Hatchback Reviews

In the new millennium, consumers are spoiled for choice, particularly in the small-car segment, with a host of very capable manufacturers vying for your dollars.Which brings me to the most uplifting thing about the Cerato: its price.Just how big a factor price is in winning sales was hammered home by a city Kia dealer's radio advertisement that made scant mention of the car's "uplifting" qualities, but repeatedly pushed the sharp $18,990 drive-away price for the five-speed manual.With oodles of kit thrown in — air conditioning, electric windows, power steering, cruise control, remote central locking and a six-speaker CD player — buyers must think they're getting a bargain as they drive off the dealer's lot.It's certainly an appealing package, as long as you don't expect it to extend to an enthralling driving experience.The little Kia's interior is roomy and reasonably well laid-out, with good space for front- and rear-seat passengers.On the minus side is the quality of the Cerato's plastics, carpet and interior finish, which is at best average (or, in the case of the carpet and boot trim, rather ordinary).Exterior styling is commendable, particularly as past Korean offerings have often fallen well behind their Japanese and European competitors. The Cerato has clean, well-defined lines.Anyone considering buying a small car and driving it on city roads awash with 4WD behemoths is wise to consider safety features, and this isn't a Cerato strong point.The European safety watchdog NCAP gives it three stars out of five, with particular criticism of its poor side-impact protection. Nevertheless, the Cerato comes with dual front airbags and seat belt pre-tensioners, but ABS is offered only as an option.Despite disc brakes on all wheels, the lack of ABS shows, with the Kia's braking performance below par.Our automatic Cerato hatchback had a respectably staid zero-to-100km/h time of more than 10 seconds.The two-litre engine puts out an honest 101kW that gets it moving through city traffic at a reasonable clip.The engine would pair well with the five-speed manual on the base model, as the four-speed automatic tends to cling to the lower gears if driven at anything beyond a going-to-church-on-Sunday pace.With consumption of eight to nine litres per 100km, the Cerato isn't the most frugal car around, but it will hardly bleed you dry — unlike some sporty brethren that are addicted to high-octane, high-cost fuel.Probably the most surprising thing about the Cerato is its ride. MacPherson struts at the front and a dual-link arrangement at the rear soak up bumps far better than many more expensive cars.The downside is that this can make the Cerato feel slightly unbalanced and wafty on twisting open roads. That, coupled with steering that offers minimal feedback and the limitations of front-wheel drive, means it's not the type of vehicle you'd want to push too hard.But few people who find their way into Kia's showrooms will be expecting a performance package. They're after a new car with the lot for under $20,000, and with a three-year, 100,000km warranty to boot.You can't argue that the Cerato isn't great value. But, as we explain in today's cover story, a discerning buyer may find the best value by buying a near-new, second-hand car.

The Italian brand is known in Australia for style, spicy engines and in the past rust and the occasional breakdown.

But times have changed. The new generation of BMW-developed Minis were developed as prestige models - often the second car for a family who owns a bigger Beemer.The agile new Mini Cooper and Cooper S arrived in 2002 and have sold strongly.We have already seen the faster Works specials, but Mini is adding to the appeal with two new special models, Checkmate and Park Lane.These are effectively trim and equipment packs available on Cooper and Cooper S models and cost an extra $4600.That means a manual Cooper with either pack costs $34,500 and a supercharged Cooper S with either pack $43,500.The Checkmate adds special 17-inch alloy wheels, firmer suspension, sports seats, unique checkmate livery, bonnet stripes, unique interior trim and a sunroof.The Park Lane is all about luxury. It has grey leather seats and a two-tone leather-wrapped steering wheel.Available only in grey, the posh Mini adds climate control airconditioning, extra chrome touches inside and out, Harman/Kardon premium CD sound and 16-inch alloy wheels with run-flat tyres.There is nothing revolutionary about the new Mini additions, but their arrival gives us an excuse to go for a spin in the fun little model - we pick the Cooper S Park Lane.For those who might have missed it, the Cooper S has a supercharged 1.6-litre four-cylinder engine with 125kW and 220Nm and is front-wheel drive.It is 1215kg, which helps it do 0-100km/h in 7.2 seconds.This isn't lightning pace, but straight-line speed is not what the Mini is about. This car is about agility.An early morning run along the Great Ocean Rd confirms how much fun you can have in the Cooper S.The hatch is at home on the slippery wet, twisting tarmac. It is great fun to wind up the small engine and tip the Cooper S into the turns.With the supercharger whining away as it spins up, the Cooper S makes it feel like you are going faster than you really are.The standard Cooper engine is an ancient four-cylinder with a single overhead camshaft (rather than two) which means it is bit of a slug, but the boosted Cooper S engine is great. The extra torque of the supercharger is the big difference and means you can leave it in third for most of the bends. Its exhaust also emits a snap and crackle when you back off the throttle and let the engine slow - a nice touch.The front-wheel-drive Cooper S has excellent traction, even on greasy wet tarmac.Even with a supercharger bolted on, there isn't a mass of power surging to the driven wheels, so you can easily feed in the power as you exit turns.The six-speed manual does the job, but is a bit cumbersome. You really have to thrust the lever sideways and forward with a lot of force to select reverse and it is easy to get first gear instead.The ride in the Cooper S Park Lane is firm - expect to get bumped around a fair bit on uneven roads.It doesn't really spoil the drive, but is out of step with Mini's own description of the car as a "VIP lounge on wheels".The Mini has four seats, but only the front two have any reasonable legroom. Small children would be OK in the back, but larger passengers would find it a squeeze.The Park Lane's premium sound system is awesome, the speakers look cool. Boot space is limited, but you can fit in a few bags of shopping.What it lacks in practicality, the Cooper S makes up for in charm.It really is one of the most popular cars we have tested and makes a lot of people smile.

Tiida will take time to establish a beach head in this country as a replacement for the Pulsar which had a 28 year run.Tiida also faces stove hot competition for the likes of new Honda Civic, Mazda3, Holden Astra and Ford Focus. Styling is conservative and narrow looking hiding long interior with impressive rear legroom. Hatch looks better than the sedan. Renault influence throughout car especially the front and interior. Built on Renault small people mover platform with benefits inside. Engine is a 1.8-litre twin cam four with variable valve timing to deliver 93kW – about average for class. Has good response, frugal thirst, runs quietly. Auto is a four speeder – hunts a bit on hilly terrain, big drops between ratios. No sequential. Cries out for a five speeder or CVT. Six speed manual driven previously feels notchy between gears but drives better than the auto. ST-L is mid-level and probably the best value for money in Tiida range. Hatch manual is $24,240 and includes side curtain air bags ABS, power windows (yes) and alloy wheels among other stuff. Lacks centre rear three point seat belt. No vanity mirrors in sun visors. Has a large boot, full size spare. Rides sweetly, smooth over bumps, tidy dynamics. Test car had acrid plastic smell inside – like Korean cars used to. Looks small on the road, certainly smaller than competitors. Good vision, airy interior. Verdict:Like certain aspects but not the looks. Competitors are enticing for the same money. Nissan's reliability hard to pass up.

That is of course, providing a car that embodies so much of French automotive quirkiness is your cup of tea.Citroen, Peugeot and Renault continue to turn out cars that are well, different, to the work of most other carmakers.It's their belief in alternate fuel technologies, the technical marvels in the Citroen C4, the distinctive large rear of the Renault Megane and their out-and-out quirkiness that continues to set them apart.And now the arrival of the C4 as a diesel takes it one step further.The C4 HDi comes in one configuration, a five-door hatch with a 1.6-litre four-cylinder engine with a five-speed manual transmission. However, while the 1.6-litre engine has the same power output as its petrol sibling, it boasts a significant leap in torque, up from 147Nm to 240Nm.The driver particularly notices that low down while changing up through the second and third gears.The C4 also has an engine overboost function that enables the motor to increase torque to 260Nm under acceleration for a maximum 90 seconds. It is self-regulated to ensure the all-important fuel economy is not harmed by a lead-footed driver.The car currently comes only as a manual, however Citroen announced last week that an automatic is on the way, possibly by the end of the year.The company also has the opportunity to put the more powerful 2.0-litre diesel engine, currently found in the C5 sedan, into the smaller car. And there is even the prospect of future C4 cars being powered by hybrid-diesel engines — technology currently that is being examined by the French.Citroen spokesman Edward Rowe says diesel sales currently account for only 20per cent of C4 sales as the Australian market slowly begins to accept the alternate fuel.However, the company is looking to the experience shown with the C5 that now has 80per cent diesel sales in Australia — admittedly from a small overall figure.Diesel produces two key results, fuel economy and the love it or hate it chatter of the engine. The C4 diesel's overall claimed fuel economy figure for combined city and highway driving is just 4.7litres per 100km — which puts it in the same territory as the hybrid Toyota Prius or the tiny Smart car.As for the noise, well, at worst it can be said to resemble the sound of an old Volkswagen Beetle, and at best you even feel that it sounds like a Subaru WRX.Either way, while road noise is at a minimum while driving the C4, you will certainly hear the diesel powerplant at work.The car does not have the bodykit and exterior sports trim of the top of the range petrol C4 VTS but is still a pretty little thing.Its wheels are fairly plain but the grille is distinctive. But it is inside where you will notice you are in a distinct car.It starts with the fixed-hub steering wheel. It feels strange at first to turn the wheel while the hub stays still but once you get used to it the value of having all the steering-mounted controls remaining in a fixed position for ease of use is an obvious bonus.But the jewel in the crown is the dashboard-top mounted display screen that provides a range of readings from the speedo to the fuel gauge and the number of kilometres left before you go searching for the diesel fuel pump at your local servo.It is extremely clear to read and the screen back-lighting adjusts for outside conditions.The driver's seat adjustment is manually operated and like a few other cars in this class can be fiddly to co-ordinate.Leg room for front and rear passengers is good and, while not cramped, the driver's footwell area could be bigger. The boot, reached by opening the hatch, boasts enough space for most small-family needs.Tested around town, including some of Sydney's hillier stretches, the C4 delivered sprightly acceleration, smooth handling and a comfortable ride.This car won't be a huge seller but it is a strong foot in the door for the future of diesel power in Australia.

Spearheading the new Civic lineup, the Civic Sport is powered by a 114kW, 2.0-litre DOHC i-VTEC engine.The 2.0-litre engine pumps out 114kW at 6200rpm and 188Nm of torque at 4200rpm.It's the last figure that is most important.In comparison, the lamented VTi-R's smaller 1.6-litre donk cranked out an amazing 118kW at 7600rpm - but not nearly as much torque (just 148Nm at 7000rpm).Last sold in 2000, the high-revving VTi-R was more powerful but nowhere near as "driveable", with considerably less torque that was available only at high revs.Torque is the muscle that makes driving larger, more powerful cars that much easier, requiring less gear changes and making short work of steep hills.Other models in the new Civic range get a 103kW 1.8-litre power plant, apart from the petrol-electric Hybrid.Our test car was 2.0-litre Civic Sport equipped with optional five-speed auto that includes steering wheel-mounted gear shift paddles.A five-speed manual is standard.The buttons are okay for cruising around but it is easy to lose track of them once the driver's hands start to move around the wheel, especially during enthusiastic cornering.The best system sees the buttons fixed to the steering column itself where they don't budge.Australia misses out on the space age hatch, but the new sedan holds its own as a slick, smart looking unit.It's longer, lower and wider than the previous model, with a raked aggressive stance.Like the rest of the range the Civic Sport is a four-door sedan, despite its sporty pretensions.It has a reasonable sized boot and rear seat that splits 60/40 for longer loads, with a "dive down" feature that allows the seats to lie flat.The interior is dominated by the two-tier instrument cluster, with a separate high mounted speedometer.It means your eyes don't have to stray far from the road to check what speed you're doing, something we find ourselves doing a lot.Safety is taken care of with front, side and curtain airbags, plus ABS brakes and new electronic brake force distribution system that acts on left and right sides independently to prevent rear-end steer during emergency braking.Like most VTEC engines the Sport likes to rev and really doesn't come into its own until around the 4000 to 5000rpm mark.Performance is strong but unconvincing.We'd like to see how the five-speed manual peforms.As well as change paddles, the transmission features a sport setting that keeps the revs on the boil - good for performance but not so good for economy.Handling is good but not spectacular, especially on the limits.Fuel consumption for the auto as tested is rated at 8.0L/100km.Cruise control is standard but the Sport gains a number of extras, including a sunroof, leather seats and steering wheel, front foglights, twin tailpipes and 16-inch alloys with 205/55 profile rubber.Honda Civic Sport is priced from $29,990. Automatic transmission adds $2000 bringing the price to the same figure as the Hybrid. 

It's one of those ads that people love to hate, but I guess that means it must be doing its job for Nissan – because it's attracting attention to the car.Anyone who has ever watched Sex In the City will know that none of the oh so hip New Yorkers would look sideways at a Tiida.In fact, none of the overpaid, under-worked cast members including the featured Kim Cattrall would be seen dead in anything less than a Benz . . . for goodness sake darling!Tiida has been getting a pretty hard time from motor noters since its launch a couple of months back.Not sure why after driving the top of the line Ti sedan this week.The trouble with Tiida is absolutely nothing.It's a good, solid motor car in the tradition of Pulsar which it replaces and like Pulsar offers a largish interior in what is otherwise a small car – and at a small car price too.But – and it's a BIG BUT – Tiida happens to be up against some very good competition in the form of Mazda3 and Honda's all-new Civic.And it brings nothing new to the table worthing talking about.The entry level Tiida might be a fraction cheaper than either car, but it offers nothing extra to attract interest.The Ti like all models in the range is powered by a 1.8-litre four cylinder petrol engine that delivers 93kW of power at 5200rpm and 174Nm of torque at 4800rpm.That's less power than Civic or Mazda3 and less torque than Mazda3 (but the same as Civic), although peak torque is developed higher in the rev range.The Ti gets the $2000 automatic trans- mission as standard. It's only a four-speed unit but makes a good fist of it, with an overdrive lockout button for quick change downs.Civic meanwhile offers a five-speed auto.Performance from the 1.8-litre engine is good without being remarkable, but probably not quite as good as either the Mazda or the Honda.Fuel consumption for the auto is rated at 7.8L/100km, with a 52-litre tank takes ordinary unleaded petrol.The sedan is roomy inside with a big car feel on the road and a big boot to match.It has a bright airy interior with good vision all round and height adjustment for the driver's seat.Our test car exhibited some torque steer under hard acceleration and some steering wheel rebound in rougher corners, but handled well otherwise.We were surprised to find that the rear brakes are drums, although the Ti gets ABS with brake assist and brake force distribution.We were amazed to discover the centre rear seatbelt is only a two-point lap belt which we believe is unforgivable for a major manufac- turer of Nissan's standing.Safety is becoming a big issue for buyers and manufacturers need to take note.However, the company has equipped the car with a full-size steep spare wheel which should please Aussies.Standard equipment includes driver and passenger airbags, airconditioning, keyless entry with central locking, CD player with four speakers, power mirrors, with the addition of curtain airbags, ABS brakes with brake assist and electronic brakeforce distribution, rear headrests, power windows and 15in alloys wheels as you move up the range.Ti adds leather steering wheel and luxurious leather/cloth blend seat trim, polished metallic interior trim, front and rear armrests, overhead console, six speakers, front map lamps and passenger vanity mirror.The Nissan Tiida Ti is priced from $26,490. 

European makers are leading the way in offering diesel-engine alternatives to their petrol models.

The Audi A3 brought more choice in prestige small cars when it arrived here in 1997. BMW's 3-Series Compact was on the market, and the A3 added another choice.At first there was only a three-door hatch on offer but that was replaced by a five-door hatch in 1999, which certainly added to the appeal of the small Audi.Audi offered a choice of three engines in the front-wheel drive A3 hatch. The entry engine was a 1.6-litre, 12-valve single overhead camshaft fuel-injected four-cylinder unit that put out 74kW at 5600 revs and 145Nm at 3800 revs for brisk performance.There was a fuel-injected 16-valve double overhead camshaft 1.8-litre engine, which delivered 92kW at 6000 revs and 173Nm at 4100 revs and boosted performance to be the pick of the bunch. For zip, Audi offered a turbocharged 1.8-litre engine that pumped out 110kW at 5700 revs and 210Nm at 4600 revs.A3 buyers had the choice of a four-speed auto transmission or a sporty five-speed manual. All that rode on a nimble front-wheel drive chassis with power steering, four-wheel anti-skid disc brakes and alloy wheels. As would be expected given its prestige tag, the A3 came with plenty of fruit, from central locking, immobilisers, power windows, tinted glass and four-speaker sound.After the 1999 update, the five-door hatch came with airconditioning, CD player, power windows, remote central locking, leather steering wheel and a tilt adjustable column. The turbo had sports suspension and seats, steering wheel and shift knob and cloth trim.While Audi quality has improved markedly in recent years there was a time when it wasn't up to the standard BMW and Benz set, so inspect early A3s carefully. Look for collision damage on the body, particularly doors or hatches that don't open or close properly. Paint-over spray and mismatching colours can also give away crash repairs.Audi engines are known to guzzle the oil, which isn't a problem if owners dip the engines regularly. Many owners who bought Audis simply didn't bother to check the oil between services and only discovered their engine's thirst for oil when they developed the death rattles.Early A3s came with dual front airbags and later A3s also had side airbags for front-seat occupants, that provided decent secondary crash protection. Anti-skid brakes and decent handling were also provided with the intention of assisting drivers in having a better chance of avoiding crashes altogether.Paul Skaraiev was looking to downsize from his Holden Berlina V8 when he bought his 2000 Audi A3 Turbo in 2001, but he still wanted a prestige model. The A3 had done 56,000km when he bought it; it has now done 105,000km without any significant problem. Skaraiev says he loves its looks and performance, reckons the 7.9l/100km fuel consumption is great and is happy with reliability. But he isn't so enamoured of the cost of servicing and parts.

Honda had better be careful though, the new Civic is larger than previous model rivalling the stylish Accord Euro in dimensions and even though it has a 1.8-litre or 2.0-litre engine compared to the Euro's 2.4 why would a buyer spend $10,000 or more on the Euro when the Civic is nearly as good and costs less to run?It's a good problem for Honda to have and is great for consumers who can tap into Honda technology for as little as $20,990.The Civic VTi-L costs $24,490 with a five speed auto adding about $2000. Styling shares a lot with Accord Euro - modern, sporty, attractive and practical. Interior is roomy offering accommodation for five. Impressive rear seat legroom. Boot is large, easy to load/unload. Interior styling is modern and chic with a little too much hard plastic but different colours and textures lift the appearance. Love positioning of handbrake, speedo, switches, gearshift. Steering wheel is one of the best in the business – has squared off shape. Full size spare, big tick. Heavier than previous model – up around 200kg but returns 7.2/litres/100km average in auto. Performance from 1.8-litre, SOHC engine is good – 103kw/174Nm output and it's a low emission engine (LEV). Has 15in alloys, climate control air and cruise control as standard. Ride and handling are competent, safe, a little sporty from double wishbone suspension and strong chassis. Impressive safety credentials, scores ABS, four air bags, fire retardant interior, five three point seat belts. Interior has airy feel, functional, modern, good to travel in.Verdict:Is this the king of the small cars? A difficult decision between Civic, Mazda3 and Ford Focus. Toss a coin, go on the styling.