Hatchback Reviews

Prices start at a mere $17,990 and that includes air conditioning, four air bags, front power windows, mirrors and remote central locking, a decent audio system and power steering.It's pretty well all you need in terms of features.Dig a little deeper and Viva scrubs up well: the engine is a 1.8-litre twin cam four cylinder with 89kW/169Nm output and Euro 4 emissions compliance.It's based on the old Family 1 Holden engine from Camira days but has been completely upgraded with a new cylinder head and other components to bring it into the 21 century.There are three body styles, wagon, five door hatch and four door sedan.We have seen something like the sedan before badged as a Daewoo Lacetti but Holden has made changes throughout the car to better suit Aussie conditions and buyers.The sedan is a good size car with an Astra style face and other detail changes. It can take five inside and offers a large boot and a full size spare.The interior is stylish and functional and comfort over a long haul is good.It has a relatively comfortable ride but definite limits in the handling department. But that's OK, it's not a sports car.The auto sedan we drove last week was pretty good on most scores. The build seemed OK apart from a console lid that wouldn't close and a crappy boot lining. Engine performance is good and there is plenty of pick-up available across the engine rev range but the four speed auto is awful. It hunts in top gear on hills, makes sloppy or inappropriate changes and sometimes hesitates at the wrong moment.Manual select mode is the go here.It's economical, capable of returning around 7.5 litres/100km with mixed driving and noise and vibration is minimal. Other aspects of the Viva are similar to most other offerings in the market – audio, aircon, power ancillaries, upholstery, styling. There really is no down side to the Viva in these areas.Our advice – save $2000 and get the manual. It's heaps better unless you are going to drive exclusively around town at a sedate pace.

The car comes out of Europe where the category for smart, stylish sporty coupe small cars has come on strongly. In Europe, like other Astras, this car wears Opel and Vauxhall badges. The factory in Antwerp in Belgium puts on some Holden badges and nameplates for the cars sent here – and Australian buyers are the beneficiaries.To many people, the three-door hatchback was the best looking of the now-retired TS Astra range. But this new three-door hatchback of the current AH Astra range can use the word coupe with greater justification.The Astra coupe is based on the AH Astra five-door hatchback and up to the windscreen it is the same. From there back, it becomes a whole lot more sporty, featuring a sloping roofline. This means headroom in the back seat is 44mm less than the five-door but if you were going to carry adults in the rear often and/or on long journeys, you probably wouldn't buy a small coupe in the first place.Also, there is the added concern of passengers getting into and out of the rear. A simple catch on the front seat back allows them to flip forward and, once inside, rear legroom is tolerable for this type of car.The priority given to styling also means the boot is down on space – 302 litres compared with 345 litres for the five-door hatchback. But, as we proved, it is more than enough for a long weekend away for two and can be increased by the rear seatbacks folding forward.Inside, the driver can find a suitable position helped by height-adjustable seat and steering wheel. Like many coupes, over-the-shoulder vision is impaired but the shortness of the tail makes reverse parking no problem.The heater controls are difficult to read. They are set low and angled away from the driver. Current AH Astras have the turning indicator stalk on the right but it is a touch-control and one has to get used to its sensitivity (it's easy to flash the indicators when switching on the cruise control).The Astra does not get a temperature gauge nor cup holders if you don't count the door pockets. Also, the European-made Continental Premium Contact tyres conveyed obvious road noise on Aussie coarse-surfaced roads and much preferred smoother asphalt. The coupe carries a full-size spare wheel.But that's really getting out the magnifying glass to find those quibbles. Overall, the car is a little beauty. Like all Astras, it steers well, rides well and feels well engineered – certainly not tinny.The 1.8-litre engine remains from the TS Astra. It's a good honest worker. But while it once may have been a standard-setter its 90kW is not going to give a 1300kg car exciting performance. We've driven the manual gearbox Astra and found that has a bit more go than the automatic tested here. A turbocharged hot version of the coupe is on the way.Certainly, the Astra Coupe is great value. The CD version starts at $23,490 and brings 15in alloy wheels, dual front plus side impact airbags, ABS brakes, cruise control, power windows, airconditioning and steering wheel-mounted audio controls.The CDX from $25,990 gains 16in alloy wheels, leather seats, heated front sports seats (welcome on chilly mornings when leather is otherwise cold), leather-wrap steering wheel, trip computer, six-stack CD, premium speakers and illuminated vanity mirrors.The four-speed automatic is another $2000 on each car. We drove a CDX automatic on a trip to Mt Gambier and it did it with ease and excellent fuel economy. After getting 11.5 litres/100km in tight city and Hills driving, it then sipped just 6.7 litres/100km at sightseeing speeds. Even sitting at 110km/h on the return trip, we averaged 7.6 litres/100km. The automatic needs 2750rpm at 110km/h.Astra Coupe is a fine car to drive – and to be seen in – and is very well equipped for the price. If you want the go to match the show, the more expensive 147kW SRi turbo coupe will be here next year.SMALL TORQUEHolden Astra Coupe CDXPrice: $25,990 plus $2000 for automaticEngine: Four-cylinder, dohc, 1796ccPower: 90kW @ 5600rpmTorque: 165Nm @ 3800rpmTransmission: Five-speed manual or four-speed automatic; front-wheel-driveBrakes: All discs, fronts ventilated, ABSDimensions: 4250mm long, 1753mm wide, 1435mm high; 1296kg (automatic)Wheels/tyres: (CDX) alloy 16 x 6.5; 205/55 tyresFuel: Regular unleaded, 52-litre tank; rated at 8.2 litres/100km. On test: (mostly country driving) 7.4 litres/100km

Anything to talk it up before you hit the road. Move over, it's my turn.The Volkswagen Golf GTI is deceiving in its appearance. From the outside, it looks like an innocent hatchback just waiting for its twentysomething owner who cares more about fitting into tight spots than becoming acquainted with g-force.But, inside, it's a different story – and that's before the engine revs up. GTI, like WRX, were previously just letters to me. Letters to dress up a car and make it sound sporty.Oh, how naive I was. GTI actually stands for Gran Turismo Injection. Whatever, in my language it's fast.After weaving my way through the city traffic, it's time to test this baby out on the open road.With my hands wrapped comfortably around the leather-clad steering wheel, I prepare for the "g-force".Foot to the alloy pedal, off I go – zero to 100km/h in 7.2 seconds, the cheat sheet tells me. Whoa, this hatchback has attitude.A big screen in the centre tells me everything I need to know, without having to strain the eyes to read. A quick shift to the six-stacker CD function and the tunes come on, although the mellow Missy Higgins is much better suited to my other role as the "wagon girl" (for first-time readers of this column, I am the one the motoring editor turns to when he gets a wagon to test).The centre console looks something like a plane's cockpit, there are plenty of buttons and it looks fancy, but sometimes it's just easier to keep it simple.But that's not to say a girl doesn't want a bit of luxury and it can be just the little added touches that go a long way. Enter seat warmers. Almost as cosy as an open fire (OK, I am getting carried away). A warm butt makes the drive even more enjoyable. Of course, heading into summer this function may not excite – but it's there if you need it.Alas, as I boast of this function to my back-seaters, they shoot back a cold reply: "We don't have them". What are they complaining about, there is plenty of room for them. No problem with cramp back there.About the only thing missing with this car is the trademark gerbera flower – I know it's reserved for the VDub Beetle but surely they could bend the rules?LOVE IT LEAVE ITVolkswagen Golf GTI DSGPrice: $42,290LOVE ITSeat warmers. It gives you a head start when the weather is a bit nippy.Leather upholstery is so much better than vinyl.Power.LEAVE ITToo many buttons. It looks impressive but trying to decide what goes with what while driving can be tricky.No flower: come on, it just sings out for a cute gerbera.Out of my price range.

Mainstream petrol cars are also in the fuel-miser hunt, led by the range of little smart cars, which with their tiny 700cc engines, are competitive with the electrics.Overseas, GM and Honda are pushing the fuel cell case. But in Europe, where diesel prices are cheaper than petrol, the case for diesel cars is stronger compared to Australia where the opposite is the case.Therefore true hip-pocket savings on diesel cars in Australia rely on the ability of the turbo-diesel engines to be far more conservative on fuel than their petrol equivalents.Peugeot is seeking to find a niche in the Australian market for some of its diesel range, including the sporty little 307.The base model XS HDi at $29,490 (some $4500 dearer than the petrol model) is the French marque's entry level diesel in Australia. It has achieved some remarkable fuel consumption figures. The model tested was returned with the fuel gauge showing the tank was half-full yet the fuel range indicator showed there was still 600km to go to empty. The 1.6 litre four-cylinder diesel powerplant is claimed to achieve a combined cycle fuel useage of 5.2 litres/100km, which was in line with our test. Even better results were claimed on a recent run from Darwin to Adelaide.Peugeot entered a 307 in the Greenfleet class for production cars in the World Solar Challenge last month. The car travelled 3021km and made only two fuel stops. Using just 111 litres of diesel, that equates to just 3.7 litres/100km.In pursuit of cleaner engine emissions, the powerplant has the particulate filter (known as FAP) that was first introduced by Peugeot in 2001. It breaks down particulate emissions to Euro 4 standards, which is well ahead of current Australian levels. As such, the 307 rates extremely well on the Green Vehicle Guide standings.The five-door hatch 307 as tested is a stylish and handy city car. It has been given a facelift taking some cues from its much-lauded big brother the 407. That's evident at the front where the new-look bumper bar, headlights and grille make a bold fashion statement.The interior has also been upgraded to offer a new look that combines with practical and accessible placement of controls.One minor gripe was that the driver's arm-rest gets in the way when changing gears. The XS HDi diesel is only available in manual and the five-speed box is a smooth-shifter.The diesel engine offers plenty of low-down torque and it was able to start from being parked at the kerb in third gear. The exterior changes mean this model is slightly larger than its predecessor but the surprise in size is found when you open the rear hatch.It boasts a good, deep boot that easily accommodated some large parcels.Overall the 307 exemplifies the current pack of stylish well-priced French cars on the market. But the real question is whether Australian motorists are willing to pay the extra $4500 cost for the diesel in pursuit of better fuel mileage.Peugeot says that based on a slightly above-average 20,000km a year, running it will take 3 1/2 years to recoup the extra purchase cost. The company says about 25 per cent of the sales are diesel.

This week the company released the Echo replacement, the Yaris, with the option of seven airbags, including for the first time in the small-car segment, a driver's knee airbag. Toyota Australia executive director for sales and marketing Dave Buttner says market demand forced the about-face."Safety is what the market place is looking for now," he says.Buttner expects almost half of Yaris buyers will choose the $750 enhanced safety pack (ESP) option, which incorporates five airbags (side, curtain and a driver's knee airbag) in addition to the standard driver and front passenger airbags.The new Yaris comes in 12 models, two body styles, two transmission and two engine types and three specification levels -- YR, YRS and YRX. The Yaris sedan will arrive early next year and is expected to make up 25 per cent of Yaris sales. The entry-level YR only comes with the 1.3-litre engine. Standard equipment includes airconditioning, electronic throttle, power windows, mirrors and steering, single disc CD player, driver's glove box, 14-inch steel wheels and a full-size spare.The mid-level YRS adds 15-inch wheels, telescopic leather-bound steering wheel with audio controls, leather-bound shift lever and knob, and front passenger vanity mirror with cover. The top-level YRX adds 15-inch alloys, a six-disc in-dash CD player, driver and passenger seat front map pockets, storage tray under the passenger seat, front foglights and unique interior trim. Both engines have better fuel economy than their predecessors, as well as lower emissions.Toyota claims the 1.3-litre engine uses six litres of fuel per 100km (manual) and 6.1 litres per 100km for the 1.5-litre engine.In terms of ride, handling and quality, it is clear that the new Yaris will be a tough competitor in the small car market. It gives a sporty ride without compromising comfort.There is very little noise intrusion from either the road or the engine, compared to some of the competitors. On launch, both the 1.3-litre and the 1.5-litre engines were tested. The automatic 1.3-litre entry level YR is spritely around town and comfortable at higher speeds. The continually variable automatic took a little getting used to. I needed to constantly feather the accelerator to maintain a constant speed.The Yaris was styled at Toyota's European design studio in France and has a funky exterior. The new car still hints at its Echo heritage but the fresh design gives the car a more sporty appearance. The front grille also connects the car to the Corolla and Avensis Verso models. Inside, the car retains the unusual centre-mounted digital dash and slim-line dials of the Echo but had been given a slight freshen-up.It was surprisingly easy to adjust to the new concept of the speed, fuel and rpm being to the left rather than the traditional placement of the dials behind the wheel. A quick glance to the left is all that is needed to take in the relevant information.With 80kW of power, the 1.5-litre engine is quite zippy, especially when mated to the five-speed gearbox. The 1.5 tested was the range-topping YRX which features a reach-adjustable steering wheel with audio controls.The clutch has a low take-up point and the gearbox is smooth and more refined than most in the class.The Yaris has the most storage compartments of any of its competitors, but you need it with a pretty small boot when the back seat is occupied.Move the back seat forward and luggage space jumps to 363 litres. The Yaris gets the thumbs up for a full-size spare.

Naturally, since this is a French-made car it is slightly quirky, sophisticated and packed with technology. The sharp-looking car I'm referring to is the Citroen C4 VTS hatch. Nice, isn't it? Classy but not too sassy, and just that wincy bit different that makes it stand out. We girls like to be noticed.Those cat's eyes headlights might look sexy from this angle, but they look even better from behind the wheel – they are directional and move as you turn the steering wheel. Brilliant. Other motorists noticed, too – it's such an attention seeker.And how cute are the C4's heated, folding side mirrors? They fold, like closed ears (as I like to call them), when the car is locked.Inside, its chic and indulgent, and much like a French house of couture, ultra stylish in black. It's a bit spyish, too. Black leather, suede-like alcantata on the cushioned seats and polished aluminium. There's a sexy audio system with surround sound and a double CD stacker, dual climate zones, a pollen filter, tinted windows and cruise control.Even the steering wheel is slick. Volume and radio controls sit on a fixed centre, as does a rev counter which looks like something out of Battlestar Galactica. The fixed wheel ensures the driver's airbag always deploys at the right angle.The dash has an ingenious translucent instrument display, which uses natural light to show your speed. If those big, bold numbers don't slow you down, then perhaps the speed limiter might. Having seen the way they drive in France, I expect a speed limiter is a must there. It should be here, too, especially since this car has been designed to glide.The sports suspension is faultless, and the two-litre engine and five-speed manual transmission whip it up steep climbs.Even the bells and whistles are fun – cute popping sounds for the parking/reversing sensors, a kettle-like whistle when headlights are left on and a jingle when seat belts are yet to be fastened.But, alas, the cup holder was a disappointment – it wouldn't fit a 350ml bottle of water.Perhaps I should have bought a Perrier instead ...The directional lights are very cool as are the rain-sensitive windscreen wipers. Love the French twists.The seats are a little uncomfortable. I felt like I was being pushed to the right and wasn't sitting centred. It was offputting.

There must still be a market for one otherwise Holden wouldn't have bothered to include a wagon this time around either.Toyota's Corolla and the Mitsubishi Lancer are both available as wagons so that is probably reason enough – there's no point in handing sales to the opposition. Our main issue with this and other models in the Astra range is the smallish 1.8-litre engine. It gives away 20kW to the Toyota and 25kW to the Mitsu, but in the context of rising fuel prices the smaller donk may not be such a bad thing. Same 1.8-litre 16-valve DOHC four cylinder engine as the rest of the range. Puts out 90kW of power at 5600rpm and 165Nm of torque at 3800rpm. Ninety per cent of torque available between 2200 and 5500rpm. Fuel economy for the wagon is a claimed 7.9L/100km for the manual and 8.3L/100km for the auto. Tanks hold 52 litres and fractionally better power figures achieved with premium. Good mid to high range performance but lacks punch off the line. This is particularly noticeable with some passengers aboard. Our test car was the CDX manual which at 1325kg is second only to the auto in terms of weight and 82kg heavier than the manual coupe. Wagon is 266 mm longer than five-door hatch and 227 mm longer than the coupe. To handle increased load carrying require- ments, rear springs and dampers have been recalibrated and front anti-roll bar diameter increased. This provides optimum vehicle balance as the load increases. It is difficult to fault this car in the ride and handling department. It's a smooth operator that sits well in corners, unless you get carried away. Like the coupe can't get used to the blinker control arm being on the right hand side. Most Euros have it on the left by default as did the old model. Good news for music fans. CDX gets a premium Blaupunkt 6-stack seven speaker 130 watt sound system that supports MP3 playback from discs. Volume adjusts automatically with speed. No silly space saver. A full-size steel spare wheel, just the way we Aussies like it. Standard equipment includes includes 15-inch alloys, four airbags, ABS and brake assist, cruise control, power windows, heated power exterior mirrors, steering wheel- mounted audio controls and airconditioning. Same price as coupe. Astra Wagon CD is priced from $23,490 and CDX from $25,990.VERDICT: Better looking than the Corolla. But the Lancer is not a bad looking thing. Just a shame Holden hasn't gone for a bigger engine.

These cars may have low price tags, but no longer are they cheap on the inside.Kia's Rio may not set any benchmarks in the light-car segment but it is one of many entries tailor-made to the price-sensitive end of the market.The latest model comes with a host of features including driver and passenger front and side airbags, three-point seatbelts with pretensioners and rear three-point seatbelts.Power windows, mirrors and steering, remote central locking, airconditioning, driver's armrest, CD player, luggage cover in the hatch, 12-volt power socket and variable recline rear seats are also standard.Front and rear power windows are not offered in some of the large cars that are double the Rio's $15,990 tag.The Rio is powered by a 1.6-litre engine that produces 11kW more power than the previous version, now at 82kW and 145Nm of torque. The Rio shoots along, reaching 100km/h in 10.2 seconds.The manual Rio in the garage (we have not yet driven an automatic) is sprightly off the mark. It is zippy around the city and its small dimensions make it easy to park, not to mention the tiny 5m turning circle.The clutch is light and gear-changing action is smooth, although the five-speed gearbox feels a little clunky.The 82kW engine is one of the most powerful in the class and will happily spin to redline without protesting.On the road the Rio is smooth and quiet, soaking up most of the potholes on Sydney's roads. But when hitting bumps the car tends to bounce over them, making it feel unsettled.Steering feels a little vague and is light but the Rio gets around tight corners without too much fuss. Getting into the Rio is made a lot easier with both the front and rear seats raised. The cabin doesn't look, or feel, cheap and nasty. The interior is bare but the uncluttered design keeps things simple.Rear-seat hatch passengers can even recline the back seat rests.The quality of the build is emphasised by the no-fuss quietness of simple operations, such as power windows and door locks.The doors feel solid and don't sound tinny when closing.The passenger dash curves under the windscreen and gives the feeling of space and there is loads of leg room.There are two cupholders, and for those who don't smoke, the ashtray can be removed to reveal a third. The dashboard instruments have a funky European appearance and the steering wheel is a comfortable size.The non-slip mats in the storage compartments keep things where they should be, and the positioning of a separate power socket (not just the cigarette lighter) is perfect to charge the phone in car and still keep it easily accessible. ABS brakes with electronic brakeforce distribution are available for $850.Rather than annoying chimes or warning bells sounding if the headlights are left on, the Rio has a battery-saver function that allows the lights to be left on if you want them to be. Once the battery gets down to a low level (if the lights are accidentally left on) all functions are automatically cut off so the battery never goes flat.The addition of a full-sized spare is a bonus.

A little purple Mazda2 Maxx, that is. Mazda describes the colour as Iris Blue but purple is as purple does and so their week was perfect.They wanted to travel in the purple car, pat the purple car and own the purple car. Me? I just delighted in something that was compact yet spacious, easy to park, could fit all the shopping and, I admit it, was purple.OK, so the Mazda2 comes in colours other than Iris Blue but the truth is it would have lost none of its appeal in any other colour.Even the men of the house had to admit that the Mazda2 packs plenty into its little frame. And talking of small, the Maxx model manages to put an in-dash six-CD player, alloy wheels and a sporty rear roof spoiler in a car costing just $20,875 for the automatic.Even the next model up, the Genki, will set you back only about $22,000. My long-legged other half kept trying to tell me it was a perfect "girls' car". You know, the sort just perfect for a quick shopping fix, zipping around the city and avoiding other vehicles in tight car parks. Sounds perfect really and I noticed he was more than keen to take that little delight everywhere.The deceptively spacious design meant he had plenty of headroom and the back-seat drivers had plenty of space even behind his seat.And when they haven't come for the ride and you need extra space in the back, those back seats fold flat and move around – quite a snazzy little trick in a little baby built to please.But small doesn't mean lack of power. Mazda's long experience in building quality cars that just keep going has been put to good use. The Mazda2 comes with a 1500cc engine and is available as a manual or a four-speed activematic. Whatever that means. What it does mean is that even with a full load of passengers and picnic basket and Esky in the boot, we zipped up the Southern Expressway leaving bigger cars in our wake. Zoom-zoom goes the catchy tune and zoom-zoom we could.And popping in some fuel was a delightful surprise. Not many dollars pushed the fuel gauge on the 45-litre tank well up – and with economy on the automatic rated at about seven litres/100km, you can just keep driving that adorable little machine on and on and on.Mazda2 Maxx automaticCompact outside, but spacious insideZippy engineGreat choices of coloursLittle bit of engine noiseFamily daytrips OK but no room for a weekend awaySlightly boxy look that could date quickly

To say this motor vehicle has all the bells and whistles would be severely underplaying the situation.Its rather suburban exterior hides more gadgets than your average kitchen knick-knack shop.There are things that fold up, down and over.There are toys which talk to the driver and others which beep.There's a six-stacker CD player and all sorts of mobile phone attachments. There are things to stop you going fast and things to help you cruise along on the open road at a sensible, legal speed.There are buttons and compartments and cup holders and magazine racks, multiple temperature controls and parking assist.It doesn't quite make the coffee for you ... but there may just be a percolator attachment I overlooked in a week of driving.My favourite toy was the automatic headlight switch which meant the car chose when it was dark enough for the lights to be on.However, I would recommend against playing with the switch at night, because a turn in the wrong direction can result in a motorist heading down an unfamiliar country road in total darkness. A brief motoring glitch, which was not enjoyed by my passengers.This car also has a snazzy auto-navigation system which tells you how to get places, parking sensors to stop you hitting things, a speed limiter and cruise control.Button controls on the steering wheel are just part of a clear and easily understood dashboard display package.A flat hatchback boot provides easy access to ample storage room, but if extra luggage space is required, the rear seats fold forward to produce a completely flat surface. Need even more space? Then take the rear seats out.A quick browse of the brochure also reveals a raft of safety features which I didn't feel obliged to check, including a "sandwich design" (maybe to go with the coffee percolator) to enhance safety in a head-on collision.Additional options with this motoring whiz can also include metallic paint, a sunroof and leather upholstery.Overall, it's a car that packs a lot of punch, along with a luxury brand name.Eat your heart out, Herbie.LOVE IT LEAVE ITMercedes Benz A200 Elegance AutoPrice: $47,380LOVE ITEnough gadgets to keep the driver, passengers and enthusiasts busy for hours.Spacious, comfortable and easy to drive.LEAVE ITToo many toys to come to grips with – and use properly – in a week of driving.A quiet, low-key exterior which won't suit those who want to say "look at me, I own a Merc".