Hatchback Reviews

The two-litre diesel in the A3 which is shared with the VW Golf is one of the sweetest performers around, while the three-litre diesel in the A6 is a robust weapon that has helped lift the diesel A6 share to more than a third of sales.In danger of being overtaken by its German adversaries, Audi is hitting back with a two-litre A4 TDI, a three-litre A4 TDI, two six-cylinder (2.7 and three litres) in the Allroad, and a 4.2-litre V8 TDI A8 in the next few months.But Audi should be careful not to get carried away with trying to lead the field in luxury diesels.The quality of diesel product is starting to make itself known in the car-buying public, but a couple of under-performers could set back the rise of oil-burners.While the 103kW 1968cc diesel is a gem in the A3, it seems a little underpowered and overworked in the bigger A4.The engine feels coarse under foot, it sounds noisy and there is an annoying lag between idle at 900rpm and about 1800rpm.If you could feed it some revs before dropping the clutch, it would launch just fine, but married to the standard-fit continuously variable multitronic gearbox, it is a bit of a traffic light slug.It actually responds better to a gentle squeeze of the accelerator, rather than burying your foot in the firewall.Thanks to that ponderous nature, the characteristic heavy Audi steering feels even heavier as you apply throttle from the apex of a corner.Once past 1800rpm, there is immediate and strong urge in the engine with plenty of acceleration for safe highway passing.Off idle, the coarseness filters out and the engine quietens down. It only comes back a little on full song.Peak power is listed as 103kW, but the four-cylinder turbocharged diesel produces its peak torque of 320Nm from 1750rpm to 2500rpm.The continuously variable multitronic transmission feels smooth, but is a little slow to kick down when in normal drive. Again, for best results, you have to squeeze rather than floor the throttle.Otherwise, pull the lever down to "S" for sport changes. Here it responds quickly, although it does to tend to hold on to gears a little long, bringing the coarseness of the engine back into the cabin. You can also flick the lever to the left for sequential changes which are even faster than the sport shift mode.And the flick left and down feels just like a manual selection of third to second to attack a rapidly approaching corner.While sport mode is responsive, it cannot interpret that you want to drop a gear or two as you rush up to a corner.So you need to push it up to drive (at which point it might even go up a gear and gain momentum), then flick it across to sequential, then tug it back once or twice to select the correct cog.This all takes precious milliseconds.I would prefer to have sequential accessible directly from sport mode than from drive.But diesel buyers aren't just after torquey driving performance. They also want good fuel economy and low C02 emissions.I can't vouch for the emission figures, but my rough estimate on fuel economy was a little over 6l/100km which included mainly city driving.Inside, it is all business in the usual A4 style with comfortable seats, plenty of legroom and no-nonsense black leather trim and brushed aluminium, plus one of the nicest red-light instruments displays on wheels.The sound system is a delight.Standard safety features include electronic stability program incorporating ABS, eight airbags, active front head restraints, electronic differential lock, anti-slip regulation, a brake-disc wiping system and brake assist.The A4 oil-burner will cost $56,990, which is less that the Mercedes-Benz C220 CDi which starts at $68,400.

It's no longer the baby either, with the Jazz taking over the mantle as Honda's little 'un, but Civic is still the most recognisable Honda. Or should I say, was.The look is undoubtedly different, but the jury is still out on whether the Honda stylists should be put away or put on a pedestal.The hot hatch Civic models are nowhere in sight, including the Type R enjoyed by enthusiasts elsewhere – Australian Civic buyers will need to be sedan-shoppers, or they can go elsewhere.It is certainly larger and roomier, having grown 70mm in length to 4550mm but 80mm in wheelbase, with an extra 35mm added to the width. It's not far off the Accord Euro in terms of size, but $10,000 cheaper, with a longer wheelbase that also has it just 20mm short of Toyota's Camry and 30mm ahead of the Subaru Liberty.Cabin space – thanks to its generous wheelbase in particular – is more than ample for four adults and, despite being slightly shorter than some of the aforementioned models, headroom is also more than adequate.The eighth-generation Civic, the latest in a line that has seen more than 16 million Civics built by the company, is laying claim to more power, better fuel economy, refinement and comfort.The entry-level Civic VTi gets a newly developed 1.8-litre four-cylinder engine with the i-VTEC variable valve system, which is responsible for providing the driver with 103kW and 174Nm – up 15kW and 24Nm on the superseded 1.7-litre Civic engine.But it's asked to carry an additional 140kg, or 145kg if you opt for the five-speed auto such as the one we're driving.The engine has a slightly coarser sound to it, unlike some of the more refined power plants from Honda, but the outputs are adequate for the job at hand, rather than being outstanding.The variable valve i-VTEC system helps wring plenty out in the top end if you're that way inclined, but more genteel motoring should, according to Honda, return figures in the realm of 7.3 litres per 100km in the auto, or 6.9 litres for the manual.The Civic range is offered with either a five-speed manual or five-speed automatic transmission, the five-speed auto a first. The five-speed auto does take the edge off the liveliness of the engine, which is par for the course in this segment – few small engines retain their sparkle when dealing with the torque converter of an auto transmission.The new automatic overall works well with the power plant, but does require some manual shifting – dropping it back to D3 and locking out the last two gears helps quicken the response in overtaking.The driver's instrumentation has been split to put the love-or-hate digital speedometer further up into the main eye-line, with the tachometer further south – something which can work well but the driving position might have to be adjusted to avoid partially obscuring the instruments.The bulk of the dashboard is well laid out and easy to use, although some functions are a little difficult to decipher at first. But there's ample storage in the console and doors, as well as a flat floor in the cabin's rear and boot, which claims a 376-litre capacity, increasing to 485 litres with the seat backs dropped – a single split, with the 60/40 saved for the upper models.On the road, the Civic offers a decent ride, taking the edge off most metropolitan road imperfections without fuss and it sits flatter than expected through corners. That said, it will lean when pushed, and the tyres – which produce a little more noise than the norm – also relinquish grip before the Civic begins to feel unsettled.Any untidiness in the corners is easily controlled, with the Civic dutifully returning to civilised cornering with a mild reduction in throttle pressure.But the feel from the controls and the eagerness of the engine does make you wonder how entertaining the hot hatch models would be, if Honda ever decides to return them to our shores.Safety equipment includes dual front airbags as standard, with side airbags standard on all bar the VTi, while curtain airbags are standard on Sport and Hybrid models.The range gets anti-lock (with electronic brake-force distribution) brakes and cruise control as standard. However, the latter does let the speed wander a little more than most, something that can get expensive.If the styling doesn't erode its appeal the new Civic should be a popular choice in the small-car segment.SMALL TORQUEHonda Civic VTiPrice: $22,990Engine: 1.8-litre i-VTEC SOHC 16-valve alloy four-cylinderPower: 103kW at 6300rpmTorque: 174Nm at 4200rpmTransmission: Five-speed manual or automaticBrakes: Four-wheel discs, front ventilatedWeight: 1240kgWheels: 15in steel

It saved the brand in Australia, but did the job with a dollar deal that created the country's $19,990 price fight.Pulsar sales soared in the early days of the sub-$20,000 contest, but it was eventually overwhelmed by all sorts of rivals, including the unbeatable Toyota Corolla.The Pulsar took a beating over the past couple of years, and it took too long for Nissan Australia to land its replacement. But now it has the Tiida.The newcomer has a vaguely Renault style to its shape — which is no surprise given the French carmaker is Nissan's senior partner these days — but it is basically a conservative Japanese compact car.It is well built, a nice drive and should hit the spot with existing Pulsar owners.But it is never going to be in a fight for bragging rights against the Ford Focus — or even the new Honda Civic.The Tiida should be solid for Nissan, which has plenty of other new models — including the Murano and Navara — to light the lights in its showrooms. And there is always the 350Z.So why the name change? Because Japan headquarters insisted that Australia use the global name for the car, and because Nissan Australia believes the Pulsar name will always be associated with cut-price motoring.That's why Kim Cattrall is starring in the Tiida TV ads. She was signed to spruik the name, getting people used to the change and the right way to say it, not to push the car and its features. It cost Nissan Australia an estimated $1 million to land the Sex and the City star, but the plan is working.People are getting used to Tiida, and even Nissan dealers are not as upset as they were about the loss of the Pulsar name.Australia is the first country outside Japan to get the Tiida, and it is worth stressing that the car is Japan-centric.It has become a global car, but only because international sales directors called for the car once they saw what had been developed for home sales in Japan.That means the specification is a little skinny, compared with its rivals, and it doesn't have some of the flair of other recent Nissan newcomers.The Tiida is a 1.8-litre compact that is available as either a sedan or hatch, and Nissan Australia has held the $19,990 price line for the ST starter car.The action moves up through the ST-L and Q for the hatch and ST-L and fully loaded Ti in the sedan.Standard equipment includes the compulsory twin airbags, aircon and CD sound, and the ST gets remote central locking and power mirrors. You have to pay extra for electric windows.The ST-L picks up curtain airbags and anti-skid brakes; the Q and Ti get a leather steering wheel, overhead console, six-speaker sound and a passenger vanity mirror — which should be in every Tiida.Prices run up to $26,490 for the Tiida Ti automatic sedan.ON THE ROADThe Tiida is a nice drive. It's no sports car, but the ride is smooth and comfortable, it has good grip in bends, and you would happily take it from Melbourne to the Gold Coast for a holiday run.It is brisk enough for most city work, has good economy, and is commendably quiet. But all of that is not nearly good enough in 2006.And the manual gearbox in the Tiida is absolutely the worst we have used since . . . well, forever.The six-speed box itself is fine but the clunky, notchy and noisy shift is a disgrace for a company with Nissan's engineering ability and experience.Thankfully, we spent most of our test time in a Tiida ST-L automatic.And there was (just) enough equipment in the car to make life easy, but not exciting or luxurious, despite a $24,240 bottom line.We were also disappointed by the seats, the dull steering, the level of standard equipment and the generally bland feel to the car.The Tiida seems narrow in the cabin, but that could be because of the high roof compared with the sleek new Honda Civic.The Tiida gets along pretty well with 93kW and 174Nm from its new four, but even the automatic is an old-style set-up with no manual driving mode.And there are only four speeds, when a new Nissan should have five.It does ride well, the brakes are good, and it is easy — much easier than a Civic — to park. It is a car that most people would happily take on any trip because it is light and easy and very quiet.But the whole time we were driving the Tiida we were thinking about what it has to beat — actually, what it does not beat.It is a good, honest car, but its rivals have moved a long way past it.It will feel great to a Pulsar driver, and does look fresh in Nissan showrooms, but that's not enough.Nissan knows what it has and is happy to have the Tiida, but we cannot help thinking that the car will get a pretty big boost when the first facelift arrives in Australia.THE BOTTOM LINEA solid, not stunning, replacement for the Pulsar should keep sales ticking over in Australia.70/100

Then again it is black and we have clocked up well over 2000km since taking delivery of the car a few weeks ago.The Polo has generated a bit of interest at the office, with plenty of comment about its sporty good looks and the incredible way it drives.We were especially interested in driving this car because at $22,990 the Polo TDi is the cheapest diesel-powered passenger car currently available in Australia.With a 1.9-litre turbocharged diesel engine, fuel consumption is rated at a miserly 5.0 litres per 100km.That's better than some of the hybrid petrol- electric cars that have attracted the spotlight latley.With the price of fuel on the up and up, it is fair to say that interest in diesel-powered cars has never been higher.Many people point to the cost of diesel, but this is more than offset by the extra mileage you get - at least 30 per cent as a rule of thumb.We're on our fourth tank of gas with consumption running at around 6.2L/100km.Our record for a single 45 litre tank of fuel stands at 647km so far.That's after the low fuel warning light had been on for quite a while.In spite of this, the car took only 40.3 litres of diesel no matter how hard to try to squeeze the stuff in.This means it still had a nearly five litres of fuel left.Doing the maths, that means we have been getting 6.2L/100km which in turn means that we could have got another 75km out of the tank taking our total to well over 700km for a single tank.A long run with plenty of freeway driving should generate even more impressive figures.The 1.9-litre turbo diesel that delivers 74kW of power at 4000rpm and 240Nm of torque from a low 1800rpm.The engine is mated to a five-speed manual transmission.The modern diesel is nothing like the smokey, smelly old oil burners of the past that people remember.For the most part, it's amazingly quiet, supremely powerful and extraordinarily fuel efficient.The Polo pulls like a steam train from second gear onwards and sails up hills like they are non-existent.It's shaping up as the perfect commuter.The TDi has a four-star safety rating, with two airbags, three point seatbelts for all occupants and four-wheel ABS disc brakes with electronic brake-pressure distribution (EBD).Standard equipment includes climate air, cruise control, power windows and mirrors, height and reach adjustable steering wheel, remote central locking, tinted glass and four- speaker CD sound system.The one blot in the TDI's copy book is that at this stage, there's no auto available and this is likely to cost the company valuable sales. 

The Jazz presented small cars in a new way. It wasn't a downsized sedan or sedan-based hatch as had been the normal way of designing a small car.It was about the efficient use of interior space. It had ample room for five adults with the seats in their normal positions, but the seats could be flipped or folded flat to allow a wide range of objects to be carried. It was a big car in a small package.The performance was sporty with a choice of 1.3-litre and 1.5-litre single overhead camshaft four-cylinder engines. The smaller engine put out 61kW at 5700 revs and 119Nm at 2800 revs and returned 5.6L/100km. The larger VTEC engine boasted 81kW at 6000 revs and 143Nm at 4800 revs for more zip and returned 6.0L/100km.Both engines came with the choice of a five-speed manual gearbox or a Continuously Variable Transmission (CVT) automatic, the CVT trans hooked up to the larger engine offered a seven-speed sequential shift function.The suspension was a combination of MacPherson strut front and torsion beam rear with stabiliser bars at both ends, while the brakes were a blend of disc front and drum rear with anti-skid protection, and the steering was electric-power assisted. Honda offered the Jazz in three models; the GLi, VTi and VTi-S. The GLi opened the range and came nicely equipped with cloth trim, power windows and mirrors, central locking, tilt-adjustable steering column, a full array of instruments, and a CD player.The VTi came with all of that plus air-conditioning, and sports cloth trim, while the sporty VTi-S came with front and rear spoilers, front fog lamps and alloy wheels.The Jazz is a city car and often driven by people living in inner-city areas, which exposes them to more of the bump and grind of gridlock than cars living in the outer suburban areas. They can often be left parked in the street, under trees and light poles, and subject to the things that fall out of the sky.So look for body bumps and scrapes, and stains on the paint work. Look for a car that has been well-maintained on a regular basis, and not just cleaned up for sale.Cars left exposed to the elements need more washing, waxing and polishing than those parked under cover.Look at the wheels for evidence of being scraped on or bumped into kerbs. If you find damaged rims, have the suspension inspected for damage. It is relatively easy to damage a drive line or steering joint by accidentally hitting a kerb. Listen for odd clicking noises when turning that might indicate a damaged joint.Check for a service record indicating regular oil changes, and lift the oil-filler cap and take a look for sludge as a result of missed oil services. On average a Jazz should have done around 60,000km if it was a 2002 model, less if a later delivery.All models boasted airbags for the driver and front passenger for reasonable protection in a crash from the front, while anti-skid brakes help you to get out of trouble when confronted with a crash situation.The chassis dynamics aren't brilliant, and steering is accurate without being responsive, but the chassis is quite well balanced, but with a slight bias towards understeer.

Go figure, indeed. Still, it does require a quantum imaginative leap to accept that this vehicle is a Honda Civic.The eighth-generation Civic resembles in no way the previous sedan variants, let alone the three- and five-door hatches of yore with which the Civic name was synonymous. It's vastly bigger and appreciably more powerful.As has been lamented previously, Australia won't be getting the almost unbearably hip-looking new Civic hatch. Instead, there are four variants of a Thai-built sedan, including this one, the mid-range VTI-L.Priced at $24,990 for the five-speed manual, exactly midway between the entry-level iteration and the Sport (there's also a petrol-electric Hybrid), the VTI-L is the one likely to sell in the greatest numbers. Visually, all models are almost identical — which is to say pleasant, but not really pretty, to the eye.The sedan-only gambit makes more sense than it might initially appear. Consider the Civic's chief rival, Mazda3, which happens to be Australia's best-selling fully imported car.When launched in 2004, no one — least of all Mazda — expected punters to opt for the 3 sedan over the 3 hatch by a ratio of some 70 to 30 per cent, or that 30 per cent overall would go for the premium SP23 models.The VTI-L's very direct competitor is a slightly lesser Mazda3 — the $25,455 Maxx Sport sedan. The former has its work cut out to displace the primacy of the latter.The shock of the new Honda is just as pronounced within as without. The instrument panel has been designed around the "Multiplex Meter".Driving information, including the digital speedo, is displayed in the upper part of the instrument panel, while odometer is beneath the tacho, which is the only conventional dial in the set-up.Lack of legibility detracts from what would otherwise be a fine driver's workstation, which boasts body-hugging seats of the sort that you would like to see in the rorty Integra coupe.The same fully adjustable and funky little steering wheel that's impossible to grip in any but the correct way obscures the lower read-outs. The sun can outshine those above the dash.Rear visibility is excellent via almost outsize wing mirrors, but the thick A-pillars required to support the long, sloping windshield constitute a massive visual incumbrance.So, what looks a deucedly clever interior is just too smart for its own good.Pity. Elsewhere, functionality is to the fore, with split-fold rear seats and a 376- litre boot that combine for load versatility that is impressive in a small sedan.No, it's not as capacious as the Mazda3, but Honda at least contrives to include a full-size spare tyre.When we reached the more interesting stretches of our 300km test loop, however, I rued that the tyres were not bigger.The Sport gets 16s, but our VTI-L made do with 15-inch Dunlop Sport 300s — nice shoes but not big enough to match the Civic's dynamic capability.Nor it's stopping ability. One simulated emergency braking from 80km/h produced distinct tail movement. The next, from 90km/h, was sufficient to dissuade me making one from 100.Yet the Civic takes comfortably most of what's chucked at it, riding firmly but capably over the coarse blacktop of the Bells Line of Road, but making a fair bit of engine noise about it. Being a Honda small capacity four-potter, revving out is of the essence to induce smart progress.That the 1.8-litre i-VTEC's 103kW doesn't arrive until 6300rpm would matter less if the 174Nm came in earlier than 4300rpm.Shifting is not a chore, with a typically slickly snicking Honda five-speed manual, mounted slightly forward and off the floor.The manner in which it drives is an even more emphatic reminder than its appearance that this Civic is a very different conveyance from those that have borne the name.Not so sharp as the marginally more powerful Mazda3, it is nevertheless possessed of a chassis that generally delivers great balance and poise.With a competitive equipment level including ABS standard across the range (are you listening, Toyota Corolla?) and attractive pricing, the VTI-L makes a lot of sense without extinguishing the nagging feeling that the top-of-the-range model would be worth the extra dough.More on that next week.

Always, something seems to be happening — from an all-new flagship to bigger and bolder engines in existing cars.The new S-Class has just arrived, Benz is pushing diesels, the crossover R-Class will reach Australia later in the year, and we can look forward to 6.3-litre V8 engines in the coming cars.How does the B-Class fit into the jigsaw? If Mercedes-Benz is right, it is just the thing for the young family.It believes the B will be ideal for the sort of people who might be considering a Volkswagen Golf or BMW's 1-Series.Officially, the B-Class is a "sports tourer", but to you and I it is more likely to be dropped into the people-mover basket.It's a mini model, but a family van that could also be shopped against a Honda Odyssey.It shows just how much the lines have been blurred between traditional car classes in recent years, because it is based on the baby A-Class yet has one of the roomiest and most versatile cabins in the business.And it also comes with the promise of a reasonably sporty drive, provided you choose the right engine.The B-Class has been in Australia for only a couple of months but is already rated a success. "Incoming orders are currently ahead of production we have ordered, so we are negotiating to increase B-Class production, especially once the B180 CDI comes on stream," the spokesman for Mercedes-Benz in Australia, Toni Andreevski, says. What he won't say is that the B is stealing sales from the A, and Mercedes believes it will punch a growing hole in the results for its compact contender.It is not hurting the C-Class, however, which points to the position it has in showrooms.Pricing for the B-Class has been set from $44,900, which is reasonable in the class and lines up against the BMW 1-Series from $34,900 and the Audi A3 five-door from $36,900.But the Benz price is for the B200 and there will be a cheaper B180 before much longer which should ease down into the $30,000-something range.There are two B-Class cars at the moment, the B200 with 100kW and the B200 Turbo with 142kW, and a price that moves up to $48,900.There are three optional packages — sports, luxury and touring — which can add anything from $1350 to $4786.Both Bs have the same five-door and five-adult cabin, front-wheel-drive, alloy-wheels, airconditioning and rain-sensor wipers.There is plenty of safety gear too, with six airbags, anti-skid brakes with brake assist, electronic stability control and electronic steering assistance.The B200 picks up a six-speed manual gearbox and 16-inch alloy wheels, as well as twin-pipe exhaust and chromed pieces on the bodywork.ON THE ROADThe B-Class is going to do well in Australia. It will be ideal for many of the active thirtysomethings — single, married and committed — who want a vehicle that is more than just a car.It is also a significant step up from the A-Class, which has always been the Benz for people who can only just make the money work or who want a second or third car as a shopping trolley.The B is much more substantial than the A, and few people would make the connection if they saw the newcomer without knowing its development history or were told the story.As a drive, it feels more substantial and loses almost all of the chop-chop bumpiness.It is not a sports car, and won't threaten a 1-Series or Golf on a winding road, but it has good grip in corners and the balance and feel are good enough for the class, price and customers.Apart from electronic stability control, which is becoming a must-have safety feature, the B also has steering assist. The electric power steering can actually give you extra help if the car believes, through its hi-tech sensors, that you're not turning enough and could run off the road.We don't know if we like it, and sporty drivers will hate it, but it could be the next step on the safety ladder.The test car was a B200 Turbo and it got along pretty well, with good bottom-end acceleration and plenty of passing power.But we have also tried a basic B with continuously variable transmission and it felt sluggish and unresponsive, the gearbox sounding as if it was working hard all the time.The six-speed manual turbo was more enjoyable, though most owners are going to be travelling down the auto road.The tester came with both the touring and sports packages, which brought more enjoyment with a sunroof and sports suspension, but took the price (with metallic paint) to $55,250.The roof is good, we didn't really mind about the suspension, and the value is not great.Really, the B-Class is not about sporty driving. It's more about transport and choices. It has a good cabin with a nice, high driving position, plenty of storage space and one of those variable seat systems that turns it into the Tardis.We would not pick it for driving enjoyment, but it scores well in every other area.THE BOTTOM LINEOne of the most versatile compacts on the road, with enough luxury to give it a special place. 77/100

This question resonated often during the week, usually followed by "looks good, how does she go?"My answer?"The new Polo GTi is fantastic maaaate, goes like the clappers."Volkswagen's toey new tiddler looks a lot like the Golf GTi and shares that car's sporty intent though it's not as powerful or quick nor anywhere near the price.But it's just as much fun to drive.At a mere $26,990, Polo GTi is a performance car bargain offering 110kW of turbo boosted power and strong torque to make driving easy.How does VW do it for the money?Bringing the Polo GTi out of Spain could save a few bob but the $Euro is used across Europe so we can't really figure it out.It doesn't matter because this little three door hatch offers enthusiastic drivers arguably more bang for their buck than anything else on the market.And far from being a bare bones blaster, the Polo GTi has just about everything you need. Standard equipment includes six air bags, ABS, ESP and even a low tyre presssure warning system.That's on top of air conditioning, CD audio, power assisted everything and 16in alloy wheels.The 1.8-litre, 20-valve DOHC engine has been around for yonks in various Golfs and Audis and is infact the same engine used in the previous Golf GTi. In that heavier car it was underwhelming.While 110kW might not sound like a lot of poke, it's the torque that rules the day.With 229Nm available at 1950rpm, the GTi pays attention to even the smallest movement of your right foot.And it's easy to loaf along in too high a gear and simply push the accelerator.This helps optimise fuel economy as well as improving driving feel. The gearbox is a five speeder offering a good spread of ratios but no auto is available.Interior styling is up to a typical high standard and the GTi offers room for four adults and their luggage.We reckon the only downside to this car will be availability. Demand will almost certainly outstrip supply for the VW rocket-powered roller skate.

The word is it's going V8 to match similar offerings from Audi and Mercedes- Benz. That's a real shame because M3 has become synonomous with a hyperperformance, naturally aspirated, six cylinder engine.But there is hope for all the six-pot power hounds out there in the form of the new BMW 130i Sport which offers nearly the same level of performance as the M3, a similar engine note and similar feel - at less than half the price.It is likely the 130i Sport will cannibalise sales of the M3.So it's a win for the sporty car purist and probably for BMW which stands to sell plenty of these mightly little rear drive hatch backs.The 130i Sport aready has impressive credentials as it recently lapped the Nurburgring North Loop, in the hands of a BMW test driver, quicker than the current M3. What does that mean?It speaks of the dynamic prowess of the 130i, of its rigid chassis, grip through corners, top speed potential, stability, engine torque, accu- rate gearing, braking and much more.The Nurburgring is tough on cars and drivers.On top of that, the 130i covers the 0-100km sprint in a respectable 6.0 seconds putting it in a bracket with the likes of FPV and HSV big guns and the Subaru WRX.Therein lies a question, do you spend $63,000 on something small and good or more on something big and less good?The 130i runs BMW's new magnesium alloy straight six 3.0-litre engine with 195kW/ 300Nm output.It's a lot of poke for a small car.The engine has variable valve timing, called Bi-VANOS in BMW speak, and another system that alters valve lift for gains in power output, fuel economy and emissions reduction.A six speed close ratio manual feeds power to the rear wheels. No other small hatch has rear wheel drive these days.No doubt this has something to do with the 130i's perfect 50/50 weight distribution front to rear which in turn contributes to the car's stability and handling.The 130i Sport has a muscular appearance set off by a set of 17in alloys with wide, low profile tyres, dual exhaust outlets and an athletic squat to the suspension. Minor detail changes also set it apart from the lower spec' 1-Series.A similar formula is used inside where the 130 has a sportier style complete with metallic fascia inserta. sports seats and wheel and metal pedals in adition to a swag of luxury goodies.The test vehicle was equipped with M options.It is an absolute hoot to drive offering superb acceleration and throttle response to the accompaniment of a stirring wail from the exhaust - just like the M3.Power delivery is flexible with solid response from idle right up to the 7000rpm plus redline.It's a hare out of the blocks and stays that way throughout the range unlike a turbo car.The gearchange feels taut and gaps between gear ratrios are small.Point the 130i at some curves and it's like bees to a honey pot. The car virtually beckons you to fully explore its cornering prowess.There are some compromises to deal with such as the tight pedal box and small boot. There's no spare as the 130i has run-flat tyres. Hopefully replacements will be readily avail- able throughout the country.The low roof height can be an issue for taller drivers unless the adjustable seat is fully down.Adequate room is provided for four inside and a swag of safety equipment includes high tech stuff like ESP and dynamic stability control.

These days, you almost have to take your cheque with you, the cost of fuel has risen so much.With prices set to go even higher, motorists are starting to get cheesed off and they are beginning to look at the alternatives - vehicles that use less fuel but still deliver acceptable performance.Hybrid petrol-electric cars have been hog- ging the spotlight and we have been able to put both Toyota's Prius and Honda's Civic Hybrid to the test over the past few months.The hybrid technology is certainly impress- ive, along with the excellent economy figures that these cars produce.But then so too are the gains that have been made in diesel technology over the last couple of years, especially by companies such as Volkswagen.The modern diesel is nothing like the smokey, smelly old oil burners of the past that people remember.For the most part, it's amazingly quiet, supremely powerful and extraordinarily fuel efficient.In fact, in most cases, you'd be hard pressed to tell the difference between petrol and diesel- engined cars.But the proof is in the pudding and cars like Volkswagen's recently released Polo TDI are set to change the way Aussies think about diesel.At $22,990, the Polo has the distinction of being the cheapest diesel-powered passenger car currently available.With claimed fuel consumption of just 5.0 litres per 100km, it's the perfect commuter, as safe as it is fuel efficient with an impressive four-star star safety rating.Volkswagen has lent us one of the little oil burners for a closer look over the next few weeks.The equipment list includes two airbags, three point seatbelts for all occupants and four- wheel ABS disc brakes with electronic brake- pressure distribution (EBD).Polo TDI is powered by a 1.9-litre turbo diesel that delivers 74kW of power at 4000rpm and 240Nm of torque from a low 1800rpm.The engine is mated to a five-speed manual transmission.That's the same power output as the top- rated 1.4-litre petrol model, but it is the second figure in which we are more interested.At 240Nm the TDI produces almost twice as much torque as the petrol model (126Nm) and it is this that makes driving the car a breeze, with very strong performance from low in the rev range.The one blot in the TDI's copy book is that at this stage, there's no auto available and this is likely to cost the company valuable sales.Polo TDI is rated at a claimed 5.0 litres per 100km, compared to Prius at 4.4L/100km and Civic at 5.2L./100km.We've only had to fill her up once so far.The 45-litre tank too just under 40 litres of diesel at $1.32 a litre after clocking up 588km.That's a rate of about 6.7 litres per 100km, or about the same as the Civic Hybrid gets in real life.Many people point to the cost of diesel, but this is more than offset by the extra mileage you get - at least 30 per cent as a rule of thumb.We're expecting to get much better economy from the Polo as the engine begins to loosen up.With just 4000km on the clock, it's hardly run in yet.Standard equipment includes climate air, cruise control, power windows and mirrors, height and reach adjustable steering wheel, remote central locking, tinted glass and four- speaker CD sound system.