Hatchback Reviews

Kia has lifted its game hugely in the past few years. Witness the Sorento, Tucson and Cerato, all attractively styled and well put together vehicles.Cerato is a mainstream compact sedan with plenty of appeal for a buyer on a budget. It offers a whole lot of car for the $18990 drive away ask.There's a four speed auto available for an extra two grand – drive away.Roomy body, five seater, five three point belts, big boot. 2.0-litre, DOHC engine has 101kw/182Nm output giving peppy performance even in auto. Auto is a four speeder, doesn't miss a beat, lacks a little smoothness changing under hard acceleration. No sequential mode – big deal. Ride/handling impressive thanks to strut front, multi-link rear suspension. Power steering, power windows, remote central locking and aircon included in the package. Heated exterior mirrors, electrically adjustable too. Almost instant demist in the cold. Audio is six speaker, pleasing sound, easy to operate. Safety features include dual front air bags. ABS not available but four wheel discs. Low noise, vibration and harshness through most engine speeds, quiet on the freeway. Economical in mixed driving expect around 8.5l/100km out of auto. Tank holds 55 litres. Interior looks modern, airy, better than many other offerings in the segment. Finish is up with Japanese, smooth paint, neat panel fit, tidy interior, chunky door close. Like the styling, crisp lines, purposeful front, tidy rear – something different. Smooth quiet ride over rough surfaces.  

The Sport Cup model can only be distinguished from the Sport by the charcoal-coloured alloy wheels, which betray the Cup car's intent as well as proficiently hiding the brake pad dust.The Sport is no shopping trolley, so when spring rates are stiffened by 20 per cent up front and 15 per cent at the rear, and the steering is tweaked even further, something special awaits in the Cup version.Settled behind the leather-wrapped wheel and testing my broad feet on the close-set alloy pedals, the specs ran through my mind – Renault says 131kW of power, 200Nm of torque, 1009kg and 0-100km/h in 7.1 seconds.Big brakes are nestled beneath the 16in alloys – 160km/h to standstill in just over three seconds is another claim by the manufacturer. The brattish stance, a wheel at each corner and the twin exhausts ready to poke double-barrelled fun at those you've just overtaken ... this car could be fun.It's firm on the road, with every misaligned manhole cover causing a sharp bump in the cabin, although bigger bumps tend to be better dealt with by the dampers.The seats will take some of the sting from the sharper jolts, as well as holding the occupants firmly in place.An ill-timed sneeze requires maximum steering concentration, as the rack is quick and sharp – 2.8 turns lock-to-lock, a trait that had obvious benefits once the country-road corners came into view. The two-litre engine is happy to potter through the suburbs, proving flexible and well-behaved, with just a hint of what was to come beyond 3800rpm.As the revs rise to the top half of the tachometer, the engine's character changes dramatically and the corners arrive much quicker.As the upshift light burns green at 8000rpm, the aural delights of the engine are well apparent, as is the potency of its outputs.The first corners are taken easily, as the initial efforts on the brake pedal wipe off far more speed than originally intended or required.The suspension has been significantly upgraded – not that previous Clios were sloppy handlers – with stiffened spring rates, a 24mm rear anti-roll bar (up from 22mm), all reducing roll and planting the special Michelin rubber on the road to great effect.The Renault Sport Clio 182 is the first car to be equipped with the Michelin Exalto tyre, no doubt because it was developed by Michelin in conjunction with Renault Sport.The result? It's like driving a go-kart with a roof.Minimal bodyshift, a distinct lack of fuss from the tyres and an attitude that thumbs its nose at the driver, who is taunted to try a little harder.Hard late braking, savage use of the wheel and the accelerator can start the Clio moving around, but the speeds at which this happens are best left to a racetrack.Winding back the pace a little does nothing to diminish the enjoyment, as the Clio darts from corner to corner, dismissing them with an arrogance that flies in the face of its sub-$40,000 price tag. There's no all-wheel-drive, no turbos and the driven wheels are at the opposite end of the car to which I would normally prefer, but handing the keys back is a tough experience.Commuting can be a tiresome experience on the hard suspension, but this little French flyer is anything but a bare-bones track-day special – a cruise control with a speed limiter function is now standard, as is a six-speaker CD-equipped sound system (with stalk-mounted remote controls behind the wheel), climate-controlled airconditioning, automatic xenon headlights and rain-sensing front wipers. Anti-lock brakes, electronic brake distribution control, switchable electronic stability control, driver and front passenger front and side airbags, and front and outboard rear seatbelt pretensioners with load limiters are all standard.The standard Renault Sport Clio 182 carries a $32,990 starting price, with the Cup adding $1500 to the bottom line.Opting for either Clio Sport model will provide an immensely entertaining package. Cup buyers might not want to engage in the daily mundane commute, but they will jump at any chance to go for a drive.

Volkswagen had forgotten what made the GTI tick, just as it turned the Golf from a taut compact into a bloated 3 Series pretender, but has gone back to the basics for 2005.The outcome is a fifth-generation Golf hero which is more tightly focused and enjoyable than I can remember.It is going to rattle its rivals, including the Mini Cooper S and BMW's 1 Series, and give some real enjoyment to people who could have forgotten – or never known – what the GTI was all about.And the price is tight, too, from $39,990 as a six-speed manual or $42,290 with the DSG (Direct Shift Gearbox) which has become my favourite.In the Volkswagen line-up, the GTI is much the same as the Subaru WRX. It's a hero car, an image machine and a vehicle which proves the Golf can be more than just a nice hatchback."It's not just another Golf. It's a car that you really have to experience, to drive," says Peter Dierks, marketing chief at Volkswagen Group Australia.The GTI is the fifth all-new model with the badge, and a few facts put the evolution of the car into focus.The original Golf GTI, back in 1976, weighed 830kg, had 81kW of power and 130Nm of torque, and accelerated to 100km/h in nine seconds. Today's GTI weighs in at 1340kg, delivers 147kW of power and 208Nm of torque, and sprints to 100km/h in 7.2 seconds. So it is a bigger and more refined car, but also much quicker. And not just on the straight bits.The 2005 GTI – which stands for Gran Turismo Injection – is the first of its type with a turbocharged and direct petrol-injection engine, as well as electronic stability control, anti-skid disc brakes with brake assist and six airbags.The equipment list runs from leather wrapping on the wheel to aircon, six-stack CD sound and the usual electric assists.But this Golf is a GTI and so the car is dropped by 15mm on sports suspension, has unique red trim around the grille, side skirts and a roof spoiler, twin chromed exhaust tips and 17in alloy wheels. The cabin is also dressed with the GTI wheel, aluminium dash inserts, alloy pedals and gear lever, GTI seat trim and shift paddles in the DSG car.The GTI is a big deal for Volkswagen in Australia (VGA), which switched its focus from the postponed super-luxury Phaeton to the hot hatch to try to build brand backing from the bottom.It is a real favourite with new VGA managing director Jutta Dierks, and she believes it will go well."We are expecting to sell 350 cars until the end of the year. We are trying to get more stock," Ms Dierks says. "We want to push it. There is obviously plenty to work on. We have done the first steps and hopefully we did the first steps in the right direction."She believes the GTI will do the same job for Volkswagen that the WRX does for Subaru, but highlights that the German car undercuts the Japanese one.And all of its likely rivals, including the Honda Integra and Renault Megane.The new GTI is a ripper. No other word fits.It will rip through a 100km/h sprint, it will rip through any set of curves, it will rip into its rivals and the new twin-clutch gearbox even allows it to rip through the ratios.I expected something good after a week with the Golf turbodiesel but I wasn't prepared for the car that Volkswagen unleashed at the press preview in Canberra.It is light and tight to drive – like all the fifth-generation Golfs – but has a combination of refinement and explosive performance which will make it a huge hit.It even makes a ripper "whoomp" down the exhaust when you fire it into the next gear at anything approaching maximum revs.It comes as unburnt gases are fired by the turbocharger and is just as much fun as any of the whistling, popping and banging you hear in a Subaru WRX.The WRX is one of the GTI's rivals and it promises an interesting battle, but people who go for the GTI will also be getting a refined European hatch that has been totally revamped and repackaged into its fifth generation.The newcomer is roomy and comfy, very well equipped and surprisingly priced. But that's not a real surprise, as most of the Volkswagen range has just been repriced – with the Polo from $16,990 and the Beetle Miami from $35,990 – to try to get the sales volume the company targeted when it set up a full factory operation Down Under.It has not been close for the past few years, but new management and newcomers, including the GTI, could easily make the difference.The GTI gets along very briskly with its turbo engine, the ride is surprisingly compliant for sports suspension and it also stops and handles well. It is not as sharp in the chassis as the Honda Integra and it doesn't have WRX-style all-paw grip, but it will be more than good enough for most owners.The turbo motor gives huge torque from just 1800rpm, but it still likes to be pushed to the redline, and the use of a force-fed four also leaves space in the Golf range for a V6 R32 model down the track.The newcomer proves that Volkswagen has not forgotten the basics, or what the GTI badge really does mean.Our favourite drive is the DSG GTI with a super-quick twin-clutch gearbox that is as good as anything I have driven.It can run as gently as an automatic or deliver the best manu-matic F1 shifts I have felt in any car, including a Porsche or Ferrari.It is hard to find faults with the Golf GTI, which is finally back to its best and everything I expect from a car which put the world's "hot hatch" into the automotive dictionary.

Just as Volkswagen turned its basic Golf from a taut compact into a bloated BMW 3-Series pretender, it forgot what made the sporty GTI version tick.VW has gone back to basics for 2005 to produce a fifth-generation Golf hero that is more tightly focused and enjoyable than any we can remember.It is going to rattle its rivals, including the Mini Cooper S and BMW's 1-Series, and give some real enjoyment to people who could have forgotten – or never known – what the GTI was all about.And the price is tight, too, from $36,990 as a six-speed manual or $42,290 with the DSG (direct shift gearbox) which has just become our favourite.In the Volkswagen lineup, the GTI is much the same as the Subaru WRX. It's a hero car, an image machine and a vehicle that proves the Golf can be more than just anice hatchback."It's not just another Golf. It's a car that you really have to experience, to drive," Volkswagen Group Australia marketing chief Peter Dierks says.The GTI is the fifth all-new model with the badge, and a few facts put the evolution of the car into focus.The original Golf GTI, in 1976, weighed 830kg, had 81kW of power and 130Nm of torque and accelerated to 100km/h in 9.0 seconds; today's GTI is 1340kg, has 147kW and 208Nm and sprints to 100km/h in 7.2 seconds.So it is a bigger and more refined car, but also much quicker. And not just on the straight bits.The '05 GTI – which stands for Gran Tourismo Injection – is the first of its type with a turbocharged and direct petrol-injection engine, as well as electronic stability control, anti-skid disc brakes with brake assist and six airbags.The equipment list runs from leather wrapping on the wheel to air-con, six-stack CD sound and the usual electric assists.But this Golf is a GTI and so the car is dropped by 15mm on sports suspension, has unique red trim around the grille, side skirts and a roof spoiler, twin chromed exhaust tips and 17-inch alloy wheels.The cabin is also dressed with the GTI wheel, aluminium dash inserts, alloy pedals and gear lever, GTI seat trim and shift paddles in the DSG car.The GTI is a very big deal for Volkswagen in Australia, which switched its focus from the postponed super-luxury Phaeton to the hot hatch to try to build brand backing from the bottom.It is a real favourite with VGA managing director Jutta Dierks, and she believes it will go well."We are expecting to sell 350 cars to the end of the year. We are trying to get more stock," Dierks says."We want to push it. There is obviously plenty to work on."We've done the first steps and hopefully we did the first steps inthe right direction."She believes the GTI will do the same job for Volkswagen that the WRX does for Subaru, but points out that the German car undercuts the Japanese one – and all its likely rivals, including the Honda Integra and Renault Megane.ON THE ROADThe new GTI is a ripper. No other word fits.It will rip through a 100km/h sprint, it will rip through any set of curves, it will rip into its rivals and the new twin-clutch gearbox even allows it to rip through the ratios.We expected something good after a week with the Golf turbo diesel, but we still weren't prepared for the car that Volkswagen unleashed at the press preview in Canberra.It is light and tight to drive – as are all the fifth-generation Golfs – but has a combination of refinement and explosive performance that will make it a huge hit.It even makes a ripper "whoomp" down the exhaust when you fire it into the next gear at anything approaching maximum revs. It comes as unburnt gases are fired by the turbocharger and is just as much fun as any of the whistling, popping and banging you hear in a hot-rod Subaru WRX.The WRX is one of the GTI's rivals and it promises an interesting battle, but people who go for the GTI will also be getting a refined European hatch that has been totally revamped and repackaged in its fifth generation.The newcomer is roomy and comfy, well equipped and surprisingly priced.But that's not a real surprise, because most of the Volkswagen range has just been repriced – the Polo from $16,990 and the Beetle Miami from $35,990 – to try to get the sales volume the company aimed for when it set up a factory operation Down Under. It has not been close for the past few years, but new management and newcomers including the GTI could easily make the difference.The GTI gets along briskly with its turbo engine, the ride is surprisingly compliant for sports suspension, and it also stops and handles well.It is not as sharp in the chassis as the Honda Integra, and it doesn't have WRX-style all-paw grip, but it will be more than good enough for most owners.The newcomer proves Volkswagen has not forgotten the basics, or what the GTI badge really means.Our favourite drive is the DSG GTI with a super-quick twin-clutch gearbox – check page three for a technical rundown – that is as good as anything we have driven. It can run as gently as an automatic or deliver the best manu-matic Formula One shifts we have felt in any car, including a Porsche or Ferrari.It is hard to find fault with the GTI, which is – finally – back to its best and everything we expect from a car that put the words "hot hatch" into the automotive dictionary.

It's that good.After much poking and prodding, we discovered the car comes with only a space saver spare wheel, which loses it half a mark in our eyes.If you ever had a flat tyre – particularly out in the country – you'll rue the day you open the boot to discover one of the funny looking space savers nestling under the floor.The skinny little rims and tyres are only good for about 400km, after which they must be replaced – and that is a story in itself.Apart from this, our only quibbles concern the boot lid which does not seal properly on first shutting and the optional sunroof which suffers from a compression build up of air in the cabin unless you open the side windows.Volkswagen has really nailed it with this one.No wonder it decided to launch the car separately to the rest of the Golf range.The GTi builds on the excellent Golf V platform with more power, bigger and better brakes, 15mm lower sports suspension and a long list of standard equipment.You get all this for a starting price of $39,990 – it's enough to take your breath away.The Golf GTi is credited with starting the whole hatch thing way back in 1978.This is the fifth generation GTi but it is a quantum leap forward from the previous lack lustre model.That car's 1.8-litre turbocharged engine put out a pretty ordinary 110kW of power, compared to the new car's 147kW.It was also pretty hefty giving it an unimpressive power to weight ratio.Not so with the new GTi.It's still not as powerful as a WRX, I hear you say, but the proof of the pudding is in definitely in the driving and this car leaves nothing to be desired.Even our resident power junky, Mr "V8" Barnwell is impressed and that's saying something.The heart of the matter is VW's 2.0-litre, high pressure FSI engine which has been turbocharged to produce 147kW of power at 5100rpm and 280Nm of torque from a low 1800rpm.You get a choice of six-speed manual or six- speed DSG, double clutch auto.The GTi goes like the clappers as we discovered at Canberra's Sutton Road Driver Training Centre, with no discernible lag from the turbo.We drove the six-speed manual which some felt could have done with a shorter throw shift, but it pushes all the right buttons as far as we're concerned, being smooth and easy to use.The manual GTi accelerates from 0-100km/ h in 7.2 seconds, while the DSG is even better at 6.9 seconds.In fact, the DSG is even quicker than a Rex with automatic transmission, but who's count- ing?The bloke in the WRX on the way back from Canberra certainly showed us some respect.However, we were happy to tuck in and sit behind him all the way back to Sydney.Everything in the GTi has been adjusted to suit the car's sporty personna, including the electronic stability control system which kicks in only when absolutely necessary.On the road the car feels light and responsive, with a nice note from the exhaust and impeccable mid-corner manners, even at the limit.Standard equipment includes stability con- trol, brake assist and alarm system with interior monitoring.Optional are the DSG auto which adds $2300 to the cost, plus metallic paint, leather upholstery, bi-xenon headlights, electric sunroof and satellite navigation. 

He then lets the media loose with the fifth-generation VW Golf GTI on the Suttons Park driver training circuit at the recent vehicle launch in Canberra.New VW Australia managing director Jutta Dierks warns "this is not a race track" and this is immediately evident in the off-camber corners and lack of run-off typifying the worst of Australian roads.Like the Mt Cotton driver training circuit in Brisbane, there are traps to catch the unwary driver.However, a dozen high-speed laps in the new VW direct-injection turbocharged rocket confirm Stokell's advice.Like the fifth-generation Golf, the GTI (Gran Turismo Injected) hugs the road without being harsh and with almost no body language, even through the first-gear chicanes set up to monitor speed.And although the chassis is 15mm lower than standard and the suspension travel shorter, it didn't hit the bump stops on the track nor on the same stretch of road where the Jaguar S Type was banging away at its launch last year.Because of the high grip levels afforded by a combination of front strut and rear independent multi-link axles and wide Continental SportContact 2 rubber, when traction is broken, things happen quickly with ESP switched off.But don't expect Supernanny to be telling you to drive in the naughty lane when you have the electronic sabilisation program switched on. Intervention through a combination of drive and braking comes in slow and allows the driver to play a little, thanks to recalibration of the ESP from the settings in the standard Golf.Consequently, you can use a bit of slide to help turn the vehicle and set up a pendulum type motion to usher you swiftly through a series of esses.VW quotes figures of 0 to 100km/h in about 7.2 seconds for the manual, but 6.9 seconds for the DSG (direct shift gearbox).Testing this on the track without a stopwatch was difficult, but two parts of the track proved their claims. One was a hump just after a first-gear chicane. No matter how hard I pressed the manual, I could not get the front drive wheels to spin as it crested the hump, yet it consistently did so with DSG.The second was an off-camber bend between two hairpins. Here, it was almost impossible to shift from second to third and back to second in the manual, so you just had to ride it on the limiter.In the DSG variety, snicking through the gears was so fast and easy, you could gain the extra momentum of third for those two precious seconds.And you don't even have to take your hands from the 9:15 position on the steering wheel to effect the changes through the use of the paddle shifters.DSG works on a twin-clutch system where the gears above and below the one currently engaged are already spinnning and ready to grab as soon as the drive gear is disengaged.This GTI is also the first VW to marry FSI direct injection technology with a turbocharger and intercooler, like the new Audis.It is a robust powerplant with a useful 280Nm of torque and 147kW of power well before you hit the 70000rpm limit.There is no hint of turbo lag or turbo cut-in and no dips in power delivery right through the range.This makes passing manoeuvres and accelerating out of corners a breeze.Inside and out the GTI badging and styling is subtle. There are no whale tales, bonnet scoops or improbably low skirts to attract attention.This GTI makes its point in performance, not in posing.

She may be small in stature but Kylie is larger than life and makes many red-blooded males drool.And so it is with Suzi.Suzi who? Suzuki Swift.Here's a little model with curves in all the right places. Beautifully proportioned and with some serious sex appeal.And just like Kylie, despite her size, she's a real head turner.Girls look on in envy and guys do a double-take to get a second glance. Maybe they can see something of their girlfriends in Suzi.But there's more to the Suzuki Swift than just good looks.She's full of information. One quick look at her dash will tell you the time, fuel consumption and outside temperature.And she has all the right accessories – electric windows and mirrors, six-speaker CD player, airconditioning, power steering, remote central locking and UV-reducing glass (to stop all those nasty sun spots) ... and extra stereo controls on the steering wheel.She's even got mini-compartments – on the instrument panel, glove box, in the front doors and a tray under the front passenger seat plus front and rear cup holders.And Suzi Swift is safety conscious with a collapsible steering column, front airbags and rear and side curtain airbags that move with the seats (on the S model).An immobiliser and tamper-resistant door locks are included to help prevent theft.And all this for just $17,990. That's a lot of value packed into a little price tag.A 1.5-litre engine powers her along with a five-speed manual gear box (or four-speed automatic).Little Suzi is perfect for city driving – smooth through the gears, easy to handle and a breeze to park.But she's also very comfortable and quiet on the open road with enough power for overtaking.She purrs like a kitten ... a very little kitten.Clever use of interior space means there is plenty of room for people and luggage.Shop for a week, pack for a weekend away or fold down the split rear seats and load up even more.Even 14-year-olds can lounge in the back seats without banging their heads.Suzuki Swift proves that it's the little things that count.

When the production agreement between Holden and Toyota fell over, ending Holden's access to the Apollo-badged Camry, the company turned to Europe for a replacement mid-sized car.  The JR Vectra was relatively new, even in homeland Germany, when Holden went calling, so it was a current model when it arrived here.  It helped Holden develop a Euro image with an Aussie flavour, which has worked well with local buyers.MODEL WATCHHolden's front-wheel drive Vectra, designed and developed by Opel, was a hit in its home market and backed that up here with a solid performance against the Camry, Magna and Ford Mondeo.Easy on the eye, its aerodynamically shaped rear-view mirrors flowing from the bonnet were a stand-out feature of the exterior.  Inside, the sweeping dash had easy-to-read gauges and controls organised sensibly within easy reach of the driver.While airy and welcoming, the interior wasn't as roomy as the Apollo/Camry.  The four-door sedan and five-door hatch could be had in base GL or upmarket CD versions.Holden chose two engines from the vast range of Opel options.  The base engine was a 2.0-litre double overhead camshaft fuel-injected four-cylinder unit that produced 100kW at 5600 revs and 188Nm at 3200 revs. The other was a 2.5-litre double overhead camshaft fuel-injected V6 boasting 125kW at 5800 revs.The four-cylinder wasn't quick, but was smooth and refined, perhaps more important to the market for this type of car.  The standard five-speed manual gearbox restricted its straight-line zip to 9.7 seconds for the 0-100km/h sprint, but it was a decent highway performer.A four-speed auto was optional, which made the Vectra a little more comfortable around town.  Disc brakes were at each corner with anti-skid standard.The well equipped GL had cloth trim, driver's seat-height adjustment, height adjustable seat-belt anchorages, childproof door locks, 60/40 split-fold rear seat, AM/FM sound, adjustable steering column, full instrumentation, alarm, anti-skid brakes, traction control and a driver's airbag.When you stepped up to the CD you also got standard airconditioning, power windows, cruise control, trip computer, and alloy wheels.IN THE SHOPTHE Vectra is reliable and robust, but rough running and stalling are known problems. Usual causes are the crank sensor on the engine, which can be erratic in its timing output or the IAC, which fails, allowing the idle speed to drop too low. The engine then stalls.  The JR Vectra has reached the mileage when a major service is needed, including a new timing belt.CRUNCH TIMEWITH a well-balanced chassis, anti-skid brakes and traction control standard, airbag for the driver and height-adjustable seat belts, the Vectra safety package is commendable.OWNERS' VIEWSClint Ebessens' parents gave him the 1998 Vectra they had bought new.  He says it's quiet and comfortable and he loves electric features such as the radio, which increases in volume as speed increases.  Episodes of power loss were fixed with updated software and the idle speed control failed, which would cause the engine to stall.Craig McErvale bought a Vectra new and says it had good points, but they were heavily outweighed by bad ones.  After the first year the engine developed a ping and the only way to get rid of it was to use premium unleaded. Six months later the engine "dropped' a lifter and it made a horrible noise until the oil pressure built up.  The red paint oxidised within two years. Eventually Holden repainted the car.THE BOTTOM LINE11/20 SAFE and solid mid-sized car that handles well, but is plagued by some niggling quality problems.LOOK FORNEAT European styling that doesn't dateNICELY appointed, airy interiorWELL-BALANCED handlingCOMFORTABLE rideECONOMICAL, four-cylinder engineTALL gearing better suited to highway than townFADING paint

With only a 1.5-litre four cylinder engine on board, the Swift struggles at times.But the gated four speed auto has a good spread of ratios and it is easy to flick between gears. This is the car Suzuki has been waiting for. It looks great, particularly in profile, with a much stronger, muscular presence than the current crop of tall goofy looking gokarts.Build quality is impressive and so is the price which starts at $15,990. You get a lot of car for your money and it makes the Swift a strong contender for car of the year.1.5-litre four cylinder twin cam engine delivers 74kW of power and 133Nm of torque. It's a double overhead cam unit, but Suzuki was producing this kind of power almost 20 years ago with its 1.3-litre GTi. Can't wait for the GTi version of this car, with say the 1.8-litre engine from the Liana.Gated four-speed auto lends itself to manual changes. There's not much oomph in top gear but a flick left finds third gear for overtaking. Pull back from here for second. Couldn't be easier.Brakes are a disc/drum combo. Loses points in this department, but they seem up to the task.Standard equipment includes aircondition- ing, two airbags, ABS brakes, electric mirrors and windows, keyless entry, six speaker in dash CD stereo system, audio controls on a leather steering wheel.Suspension is geared towards ride rather than handling and a version with sports suspension is another item for our wish list. Handles pretty well just the same, with an occasional bouncy moment.Economy is excellent at a claimed 7.5L/100km for the auto and it runs on standard unleaded. You can coach yourself to drive more economically with the instantaneous readout from the trip computer.Sporty touches include a three spoke leather steering wheel, stumpy gear shift lever and illuminated ring around the speedometer. A smallish computer screen located atop and centre of the dash shows time, fuel consump- tion, and outside temperature.Good audio for the money with six speakers including a subwoofer located under the driver's seat.Bit disappointed with the way the upholstery is are finished. Almost like after market seat covers with tie offs flapping around.For $2000 more you get the Swift S with fog lamps, alloy wheels, and side and curtain airbags. 

There is no hard and fast scientific reason why 46 per cent of the 6900 A-Class compact cars sold here since October, 1998, have gone to women.That compares with the global figure of 40 per cent of the 1.1 million sales since 1997 going to females.A large majority of the Australian sales have gone to people entering the Mercedes-Benz ownership experience for the first time.So in terms of loyalty and repeat business the A-Class is hugely important even if it is a low volume niche player.The first generation A-Class suffered somewhat unfairly from being radical and for not being as dynamically switched on as you would expect from the Stuttgart-based car giant.It featured the sandwich design whereby in a frontal collision the engine and transmission would drop downwards and avoid penetrating the passenger safety cell.This design is carried over to the new model which is a very different driving experience against the trend-setting first generation A-Class.On entering the cabin there is an immediate feeling of space.Glance to the rear and there are impressive levels of leg room, unlike some compacts which masquerade as four-door models but only really have practical space for two occupants.The five-door A170, which should be the best-seller of the comprehensive range, delivers enough performance from its 85kW, 155Nm 1.7litre four cylinder engine.It coasts along at the speed limit and copes nicely with the hills and hollows.Steeper climbs require the Autotronic six-speed sequential box to drop a few cogs back to third or fourth depending on the situation.The A170 as driven came with larger 17-inch wheels and sports suspension and felt extremely confident over surface changes which at times were greasy at best.These new A-Classes provide a smart ride over bumps and pock-marked bitumen.It is perhaps the ride that is the most endearing feature of the A-Class.Steering at the straight ahead and just off centre is a little dull, taking away slightly from the driving experience.In terms of grip, stability and handling qualities the A-Class is streets ahead of its predecessor.Whereas the original model would be nervous the newcomer holds flat and doesn't squirm around corners.It offers confident, sure-footed cornering when pushed to the threshold of breaking traction.The key is in the new rear suspension which gives it the driving dynamics it was sadly lacking in the past.In the entry level A150, the 70kW engine is willing, capably tackling the B-roads of rural areas as equally as it does built-up roads in town.The five-speed manual gearbox is well suited to the 1.5litre engine.It's probably not as sporty in its application on road as the BMW 1-series but the new A-Class has grown smarter.While it remains a compact there are substantial gains in the cabin.What has helped leverage more internal space is a gain in overall length of 232mm with 45mm added to its width.All the controls and dash dials are neatly laid out for easy interpretation and functionality.What is a major plus for Benz is the inclusion of a full-size spare tyre which is housed underneath the floor of the rear cargo bay.The boot will swallow a fair degree of carryalls with an increase of 15 per cent to 435 litres.These A-Classes, all three-and five-door versions and the different engine choices are on the pace practically and from a driving perspective.What was once a radical and in some ways flawed model from the world's oldest car maker now has better road manners to match a roomier cabin in what remains a compact shell.