Hatchback Reviews

It still has a sandwiched chassis which allows the motor and transmission to slip slightly back and under the cabin front. Other bits such as the battery and fuel tank are under the cabin.The Benz engineers reckon this allows 67 per cent of the body length free for people.This second generation A-Class is a little longer and wider than before — it now sits at 3838mm long and 1764mm wide, casting a road shadow that's 6.7 metres square. Shoulder room is better, rear knee room is up and there's more luggage space. It looks good outside, there is a little more muscle to the style these days, a little more street fighter, particularly for the three-door version which scores a different profile treatment. And it feels good inside, feels like a Benz should.The three-door A-Class starts at $29,900 for an A150 Classic, pretty cheap for a Mercedes-Benz and that three-pointed star and all the gear from airbags galore to airconditioning and Electronic Stability Program.The three-door A150 arrives with 1.5-litre engine and 70kW. Move along to the 85kW A170 and the price moves to $34,400.Then there's the A200 Avantgarde, the 2-litre, 100kW machine at $40,400.Along with the extra power, plus 185Nm of torque, the A200 three-door arrives with 16-inch alloy wheels, fog lights and cruise control, fancy (with speed limiter), climate control airconditioning and upgraded stereo system. All very swish.This particular A200 was sitting on optional 17-inch alloy wheels with 215/45 rubber. Very smart.But there was a little body pitching and a little bit of suspension noise around the suburbs.Not one thing wrong with the handling though, sharp as a tack; the grip is good and there's no body roll.It turns in quick and, in normal driving, with little trace of any front-wheel-drive idiosyncrasies. Plus there all those Benz bits of motor magic such as traction control, ABS, brake assist and electronic stability program to keep the Mercedes A-Class on the right and proper track.This is a very handy machine for getting around town, all class.There is that business of giving the 100kW a chance to build up a little steam off from the lights, a lazy start can lead to a stutter or a stall. Once up and running through the five-speed gearbox and no dramas, the A200 is pretty flexible; fuel consumption should come in under 9 litres per 100km.The only thing here is the big tachometer on the right attracts the eye easier than the big speedometer on the left. So the 40 is probably 4000rpm rather than 40km/h and can be closing on speed limits.As with bigger Mercedes-Benz, the dashboard and controls are all neat, tidy, logical and legible.Driving with a little bit of seat height (but not a deal of headroom for taller types with the optional sunroof installed) and that big, panoramic windscreen plus compact body is an easy business around town.Back seat access is pretty good, long doors and an easy tip-and-slide function. Head and legroom back here is OK for most adults.So this three-door A200 is some $10,000 extra over the A150 but with a few extra cosmetics, a couple of extra kilowatts and alloy wheels over the smaller-engined machine it stacks up well as a smart-looking, comfortable and handy compact car.The badge out the front, the technology and that tailored fit, finish and design to the cabin makes the A-Class Mercedes-Benz that much more special. (Another $2500 will buy the other two doors.)

And in a move sure to make the baby Benz even more attractive, the starting price is around $30,000 for the entry-level A150.When the A-Class was launched eight years ago as a city getabout, it never quite lived up to its pre-release hype. Even a midlife suspension upgrade along with electronic stability control did little to drive sales.At the height of the first generation's popularity with Australian buyers, it was selling about 1000 units annually.Now the second generation promises to deliver the German car maker a bigger slice of the singles and small family car market.The A-Class is now available in two bigger body styles (three or five doors), three engine options (A150, A170 or A200) and three trim levels (Classic, Avantgarde and Elegance), and, later this year, Mercedes-Benz will unveil a new turbocharged version of the two-litre motor. Safety plays a big part in the Benz master plan for the A-Class and the car maker has been rewarded with a European NCAP five-star crash-test rating.With the engine and transmission tucked away under the floor, the mechanicals slide down and away from the interior in the event of a front-on crash.The vehicle's "sandwich" construction delivers the A-Class a bigger front-end crash crumple zone when compared with other vehicles in its class – and because the driver and passenger seating positions are elevated, there's more protection in the event of a side impact, according to the car maker.The safety package goes further, with seat-belt tensioners and adaptive belt force limiters, two-stage adaptive front airbags and side and window airbags to provide added protection for heads and upper bodies.The electronic and mechanical safety package includes ABS brakes with brake assist and stability control.The A-Class is a bigger car now – longer by 323mm and 45mm wider. This translates into more interior room and there is ample space to accommodate four or five people. Mercedes-Benz says the boot capacity is up by 15 per cent to 435 litres. With the seats in place, cargo room is adequate, but lay the rear seats flat, or remove them along with the front passenger seat, and the interior takes on a new dimension.Mercedes-Benz says the rear luggage area then expands to accommodate cargo measuring up to 2.75m (it will easily fit a bicycle) and can carry up to 1995 litres.On test was the A200 Elegance fitted with a range of high-end options, including the new continuously variable automatic transmission (Autotronic), satellite navigation and sun roof. Mercedes-Benz says the upgraded four-cylinder engine generates up to 13 per cent more power than the previous motor. The baby Benz scoots up to 100km from zero in a tick under 10 seconds and has a claimed top speed of about 200km/h.The new auto transmission is a first for Mercedes-Benz and delivers seamless acceleration. Unlike a traditional automatic, there is no discernible up or down shifting, but if there is a need to dictate terms, a manual mode is available.From the elevated driving position, there's good all-round vision and all controls, including the optional Thermotronic climate control system, are within easy reach.It was difficult to judge the effectiveness of the automatic windscreen wipers because it was rain-free during the test, but the come-on-as-needed headlights are worthwhile, particularly when driving into a dimly lit parking station. While you'd expect to easily slot a car of the A-Class's size into a parking space, the sharp wedge-shaped front makes it difficult to judge the whereabouts of the front bumper. Optional park assist on the test car overcomes the possibility of scratching the paintwork.Mercedes-Benz says its new engines are more fuel-efficient, using up to 10 per cent less fuel than the previous range.With a fuel-tank capacity of 54 litres, Mercedes-Benz says the A200 has a combined city/country consumption rate of 7.2 litres/100km, giving it a cruising range of more than 700km between fillups.SMALL TORQUEMercedes-Benz A200 ElegancePrice: From $42,900Engine: Two-litre, four cylindersPower: 100kW at 5750rpmTorque: 185Nm between 3500rpm and 4000rpmTransmission: Continuously variable automatic. Front-wheel driveWheels: 16in alloysSuspension: Front: Coil springs, twin-tube gas-pressure shock absorbers, anti-roll bar. Rear: Parabolic axleBrakes: Discs front and rear, ABS and brake assistanceWeight: 1270kgFuel consumption: 7.2 litres/100km.

The automatic transmission system is so sophisticated it changes gears quicker than a driver can in a conventional manual.However, unlike many sequential manuals, it still gives the driver a high degree of input before it will override the choice made.Both the 1.9 and 2-litre diesel engines, offered in the Golf range, have the option of the all-new direct shift gearbox. The range-topping GTi also has this option.Even with the benchmark automatic, VW still offers the choice of a manual variant on all models.While the Golf automatic uses the same technology in the gearboxes and driveline as the Audi A3, the two cars maintain their individuality and the Golf's starting price is $11,000 cheaper.The 2.0-litre Sportine FSI model tested was equipped with the 6-speed tiptronic automatic. FSI stands for Fuel Stratified Injection. This means that the amount of fuel injected into the combustion chamber is controlled by a volume valve ensuring only the necessary amount of fuel is supplied to create the required pressure.According to VW, the FSI engines achieve low consumption levels by regulating the fuel mixture in the low and medium speed ranges where the engine operates with an increased air intake.In these conditions the mixture is concentrated around the spark plugs positioned centrally in the combustion chamber and the outer areas contain only pure air.It has three settings: a full automatic mode, a sports mode with more aggressive up and down changes for that twisty bit of road, or a tiptronic-style manual mode.Unlike some other tiptronic-style manuals, the Golf's box in manual mode allows it to be held right up to redline (about 6500rpm) before the system will override and change.Going back down the gears, again, it will kick in, but only if an over zealous gear change is attempted. In full-automatic mode it changes about 3500rpm but will go higher if the right foot is over active.In sport-mode gear changes are also held but it is easy to see that this mode is suited best to a fast, but twisty, section of open road. Gear changes are not really suited to stop-start city driving. The Golf Sportline is comfortable on the road. The traction control system is not overly intrusive (and is switchable) and the sports suspension handles well without compromising the ride.The backlit red lighting on the dash is easy to read and the steering wheel and stalk controls for the radio, trip computer and cruise control reduces the amount of time your eyes are off the road.The seats are comfortable, and while the seat adjustment controls are not electric, it is not hard to find a good position with the manual height and lumbar adjustment.The leather steering wheel is height and reach adjustable.There are plenty of little hidey holes for the spare change, mobile and sunnies.Boot space in this small car is generous and shopping bag hooks are also in the mix.Safety features in the Golf include driver and front passenger side airbags, curtain airbags front and rear, ABS brakes with Electronic Brake-pressure Distribution (EBD), hydraulic braking assistant and active front head restraints, height adjustable rear head restraints, front height adjustable with pre-tensioners and seatbelt force limiters.Standard features on the Sportline include 16-inch alloys, cruise control, fog lights, Halogen twin headlights, power-heated mirrors with LED turn indicators integrated in, two-zone climate control airconditioning with dust and pollen filter, titanium inserts in dashboard, centre console and doors.The multi-function trip computer calculates trip time, trip length, average speed, average and current fuel consumption, distance to empty and outside temperature.

But that's how much the new entry level Mercedes-Benz A Class retails for – $29,900 (plus on-roads of course).What do you get for your money? A better car than you used to, especially in terms of size, style and handling.We went for a squirt in the A150 this week, standard in every respect except for a flash set of alloys. A150 is available only as a three-door. Nothing wrong with that and it certainly lends a sporty air to the baby Benz. But it's a bit disappointing in the performance department. Like most new models it's physically larger than the one it replaces – 232mm longer from nose to tail and an extra 45mm wider to be exact. More shoulder and rear leg room. 1.5-litre petrol engine pushes out 70kW at 5200rpm and 140Nm of torque between 3500 and 4000rpm. It lacks any punch down low, but you can wind this little feller up and once you have a few revs on board it's a differents story. Not exactly what you'd call nippy in city traffic but it does sit happily in the fast lane on the motorway. No cruise though. Classic trim is standard and that does not include leather. Contoured driver's seat offers impressive comfort. A five speed manual transmission is stan- dard. We expected a six-speed box at a minimum, bearing in mind other Euro offerings at the moment. Autotronic CVT shift is available as an option. Ride is generally good but can become unsettled on lesser secondary roads, courtesy of the short wheelbase. Selective damping system adjusts shock absorber rates to driving situ- ation. Fuel consumption from the 60-litre tank was higher than expected. Rated at 6.7L/100km but trip computer showed an average of 8.9L/100km which is relatively high for such a small car – and it takes premium. Standard equipment includes air, power windows and mirrors, keyless entry, front, side and window airbags, adaptive seatbelt force limiters, multifunction steering wheel, speed- sensitive power steering, selective damping system, ABS, Brake Assist and stability control. Extensive use of high-strength steel alloys combined with high-strength bonded joints and additional support sections assist in keeping the vehicle's occupants protected even in the event of a serious accident. Has just received a full five stars in European safety tests. 15x6 inch steel wheels standard with 185/65 series tyres and wheel covers. Good to see a full-sized spare.VERDICT: Attractive, especially at the price. Like the style and the feel. Really like the comfy seats. But we'd pop for one of the other models in the range with a larger engine given the choice. 

The look hasn't changed; full points for still being one of the funkiest cars on the road – especially with a front grille that looks like a big grin and chrome door handles with buttons.And the PT feels the same – until you put your foot down. What's under the bonnet is bigger and better. Chrysler has responded to criticisms that the Cruiser was underpowered by upping the ante with a 2.4-litre engine.There's more torque in this 16-valve, four-cylinder version. The engine no longer feels like its struggling to pull the big body of the PT.And the gears are tight in the five-speed manual ... "as tight as Pinky Tuscadaro's butt", quips a male friend of mine. (Apologies to anyone who didn't watch Happy Days ... or its re-runs).Those who already own PTs – especially the 122 die-hard enthusiasts in the PT Cruiser Car Club – will tell you that the bigger engine isn't the only attraction for their much-loved cars. It's the whole package that sets their spark plugs firing. In my eyes, though, grunt is good. More grunt? Well, that can only be Grrroovy.Whoops, sorry, wrong era. But there's a lot of that going on when you're talking about the Cruiser.Most people think 1950s ... a car to go with big skirts, bobbysocks and stovepipe pants.Others say we should be thinking more along the lines of gangster cars in the vein of Bonny and Clyde or Al Capone.But I'm told that the PT was actually styled on a 1940s' car.To save confusion, picture someone in the '50s, restoring a prewar 1940s' car. Then transport it to 2005, upgrade the engine and add the latest gadgets such as airbags, power windows, a sunroof, adjustable armrests, side mirrors that fold in like cute ears, cruise control – even seat warmers – and you have a funk-mobile that's still turning heads. Love it or hate it, the Cruiser does command attention.Inside, the black leather and suede-trim seats, sleek silver dash, cue-ball knob on the gearstick and holes in side-door pockets add to "the" look.But enough talking, I'm ready to rock and roll.SEAT-BELT warning – as loud and annoying as it is – it does its job very well.Seats in the back fold down and clip out to make the boot space even bigger.IT has a big turning circle that takes a while to get used to.Lack of lighting on the instrument panel and in the glove box.

There is little difference between the top competitors in price, features and quality.You wouldn't be disappointed no matter which manufacturer you decided to support.The cars are so close that on the Car of the Year judging last year, this category had a split decision and the judges asked for extra time in the Mazda3, Golf 1.6 and Astra. The decision could have gone to any of the same-priced compacts.In the end, the Mazda won, but the Astra is just in front in the all-important sales war.Over two recent weeks I drove a couple of the Belgian-built five-door Astras, the mid-spec CDX and top-of-the-line CDXi, and came away impressed with the quality of the vehicle.I started my evaluation by drawing up a list of features I liked and didn't like. Let's start with the shortest list.I didn't like the cruise control which is on the end of indicator stalk. It's fiddly and difficult to use without accidentally switching on the indicators.I didn't like the steering-wheel mounted on-board computer control system.It resembles BMW's iDrive system and is about as useful.Many manufacturers are spending a lot of time and money trying to perfect these systems in an endeavour to simplify the many and complex controls.No one has done it right and this system is little better than BMW's. Both take your eye off the road for too long, are too difficult to learn and take too many steps to scroll through to the function you want.The final thing I didn't like was the lack of cupholders. But that's about it.I couldn't stop raving about:elegant exterior styling which looks as good coming as it does going;surprising level of performance even with the four-speed slush box;good feel from the electronic throttle;strong and progressive brakes;nifty lane-change indicators (and they're on the right which is an achievement for a left to right drive conversion);neutral handling save for a bit of torque steer that never hurt anyone, anyway;supportive seats which are especially big-bottomed in the rear compartment;full-sized spare tyre;plentiful legroom fore and aft; andthe class-leading quiet cabin attributable mainly to a good choice of tyres and quality sound damping, because the engine actually sounds quite loud when you are standing alongside. Almost a diesel clatter.The refinements make for a relaxed and comfortable drive. Can't wait for the new Astra shape derivatives to arrive in mid-July: The two-seat Tigra cabrio, three-door Astra SRi Turbo coupe hot hatch and five-door Astra wagon.

It is a car with charisma. A car that makes the occupants feel like they are the centre of motoring attention.Unfortunately, however, other motorists weren't the only ones paying attention.The scumbag with the knife did more than look – he (or she) decided to enact every soft-top owner's nightmare and cut the roof open. Not that it was worth their while ... the only thing in the car was the owner's manual, which they elected not to steal.But the sheer embarrassment of having to return a damaged car slightly dampened the enthusiasm I felt towards the zippy black Mini. (The price tag may have been the only other subduing element.)Earlier in the week – along with a couple of girlfriends – I discovered a few important points of the Mini on a trip to the Barossa Valley.The weather was perfect, the leather upholstery divine and the stereo pumping.The first issue which became apparent was the squeezy leg room in the back seat. The front-seat passengers have ample leg and head room, but I would recommend only short-legged passengers such as small children attempt to spend too much time in the back.With the roof rolled back, the modern Mini showed it was comfortable on the road – and as we passed an example of the vintage original, it became apparent how much larger and chunkier the new version really is.The emphasis on visual design is evident throughout the interior and the Mini's boot proved to be ideally sized for holding two cases of wine, although with depth and limited access to the area it was a bit tricky to get them out again. The Mini also comes with a rear sensor which goes beep if the driver should be about to reverse into an object – kind of like the noise trucks make.When details of this device were explained to me, I thought it was very fancy but, with the roof up, discovered it was, in fact, essential. Rear vision in this cutie is not good. Coming out of an angle park, cyclists beware.However, overall the feel-good factor of this car is hard to deny. So, the final advice would be pack light, park securely, only go forward and enjoy ... actually that could be a motto for life, not just a Mini.

The week immediately preceding a test in the C4 VTS was spent clocking up some swift kilometres in Volkswagen's brilliant Golf GTi.The Golf is a dazzling, brawny little four-door which delivers performance in spades.It is a giant among hot fours and the latest model is destined for greatness.The VTS is not a direct competitor in that it is not as hinged on pure performance.It is a warmed-over version of the smart and tidy C4.The Golf and Citroen are wildly different cars which attract different customers.From a standstill the VTS is not likely to get you into any kind of trouble.There are not a lot of horses low-down but that is offset to a degree by the engine's willingness to gather pace quickly.Its agility from take-off is rather innocuous through lack of immediate punch.The engine note sings with purpose and it is a more than credible performer once it's working.One of three petrol engines offered in the C4 range, this naturally aspirated 2-litre four cylinder cranks out 130kW of power.You need to maintain a reasonable amount of revs before releasing the clutch, letting first gear drive the car cleanly off the line.Chassis feel is confident as one would expect from a model which shares some of its underpinnings with PSA stablemate Peugeot's 307. Try to belt into a corner too hard and the VTS will develop a fair degree of understeer.Otherwise steering and handling remain predictable while the package retains a sweet rideability balance.The VTS is quite a frugal proposition, finishing this week-long test which covered about 700km with the attractive figures of 7.7litres/100km.Cabin ergonomics is where the C4 excels — everything is explicitly laid out and the multi-function steering wheel is a snap to decipher first-up and fun to navigate.While this is not a WRX or even in the same league of the extraordinary turbo assisted four-potters, there is much to like about the VTS if you're not into a rip-snorting ride.The fluency of the architecture, the readability of the large LCD instrument panel mounted centrally on top of the dash, the build quality and the high levels of standard kit make the VTS a compelling option at around the $37,000 mark (think similar price to Holden's Astra Turbo and the Toyota Corolla Sportivo).There is a uniqueness with the creamy, smooth elegant lines offering a genuine point of difference in a tasteful exterior form.Some similarities can be drawn from models long gone.The large rear glass which is divided and squared off gives some hint to Ford's special Laser Lynx model of the mid-1990s.But as far as borrowing any design from any previous or existing model, the C4 is pleasingly not guilty.While the VTS is not the volume player of the range, the C4 family is expected to account for about one third of Citroen's total Australian sales next year.So it belongs to a very important nameplate.

The newbies include BMW's 1-Series, the second-generation A-Class from Mercedes-Benz, the born-again Volkswagen Golf and something just a little different from Audi.It's not really different, but a change from the two-door A3 hatch that has been carrying its colours.It still looks like an A3, but there are four doors and enough other changes to convince Audi to name the car its Sportback and present it as a fresh approach to the class.The whole thing is a stretch, for the car and the sales team, but it allows the latest development of the A3 to line up nicely against the new-age Euro rivals.If Audi is right with what it says, its Sportback combines "the versatility of a four-door hatch, sophisticated technology and well-defined driving dynamics" and will do something special for the car and the brand.Even if it's wrong, or not completely right, it will still be a solid addition to the range.Audi is already doing plenty of good stuff this year with new value pricing across its line-up, extra sales and significantly more buzz around the brand.It seems to have something happening every month, including adding the punchy S4 Cabriolet to its S-badged performance range.The extra length has been added in the tail, which Audi says makes the car ideal for young families or active singles who want to carry something like a bicycle, two golf bags or ski gear.The six models in the Sportback line-up start with the 1.6-litre Attraction model with a Tiptronic auto, moving through the hi-tech 2.0-litre FSI engine with the classy double-shift gearbox, to the flagship 3.2-litre V6 Quattro Ambition with DSG.Power runs from 75 to 184kW and prices start below $40,000, but run to $73,990 for the flagship car.The Sportback with the most potential is the 2.0-litre turbo, the A3 2.0 TFSI, at $49,950.All models are well equipped with the expected collection of airbags, CD sound and airconditioning, as well as electric assists, but the Sportback has sports suspension, active head restraints, and electronic stability control.But all this won't make life easy for the Sportback.Competition has never been tougher and it comes most obviously from the Volkswagen Golf.The German people's car has been impressively renewed and the GTI hero car is one of the standouts of the year.But the 1-Series is hard up against the new Audi with the advantage of a BMW badge, the A-Class is a Benz that's a lot better than the original, and there are even surprising Japanese contenders, including the Mazda3.Audi Australia responds to the questions by pointing out the Sportback's "exceptional build quality", its styling, the standard and optional equipment, the availability of the DSG gearbox, and the appeal of an Audi badge.ON THE ROADThe Sportback is a nice car. And a nice drive. But we had the fully loaded flagship and cannot see many people paying $73,990 for it. That's right, Audi wants $74,000 for the car and won't accept it is over-priced – or that the Golf is better value, or the BMW is a sportier drive, or that singles might prefer a Mini.The reason for the high price was the 3.2 litre V6 Quattro with DSG transmission.It ticks all the boxes, even if the basic body – complete with the slightly sloping roofline that Audi says is more coupe-like than a regular four-door hatchback – is still the same as the starter car.So it's probably not fair to be making comparisons with cars that are $20,000 and more below its bottom line, but that is what customers will be doing when they see what Audi wants.And, no matter whether Audi likes it or not, a lot of shoppers will compare the A3 with the Golf, particularly the GTI, which is our favourite among all the classy new compacts of '05.When you look at the Sportback on its own, the cabin space is impressive, it is well designed and well finished – with some clear cabin quality wins over the Golf – and it drives nicely.The ride can be choppy at low speeds and over broken city surfaces, but it picks up nicely from about 80km/h. It has a fluid feel on country corners and absorbs bumps nicely.Our Quattro V6 had plenty of zip and impressive grip, but wasn't nearly as responsive as the GTI. And here we go again.The DSG manual seemed to be programmed to be gentler, softer, and we wondered a few times if it was actually just an automatic and not the hi-tech six-speed manual we loved in the GTI.It didn't feel nearly as responsive, but that could have been partially down to the need to harness a full 184kW.The Sportback is practical, light on (premium) fuel, has good headlamps and is easy to park.Perhaps if we had driven one of the more-mundane models in the line-up, though Audi would argue that none of its cars is remotely mundane, we would have come away with more nice things to say.Then again, it probably would have been the same story, because the latest A3 is a solid performer at a time when customers are looking for – and finding – genuine standouts.At the end of the day, even if the Sportback star has the advantages of a V6 engine and Quattro drive and back doors, we would still prefer a Golf GTI. With cash in the bank.THE BOTTOM LINEIt is a nice car and it will do a nice job for nice people. But we don't think the basics are any better than a BMW and a lot of people will place more importance on the badge fitted to the A-Class.

But, hey presto, with the advent of the new Focus, Ford has a car the same size as Mondeo at a much better price.Though Focus sells in the small car segment against the likes of Astra, Corolla and blood brother Mazda3, it's grown to the same size as Mondeo.Sourced this time around from Ford's South African plant and not Germany, the latest model gains a new 2.0-litre Duratec engine only and many other improvements.But it still has an underwhelming four speed automatic transmission that nobbles performance and can annoy the driver with inept operation. A sequential change mode is provided.Luckily the five speed manual is a good one offering slick changing and accurate gearing.Prices start at a competitive $20,990 for the CL five door manual hatch and four door sedan. Prices rise sharply to $24,990 for the LX and up further to the sporty Zetec and luxury Ghia.The previous top selling 1.8-litre base model is no longer available.The new DOHC, 16 valve, 2.0-litre engine is from Ford's Duratec family and offers more power and torque (107kW/185Nm), lower emissions and better fuel economy.It's a lightweight unit designed for longevity and low maintenance as much as for performance and economy. Petrol requirement is 91 octane with gains from using 95.Safety is better than ever thanks to the Ford/ Volvo link.Unmistakably Focus the new body has a more angular, technical look and is bigger with more presence on the road.Interior comfort gains include extra head, leg and shoulder room and a larger boot.Focus earned a reputation for its tidy dynamics and the new one doesn't disappoint. Suspension upgrades see a new front subframe and numerous other changes. Steering is now electro/hydraulic offering finer control and more feel. The turning circle is tight.Ford has been able to put more equipment into Focus across the range thanks in part to lower production costs out of South Africa.The base model scores aircon, front power windows, trip computer, remote central locking and other goodies. "Smooth" and "safety" packs are available to lift the CL to near LX level at a saving of two grand. Engineers tailored the new Focus to Aussie conditions through testing here and also sending staff to Germany in the design stages. It's a good thing to drive with supple, controlled suspension and a pleasing feel. The Zetec model is a step up in terms of sharpness and is more rewarding and competent in the handling department.Interior styling is not as funky as the previous model but is still good to look at and easy to use. The seats lack lateral support.It's quieter due to numerous changes including the smoother engine through to thicker side glass.Wind noise is lower and the chassis is much stronger due to simple but effective changes.Focus is running sixth in the small car class and Ford aims to jump a few rungs up with this new model.Focus has strong buyer allegiance and this new model with all its improvements, extra features and larger size should appeal to a wider audience.