Hatchback Reviews

This is the last drive report until the arrival of the new model in the second half of the year.The next-generation Impreza will be revealed next month at the New York Auto Show and Subaru is already planning its WRX attack on the World Rally championship from the start of next year.We are not sure of the final timing for the new Impreza in Australia, particularly the WRX, which has to face off with the great-looking new Mitsubishi Lancer Evo X, but it can't come soon enough.We have lived with and loved the original for almost longer than we can remember, and still love the turbo rush and the cornering grip, but the car is showing its age.The dowdy body needs a change, quality needs an upgrade, and time has dulled performance.It is all obvious in the newest and last of the current family, called the WRX tuned by STi.Subaru Australia has dipped into the STi parts bin in Japan, added some local development work and created a last blast for the WRX.It does have some good stuff, particularly a super-slick gearshift and more go from the engine room, but . . .This is the latest in a series of limited-edition WRX models.They have worked well to polish the halo over both the Impreza and WRX, as well as keeping young guys — the obvious target market — tickled at the prospect of putting a super-Suby in their garage.The package spreads the love in a more general way than in the past.There is a tweak in the turbo motor's electronic brain backed by a low-pressure muffler to liberate an extra 10kW and 20Nm.Official figures are 179kW and 340Nm, a significant improvement over the basic WRX but not as edgy as the full-on STi model.The car picks up lowered springs, tuned struts, a larger front stabiliser bar and changes to the rear stabiliser and suspension arms.Inside, there is the short-shift gear change and a sunroof, and cosmetically there is an STi lip extension to the front spoiler and 18-inch STi alloy wheels.The bottom line is up by $7000 to $46,990, but Subaru Australia says it is a $12,000 package."This locally tuned variant has put a priority on low-down engine performance," Subaru Australia managing director Nick Senior says."We've used specialised STi engine tuners from FHI (Fuji Heavy Industries in Japan) to tailor this car to suit Australian conditions."But the WRX by STi still has to face the latest Evo IX from Mitsubishi, and there are other trendy hot-hatch contenders including the Renault Megane Sport, the Ford Focus XR5 and the raunchy Mazda3 MPS.ON THE ROADTHE latest WRX is still a fun drive. For a while. But the longer we drove the WRX by STi, the more we found ourselves complaining and comparing and wondering about the changes for the new car next month.Yes, the car is a little punchier than a standard WRX but we have been spoiled for a lot of years.The STi was a flat-out rocketship and the best of the local developments was the WRP10, which had a great balance of suspension upgrading and go-faster improvements.This time, and after driving a lot of hot-hatch hopefuls over the past year, the WRX feels a bit flat.It still has good go, and there is a little more from the bottom, but it does not give us the same buzz as in the past.The gearshift is excellent, the car sits flatter in corners and has great grip, but we were distracted by other things.The remote boot release did not work and that's a reflection of the age of the basic design, and a lightweight boot struggles against the latching with the extra weight of the WRX's wing. The rest of the car is light too, which is becoming more of an issue as things such as tinny doors and thin carpet grate against a near-$50,000 price.The STi lip spoiler and big alloys look nice, but the reality is they are window dressing on an old car with a shape that never was particularly sexy."It looks like a nanna's car. It has a big butt," Miss Ali says after her first drive.She complains about the touch-pad alarm system, which also shows the car's age. Added when the WRX was the most-stolen car in Australia, it has been overtaken by newer systems that use hi-tech keys. It is just plain annoying, even if it gives a visual deterrent.Still, the sunroof is nice, the STi alloy knob on the gearlever feels good, and we still like the sports seats in the WRX and the feel of its leather-wrapped steering wheel.But — and here we go again — the dash is far too basic and there is too much cabin noise.The tuned-by-STi car also comes with a Kenwood sound system raunchier than in the past, but the buttons are tiny — difficult to use.Nice for twentysomething drivers, but not worth the trouble for most of our testers.So what is to like? A lot, of course. The WRX has always been one of the rare cars that is enjoyable to drive quickly, even without rattling a 100km/h speed limit.It still slingshots out of corners, responds when you turn the wheel, and feels safe and secure despite the extra power.It also looks good value, because the Evo comes in at almost $10,000 more. Even a topline Megane Sport is $44,490 and a 3MPS is knocking on $40,000. The WRX is feeling more like a $20,000 economy car with $20,000 of go-fast gear. We're over it. We can't wait to drive the new one. THE BOTTOM LINE73/100AN OLD friend in urgent need of a makeover.

Styled by Italian design studio Pininfarina, the Colt Cabriolet is at once stylish and goofy looking, particularly in profile with the roof up.The rear deck is too flat and long and the bubble shaped cabin too large and bulbous, creating an unbalanced appearance.With the roof down, however, the car looks like a million bucks.One thing's for sure, it's certainly got some get up and go with the 1.5-litre turbo aboard.Pininfarina has been responsible for a range of diverse and iconic designs over the years, including the Jaguar XJS, Peugeot 206CC and recently released Volvo C70 coupe/cabriolet.The company specialises in soft and hard topped roof solutions and its expertise is employed by many manufacturers.Mitsubishi says the roof system was the first thing that Pininfarina developed for the Colt Cabrio during the design phase.The roof was engineered and tested in its wind tunnel at Grugliasco, to guarantee the highest standards of safety and functionality.The fact Pininfarina engineered both the Pug and Mitsubishi cabrios is a point of interest, as the two are rivals, with a new Pug set to heat up things shortly.Our test car was certainly an eye-catcher finished in burnt metallic orange, but with a pair of the tiniest back seats that we have ever laid eyes on.There's little or no legroom for rear seat passengers and you've got to wonder why they bothered?The turbocharged engine develops 110KW of power at 6000rpm and 210Nm of torque at 3500rpm, slightly less power than the Ralliart Colt.In comparison the cheaper naturally aspirated model delivers 80kW at 6000rpm and 145Nm at 4000rpm.The force fed engine features a weight- saving hollow camshaft.Other changes have been made to accommodate the higher power output, with stronger engine and gearbox mountings, plus higher spring rates to cope with the demands of more harder acceleration and spirited handling.The turbocharged engine is mated to a five- speed Getrag manual transmission, with a revised gear set - there's no auto.Rounding off the package are 16in alloys fitted with 205/45 rubber.The end result is a car that's a bit of a tearaway, able to spin the wheels off the line, and again when changing to second gear and one that is something of a handful in the wet.Weighing in at 1200kg, it can sprint from 0 to 100km/h in 8.4 seconds and has a top speed of 205km/h.Fuel consumption from the 47-litre tank is rated at 7.2 litres/100km.We found the turbo a fun car to drive, but not exactly what you'd call cheap motoring at $37,990 plus on-roads.The roof is easily removed, with a locking clamp at each corner and luggage screen in the boot that must be extended before the roof will operate.Too much luggage and the roof will refuse to open.There's some body flex with the roof open, particularly on bumpy secondary roads - but not too much.The top of the windscreen is quite high and this minimises wind intrusion.The power-operated windows can be tricky, as one set of controls operates both front and rear windows, with a pause required between the two.You get leather and heated front seats standard, but the finish inside smacks of plastic and the sound system failed to impress.Handling is generally good, but we were wary of executing any fast cornering in the wet.It's reassuring to know that Active Stability Control (incorporating Active Traction Con- trol) is fitted along with anti-lock brakes to stop things getting out of hand.Strong front pillars and windshield frame are designed to support the car in a roll over accident, without the need for rear roll bars.Driver, passenger and side airbags are also fitted.

It has been tough for the BMW group, which created the new Mini and has just gone again with the new-new Mini, and impossible for Volkswagen with its born-again Beetle.If a company gets the rebirth right it will have a surefire winner, such as the latest Ford Mustang in the United States, but . . .Now it's Suzuki's turn with the rebirth of its Swift GTi.It's a return to the hot hatch business and a chance to plug a gap below pacesetters including the Ford Focus XR5, Renault Megane Sport and Mazda3 MPS.The Swift is smaller in size and engine capacity, but Suzuki Australia believes it will sell to an eager audience that already knows the new-age Swift and remembers its 1980s and 1990s incarnations.Except it is not called a GTi now because Volkswagen objected to the use of the label it has applied to its go-faster Golf since the 1970s.So the GTi is now the Swift Sport, with good looks, a price from $23,990 and the twin exhaust pipes and giant wheels that mark any hot hatch in the noughties.It is more than a dress-up job thanks to a larger engine, significant suspension work and changes to steering and brakes.It has far more refinement than any earlier Swift GTi, but there are some questions.Shoppers have the right to ask about a five-speed gearbox in a generation of six-speeders, an engine that is still only 1.6 litres and the absence of a spare tyre.They also need to hear about changes that run much deeper than a blat-blat exhaust and big wheels.Changes run to significant work on the body, interior, chassis, suspension and brakes.The steering is sharper, the brakes more fade-resistant and the body upgrade includes a deep front spoiler and a yellow body colour that is beyond bright.The engine grows from 1.3 litres in the regular Swift — CARSguide Car of the Year in 2005 — to a "big-bore" 1.6. Power jumps from 75kW to 92kW and torque is improved from 133Nm to 148Nm at 4800 revs.Suzuki has fitted a close-ratio five-speed gearbox, put more beef into the driveshafts, and the engine breathes through a large-capacity muffler.The result is a 0-100km/h sprint of 8.9 seconds and a top of 200km/h.The suspension has Monroe sports dampers, a retuned rear set-up stabiliser bar, and 195x50 tyres on 16-inch rims.But the spare is gone, replaced by an emergency reinflation pack, to make space in the boot floor for the giant muffler.The car has excellent Isofix child-seat anchorage that is now the standard in Europe but cannot be used here because of silly local regulations.Suzuki Australia expects the Swift Sport to be a sellout, based on reaction to news of a GTi comeback and the showroom success of the regular Swift.ON THE ROADTHE Swift Sport is a sharp, enjoyable drive. I first tried a preview car in Japan last year at a Suzuki test track, but it was hard to know if it was really a GTi or just a powered-up Swift on a track that was super-smooth and had few testing turns.Now, after a run through the regular test program, I know the Swift Sport is very good and very good value.Is it a true GTi? Honestly, no. It is sprightly and sporty, but I have been spoiled by the new-age Focus, Megane and Mazda3, and by memories of the previous Swift GTi with its raunchy engine, edgy cornering and funky looks.But the Swift Sport is way ahead of baby-class rivals including the Hyundai Getz and Toyota Yaris, which have only dress-up sports models, and undercuts European imports that have nice badges but big pricetags.But would I recommend the Swift Sport? Truly, yes.It is more refined than the earlier GTi and is a terrific drive, particularly on twisty roads where you can work the responsive chassis, feel the tyres working through the tactile steering and short-shift the gearbox between ratios.The engine is strong without being anything special and even revving it to the redline — much lower than I remember from the GTi — does not give much satisfaction.It is solid once you have 3000 revs on board and the close-spaced ratios help to keep it boiling, but it's not what I would expect from a company with the experience of building so many amazing big-bore motorcycles.I was also disappointed by the transmission. Drivers of the test car commented that it needed to be a six-speeder, not a five, and that it was overly noisy and working too hard at a 110km/h highway cruise.Still, fuel economy was good at 8.7 litres for 100km, though the Sport likes premium unleaded.Inside the cabin, the sports front buckets give excellent support, the steering wheel is meaty and feels classy, the sound system is good and the airconditioning works well.So, is the Swift Sport a worthy successor to the GTi? Yes and no.It is not as quick, responsive or urgent as the GTi, but that is probably a good thing in today's world.It is more refined, more comfortable and excellent value, putting it closer to a Ford Fiesta Zetec with its 1.6-litre engine than a Hyundai Getz.It really has no direct competitors and that means Suzuki Australia's prediction of a Swift sellout will probably be spot on.THE BOTTOM LINEGOOD looking, fun and sharp to drive, but missing the sizzle expected in a GTi.77/100

Proton is jumping on the popular light-car segment in Australia by reintroducing the Satria after a two-year absence. The Satria (which means warrior), joins Proton's other small cars, the Saavy and Gen-2. While the new model may not exactly be up to Braveheart "warrior" standard, it is up to the benchmark of other cars in its class.The Satria Neo, as it is now called, is available in two specification levels: the GX, starting at $18,990 and the GXR at $20,990, both drive-away prices. That's dearer than the likes of Toyota Yaris and Hyundai Getz but Proton is pitching the Satria further up the ladder, against the Volkswagen Polo and Ford Fiesta.The three-door hatch features a revised and redeveloped 1.6-litre, four-cylinder CamPro engine, with 82kW of power at 6000rpm and 148Nm of torque at 4000rpm. Don't expect a thrilling ride, but for a car priced under $20,000, it's not bad, either. This is only the third car the Malaysian brand has fully developed using its own engineering and design team, as well as drawing on the expertise of connected brand, Lotus.The Satria Neo is attractive. It incorporates its own design mixed with some familiar elements from other small cars. Proton claims a European influence in the styling.Both models have a similar exterior, but for an extra $2000 for the GXR, you feel a bit short changed. You want something that advertises your superior status, apart from the rear spoiler. Alloy wheels are the only other physical difference, although even these aren't very different in design.The exhaust, on the other hand, is a real stand-out, with the single-mounted chrome tail pipe located smack bang in the middle of the Satria's posterior.On the inside, it feels a bit small, especially in the back seats. It has one of the tiniest gloveboxes so you can forget about storing accessories (although, I guess, it would fit a pair of gloves). Further storage is a stretch, with only cup holders in the middle and no real area to store wallets or mobile phones.The layout of the centre console is simple, but it seems to work. Proton claims it has gone with the Lotus minimalist concept on the interior. The airconditioning is basic and, in the GX model, struggles on a typical Australian summer day.The boot continues the minimal storage theme, and a relatively low roof means reduced interior space. So no, it's not a great car for a tall person.In terms of handling and ride comfort, the Satria is impressive for a small car. This is largely because of its Lotus DNA. It wears a small badge on the back advertising this.The new Proton boasts an entirely new, stronger platform and is an evolution from the previous best-selling Satria GTi, the performance model.On the road, the Satria Neo grips well and takes corners at faster speeds soundly.The five-speed manual transmission is smooth with a high gear ratio.Both specifications are also available in a four-speed auto for an extra $1000, which has been improved with smoother shifting and a more even power distribution.Taking into account the type of car this is, its performance is certainly reasonable. But you do notice it's just missing that extra bit of life to make it a truly enjoyable ride. The car hits peak power at 6000rpm, which takes a while to get to, especially on slight inclines.There's a fair bit of road noise, especially on the entry-level model GX, with the inferior tyres. The Continental SportContact-2 tyres on the GXR are slightly better.The Satria also uses new materials to reduce noise levels in the cabin.The equipment list is impressive, with ABS and electronic brakeforce distribution, dual front airbags, airconditioning, electric windows, power steering, rear sensors and a CD player all standard.The GXR adds a rear spoiler, front integrated fog lamps and 16-inch alloy wheels, as well as cruise control on the auto only.It has a claimed 7.2-litres per 100km for the manual, 7.6-litres for the auto, although our test on winding roads, mixed with some quiet town driving, saw a reading of 8.6-litres per 100km, and 8.2-litres on the return highway, combined city trip. That extra power may not be far off, with a new GTi model a possibility for the near future. Proton is forecasting 600 sales for the year.While Satria Neo has given off a decent first impression, although a little pricey, only time will tell if this Malaysian trouper has the durability and tenacity of a real warrior.

Mazda is owned by Ford. To save cash, the two companies, along with siblings Volvo and Land Rover, share a small-car base and this is the base the Mazda3 and Ford Focus are both built off.UNDER THE BONNETWhen it came to building hot versions of their small hatches, Ford and Mazda had very different ideas. Mazda decided to slot in a turbocharged four-cylinder engine it developed for its all-wheel-drive Mazda6 MPS. Ford pinched an in-line five-cylinder turbo engine from Volvo, which uses the boosted blaster in its S40 T5 sedan.The Mazda unit uses direct fuel injection and pumps out 190kW at 5500 revs and 380Nm at 3000 revs. It has a top-mounted intercooler, usually fed with air through a bonnet-mounted scoop as seen on a Subaru WRX.Mazda decided against a bonnet scoop because it didn't want the car to look like a "boy racer", so it came up with a double-skinned bonnet that carries air from a front grille intake up to the top of the engine.The Swedish engine in the Focus is fitted with a front-mounted intercooler. It's not as potent as the Mazda3, but still has a healthy 166kW when the tacho hits 6000 revs. The torque figure is lower than that of its rival ... but the Ford's 320Nm of maximum torque is available from as low as 1600 revs - all the way through to 4000 revs.Both cars are front-wheel-drive and run six-speed manual gearboxes; neither are available as automatics. The MPS is fitted with a limited-slip differential, which prevents one of the drive wheels spinning faster than the other by temporarily locking the differential. The trick diff is not available for the Focus XR5. Both cars come standard with electronic stability control and traction control, which can be switched off when you are in the mood for fun.APPEARANCEThe Focus looks plain angry, while the MPS is just plain. Indeed, the MPS doesn't look much more special than regular Mazda3.It sits on 18-inch alloy wheels and has a body kit, but both are fairly mild. The Focus stands out instantly with a more aggressive body kit, including a meatier front grille, side skirts and rear bumper. It also runs 18-inch alloys, and has sport, five-spoke wheels.WHAT YOU GETThe Focus XR5 is $35,990, while the Mazda3 MPS costs $39,990. The specification levels are similar, both cars coming standard with 18-inch alloys, sports seats, airconditioning, six airbags and stability control. Cruise control is not available on the Focus XR5 - not even as an option - but it is standard on the Mazda3 MPS.ON THE ROADThe Mazda3 MPS and Focus XR5 are like pizzas. They might share the same base, but they taste very different. The Mazda3 MPS is like a Mexican pizza with extra chilli, and has a real kick. It might be too spicy for a lot of people. The Focus XR5 is more of an Americana. It has plenty of spice, but is just not quite as hot as the Mexican. It's more mild-mannered and easier on the taste buds. The Focus wins on looks but when it comes to driving experience, it is the Mazda that gives you the biggest kick in the pants.You might have already guessed from the power and torque figures, but the MPS is even harder-edged than the numbers suggest. The four-pot screamer in the mild-looking Mazda has enough low-end torque, but goes bananas from about 4000 revs.Matching the slingshot acceleration is a level of induction roar that is truly unique.From outside the car, the MPS sounds like a big jet aircraft roaring past, without the high-pitched whine. The Focus also has an awesome note, but it is completely different. It has a lovely lumpy sound all the way through the rev range. Around town at lower revs, the Focus sounds much meaner than the MPS. The power delivery of the Focus is also smoother. It is meaty all the way through the rev-range and there is no particular point that it kicks harder. The ride is more comfortable in the Focus and feels a touch softer than the Mazda.VERDICTYou have to ask yourself a question before choosing between these two cars. Do you want a fairly sporty car that's easy to live with or a red-hot blaster with a hard edge and very firm ride? When it comes to pure driving thrills, the Mazda is a clear winner. The rush it delivers when the engine goes into hyper-drive above 4000 revs is just stunning.That's enough to ensure it wins this comparison. Its interior also feels better than the Focus. But the Ford is certainly no slouch. It is a great package and is easier to live with. It sounds better, looks better, rides better and - apart from the fact it doesn't have cruise control - is the more sensible option.

This monster of a small car attempts the engineering no mean feat of putting 190kW and 380Nm through the front wheels only, and most of the time it gets away with it.

"This is not a fairytale," the car's creator, Yozo Kami, says. It looked like a dream machine when it was rolled into the spotlight at the Tokyo motor show last year but since then Honda has been flat-out transforming that dream into a reality.It is now planning to have a fleet of FCX Concept cars on the road in the US and Japan in 2008. Honda is one of several car makers who can see that using hydrogen as a fuel, and building cars which generate their own power to run electric motors, is emerging as the best long-term solution.Unlike the BMW Hydrogen7 we revealed in CARSguide last week, Honda is using fuel cell technology. The BMW has a monofuel combustion engine that runs on hydrogen and petrol. But while there is still no hydrogen supply network and generating the gas is costly without a carbon-neutral program, Honda is working on systems that use solar power or tap into a household gas connection for refuelling.It has run its original FCX fuel cell program for more than five years and put 35 cars on the road in the US, but has much bigger plans for the FCX Concept, which was previewed in California last week.It will build and lease a fleet of cars from 2008 and there is every chance that 100 cars will be involved. No one is talking about the cost or terms of the lease, but Honda will copy GM's work with its EV-1 electric car and eventually plans to dissect or crash all the cars at the end of the real-world laboratory trial. Honda has plenty of experience with electric and fuel-cell cars, after starting plug-in work in the 1980s, but the FCX Concept is a big leap forward.It is similar in size to today's Accord Euro and is a four-passenger sedan with a top speed of 160km/h and a range of 330 kilometres. It has hydrogen fuel tanks in the tail, the car's fuel-cell stack - which generates power when it combines hydrogen with oxygen from the air -- is set down the central spine, and there is a single-speed gearbox and cooling system in the nose.It all looks very normal, but also quite futuristic with a sleek shape and a giant windscreen over a short nose.Honda had a pair of FCX Concept cars in California and both had leather trim, airconditioning, a sound system and anti-skid brakes. The production cars will grow airbags and more and Honda says they will pass all current and future certification trials, including crash tests. It is a big project for Honda. "This fuel-cell technology has a very high potential to become the alternative technology to replace the traditional piston engine," says Kami, Honda executive chief engineer.Kami's team has developed a car very similar to today's family sedan, apart from a single-speed front-wheel drive transmission - only one gear is needed because an electric motor has huge torque and also spins to 12,000 revs - and a single dial in the dash that gives speed, hydrogen use and range.There are still plenty of problems to overcome, from hydrogen supplies to the cost of the exotic materials used in the fuel cell stack.Kami is not forecasting a wholesale switch to fuel-cell transportation, but believes it will run in parallel with plug-in electric cars for cities and some petrol-powered machines for long-distance work and performance driving.Honda provided the proof on the FCX Concept when it rolled a pair of cars onto the track at Laguna Seca in northern California last week. We have driven a number of concept cars over more than a decade and most drive like mobile science experiments. In other words, they are usually slow and flimsy and often very poorly finished.Some are so fragile they are limited to just 40km/h, but Honda was keen to seen the FCX Concepts running at 140km/h and more over a short test track, which also included the parts of the Laguna road race course and some of its access roads.The cars looked real, felt real and drove surprisingly like a regular production car.The boot is small, but that is down to the hydrogen fuel tanks, which also limit a driver's rear vision. The view over the short nose is very 21st-century and the dash is also futuristic, with the big central dial and a single lever to choose between park, forward and reverse. When you hit the start button there is some whirring and gurgling as the fuel cell goes to work, but otherwise the caris silent. Move away and there is only a distant hiss from the tyres.It is much more reminiscent of a jet aircraft than a car, right down to the smooth and seamless surge of power. But floor the accelerator and the FCX Concept sounds like a hyper Hoover. It whines and screams as it pushes - with a speedo marked in miles per hour - to 40mph, 60, 80 and beyond.Honda does not give a 0-100km/h sprint time but it should be in the respectable 10-second range and the top speed claim of 160km/h is realistic. Even better, the FCX Concept rides and handles like a real car.It's capable of squealing the tyres in a tight turn. The powertrain is nice, but the car is rough and ready and the suspension would embarrass the worst Korean carmaker.Nevertheless, as the sun set over Laguna Seca we could see the dawn of a new day. The fuel-cell car is coming and the future is looking surprisingly bright. The FCX Concept is a car we'd be happy to drive today. And Honda promises it will be even better in 2008.

For a long time, Proton's best-selling model was an aged, two-tone bargain ute named after a sheep — the Jumbuck. But this year, the Malaysian manufacturer has sharpened both its form and its design in order to be competitive, with two new models that look more Lotus than jolly Jumbuck.Proton has come ahead in leaps and bounds in the past few years, bringing Lotus into the fold and doing away with the bulbous, conservative school of design that still afflicts some Asian marques.The Savvy is one such point-proving model. Released earlier this year, it holds the title of the most affordable five-door hatch on the market — no mean feat, considering the current push towards small and economical. But this is where Savvy shows its street smarts.The Savvy is on the anorexic side of light, with a kerb weight of just 965kg. This allows for a milk-bottle engine to power the car — an 1149cc four is all that beats under the bonnet.It puts out just 55kW at 5500rpm, and 105Nm. That won't blow anyone away at the lights, and revs are needed off the line with a load, but the engine works particularly well around town, matched to a concise, open-gated five-speed manual.The clutch is a little sensitive at first, and the pedals too high for this driver, but ergonomics are otherwise comfortable.Proton has sold out of its consignment of automatics, with the $1000 clutchless manual overwhelmingly popular.Naturally, the Savvy's a winner at the bowser. With a claimed 5.7 litres of premium unleaded per 100km in both manual and auto guise (and just 0.2 litres more on test), it's not far behind the hybrid Toyota Prius in real-world driving.The engine is loud and tyre roar is rampant at speed, but the Savvy makes up for that in corners. It takes turns like a little Lotus cousin should.The steering rack is quicker than expected, and communication through the wheel and tyres is superb, thanks to 15-inch alloy wheels and well-tuned suspension.In fact, the worst thing about the car is probably the tyres, which are fairly average in the dry and horrendous in the wet, provoking wheelspin (from a one-litre engine!) and serious understeer on a slick road.It also has a space-saver spare. But tyres can be replaced, and the Savvy comes standard with ABS/EBD, which is more than some of its similarly poorly shod hatch competitors.Even with four full doors and five seats, the Savvy is tiny — just 3.7m long — but a 1.65m width makes the cabin roomy for front passengers.Squeezing into the tiniest spaces is almost guaranteed, as the Savvy comes standard with reverse parking sensors.You miss out on electrically adjustable side mirrors, but the cabin is so compact that it's no effort to adjust the passenger-side reflector.The real squeeze is for rear passengers: the seat is a little too compact for three people, and a flat, unsupportive foam filler and a lap-only centre seat belt render the skinny centre position almost useless.Although there's no external boot release, cargo space is substantial. And up front, where most of the action is, driver and passenger are well looked after.Some cheaper cabin plastics are compensated for with little luxuries like standard climate-control aircon, and visibility is excellent, particularly with the cut-away design of the door.For a $13,990 car, the Savvy was more than a little surprising. Stick a new set of tyres on, and you have a practical, well-specced five-door hatch with more standard features than some cars $5000 dearer.Brand confidence, questionable cabin plastics and resale values will continue to be a burden on Proton in the near future but, like some of the Korean marques, it is stepping further ahead in the quest to be competitive.The Satria, the nameplate that put Proton on the map, is making a comeback and should join the Savvy in this new-look, Lotus-influenced family by year's end.The makeover is producing more than just pretty faces.

The second edition to the C2 range is a somewhat comical car. With bigger windows in the back, it looks like two different cars have been stuck together. The C2 VTS is priced at $23,990, $2000 dearer than the VTR model. And that's as far as the C2 range stretches.While its heart is the same size as the VTR with a 1.6-litre, four cylinder engine, it gives even more, delivering an extra 10kW, producing 90kW at 6500rpm and 143Nm at 3750rpm.But there's a big hurdle to conquer before you can enjoy the ride. While the first thing you notice is the character, jump behind the wheel, start the engine and you'll soon find it is very entertaining or frustrating, depending on your mood. The culprit is the clutch, as it takes some getting used to.The first couple of times you take off, it feels like you're back on your L plates, and in this case, perhaps it stands more for loser than learner. Drive it like a normal manual and you'll find yourself reaching 5000rpm, 6000rpm with little movement, but lots of revs, which is somewhat daunting.Once you get over it, there are other features of the car to enjoy. Such as the plain, simple, but chic interior. The dash has a sense of style and the seats, which wrap around your body, are quite comfortable and supportive.Leg room in the back of this four-seater is limited, but it feels as if there is plenty of space around the top half of your body, perhaps a result of the large windows.In keeping with its comical nature, the C2 has a blinker that brings back memories of playing space invaders on the Sega Megadrive or Pub Pong (for those who are older) with its electronic ponging noise. The headlights on and door open electronic warning alerts have a similar arcade-game sound.The five-speed manual transmission is quite smooth once you figure out the quick release of the clutch and how to engage it, when you can feel the benefit of good pick-up in the lower gear range.Tall drivers will suffer as they find their knees reaching their ears. A slight exaggeration perhaps, but the seat feels lower than usual. The C2 is also easy to park and while the steering is a little light, it's quite a nifty little car for getting around town.Unloading the boot is made easy with a split tailgate, although you would have to keep shopping to a minimum. It handles and corners well and for such a little car, it gives out a huge roar, with a rather noisy engine.As well as extra power, the VTS has a slightly stiffer suspension than the VTR, making it more sporty and the gear ratio is significantly lower, which gives a quicker 0 to 100km speed, 8.3 seconds compared with the VTR's 10.9 seconds.The C2 lacks storage inside the car, with cup holders that don't hold drink bottles, slightly impractical and little space for accessories. The glovebox is also very tiny. The speedometer is digital, so you can't see the top speed, only how fast you're going, and the tachometer is also different and hard to see, as it's a curved line sitting above the speedo.The claimed fuel consumption of 6.9-litres wasn't achieved, instead sitting more around the 8-litres per 100km mark, but this was mainly on city driving.The C2 comes with a leather steering wheel, CD-player, air conditioning, rain sensing wipers and a four star NCAP safety rating.According to VFacts, the C2 sits in the light segment putting it up against the Hyundai Getz, Holden Barina and Toyota Yaris, all of which have models well below the starting price of the base VTR. Perhaps it's closer to its other competitors such as the Suzuki Swift and Volkswagen Polo, but it doesn't seem to offer as much for the price tag.Fast factsPrice: $23,990Engine: 1.6-litre, 4-cylinder, 90kW@6500rpm, 143Nm@3750rpmTransmission: 5-speed manualFuel: 6.9L/100km (claimed), around 8L/100km (tested)Body: 3-door hatchVerdict: A lot of character to this sporty VTS, but it takes time to adjust to a different driving style.ALTERNATIVESVolkswagen Polo MatchPrice: $19,990Engine: 1.6-litre, 4-cylinder, 77kW@5600rpm, 153Nm@3800rpmTransmission: 5-speed manualFuel: 45-litre tank, 7.1L/100km (claimed)Body: 5-door hatchVerdict: Volkswagen's small car offers less power than the VTS with a much cheaper price tag. But, the Polo also has sporty character.Suzuki Swift SportPrice: $23,990Engine: 1.5-litre, 4-cylinders, 92kW@6800rpm, 148Nm@4800rpmTransmission: 5-speed manualFuel: 43-litre tank, 7.5L/100km (claimed)Body: 5-door hatchVerdict: The Swift was CARSguide's Car Of The Year for 2005 and the new Sport model offers better performance figures than the C2, for the same price.

It is generally a given that the godfather of small cult cars over the past 15 years is Subaru's WRX.