Hatchback Reviews

Many Aussies have fond memories of the breed, but there are also some who are less enamoured with it. So, the Punto had its work cut out for it.It ended last year as one of our finalists in the CARSguide Car of The Year and with good reason. It's a well-equipped machine.We're driving the 1.9 JTD Emotion five-door, which gets cloth trim - in this case an odd greenish hue but, after all, it's European - and plenty of standard safety gear.The Punto has ABS brakes and (in the case of the 1.9 models) standard stability control, two front and side and window airbags, anti-whiplash front seats and seatbelts with pre-tensioners and load limiters.Once in the cabin the seating is comfortable and supportive for lateral movement, but the driving position still feels like you need long arms and short legs. That's despite the inclusion of reach-and-rake wheel adjustment, but most average-height folk won't have a problem.There's airconditioning, trip computer, cruise control, remote central locking, power front windows, power mirrors, leather-wrapped steering wheel and gearshift.The Emotion model also gets a six-speaker CD sound system which produces a nice noise, with steering-wheel-mounted controls.It might be seen as a bit gimmicky, but the electric “dual-drive” power steering offers the driver two levels of assistance - one for around-town twirling and the other for open road work. You can feel the difference but only the weak-limbed are going to need to switch it to city mode to park this little Euro.Despite not even topping two-litre cubic capacity, the Punto can be whipped along at an indecent rate. The power peaks at 80kW but the 280Nm of torque does plenty when it only has to shift 1220kg from standstill. There is a moment of hesitation as the turbo huffs and puffs, but once it has boost pressure on board the little Punto can whip away, but the noise betrays its combustion system. It's not overly intrusive, but you won't be in any doubt that it's a diesel.The six-speed manual is a reasonable gearbox (there's no auto on offer), with a clean, if a little rubbery, shift, but there can be a bit of “snatch” between the gearbox and the engine if it's in the meat of torque curve and throttle use is not super smooth. Fuel use during our metropolitan stint was around 7 litres/100km, but throw even 20 per cent highway driving into the mix and the ADR figure of 5.5 litres/100km is more than believable.The highway figure of 4.4 litres/100km means 45 litres has the potential for 1000km on the highway.With an auto, the diesel would have added appeal but even as a manual the Punto diesel has plenty going for it. SMALL TOURQUEFiat Punto EmotionPrice: $27,990.Engine: 1.9-litre eight-valve common-rail intercooled direct-injection variable geometry turbocharged four-cylinder diesel.Power: 88kW at 4000rpm.Torque: 280Nm at 2000rpm.Transmission: Six-speed manual, front-wheel drive, with stability control.Suspension: Independent MacPherson struts, dampers and anti-roll bar (front). Independent torsion beam axle and hydraulic dampers (rear).0-100km/h/top speed: 10 seconds/190km/h.Fuel consumption/capacity: combined 5.5 litres/100km, tank 45 litres.Dimensions: Length 4030mm, width 1687mm, height 1490mm, wheelbase 2510mm, track fr/rr 1473/1466mm, boot 275/638 litres.Weight: 1220kg.Brakes: Four wheel discs, front ventilated, with ABS and EBD.Wheels: 15in alloy.

It was a typical road trip: coffee at Coolum, pancakes at Gin Gin, crab sandwiches at Miriamvale, a steak at Gladstone, roast beef at Rockhampton.So the little European hatchback was stopping frequently to refuel driver and co-driver. No need to fill the car up, however. This was a diesel, seemingly happy to go forever — well, count on about 1000km on a 50-litre tank of fuel.It's compact, but doesn't seem cramped. Light, but doesn't feel flimsy. Reasonably priced (for a chic Euro design, anyway), but is well equipped and extremely comfortable.Peugeot reckons the 207 is not the replacement for its 206 model, which has been here since 1999, and continues on sale. Rather, they say, the 207 is “an alternative” aimed at “new generation of customers”.The 207 is longer, wider, taller, sits on a longer wheelbase, has a larger turning circle and weighs almost 10 per cent more, but is still no heavyweight.Baby Peugeots have always been agile little jiggers. The 207 carries on that excellent tradition, while feeling a whole lot more solid than several of its predecessors.As well as looking sharp, it can boast great seats, a supple ride and roadholding which makes it a pleasure to steer.And its diesel engine may be small, but this one feels like a robust, healthy heart pumping away. It accelerates strongly enough, cruises in a refined fashion and happily pulls up long hills.As in most of the latest well-bred diesels from Europe, the average person would be hard-pressed telling it's not a petrol engine. All yesteryear's clattering and chugging, the not-so-good vibes and the feeble acceleration, have been eliminated.And it's thrifty. The fuel consumption (after a mix of highway cruising plus lots of in-town to-ing and fro-ing) averaged a thrifty 4.8 litres a 100km, the same as the official rating worked out by a complicated formula in a laboratory.The diesel HDi version comes in XT trim, middle of the several levels of 207 which Peugeot imports, and is $3000 dearer than its similarly equipped, petrol-engined sibling (which has more power, much less torque, slightly faster 0-100km/h acceleration, and a greater thirst).Critics of diesel cars will pounce on that $3000 gap to argue it would take years to save enough from the fuel bill to account for the higher purchase price. But diesel owners can expect to get back the initial premium when they sell.The 207's HDi powerplant is quite a high achiever, even among its well-regarded peers. Consider that VW's 1.9 litre diesel, as fitted to the Golf, has 77kW of power and 250Nm of torque. Yet the Peugeot diesel, with only 1.6 litres capacity, manages to out-gun it in power (80kW) and nearly match it in torque (240Nm).Peugeot's stopwatch says the HDi diesel takes 10.1 seconds to go from 0-100km/h (compared with 9.6 seconds for a 1.6 litre petrol-engined 207). Anything near 10 seconds is good going for a small car, especially since the diesel version weighs almost 100kg more.Of course it weighs even more if you stop for pancakes and crab sandwiches on the Brisbane-Rocky run. But you must find some reason to pull up and stretch your legs, since there's no need to refuel.

So when it came to taking her for a ride in the Suzuki SX4, I expected a barrage of criticism about a nifty but frankly impractical car for city driving. But she loved it.Apart from the nice dark blue (Kashmir Blue) paint job and the aircraft-like control panel that lit up brighter than Halley's Comet, it was all about comfort.This meant the ease with which she could get in and out of the vehicle. She had no problems, unlike the struggle she has with my ageing Laser hatchback.She was also riding a little higher than usual and had a good clear picture of the road ahead again.I suspect mums with young children would also find the height of the Suzuki much easier to negotiate for baby capsules.But for the driver, a few negatives need to be stated.For a start, the boot space is small - my grandmother's walker wouldn't fit into it - unlike my little Laser. I found the five-speed manual slightly clunky, but I've been reassured they loosen up after a few thousand kilometres. There is a blind spot at the front where the car has an extended A-pillar and a slight noise issue at 110km/h.But there are plenty of positives.Number one is the keyless entry and keyless ignition. After initially believing this feature was more gimmick than useful gizmo, it proved surprisingly practical.Take the scenario of diving into a handbag searching for keys while holding six bags of shopping. It doesn't happen with the SX4. While the “key” needs to be very close to the car - in your handbag or pocket - the driver merely pushes a door handle button to gain entry, then turns the ignition starter.The SX4 has great handling around corners and the steering isn't too sensitive like many new cars. It was a nifty city driver, particularly when it came to parking.But the SX4 is an off-road vehicle and it needed to be put through its paces in the mud around Port Gawler. I'd never driven in the sand and mud and I'm sure my husband expected the car to get bogged and to be hailing for help. Fortunately, the water hazards proved far from that and the good grip from the 4WD ensures the driver is in control.For a small car at a good price of about $24,000, there are plenty of nifty standard features, including six-stacker CD, cruise control, roof racks, power windows, fog lamps and a leather-clad steering wheel.It has six airbags, an immobiliser and child-proof rear door locks.The SX4 is a great car for the price and a petrol miser. But don't believe me. Ask my grandmother.

The Laser was a shining light in the Ford range for the 20-plus years of its life before being dumped in favour of Focus in 2002. It had been the best-selling small car in the local market at one time and had a strong following from loyal owners who appreciated its economy and reliability. Those same qualities make it a popular choice for young drivers today.Model WatchThe Lasers that preceded the KJ model were pretty much just rebadged Mazda 323s, but the 1994 KJ was an attempt by Ford to move a little further away from the Mazda.For the first time there was even a unique body style. It was also unique in that it was imported from Japan whereas the earlier models had been built locally.An expanded range of three models included three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed at the youth market. Ford's stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, with a sharper boot and tail lamps to distinguish the rear.The KJ Laser sedan was larger than the model it replaced. Its wheelbase was 105mm longer, and the track was 30mm wider, adding up to significantly more head and shoulder room in the front, and more rear legroom.It was the Liata that really marked the move away from the 323. Given the popularity of five-door hatches, Ford regarded the Liata as the main model in the range.The Liata was smoothly styled and showed that hatches didn't have to be unpleasant boxes simply delivering function.Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new. With a steeply raked roof, spoiler mounted on the rear window, and large roundish tail lamps it cut a stylish profile. It was also slightly shorter than the sedan, because of its shorter rear overhang, but that didn't impact on its interior roominess.There was no mistaking a Lynx. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, sharply bobbed tail with a spoiler mounted on the rear glass, and egg shaped rear lamps making a bold statement.The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and sedan.Buyers could choose from 1.6-litre economy or a 1.8-litre performance engines. Both were double overhead camshaft units with sequential fuel-injection and variable intake which was designed to deliver torque at the low end when the intake tract was longer and power at the top end when it was shorter.The 1.6-litre economy engine was standard in the LXi and Liata. It produced 80kW at 6000 revs and 143Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed engine in the previous model.The 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. It put out 92kW at 6000 revs and 160Nm at 4000rpm.An upgraded five-speed manual gearbox or a four-speed electronic auto delivered the power to the front wheels.Underneath lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx. Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment and upgraded sound systems.The entry-level model on the sedan and Liata was the LXi and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.In the ShopThe KJ was built in Japan, which generally means better build quality. Add to that a stiffer body than preceding models and you have a car that stands up well. The KJ is not a car that suffers from rattles, unless it has been involved in a crash and poorly repaired.Mechanically the KJ is sound, the Mazda engines are reliable and give little trouble.Crunch TimeDual airbags were initially only available as an option on all models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.Owner's viewOwners generally report few problems with the KJ. They appreciate the performance of even the 1.6-litre and fuel consumption around 8-litres per 100km. Roominess is another aspect praised in the sedan and hatch.How muchShopping around for a car that has not been involved in a crash and also has a good service record will bring you rewards in this price range. For an entrylevel 1.6-litre LXi sedan you can expect to pay $3500-$4500. Add $1500 and you'll drive a stylish 1.8-litre Liata hatch. For the sportier ride of the Lynx you'll need to pay $5500-$6500.Rivals Mazda 3231994-1996 $3300-$6500Nissan Pulsar1995-1998 $4200-$7600Holden Astra1996-1998 $6000-$7600 Verdict While earlier Lasers were basically re-badged Mazda 323s this model had a unique body style and was fully imported. Ford's attractive styling combined with Mazda quality, safety and reliability make the KJ a good buy as a second car or first car for young drivers.RATING 65/100Stylish and practical small carRoomy interior will handle four adults with their luggageReliable Mazda mechanical package in a Ford bodyCheck bodywork closely for signs of accident damageWell balanced and responsive handling

TOYOTA'S dominance of the Australian new vehicle market is set to take a big step forward with the arrival of the new Corolla.It's heavier and stronger, and as efficient as its popular predecessor.While not keen to nominate numbers, Toyota execs are anxious to knock GM's Commodore from the top sales spot and believe Corolla is the car to do it.The range has been split - the Euro-styled hatchback and the more sedate Japanese-designed sedan, developed separately to maintain the different personalities.Toyota has added structural body reinforcements and closed panel gaps to make new Corolla more aerodynamic, despite its tall-boy configuration.Toyota executive sales and marketing director David Buttner says the new look aims to broaden Corolla's appeal and reduce the average age of ownership without alienating the loyal band of Corolla owners. “There's now a real focus on style and driving enthusiasm as we inject more passion into the Corolla brand,” Mr Buttner says.“We have a real opportunity with people under 35 who buy around a quarter of all small cars.”The sedan and hatch are offered in entry-level Ascent ($20,990) and mid-level Conquest grades ($25,500). The range also includes a sports-oriented Levin SX ($25,500) and ZR ($29,500) hatches, and a luxury Ultima sedan ($31,990).All new Corollas (except the auto-only Ultima) offer the choice of an all-new six-speed manual transmission or a four-speed electronic automatic as a $2000 option.A new 1.8-litre four-cylinder engine, produces 100kW of power (up from 93kW) at 6000rpm and torque has risen from 161Nm to 175Nm at 4400rpm. Toyota claims the new powerplant is the only engine in its class with continuously variable valve timing on inlet and exhaust ports for better performance, emissions and fuel use.The hatch claims an ADR fuel economy figure of 7.4 litres/100km (manual), rising to 7.7 litres/100km for the auto, while the sedan returns 7.3 litres/100km in manual guise and 7.4 litres/100km for the auto.Corolla boasts ABS brakes and dual front airbags (with a safety pack offering front-seat side airbags, curtain airbags and a driver's knee airbag on all models) but there's no stability control system on offer.Among the other standard features are reach and rake adjustable steering, an MP3 sound system, front power windows and airconditioning, with the Conquest adding 16in alloy wheels, the full complement of airbags and the cruise control, leather-bound steering and leather gearshift, keyless entry and start, a six-CD sound system with MP3 player jack, fog lamps, Bluetooth and rear power windows as standard.The Levin SX sports hatch adds a bodykit, with the ZR model including extra airbags, rain-sensing wipers, climate control, trip computer and auto HID headlights. The top-spec Ultima sedan has leather trim above the top-spec Levin ZR.The first drive showed the stronger, quieter bodyshell is worthwhile but the extra weight has blunted the verve of the 1.8-litre four-cylinder - bring on the diesel and a high-performance V6 (both engines are on offer elsewhere).The six-speed manual is a nice gearbox but the absence of a five-speed automatic is an oversight.The four-speed auto, sampled in the sedan, is decent, with smooth changes and a level of “intelligence” that overcomes the lack of torque.Both cars feel solid and have a level of build and material quality that others don't match.THE STORY SO FAR1967: Corolla, which means “crown of flowers” was launched as a small two-door sedan. Australia was the first market to receive the Corolla from Japan. The little Toyota was assembled at Port Melbourne in 1968 and won its class at Bathurst that year and again in 1969.1970: The updated Corolla proved popular with younger buyers. It was the second-best-selling car in the world that year.1975: Corolla was expanded to a two-door, four-door hard-top, wagon and van range. Annual sales in Australia topped 20,000 for the first time.1981: The Corolla went wedge-shaped and this was the last of the rear-wheel-drive models. After 16 years, Corolla reached production of 10 million vehicles in March, 1983.1995: The front-wheel-drive Corolla was born and became the first mass-produced small car in the world to feature twin-cam multi-valve technology.1989: The sporty twin-cam 1.6-litre and then 1.8-litre engines propelled Corolla, a model critical to Toyota becoming market leader in Australia for the first time in 1991.1994: Toyota launched a 13-model locally-manufactured Corolla range, the first built at Melbourne's Altona plant.1998: Toyota imported the Corolla Liftback to join the locally manufactured range and it was the first Corolla offered in Australia with a front passenger airbag.2001: Toyota unveiled an edgier style, longer wheelbase and new technology, including variable valve timing. A month before the launch total Corolla sales in Australia passed 750,000.

Oh, God...another variant of the Golf. So how many is that, now...23? Just what the world needs, right? Actually, it's pretty much precisely what it needs.This otherwise standard version of the world's favourite premium hatch is host to a wholly remarkable engine.The Golf GT comes with a petrol unit of only 1.4 litres, but pay no heed to its capacity. Ingeniously augmented with twin chargers, this device is a marriage of innovation and performance to thrill the technophile and the petrolhead.More important, it will also provide unchallenging and bother-free everyday driving to those who buy Golfs simply because they're shopping trolleys with just a bit more cachet than a Corolla.The new model will do all that it does faster, cleaner and more frugally than cars packing petrol engines of more than a litre greater capacity. Insome respects, it's closer to VW's own diesels.The GT is a whole lot more than a vowel-less version of its near-namesake sibling.Last week, the Volkswagen Group's two-litre, direct-injection turbo four (2.0 TFSI) won a world Engine of the Year award. It's a marvellous thing that powers, among many others, the Golf GTI.The unit the drives the GT is designated 1.4 TSI. It is, in its way, equally splendid, having also won an international donk gong in its ostensibly lesser category.Although it's a term almost as traduced as “sport”, GT is still generally taken to mean Grand Touring. In this Golf's case, however, it could be seen to have three other, equally applicable, meanings.Greener than treesWith car-makers cursing the European Union's ever more draconian emission and fuel regulations, the engine that will become the VW Group's standard petrol four needed to run leaner and greener.With a six-speed manual gearbox, the TSI uses a claimed 7.7 litres per 100km in combined conditions and emits 183 grams of CO2 per kilometre -- marginally less of both in the manual-matic Direct Shift Gearbox.VW's naturally aspirated 2.0 FSI drinks eight litres per 100km and puts out 192 grams.Geek TechAnyone can reduce consumption by reducing capacity, but this car needs to be moved at a rate that won't disgrace its initials.Having given the 1.4 four-cylinder an enhanced form of fuel injection, VW revived an ancient Lancia idea of combining supercharging and turbocharging.Under hard throttle, a belt-driven supercharger ramps power and torque up from just above idle to over 3000rpm. Its clutch then disconnects in favour of the exhaust-driven turbo, which takes proceedings to the 7000rpm redline.At that point, the DSG automatically goes up a gear, whereas the manual will hold on towards the 7500rpm cut-out.Go Tee: the driving experience|Aside from getting it to within a second of the GTI in a straight sprint, the twincharger has the performance tooverwhelm atmo engines of up to 2.5litres. It delivers its full 125kW at 6000rpm, with the full 240Nm present from 1750rpm to 4500rpm.That equates to a 0-100km/h sprint time of about 7.7seconds in the DSG and just under eight in the six-speed manual version.That ever-diminishing object in your rear-view mirror would be an Australian-made six-cylinder sedan.In daily driving, all that needs be said about this unique and highly effective combination is that you simply won't know it's there -- except that you'll be re-filling with 98 RON almost as infrequently as a Golf TDI owner makes for the diesel bowser.Convential appearance disguises the techIf the twincharger is mechanically unorthodox, an equal part of the car's appeal lies in its thoroughly conventional appearance. No fancy face a la the GTI's honeycomb grille or the R32's quasi-chrome.Indeed, unlike the other two, it has a Golf badge aside from its unique, but discreet, GT badge fore and aft.Aside from these, you need to look hard for design distinctions. The grille is slightly V-shaped with air-inlet openings integrated in the front bumper.Twin tailpipes and 17-inch, 12-spoke alloys subtly allude to something of a different nature.Within; again, aside from the GT-badged, leather-rimmed steering wheel and the boost pressure gauge on the dashboard, you're in Golf territory.Sports-style front seats provide ample support when pressing on and comfort aplently when the going is milder.The manually adjusted cloth thrones can be lowered slightly further than the cowhide, but lack the latter's electric lumbar adjustment.Cabin experience a pleasureThe inside story is pretty much per VW standard, with decent fit and finish emphasised by doors that close with what we're pleased to think of as a Germanic thunk.The quality of materials in the Mark V series may have declined since the previous generation, but there's been some minor tarting up with silver faux-aluminium facing and buttons around the stereo's info screen.The cabin is a pleasant place to spend time, with rear accommodation ample for those of us built along taller and wider lines than average. Rear-seaters are also amply aerated via their own adjustable vents.With an already more than useful 350 litres luggage space -- which can be tripled with the rear seats folded down -- the Golf is massively more commodious than it appears from the outside.Confirmation of the car's identity comes at night when the automatic headlights illuminate, in turn casting the trademark Golf blue glow over the instruments.Safety scores highlyThe Mark V is the safest car for anything like the money, having achieved a record 12-star rating in the Euro NCAP crash tests (five for crash rating, four for child protection and three for pedestrian impact). Six airbags as standard put the Golf at the top of its segment.At 1340 to 1375kg (DSG), it ain't a featherweight. But its planted stance, supported by an excellent active safety measure package -- including ABS, anti-slip regulator, electronic stability and winter driving programs -- provide degrees of protection that belies its compact dimensions.Pricing a reasonable premiumAt first only 420 cars will be brought into Australia, priced from $34,990 for the manual and $37,290 for the DSG, plus a not unreasonable list of options.This means the GT is priced around the level of the 2.0 TDI. Given that the new model deserves to be seen as a distinct (and, indeed, rather special) variant, it seems a reasonable premium.Our road test reflectionsWe left on our 500km run from Surry Hills in morning peak hour, passing through Springwood, Richmond, the Bell Rd to Mt Victoria, Oberon, O'Connell and Kelso. The return leg was a more sedate chug via Lithgow and the Still-Hopelessly-Inadequate Western Highway.So the route included peak hour drudgery, freeway running and some of the State's better B-roads.Reservations about the GT's weedy capacity last less than the time it takes to leave the first set of traffic lights. Power delivery is immediate and, to employ an over-used but entirely apt term, seamless.You might expect some sort of laggardly behaviour when the supercharger hands over to the turbo. There's none.Instead, there's the simple enjoyment of maximum torque being delivered from 1750rpm. In more constrained surrounds, 200Nm can be had from 1250rpm all the way to 6000rpm.There'd be little or no need to shuffle through the standard six-speed manual gearbox, though it would remain our choice of transmission. In the absence of a “true” auto, the great majority will opt for the DSG of our test car and leave it in Drive mode.With slightly more elasticity in the rev range, there are fewer occasions for complaint about this manual-matic's penchant for changing up or blocking your downshifts than in other VWs.Left-foot braking, though, is out -- touching the stopper pedal cuts power to the electronic throttle.There's no caviling about the GT's fuel consumption. At 110km/h on the freeway, this brand new car (572km on the clock when we picked it up) was pulling only 2500rpm in sixth gear, using barely more than five litres per 100km.After the more frenetic, high-boost legs, the average rose no higher than 9.81 litres. The return after 501.6km in combined conditions was 8.4 litres.Since the Golf Mark V line's launch in 2004, each successive version has exhibited more sporting characteristics.If the FSI Sportline wasn't a bad start, the lowered and stiffened GTI showed how to do a rapid front-drive hatch. The V6-packing R32, of course, has all-wheel-drive capability via a Haldex coupling.Dropped by 15mm, the twincharger's suspension sits between the FSI and GTI, sharing the latter's 225/45 R17 Continental SportContacts.Still, the GT is dynamically akin to the softer model, which makes for a little more pitch and roll than is ideal when going hard, but suits it better to everyday use. That holds true of the steering, which while unafflicted by all that torque, is best suited to the 'burbs.That's as it should be, given that the GT is intended as a more mainstream model than the GTI. It is forgiving and predictable in the front-driving, bum-dragging mode -- though under hard braking it's also a bit of a bum-waver.As with the 2.0 FSI model it will supersede, the GT succeeds superbly as an all-rounder, albeit a quicker and cleaner one.Indeed, VW tacitly suggest that the twincharger's performance has been constrained in order to keep it in its place within the Golf range. There seems little doubt that as the engine is fitted to other models throughout the group, its capability will be enhanced.For its part, the Golf GT goes a long way towards being what's needed here and now.

Nothing so neatly sums up the drab conformity of the industrial age as Henry Ford's grim quip about his Model T: “Any customer can have a car painted any colour that he wants so long as it's black.”No single mode of affordable personal mobility offers such a sharp riposte as the R56 Mini range.So bewilderingly varied are the number of exterior and interior trim combinations of the second-generation New Mini (or the new New Mini, if you must), you'd need Einstein or Tesla to make sense of it.The Mini people posit a figure of 15,000,000,000,000,000 — and that's before you start tooling about under the hood with added (additional added?) extras such as the John Cooper Works kit.I copied this number (at least that's what I assume it is) into a notepad while being shown through the Mini plant at Oxford last year. From time to time, I take it out and just sort of stare at it.Yet, on the evidence of the Mini Cooper S now in our hands, it may even be true.This so-called Exclusive model is an early-build show car with 17 optional features, thrusting the base $39,000 asking price to $55,255.Before you delve into this list — which includes a glass roof and joystick-operated satnav — you'll need to choose exterior and interior colour and trim.These in themselves comprise a combination of choices barely graspable. Ours just happens to be of a fairly conventional silver hue — sans racing stripes or Union Jacks — with deep tan leather trim and accents.Which is nice, if only because someone with greater powers of clarity than us has already made the tough decisions, thus saving months of poring over catalogues or online configurators in agonised indecision. It's not so much a burden of choice as a life-sapping crush.Yet the great majority of Mini punters opt for bespokedness of some degree, ensuring almost every Mini you see will have an individuality as distinct as DNA.When the buyer finally gets around to inserting the orb-shaped “key” in the dash and pressing the starter button, they should come to appreciate a drive that's a marginal, but marked, improvement over the previous model.That's down almost entirely to the direct-injection, 1.6-litre four with twin-scroll turbocharger. With a maximum 128kW, this develops a barely discernible 3kW more than the previous supercharged unit, but packs a much more immediately usable 240Nm.An increase of 20Nm over the Gen One, this can be shoved up to 260Nm via the overboost function, enhancing an already bulging torque curve that kicks in at 1600rpm and stays on line until five grand.As though to prove Mini buyers are interested in blowers other than those wielded by their hair stylists, some have touchingly, if unrealistically, demanded the restoration of the supercharger. Well may they whine, because the new engine doesn't.The official 0-100km/h sprint figure is 7.1 seconds, though in something so compact — less than 3m long and barely 1.1 tonnes — the rush is more visceral than numbers convey.When it comes to getting around corners slickly, you'd expect something a bit special — and the Cooper S (almost) delivers.A turn-in that's sabre-sharp is slightly denuded by the electro-mechanical steering's rather remote feel, though in most circumstances it serves perfectly well.Run-flat tyres can cause rollerskate skittering where less rigid sidewalls won't, but the Coop's suspension set-up, seemingly more compliant than before, is well up to most dynamic demands.A six-speed manual, geared slightly too tall in BMW fashion, is the only transmission choice. Accessed easily from an upright, well-supported driving position, it also resembles the parent company's sticks in its ease of action.A more pronounced gate between reverse and first wouldn't hurt. It could conceivably prevent a bit of pain.Things such as these remind you that the Mini is essentially a compact, front-wheel-drive BMW. Except that unlike the utterly ubiquitous conformism of a silver 1 Series, a bespoke Mini will shout “Me!” Fast factsMini Cooper SOn sale: NowPrice: From $39,000 plus endless optionsBody: HatchEngine: 1.6-litre, four-cylinder turbo petrol, 128kW, 240-260NmTransmission: Six-speed manual, front-wheel drivePerformance: 0-100km/h in 7.1 seconds (claim)Fuel: 6.9 litres per 100km (combined claim)Safety: Includes ABS, Brake Assist, Cornering Brake Control, stability control plus traction, brake assist, six airbags

The new Euro IV compliant engine puts out 103kW of power at 6300rpm and 175Nm of torque at 3800rpm in manual form, up 11kW and 5Nm respectively.As well as producing more power it also delivers better fuel economy, down from 8.2 to 7.8 litres/100km for the four-speed auto.They’re modest gains but come at no extra cost because Holden has held prices for the new model at the current level.The bad news is that these figures are generated using premium unleaded petrol.Holden tells us the car will run on standard unleaded but could not supply figures for the reduced power output that will result.The previous engine dropped from 92kW to 90kW when run on standard.The Astra range starts with the entry level CD five-door manual hatch priced from $21,990, topping out at $47,490 for the 2.2-litre Twin Top coupe-cabrio auto.The auto adds $2000.It’s all part of a mid-life makeover for what is Holden’s second biggest selling model behind the perennial Commodore.Launched here in 2004, the Astra holds third place in its own segment, behind Corolla and Mazda3.Holden describes Astra as one of the most complete small car ranges in Australia.However, this overlooks the fact that there is still no sedan.What of a diesel wagon, fivespeed auto or standard electronic stability control? The latter is standard on Commodore, which leads its segment, and diesel Astra gets a sixspeed auto.Holden remains vague when asked about these possibilities, saying only that it is constantly reassessing the pricing and specification of its car in what is a very competitive segment.The engine upgrade is accompanied by minor styling changes with a revised front fascia, headlamp and grille.We were able to take the fourspeed auto for a quick run up to the Blue Mountains and back at the launch of the new model in Sydney.New engine or not, it’s still not going to set the world on fire but it will not disappoint the average driver.

It's more saint than sinner and is squarely in Honda Australia's prayers to fill the long-vacant role as a halo car for the brand that once dripped individuality and the promise of high-revving fun. The Civic Type-R is an edgy, look-at-me style statement that will bring the Type-R badge back to local showrooms but, as Honda Australia's senior director Lindsay Smalley says, with a new take on the hot hatch.“We believe buyers are starting to look beyond stripped-out boy racer specials and petrol-guzzling V8s, turning to cars more in tune with today's times,” Smalley says.“Buyers in this sector still want cars that are sporty and fun to drive yet are more refined, comfortable and practical. It's not just all about the power. It is the whole experience and grown-up buyers understand that.”It is the sort of manufacturer comment that typically precedes the unveiling of a model that falls short in key performance, refinement and fun criteria.Such is not the case with the little Civic and early impressions are that Smalley seems justified in believing the halo effect of the Type-R — the first Civic to wear the Type-R badge in eight generations in Australia and the first British-built Honda to come Down Under — will add impetus to Honda's quest to reach an 8 per cent market share by 2010. From the time the car was unveiled as a concept at Geneva in March last year it has been at the top of the Honda Australia priority list, becoming a reality for the local market only after some severe horse trading behind the scenes at the Paris show.Pricing for the car is yet to be finalised but the single specification model is expected to arrive in Australian showrooms by the end of June and will come in at just over $40,000. Meanwhile, Honda's sales predictions for the Civic Type-R are for 100 a month. And make no mistake: Honda hasn't scrimped here, with plenty of standard kit attached to pull in the buyers.Standard fare for the Civic Type-R will include 18-inch alloys with a space-saver spare, shaped Alcantara sports seats, cruise control, trip computer, stability control, six airbags (including full-length curtain bags), ABS, electronic brake-force distribution and assist, remote keyless entry, foglights, drilled aluminium pedals, multi-function wheel, reach- and rake-adjustable steering, 60:40 split rear seats and it comes in any colour you like as long as it is red, black or silver. The interior trim is a single red/black combination, which looks much better than it sounds.In addition, the wrap-around two-tier instrument display is easy to read.Super Aguri F1 driver Anthony Davidson was on hand at the launch.And it's when he starts to laugh out loud pumping through a high-speed, slightly off-camber right-hander that the Type-R's real potential is under the microscope.“What a great little track ... I have to learn this track,” he says, cracking a smile from ear to ear as he guides the Civic around the Hill Circuit at the Millbrook proving grounds in Bedfordshire, England. “I had no idea this was here. It is just so much fun.”It is Davidson's first half hour in the Civic and on the track, and from both, he is already extracting more than most drivers would be capable of in a month of Sundays.“I had an original Civic Type-R — the wild one — and while it was a lot of fun to play with, this one is so much more ... more mature,” he says. “It is a really nice little thing, and what a place to play with it.”At the heart of the Type-R philosophy is Honda's free-spinning i-VTEC technology, with the power band high in the maximum 8000rpm rev range.In the case of the Civic the car does not get on to the business end of the cam until 5400rpm, just when most of its rivals are coming to the end of their effective range.“Keep it smooth and keep the revs up and you will get the best out this engine,” Davidson says. “I love it because it wants you to keep revving it, it's like a baby race engine.”The naturally-aspirated 2.0-litre inline four offers peak power of 148kW at 7800rpm and 193Nm of torque at 5600rpm. While you might expect the Civic to suffer torque-envy against a bank of turbo-charged competitors — Mazda MPS, VW Golf GTi, Subaru WRX, Ford Focus XR5 — with up to 380Nm on tap from much lower in the rev range, there are other charms to be enjoyed.Getting maximum return is a challenge but one that only adds to the enjoyment. Let the engine drop off the cam — anything below 4500rpm — and you will pay a huge penalty.Urge drops away sharply and time's a wasting as you hunt down through the slick six-speed box to get back into the meat of the torque. Raw performance figures do not do the Type-R full justice. A 0-100km/h sprint of 6.6 seconds is reasonable while the claimed top speed of 235km/h seems achievable.But on the open road the Type-R's track-happy suspension displays some real-world issues. On broken surfaces, particularly at low speeds, the ride is unsettled and can progress to uncomfortable on surface types such as the cobbled European roads.Tyre roar is also intrusive on coarse chip surfaces — think Australia. But the steering is nicely weighted and pleasantly direct and the fully switchable traction control is gentle and non-intrusive until it is actually needed.The brakes are a highlight: ventilated 300mm front and solid 260mm rear discs.

Don't you just hate the aphorism “you can have too much of a good thing” — a propaganda line espoused by the few who have it and aren't especially keen on sharing it.Yet with Volkswagen's Golf R32, it has a certain, highly irritating, ring of truth.The question most frequently asked of this uber-hatch since it arrived locally in mid-2006 would be: is it worth the extra whack over the Golf GTI?This should be a no-brainer. On paper, the R32's rorty, direct-injection V6 and all-wheel drive make it a runaway champion in such a comparison.Except, of course, the GTI boasts a marvellous, direct-injection turbo four and has provided the benchmark for the burgeoning hot-hatch brigade in how to do front-wheel drive.Burdened by the 170 extra kilograms that come with its more sophisticated drive train, the R32's performance advantage is so marginal in most circumstances that its $13K or so premium becomes questionable.Then there's the matter of the GTI's almost polymathic aptitude and its less tangible (but very real) sense of tradition and cachet.Purists can be pleased that the R32 is, at long last, available with the same slick, six-speed manual transmission that graces the GTI.Freed from the artificial constraints built into the manual-matic Direct Shift Gearbox — the sole option until now — an R32 can be revved to, and held at, redline. Never mind that DSG is fractionally faster, the manual R32 can be exploited as a performance hatch is intended.Even if the 3.2 FSI V6 doesn't go as hard as it ought at the top end as it gets to 100km/h in a claimed 6.5 seconds, it's a hugely capable and tractable device.Where you'd normally be looking for lower gears on a B-road, fourth and even fifth suffice to keep the momentum up in this 1.5-tonner.The feel through that GTI-derived steering wheel (the best you'll find in anything beneath exotic money) isn't the equal of the ostensibly lesser Golf. It's vague just off centre, and loads up less evenly.Dynamically, though, the 4Motion all-wheel-drive system promotes this hatch to a league above the bum-draggers.The Haldex multi-plate clutch apportions up to 100 per cent of available torque to either axle as required.Even with the ESP switched off, the R32 is almost impossible to upset, providing acres of play room before front-end push becomes an issue. Provocation makes for some squealing from its ultra-grippy, 18-inch tyres, but for the main part, the R32 simply refuses to be moved from your chosen course, an upright and clinically efficient cornerer.Should things somehow all go awry, the stoppers have real power, if a degree too much grabbiness through the pedal.The trade-off for such shoes is excessive noise over the coarse-chip crap that passes for road surfaces in this part of the country. Deal with it.Visually, the R32 strikes as many false notes as true: it's anonymous in certain respects, too obvious in others.The Jetta-like silver grille is less distinctive than the GTI's honeycomb, whereas the fat exhaust pipes jut awkwardly from slightly to each side of centre.Metallic blue, which has become the signature colour for the model, best becomes the R32. In most other hues, it's just another Golf.Divergent design takes continue within. Lurid, faux-steel inserts are incongruous in the otherwise typically VW dark leather interior.From $55K for the three-door manual, the R32 sits well under the comparable Audi A3, and is car enough to throw a real scare into BMW's 130i. To that extent, it's exceptional value and a package sure to please.But another rival comes in the form of the model that bears the same double-consonant badge — one that's less than a second slower to the tonne and is an equally, if not more, engaging drive in most circumstances.The R32-vs-GTI thing remains not so much a case of less being more as such, but of the latter being more than enough.