Hatchback Reviews

Tasty indeed.Now, that brings us nicely to another tasty combination ... mouthwatering, really. BMW's natty little 1 Series chassis and the Bavarian maestri's sublime three-litre straight six. The result is the 130i Sport.BMW do not actually use the "M" word for this car, other than to acknowledge that the M Sport package of suspension, wheels, tyres, trim and other shiny bits comes standard with the base $62,900 price tag.This is a Clayton's M1 — a really, really special five-door hatch that deserves to be acknowledged and admired. In launching the baby 1 Series more than a year ago, BMW stayed true to the marque's key tenets: it was a driver's car and it was a rear-wheel drive.Forget the option-ticking frenzy that accompanies most BMW sales. Straight out of the wrapping, this is a car to cherish.With 190kW of power and 315Nm of torque — not outlandish in pure performance terms but class-leading for a small hatch — the 130i feels lean, mean and ready to party from the first punch of the starter button.Yep, the 130i Sport has joined the growing band of "sports" cars with a starter button. Happily, on this one it looks good.With a claimed 0-100km/h sprint time of 6.2 seconds the littler Bimmer is quick but not in the manner of a slingshot. Renault's Sport Megane Cup can give it 30kW and a fair race to the ton. However, the 130i is fun ... that is F-U-N. There are precious few cars of any ilk that will finish a duel with this little rocket with its reputation intact. And it's all done wrapped in leather and style with a modicum of practicality thrown in for good measure.A rear seat — a touch tight as it is — and five doors makes the 130i a liveable daily-drive. Ferrying the kids around or picking up the groceries has rarely been so much fun.The 130i Sport's six-speed box is a sweet match to the free-spinning engine. Get into the powerband from the mid-2000rpm mark and the urge doesn't stop until you are within spittin'-distance of redline.It would be quite reasonable to fear that shoehorning a bleedin' great straight six into the nose of a smallish hatch would have a dire effect on many of those things — such as weight distribution and balance — that play such a big role in driving dynamics.You know the scenario: goes like stink in a straight line but best to avoid the corners. Not so. BMW has warped the laws applying to lesser folk to produce the lightest three-litre six in creation and balance it in a chassis that positively screams to be thrown around.The steering feel is comfortingly weighted and wonderfully precise. Tip it into a corner and the One settles on to the suspension, turns the nose towards the business ahead and gobbles it up without the fear of attracting unwanted attention with smoking tyres, a screaming engine or body contortions.Suspension is fully independent, there are anti-skid, four-wheel disc brakes, electronics for stability and traction control, six airbags, airconditioning, CD sound. The sports seats are well designed for comfort and offer good support and bolstering. Overall, the interior design is Germanic function rather than French flair but it works.Is the 130i Sport good value? For a small hatch, that would be a no. As therapy against a world being overwhelmed by mediocrity, it is a resounding yes.

The newcomer is a lot like a condensed Golf and, though it doesn't match the Golf GTi, it is an impressive little car that is sure to accelerate the growth in support for this German brand.The Polo is completely new and the line-up builds to the economy-focused turbo-diesel model and a hot hatch headliner that picks up the GTi badge together with a turbo motor similar to the one in the Golf.The price spread for the Polo range is from $16,990 for the 1.4-litre manual Club to $26,990 for the GTi, though you can go even higher with the optional leather upholstery and an electric glass sunroof.Volkswagen says the aim with the new Polo was to make the car better looking and more refined. And to spread its reach.Those were obvious targets because the previous Polo, which was never much below $20,000 in the early days and hardly got going in Australia, was always overpriced and underdone in a compact class where the best cars really set the bar high.Volkswagen has much tougher targets for the new car."This year we are looking for 1000 to 1500 cars in total," VW Australia spokesman Matthew Wiesner says."The main thing now is that we have a range. Previously we only had a three-door or a five-door, with one engine. Now it has grown up into a decent range."He also believes the GTi will provide cut-through for the whole Polo family, as well as a potential hero car for the company."Our first order for the GTi was a couple of hundred, and we'll watch over the next couple of months on how the mix develops."Volkswagen wants to avoid the backlog that has created a continuing waiting list for the Golf GTi, but also needs the Polo to bring new and younger buyers to the brand so it can then move them up through the Golf and the Passat, which is about to be renewed.The Polo plan is a broad sweep that includes a range of models and production sites.The mainstream cars — Polo Club, Polo Match and Polo TDI — are all built in South Africa, and the GTi comes to Australia from Spain.Power outputs run from a basic 55kW in the 1.4 to 110kW in the GTi, while the turbo-diesel actually tops the rankings with 240Nm, compared with 126Nm for the starter car and 220Nm for the GTi.Equipment is good with two airbags, anti-skid brakes and semi-automatic airconditioning for $16,990, rising to full head-curtain bags and electric mirrors, alloy wheels and electric windows in the upper cars.The turbo-diesel is expected to win more customers to the VW brand with its economy and value, while the GTi is tipped to lure defectors from Japanese brands and is fully equipped with everything from sports seats and cruise control to a trip computer and electronic stability control.But the small-car class is tough, and the Polo is still relatively small for its price.It is closer to the Hyundai Getz than a Ford Focus in body size, which means it straddles the compact scene and will have to do more against Barina-Getz-Yaris to justify its $16,990 bottom line and put more punch into its play to win people to the more expensive GTi.ON THE ROADAt first we thought the speedometer in the Polo GTi was wrong. The car was always going faster than we expected.In the Polo TDI, it looked like the fuel gauge was broken. It didn't move for the first 150km.Those are impressive signs of the potential appeal of the new Polo. There is much more refinement in the new model. The Volkswagen badge is starting to win the following in Australia it now deserves.The German company might build its cars in South Africa and Spain — and even China — but the thinking is European and so, too, is the basic engineering.We tested the turbo-diesel and GTi to get a better feel for the Polo, and we were generally impressed.The TDI has excellent torque, runs along easily in all road conditions while sipping less than eight litres of diesel for each 100km, and is comfy and relatively quiet.It's not cheap at $22,990, but more and more people are starting to consider diesel power and the Polo could win them.We spent more time with the GTi, partly because it is the hero car and partly because it shows how far VW can push with the Polo.It is brilliantly quick, but, even better, combines pace with panache.Most hot hatches rely on high-revving, noisy and harsh little engines and crash-bang sports suspension to provide their driving thrills. That is fine, when you are 18.The Polo is more mature, does not need to be pushed hard to get along, and is quieter and more enjoyable.The turbo engine means power delivery is strong and constant, with good urge from less than 3000 revs, and it will also make an easy 8.4 litres/100km consumption figure.The five-speed manual gearbox — there is no auto in the GTi — is light to use and has good ratios.The car stops well, has the benefit of electronic stability control, has good lamps and is easy to park.We much preferred the sports seats in the GTi, because you sit more on the TDI buckets than in them, though both test cars had a few quality niggles.There was a bit of exhaust and road roar from the back end, each of them had a couple of plastic-on-plastic sizzles in the cabin, and the TDI took a bit too long — for our tastes — to get going.It is fine on the open road, but needs pushing in the city, or you are going to get run over by the big-bore Commodores and Falcons.Overall, the new Polo is a significant step forward and should manage to elbow some space in the small-car scrum.The GTi is much more, and will be a big hit.THE BOTTOM LINEThe baby Volkswagen finally gets an overhaul with a GTi flagship that is one of the most rewarding drives in the compact class.

Something half the size and weight is going to be a much more entertaining proposition especially when it's blessed with a potent 2.0-litre engine generating 131kW/200Nm output.It also consumes considerably less juice.Renault's Clio Sport Cup is such a car, and it's an absolute hoot to drive – much more fun than something like a Holden Commodore SS which has twice the power but is almost twice the weight.The Clio Cup is a supplementary model to the Clio Sport – with stiffer suspension, a lower ride height and different alloy wheels. Cup is a more engaging drive as a result, gripping the road like the proverbial slot car and conveying plenty of information about the road back to the driver.The Cup model costs about $35,000 which is a fair old ask for such a small car but it has a big heart. Acceleration in a straight line is extremely rapid giving the Cup a David and Goliath status when stacked up against a big, high-powered, heavy hitter.Come to some tight corners and it's "bye for now."The Cup is a three door hatchback with a rigid chassis, a wheel at each corner, wide stance and massive brakes – the ideal cornering combo.The idea is to point it at a set of switchbacks, snick it into gear and fire it up for a most satisfactory driving experience. A car like this is inherently safer than a mere hatchback econobox due to its dexterity, reponsiveness and high quality components such as the Michelin tyres and sophisticated electronic controls that include ABS and electronic stability program (ESP).It also looks, feels and sounds the business.Those twin, wide spaced exhaust tips growl a stirring note, the low ride height looks like a hunkered down athlete and the dark wheels give a slightly sinister appearance to the little Cup.Inside is compact but funky with a splash of metallic fascia and trims, sports seats climate control and multi textured upholstery. The audio is average but the pedals are proper drilled items and the stering wheel has a number of controls arranged around it per- imeter.It uses a negligible amount of fuel when used sparingly, appreciably more when the wick is turned up. The engine is a non-turbo, 2.0-litre twin cam with variable intake cam timing. It has impressive performance across a broad engine speed range.Safety eqyuipment includes four air bags and auto on xenon headlights. The wipers also have an auto function. 

The turbo Sportback is also available in front-wheel drive bringing it even closer to the Golf but Quattro is not available with automatic transmission.The Audi is a step up on the Golf in quality as well as price and really is a beautiful little car. Engine performance from the turbo-charged, direct injection, four pot is excellent as well as being economical and "clean".The turbo Sportback (a flash name for a five-door hatch) rates as one of the classiest small hatchbacks we have driven but costs a bit ? $50,550.Engine is the model of sophistication ? uses common rail technology as well as variable cam timing, balance shafts and is force fed by a turbo. Output is a healthy 147kW/280Nm.This is the most affordable entry into the all-wheel drive Audi quattro world.Engine passes stringent Euro 4 emissions regulations and runs on 98 octane petrol. Has a high compression ratio for a turbo for gains in response.All dynamics have sports setting meaning firmish ride, quick steering, differential lock and powerful brakes with grippy tyres. Electronic stability program part of the package and boosts safety.Six-speed manual a treat to use, short throws, closely spaced ratios but reverse in the wrong place.Sprints from 0-100kmh is 7.1 seconds, gets about 9.0 litres/ 100km fuel economy.Weighty little beast at 1470kg which explains why it's not as quick as the Golf GTi.Interior is relatively spacious as long as there are no large passengers in the rear seats. Load area expandable with folding rear pew.Looks fantastic, screams class and quality and shape is attractive. Front treatment is distinctive and profile is cheeky. Interior difficult to criticise on any score.Has impressive audio system and wide array of standard equipment, particularly like leather wheel with multiple control buttons.Sports seats need lumbar support adjustment but offer good cornering support.Leather upholstery and flash metallic-look trim is optional as is striking glass roof ? its all glass incorporating a front opening section and is called "Open Sky".Love the 17in alloys.Protected by DataDot and contains a high level of safety equipment including six air bags, ABS and other features.

Despite the translation of the name, the Viva may not even inspire much cheer — but at least Vegetarians International Voice for Animals — yes, it does exist — can empathise.Though the name has connotations of fun, relaxation and good cheer, Holden's Viva hatch is less promising. But the former Daewoo Lacetti presents as a neat, attractive and well-sized car that, at $17,990 for the manual version, is good value for money.For Holden, the Korean-made Viva offers buyers a car the size of its Astra for a saving of $4000 — and, for that price, the Viva is well equipped.It comes with airconditioning, electric front windows and mirrors, four-wheel-disc brakes, four airbags, an MP3-compatible CD player with controls on the steering wheel, tilt and telescopic steering-wheel adjustment, remote central locking, height-adjustable driver's seat, five lap-sash seat belts, split-fold rear seats and a full-size spare tyre.The Viva comes as a sedan, wagon or hatch, the latter going on test here with the $2000 option of an automatic gearbox.And that's pretty much all you need. Well almost.Those who remember my recent road test on the Holden Barina — also made in Korea by Daewoo — may recall I criticised the performance of the engine for having "a few ponies missing" — too little horsepower.Well, I've found those ponies. All three are under the bonnet of the Holden Viva.That may not be totally correct, but that's what it feels like to drive the automatic Viva.Mated to an automatic gearbox, the 1.8-litre four-cylinder engine — made by Holden in Melbourne — refutes its capacity by being, frankly, gutless.The gearbox isn't too bad, with four gears and a ragged-gate shift pattern to prevent accidental changes, and there's no sequential manual mode.Once it reaches its desired speed, it cruises quietly, comfortably and fuel efficiently.The Viva's long wheelbase contributes to the ride comfort and, theoretically, should aid handling through the corners.But while Holden has done a lot of work in tying down the body to make it handle, the Viva has none of the predictability and sure-footedness of the Astra.I would suggest that Viva buyers aren't Astra buyers, and vice versa. Simply, you get what you pay for.The cabin is pleasantly designed, with a soft-feel plastic dash usually found on more expensive cars.This is punctuated by round vent outlets but, while these are quite big, you need a high fan speed to pump cool air around the cabin.The seats are relatively comfortable, though there's little lateral support, but the Viva is a few hundred kilometres away from being a sports car, and easy seat access is more important than body support.It's a nice car for a decent price, but not something to sing about.

The high quality and smart looking Opel Corsa-sourced Barina is now gone and just looking at the replacement is enough to send a shudder.

It is a stunning car that offers superb performance and handling, strong safety credentials and at $40,990 is eminently affordable. The fact that the WRX or a derivative of it has won a squillion rallies around the world is icing on the cake and then there is the way it sounds.No "buzz bomb" like many other high performance four cylinder cars, the WRX emits a feral sounding bellow that adds to its appeal.Now, the '06 WRX has moved to the next level with a DOHC, 2.5-litre, four cylinder engine and other improvements.Not only is performance enhanced, the new WRX is smoother, more refined and respon- sive, easier to drive and produces fewer emissions.It still needs premium unleaded to run right but that's a small price to pay for what this "mean and nasty" small sedan has to offer.Retained are the gripping all wheel drive system, dual front air bags (and side bags this time), ABS and that certain WRX look that includes a distinctive rear wing, large bonnet air scoop and mild aerodynamic body add ons.Added are xenon headlights, larger diameter exhausts system, electronic throttle control, new alloys and other goodies.You can pick the '06 model by its clear lens tail lights and the new nose with prominent grille "beak" and "predatory bird" head- lights. Subaru reckons the look is aerospace inspired.It may not initially appeal but grows on you. There's certainly no mistaking the car for anything else on the road and that holds appeal in itself.Power output from the new 2.5-litre boxer engine is 169kw with 320 Nm of torque.Gearing remains the same in the five speed 'box but throttle response is stronger through each ratio due to the greater torque output. The change mechanism has also been refined for a sportier feel.Standard features are extensive but the interior looks fairly generic Japanese. Comfort is good offering supportive seats and an adjustable driving position. The audio has pleasing tones and cruise control is welcome.It's a fairly practical car capable of taking five people and their luggage. But the WRX is all about sporty driving and this is where it excels. Acceleration is strong with a mid 5.0 second 0-100kmh pass achievable. Roll on acceleration is excellent and the thing is a hare out of the blocks.Handling is a good match for the engine aided by the all wheel drive system, aluminium suspension and grippy tyres. Multi-piston disc brakes make light work of stopping the WRX while the limited slip differential ensures ultimate traction going the other way.There's a keypad code to start the beast but it's totally justified and necessary to prevent theft.The big question is whether you'd go for this or the STi version. My preference as a road car is the WRX as it's easier to drive, more comfortable, almost as quick around corners and in a straight line and costs $16,000 less. `Nuff said.

Item by item the Swift doesn't produce much that is a standout; it's all pretty good but generally on a par with others in the segment. Stylistically it is in the "cute box" mould. A strong front-styling gives it presence and a squareish body allows for comfortable interior space.For a $15,990 car, the standard fittings are impressive. There are dual front airbags, ABS brakes, a six-speaker in-dash CD stereo with steering-wheel-mounted controls, airconditioning, height-adjustable seatbelts and driver's seat, electric mirrors and windows, power steering and remote central locking.The test car was fitted with the "S pack" which, for $2000, adds side and curtain airbags, alloys and foglights. But it is not just the list of what is in the car that impresses but the thought that has gone into the little extras. A tray under the passenger seat is perfect to keep knick-knacks out of sight. The inclusion of a pressure pad release for the rear hatch is a touch of class missing from many far more expensive models.The feeling of batting above its position in life continues in the interior of the Swift. A feeling of being in more prestigious surroundings persists with well-designed, quality-feel controls and comfortable, supportive seating.Pleasant surprises keep coming with the Swift's road behaviour. Impressively solid and grounded, the Swift suffers only from a slightly choppy ride at low speeds but when up and rolling the ride is stable and comfortable.The manual box is light and precise but the clutch is too light and the uptake too high up in the travel.A substantial feel to the steering wheel is in keeping with the quality feedback the front-driver provides. Turn-in is precise without being sharp but the chassis offers impressive stability under load.Don't be put off by the fact the Swift has drum rear brakes. Coupled to an effective ABS system the disc front/drum rear set-up works strongly and offers good pedal feel. Raw figures, 74kW@6000rpm and 134Nm@4000rpm, don't do the Swift's performance justice.The manual option definitely works best with the 1.5-litre engine, which spins up willingly and when held at the higher end of the rev range (anything over 3200rpm keeps the pot stirred) can be a lot of fun.In automatic trim, the Swift can struggle to get off the line, particularly with four passengers on board, but finds its legs when it's up and moving. Fuel economy is good rather than frugal. The manual on test averaged in at 9.3 litres per 100km, mainly around town. Suzuki claims 9.0 litres per 100km about town and 5.9 litres per 100km on the open road.Can't wait for the GTi.

It has broadened the line-up of its smallest car in Australia by adding an exciting GTi hatchback pocket-rocket as well as a smooth, torquey diesel-engine model.The 110kW turbocharged Polo GTi – a kid brother to the famous Golf GTi – and the penny-pinching but surprisingly driveable Polo diesel DTi add to the two 1.4-litre petrol Polo models already released.It means Volkswagen Australia offers a wide Polo range from $16,990 (Polo Club 1.4 three-door) to the $26,990 of the new Polo GTi.Driving the GTi and the diesel TDi confirms they retain the expected, and welcomed, VW-German solid feel with good finish.These are light cars but they are not tinny. Both these new variants come only in five-speed manual.The GTi has a 1781cc engine with turbocharger and intercooler to produce 110kW power at 5800rpm and 220Nm of torque from 1950rpm to 4500rpm.VW claims a zero-to-100km/h sprint in 8.2 seconds on the way to a 216km/h top speed.The turbo effect is felt above 3000rpm when the engine comes on song and by 4000rpm there is considerable progress. But there is enough torque across that wide rev range that it does not have to be revved hard: leave it in fourth gear and it will do the 80-120km/h "overtaking test" in 7.5 seconds.Ride is a bit firm, thanks to the sports suspension and low-profile tyres but the rewards come by way of direct steering and good cornering feel for the driver. ESP is standard but it does not intervene too early: some laps at Victoria's Oran Park raceway revealed that the driver can still feel and react to understeer on the front-wheel-drive little car.It sits on 2900rpm at 110km/h in fifth gear. The GTi gets red-finished calipers for its disc brakes (288mm-diameter front rotors) and wears 205/45 tyres on its 16in diameter alloy wheels.Safety gear includes six airbags (front, side and head), ABS brakes, ESP, an anti-slip program, three lap-sash belts and three adjustable head restraints in the rear plus sensors for low tyre pressure.Equipment includes fog lights, red edging on the seat belts, multi-function trip computer, dual chromed exhaust tips, Interlagos sports cloth seats with good side bolstering, rear high-mounted spoiler and GTi-style black grille with honeycomb inserts.The $26,990 price is good considering the gear and the go. Options are sunroof ($1490), leather trim ($2490) and metallic paint ($490). Rivals include the Peugeot 206 GTi (100kW, 190Nm, $29,990) and Renault Clio Sport (131kW, 200Nm $32,990). Polo GTi is a fun vehicle to drive and it can still potter in city traffic, and do the shopping and commuting.Meanwhile, Polo diesel TDi is the real surprise package. Chances are a passenger won't even pick that it has a diesel engine. It runs quietly, smoothly and with good pull.It's the same 1.9-litre turbocharged four-cylinder found in other VW models but in the relatively light Polo produces good performance. It has 74kW power at 4000rpm and 240Nm of torque at just 1800rpm. It moves from zero to 100km/h in 10.7 seconds on its way to a top speed of 188km/h.The Polo uses diesel at a rate of five litres/100km. And it can handle highway work, sitting on 110km/h at 2200rpm. At $22,990, Polo TDi is the lowest-priced diesel passenger car in Australia.The Polo TDi has as standard 185/60 tyres on steel rims. Larger rims and lower-profile tyres are optional. It gets front airbags and ABS. Both Polo GTi and DTi have airconditioning, power windows and cruise control as standard.Automatic transmission is not on the horizon for either variant but is available in a 1.4-litre Polo.

Sure you do. The marketing department at Hyundai has been all over the show with its latest prize and you'd have to be blind or deaf not to know that the Hyundai Getz has just won Australian Small Car of the Year.Impressive, yes, and it seems the message has spread 'cos they are everywhere. It's a cute-looking car in a smart shape, and packs more inside than you expect for its small size – and price. I was impressed that it came standard with air conditioning, dual airbags and volume controls on the steering column – at this end of the market, you can't expect those luxuries, but here they are and it makes all the difference.Inside, there's ample leg room in the front, and the cloth-covered seats sit high, which gives you the impression that the car is bigger than it really is.But even sitting up high, I couldn't see the bonnet and my judgment for distances became a bit dodgy as a result.Unfortunately, I can't tell you how much room there is in the back seat – this is the three-door model and I couldn't be bothered folding forward the high-back seats and climbing in awkwardly.The boot is compact and it's not likely to fit more than one medium-size suitcase at a time. Enough for a grocery shop, though, or a weekend getaway.The Getz has a 1.6-litre engine, which surely should be enough for its size, but I found I still had to rev it quite hard to get it moving. It's quite noisy too, compared with other cars I've tested, and this would bother me in the long run. And I was disappointed that the power steering wasn't as good as it should be for a small car. Having said that, though, driving around the city was still easy work. However, the side mirrors are shocking – they give off a distorted image and made my vision go wobbly.I hope the makers take a look at this and fix it.On the upside, for a small car there are lots of storage pockets to put keys, phones and bits and pieces – even one of the two cup holders has a removable ashtray for those with the habit.Unfortunately, at this end of the car market there is no real "wow" factor. But the Getz is a convenient, practical and cute car – just perfect for the first-car owner wanting an easy city drive.Hyundai GetzPARKING in the "small car" spots.Easy clean interior.Great storage compartments.It's as cute as a button.SLIPPERY steering wheel – needs to get a better grip.The stereo is nothing to write home about – it kept knocking itself off the signal and has tiny buttons. And there's no cassette.Seat belts are positioned too far back and are hard to reach.