: 45-litre tank, ULPTransmission: 5 speed manual, 4 speed automatic ($2000 option)Brakes: ventilated front disc, rear drumSuspension: McPherson strut (front), torsion beam (rear)Wheels: 14" (LX), 15" (EX-L.6), full-size spareTyres: 175/70 R14 (LX); 195/55 R15(EX-L)Dimensions (MM): 3990 (hatch length), 4240 (sedan length), 1695 (w), 1470 (h), 2500 (wheelbase)Weight: 1193kg (LX), 1181 (EX-L), (auto adds 22kg)Turning Circle: 10.1mWarranty: 3 year/100,000kmVerdict: for economy, safety, comfort and handlingAgainst: boot space, steeringOverall rating: 3 starsA practical package 

Another week, another hot hatch. The calendar is crammed with touchdown times for compact cars as more and more makers introduce stars in the booming compact class.This time it is Honda putting the punch into its Civic, using a hotrod Type R hatch being shipped from Britain.It has taken more than a year to nail the deal, to give Honda a car to run up against everything from the Ford Focus XR5 to the Volkswagen Golf GTi, but there is plenty to like.The Type R has a hot 2.0-litre engine with 148kW, a six-speed, close-ratio manual gearbox, big brakes, alloy wheels, sports suspension and tightly wrapped bucket seats. All at a benchmark $39,990, despite the potential threat of exchange-rate variations between the pound and dollar.Even better, the Type R looks hot.The three-door hatch has all the flair and fun factor that is missing from the regular Civic sedan, which is built in Japan and aimed at conservative customers who would never consider a Type R.Then again, the youngsters who will fall in love with the R car — despite, or perhaps because of, its raucous, revvy engine and go-kart suspension — would not look twice at a standard Civic.They are expected to shop it against the XR5 and GTi and all the rest of the hatch hotties, but also to run it up against a Subaru WRX or Lancer Evo as a potential funtime friend.Honda says the Civic R will sprint to 100km/h in 6.6 seconds and has a top speed of 235km/h.Fans of the R car are going to have to move fast to get one because Honda Australia is getting only 100 cars a month. It's a simple numbers game because production in Britain is limited by the number of R engines coming from Japan.Then again, Australia has been allocated 1200 cars a year and Singapore — is far smaller than Melbourne — which is getting 800. But bling is beyond big in Singapore.“We believe this car will reinvigorate our brand in Australia,” Honda Australia senior director Lindsay Smalley says. “For Honda Australia this is a branding issue, not a profit issue.”The new Civic hatch is the first Type R in the local Honda line-up since the Integra coupe, which wrote the book on extreme street machines. There were two models and both were beyond harsh and beyond noisy, but sold strongly and gave Honda some much-needed bragging rights.It will be the same with the new Civic, which was aimed at Australia from the day the Type R was unveiled as a motor-show tease.But there are some questions and some concerns.The Australian Type R is punchy, but the Japanese equivalent has more than 160kW, a difference Honda Australia puts down to local fuel. And there is only a manual, no auto.The bodywork comes only in red, silver or black. With a red/black cabin.There are also noticeable production flaws in the British-assembled cabin that would not be seen, nor tolerated, in a Honda built in Japan or even in Thailand, which supplies most of the models sold in Australia.On the roadThe Type R looks great and it is a top drive. The styling finally puts some real Gen-Y excitement into Honda showrooms, in everything from the cabin trimming — and red instrument lights, in place of blue in the regular Civic — to triangular exhaust tips. It is a car that has been built to look good.It would look even better if the plastics in the cabin actually matched and were assembled without blemishes, and if there were no rattles.But the Civic R is really about driving. It is smoother and quieter than we expected, at least from early British reports, but still has great cornering grip, nice balance and instant response to the steering and slick six-speed shift.The engine takes some work and does not even get going until 5500 revs, but will scream happily to the redline at more than 8000.It's in sharp contrast to the turbo engines used in most other hot hatches in 2007, including the XR5 and GTi and Mazda's rampant 3 MPS, which is good and bad.It has more character, sounds great and is fun to thrash through a set of bends.But you have to work harder, there is little torque for instant hit and the engine can be a cop trumpet.The brakes are terrific, there is no more noise from the tyres than expected. The traction control is not intrusive and can be switched off.There is plenty of standard equipment including cruise control, twin-zone airconditioning and the airbags.The back seat is surprisingly roomy once you get in, and the car is easy to park.The driver's seat is set too high, despite a height adjuster and the front buckets — which were excellent Recaro seats in the earlier Integra R — would be a lot better with more than just a click-change adjuster.Still, there is an awful lot to like in the Civic Type R and it is a true fun runner.Honda Australia will have no trouble selling its allocation of 1200 cars and their owners are going to be happy.  Inside viewHonda Civic Type RPrice: $39,990 on sale now.Body: Three-door hatch.Engine: 2.0-litre iVTEC four cylinder.Power: 148kW at 7800 revs.Torque: 193Nm at 5600 revs.Transmission: Six-speed manual, front-wheel drive.Safety: ESP, ABS, front-side-head airbags.Economy: 9.3 litres/100km (Claimed, ADR81/01 combined). 

Audi makes some wonderful large luxury vehicles.It makes some even better large luxury performance cars.Sadly absent from the Australian line-up since 2003, the S3 is back and it is, as Michael Jackson might say, b-a-d, bad. But that's a good bad, if you get my drift.The S3 is on sale now from $65,500 with standard 18-inch wheels, quattro all-wheel drive, xenon headlights, sports suspension, sports seats and six airbags — front, side and curtain. That is slightly less than the exit price of the previous model.You can increase that base price considerably with a range of options, including the full bucket seats at $6700 (and for that you lose the side airbags, reducing the count to four).There is also the flat-bottomed steering wheel at $700, satellite navigation at $5300, two-tone leather for the basic seats ($400) and a sunroof ($1850).“The S3 is not a car for everybody, it is one for the driving enthusiast,” Audi Australia managing director Joerg Hofmann says.“It is a sports car for everyday driving and we expect to sell around 100 a year.”There is nothing particularly mystical about the S3. It is a series of sensible, performance enhancements on VW's proven Golf GTi package that mesh together to provide a seriously fun whole.The underpinnings of the car are the “standard” McPherson front end with a multi-link rear, a good splash of aluminium components to reduce unsprung weight, a 25mm lower ride height than the standard A3 and the firmer settings of the S-Sports suspension package.Motivation is from the VW/Audi family's brilliant 2.0-litre direct injection turbo, which has been beefed with optimised injectors and an increase in turbo pressure of 0.3 bar up to 1.2 bar to give the little four V6 power of 188kW at 6000rpm and a cracking 330Nm of torque from 2500rpm through to 5000rpm. That may be 7kW and 20Nm down on the European tune for the engine, necessary according to Audi Australia because of durability issues in Australia's hot climate and 95 RON fuel, but it hardly diminishes the performance of the S3.Keeping it all together and getting the drive to the road in a manner that allows a 5.9 second sprint from standstill to 100km/h and a limited top speed of 250km/h is Audi's quattro all-wheel drive.The system utilises the electro-hydraulic Haldex clutch, modified for the S3, to distribute optimised drive through all corners.The six-speed manual is a precise box with shortened throws and well-sorted ratios.Ride quality is not plush but that is not what you would expect from this package. What the car does do is cling to corners like an obsessive octopus. The grip is something to behold and the envelope for forgiveness extreme.That mechanical grip coupled to the array of electronic minders — stability and traction control, electronic limited slip differential, anti-lock brakes and brake assist — makes the S3 both exciting and secure.Unlike many similar “hot” versions of mainstream cars the S3 does not announce its presence with wings, airdams and screaming badges. Some discreet badges, the purposeful stance and twin pipes are the limit of the car's boastingLaunching at the same time as the S3 is another of Audi's niche products, the Roadster version of the TT, which will arrive at $77,500 for the 2.0-litre turbo and $92,900 for the 3.2-Litre V6.Not as focused as the S3, the ragtop TT is nonetheless a creature of some ability and considerably more overt presence.One of the more sensible results of adding a folding roof to the TT is the absence of the two rear seats from the coupe.Utilising the Audi spaceframe construction, the TT Roadster is a nicely balanced package with extensive use of aluminium to keep weight down. Audi says 58 per cent of the TT is aluminium with a bias to the front, while the heavier steel components are used in the rear of the car.The result is a chassis 120 per cent torsionally stiffer than the previous model and 45 per cent lighter than an all-steel construction.As much as it is a car for being seen in, the TT Roadster can hold its own in most equivalent company putting the 0-100km/h sprint behind in 6.5 seconds in the 2.0-litre FSi and an impressive 5.9 seconds with the V6 fired up.All of that is with an automatic box because there is no manual option available. Not that there is anything wrong with the six-speed S-Tronic (read double clutch DSG) box.The test car benefited from the addition of the optional ($3000) active magnetic ride dampers.In essence the dampers are filled with a fluid which contains particles sensitive to electric charge.When the central control unit deems it necessary, taking input from a battery of sensors around the car, a charge is passed through the fluid, changing its viscosity almost instantly, stiffening the rebound and providing the car with a totally new character. SNAPSHOTAUDI S3Price: $65,500Engine: 2.0L 4-cyl turbo FSI, 188kW, 330NmTransmission: 6-speed manual, quattro all-wheel drivePerformance: 0-100km/h in 5.9 seconds, 250km/h top speed limited AUDI TT ROADSTERPrice: $77,500 (2.0); $92,900 (V6)Engine: 2L 4-cyl turbo FSI, 147kW, 280Nm; 3.2L direct-injection; V6 petrol, 184kW, 320NmTransmission: 6-speed manual with auto mode; front-wheeldrive (2.0), quattro AWD (V6)Performance: 0-100km/h 6.5 seconds (2.0), 5.9 seconds (V6); 237km/h top speed (2.0), 250km/h limited (V6)

It's fair to say the Mazda 2 has never really lived up to expectations. Competing against the likes of Toyota's renamed Yaris and the popular Hyundai Getz, it languishes near the middle of the light c

This time the best selling Mazda 3 gets the treatment, using the same smooth 2.0-litre turbo diesel that can be found in the larger Mazda 6.