Hatchback Reviews

Plenty apparently if that name happens to be Holden and you stick it on the back of an imported car, then sell it as one of your own.We're talking in this case about the new TK Barina, the fifth car to bear the name here in the last 20 years from almost as many countries.The first "Beep Beep" Barina launched here way back in February 1985 was a rebadged Japanese Suzuki Swift. It was followed soon after by another Swift in September 1986, that pioneered the popular Cino body style.Then in April 1994 Holden turned to Europe for a replacement which came in the form of an Opel built in Spain, followed by a second Opel in March 2001 and finally by the current Daewoo from South Korea in October this year.Barina has always been a solid performer for the General, but it has come under increasing pressure in recent years from the likes of Hyundai's Getz and more recently Toyota's Echo/Yaris.At this end of the market, it's all about price and what you get for your dollar, which goes a long way towards explaining Holden's current strategy.It can get cars much cheaper from South Korea than it can from Europe, which gives it the edge it desperately needs to compete with low priced imports.The job of selling the cars is up to Holden's marketing people but having that badge on the back is a good place to start.It's a thing the automotive industry calls "badge power".Holden claims the new TK Barina has been heavily re-engineered for its new role in life.It was offered briefly by Daewoo here under the name Kalos for $14,990.As such many people would not have given the car a second thought, but with the name Holden on the back those same people are likely to give the Barina serious consideration.The new Barina is competes against a dozen different cars in this segment, led by the Toyota Yaris and Hyundai Getz.It's easily outsold by both but at a price of $12,990 undercuts every player in the field, even Hyundai's 1.4-litre Getz at $13,490.For your money, you get a three-door hatch with a "lively" 1.6-litre engine, airconditioning, power steering, two airbags, power windows, power mirrors and a CD player with six speakers and steering wheel mounted audio controls.You also get a full size spare wheel.The price does not include ABS ($1190 including alloys) or automatic transmission ($2000), nor is it a driveaway price so on-road costs must be added.However, it's still adds up to a pretty impressive package.The DOHC 16 valve engine is good for 77kW of power at 6000rpm ad 145Nm of torque at 3600rpm.Fuel economy is a claimed 6.9 litres per 100km for the manual or 7.8 litres for the auto.It should be noted that the Barina's rear brakes are drums but this is reasonable with a lightweight vehicle such as this and does not justify crossing it off your list.The original Kalos was not a bad looking car but we like the subtle changes that Holden has made.It's roomy inside, with a bright, fresh young feel and a finish that is better than some cars we've driven lately.While dynamically it's not a patch on its Euro predecessor, the ride and handling is acceptable.The 1.6-litre engine is a willing worker, but coarse at times and runs out of puff if pushed hard.The five-speed manual shift is disappointing, with a spongy feel and the distance between gears is too great.Annoyingly, it also suffers from throttle run on when changing gears.This is best dealt with by waiting a tick for the revs to die before completing changes.All in all, Barina is excellent value for money but is unlikely to win Wheels Car of the Year as its predecessor did.But at the price, who really cares? 

It was ridiculed as an ugly duckling when new, but low running costs and few mechanical woes make the Suzuki Baleno an attractive used-car buy.MODEL WATCHSuzuki needed to do something special to make the Baleno stand out in a market segment crowded with proven performers such as the Toyota Corolla, Ford Laser, Nissan Pulsar and Mazda 323. It didn't.The Baleno wasn't a bad car by any means, it was simply that it was lost in its own mediocrity when it needed to be much better than the opposition just to get noticed.Its styling didn't help, no matter whether it was the three-door hatch, four-door sedan or wagon. Its looks were bland and boring, the lines soft and soppy, the curves rounded without clear definition.The Baleno's main engine was a sickly 1.6-litre single overhead camshaft four-cylinder unit that produced 73kW at 6000rpm along with 127Nm at 3000rpm. For those wanting more, there was a 1.8-litre double-overhead camshaft engine in the meant-to-be sporty GTX, which made a more inspiring 89kW at 6200rpm and 152Nm at 3400rpm.The transmission choices were a five-speed manual and four-speed auto, both were competent and got the job done without fuss.  Ride comfort was acceptable over most types of road, the handling was well balanced and reasonably assured if not inspiring.Inside the Baleno was well equipped.The base model GA had power steering, cloth trim, four-speaker sound and a split-fold rear seat. The GS had sports seats, height adjustment for the driver's seat and colour-matched bumpers. The GLX also had remote central locking. At the top of the range sat the GTX with alloy wheels, rear spoiler, sports seats, velour trim, central locking, power mirrors and windows and six-speaker sound.The main criticism of the Baleno was its lack of refinement compared to its rivals. Interior noise, from engine and wind, was high.  A 1999 facelift brought an updated front bumper, headlights, grille and bonnet.IN THE SHOPGenerally Suzukis fare well in terms of reliability, which says heaps for the design and development that has gone into them. The Baleno is no different. Owners report minor problems only. The engines and gearboxes stand up well if maintained properly.Look for a service record that shows regular oil and oil-filter changes, and a cam timing belt change around 90,000 km.  Tyres and brakes appear to last well.  Brake pads need changing at 60,000-70,000km while the norm for tyres appears to be from 60,000 to 80,000.CRUNCH TIMEThe Baleno is average in crash protection in the annual survey of used car crashes. While the GTX had dual front airbags the rest of the range missed out.OWNERS' VIEWSDavid Hicks bought his 1999 Baleno sedan cheap at auction with 45,000km on the odo and says it's the best car he's owned. It's light on fuel, light to drive and change gears and quiet inside due to the dash mat he's bought.David Borton is pleased with the 1999 Suzuki Baleno he bought new. He wanted a car that would be cheap to run for a couple of years and he opted for the Baleno, after his experience with a Suzuki Vitara. Six years and 99,000km later he still has it. He's stuck with it because of the low running costs.  Fuel consumption is between 7.5 and 8.0litre/100 km. One problem has been a leak from the top of the windscreen and a few dash rattles.RATING12/20 Worth considering if you want a car with low running costs, but looks are mundane.SUZUKI BALENO 1995-2001* Commendable reliability* Good tyre and brake life* Good fuel consumption* High interior noise level* Mundane looks* Average resale value

Totally understandable if you ask me.The STi is Subaru's biggest hitter, now with more firepower thanks to a boost in engine capacity to 2.5-litres. Now that rally homologation is not an issue it makes for an infinitely better road car.Gone is the previous model's Achilles Heel – terrible turbo lag especially off idle.It was embarrassing to say the least not to mention frustrating.That's all in the past now with the new STi cranking out just shy of 400Nm of torque at around 4000rpm and engine power has jumped to 206kW.In cold hard terms, this empowers the STi with the ability to probably see off pretty well anything made by HSV or FPV and a good few highly fancied Euro hot rods too.Not bad for a small four door turbo sedan costing $56,990.Everything is not the STi's way however as Mitsubishi's Lancer Evo 9 is every bit as good a drive and just as quick but it goes about business in a different way compared to the STi – more turbo boost and smaller capacity engine to begin with.The STi has Impreza's new look nose which polarises opinions but "grows" on you after a day or two. The body is essentially the same as before with minor external detail changes including a smaller bonnet scoop for improved aerodynamics.The engine is a twin overhead cam per cylinder bank boxer four that sounds better than ever thanks to a throaty exhaust note.It delivers sensational performance and still passes stringent Euro 4 emissions regulations while consuming fuel at a relatively modest rate.The 0-100kmh sprint is a low 5.0 second event but the real strength is mid-range roll on acceleration.It absolutely hauls from about 3500rpm to 7000rpm.This is all capably harnessed by the short shift, close ratio, six speed gearbox. Drive is to all four wheel via a Torsen limited slip differential that also offers a number of driver- select modes.And not only does it go, but cornering is awe inspiring. The STi refuses to put a foot wrong and rewards drivers with a fully engaging experience behind the wheel. The suspension is firm causing a jiggling ride on rough roads. Brakes are four piston Brembos."In your face" styling features a large boot lid wing, rear windscreen deflector, mild aerodynamic skirts and an under body diffuser to increase down force at speed. The interior is typically understated and fairly generic Japanese with a splash of metallic fascia and some luxury equipment including the steering wheel and rally style seats. A decent audio system cranks out pleasing tones.Engine redline is denoted by a red light at the top of the large tachometer with an audible buzzer – just like a rally car.The STi is available only as a four door sedan – the better looking variant in the new model range. It is practical and capable of carrying four adults in relative comfort – and their gear in the large boot. Access is easy, the climate control air is strong and the seats are firm but comfortable. Safety is fully addressed this time around with the STi gaining xenon headlights, dual front air bags but no side bags, sports ABS and a number of dynamic controls.The new STi is smoother, quicker, better mannered, easier to drive, safer and more affordable. A worthy addition to the STi lineage.

It's a rebadged Daewoo Lacetti hatch which we didn't see here as a Daewoo and is quite a good looking car.There might be some sort of stigma attached to its country of origin (Korea) but we don't know why.Apart from a few minor annoyances, the new Viva is a good thing _ goes well, doesn't use much fuel, handles and rides acceptably, is easy on the eye inside and out and best of all, is bargain priced.The five door hatch is one of three new Viva's available and we reckon it's the best.Far from being a "povvo pack" car without much equipment the Viva is right on the pace with both luxury and safety goodies including height-adjustable front seat belts with pretensioners, air conditioning, power steering, four speaker single CD/MP3 capability audio system, steering wheel-mounted audio controls, front power windows (all round on the wagon), heated exterior mirrors, six-way height adjustable drivers seat and a tilt and telescopic-adjustable steering wheel.All three variants: hatch, sedan and wagon, feature four air bags as standard equipment and prices start at $17,990.Power comes from a twin cam, 1.8-litre, four cylinder engine with 89kW/169Nm output driving through the front wheel via a five speed manual or optional four speed auto.The engine complies with future Euro 4 emissions standards and returns fuel efficiency figures of 7.4 litres per 100 kilometres (manual transmission).Holden says the entire car including the engine and transmission has been tailored to suit Austalian driving conditions.That may be so but there are some areas that could do with improvement, specifically, the long travel gear selector and the reluctance of the engine to drop revs when you change gears.Both are annoying making it difficult to drive the Viva smoothly unless you adopt a certain driving technique.But in practical terms, Viva's extremely useful offering plenty of boot space, good rear seat legroom and more than 20 storage compartments including cup holders and coin trays.Holden engineers tweaked the Viva's suspension but it's fairly mainstream stuff offering comfort and a reasonable degree of composure on most surfaces.Interior noise is about on par for the class.Brakes are discs all round with ABS optional.There's been a fair bit of negative press about the Viva but it seems misplaced after our time behind the wheel. The car is a cheapie to be sure and should be considered in that context. It ticks most of the boxes for performance, equipment, style, practicality, ride and economy. What more do you want for under $20,000.

Perhaps a sense of style, some zip, even some modicum of class.But, I'll give it to Holden — this new Barina is cheap.At $14,990 with the automatic gearbox, airconditioning and electric windows and mirrors, it shapes up well — on paper — against its nearest rival, the Hyundai Getz.Born in Korea of Korean-American parents, the Daewoo Kalos has been adopted by Holden to start life in Australia as the Holden Barina.The smallest Holden now comes with a broad range of standard equipment and feature-to-feature represents good value for money.Externally, it's a pretty car that follows similar design cues with the Hyundai Getz. Basically, these two babies are cubes with noses.The three-door Barina tested comes with long doors for easy access to the rear, but the door won't open far if there's anobstacle alongside the car.The five-door model costs $1500 more yet is more user-friendly, even when not carrying rear passengers.The Barina's boot is shallow, requiring folding down the split rear seat to carry any decent load.Beneath the floor is a full-size spare tyre, which is very welcome.I'll now pour cold water on all these niceties by pointing out the dashboard.Whatever possessed the cabin designers to choose gloss-black plastic sheets — in four different textures from flat to leather-look to golfball dimples and raised bumps — to make the dash is anyone's guess.It is a vision, tragically permanent for the car's owner, that sits in front of the driver and passengers as a stark reminder that this is a cheap car.At least the centre console has plenty of buttons.Standard fare rates highly, with dual airbags, MP3-compatible CD player, electric windows and mirrors, comprehensive instrumentation and airconditioning.Occupants have good all-round visibility, even those in the back.The seats are relatively comfortable, but offer little body support, and even two adults can fit in the rear.Performance is quite brisk with one person aboard, though suffers when fully loaded, which is surprising for a 1.6-litre engine.This one should have a lot more zip for its capacity, though I'd admit the four-speed auto entices a few horses out of the corral so they don't compete in the stampede.Generally, it's a car that is easy to punt around. As you'd expect, it's size and tight turning circle makes it nimble for shopping.It is also surprisingly adept at cruising the freeways at 100km/h with the only intrusion being tyre roar.It's a nice package backed up by Holden, but has some fierce rivals in this light-car category.

Me, I started getting pretty excited exiting the first bend at Sydney's Oran Park race track this week.Price is one thing – and the GTI is certainly on the money at just $26,990 – but a car with the letters G-T-I on the back needs performance to match and, from what I've seen so far, the turbocharged hottie lacks nothing in this department.Surprisingly, Australia is the first country in the world to take delivery of the new GTI, a pigeon pair for the larger Golf GTI which has been going gangbusters for the company.Whether the Polo will emulate Golf's success remains to be seen, but it's set to give the tree a fair old shake.Competitors?At this price it has none.The two-door GTI spearheads an all-new Polo lineup, priced from $16,990, which includes two 1.4-litre petrol engines with different power outputs and a diesel for the first time.New Polo is a larger, more substantial car than its predecessor, with production shared between Spain and South Africa. The sporty GTI, however, is a strictly Spanish production.The wait for a Golf GTI has blown out to eight months in some cases, so some buyers could be tempted to jump ship.As a smaller car, we're not going kid you that Polo is not a tighter fit inside, but it still may be more than adequate for the needs of some drivers.In terms of performance, neither car is likely to disappoint.Polo GTI is powered by a 1.8-litre turbocharged four cylinder engine that delivers 110kW of power at 5800rpm and 220Nm of torque from a low 1950rpm.The engine is in fact a lift from the old Golf, but benefits from its new home in the smaller, lighter vehicle.The car accelerates from 0-100km/h in 8.2 seconds and on to a top speed of 216km/h.At the same time, it sips premium unleaded fuel at a rate of just 7.9 litres per 100km.While 8.2 seconds is nothing to write home about, the proof of the pudding is definitely in the driving which ranks with the best of the hot hatches.For your money, you get a car that looks remarkably like the larger Golf, with suspension that has been lowered 15mm, harder springs and dampers, 2mm larger front sway bar and the electro-hydraulic steering programmed with a sharper, sportier map.The brakes too have been beefed up to match the increased performance, with 288mm discs front and 232mm rear, plus 16 inch light alloy wheels fitted shod with high performance, Continental 205/45 tyres.Standard equipment includes airconditioning, six airbags, cruise control, electronic stability control and even tyre pressure monitoring.You even get a full-size fifth alloy as the spare.Provided you keep the turbocharged engine on the boil, the GTI offers strong performance, paired to a slick five-speed manual box (Golf gets a six).Let the revs slide below 2000rpm however and it can be caught napping, with a lack of roll on response from low revs in second gear.Other than this the car goes hard, brakes hard and is amazingly forgiving, but with a shorter wheelbase it can become unsettled in rougher corners.Stability control can be switched off, but it intrudes so little that there is no point because it doesn't get in the way of the fun.Sports seats with high bolstered sides are provided for driver and front passenger to keep both in place during hard cornering.Unfortunately, there's no auto but the good news is that there will be no shortage of stock – so that means no waiting.

Leaked photos revealed the new Subaru nose, a big snout with two wings either side. It wasn't pretty.Now it's here, the Impreza doesn't look so bad. Maybe we are just used to it, maybe it looks better in the metal.Subaru does well selling base Imprezas, but the turbo WRX and even-more-potent STI are the poster cars.The WRX and STI used heavily turbo-boosted 2.0-litre engines that went like stink when the turbo spooled-up, but were gutless low in the rev range.Now Subaru has introduced a bigger, more torquey 2.5-litre engine for the WRX and STI.The new WRX inches up to 169kW and torque improves from 300Nm to 320Nm, which is available at 3600 revs.The new STI also gets a stronger engine, which has 11kW more power for a total of 206kW, and torque moves up from 343Nm to 392Nm at 4000 revs.Subaru says all Impreza engines sound throatier thanks to a redesigned exhaust system.The new engines are the biggest part of the Impreza upgrade, but there are other changes.Side airbags have been added as standard equipment across the range except for the fastest in the range, the STI.The new STI has a smaller turbo scoop on the bonnet (now the same size as the WRX scoop), which Subaru says is more aerodynamically efficient.Like the WRX, the STI is available only with a six-speed manual transmission and the STI's gearbox has been improved slightly.The STI comes standard with some hi-tech wizardry that manages torque distribution between all four wheels.This system uses a range of sensors to measure how the car is operating and controls where the torque goes to maximise traction.Subaru has added a torque-sensing, electronically controlled, centre-limited slip differential and a steering wheel angle sensor.The driver can manually control the differential and manage some of the torque split between the front and rear wheels.Unless the driver intervenes, in normal conditions 41 per cent of torque goes to the front wheels and 59 per cent to the back wheels.The STI comes standard with hefty Brembo anti-skid brakes with four-pot calipers at the front, two-pot calipers at the rear and sits on 17-inch gold alloy wheels.Other standard features include Xenon headlights, six-CD sound, a wild body kit with a large plastic rear wing and aluminium spoiler strip at the back of the roof and a new bigger exhaust outlet.It also features a driver-adjustable shift warning (which flashes and beeps when it is time to change gears) and an intercooler water spray.ON THE ROADThe STI is not good for everyday use. It is difficult to drive smoothly in stop-start traffic and is a nightmare to park because its all-wheel-drive components contribute to a poor turning circle.Then there is the rock-hard suspension that can make a highway feel as bumpy as a run down a country road - it is that bad.But for all its flaws, the STI is awesome. Its traction in wet and dry, on tarmac or dirt, is stunning.Subaru has fine-tuned the AWD system and it can make a bad driver seem good.You can pitch the STI into a turn, at a pace you think may unsettle the car, and the Subaru just sorts it all out and takes you through.The pace this car can handle around a bend is so far above what is acceptable on public roads that most owners will never be able to take advantage of the STI's true ability.Though it has been designed as a road car rather than a rally weapon, this car is actually at home on the dirt, where it accelerates nearly as quickly as it does on tarmac.The engine has even more meat than before, thanks to the increased displacement.It offers a much more progressive power delivery than the previous engine, which had little torque low in the rev range before it went into hyperdrive when the turbo spooled up.Now there is adequate go down low, but the real sweet spot is from 3000 revs onwards.It is great fun to accelerate hard and change just before the rev-limiter cuts in - just as the change alert beeps and flashes.Subaru has fitted the STI with track-ready tyres, which are more like slicks with far fewer grooves than a regular tyre and work well in wet or dry, but are noisy.The Brembo brakes are superb and pull up the car in an instant.The STI might have a smaller front scoop, but it is still cop bait with its skyscraper rear wing, big gold wheels and large exhaust.The wing is so tall you can actually see a fair amount of the following traffic below the top of the wing in your rear-view mirror.The top plane of the wing does tend to wobble in the wind at more than 80km/h, unlike the Mitsubishi Evo IX, which uses a carbon-fibre top section.The seats are fairly comfortable, but don't offer as much support as the Recaro seats in its Mitsubishi rival.The STI is a great showcase of automotive achievement, but anyone who buys one and doesn't spend some time at a track day, is wasting their money and should consider a regular WRX instead.

I can say that because earlier this year I tested the top-of-the-line five-door Astra hatch CDXi, and while it was modern, motivated and even slightly edgy, the new shape didn't grab me. Until now.Here, the coupe doesn't have the two rear passenger doors which, to me, only made the new-shape Astra hatch look average. But take them away and you're left with a sexier shape. More racy and more fun.And the gold-green colour is fab, too. It's fresh, clean and expensive-looking and reminds me rather of a good vintage champagne.A drive in the CDXi was buttery smooth and it was a road-hugger, and a trip to Cape Jervis found nothing changes with the CD coupe. There's easy transition through the five gears, a gutsy 1.8-litre engine and fluid brakes with ABS for safety.The grey-black interior has practical, low-maintenance cloth seats and a simple dash but with easy-to-read, large buttons for the single CD, heating and radio.Volume/tuning controls on the steering wheel are handy and the sound from the Blaupunkt CD/MP3 player is topnotch. Not so good is the placement of the ignition and the indicator lever. They are in the normal place, but because the key is so chunky, I almost knocked it out of the ignition several times when I flicked the indicator.The trip computer, however, makes up for any disappointments telling the time, radio station and outside temperature.Luckily the climate control works brilliantly and I had to make use of the aircon after I'd toasted myself a little too much. It's all about balance I worked out later.Speaking of balance, dual airbags keep both driver and passenger secure – if the need arises – but the Astra feels safe for a smallish car.I say small, but interior-wise it's roomy enough in the front to stretch your legs and, yes, there's still enough space in the back to fit a couple of littlies. Adults might find it a bit squeezy though. The seats are firm but comfy.Admittedly, the Astra CD doesn't have all the extras, and more storage and seating room would be nice at times. But this is the kind of car that is a little bit speccy, sexy and a little bit special. Who needs a bigger, boring car when you can have one with a sexy, zippy personality? I know which I'd choose.Holden Astra Coupe five-speed manualThe colour, the coupe shape.Power and tinted windows.Rear light over the licence plate is handy for night-time shopping.Door handles are too far forward to open the wide doors with ease.Chunky key.A cup holder in the glove compartment?

Over the years she went from being a yelping microbe of an animal with boundless energy to a listless fur rug with uncontrollable bowel movements.But it was a prized pet and when the little mutt went to the big doggy house in the sky, Aunty Meg replaced it with another dog.It was just as cute in a muttsy kind of way but was bigger than Thabar — actually Sabre, but my aunt had a lisp and the engraver was a bit deaf — and with a more benign temperament.But it was still loved as much as Thabar, just as Toyota hopes you love its equally oddly named Yaris as much as the previous Echo.Bigger, easier to drive and yet equally as economical to own and run as the Echo, the Yaris uses height in its war to gain lots of cabin space.Its cavernous interior seats four 1.8m adults, with those in the rear having the versatility to slide the seat forward or rake it back to improve comfort.Sliding the rear seat forward also greatly improves the modest boot space. Without this function, carting a week of family groceries would be impossible.But this is not necessarily a family car, though mum and a couple of kiddies would be quite happy for a few years. They would also appreciate that the Yaris is Toyota's safest passenger car.It comes standard with two airbags — though I implore you to consider spending an extra $750 for the addition of side and curtain airbags, plus one for the driver's knees. Seven airbags in total.That goes with standard ABS brakes with electronic brakeforce distribution and brake assist.You also get airconditioning, electric windows and mirrors and an MP3-compatible CD sound system.Prices start at $14,990, with the top-range YRX automatic costing $20,990, plus on-road costs.The body style is similar to the Echo, but honed to improve aerodynamics. The result is a small car with mid-size car roadholding.While the electric-assist power steering has fuel economy benefits and is nice and light for parking, it initially feels as vague as a politician's promises.But there's no complaint about the 1.5-litre engine, which has plenty of low-end poke and a surprising willingness to rev hard to the 6000rpm red line.It even feels more engaging and more spirited than the 1.8-litre unit in the Corolla. Even the auto box won't detract from the Yaris' performance.Fang the Yaris and fuel economy barely seems to suffer. Officially, it gets 6.1 litres/100km, but I was enjoying the engine's zip too much and went deep into 7 litres/100km territory.Ride comfort is as good as some bigger sedans and, despite some body roll through fast corners, the suspension and front-wheel-drive make it a predictable handler.The centrally positioned digital speedo appears bigger than the Echo unit, so it's clear and comes with a sliding graph for the tacho.I reckon the personal storage space in this car is the best on the market, with three gloveboxes, numerous nooks for things like mobile phones, three cupholders in the front, a coin box and so on.The hard plastic dash was a bit dour at first, but the cloth-covered door trim is classy.And it all looks so doggone cute.

Basically it's a case of name your wagon when it comes to the new Mercedes-Benz B-Class.The people from the three-pointed star badge call it a Sports tourer.Their marketing campaign claims... "Same star. Different planet. The new Compact Sports Tourer".Different planet all right.Where do you begin to describe the B-Class and just what the devil is it and what are its competitors?It is crystal clear that Mercedes-Benz identified some time ago that people were prepared to part company with a little extra for a little extra, no matter what the vehicle segment. And they then began to build cars, regardless of segment, that are in a premium position."The B-Class, given the platform which exists with A-Class and the desire for a car which is a bit bigger (than A-Class) is a niche we're willing to fill," said Mercedes-Benz senior manager of corporate communications, Toni Andreevski.A perusal of the B-Class gives you the distinct impression, initially at least, that it is really a hatchback, albeit with Benz quality, charm and functionality.This long hatch comes initially with the choice of a standard B200 and B200 turbo.A 180 or 200 CDi diesel will follow in the second quarter of next year which is expected to trigger a lot of sales activity.At the recent launch the B200 with the creamy CVT transmission offered the cosy ride qualities carried over from the new and impressive A-Class.It handles adeptly which is helped by the fact that the engine and transmission are placed lower down, the sandwich concept taken from the A-Class helping not only in safety but in driving dynamics.The B200 delivers 100kW of power and 185Nm, nothing huge to write home about, but it is quite refined even when the stress levels rise and maximum revs are required for more urge.It is quite a predictable mover with crisp steering via the electro-mechanical set-up where power regulated assistance is matched to road speed.The transmission is clever and smooth with the Autotronic principle operating the continuously variable transmission (CVT) concept.There are two settings to the shift characteristics: C for comfort keeping the engine accelerating gently at low speeds, while S for sport mode lifts the revs for more aggressive changes.The transmissions also adopt the sideways manual shift whereby the driver can nudge the lever either away or towards them to change up or down.In turbo-spec the B-Class obviously gains a fair modicum of torque — 280Nm available from as low as 1800rpm through to 4850rpm.There is 142kw of power, almost 50 per cent more than the standard.On greasy surfaces and even on a dry surface on a cool day, the turbo seemed to scrabble for front-end grip and when all's said and done, the standard was probably the pick of the pair.It was lively enough when the driver need to call on more reserves and it seemed to have more useable power.Quality and functionality are top of the tree and the ride quality shines. There is plenty of leg, shoulder and headroom, and build quality is well matched to the badge.With the optional Easy Vario system — whereby the front passenger seat can be removed along with the three rear seat backrests and the standard height-adjustable rear luggage floor — the B-Class is a triumph in form and function.While it remains a perplexing new badge on the showroom floor, the B-Class is yet another way into the Benz moniker.The good thing is that as with most pioneering projects from the Stuttgart star, the B-Class is no dud. You might still ask why they've created such a niche but the bottom line is: why not?