Hatchback Reviews

Chrysler trod a different styling path with its retro turn in the late 1990s. It was a calculated gamble to revive its flagging brands by tapping into a nostalgia craze, particularly in America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were met with wild enthusiasm.Chrysler designers unashamedly looked to the 1930s for their inspiration for the PT Cruiser. They'd wowed show crowds with their modern interpretation of the American hot rod with the Plymouth Prowler, which for a time revived interest in the Plymouth brand, and the Cruiser was conceived to do the same thing for Chrysler which was also struggling to appeal to younger buyers.The designers' stated aim was to produce a car with the external dimensions of a small car and the interior space of a much larger vehicle. The key to the Cruiser's appeal is its clever interior which, in a matter of a few seconds, can be converted from a one-passenger cargo carrier to a full five-seater family wagon. It's all thanks to its seats, which can be moved, folded or even removed.In total, Chrysler claimed there were more than 25 possible seating configurations.  While Americans could buy a Cruiser with a 2.4-litre engine, export markets had to make do with a smaller 2.0-litre unit.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder which put out 104kW at 5600rpm and 186Nm at 4400rpm. Buyers could choose from a five-speed manual or four-speed auto. Performance was adequate for a small car, although looks suggested it was a performer.Its ride was comfortable, it handled predictably and with precision, and four-wheel disc brakes with ABS ensured it stopped well. Chrysler offered the Cruiser in two models, the Classic and Limited. Included in the Classic were dual frontal airbags, air-conditioning, remote central locking, power windows, CD player, traction control and power driver's seat height adjustment.Add to that front side-airbags, chrome alloys, suede/leather trim, front fog lights and a leather-wrapped wheel and you had the Limited. Anyone who felt particularly nostalgic could add one of a number of graphics kits Chrysler offered. These ranged from stripes and scallops to flames.Early cars are approaching the first major service that will require a timing belt change, so be aware of the extra cost of that service. Generally the Cruiser seems to give little trouble, the engine and gearbox stand the test of time quite well.Take a look under the oil filler cap for signs of sludge that would indicate missed services, also remove the oil dip stick and check the state of the oil in the sump.The oil should be clear, not dark or with obvious contaminants. When driving, observe the automatic transmission for heavy shifts or flaring during shifts and make sure the manual shifts smoothly. Also on manuals make sure there's some free play at the top of the clutch pedal travel, and that the clutch fully releases. Inspect the interior for signs of damage from commercial use.The Cruiser has a well-proven chassis package with four-wheel discs, along with ABS and traction control for crash avoidance, and an array of airbags for protection in the crunch.All models feature front airbags for the driver and front seat passenger, and the Limited has front side airbags for added protection of driver and passenger.Worth a look if you need a versatile vehicle, but its flashy styling means you must be able to stand being in the spotlight.

No, not in the sense that pedestrians constantly want to get into it but something more profound.The C4, rated at five stars in NCAP crash testing, is designed to minimise injury to pedestrians if the worst imaginable thing happens.It does this by having a deep front bumper made of soft plastic with energy absorbing structures beneath and a large surface area to prevent pedestrians from going under the car.A secondary benefit of the large surface area is a reduction in leg injuries.The front mudguards are of flexible plastic and the bonnet is thin aluminium sheet with the engine and other hard parts located deep in the engine bay. The bonnet is at almost the same rake as the windscreen giving less of a blunt impact area for a pedestrian.The recessed wipers are floppy and the mirrors fold out of the way. There is no protruding exterior aerial and the headlights are flush fitted with polycarbonate lenses.In theory, all should work in concert to reduce injury but who would want to find out.The car itself is great, good looking, well proportioned, roomy and practical. The 103kW, 2.0-litre, C4 hatch on test ($34 grand with auto only) is a five door bristling with innovative technology.It takes a while to acclimatise to a translucent information panel, 360 degree park assist, an option full glass roof (the entire roof), steerable bixenon headlights that see around corners and an extremely clever fixed steering wheel hub with a large airbag and up to 10 electronic controls.Engine performance is strong despite the four speed auto being a little off the pace in terms of reluctant down changes and holding gears too long. A five speeder would be better.Handling is excellent characterised by flat cornering and direct steering. The ride is comfortable and the brakes are strong.Fuel economy on test was impressive averaging around 8.0-litres/100km.It's a stylish car inside and out and is pleasant to travel in. The funky interior follows no existing layout and is good to look at and easy to use. An MP3 player is incorporated into the audio system.Remote control headlights, operated from the keypad are a real asset.This car is up near the top of the C4 range and fittingly, ticks most of the boxes. The spare is full size.C4 starts in price at $25,990 for the 1.6-litre hatch. It's worth a look.

The Cup is a car that boasts impressive stability, response and feel. Its firm and low suspension gives it handling capabilities like a go-kart but is still comfortable on the road.That go-kart feel is enhanced by the Clio's design of positioning the wheels as close to the corners as possible.Comfort is a feature highlighted by the firm suspension, which is something usually punishing on the driver.While every bump is felt (because of the hard suspension and low-profile tyres), the impact on the body is minimal. That is not to say there is anything soft about this car.The spring rate in the Cup has been increased by 20 per cent, with matching damper settings providing for even more incisive behaviour.The leather-trimmed, front-bucket seats have plenty of side support to stop you moving around when cornering hard. These are seats you sit in, not on.Finding a good driving position is also easier than anticipated. When first driven, the Cup's slightly odd-angled steering wheel felt a little uncomfortable. Yet, when the best driving position was found, everything seemed to fall into place.The clutch is light and does not require a lot of force like some high-powered hatches, and the five-speed box, was a throw into gear. This little Cup is one of the most comfortable sporty hatches encountered.The Cup has the same engine as its lesser-priced sibling, the Clio Sport, but gets firmer suspension, charcoal-coloured wheels and lower-ride height for the extra $2000.The Cup's engine is a cracker pumping out an impressive 131kW/200Nm from the naturally aspirated 2.0-litre.Get the right foot down and the Clio responds with the twin exhausts barking out a noticeably sporty note. The 2.0-litre twin cam loves to spin and howls near the 7000rpm redline. The Cup's impressive power to weight ratio sees the 0-100kmh sprint covered in just seven seconds.The five-speed is short geared to the point where you might be looking for another cog, such as on the freeway where for fuel conservation and a little less noise the extra cog would be handy. However despite running on premium unleaded the Cup still gets about 500km-550km out of a tank.Standard equipment includes climate control, automatic xenon head-lights, rain sensitive wipers, leather upholstery, remote central locking, power windows and mirrors, height and recline adjustment on the front head restraints and leather steering wheel.There's a six-speaker AM/FM stereo with single CD, cruise control, audio controls mounted on the steering column and a chilled glove box.The Cup is near the top of the tree for crash safety. Four airbags, an electronic stability program and ABS are all part of Renault's commitment to keeping its owners alive and coming back for more. It also has an anti-hijack mechanism where the doors lock automatically at a preset speed.The front drink holders are a little awkward because they are positioned below the centre dash and a bottle of water is not easy to fit, but the rear holders are big enough.The size of the boot is good with none of the weekly shopping having to ride shotgun.The Clio does not have a spare tyre for weight and space reasons, instead using filler to limp the car on the existing tyre to the nearest service station or dealer. That's great in theory but not so good if you happen to have destroyed the rubber on the rim.

It proves that Volkswagen can still do it right, and force the pace, when it gets serious.Volkswagen says the fifth Golf is the biggest change since the first of the type in 1974.It has been set to beat the Ford Focus, Holden Astra, Peugeot 307 and the rest in Europe, and should also go better against such contenders as the Honda Civic and Toyota Corolla.The diesel option is a two-litre with (more important than power alone) 320Nm of torque and anyone can see the sense in a car that can easily cover more than 800km between topups.On the road, the first impression is how surprisingly swift the Golf TDi is. It also rides superbly, is extremely well built and promises to stay safe and solid over the long haul.There is so much to enjoy. It will trundle down to the mall, but can also be packed tight with people and playthings for a long interstate run.With a diesel engine, the range on freeways is likely to run close to 1000km.My fuel consumption averaged only 6.6 litres/100km and I often saw the reading on the car's trip computer drop below four at a gentle 110km/h cruise.The car is so light on fuel because the turbodiesel is hooked to a six-speed manual gearbox and makes maximum torque from only 1750rpm.Often you only have to tickle the throttle to hustle the car along.The Golf TDi doesn't have the eagerness enjoyed in sporty twin-cam fours, but the torque push is impressive.The TDi automatic is far less sprightly than the manual from a standing start, but good enough once rolling.The Golf sometimes runs a bit wide in tight corners – perhaps down to the heavy-ish diesel motor in the nose – but otherwise has great balance and grip.Lined up against its compact Euro diesel rivals, the Golf V is my choice.

Welcome to the world of superchargers.Any thoughts that the iconic, born-again Mini is starting to show its age are blown into the roadside weeds a split second after you floor the accelerator.The updated version of the John Cooper Works Mini S doesn't immediately leap away from a standing start but once the revs are lit, it flies, hitting 100km/h in a claimed 6.6 seconds. And it's usable performance, with fourth gear propelling the Mini from 80km/h to 120km/h in a claimed 5.4 seconds, or 6.7 seconds in fifth gear.This power delivery and its aural accompaniment are totally addictive. It's also affordable, with the factory-approved John Cooper Works Tuning Kit costing less than $10,000, including fitting. If you are thinking of buying any of the Mini Cooper S models, I urge you to consider it. Your life won't be the same again.Supercharging a motor to get cheap performance is one of the oldest tricks in the book. It even predates the combustion engine, with the Roots brothers developing a forced induction system to get air into British mine shafts in the early 1880s.Gottlieb Daimler held a German patent for supercharging in 1885 but forced-air induction had its motoring heyday in the blown Mercedes racers of the 1920s and 1930s. Its biggest application was in high-altitude piston-engined fighter planes in the 1930s and 1940s.The principles of supercharging and turbocharging are the same. By forcing more air into the combustion chamber, you get a bigger bang and greater thrust.A supercharger runs via a drive belt fitted to the engine, much like an alternator. A turbocharger runs through a turbine using the engine's exhaust gases. This gives the turbocharger a slight "lag" in power delivery that the supercharger doesn't have.Supercharging technology takes several forms. Some compress the air charge inside the blower itself before it is delivered to the motor but the Mini runs a Roots-type.This means the air charge is compressed in the intake manifold and cylinders. The Works kit therefore includes a cylinder head with modified intake and exhaust ports, bigger fuel injection jets, revised engine management system and retuned stainless-steel exhaust. Claimed power output is 154kW at 6950rpm (more than twice the power of the standard, normally aspirated motor) with 245Nm of torque at 4500rpm. Good news for buyers of the earlier kits is that the new go-fast parts are retro-fittable.The extra performance is unleashed by a new air filter. An electronically controlled valve opens an additional intake duct at higher revs, punching more air into the system. If the whistling whine at full thrust is intoxicating, on deceleration the free-flowing exhaust system emits a wicked series of muted pops and bangs.To back up the bang the low-slung Mini Cooper S has a limited-slip differential, traction control and ABS brakes. It also has perhaps the most direct steering you'll find on a road car. Comparisons with go-karts spring to mind. On test was the $44,900 Mini Cooper S Cabrio with six-speed manual transmission.The John Cooper Works Tuning Kit adds another $9850 to that price.Sports suspension, satellite navigation and leather upholstery were other options fitted.Approaching five years of production, there must be a replacement Mini in the making. The Cabrio hints at how the distinctive Mini shape can be revised without losing the original's charm.The soft-top slides back in two actions. The front section can be opened up 40cm while on the move, giving an effect much like a sunroof.While stopped, the whole roof retracts in 15 seconds for the topless motoring experience.A drawback is a lack of three-quarter rear vision with the top up. This is redressed in some way with a parking sensor, which could save a lot of money in the car park.BMW build quality is generally good but I didn't like the clumsy brushed-aluminium finish on the dash. Some drivers will also find the clutch action heavy. This area near the firewall is cramped as are the rear seats.But this is a driver's car and, with the supercharger whistling and the Mini pinned to a corner, all can be forgiven.

Taking the Citroen for a spin through the curvy Stirling-Strathalbyn route was a delight, with leather steering wheel in hand guiding its passengers around each corner with ease.It may be market research gone mad but the French car maker seems to have a good idea of its buying demographic, with music to put you in the mood and a car catering for every lazy driver's desire.At the first hint of twilight, the headlights blink on, doors lock as soon as you accelerate and windscreen wipers clear away the slightest sign of rain.Forget to buckle up and the seat-belt alarm increases in volume until you obey. It bleeps again if a door is not closed properly or the handbrake is left on. If a tyre goes flat, it lets you know that, too.Parking sensors allow even the worst parallel parkers to slide into a spot without any unnecessary paint-chipping bumps.Cornering at night is easy on drivers' eyes as lights follow the road and look eerily like the eyes of a skinless Terminator cyborg.Perhaps the Citroen C4 is a cyborg with a tendency for crankiness if you don't follow the rules.But all is forgiven with this two-litre hatch which seats passenger and driver as well as short-legged rear passengers in comfort.Clever interior features, apart from an irritating rear light, are abundant, with good storage compartments, centre armrest and individual airconditioning controls and an airconditioned glove box to keep beverages cool.For those who get into whiz-bang features, there are cruise, stereo and trip computer controls on the steering wheel – so many that it's hard to find the horn.Citroen's designers may have overlooked a couple of features to keep family car buyers away.There seem to be no child-proof locks for the electric windows, which are within reach of a toddler in a car capsule, and the boot is only roomy enough for an umbrella stroller.But who wants grubby hands messing up a fine interior? Citroen C4 is a DINK car and a stylish statement to other drivers."We live in a beautiful world, yeah we dooo ... "Do I have to give it back now?

It's not because you'll miss the super roomy feel, the leather interior, full-length sunroof or the CD stacker that's hiding in the armrest. And while it is a definitely a nice touch, especially on a cold winter's night, most people could give or take the seat warmers in our mild Australian climate.No. The reason people could shy away from driving any other car after spending any length of time in the five-door Citroen C4 is because they have simply become too lazy.In the Citroen C4 the headlights switch on automatically once darkness falls and windscreen wipers jump into action as soon as raindrops touch the glass.The rear-view mirrors tilt to give drivers the optimum view when reversing.When you get out of the car, the mirrors fold away to avoid being side-swiped on narrow city streets.But perhaps the inclusion that threatens to strip any sense of responsibility from the driver is the warning system that beeps if you come too close to anything in front or behind.When squeezing into a tight spot, the warning tones were a godsend.But after only three days' driving I already found myself relying on those trusty beeps to tell me whether I was going to crash.My sense of distance went out the window – a sure recipe for disaster once behind the wheel of another, less informative, vehicle.But those more familiar with the electrics and accessories that buyers of premium small cars have come to expect will turn their attention to the car's on-road performance.As a driver who learnt on a manual but driven automatic for the past 13 years, I found the option of driving the car in the part-manual mode fascinating.It was good to be able to influence the car's power by changing gears manually without having the hassle of using the clutch like in full manual mode.But when I wanted to return to completely automatic, I found the ride was not as smooth as I expected.The speed rose quickly wihout any problem, but the journey back to zero invariably contained a jolt or two.A unique touch of the Citroen, which should not be overlooked, is the steering wheel hub which stays fixed as the wheel turns around it.While it was a bit disconcerting at first, I soon realised that it means all the buttons and controls mounted on the steering wheel hub stay in the same position for ease of reference. The Citroen C4 scores top marks for style, accessories and comfort but could do a little better in the performance stakes.Low-down power from the 2.0-litre could do with some work, particularly if there is a load on board. That comes in the more powerful high-performance 2-litre engine in the sporty VTS model C4, but that is another story.Fitting into the Citroen range between the C3 small car and the C5 saloon, the C4 also rates well for safety.It has plenty of equipment, boasts a five-star crash-test rating and is particularly pedestrian friendly.The C4 is competitive with the other cars in its market on fuel consumption with a combined cycle figure of 8.1L/100km.The bottom line is always price. The C4 actually starts at $25,990 for the 1.6-litre coupe and hatch base models. However the model I tested costs $33,990 because it comes with a few options, which push up the price.That includes metallic paint ($700), the leather pack with driver's electric seat, two-position memory and heating ($3500) plus the innovative and, dare I say must-have, full length glass sunroof ($1500).Nonetheless the C4 represents the height of French flair and innovation when compared to its rivals in 2005.

An auto is a better proposition in laborious stop-start city traffic, but smaller capacity, less powerful engines normally labour under the weight of an automatic.Most have inadequate and poorly space gear ratios, and are slow to respond to the gas pedal – but small autos are what the market demands.In the case of the Volkswagen's latest Golf, however, the paring of its 1.6-litre engine and six-speed sequential automatic is about as good as it gets.In fact, we'd goes as far as saying the entry level Golf with this transmission fitted should become a reference point for other manufac- turers.Mind you, the auto is optional and adds $2300 to the basic cost of the car.After driving the superb Golf GTi, we were prepared to be disappointed by the smaller engined model.However, nothing could have been further from the truth.Sure, it doesn't offer anything like the same level of performance, but the transmission really brings the car to life.The 1.6-litre four cylinder engine produces 75kW of power at 5600rpm and 148Nm of torque at 3800rpm.Once upon time, this would have been regarded as a pretty hot engine, but time has moved on as it has a way of doing and with it so have our expectations.Suffice to say, the engine delivers zippy performance and excellent fuel economy, especially if you elect to change gears manually.Our test car was a the upmarket Comfortline with some added extras.Ignoring the niceties for a minute, the car impresses for its solid, big car feel and superb on-road dynamics.A much-improved Mac strut/lower A-arm front suspension and a all new four-link rear design contributes to the car's ride and handling.New electromechanical power steering pro- vides variable power assistance depending on the speed of the car, providing greater feel and enhanced straight-line stability.Brakes are four-wheel discs with standard ABS, brake assist and electronic brake force distribution.Traction control is also standard.If you're after a safe car, then Golf is the one.It achieved the highest ever rating for a passenger car in European crash testing.All models come with six airbags (driver and front passenger, driver and front passenger side airbags and curtain airbags front and rear), as well as three-point safety belts and active head restraints for all occupants.Fuel consumption from the 55-litre tank is rated at 8.2L/100km and that is about what we got, but it takes premium unleaded.Standard equipment includes aircondition- ing, power windows and mirrors and a high quality six-speaker CD based sound system.Volkswagen Golf is priced from $25,490 plus on-road costs. 

And lot of the commotion involves the sassy C4, pictured, which Citroen considers pivotal to continuing its significant sales growth in recent seasons.So with much ado the expectations for the C4 are programmed way north of above average.Positioned above the cute entry level C3 and below the C5, this French newcomer conveys a fresh design approach.There are crisp, contemporary lines, the C4 taking a striking and stylish form.Inside there are innovations with a multi-function steering wheel which takes the operation of the trip computer, sound system, cruise control etc to another level.There is the centrally-mounted digital speedo and instrument read-out, quality finish and a warm cabin with savvy architecture.The instrument cluster, to some may seem an innovation, although Toyota would argue that they broke the mould in this funky design when the Echo landed here in October, 1999.What is without question with the C4 is the high levels of standard equipment.Included across the model variants are six airbags, anti-locking ABS brakes, Electronic Brake Force Distribution, remote locking, cruise control and the tricky multi-function controls on the tiller.So internally the C4 comes up smelling like roses, and on that subject the cabin aroma can be changed to suit individual tastes with in-built air fresheners which can waft through the vents with a variety of fragrances to choose from.These C4s are fun and functional inside with interior dimensions similar to a Mazda3, although the Citroen is slightly wider and higher.More direct rivals include the 307, from Citroen's PSA stablemate Peugeot, the Renault Megane and Volkswagen Golf.It cuts a smart figure on the road where, as one comes to expect from the marque, the ride quality is sumptuous.Perhaps the 2-litre engine is a little undercooked, needing a bit more squirt, although it is armed with a healthy dollop of torque.Mated to a four-speed automatic box with sequential function the C4 runs strongly with the crowd on the highway but just needs a little bit more urge down low which is particularly evident loaded up with a couple of passengers and some luggage.It handles diligently and is dynamically as competent as anything else in its class.This replacement for the Xsara, which continues to kick backsides in the World Rally Championship, is loaded with safety gear and has a 5-star crash-test rating as well as one of the highest ratings in terms of being pedestrian-friendly.At the bowser the C4 consumed about just over 10litres/100km.The contentious point however is that hoary old chestnut — price.As tested this automatic C4 was $33,990.If you wish you can blow out the sticker price with options that include metallic paint ($700), premium leather pack with driver's electric seat, two-position memory and heating ($3500) and full length glass sunroof ($1500).The C4 is chic and plugs an important hole in the Citroen range.

Has the Baby Merc knocked off the Jazz? asks Mark Hinchliffe Benz still managed to sell more than 1 million of their baby entry-class cars in the past seven years, despite criticism of its driving characteristics. But now the second generation A-Class has hit the market.It still costs substantially more than a Jazz, but its driveability, sophistication, creature comforts, safety features and shape are a marked improvement. And now there are more variants to choose from. There are three engines, instead of two, with a turbo due later this year. And for the first time it is available in a three-door.From the outside, the bigger, wider, more spacious A-Class appears cuter, with pup seal eyes and rounded hips. The three-door varieties seem to emphasise that cuteness with cleaner, rounder lines down the sides.I drove the new 2-litre three-door five-speed manual recently and immediately noticed the vastly improved interior.Having stepped straight from a C-Class, it was evident that the classy instruments were shared, with only minor variations, and now include a multifunction steering wheel. Interesting that cruise control stays on, even if you change gears. Not sure if that is that a good thing or a bad thing.Seat adjustment is still rudimentary with stiff winders for the back rest. Fine, if you want incremental adjustments, but a nuisance for some, such as older people with arthritis. That is a shame because older people would be attracted to the high hip level for entry, wide access doors and upright driving position.Rear seat passengers get plenty of leg-room with 805mm between the front and rear seats, while shoulder room is up 97mm and boot space 15 per cent bigger, with two different floor levels. Importantly, the rear seats are now split and recline for more diverse cargo-carrying capacity.Above you is a concertina sun-roof that allows a bigger area of glass. The interior sunroof cover is opaque, so it allows a bit of light through, even when shut. It would probably also make the car warmer when parked in the sun.The cabin is quieter than before, except for the intrusion of engine noise. And the 2-litre engine does sound noisy. In fact, my daughter thought it was a diesel.It clatters and groans until it evens out over 3000rpm. Low-down power is lacking and you can easily stall on hill starts unless you give it a fair revving. However, mid-range and top-end power is much improved. The turbo should have more low-down torque.Under way, the new baby Merc feels solid and riveted to the road. There is no lifting and spinning of wheels around bumpy corners, little understeer, and certainly no fears of rolling.The ride is good for a car with a 2568mm wheelbase. Front wheels feel the sharper bumps, but the rear spherical parabolic-spring axle rides through quite comfortably. The rear drum brakes finally have been replaced with discs and the result is responsive, progressive stoppers.This two-litre three-door variant is really in a class of its own.There is no direct Jazz comparison. No close rivals at all.