Hatchback Reviews

The rationale behind that annoying zoom-zooming jingle is that all Mazdas have the soul of a sportscar. We can't speak for the Bravo ute or E-series van but the Mazda 2 - despite being an entry-level urban runabout lives up to the claim. The way its 1.5-litre engine turns raspy and urgent as you rev it to join a motorway, the way its automatic transmission batters against the rev limiter in manual mode rather than give up by changing up, the way it sniffs into corners like a puppy - or a Mini Cooper. Yeah, that's soul - not in James Brown quantities but more than you'd expect to find in a high-bodied $20,000 hatchback.The Mazda 2 first appeared in 2002, and was revised this year with bigger headlamps, a sports manual mode on automatic models and minor engineering changes including an electrically driven power steering pump.From the outside it now looks a little like a Ford Fiesta - which would be fitting because it shares its mechanical platform with that car. But perhaps the most significant change is a neat and appealing flick-knife style key, of the type used by Volkswagen, Audi, Mercedes-Benz and Holden in the Astra. Each key probably costs about $10 wholesale, if that, but it gives the feeling of a much more luxurious and expensive car - and it doesn't wear out your pocket lining.The 1.5-litre engine remains unchanged apart from now complying with next year's Euro 3 pollution controls. It keeps its pleasingly rorty feel, delivering its 82kW of power and 141Nm of torque, high in the range but never feels strained while puttering around at lower revs. Mazda says an electronic throttle, replacing the throttle cable of the previous model, increases torque between 1500 and 3000rpm.The four-speed automatic is one of the better examples of its kind. As mentioned, it delegates full control to the driver when the lever is pushed across to make it a four-speed manual - just like a sportscar. It's also calibrated to allow a lively launch for a small car, although a dash-mounted gear indicator shows it gets quickly into top gear if you're not in a hurry. Where many small autos feel wheezy and lethargic, the 2 is willing.Fuel use on test was a not particularly good 8.1 litres per 100km, making the point that if you want automatic in a small car you'll pay twice ? at the dealership and at the pumps.Safety is another hard sell on small cars with their price-conscious buyers. But to Mazda's credit safety equipment remains an affordable option across the Mazda 2 range with a package of side airbags, curtain airbags and ABS brakes available on all models for a modest $1150.In a refreshing change from the usual cynical practice of specifying media cars with as much optional equipment as they can stand, the test car had no ABS brakes or extra airbags. The screech that accompanied our routine 40km/h brake feel test almost made us nostalgic for the bad old days, but not something we'd tolerate when the alternative is so cheap. For what its worth, the brakes have a nice firm yet progressive pedal feel.Cabin decor lies in Siberia - halfway between Europe and Japan, in other words. Expanses of grey plastic and velour recall some dreary Mazdas from the company's lean years in the 1990s but the instrument display has a funky Italianate look, there's plenty of storage space and the controls feel substantial in use. What's more they are fully aligned for right-hand drive, a rare concession in these days of global manufacturing.The stereo looks classy and is easy to use - what more could you ask for? Actually a bit of peace and quiet to listen to it would be nice. At highway speeds the cabin of a Mazda 2 can be a lively place with the engine spinning at 3000rpm at 110km/h, a fair amount of tyre noise and the whole lot amplified by its van-like back seat and boot.That back seat can be moved fore and aft, depending on whether your priority is to transport passengers or luggage. Set fully back, the rear seat has room for adult heads and feet but is only wide enough for two full-sized people. With plenty of room around the front seats as well, the 2 is a genuine four-adult car. As well as having good space inside there's easy access through wide-opening doors.The boot is a little narrow but a serious drawback are the childseat mounting points - just inside the rear bumper. The top strap of the restraint cuts through the luggage compartment, making it useless for bulky loads - such as a pram. That pulls the pin for parents.But singletons looking for a practical yet perky little car are in luck. The 2's agility belies its wardrobe-like appearance. The steering has an immediate feel, with no ill-effects from the change from a belt-driven to an electric hydraulic pump.Handling exceeds expectations, with a flat cornering stance, impressive grip and no dramas over rough surfaces. It has something of the feel of the original Mini, which for those with long memories, is high praise indeed.It's matched with a ride which avoids the extremes of crashing and pitching that small cars are prone to. Controlled rather than cushy sums it up. Noise is more of a problem than bumping in the 2, but at least suspension doesn't contribute to the racket.If you're in the market for a small car check out this Mazda. You've nothing 2 lose.

They are shelling out around $100 a week just to run around town and go on a Sunday drive.It could make you bitter and twisted.Their envy, almost anger, is therefore not surprising when they find out our long-term Peugeot 307 Hdi diesel hatch only needs filling once every two to three weeks.We spend about $25 a week to keep it in diesel - barely a sneeze on the family budget.And we feel even better in the knowledge that the Pug is generating an absolute minimal amount of emissions thanks to the clean burning, high-tech diesel engine equipped with a particle filter. The diesel Pug passes the stringent Euro 4 emissions regulations not due here until 2008.Capping off the whole experience is the car's performance.Far from being sluggish as many people presume, the Hdi engine delivers strong acceleration across a wide rev range. It won't come howling out of the blocks but starts smartly and then all of that 240Nm of torque becomes available at just 1750rpm until about 4000rpm.It gives the Pug excellent response and makes it a cracker to drive on the freeway or around town for that matter.There is no need for frantic gear changing, just push the throttle and away it goes – the perfect lazy person's manual.We have to keep reminding ourselves it's a 1.6-litre engine – available in five door hatch body and also a wagon. A 2.0-litre Hdi is available only in wagon format. The 2.0-litre must be something else due to its 100kw/ 320Nm output – in the same size car.But for everyday purposes, the 1.6 is just fine.It's well equipped including climate control air, six air bags and 16in alloy wheels in the price of $29,990.That's not bad for one of the most economical cars you can lay your hands on in this country. Peugeot says it will go as low as 4.3 litres/100km on the highway cycle, a figure we wouldnt dispute.

But, with the new baby 147 hatch, there's a new element: price. Alfa has slashed the price of the car, compared to the previous model.The 147 three-door Twin Spark manual, the model tested, is actually $2510 cheaper than the previous model, coming in at a more competitive $35,990. Similar savings are found across the rest of the range, which is topped by the five-door Selespeed (Alfa-speak for automatic gearbox) at $40,490.Styling revisions for the new model give it a more aggressive look than before. It sits on 17-inch alloy wheels which give it more road presence. And it has scored revised headlights, bumper, spoiler and fog lights.There is no doubting, with the distinct V-grille, the front of the car is its highlight.The number plate has to sit to the left of the grille but, unlike some other cars where such a positioning looks silly, the plate is not obtrusive. Alfa points to revisions in the rear, to the lights, hatch trim and back bumpers, also adding to its aggressive new look, but that is a matter of opinion.There is no doubting the styling, but the car just seems to end without making any grand design statement. However, opening the rear hatch does reveal one important revision, and that is a now sizeable boot space, up 15 per cent from the previous model.Up front the inner revisions include a new instrument display. The impression of driving a European car is enhanced by the use of the Italian language terms benzina (fuel) and acqua (water) on the guages.The red lighting on the dash further adds to the overall Euro feel.However, there is still work to be done on the substance front for the driver.Once you manouevre the driver's seat into the perfect position to suit, you are fine. Until then, the seating is uncomfortable, particularly with an extension at the front of both the driver and passenger seats that just feels like it is in the way.The driving pedal area is rather cramped. There isn't a lot of room between the pedals and you sometimes touch two at once, particularly if you are wearing boots or wide shoes.One other area of concern is that the centre console cover is simply in the way when you change gears or apply the handbrake. It has to be tilted out of the way to stand between the seats. Safety features are strong in the car, with six airbags, including curtain bags.The ride of the car is fine, thanks to improvements to the suspension.This is a car designed for handling smooth European roads at speed but Australia (and, in fact, Sydney) has roads that are rougher.Alfa says more suspension travel has been dialled into the cars sold in Australia. There is also a variety of computer controlled electronic chassis controls.Power comes from a four-cylinder engine. The two-litre Twin Spark pumps out a tidy 110kW with 181Nm of torque. That's good for 0-100km/h in 9.3 seconds and a top speed of 208km/h. The five-speed manual gearbox is light and smooth to operate.Fuel economy is 12.1-litres/100km around town, which improves to a claimed 7-litres/100km on the highway, from the 60-litre tank.Overall, the red-hot little Italian has the looks and the handling to be competitive in what is a tough market segment.It's where stylish Europeans are battling lower priced Japanese and Korean ingenuity.In this case, style wins.

She's got beautiful curves and a great rear for a wagon and, let's face it, a wagon's backside is normally its downfall. But the wagon has worked hard on its appearance and has been given a good workout to match it with its competitors.Despite looking like a spacecraft – and that's probably not helped by its silver-grey colour – my first impression was "a classy chick".Of course, like the rest of you, I have been captivated by the SUV market. Heck, I even went out and bought one last month.Wagons? Well, they remind me of the '80s, when cashed-up parents arrived in their "stylish" wagons at primary school, while my mum's whistling Datsun 180B could be heard kilometres away.In the '90s, they took a back seat – excuse the pun – to sporty coupes, or any car that was red.In the '00s, they are fighting hard to maintain their spot in the starting line-up.Enter the Astra Wagon. It rides on the sporty Astra reputation but adds something – space. There's plenty of it, in the front, in the back seat and even in the cheeky rear. This new member of the Holden family is also practical. That's the new buzz word when you become a mother. "Practical" replaces "chic" and "style" is superseded by "comfort".The Wagon doesn't necessarily excite the driver, but more satisfies her. It's good on the juice, has not one but three anchor points for the baby seat, has durable seat covers and plenty of room.Storage, on the other hand, is lacking. Don't get me wrong – there is storage, but it's your basic kind. Zipping around in the city, I cranked up the stereo with the buttons on the steering wheel – conveniently placed for us girls who don't have time to muck around. Squeezing her body into the perfect parallel city car park was quite easy, although the back-seat headrest obscured the rear view.Still, I'm not fussy – that's probably why the Motoring Editor threw the wagon my way. Most of the other girl-torquers would have scoffed at it. And that, too, was probably the challenge for Holden's marketers.Seriously, how do you draw attention away from the in-vogue compact 4WDs?What about putting two naked people, wearing nothing but dorky sneakers, in the TV campaign? Would that grab your attention?Barely.Holden Astra four-cylinder, 2.2-litre manual wagonRoomyLights remain on for 30 seconds after you take the key from the ignitionEasy-to-use gear shift on the manual versionOnly front automatic windows on the CD versionLack of storageTouch-sensitive indicators

Love the styling but the car just needs a little more go and the 147kW turbocharged engine should be more than up to the job.In the meantime, there are few better looking hatches on the road. Not sure what makes it a coupe and not a three-door hatch. But only panels shared with the five-door hatch are the front bumper, front fenders and bonnet. 1.8-litre 16-valve DOHC four cylinder engine puts out 90kW of power at 5600rpm and 165Nm of torque at 3800rpm. Ninety per cent of maximum torque available between 2200 and 5500 rpm. Good mid range performance but lacks some punch off the line. Our test car was the CD manual which at 1243kg is the lightest of the lot and offers the power to weight ratio. Fuel economy for the coupe is a claimed 7.8L/100km for the manual and 8.2L/100km for the auto. Tanks hold 52 litres and fractionally better power figures achieved with premium. Rides and handles well. Throw it at a corner and this one won't bite back. Coupe gets lower ride height package, which includes modified damping rates for a more responsive, sports oriented handling. Very small rear window reduces vision. Large rear pillars and small rear side windows further reduce vision. As with most three-doors, the large front doors are heavy and open wide, requiring ample room when trying to access rear seat. No good for cramped garages. Rear seat access via tilt and slide front seats. Front seat slide mechanism is okay but can be tricky to operate especially seated in the back. Rear set leg room is not bad, but dark trim and small raised rear windows contribute to a claustrophobic feel. Good for two but would be squeezy with three in the back. Can't get used to the blinker control arm being on the right hand side with this model. Most Euros have it on the left by default as did the old model. Good news for music fans. Blaupunkt seven speaker 80 watt sound system supports MP3 playback from discs. Volume adjusts automati- cally with speed. No spacesaver. 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 air conditioning. Astra Coupe CD is priced from $23,490 and CDX from $25,990 

It was well into its model life as Ford Australia worked on striking a viable business case to import the highly decorated European born-and-bred small car.So in a sense it seems like it arrived here yesterday.In fact it was almost three years ago since the world's biggest-selling car lobbed in town.Now the all-new, second-generation Focus is spicing up the most dynamic segment in new car sales.And if you think, at first glance, there is not a big departure from the first model then think again.There isn't one interchangeable panel between Marks I and II.The cabin styling and trim are different, there are bulging wheel arch flares and the areas where the Focus was lacking in original guise, Ford has managed to address with a reasonable level of success.Architecture-wise the interior is less confronting and the trim colours are more inviting.This South African-built Zetec was a welcome addition to the garage for a week spent dodging the perils of peak hour, cruising the M1 and spending the weekend driving the twisties, which are designed to spit out any chassis not sorted within a millimetre of its life.Turns out the 2-litre Focus could have stayed longer it was so convincing.It has more pep in its step and is generally more user friendly.And so the more you drive it, the more mouth-watering a toe-to-toe fight with a Mazda 3 would pose.Steering is much sharper away from the straight ahead and there is a sweet, compliant ride.The same 2-litre unit used in the Mazda 3 seems to have a touch more urge about it, certainly more than the 3kW it is armed with over its Japanese cousin at 107kW.Throttle response from first to fourth is exceptional and the cogs are well gated for crisper shifts.Dynamically, Focus II is more competent with a wheelbase stretched by 25mm.It is longer, wider and taller than the outgoing model, helping to give the cabin bigger dimensions that the Mondeo, which sold from 1996 to 2000.Along with greater performance and a more accurate tiller, the Focus is not short-changed in the equipment department. There is the trip computer offering fuel consumption, outside air temperature, distance to empty and trip mileage. For this test the trip computer calculated average fuel useage at 8.4litres/100km but the majority of the 800km trip was in open running.There are reasonable levels of sound-deadening achieved through several areas, including thicker side glass.A bit of thought has been put into the quaint hexagonal wing mirrors but along the M1 at 110km/h there was a noticeable level of wind noise coming off the top of the windows which were double checked to see if they were closed tight.Above all the Focus is more homely inside, a warm place on a cool winter's morning.It is fun and engaging and just the sort of jigger that should put Ford back in the small car sales race. Currently it is pottering along at No. 6 in sales for the segment but it won't be long before it starts chipping away at the volume end of the segment.

The effect is already noticeable – sales of big cars and 4WDs have slowed and are in decline, while sales of smaller, more fuel efficient vehicles are on the up and up.It has a positive side – less greenhouse gas and more room on the road.The manufacturers of diesel and hybrid cars seem ideally positioned to take advantage of the prevailing climate. Inquiries on hybrids are escalating and diesels are also becoming more popular as manufacturers, particularly the Europeans add them to their lineup.Peugeot has been selling diesel cars here for possibly 30 years or more. They have been making them for longer and are considered to be leaders in the field.A new 307 Hdi diesel range recently became available here in 1.6-litre and 2.0-litre engine capacity. Both comply with the strict Euro 4 emissions regulations.They are high pressure, "common rail", turbo diesels with twin cams and 16 valves.We've been able to get hold of a 1.6 Hdi hatch for a while to see just what it's like having an "oiler" in the garage.The first thing we noticed is the distance it will go on a tank of fuel – up to 1200km without much trouble.At our current useage, that means three weeks between refuelling which costs about $70 on current prices.It's cheap motoring.The other thing we noticed was how much get up and go the 80kw/240Nm, 1.6-litre engine delivers. It goes like a 2.0-litre petrol and has especially strong mid-range response which is great on the freeway.Outside the car at idle speeds it sounds noisier than apetrol model but once underway, there's precious little noise at all.The five speed manual gearbox is smooth shifting and the car is easy to drive apart from a clutch pedal set higher than the brake pedal.The 307 is a bit of a glamour to look at and practical too offering room inside for five and a large boot.There are some really cool features like the remote window wind up function operating from the key fob.At a snip under $30,000, the 307 Hdi 1.6 is possibly one of the best priced super economy cars on the market, challenging even the hybrids, one of which costs a lot more.

True, the original Model T with its foot-operated gears was bordering on weird by modern standards, but it was produced in such numbers that it defined the mainstream.The Ford Focus by contrast joins the mainstream in midstream. It's a typical modern European Ford, thoroughly researched and conscientiously engineered. The result is far from radical but it is impressive. Cars designed to sell by the million are limited by the boundaries of public taste, but their huge production numbers mean opportunities for engineers to spend time refining the niggly little things while keeping costs reasonable.Like the previous Focus, the new model is a high-bodied small car. Park one next to a Ford Laser from just four years ago and the difference is dramatic. While the Laser now seems cramped and low to the ground, there's head room to rival large cars in a Focus, despite the high-set seat cushion. A nice touch is that most drivers can still see the bonnet for low-speed manoeuvring. The boot in the hatch version is usefully sized while in the sedan it is truly enormous at 510 litres — although space in both is achieved at the cost of a compact speed-limited spare wheel.The previous Focus had a unique interior with the sort of slashes and curves that result when designers are allowed to run free. The new model has a much more restrained dash design with echoes of Volkswagen Golf and BA Ford Falcon. Although it looks good, plastic quality to the touch is not quite up to Volkswagen standard and hardly better than the Falcon's.There were trim rattles, a silver garnish that came loose from the handbrake lever and a driver's door that needed a mighty slam to shut properly on one of the test cars, raising quality questions about workmanship at Ford's factory in Pretoria, South Africa, where Australia's Focuses are made. But a second car we drove had none of these problems.Actually, there is one thing the previous model Focus had in common with the Model T. The Focus was the first Ford in many years to be sold on all continents in essentially the same form. But it never had the success here that it saw in Europe and North America.Uninspiring engine performance was one reason. The previous Focus came with several engines, a 1.8-litre and two separate 2.0-litre designs. On low-octane Australian petrol none felt as powerful as their specifications suggested. The new model takes the opposite approach with one engine driving all models.The range consists of CL, LX, the sporting Zetec hatch and the fully loaded Ghia sedan. The only mechanical difference between grades is larger wheels and firmer suspension on the Zetec model.In typical Ford fashion, the new Duratec engine shared with Mazda is thoroughly up-to-date without being cutting edge. For example, the engine block has been made stiffer for less noise and the alternator and aircon compressor are now mounted on the block rather than on brackets, again to reduce noise. Chain-driven valves require no adjustment for 250,000km, the spark plugs are designed to last 60,000km and there's an electronic throttle.What all this adds up to is a much better engine. Critically, it no longer feels short-changed in Australian conditions. Stated fuel consumption of 7.1 litres per 100km is a 20 per cent improvement on the old model's 8.7 litres and is competitive by class standards. We got nowhere near that figure on test, however, with a result of 9.2l/100km.More memorable than the Duratec's peak power is its easy-going ability to run smoothly and economically at low speed in high gears.Those gears in the manual Zetec are nicely arranged, with a light, yet satisfyingly snickety action through the lever. The automatic sampled in the Ghia model is also above average in shift quality and timing for an auto in a small European car. But it has only four speeds, two short of the best in the class.Handling was one of the few high points of the previous Focus and it's just as good in the new model. Like the two other cars built on its platform — the Mazda 3 and Volvo S40 — it's a very well sorted design.Ford has sweated the details to create a car that feels right. The engineers who beavered away on matters as obscure as optimising torsional rigidity of the steering column did not waste their time. Nor did those who developed an electro-hydraulic power steering system that feels as natural to use as traditional engine-driven power steering. Turn into a corner and there's a quick initial response followed by a feeling of commitment as the rear wheels take their share of the cornering load. Impressive roadholding is accompanied by sensations of lightness, tightness and rightness. Pardon the expression, but it feels focused. While the Zetec is the sharpest handler in the range, all models share the same pleasing feel.Ride is European, meaning that while it deals with bumps well it never creates an impression of softness or plushness. It's a small price to pay for precision and response on the road and the car is never harsh or jarring, even in the firmer sprung Zetec version.What does jar is the lack of side curtain airbags and electronic stability control. ESC is an electronic system that detects when a car is about to skid and takes control to guide it through a corner. It's worth having and the fancier Focuses that pour from the Ford works at Valencia in Spain and Saarlouis in Germany have it and side curtain airbags too. But side curtain airbags were deemed too expensive for the South African market and Ford Australia turned down ESC for this Focus.In its defence, Ford Australia says the take-up rate for the ESC system offered on the previous model Focus Zetec was under 1 per cent. Under their breath they say those buyers were mostly Ford staff who were both informed on safety matters and given a substantial employee discount. It's also true that the Focus's unusually tactile handling means it requires ESC less than a clumsy SUV would. But the lack of two modern safety systems is at odds with the up-to-date image the new Focus otherwise projects.Those omissions and doubts over build quality might stop some buyers in the showroom. Supply problems from the South African factory mean some buyers might not even get to see a Focus in the showroom. But those who get behind the wheel of one are more likely to be convinced.

Maybe it's the larger front badge and angular, more accentuated headlights which tend to dominate the front.In comparison, the large expanse of paintwork seemed to draw attention to the smaller beak-like grille of the old car.It is a perennial problem for car designers when trying to pen a follow-up design to a stunner like the Alfa 147.Either way, it's still a fine looking piece of machinery. As well as the more contemporary front treatment, the new car gets revised rear lights, hatch trim and bumpers and 17-inch alloys that are now standard across the range.Although available in three and five-door models, we unfortunately will not be seeing a new 147 GTA.Alfa says the cost of panel work compared to the number of cars it sells does not warrant the cost. We will, however, continue to take the firebreathing 3.2-litre V6 in its current form (thank goodness).We reckon the chunky 147 hatch is the best looking model in the current Alfa range. The 2.0-litre Twin Spark engine produces a maximum 110kW of power at 6300pm and 181Nm of torque at 3800rpm.It's not the most powerful engine around but it is a willing worker and produces a wonderful exhaust note. The gearing is rather tall and you need to flog it to get the car off the line quickly.Drive is through the front wheels, with a variety of electronic aids to ensure the wheels remain in contact with the bitumen. The engine is mated to a slick, five-speed manual box and driving the car is a rewarding experience for the enthusiast.The dash from 0-100km/h takes 9.3 seconds on the way to a top speed of 208km/h. The big doors in our three-door test car are heavy and open wide for acces to a rather claustrophobic rear seat. Rear leg room is good with comfortable seating for two adults in the back but belts for three.The 147 is well equipped, with stability control, traction control and electronic brake force distribution standard.Safety features include six airbags, ABS brakes and a fire prevention system.Luxury items include power windows and mirrors and locks are included, as is cruise control, trip computer and dual zone climate control airconditioning.Alfa claims fuel consumption of 7.0 litres for every 100km but we found it to be more like 10.0L/100km during testing.The 147 Twin Spark is priced from $35,990.

Mix the red body with the right look and you've got the perfect car. After all, boys, it is about the look – and pulling power.Why else do women spend so much time getting ready?Well, girls, I have some great news which may save you some of that time.The Golf is made by the same people who make Audis. Those in the know tell me it is built on the same platform as the gorgeous A3. Audi experts will tell you there is no comparison between the cars but the Golf comes a lot cheaper and has plenty of style.The hip little hatch also came as a relief.After all, the only memories I had of Golfs were terrible. Just picture laborious drives in a hippie mate's clapped-out, lardy-bodied diesel Golf in northern New South Wales in the 1980s. Would I need the stereo blaring to drown the engine noise?Driving south to the beach, noise wasn't a factor – it was smooth driving, with Jack Johnson on the CD and a mid-winter breeze coming through the sunroof.Lucky enough to time it right to get the quirky one-way expressway south, the six-speed compact got a workout on the drive to Port Willunga.The big hill wasn't a problem but, to be honest, I wasn't concentrating on performance.The fifth-generation Golf FSI is an IT car.The IT factor comes in the form of a cute curvy body, three-spoke sporty steering wheel, plenty of zip and such designer fashion touches as cute little VW insignias in the twin headlights and the mag wheels.We all know every gal loves the designer thang.The FSI also boasts brushed-silver interior trimmings, comfy high-back seats with adjustable headrests, fold-out cup holders behind the console for rear-seat passengers, and those dinky little lights blinking under the rear-view mirrors when you're indicating to turn.But, best of all, the red made a statement: fast and fun.LOVE IT LEAVE ITVW Golf FSI$29,990LOVE ITZippy and stylishVW insignias in lights and magsSporty steering wheelBlinking lights on rear-view mirrorsLEAVE ITChiming to put on seatbelt