Hatchback Reviews

There is no need to hand in your driving gloves and Sparko boots just because the fuel prices are driving you into a "light car".This segment of the market includes a host of choices such as the Ford Fiesta, Hyundai Getz, Suzuki Swift, Holden Barina and Toyota Yaris.All quite capable cars, but hardly a rewarding driving experience.But for a little bit more, you can still have some driving fun.Swift will soon release a "GTI" version, called the Sport, while Fiesta already has the Zetec squirting around.We recently tested several light cars and found the Fiesta one of the best to punt around vigorously.It comes with a sweet little chassis, precise and light steering, high grip and sporty road manners.But the Zetec ups the ante further with substantial suspension changes that make this car even more precise and true on the road.Ford has stiffened the damper settings, springs and rear torsion beam, and bolted on a thicker anti-roll bar.And it is now shod with the previously optional 16-inch alloy wheels and 195/45 R16 ContiSports rubber, instead of the 195/50 R15 Bridgestone Turanzas.It won't jar your spine, but it certainly rides a little harder.While the engine retains the same output (74kW at 6000rpm and 146Nm at 4000rpm), the five-speed manual gearbox now has closer ratios for more around-town go. First is 8.6 per cent lower than the previous Zetec for greater launch away from traffic lights, while fifth is higher for easier highway cruising.Apart from mechanical changes, the European-designed Zetec gets some style updates inside and out.The new seat trim has a bit more zesty colour, the centre entertainment stack gets a stylish Focus-like update and an MP3 auxiliary jack, and the various switches and controls are higher quality that you can feel.It is one of the smallest of the light cars and interior room is understandably "cosy".Yet the surprising little package has big boot space with the back seats in position and a big flat cargo area with the 60-40-split rear seats folded down and the seats tumbled forward out of the way.The exterior has a slightly restyled front, with the ubiquitous sporty honeycomb grille, big-eyed headlights and a fatter bumper.It still looks cute and overall it is the same "sexy" shape that turns on that white-coated female engineer in the ad that sends up the potting scene from Ghost.It now comes in three new colours (green, blue and grey) and still comes in under $20,000.The European design means it suffers from right-hand conversion with the bonnet release in the passenger foot well and the indicator stalk on the left.But one Euro feature I love, which is now in many European cars and is standard in the new VE Commodore, is the handy passing indicator that flashes three times at just a nudge. It flashes just long enough for most drivers of this spirited little car to merge or change lanes.Ford Fiesta ZetecEngine: 1.6litre, 16-valve, 4-cylindersPower: 74kW @ 6000rpmTorque: 146Nm @ 4000rpmTransmissions: 5-speed manual; 4-speed autoPrice: $18,490 (man); $19,990 (auto)

"I find it a little dark and disturbing," offers one fairytale character on a focus group in a clever American TV commercial for the car.That may be a little strong, but Dodge Australia boss Gerry Jenkins knows that the Caliber is not for everyone. "Dodge is bigger than Chrysler and Jeep combined in the States. It is a product icon like Coca-Cola, Levi's or Harley-Davidson."The Caliber has launched with a pair of four-cylinder engines — a 110kW 1.8-litre unit coupled to a five-speed manual and a 115kW 2.0-litre driving through a CVT automatic.There are three trim levels currently available: the entry-level ST; mid-range SX, and the range-topping SXT. Prices range from $23,990 for the ST 1.8-litre manual to $29,990 for the 2.0-litre SXT CVT.A 127kW 2.4-litre engine will be available later this year in the sportier R/T model. The range will be completed at the same time with the arrival of a 2.0-litre turbo diesel.Built only at the Belvidere plant in Illinois in both left-hand and right-hand drive for more than 100 markets worldwide, supply of the Caliber is likely to be restrained for the foreseeable future."We will be getting as many as we can but realistically the expectation is for 2500 sales between now and the end of next year," Dodge's general manager for national sales, Brad Fitzsimmons, says."The Caliber has all the fuel economy benefits of a small car combined with the best bits of a compact SUV."Trim levels and inclusions in the Caliber are commensurate with the price but the choice of materials is disappointing. All touch surfaces, other than the seats, are made of hard-feel plastic, which immediately conveys a "budget" feel.Dual front and side-curtain airbags are standard, as is a one-touch power window for the driver, heated folding power mirrors, tilt-adjustable steering wheel, remote keyless entry, a drink chiller bin in the dash and a neat flip-up phone or iPod holder in the centre armrest.In the ST, fabric seats, 17-inch steel wheels and 60/40 split-fold rear seat is standard fare.The SX trim adds reclining rear seats, a fold-flat passenger seat, six-disc CD changer, driver's seat height adjustment and 17-inch alloy wheels.With the SXT, standard trim also includes leather heated front seats, multi-function steering wheel, cruise control, front fog lamps, chrome grille treatment and additional interior brightwork.Carrying on the fun theme, the accessory packs include a pair of drop-down rear speakers in the tailgate capable of taking care of any serenity that may be found at a remote picnic spot.Mechanically, the Caliber package is a two-steps-forward, one-step-back proposition.All models sit on the same architecture — a well-proven independent strut with coil spring over gas shocks front end and multi-link rear with link-type stabiliser bar, coil springs and gas shocks.The car's "tall" styling and raised ride height (195mm clearance) lean it towards a degree of body roll in cornering but it quickly settles. Ride quality is at the better end of the scale, particularly on highway surfaces where it is solid and quiet.Mid-corner bumps can unsettle the suspension and there is a degree of kick-back through the wheel but none of it is at a particularly disturbing level.You can save time when shopping for the Caliber by putting a line straight through the 1.8-litre offering.It may be the only engine offered with the manual box and, on paper, its performance data doesn't seem to give that much away to the 2.0-litre. Don't believe it. It is, quite simply, a disappointing and frustrating package, serving to make the 2.0-litre CVT appear an oustanding option. That 5kW and 12Nm can make as much difference as this does is a poster lesson in why matching engine and gearbox is crucial.For an additional $2500 in SX and SXT — you can't get the CVT or the 2.0-litre in ST trim — the benefits are enormous.Without destroying an impressive fuel economy (8.4l/100km on the test) the CVT package provides enthusiastic delivery, mid-corner urge and the ability to attack slight slopes without dropping back to third gear.Inside, apart from the aforementioned first impression of budget surroundings, the Caliber has little to hang its head about.Space is quite good, with reasonable knee and headroom in the rear — generous in the front — and only a minor complaint about difficulty with entry and exit to the rear.Vision is not great: large A-pillars and a small rear window are the main offenders.Most controls come easily to hand although the phone and iPod holder is a nuisance when deployed and offers a better environment when tucked away.The sins of the manual, meanwhile, are compounded by the lack of a left footrest for the driver and the consequent painful annoyance of having the hard, sharpish edge of the centre dash console gouging the outside of the leg.The sound system is good and there are plenty of storage pockets. Luggage space is adequate and access good but again, use of hard plastics — justified as a wash-out choice for active lifestyles — showed wear and tear from luggage wheels with a few hours' use.Different? Yes. Desirable? To the character set, it will be irresistible. The question is, will there be enough characters to make Dodge's return to Australia a warm one.TIMELINEDodge in Australia1915: The first Dodge imports brought to Australia by Adelaide's Cheyney Motor Car Company. Soon after, local assembly is begun by T.J. Richards and Sons with some imported as components and other bodies made in Australia.1937: A group of independent Dodge and Chrysler importers buys a controlling interest in T.J. Richards and renames the company Richards Industries.1941: Dodge-Chrysler assembly lines build parts for the Australian war effort.1947: Company name changed to Chrysler Dodge DeSoto Distributors Ltd.1951: Chrysler Dodge DeSoto Distributors reach agreement with the Chrysler Corporation of Detroit to manufacture complete vehicles in Australia. Chrysler Australia Ltd is formed.1960-72: The Dodge Phoenix is assembled by Chrysler Australia.1976: Last Dodge ute assembled by Chrysler Australia.2006: Dodge Caliber returns the Dodge badge to Australia

Ford's new hero is the XR5 Turbo. It does not have the stunning looks of its rival, the Holden Astra Turbo, or the zip of the rival, but it does almost everything better. And it has cupholders . . .It is no surprise the feisty Focus finishes on top, because it is our small-car benchmark and the one people should try first when they are shopping for a new compact.The XR5 is a long way up and beyond the starter-price Focus CL at $20,990, but Ford has the basics right and all the extra performance work on the hot hatch has been built on deep and stable foundations.The changes to the XR5 are huge, running right down to extra chassis stiffening and a five-cylinder turbo motor that was snitched from Volvo -- one of Ford's prestige brands -- to meet the company's target of a 150kW-plus engine.Inevitably, there are sports springs and dampers, bigger alloy wheels and huge disc brakes.The cabin equipment includes Recaro sports buckets, a bank of extra dials and the sort of sports trim you expect in a car called the XR5.And that is no accident, either, because Ford Australia is well aware of the following its XR6 Turbo has and was keen to link the newcomer to the existing success.The Focus XR5 arrived before the Astra Turbo and during a boom in the hot hatch business.Volkswagen sets the pace with its marvellous Golf GTi, Renault has a Megane Sport and there are plenty of other players and pretenders.The XR5 is the real deal, thanks to 166kW, and a peak of 320Nm spread from 1600 to 4000 revs, and a six-speed close-ratio gearbox that motivates one of the most responsive and enjoyable chassis in the business.Ford Australia is expecting to be run hard by XR5 customers, thanks to a value price-tag of $35,990, which is only a little up from the Astra and significantly less than the GTi.And there is still a monster waiting list for the Golf . . ."The new Ford Focus XR5 Turbo combines performance with practicality," Ford Australia president Tom Gorman says.It is built from the five-door Focus body and a lot of the work was done by the RS team that is also responsible for Ford's efforts in the World Rally Championship, under the direction of Richard Parry-Jones, the company's global product boss and one of the hardest drivers in the business.It was Parry-Jones who drove development of the new Focus into much more than just a bread-and-Vegemite transport car and he personally signed off the XR5 work before the car went to showrooms.The package for Australian showrooms is an impressive one, particularly for the price, and includes everything from airconditioning and central locking to Sony premium sound, alloy wheels and front, side and curtain airbags.Of course, there is a body kit on the XR5 and the car also sits lower on its specially tuned springs.And there is the wicked gold bodywork for people who want to go all the way for $1800 more.The only thing missing is cruise control, which is a must-have in Australia.ON THE ROADThe XR5 Turbo is an excellent little car. It is as quick as you want when you want, but still a comfortable little compact when you're not in the mood. It also grips well in corners, but is not upset by humps or bumps. This is the sign of top-class chassis and suspension engineering work.And it is practical, easy to park and has plenty of luxury gear.Against the Astra? It does not have the wicked coupe looks of the Holden, or the touch-and-go throttle response, but it is less confronting to drive and allows you to decide what driving you want on any road or any day.Against the Golf GTi? It's not as all-out marvellous, and the GTi has the brilliant DSG sequential manual gearbox, but it is cheaper and just as practical.And few people will pick the extra punch in the Volkswagen.So the XR5 is a car that will dribble around town and turn a few heads, but can really fire when you're ready to light the fuse.It needs at least 3000 revs to start the action, when you also hear the lovely whistling turbo going to work, but then it pulls hard all the way to the redline.In some ways it does not feel like a 166kW car, but that is also down to the smooth torque delivery and a snick-snick gearbox that encourages you to shift before the redline to keep the motor pulling hard on the turbo.For someone who always loved the five-cylinder beat of the original Audi Quattro rally cars, the sound of the XR5 is also a very special one.The balance of the XR5 is very good, it stops well and the ride is pretty good, with only a little bit of tyre roar on gnarly surfaces.Inside, the Recaro seats are excellent with good support for corners and classy comfort.I also like the excellent sound system, the feel of the controls and the boot and back-seat space.It can be hard to park, with less than ideal visibility around the back end, and I think the extra dials look silly and don't contribute much. But there is not much else to complain about."This is much nicer. I would definitely pick it, and not just because it has cupholders and there are none in the Holden," says Emma, a guest tester who sampled the Astra and Focus for some feedback.But it's any easy call for almost anyone. The XR5 is a top car and great value.

It also doesn't help that Holden's 1980s version of the small diesel car – the dodgy Gemini diesel – has become a joke among Holden's fleet.While the Gemini I own is petrol-powered, I still cop its cousin's flak.Bless the car gods for the invention of turbo.The Astra Turbo Diesel is thankfully much improved on the Gemini model and after cruising in it for a week, diesel now looks to be a good option.I could be sensible and rave about the fantastic fuel economy.My dad did marvel at the fact that I could fill up a jerry can with fuel and have enough to get me around town for a week.Sometimes, diesel also costs less at the pump than unleaded fuel. But what I liked about this car was that it had the grunt and toughness of a Kenworth truck.Before you even get in the car, the key operates like a "gansta"-style flick knife – press a button and the key flicks out. I felt very safe walking to my car at night.The exterior styling is sporty and macho, and when you turn on the engine, the Astra gives off a rumble which sends out the message "you don't want to mess with me".It is not the zippiest of cars through traffic and it takes a little bit of time to get off the line.But once the turbo kicks in, you're off.This is not a car you can get bored with. Several driving modes and settings also offer plenty to do when stuck at the lights. The six-speed auto transmission changes to manual with a flick of the wrist. Sport mode can be switched on in both manual and auto.Mix and match to suit the conditions, desired fuel economy or even your mood.The computer dash display has different settings to keep an eye on during the trip. I set the stopwatch to measure how long it took to travel short distances.The computer also can tell you what day it is, which can be handy for those early blurry-brained mornings.The interior did seem to lack the attention given to the outside and the only handy bit of storage is the glove box, which has a removable divider to increase its size. There was no holder for me to stash my cup, mobile phone or loose change.The steering wheel controls for the stereo and dash computer were fiddly and the stereo system sounded weak.So I just turned the stereo down and listened to the turbo booster and engine rumble. CAPTION (astra) Holden Astra Turbo Diesel. Diesel deliversHolden Astra Turbo DieselGreat fuel economy.Turbo provides the necessary power to offset the slow diesel engine.Sporty style and grunty engine sound.Six speed manual transmission for trips on the open road.Lack of storage.Fiddly steering wheel controls.Limited back seat space.

The hatch is aimed at young buyers who want something remotely sporty and good looking, despite their limited funds.The sedan, says Hyundai director of sales and marketing Theo van Doore, "is more suited to small families and older and more conservative buyers".And it shows.While the sedan boasts a host of new features, being bigger and offering more interior space — including a good-sized boot — than the previous model, it is not going to win prizes for its looks.It is definitely suited to more conservative buyers who are looking for a steady and comfortable car to get them about town with a minimum of fuss, reasonable economy and a maximum of reliability.The new Accent is powered by an upgraded version of the 1.6-litre four-cylinder engine that now has Continuously Variable Valve Timing for improved performance.It does 0-100km/h in 10.2 seconds, which is respectable for such a car but is not intended to break records. All-important fuel economy is good in the Accent, as would be expected for a car of this size.The manual sedan tested has a combined claimed economy rate of 6.8 litres per 100km, the best of all the Accent variants.It has a 45-litre tank that should equate to up to 660km travelling. And with the Sydney price for unleaded hovering around $1.35 a litre it will cost about $60 to fill.Safety is also becoming a major issue for small car buyers. The new Accent gains ABS with electronic brake force distribution and improved brakes. The discs are bigger on the front and the old rear drums have been binned to make way for rear disc brakes.The previous model Accent rated an overall three stars (five is the best) for crash safety in Australasian New Car Assessment Program (ANCAP) testing but the new car has not yet been tested by them. The most seriousproblem noted with the previous model was a high risk of chest injury for the driver in a side-impact crash.Hyundai says the new car has a stronger and stiffer cabin cell structure along with stronger doors including strengthened side-impact beams to reduce impact injury.Inside, the Accent is well-equipped with a leather steering wheel and gear knob and power windows on all doors, although the plastic finish is plain.The CD-player/radio system is MP3- and WMA-capable and plays through six speakers.A lot of work has gone into improving storage space inside the car, which includes a larger glovebox, a sunglasses storage area overhead, four cupholders, storage space in the door capable of taking bottles and even a recess area under the steering column that is designed to take a folded-up umbrella.However, it could do with more space and is particularly let down by not having a centre console. Leg room is good in the front and the rear will seat two adults or three children fairly comfortably.Accent handles city driving pretty comfortably. The manual gearbox is a smooth shifter with light changes and clutch movement.Wind and road noise levels are reduced from the previous model but are still quite noticeable. The manual sedan is priced at $17,490 with metallic paint an extra $350.It will cost an extra $2000 for the auto, which will account for more sales.In comparison, the three-door hatchback starts at $15,990.A big plus for Hyundai buyers seeking minimum-fuss motoring is the warranty, which stands at five years/130,000km.

That's because DaimlerChrysler has decided to pull the pin on the ForFour, to concentrate on production of the tiny but successful ForTwo - the odd two-seater that's such a common sight in Europe.The decision leaves the Brabus as not only the last of its kind, but also the fastest, best equipped and most desirable edition.Released in Australia at the end of 2004, the four-seat ForFour shares a platform with Mitsubishi's Colt which has just coincidentally released its own turbocharged Ralliart model.After driving the Brabus-tuned model, however, we reckon the Smart would eat the Colt for breakfast.The heart of the matter is a turbocharged 1.5-litre four cylinder engine that delivers 130kW of power at 6000rpm and 230Nm of torque at 3500rpm, compared to the standard car's 80kW.That's 60 per cent more power than the 1.5-litre model and gives the car a power to weight ratio of 8.4kg per kW.Weighing in at just 1090kg, the Brabus can sprint from 0 to 100km/h in just 6.9 seconds and on to a top speed of 221km/h.Yet Smart claims the car uses just 6.8 litres of fuel per 100km - albeit the pricey 98 grade stuff.A five-speed manual transmission is standard and delivers strident performance across the rev range.Keep the engine on the boil and there is little or no turbo lag, with strong mid-range acceleration.The Brabus rides low with shortened springs front and back and chunky 17-inch alloys with Michelin 205/40s front and 225/35s down the back.It cuts a lean, purposeful figure with its larger front spoiler, chrome double tailpipes, rear diffuser and stylish side skirts.Two mesh inserts in the radiator grille are also exclusive to Brabus along with a roof spoiler that reduces lift on the rear axle by 50kg at top speed.Standard features include four airbags, leather upholstery and a panoramic glass roof.It's an exciting package but at $39,900 plus on roads the Smart ForFour Brabus is a bit on the "exey" side and therein lies the problem.For the same money, you could buy a Golf GTi or for that matter Mazda's excellent Mazda3 MPS, both of which offer substantially more car for your doe.For those wanting something a little different, however, the Brabus has much to offer.Smart is DaimlerChrysler's cheaper line of cars much the same as BMW builds and markets the Mini.Both cars are aimed at younger buyers and the ForFour is not unlike the Mini in many respects, with a wheel at each corner and go kart-like handling.The Smart can be a bit of a handful in the wet, with quite a bit of torque steer under hard acceleration, despite the addition of traction and electronic stability control.In the dry its a ball to drive and has the ability to give larger, more fancied marques a real hurry up.Although Smart claim 6.8 litres for fuel consumption, we averaged closer to 10.0 litres/ 100km during testing. 

The beautiful Brera coupe, which has just gone on sale, is the most expensive Alfa ever.The base four-cylinder Brera costs $69,950 and the all-wheel-drive V6 range-topper is $94,950.Add the hefty $1750 for metallic paint and the V6 Brera will set you back $96,700.To put that in perspective, you could buy a Nissan 350Z coupe and a Mitsubishi 380 and have more than $5000 left in your pocket.The V6 Brera's price matches it against the Mercedes-Benz 3.0-litre CLK ($95,100) and two potent models that will arrive soon — the Audi TT V6 and turbo-boosted BMW 3-Series.That is some pretty esteemed company, but Alfa Romeo Australia marketing manager Ross Meyer says the brand is ready."We don't see the price as a problem," Meyer says."The early demand for Brera V6 is very strong. It does very well against some excellent opponents with its high level of standard equipment and performance."Then there is the style.The Brera first appeared at the Geneva Motor Show in 2002 as a design concept by Italian designer Giorgetto Giugiaro.At that stage, Alfa Romeo had no plans to build the car, but the overwhelming response to the concept car meant the Italian carmaker just had to make it.Alfa decided to produce the Brera as a replacement for the GTV coupe, built off the same base as the new 159 sedan.It did some fiddling, reducing the length by 5 per cent to 4413mm and lowering the body height by 3 per cent to 1372mm.The Brera is a 2+2, that is, a two-seater with two rear seats for children or grown ups prepared to squeeze in for short trips.Two models are offered: a four-cylinder and a V6. Both are available with a six-speed manual only, but a six-speed automatic will be added to the options list early next year.The base Brera is front-wheel-drive and runs a 2.2-litre four-cylinder that generates a modest 136kW and 230Nm of torque.Standard equipment includes leather seats, dual-zone climate control, CD sound system with 10-disc stacker, glass roof section, rear parking sensor, cruise control and 18-inch alloy wheels.Standard safety gear includes seven airbags, anti-skid brakes and electronic stability control.The Brera four weighs 1470kg and is able to go from 0-100km/h in 8.6 seconds. Fuel use is 9.4 litres/100km of combined city and highway driving.The AWD V6 Brera uses a General Motors-based 3.2-litre V6, the block made in Melbourne by GM Holden, though Alfa says much of the engine is its own design. The result is a six-cylinder that pumps out 191kW and 322Nm of torque.The V6 Brera comes with all the gear of the four-cylinder model, but adds "clover leaf" alloy wheels, premium leather seats, electric heated seats, Bose premium sound, Bluetooth connection system and xenon headlights.The extra weight of the bigger engine and AWD system pushes up the mass of the V6 Brera to 1630kg. Even so, the extra poke means it can dash from 0-100km/h in 6.8 seconds.Fuel consumption for the more powerful Brera is 11.5 litres/100km of combined city-highway driving.ON THE ROADAnyone who has flicked through Vogue can tell you fashion is expensive, but people are prepared to pay a lot just to look good.The Alfa Brera is a case in point. If it looked plain, or just plain ugly, only the daft would hand over $70,000 for a 136kW four-cylinder.But the Brera is beautiful. It looks simply stunning with its lovely coupe rear, wedge tail-light cluster and gorgeous lines, all of which make it stand out in traffic.The Brera looks good on these pages, but just wait until you see it in the metal.Looks will be enough for some people, but others will expect that an Alfa that can cost as much as $95,000 also needs to deliver the driving thrills to match.The Alfa is competent, but the car doesn't drive as well as it looks.It's a lot better than the GTV it replaces, which looked lovely but had a terribly loose body that affected everything from ride comfort to handling.Alfa has stiffened the 159 and Brera bodies and the improvement is noticeable.The Brera is a solid car that is comfortable, sits well on the road and hangs on to the tarmac through the turns.It just isn't that exciting.The AWD V6 is the most disappointing, because it promises so much.It's great for Lygon St cruising, because it looks great and emits a thick and creamy six-cylinder exhaust note through its rear quad exhaust outlets at low revs.But on winding roads such as those in NSW's Hunter Valley, where Alfa launched the car last week, the V6 Alfa just doesn't shine.A run in some of its rivals along the same stretch of road would leave the driver beaming for hours afterwards.The Brera's V6 engine is torquey enough, with enough muscle down low, but it is not strong up the top end of the rev range. There is also very little exhaust or induction noise to be heard when you are wringing the engine.One of the best things about a six-cylinder is the note it belts out up the top of the rev range — just listen to the BMW in-line engines or even the 350Z Nissan V6.It is also hard to get involved in the drive because the seats have very little support and you have to concentrate on leaning against the force of the turn, rather than just driving.The steering doesn't give the driver much feel either.The traction level of the Brera V6 is excellent and the car can punch out of the turns with confidence that only an AWD system can deliver.You do feel the extra weight, though, and the car is definitely not as nimble as the four-cylinder.The four-cylinder engine does well enough — if you are not that interested in a really sporty drive.The Brera is a competent car that looks stunningly beautiful — just don't expect it to be a red-hot sports car.

And yes, I am talking about a car; the Alfa Romeo 159, to be precise.

They are sought by young, first-car owners, parents seeking a second zippy machine and everyone else who wants an efficient but cheap vehicle in a time of rising petrol prices.This market provides the opportunity to own something cute and reliable, that doesn't necessarily come with ageing appearance, kilometres clocked and pre-loved baggage.At $16,880 for the 1.6-litre, four-cylinder, three-door model, the Hyundai Getz is a reasonable deal, if of course you arrive at the dealers with the right expectations.The Hyundai Getz is the second bestseller in the light car segment, of small cars under $25,000, with 10,408 sales for the year to date, behind only the Toyota Yaris and beating the Holden Barina and Suzuki Swift.The Getz comes with some accolades to its name. The 1.6-litre was named Australia's Best Small Car for 2005, judged by Australia's auto clubs, and was also declared as the most affordable light car to own and run by NRMA Motoring and Services.But don't expect this little package to present anything too surprising.It's your basic small, get-around car, producing 78kW of power at 5800rpm and 144Nm at 3200rpm. The real ability of the engine takes a while to kick in and drivers have to rev it hard to get it moving.The four-speed automatic version tested felt flimsy with the delayed response and while it was suitable for city and suburban driving, it struggled a little on highways. A manual model, giving drivers greater control over their travels, may be a better option.Just because this South Korean baby is a smaller, cheaper car, it doesn't mean safety has to be sacrificed.The car we tested came with the Protectz package, which adds $1290 to the price of the 1.6-litre model, but is not available on the base 1.4-litre versions.The Protectz enhanced safety pack adds dual front side (thorax) airbags and electronic stability program (ESP) to the standard safety features on the 1.6-litre Getz models, which include an anti-skid braking system (ABS) with electronic brakeforce distribution (EBD), four-wheel disc brakes and soft deploy driver and passenger airbags.As with most cars in the small segment, the Getz has that fun appeal to it.Its tall but skinny-ish body looks good from the exterior, but step inside and it's all a little disappointing, really.The dash has a plastic look and is rather unfashionable and basic, while the console panel appears bulky.The front seats leave the driver feeling tall and in an unusual position to the steering wheel, due to the low dash and high seats.The seatbelts in the front are located too far behind the seats, making the driver and passenger reach for them. Space can be, as is to be expected in this sized car, cramped at times in the back, but tolerable in the front.It has adequate storage room for phones and accessories, but more would be useful.It comes with features including airconditioning, power windows, keyless entry, central door locking, steering wheel audio remote controls and MP3/CD player. Metallic paint is $275 extra.The Getz can get more "sexy" if budget buyers have extra cash for the SXi version, which gives pizazz. It adds a rear spoiler, 15-inch alloy wheels and front fog lamps.The SXi also has a better looking interior, with hot red trim on the seats and doors. This is $18,380 for the SXi automatic, and $19,670 including the Protectz package.

The car is based on the very good-looking Astra two-door hardtop coupe with hatchback – a low-roof shape that looks sporty even with the garden variety 1.8-litre normally aspirated engine.Dressed in spoilers, wings, side skirts, big wheels, low-profile tyres, serious grille and lowered suspension, the Astra SRi Turbo version of the coupe is even meaner.On that score alone, it has the "looks" advantage over pocket-rocket rivals which are all hotted-up conventional high-roof hatchbacks (VW Golf, Ford Focus, Mazda3, Renault Megane and Mercedes-Benz A-Class).Yet Astra coupe retains reasonable space for rear passengers.However, Astra Turbo makes do with an older engine, the two-litre, four-cylinder turbocharged job first seen here three years ago in the then-model Astra three-door and convertible.It gives 147kW power at 5400rpm and 262Nm of torque at 4200rpm. Those figures are not to be sneezed at in a small car but rivals with more recently designed engines do better. For example, Golf GTI $39,990 has 147kW/280Nm, Focus XR5 $35,990 has 166kW/320Nm, Mazda3 MPS at $39,990 has 190kW/380Nm, a coming Megane RS $37,990 gets 165kW/300Nm, making the Benz A200 Turbo look expensive at $44,400 for its 142kW power.But the Astra SRi Turbo counter-punches not only with looks but also with value. It's listed at $34,990, which is less than any of these rivals, and it has an impressive list of technology and equipment.This includes cruise control, power windows, climate-control airconditioning, leather facing on seats and steering wheel, front seats that have three-stage heating, six-stack Blaupunkt CD player and seven-speaker sound system with steering wheel audio controls, plus graphic information display for sound system and trip computer.Outside are modified radiator grille with larger air inlets, an integrated rear spoiler, fog lamps, modified rear bumper panel and the sized wheels and tyres normally expected on a V8 large car – 18in alloys clad with 225/40 asymmetric tyres (Dunlop SP Sport 01 on the GM Holden test car).Then comes the Astra SRi Turbo technology and safety: ESP, traction control, ABS brakes, six airbags (including front side and curtain airbags), the double overhead camshaft and turbocharged engine and six-speed gearbox. Particularly interesting is the "adaptive interactive driving system". This reads the road conditions and vehicle movement, and constantly adapts the shock absorber behaviour.Then there's the sport mode. Press the Sport button on the fascia and it instantly changes the mapping of the throttle to make the engine seem more eager and responsive. It also ups the electro-hydraulic steering for an even sharper feel and the whole package seems more firm and racy.Not to say it's a softie in normal trim. You're aware it's a sports chassis car but the seat is comfortable and the ride tolerable for this sort of machine.My now tiresome Astra gripes remain: lack of cup holders, lower fascia controls hard to decipher and still no engine temperature gauge. The rear window gives restricted view but parking sensors are an option.This model has a steel spare wheel limited to 80km/h. And it needs premium fuel. The six-speed manual gearshift is a beauty, slightly notchy as expected in a performance car.It's not a peaky, popping turbo engine although the exhaust has been engineered to allow a rorty sound. This Astra's happy at 1700rpm at 60km/h in fifth gear and sits on 2700rpm at 110km/h in sixth gear.Our fuel economy was 10 litres/100km. Obey the speed limits on a country drive and you'll better 8 litres/100km. Use the lower gears and a heavy right foot in the Hills and, well ...Lift the bonnet (self-supporting on gas struts) and hooray, there's no engine cover, so you can see all the plumbing for the turbo and intercooler. And the satisfying "Made in Germany" tags on engine bits (plus the occasional "Made in Slovakia").This is a fun car to drive. It's easy to embarrass and surprise a few drivers of larger "muscle" cars – and that's before you get to the twisty bits. Astra's ESP helps control the problem of a lot of power going through the front wheels on tight corners, especially in the wet. ESP can be switched off.