Hatchback Reviews

French carmaker Peugeot has long been highly regarded in Australia.The company won respect for its efforts in the early Round Australia Trials, regarded as a true test of a car at the time.But in recent times Peugeot has had a more checkered time with the brand not always well-supported. Consequently it has lost some of the lustre it once enjoyed.Build quality has been an issue with French cars and Peugeot has suffered from inconsistent quality, which wasn't always helped by a lack of support from dealers or importers.MODEL WATCHTHE 307 replaced the 306 in 2001 and came well-credentialed, having been voted European Car of the Year for 2002.The 306 was regarded as a small car, but the 307 was a size larger, almost a mid-sized model.Along with the extra size came an airy and roomy interior, which provided comfortable accommodation for four, or five at a pinch.French cars are usually renowned for their comfortable ride, but the 307 didn't fit the mould. The ride was more nervous and didn't have the absorbency of other Peugeots.On the road it showed a nice balance. It had good grip, communicative steering and a solid braking feel. Overall it was a nice package.Two petrol engines and a diesel were offered in the 307. The base 1.6-litre double overhead cam four-cylinder produced 80kW and 147Nm, and the 2.0-litre generated 100kW and 190Nm. The 2.0-litre single overhead cam diesel had 66kW and 206Nm.The transmission choices were a five-speed manual, which had a rather imprecise shift, and a four-speed auto, which was a limiting factor when it came time to get up and go.In auto form the 1.6-litre 307 was best described as lethargic. Even with the right foot buried in the carpet and the airconditioning off, the acceleration could be measured using the progress of the sun.In manual form it was a different story.With relatively short gearing the five-speed manual car got off the line quickly and with good torque spread it was easy to drive. It took 11 seconds or so to reach 100 km/h from a standstill and another 7.5 seconds to cover the standing 400m dash.The 2.0-litre was a nice little performer and the turbo-diesel delivered at the pump.The 307 came in hatchback form initially, but a wagon and a convertible were added to the range in 2003.The XS 1.6 five-door was the mainstay and had a host of standard equipment including front and side airbags, anti-skid brakes with brake force distribution, cloth trim, power windows, remote central locking, airconditioning, immobiliser, and CD player.The XS could also be had with the diesel engine.In addition there was XSE five-door, which had the 2.0-litre engine plus a leather-wrapped steering wheel and shift knob and five-stacker CD system.The XSi three-door sat atop the range with the 2.0-litre engine plus leather trim and 17-inch alloy wheels.ON THE LOTFOR a taste of French flair, get behind the wheel of a 1.6 XS hatch for $12,000 to $19,000; add $2500 for the frugal diesel.For 2.0-litre punch you will need to pay $18,000 to $22,000, add another $1500 and you will drive away in an XSi three-door.IN THE SHOPBUILD quality was inconsistent at first and there were a few problems as a result. The 307 seems to be plagued by electrical gremlins.Some owners complain about the rate of brake wear that has them replacing pads and discs relatively frequently. There is also some complaint about brake dust building up on wheels.Seats tend to collapse when the cushion material breaks down.Paint quality is also an issue so keep an eye peeled for blotchy marks and faded areas on exposed surfaces.It seems that most owners rate the 307 highly when all goes well, but quickly become frustrated when problems develop.It's a good idea to find a dealer with experience working on Peugeots because some appear to struggle to diagnose and fix faults when they occur.CRUNCH TIMETHE 307 had an impressive array of airbags that provided a comprehensive package of protection when things turned nasty. All models had front airbags for the driver and passenger, plus front side airbags and front and rear curtain airbags.With anti-skid braking, electronic brake force distribution and emergency brake assist and with good chassis fundamentals, the 307 is an attractive buy on safety grounds.THE BOTTOM LINERoomy car with good driving dynamics, but questionable quality.

The original Suzuki Swift GTi, sold here in the mid-'80s, was a budget-priced bucket of bolts attached to one of the sweetest, micro-sized, twin-cam, multi-valve engines this side of a Suzuki motorbike.You don't see too many of those old GTi Suzies around these days; many were spontaneously added to roadside shrubbery when the engine proved too much for the rest of the car to cope.Still, it was a loveable little rogue of a thing, despite wrist-snapping torque steer and wet-weather handling that left drivers ashen-faced and trembling, as though they'd just been shot (or seen The Catch-Up).Maybe “despite” is the wrong word. The adventurous thrilled in numbers to the GTi's mix of dash and destructiveness, making it an unlikely cult machine. Of surviving GTis, possibly only one or two remain unmodified; such is the fate of the cult car.Twenty years on, Suzuki has incorporated the GTi's DNA into its latest bargain hatchback, the Swift Sport.This isn't as simple as you'd expect. Modern designers face unusual design challenges: the technology exists to make even budget-level cars completely smooth and refined, which sometimes — especially in the case of sporty runabouts — isn't what you want.So some reverse engineering is needed: winding back sophistication to a point where the fun kicks in.The harder you drive the Sport, the more you notice its ancestor's kookiness creeping to the surface.There's barely any torque steer, but enough power is communicated through the wheel to give you at least an idea of something raucous happening up front — without any particular danger that you'll be incorporated into a tree, or oncoming traffic.In fact, given the test car's nuclear yellow paint, there was more danger of blinding oncoming drivers than hitting them. This paint could be seen through walls. It was like driving a glowstick.Forget wet-weather trauma, too — although probably more credit should go to the Suzuki's gluey Dunlops than to its suspension engineers.(By the way, when did tyres become so good? These Dunlops are exceptional, but almost all new tyres are capable of grip levels higher than most competent drivers can exceed. Even those cheap Taiwanese brands with names like Myong Tsing and Tong Foon Speed Monkey Radial aren't entirely dreadful. Someone should re-introduce crossplies, just for nostalgia's sake and to keep the population down.)As with any car so over-tyred, handling in the dry is foolproof. Hit a corner too quickly, and it's no great problem to scrub off speed and change lines.Interestingly, the Sport seems set up to oversteer slightly at exit from medium-quick curves. This is so rare among front-drive hatches as to be almost unique.Suzuki evidently has a playful bunch in its suspension-geometry lab. Hey, for all we know the same guys may be responsible for that hyper-cute exterior.Some gambles have been taken here, but it hangs together well across what is a surprising amount of surface area for such a compact unit.Two things about the Suzuki's interior: it offers enough headroom to wear a top hat, should you be so inclined, and features front seats that, by happy accident, are perfectly sculpted for a certain 42-year-old reviewer's dodgy back.Seriously — and it's purely by coincidence — those seats were perfect. A certain reviewer was tempted to remove them for use in his office.A certain reviewer may even have idly sorted through his tools in search of the correct-size spanners for the job before a certain reviewer considered his bail conditions and woke up to himself.The engine — 1.6 litres, four variably timed valves per cylinder, all the usual tricks — is slightly undersquare (greater stroke than bore) which should provide a little more torque than seems available.No big deal; the engine's sound makes up for that. Suzuki must have had its sonic technicians working harder than Israeli airport security to come up with a note so zesty.For only $24,000, ridiculous value is represented here. It's only after a few days of driving that tiny quality differences between the Sport and its more expensive Mazda and Honda competitors become obvious.They're only small matters — a slightly buzzier reverse gear, for one — and nothing that would be a deal-breaker.Of course, for some drivers wanting to reconnect with some GTi rawness, that buzzy reverse might well be a feature, not a bug.

As proof, we have the car which Subaru created to fill the previously invisible niche between its very hot and ultra-hot models.They gave it an odd name — by the time you say Subaru Impreza WRX Tuned By STI, it's gone from sight — but otherwise this is a superb package deal, loaded with clever engineering, fine-tuned by experts.Subaru got into this sideline with a Tuned by STI (Subaru Tecnica International) version of the larger Liberty a year ago.So, according to Subaru, the extras — tweaked engine, suspension, bodywork and interior — are worth $12,000 separately, but the Tuned By STI car costs only $7000 more than a normal WRX.The car I drove was No. 1 in the series, and was proof that someone got this $46,990 package spot-on from the start.Its 179kW engine output (regular WRX 169kW, regular WRX STI 206kW) is only part of the story, because it also responds earlier, and more smoothly.The ride is quite comfortable, taut without being harsh, while grip (bigger wheels and tyres) feels never-ending.Think of it as Subaru's reply to recently arrived challengers such as the Mazda 3 MPS (190kW, $39,990), Ford Focus XR5 Turbo (166kW, $35,990) and Holden Special Vehicles VXR (176kW, $42,990).It also is a handy way to keep the faithful interested in the Impreza range until a new-look series is introduced later this year.The Subaru is dearer, sure, but has the benefit of all-wheel-drive. It also, unfortunately, has the usual WRX anti-theft system, so the car's PIN must be entered in a keypad on the dashboard before it will start. Get it wrong, or encounter any other hassle, and an ear-piercing alarm erupts.

In a little over six months the SX4 will be morphed into a World Rally Car, complete with a turbocharged engine and four-wheel drive, to chase global motorsport success.The SX4 will also grow beyond a baby stationwagon to become a four-door sedan and, probably, a compact hatch before Suzuki has finished with development of its newest model line.The SX4 is designed as a crossover wagon, which means it is fine for young families but was really planned for people who want a wagon for carrying work. That could be dogs or bicycles or any other lifestyle accessory, including a child.It comes with a 2.0-litre engine, four-wheel drive and fully independent suspension, as well as six airbags, anti-skid brakes and even breakaway pedals for impact protection. There is a switch to lock the Suzuki in four-wheel drive, but it is basically an on-demand system. The price is sharp at $24,390 for the five-speed manual or $26,390 for the four-speed automatic.The SX4 arrives as Suzuki really gets going in Australia thanks to the Swift, which was CARSguide Car of the Year in 2005, and the Grand Vitara. All three show a new approach to design and engineering.Suzuki has put some fun stuff into the new wagon, including a keyless entry system. It also comes with alloy wheels, airconditioning, electric windows and mirrors, a tilt-adjustable steering column, audio controls on the steering wheel and a digital readout for temperature and fuel consumption.It is already doing well in Australia and causing problems for Suzuki. As with the Swift Sport, Suzuki can't keep up with demand."The car is putting a lot of pressure on us. We have just had the allocation lifted from Japan and they are expecting big things from us," Suzuki Australia sales and marketing chief Tony Devers says.He believes the SX4 is putting Suzuki on a lot of shopping lists. It will also expand the brand's following, particularly with younger people moving into their first new car, he says."We are getting a lot of people moving out of Subaru Foresters and Imprezas. They want something a bit smaller, but still with the all-wheel-drive capability."Subaru is the obvious rival, but really it's anything in the small-car area. And we have the SX4 sedan coming later in the year," Devers says.

But how does it go on our streets where diesel costs about 12 more?With the launch here this year of the Phase II Laguna in a one-spec diesel model, Renault has become one of the last European companies to get on board the diesel road train in Australia.Europeans go nuts for diesel, which is not only cheaper, but also attracts all sorts of concessions and subsidies from their governments.No such luck here. We pay more for the cruder fuel type and get no help whatsoever from our governments.Still, with diesel power about 30 per cent more efficient then petrol, diesel passenger car sales are up about 140 per cent on last year, although it is only 3.6 per cent of the total passenger car market.Renault is therefore not chasing a big total market share with its Laguna, but the introduction of the car in diesel-only shows it is after its fair share of the growing oil-burner sector.When it was last sold here about 20 months ago, Laguna came in seven hatchback and wagon variants priced from $39,990 to $57,990.Since then, Renault has streamlined its product range for efficiency, so now you get the Laguna 2.2 dCi for $46,990. And that's it.Its design is sleeker and less geeky than when it was last here, but it is still no fashion leader.The exterior shape is more like the 1990s Honda and Subaru when those companies fell off the design bandwagon with a solid thump.It's probably not that bad, but certainly no design chiefs are benchmarking future product on it. Even its long rear hatchback design is one which has long been passed over.However, if you like a sedan look with the virtues and practicality of a hatch, this is one of the few around to choose from.The interior is another matter.The new dashboard, console, leather-wrap steering wheel and instruments are classy, modern and functional.The cloth and leather seats are also comfortable and supportive.It is a supremely pleasant environment for driver and passengers with just about every feature you can name.There are auto wipers, rear and rear-side sun blinds, stalk-mounted audio controls, cruise and speed limiter controls, and adjustable headlights. Safety features include a host of airbags (dual front, two side and curtain), anti-lock brakes, electronic brakeforce distribution, emergency brake assist and electronic stability control including anti-understeer.Two convenience features stand out.They are: an electronic handbrake which automatically engages when the vehicle is in park and switched off, then disengages when the accelerator is pressed; and a hands-free key card which unlocks/locks the doors without pressing any buttons.These are the sorts of features that usually come only in luxury German cars.It is powered by a 2.2-litre direct injection common-rail diesel engine producing 320Nm of torque, 10Nm less than a VE Commodore.The unit is a little lethargic to begin with. Stamp on the throttle and it pauses, then kicks into life.It is actually better to squeeze the juice slower and more smoothly for a better response.So long as you are a patient driver, it works fine.In the meat of the daily driving rev range there are ample portions of power. In fact, maximum torque runs from 1750-2500rpm.Then there is a top-end fizzle. It simply runs out of steam, er diesel.Economy is claimed to be 7.7litres per 100km, which is good for a medium-size desel car, but not great.For those concerned about the environment, it is Euro 4 compliant and is fitted with a particulate filter to cut emissions.Across cobblestone Paris streets the Laguna would be a dream with its lush suspension.Yet that does not translate into a wallowing barge on our roads.Renault has struck a great compromise between handling and ride with a flat cornering attitude and a smooth feel over potholes.Steering feels heavy and vague, with slow turn-in.Cabin noise is exceptionally low for a diesel. You would have to wind the window down at traffic lights to identify it as a diesel.The biggest letdown in this otherwise value package is the transmission which is slow, unresponsive and unpredictable.This hopeless box hunts around for gears, sometimes selects the wrong ones and flares on engagement.However, if you don't challenge it with awkward snap decisions, it works just fine.This car is one for patient, considerate, economical and environmental drivers.

We have experienced the responsive S40/V50 and practical XC90 four-wheel drive.

Volvo's C30 is driven as much by marketing as by the person behind the wheel. In fact, there's absolutely no point to this car except whatever's Swedish for "vive la difference".The lumpen need not apply. Nor, as even Volvo says, need its "traditional" buyers. For the C30 is all about funk over function.If you're seduced by the look of this singular three-door coupe, you'll care not the price of a latte that the hot petrol version is a Ford Focus XR5 in designer disguise and that the decaf iteration might as well be a Mazda 3.Platform-sharing is one thing; the face you show to the world is quite another.The C30's an indulgence for DINKS — the car they might savour at the time of life that comes before, or after, the sort of family additions that make Volvo's more usual lines so depressingly germane.What's beyond demographic discussion is that the C30 is a car to turn heads. Or at least half of it is.The largely glass rear lift door is intended to coolly recall Volvo's semi-legendary P1800ES — a piece of late-1960s futurism.As departures from the norm go, the only remotely comparable thing of the moment is Citroen's so-seldom-seen-as-to-be-almost-mythical C4 VTS coupe.A glimpse of the C30's pert rear three-quarters would induce a smile from even a chronic melancholic.Which is why, when it's filling your rear-view mirror, the C30 is also startlingly conventional. Front on, it could be a comparatively common-or-garden S40, the sedan with which it shares almost all its underpinnings.It's as though the river of Volvo's inspiration ran dry at the B-pillar.So it was with something like relief that we discovered during a drive route that took us from the Sunshine State into our State of Disrepair and back, that the C30's top T5 variant is in no sense a half-arsed effort.In bare performance terms — zero to 100km/h in a dashed competitive 6.7 seconds is claimed for the manual — the T5 is towards the top of the FWD blown hatch posse.A sub-1350kg kerb weight demands less than an S40 or V50 of the 2.5-litre, five-cylinder turbo petrol engine, which is at its best driven through the buttery six-speed manual.If the C30's tautly tuned suspension can make for vicious bump-stop impacts on irregular surfaces, this is surely a fair trade for an intense and almost Focussed drive.It's futile to continue lamenting that modern malaise of over-assisted steering, so we won't.Unlike it's all-paw sedan and wagon relations, the C30 T5 is a front-driver (though an AWD V6 seems almost certain at some point), its aim-and-fire ability best exploited on sweeping, rather than desperately tight, bends.With grunt delivery so linear and the manual transmission so tactile, it's quite pathetic that the vast majority will opt for the much less satisfying five-speed auto. Bah and humbug ...If the C30's rear view guarantees more than a passing glance, there are — or will be later in the year — something like a colour palette from which to choose, another near-first from this chromatically dreary marque.These colours are louder than the engine and exhaust note, which are so polite as to be barely present.This holds true for the LE version with its 2.4 atmo five. Or so we're told.We'll explore this version when one becomes available, while we wait for the D5 diesel line. The latter is due in the second half of the year, along with an entry-level $34,450 S version.The T5 stops less emphatically than it goes, though. You'd trade some of the feel in the long-travel brake pedal of the first manual version we tried for a bit more bite. Left-foot braking in the auto felt more satisfactory.No matter the veneer, Volvo's accident avoidance and impact measures are never going to be a concern.Although a good bit shorter in the body than the S40 T5, and 179kg lighter, the C30 is as safe as a house without so closely resembling one.Given it was conceived as an empty-nester's mobile, rear passengers have reasonable accommodation by a two-plus-two measure. It's a question of carrying friends or luggage, though, not both.One of the few options for the generously specced T5 will be a removable hardtop to go inside the see-through back door. Until it becomes available, buyers will have to shield their Vuitton and Burberry bling in a soft coverlet.Possibly a practicality of this sort won't much bother them, a C30 being very much about being seen.

If somehow the Swift will always evoke images of teen gits in baseball caps, the SX4 suggests a soft-drink commercial.It's a prop you'd expect to see parked on a beach surrounded by cavorting nubiles and their well-toned boyfriends. A "things go better with ..." sort of thing.Even if you've reached the stage in life where compulsory military service for the young people seems to have some merit — or at least a vigorous state-sponsored suppression of their music — there's much to like about the SX4.Sitting between the Swift and Grande Vitara, the SX4 is a sort of mini-wagon. With an adequate 2-litre petrol four, 20cm ground clearance and lockable 4WD, a McDonald's drive-through should hold no fear.Yet, compact in dimension and neutral in behaviour, the SX4 is a more convincing attempt at a small car/soft-roader crossover than some far more expensive models for which this claim is made.And unlike some of them, the all-wheel-drive system is at least worthy of the name. Via a centre console button you can lock the SX4 in FWD for the best urban petrol consumption, or four-wheel drive for maximum traction in the wet.Or leave it in automatic for the onboard sensor to determine how much torque is required by which axle. It's a piece of extra insurance for the inexperienced driver. As, too, is the five-speed manual with which our car was equipped. Even if Junior becomes a cog out auto lover in later life, I would like him to learn to drive first.If the little Suzi is hardly the most refined ride even for this sort of dough, and fraught with wind noise into the bargain, it would do for him. As will the beneath basic interior that would surely stand up to sand, fast-food detritus and dubious stains.Safety is the area in which Suzuki's progress has been most satisfactory in recent years. It needed to be.The SX4 features dual front airbags, ABS with Brake Assist and Electronic Brake Force, though it lacks a stability control system. We bleat about the interventionist nature of certain electronic nannies, but this car's for him, not me, and stability control ain't even an option.That said, while the SX4 is yet to be officially crash tested, the comparable Swift scored a more than satisfactory four stars in NCAP testing.If that's one star down on certain vehicles that are banned to P-platers by the Road Toll Authority, the SX4 is a hell of a lot safer than dozens of those they are legally permitted to drive.So, which way did you vote yesterday? The winner would do well to remember that Junior and his mates will be casting theirs in 2011. Until then, the SX4 deserves endorsement.

Instead, Australia could start with the three-door or convertible version of Kia's first European designed, engineered and built vehicle. Kia Motors Australia senior product planner Nick Reid is expecting to have some variety of cee'd here by the middle of next year."Maybe the three-door or convertible, but the five-door hatch is what we would really like to bring in first," he says.In the first couple of months since its European launch there has already been 40,000 orders for the car.The Slovakian factory where it is produced, along with the Sportage, has an annual production limit of 300,000 and Kia conservatively estimates it will sell 150,000 cee'ds a year.Add to that the already heavy demand coming from right-hand-drive markets such as the UK and South Africa, and Australia might have to wait for the five-door model which is expected to represent about 65 per cent of cee'd sales.Reid would prefer to import the two-litre petrol and diesel five-door hatches, but would be happy with the three-door or soft-top "ex-cee'd" which debuted as a concept at the Geneva motor show this month.A sporty wagon begins production in September and the three-door cee'd is expected to be built from December.Cabrio production will be confirmed later this year. There is also talk of a turbo two-litre hot hatch. Reid says Australia may not get the wagon, but it could take the lively five-speed 1.6-litre, five-door diesel as an entry model, if supply is a problem. "We need to get it at the right price. It will be just under the price of the Magentis," Reid says. The Magentis starts at $25,990."People are used to Kia being cheap and cheerful, but this is a Euro car, so we're going to have to rebrand."Reid says the cee'd will replace the Korean-built Cerato hatch, but not the sedan, and will compete with other European products such as the Astra, Focus and Golf.European product planner David Labrosse says that with ABS, ESP, six airbags, a stiff chassis and crash intrusion protection Kia expected a five-star rating in the Euro NCAP crash testing in June.It would be the first Korean company to get a five-star rating, he says.I covered a variety of road surfaces and driving conditions while testing the cee'd in and around Frankfurt last week.I drove the 1.6-litre diesel and 1.6 petrol with the five-speed manual boxes. Both engines are willing powerplants, although the diesel runs out of puff on hills and needs gear shifting to keep the revs right.Kia claims it has the longest wheelbase in its segment, which would account for its high-speed stability on the autobahn.Turn-in is a little slow and the steering a little heavy on the diesel, because of the extra engine weight up front, but its cornering and road manners are otherwise impeccable. Panel fit, paint and build quality is excellent.The typically austere Korean hard plastic cabin trim has been replaced by quality Euro trim and plenty of creature features.None of the trim rattled, even on cobblestone streets in the villages.Apart from the cee'd, Kia is set for a big year in new models. In June, it will release the Sorento with a 2.5-litre diesel engine, followed by the Sportage in July-August with a two-litre diesel.The Carens small people mover, to be called the Rondo in Australia and the US, will be released in September with the Picanto 1.1-litre light car coming later in the year.Kia Motors Australia public relations manager Jonathan Fletcher described the Rondo as a smaller version of the Carnival, which is Australia's top-selling people mover.It will come with a two-litre petrol engine with five-speed manual and four-speed auto and a two-litre diesel with six-speed manual and four-speed auto.The Korean-built five-seater vehicle will arrive with more than one trim level and is expected to be offered with a $1400-$1500 optional seven-seater configuration to compete against VW's Caddy Life."We won't know the exact price but we are aiming at under $25,000. The petrol model will be the entry level," Fletcher says.On a test drive in and around Frankfurt, the manual diesel returned 7.5L/10km on a mix of autobahn, country and city driving. Rondo feels well-planted on the road and compares favourably in size with compact SUVs such as Honda's CR-V and Nissan X-Trail.There is plenty of legroom front and back for the tallest of passengers. We only drove the five-seater, so it was difficult to determine space for the third row, but it appears there would be no cargo area left when it was deployed. Kia claims 74 litres of space remain.

Big ol' muscle cars with plenty of Yankee attitude.Yet the brand has returned to Australia after two decades with the Caliber; a front-wheel-drive crossover between a small car and a compact SUV.Not what you would expect of the aggressive US brand with the ram's head in the cross-hair grille.You would also expect a Dodge to have a big block engine with loads of grunt, like the Challenger and Avenger which will hit our shores in coming years.Meanwhile, the brand has been reintroduced with the Caliber powered by some rather puny engines.There are seven models: ST 1.8L 5-speed manual $23,990; SX 1.8L manual $25,990; SX 2L CVT $28,490; SXT 1.8L manual $27,490; SXT 2L CVT $29,990; R/T 2.4L manual $29,990; and 2.0-litre CRD turbo diesel $28,990.The 1.8 and 2-litre petrol units are very underpowered; just 110kW of power and 168Nm of torque for the 1.8 and 115kW and 190Nm for the 2.0.However, the 2.4litre R/T, which stands for Road and Track, is not as you would expect.Yes, it's got a bit more salsa in the brew (127kW and 224Nm), but it is hardly what I would call a track car. Furthermore, the extra power only serves to highlight the pitch, roll and understeer of the high-stance, short wheelbase car.It also exaggerates the massive torque steer and in wet weather there is plenty of scrambling for front-end traction.The only concession to the extra power seems to be the welcome addition of Electronic Stability Program and Traction Control which work overtime even in the dry.ESP is a $490 option in the other models.This engine should be in the base model while a sporty model should come with a bit more power and better suspension.For me, the pick is the 2-litre turbo diesel SXT with 103kW of power and 310Nm of torque.This is not intimidating power, just usable power that drives you off the line without wheelspin and helps pass other vehicles on the highway.The only problem with the diesel is that the power comes on in a bit of a burst just over 2000rpm which seems to occur when you are exiting a corner.That sudden rush of power causes a fight between driver and steering wheel to stay on track.The CRD sips diesel at a claimed 6 litres per 100km although it registered 7.1 on my stint, compared with the R/T which drank petrol at a rate of 9L/100km, compared with the claimed rate of 7.7.Like the R/T, the CRD has ESP and Brake Assist standard, adding to its five-star safety rating.The diesel also gets the six-speed manual, while the R/T only gets the five-speed.Both shifts feel notchy and the sharp fake chrome on the top of the R/T shifter is rough against the soft inside of your hand.They steer and stop well, and cabin noise is eerily quiet with almost no wind buffeting and scant tyre scrub.The only noise comes from the engines. The petrol unit wails a bit at high revs, while the diesel has a not unpleasant note.Ride is firm without being harsh and the 195mm clearance is excellent for around-town duties such as mounting footpaths and straddling shopping centre speed bumps and suburban traffic calming obstacles.Inside the R/T are a few splashes of extra colour and pizzazz you don't get in the other models. There are blue seat inserts, a blue centre stack and illuminated cup holders.Yet, there is still plenty of cheap-looking, hard-feel plastic trim and an armrest that is so hard it hurts and it builds up static which tickled the hairs on my arm. Caliber standard features include dual front and side-curtain air bags, four-wheel disc brakes with ABS, keyless entry with Sentry Key engine immobiliser, security alarm, central locking, air-conditioning, CD stereo, steering wheel adjustable for height but not reach, driver one-touch power windows, power folding heated exterior mirrors and 60/40 split rear seats that fold flat.The R/T adds ESP, Traction Control and Brake Assist, 18-inch alloy wheels, cloth seats with colour inserts, colour-matched centre stack,a bright exhaust tip and chrome body details.R/T options include a power sunroof for $1980, 18-inch alloy wheels for $490, a premium sound system at $1075 and leather $2475.Inside and outside, the Caliber looks different to almost anything else on the road.Design is a love/hate thing. Some people love it, some hate it.In this regard, it is very much like its quirky retro-style company cousin, the Chrysler PT Cruiser.