Hatchback Reviews

Three or five-door, the compact Italian has a style all its own and always an encouraging nature.

Back in the early 1980s, public relations and event management was just starting to become the billion-dollar juggernaut it is now.

It's not that there is anything wrong with the car (quite the contrary in fact) but we felt it just lacked character.However, after a few days behind the wheel, we admit a growing respect for the car.While Holden is looking to Korea to cut costs, Ford has so far opted to stick with its European-sourced range.That will please the drivers among us, because the Euros always seem to offer more excitement in this department.The new Focus gets the one engine across the range from the base CL model right through to the top of the range Ghia.It's a good selling point, if the dollars are a problem, but somehow makes the sporty Zetec hatch that little less attractive.The 2.0-litre Duratec DOHC 16 valve engine produces 107kW of power at 6000rpm (up from 96kW) and 185Nm of torque at 4500rpm (up from 178Nm).It still lacks some response down low, but once the car hits its stride there's plenty of punch for overtaking.Highway cruising is effortless.Our test car was the middle of the range LX sedan priced from $24,990.Trouble is for a little less money you can get a 1.8-litre Toyota Corolla Conquest sedan with 110kW on tap. A Holden Astra, meanwhile, costs a little more but has less power and there is no sedan – at least not in the new AH model lineup.In terms of styling the new Focus sedan looks slicker and loses that pushed in look at the back that the previous model had.Inside, there's plenty of room for four adults (with belts for five) and a large boot – large enough in fact to swallow the largest luggage or golf bags perhaps.It is 140mm wider than the previous model and is 25mm longer, creating increased legroom for rear seat occupants.Instrumentation is minimal but functional, following the Falcon trend with a centrally located volume knob.A small trip computer display is located at the bottom of the speedo that is accessed from one of the steering column stalks.The 2.0-litre engine is hooked up to a five speed manual box or optional sequential four- speed auto.Our test car was the manual.The transmission is the same as that used in the new Mondeo and Jaguar X-Type.We found it heavy and a bit clunky at first, but it seems to loosen up with use.The ride (and seats) are firm and the car handles very well, thanks to the excellent chassis.Focus runs on standard unleaded petrol and fuel economy is a claimed 7.1L/100km for the manual and 8.0L/100km for the auto.In practice our trip computer showed 9.8L/100km from the 55-litre tank, giving the car a range of about 600km.Standard equipment includes aircondition- ing, driver and front passenger airbags, CD player and front power windows.LX adds 16-inch alloy wheels, ABS with EBD, front seat-mounted thorax protecting side airbags, front and rear power windows, power mirrors, cruise control, a leather-wrapped steering wheel and front fog lamps.

Instantly recognisable over the previous model from the front, the Mazda2's cosmetic surgery consists of an eye-lift, plumper cheeks, a reshaped nose and a redesigned grille. All this comes with a styling tweak to the bonnet.The Mazda2's rear end also gets a bit of a tuck and lift with redesigned rearlights, a wider (but slimmer) LED high-mount stop light and a rear bumper that takes away from the car's previously boxy look. But, while looks do account for a lot, the Mazda2 incorporates a whole heap more.Mazda2 is the first car in its class (under $18,250) to offer six airbags and ABS brakes across all models.It is also the only volume-selling car in its class to offer automatic transmission ($1850) with manual shift available across the range.Mazda expects the four-speed automatic will increase figures of automatic buyers from 54 per cent to 60 per cent.The safety pack is standard on the Genki and an $1150 option on Neo and Maxx models.In fact safety additions are numerous in the little car with dual front airbags, front seatbelt pretensioners with load limiters, anti-whiplash front seats and an intrusion-minimising brake pedal that reduces the chance of foot, ankle and lower-leg injuries standard across the range.Both the Maxx and Genki models tested (automatic and manual respectively) feature steering wheel-mounted audio controls, plus an in-dash six-CD player, driver's seat adjustment and a retractable key.They increase the price by $100 on the previous model. With the exterior makeover they also feature 15-inch alloys while the Genki gets new-look side skirts, a sports grille and driving lights in the front bumper.On the road the Mazda2's 1.5-litre engine is zippy, even in automatic.The engine has the highest power in its class with 82kW and impressive torque of 141Nm, while fuel economy hovers around 7.0-litres per 100km.Modifications have improved torque delivery between 1500rpm and 3000rpm.The addition of electric power-steering, a system that is based on the company's RX-8 flagship model, makes for easy manoeuvrability. But it does get heavier at speed for a more solid feel.But it gives the Mazda2 a handy turning circle of 9.8m. While the stiffer body makes for better handling, ride comfort in the Mazda2 is not on the luxury side of the scale. It feels a little rough.The view from inside the car is excellent. The large windows and windscreen allow for good vision all around the car and the big rear window helps when reversing.The Mazda2 has a number of hidey-holes to keep things out of sight and two cup-holders located in front of the gear lever.An automatic one-touch driver power window is usually a feature of more expensive cars but both the Maxx and Genki have it.It is a dream at tollgates, parking lots or anywhere you are trying to juggle acceleration and (usually) changing lanes with a handful of change while being blown about until you can close the window.The clutch on the Genki was on the light side, has a high take-up point and, in the test car, had a slight shudder.Yet, once you got used to it the gear changes are quite smooth and no sore legs result from sitting in bumper-to-bumper traffic.The top of the line Genki's new-look body kit made it the sportiest looking of the bunch. Genki also gains a retractable key and has a starting price of $20,985.With the recent facelift the Mazda2's nose has edged a little in front of closest rival, the Honda Jazz, but in terms of sales the Toyota Echo and Hyundai Getz remain top of the small-class tree.

It arrived too close to the launch of the all-important BA Falcon and the small hatch got lost in the wash.Ford dropped the price, but that didn't help and the company has had to wait it out until the new model arrived.The new Focus is finally here and Ford has enrolled radio host Jackie O and TV presenter Andrew G to star in ads for the smart car.Having learned its lesson, Ford is prepared to splash more cash to try to make the Focus name as accepted as the Laser it replaced.The company is even preparing a red-hot Focus to take on the best that Subaru, Mitsubishi and Toyota have to offer in the Globalstar Australian Rally Championship.The project, even if running behind schedule, shows Ford Australia is serious about backing the new Focus while emphasising its rally heritage.But the new car is less of a sporty racer than the last model and has a more sophisticated feel.It is bigger, with all-new body, engine and hard-edged styling.The Focus is available as a five-door hatch or four-door sedan.The range starts at $20,990 for the CL hatch and sedan, a price that includes airconditioning and dual airbags, but not anti-skid brakes (part of a $1190 safety pack including side airbags).An LX sedan and hatch are available with more gear, including alloy wheels, side airbags, anti-skid brakes and cruise control, for $24,990.There is a Zetec hatch for $27,490, which runs the same gear as the LX but adds 17-inch alloys, body kit and sports suspension.A well-specified Ghia model is available, but only in sedan form. It comes with dual-zone climate control, six-CD sound and leather seats for $30,990.A five-speed manual transmission is standard on all models, but a four-speed automatic is standard on the Ghia.On all other models, the auto, which has a self-shift mode, is a $2000 option.The last Focus range had two different engines -- three if you included the hot ST170, which arrived later. The new model is powered by one 2.0-litre, four-cylinder engine shared with the Mazda3.It has 107kW and 185Nm of torque, quite good figures for its class.As had its predecessor, the new Focus has a fully independent rear suspension system.The new body, slightly stiffer, is 40mm wider, the wheelbase 25mm longer.To start with, there will be no three-door hatch available. It may come later in the form of a sporty hot hatch, but is not a certain starter.Ford designers put a lot of work into sharpening the exterior style of the Focus hatch, moving away from the smooth, rounded shape of the first car.The new sedan is totally different from the old model and looks as if it were designed as a sedan from scratch, rather than a chopped hatch.We liked the first Focus. It was a great little car with a tight body and excellent suspension that just loved tackling tight turns.But it wasn't perfect, a sluggish engine being the main problem.The new Focus has grown up. It is a more sophisticated model and is a size up from the last one.Slide into the cabin and the first thing you notice is how much wider it is.Sit in the back seats and it is impossible to miss the increased legroom, and the boot still swallows plenty of gear.The latest range of small cars like the Focus are now big enough to be used for everyday family transport.Only when the kids become tall and gangly teenagers will you need to consider upgrading to something bigger.The dashboard of the new Focus is much more sensible, with a neater layout.It is possibly a little bland, but everything is in the right place and the use of soft plastics on the upper part of the dashboard is a nice touch.The side of the centre console, which your left knee can touch if you are tall, is hard and this can be uncomfortable after a long run.One of the first things you notice is the new throttle calibration. Rather than having to push down hard on the accelerator to make any progress as in the old model, the new engine fires up with the lightest of touches.It is responsive and, though it might be a bit noisy, it is a welcome step forward. The engine is more potent than what's on offer from the Toyota Corolla and new Holden Astra.Still, it is not ideal that someone who buys the sporty Zetec should get the same engine as the buyer of an entry-level CL.Handling is still a positive for the Focus. It stays composed when thrown through corners.But you feel less inclined to have a fun run on twisty roads. One reason could be it feels larger than the previous model; the other is the disappointingly flat seats.Despite being the sporty model, the Zetec's seats offer far less side support than the regular ones in the previous range.You feel as if you are sitting on top of these seats rather than in them. It may sound like a small gripe, but it's integral to a good car.The automatic transmission works well enough, though manual versions of the same car tasted by Cars Guide provided more fun.

The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.MODEL WATCHCompared to other small cars, the Lancer isn't the most stylish. In an era in which the carved-from-stone look, with crisp edges and sharply defined shapes, dominates, the soft and cuddly Lancer looks as though it has been styled for an older, conservative buyer.The problem with styling, though, is that it moves in and out of fashion. But the Lancer has stood the test of time, and still looks appealing, even if it feels a bit like an old sock.There were three body styles on offer in the Lancer catalogue: the four-door sedan, wagon and two-door coupe. If the sedan and wagon find favour with young families and older couples, the sleek, sporty coupe is the one for younger buyers.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more, there was the GLXi sedan and wagon which came with central locking, power mirrors and four-speaker sound.  For coupe extras there was the sporty MR with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi, the power initially came from a 1.5-litre single overhead camshaft fuel-injected four cylinder engine, which pumped out 69kW at 550rpm and 126Nm of torque, but GLXi and MR buyers had the extra punch of a 1.8-litre SOHC engine which boasted 86kW at 5500 rpm and peak torque of 161Nm.A 1999 update saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe. Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.IN THE SHOPThe Lancer has a reputation for reliability. Mechanics who work on them say they give little trouble. But they say it is important to change the cam timing belt at 90,000km, as per Mitsubishi's recommendation.  Generally, the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.  If there's a down side, it is that they're noisy, which can trick you into thinking something is wrong. Again, experienced mechanics say it's not unusual for owners to think they've done a wheel bearing when it's only road noise. It's simply that car companies tend not to spend much on sound proofing small cars and in most that means there's a lot of extra noise.CRUNCH TIMEThe Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver's airbag in the GLi and GLXi in 2001, with the sporty MR coupe getting dual airbags at the same time.OWNER'S VIEWLouise Ryan bought her Lancer GLi coupe new, back in 2004.  She liked its looks, thought the performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car.In the 11,000 km she has now done in it, she's had no problems and is happy enough with it to consider buying another one. Louise's only complaint is that there is little room in the rear, so it's a bit of a squeeze when she needs to carry passengers.MITSUBISHI LANCER 1996-2004Sporty coupe favoured by young buyersFour cylinder fuel economyZippy performanceSuffers a high level of road noiseReliable engines and gearboxesRating14/20 Reliable small car with miserly fuel

The A-Class was a serious break from tradition for Mercedes-Benz, which specialised in medium to big rear-drive cars for most of its long history. This was a small car, and it was front-wheel drive. But it was a great one, albeit almost brought undone by a moose. A motoring magazine in Sweden had a standard test which was meant to simulate a situation in which you had to avoid a moose on the road.The A-Class tipped on its side when the magazine put it through its paces against the mythical moose and then proclaimed it unstable in such moves.  It was an unfortunate start for what was an innovative new look at motoring.MODEL WATCHAt launch Mercedes offered two models, the Classic entry level model and the better equipped Avantgarde. Initially power came from a 1.6-litre single overhead camshaft fuel-injected four cylinder engine which boasted 75kW at 5250rpm and 150Nm of torque.Buyers could choose from a five-speed auto or a quirky five-speed sequential-shift manual. The latter was an early example of a sequential shift manual that was a normal manual but allowed you to shift gears simply by moving the lever without the need to operate the clutch. At the time it was considered quite an advance, a manual gearbox that had the benefits of an auto.The problem was that it wasn't as smooth as an auto. It drove like a manual so there was a lull in performance.  The suspension was a blend of MacPherson Struts at the front and a five-link beam with coil springs at the rear which endowed it with a comfortable ride and balanced handling.Changes made following the magazine moose test made it more responsive to the power rack-and-pinion steering.  Brakes were a combination of disc front and drum rear, with ABS, electronic brake proportioning, and brake assist standard.  Add to that electronic stability control and there's quite an array of electronic wizardry helping to keep drivers out of trouble.A year after launch, Mercedes added the A190 Avantgarde which was an A160 Avantgarde fitted with a 1.9-litre version of the SOHC four cylinder engine. Power jumped to 92kW at 5500rpm and torque climbed to 180Nm.  That was followed in 2000 by the A140 which was identical to the A160 Classic, except for its 60kW 1.4-litre engine.An update in 2001 saw the styling freshened with new front-end looks and a revised specification list. The same update brought a longer version which added 170mm to the wheelbase and made the interior even roomier.IN THE SHOPGenerally the A-Class has been reliable, with little trouble reported by mechanics and owners. It's important to make sure of a service record, one by an acknowledged Mercedes specialist or dealer. If you find a service record from another outlet, check its competence on Benz cars. Like all Mercedes-Benz cars, the A-Class is usually looked after by caring owners so you're less likely to find any problems of neglect. Take careful note of any knocks or clunks you might hear on a road test and observe the transmission for smooth operation. Be particularly careful about the sequential manual gearbox – and only consider one if you're into quirky gadgets.CRUNCH TIMEThe A-Class is a nifty handler with plenty of on-board electronics to keep it upright and on the road. Couple that with an array of frontal and side airbags and you have quite an impressive safety picture.RATING14/20 Comfortable and well equipped small car makes sense for family transport around town.

The name, or a derivative, can be found on little cigarette tins like the Proton Satria, on a Mitsubishi Verada, various Subarus, Ford and Holden muscle cars, Alfa Romeos, some brilliant Porsches and, of course, Italian heroes from the hallowed stables of Ferrari and Maserati.Gran Turismo, one and all? We don't think so. Without being too literal, or pedantic, about the GT moniker, the arrival of the latest Volkswagen Golf GTI (the "I" means (fuel) Injection in this case or, from earlier times, International) has got us thinking about what it all means.Should the G also signify Greatness? Genius? Just as some of the cars we've listed meet these criteria, others — including previous iterations of the Golf — have instead relied on the combination of a spirited engine, stiffer springs, a sticker on the backside and a hard-working marketing machine.Enter the fifth generation. In a marked contrast to all other Golf GTIs sold in Australia — the 1976 original, heralded as the world's first hot-hatch, didn't make it here — this one has what it takes.In terms of design, driver controls, driveline and chassis, right across the board Volkswagen seems to have at last understood what "GTI" should stand for. It has executed its GTI in brilliant fashion and has introduced the car to Australia for less than $40,000.For this, a turbocharged and intercooled version of the Volkswagen group's 2.0-litre direct-injection FSI engine is one of the main attractions.It delivers 147kW of power at 5100rpm and 280Nm of torque from a low 1800rpm to 5000rpm, has a high 10.5:1 compression ratio, and when combined with the six-speed twin-clutch DSG (direct shift gearbox), it is claimed to be able to send the car from rest to 100km/h in 6.9 seconds — three-tenths quicker than the standard six-slot manual.These fall short of best-in-class times, and wheelspin and violent shuddering of the front wheels can be issues to contend with from standing-start take-offs (especially when the ESP is turned off). However, the manner in which the engine and gearbox combine across a variety driving conditions is outstanding.Power is delivered in such a smooth, linear and, above all, muscular fashion that turbo lag or other negative thoughts never enter the driver's mind. Instead, thoughts tend to focus on the burbling exhaust, the faint whistle of the turbo, the beautiful responsiveness throughout the rev range and the smoothness, seamlessness, quickness and damn cleverness of DSG.Smart enough to preselect gear ratios, DSG feels more like a computer-controlled manual than a normal automatic and will not suit those who value the ultimate control of a conventional DIY gearbox.Gears can be changed via steering wheel paddles or the centre console gearlever, but the electronic brain will still refuse downshift requests that could send engine revs near redline and will upshift without asking at around 7000rpm. So, stick to the rules, and hover in the aggressive Sport mode (which holds gears at surprisingly high revs) whenever the mood takes, and the Golf feels great. Just like a GTI should.These impressions extend into other areas as well. Some serious work on the chassis has seen the car lowered 15mm and firmer springs and dampers and a stiffer rear stabiliser bar introduced with the multi-link rear suspension. The electro-mechanical steering has been reprogrammed for a quicker response and meatier feel, and the disc brake diameters have increased to 312mm front, 286mm rear.Out on the road, in demanding conditions, the brakes prove to be responsive, powerful and able to withstand a hammering. The steering, conducted via a beaut thick-rimmed multi-function tiller, is communicative, direct and free from torque steer or that other front-drive annoyance: steering kickback across rough corners.And the handling is about as involving as it gets in front-drive hatches.It darts between turns, maintains excellent balance and control, sits flat and, shod with low-profile 225/45 R17 Continentals, sucks hard on the bitumen in corners. The ESP, recalibrated to suit enthusiastic driving, stays unobtrusive while the inherent firmness in the ride never becomes tiresome or harsh. All this is enjoyed from a fabulous driving position, which has a full range of steering and seat adjustment (including lumbar) to suit all preferences and sizes. The front seats, covered in $2990 leather on our test car and with "GTI" embossed on the anti-whiplash head restraints, offer high levels of comfort and excellent support under the ribcage and thighs.The DSG shifter and dash controls are well-designed and close to hand, and the main instrument gauges are set out in a conventional format (turning blue at night, and with a speedo running to 300km/h) ahead of the driver.The cabin has dark tones interspersed with aluminium highlights, and overall fit and finish — which we've found to be a hit-and-miss affair with VWs of late — is good in the South African-built machine. The one disappointment is the use of hard plastics on lower-dash, centre console and door trims.Room and amenities in the rear seat and cargo area are acceptable, although a space-saver spare wheel is included. Effective dual-zone climate-control air-conditioning, a thumping 10-speaker six-CD stereo, trip computer (showing an excellent 9.5 litres per 100km for our test), cruise control, six airbags, a tyre pressure monitor, auto-dimming rearview mirror, front and rear foglights and an alarm are all onboard.Greatness? Genius? Golf GTI? The answer should now be obvious.

It has just revealed the all-new MX-5 sports car and is working through updates to the Mazda2, Mazda6 and B-Series workhorses.The company's all-round health is reflected in the all-wheel drive MPS that will become the headliner for the Mazda6 range, in significant waiting lists for most models and in acceptance of its RX-8 hero car.Mazda's sales have set month-on-month records this year and its half-year showroom total jumped from 28,813 last year to 33,938.Mazda3 did most of the hard work and improved from 11,028 last year to 16,440.In contrast, the baby Mazda2 is up from 2285 to only 2473, partly explaining a mid-life update.The Two has been one of the class leaders, either alongside or just ahead of the Honda Jazz, since it arrived in Australia.It did the job with a driver-friendly chassis, perky engine, and the sort of surprise-and-delight features that had been a hit with Mazda owners for 15 years.Even the radio gave a friendly "Ciao" when you turned it off.So Mazda did not have to do a lot with the 2005 update, beyond the inevitable cosmetic changes, a quality boost and more equipment.Still, it added a new automatic gearbox and pushed a safety pack that gives four extra airbags and anti-skid brakes for $1150.The Mazda2 line-up is still three cars, from the Neo starter car at $15,990 with airconditioning to the Maxx at $19,025 and the fully-loaded Genki at $20,985.Its biggest rival is still the Jazz from Honda, but the Ford Fiesta has arrived to make life tougher and there are bargain buys in the Hyundai and Toyota showrooms to tempt people."The Mazda2 is the start of our facelifts. It's out first and the Mazda6 update is soon. There is nothing for the RX-8 in the short term and the Mazda3 is still only 18 months old," Alastair Doak of Mazda Australia says.The Mazda2 styling change is fairly minor, with some people – including one friend who owns one – saying it looks a lot like the latest Toyota Corolla. It is smoother and rounder at the front and there are six prominent lamps across the tail.The radio now says "Hello".Steering has electric power assistance, an electronic throttle and some engine work to certify the car for the coming Euro III emission regulations.ON THE ROADTo be honest, we were hard pressed to pick too many differences in the updated Mazda2.That's partly because it's been a long time since we drove one, partly because it was so good to begin with, and partly because the changes are relatively minor – no matter what Mazda says.The car still drives extremely well, with a nice sprightly feel, and it is as good as anything in its class for fit and finish.We could feel a little improvement in the refinement of the car, which could have come from the stiffer body or the suspension work, but our Genki test car had a few flaws that prevented any genuine judgment. It had a nasty shudder in the clutch, a vibration at 95km/h and a really annoying rattle from the back of the car at anything beyond 60km/h.None of these problems is typical of a Mazda, and we are sure any competent dealer could have fixed them quickly, but they spoiled our time with the Two.Even so, other members of the carsguide team have reported a no-change verdict after their time in the car.Again, that's not bad, but not as good as we had hoped.Yes, the new steering is sharp, the throttle gives good response and the 82kW engine is still pretty perky. We also got 7.1 litres/100km during some spirited driving, which is good news at the pumps and only a little up on Mazda's claimed economy for the car.But we have to come back to the Mazda's rivals, particularly the Jazz and Fiesta. The Japanese cars are much as they have been from the start, but the upper models of the new baby Ford are now an equal for the Mazda2.The Fiesta can be a cheapie if you're spending only $13,990, but the Zetec and Ghia models are winners. They feel just a touch more substantial than the Mazda and just as enjoyable to drive, though none of the Fords have the same practicality inside.The Two is still over and above the Echo and Getz but, based on our latest test, has to share the light-car crown with the Ford Fiesta.The Two is still one of our favourites, and definitely at the very top of its class, but has been run down from behind after a facelift that does not deliver as much as Mazda promised.

Initially BMW said it was not going to take the smaller engined 1.6-litre 116i, but circum- stances have a habit of changing.Benz's sub $30,000 A-Class probably saw to that.Of the two German marques, the One Series is by far and away the sportier, but is the extra cash worth it?In the case of the 118i, we're talking $37,900. 2.0-litre four cylinder engine delivers 95kW of power at 5750rpm and 180Nm of torque at 3250rpm. It's the same capacity as but a detuned version of the engine from the more powerful 1120i. After driving the 1120i some time ago, we were prepared for disappointment with this one, but nothing could be further from the mark. The 118i is remarkably responsive, with good mid to high range acceleration - even in top gear. Five speed manual transmission is standard. A six-speed sequential auto is optional. Manual has a nice spread of gears with easy, intuitive operation. Drive is of course through the rear wheels and this is a strong selling point. From the driver's point of view, it feels more supple and sure-footed, with electronic assistance to keep the rear wheels tidy. Lacks some punch off the line, but is quick to find its stride, turning in a respectable 9.4 seconds for the dash from 0-100km/h. Top speed is 208km/h. Ride and handling is exemplary. Firm without being harsh, with excellent bump isolation. Point it at a corner and it remains composed, even pushing through at higher speeds. Bit thirsty though. BMW claims 7.3L/100km, but our trip computer was telling us 9.0L is nearer the mark. We suspect lower gearing to compensate for bulk of the car. 50-litre tank and good news in this time of rising fuel costs is that it takes standard unleaded. Rear legroom is okay, but squashy with three in the back. Seating position quite low and can be difficult to get in and out of. Standard equipment includes climate air, six airbags, ABS, stability and corner braking control. 16 inch alloys with 195/55 series tyres. Good stereo with steering wheel mounted controls. But no cruise control.VERDICT:A good thing. Looks the goods with sporty performance to match, although it's probably not gong to win any races. With this one it's really a matter of asking what else will the money buy?