Hatchback Reviews

The Mercedes-Benz baby has grown up and offers noticeably improved handling and ride comfort over the previous model.The A 150, A 170 and A 200 were tested at the launch this week were five-speed manuals and an automatic version of the A 200.The drive program consisted of tight and twisty roads and even a nice little dirt track with plenty of off-camber corners and slippery patches to give the ESP a real workout.On the freeway all models offered a comfortable ride. Wind noise was minimal but tyre noise from the A 170 and A 200's bigger 16-inch wheels was noticeable. Despite high winds, the new A-Class did not get blown over the road like the previous model did on test and definitely inspired more confidence behind the wheel.On the open road both the A 170 and A 200 cruised easily and effortlessly, the smaller A 150 needing a little bit more work on some of the bigger hills.Through the tight and twisty roads the cars kept their line over some harsh irregularities and while the ESP did show its presence it was only when a deliberately overactive right foot caused some sliding through corners.The dirt section gave a great indication of the ESP.While the little yellow exclamation light was extremely active through this section it was being pushed quite hard. It did not back the driver out too early but was able to be used to push that little bit harder.Inside, the quality of the finish has been upgraded and refreshed and further adds to what was an already stylish and funky interior.

The year was 1976, and the car I bought, at odds with other selections including a forgettable Fiat and the Honda Civic, was one of 13 that entered the country without any emission controls.It was neat, fast, affordable ($4300) and versatile. I put one set of tyres on it, one battery and sold it 12 years later for $4200.Few cars ever felt like that Golf. But the Suzuki Swift gets damn close.This is enormously surprising because though they have the same roughly crafted credentials — front-wheel-drive engine, five-door body — Suzukis come from different worlds and different eras.The Swift comes with dual airbags, airconditioning, electric windows and mirrors, and a CD player. I also note that the Swift costs $15,990, plus on-road costs.In 1976, the Golf cost me the equivalent of a year's gross salary. It had no airconditioning, no electric anything and the tape deck was my option.In 2005, the Swift is about a third of an equivalent income yet has more equipment, is as quick, is more fuel efficient, has fewer emissions, is safer, has a more compliant suspension, comes with a better warranty and, generally, is a far better buy.The Swift is nothing like its similarly named predecessor. This one has a sparkling 1.5-litreengine, room for four adults, and though it has limited boot space, is a flexible unit for carting the family.On the road, its most endearing feature is the quietness of the engine. Be warned that even when the engine is idling, many novice drivers will try to restart it.At 100km/h on the freeway, the manual version cruises at just 2700rpm, which means low engine stress and excellent fuel consumption. A refuel shows the Swift sipped just 8.1 litres/100km.If I were a more gentle driver, there should be no reason why I couldn't hit close to the claimed seven litres/100km average.Economy aside, the priceincludes loads of features that are well integrated into the package.The ride is supple enough to suit the comfort needs of a young child sitting in the back, while the split-folding rear seat gives the Swift the flexibility to overcome its small boot. The space-saver spare tyre is inexcusable in a car aiming to appeal to a family lifestyle, which includes country driving.That aside, there's little to complain about. Suzuki Australia is pulling its hair out trying to get more stock, which indicates just how good this car is.Apart from the base model tested, Suzuki has a premium model with alloy wheels and foglights. An automatic gearbox is optional.But for the purist who wants a car that can live with city traffic and take the children to school on Monday, there's not a lot better at this price.

It dares to try new ideas and explore different ways of achieving the same result where other manufacturers are content to follow the tried and tested path.Sometimes Peugeot's inventive cousin gets it right (they're part of the same parent company) but at other times the results have left people scratching their heads in wonder?In the case of the new C4, however, we're happy to report that the French car marker has not only got it right but has finished near the top of its class.School, my friends, is in, the subject is French automotive engineering and Citroen is delivering the lecture on how it should be done.Interestingly, one of the hallmarks of Citroen design is that cars must be instantly recognisable from a distance of 200 metres.The company actually drafts members of the public to ensure this, work-shopping designs against those of competitors.The C4 combines stylish, appealing, you might even say head-turning good looks, with sparkling performance and an impressive array of technology designed to make the car safer and easier to operate.Australian importer Ateco Automotive has high hopes for this one and from what we have seen so far, these aspirations are justified.Based on the same platform as Peugeot's 307 model, C4 comes in two body shapes _ a three-door coupe and five-door hatch with four engines from which to chose.Of the pair, the dormer windowed coupe with its high mounted rear wing and rally bred performance is the standout.The lower rear glass window panel looks opaque from most angles, but provides a clear view from the driver seat, with a tiny wiper to keep it clear.In terms of construction, the two are completely different from the windscreen pillar back.The entry level C4 is powered by a 1.6-litre, four cylinder petrol engine, followed by 2.0-litre and high performance 2.0-litre petrol variants plus a 1.6-litre turbo diesel.We had the chance to sample the 2.0-litre auto and potent 130kW VTS manual coupe.The 2.0-litre engine delivers 103kW of power and 200Nm of torque, while the VTS with a different engine management system pumps out 130kW and 202Nm.Note the difference in torque is just 2Nm and in the case of the 2.0-litre auto, this torque is delivered lower in the rev range _ 4000rpm as against 4750rpm.As a result, it offers the same sort of punch down low, coupled as it is to a four-speed tipshift style auto.However, the hatch is no match for the five- speed VTS which quickly finds its legs on the open road.The VTS sprints from 0-100km/h in 8.3 seconds. Handling is excellent with electronic stablity control on these two models but the ride can become choppy on anything but smooth roads.The VTS is not the fastest car out there but offers high levels of performance and isa very satisfying car to drive.The C4 has a maximum five-star safety rating. and is specifically designed to minimise injury to pedestrians in an accident.Inside, passengers are protected by six airbags.Apart from distinctive design, a number of unique elements have been included in the car.The centre hub of the steering wheel is fixed, for instance, and only the outside allowed to turns.This allows more controls to be mounted on the wheel were they are more easily reached.The speedometer meanwhile is located high atop of the dash, with a large easy to read translucent LCD screen.A tacho is mounted on top of the steering wheel and lights up like a beacon when redline is reached.An air fragrance dispenser is incorporated into the airconditioning system, with a range of 12 scents from which to chose.Citroen's Lane Departure Warning System will be offered later in the year as an option, with its ability read linemarkings and warn drivers when they stray from the lane in which they are travelling.Standard equipment includes ABS, aircon- ditioning and cruise control with a speed limiter. A full size spare is included.C4 is priced from $25,990 up to $36,990 for the VTS coupe.Any colour but white will cost you $700.

The first recipient could be the facelifted 147 early next year followed by the 156's replacement (the 159) towards the middle of the year.

For the Scenic seems very French; or at least, very different to the average mid-sized five-seater hatch currently on the market in this country.And without claiming any expertise in voitures Francaise there's a lot to like about the French philosophy of motoring as expressed in the Scenic.The first thing to like is the easy interior. The visibility all-round is excellent; the inside trim on the Expression test model, stylish and uncluttered; the electronic instrumentation bright and easy to read.Behind the wheel, the differences between this car and – say – a Holden Astra, are instantly obvious.For one thing, there's no key as such.This car uses a credit card-sized "smartcard" to activate the ignition, the door locks, the remote entry, the boot.To get underway, you push the card into the slot on the dash – it's a bit like going to the ATM – then press the starter button, just like in the old days.But the drive is anything but old-fashioned.A collection of very neat technical "tricks" in the Scenic add a great deal of enjoyment to the motoring experience. The six-speed manual transmission on the test car was smooth, and the clutch action light and forgiving.The gear shifter itself is cleverly integrated into the dash rather than poking up from the floor, which makes for more leg room in front and a more functional layout.Braking nowadays is something you don't tend to think about – you just expect that it will be good – and on the Scenic, the feel through the pedal inspires confidence.The car stops easily with minimum pedal pressure, conveying the sense that it would pull up very smartly indeed if an emergency stop was required.On the subject of brakes, the automatic parking brake took a bit of getting used to – but once you get the hang of it, it's a thing you'd want on every car you drive. Activate the little brake handle on the dash to the right of the wheel and the old juggle of brake, throttle and clutch to execute the perfect hill start is a thing of the past. In the Renault, the parking brake is automatically released when the car starts to move forward, so every hill start should be perfect.Designed as a genuine family car, the Scenic has tons of appeal. There's storage space absolutely everywhere – in the doors, under the floor, in the dash, between the front seats – and the luggage compartment is surprisingly cavernous.On a weekend running around the city – including a trip to Homebush with four members of a marching band, plus their instruments (okay, trumpets and clarinets rather than tubas and drum kits) the accommodation was ample. Plenty of head room, leg room, stretching out room, places to put your book down, places to put your can of soft drink – terrific.And everywhere, a new, tricky piece of innovation, like the moveable storage bin between the front seats, the fold-away arm rests, the fold-down tray tables.Finding them all was half the fun.Performance-wise, the Scenic was very hard to fault. The 2.0-litre, 16-valve engine was smooth and responsive, providing reasonable torque across the rev range – even with the band members on board.It's quiet, smooth-riding, and comfortable; it all works. Just a good thing all round.All it really needed was a view of the Eiffel Tower out of the front window to make the experience absolutely parfait.

23 June 2006 Cruiser Cabrio - you are the sunshine of my life02 Jul 2005 Happiness is a bit of funk02 Mar 2005 Back to the '50s05 Feb 2005 Passion for retro fashion|http://search.carsguide.news.com.au/news/research/specifications/search-results.do?pageSize=&clearCompare=true&make=CHRYSLER&model=PT+CRUISER&year=2004 |http://search.carsguide.news.com.au/news/find-a-car/power-search/search-results.do?searchType=5&clearCompare=true&view=1&make=CHRYSLER&model=PT+CRUISER&priceFrom=&priceTo=

Re, these two A3s: German engineering and quality – check; understatedly classy interior – check; reassuring thunk of closing doors – check; badge desirability – check; bewildering array of acronyms – check; weepingly expensive – checkmate.The cliches apply in equal measure to the A3 3.2 V6 quattro DSG and its A3 Sportback 2.0 TFSI Ambition DSG. Try saying that in one breath.Audi's still-newish three-door A3 range has been joined by the five-door "Sportback" range. Translating as "hatchback", it is one of the euphemisms that so endear Audi to one.There's also "quattro" (all-wheel-drive), "open sky" (a big sunroof) and "Audi Symphony" (with, er, cassette deck). An Audi-made spade would be a "manually deployed excavation implement".Equally amusing is the emphatic nature of Audi's demographic statements:"The A3 Sportback will appeal predominantly to performance-oriented, active people aged between 25 and 39."Being four months off 40 and my wife being ever so slightly north of that (whoops – sorry, honey), this car is plainly not meant for us.It is, however, of no small interest given the salivating with which one of us (ie, me) awaits the arrival of Volkswagen's Golf GTI next month.VW, of course, owns Audi and its equivalent models are on average $10,000 cheaper. Despite this, or more likely because of it, both marques decry any attempt at comparison.So decry me, already.Both GTI and the A3 are built on the same VeeWee platform. The GTI and A3 TFSI share the delicious 2.0-litre turbo-charged direct injection engine, drive through the front wheels, and have identical DSG transmissions.The TFSI is good for 147kW and 280Nm from 1800 to 5000rpm. With its six-speed DSG, it gets to 100km/h from standing in 6.9 seconds – fractionally faster than a three-pedal manual. The GTI will also offer a conventional six-speed self-shifter. Audi Australia doesn't.There will, no doubt, be differences in ride and roll. Judging by the word of colleagues and images supplied, the Audi is the plusher and less lairy within.The A3 has by far the sweeter silhouette. It's also sweet to drive, and only those of carnival sideshow proportions could not find the ideal driving position.The blown version of the FSI provides genuine hot hatch (sorry, Sportback) performance. The A3 is by no means a WRX-like racer; it's far too civilised and well-rounded for that.Excellent road-holding from the 17-inch 225/45 tyres enables you to go where you're pointed – it's just that you won't have much sensation of doing so. The electrically assisted steering is too smooth – uncommunicatively so.Going backwards is the biggest problem, hopeless rear-visibility making optional parking sensors essential.One need hardly enter the realms of speculation to wonder what the A3's $49,950 gets you over GTI DSG's $42,290 – especially as this VW has more iconic status than its "prestige" cousin – beyond a nicer shape and four "O's" on the badge instead of two consonants, that is.An A3 that doesn't (yet) have a pesky VW to undercut it is the 3.2 V6 quattro.Its instant engine response extends to the DSG, which is just as well, because you can't get a conventional manual in this A3, either.Despite the DSG's practice, when in manual mode, of changing up automatically when redline is reached, it is happily married to the 184kW V6.Removing the joy of "proper" manual gear-changing seems to defeat the purpose of an ultra-hot hatch, though changing via steering wheel-mounted paddles or the gear lever is seamless. Sticking the stick into rorty Sports mode is almost redundant with this engine.Also coming as standard is quattro permanent all-wheel-drive. Fanging through the twisties there is turn-in understeer, but loads of muscle and poise to power out.The exhaust note is the result of Audi boffins tuning with the sort of precision employed by Pavarotti's throat surgeon. The importance of the potential purchaser's ears cannot be overstated, because the aural quality is one of the few points of difference between this halo model and cheaper A3s.The V6-equipped A3 gets you from standing to 100km/h in 6.6 seconds – that's 0.3 seconds quicker than the 2-litre TFSI. These are Audi's figures.Despite its discreet but discernible hyper hatch trimmings, the six-potter is, if anything, a compact tourer or cruiser.So, $25,000 more than the TSFI for all-wheel-drive, two fewer doors and a negligible speed edge? At $75K, you'd want to really, really like Audis and have an all-consuming desire to own what will be the rarest of niche models.Or you could think of it as a cheaper, better sorted and infinitely less impractical TT Coupe. At least the newer Audi isn't built on the old Golf platform.

The people buying these vehicles aren't looking for top-shelf driving dynamics and outright performance. They want comfort, safety, ease of operation and no hidden costs in the purchase price. They are drivers looking for a conveyance, not motoring enthusiasts.Kia thinks it has cracked the market segment with the Cerato by loading it with standard features many would consider optional extras, and advertising it with a "drive-away price".On test was the new four-speed auto version, which costs $2000 more than the $18,990 "drive-away" price of the five-speed manual.Just before I drove away, the saleman gave me a snapshot profile of the typical Cerato owner."More than 50 per cent are women buyers, and many of them are franchise or small-business owners," he said. "A lot of people have them as a second car, perhaps the husband has a company vehicle or a four-wheel drive."The attraction of the Cerato to these buyers is instantly obvious: a long wheelbase (by comparison with many of its class rivals) but a compact turning circle; a roomy body which seats four adults in comfort; a large boot storage area with seat fold-down options; European styling; and the sort of standard features usually found on more expensive cars.The large array of features can be broken into convenience, comfort and safety.Electric windows have an automatic-down function for the driver's door, useful for getting tickets out of carpark meters, or giving change at a toll booth.Side mirrors have a demister heater. The doors have large courtesy lights and the interior light has a time delay. Remote central locking includes fuel cap and boot release.The cruise control, operated from the steering wheel, is a good way to avoid speeding fines in country driving. There is a day-night option on the rear vision mirror.On the comfort side of the ledger, the Cerato provides plenty of legroom for front and rear passengers.However, the front seats need more lumbar support for long-distance travel. Rear seats have adjustable headrests, which is good.A power outlet allows the use of a portable DVD player. Although the CD player is a one-disc unit with no stacker, the six speakers give quality sound. There are cup holders front and rear, with the one near the driver especially large. Good for someone driving home from a gym workout with a thirst.The standard airconditioning, with plenty of vents, works efficiently throughout the cabin, not just the front. Side and rear windows are lightly tinted.Safety features include airbags for driver and passenger. Seat belts have pretensioners and load limiters. Fog lights are standard.Brakes are discs all round with an ABS option available that includes electronic brake force distribution.The fuel supply to the engine is switched off in the event of a shunt or accident impact.Security features remote locking and engine immobiliser.Options include alloy wheels and a rear spoiler but I would start with the $150 metallic paint option, which looks better executed than the standard finish.First impressions of the test car were marred by a strong, chemical, "new car" smell.With tilt-adjustable steering column and height-adjustable driver's seat, it's easy to get comfortable and all-round vision is good.Controls and instruments are logical and easy to use.Performance from the two-litre, double-overhead-cam, four-cylinder motor is quite zippy. But most Cerato buyers aren't the types who explore engine performance. So maximum torque of 182Nm at 4500rpm and power of 101kW at 6000rpm seems about right and encourages low-rev driving.The automatic works well in most situations but put the pedal to the floor for swifter overtaking and it drops a gear, the engine revs but it doesn't feel like a lot of forward motion is happening.This will not concern most Cerato owners, nor will the slightly vague feeling the power steering exhibits at higher speeds, which discourages brisk driving. Around town and in car parking manouevres the power-steering operation is delightfully light.Brakes are adequate but the ABS option is an affordable $850.With plenty of suspension travel, the ride quality is good over a variety of road surfaces.For its price, and loaded with features and crisp European styling, the Cerato is well worth a look.

The visibility's great. A cross between a sedan and a people mover, the Scenic has passengers sitting a cut above the rest ... elevated but not "perched", and surrounded by huge windows.The view is, well, very Scenic.Then there are the gadgets. I love gadgets – especially when there are this many gizmos.Start with the key that's shaped like a fat credit card. Push a button to open the door, insert the card, foot on the clutch and push another button to start and stop the Scenic.It's all so simple being pampered. But it takes a bit of getting used to not looking for the key and reaching for the handbrake when you stop.This is a neat-freak's dream car, with storage compartments in all the right places – room in the doors, drawers under seats, flip-top wells under foot and they're carpet-lined to help stop rattles.A console between front seats takes the cake with a roll-top lid (bit like a bread box), cup holders and adjustable arm rests – and it slides all the way forward or back.But there's more ... The glove box is airconditioned; just in case you need to keep drinks cool, the back windows have lift-up sun screens; and there are flip-up tray tables for rear passengers. I love the dash, with its sleek veranda over digital readouts that politely remind you to insert or remove the key card or that the handbrake is still on. And there's no mistaking how fast you are travelling with the speed right there in big, bold numbers.The KISS concept works well in the Scenic but falls just short with a radio that takes a bit of trial and error to master.All these gadgets are within easy reach and there are extra controls on the steering wheel – not that you need to think of much yourself.Most essentials are automatic; lights come on in the dark, windscreen wipers spring to action in the rain and the handbrake comes on when you stop.The Scenic has been designed with flexibility in mind. It is really comfortable and perfect for a family of five, with the option of taking fewer people and more "stuff". The three rear seats operate individually and each can be removed completely to allow for bigger loads.I'm not sold on the big-butt back end but the longer you have it, the more it grows on you.The story of my life, really.

It's a compact wagon with lots of space, excellent flexibility, solid performance and prices from as little as $29,990.The Renault has incredible space and flexibility for a family of up to five. It looks more like an oversized hot hatch than a Tarago-style mini-bus.It would be better if it had three rows of seats, but the stretched Scenic in Europe will probably come Down Under as part of the total rework on the Megane, which has had a big II added for punctuation.The Scenic II is unproven as a secondhand deal, and unlikely to reverse the slippery slide in Renault's resale figures, but that's one of its few shortcomings.We do wonder about long-term quality and the durability of some of the cabin finishes, but that's about it.On the plus side, the Scenic II has everything you need for family motoring – from an eager two-litre engine and a full list of standard equipment to pricing that puts it clearly into the affordable range of family wagons.There are three models and even the basic Scenic II Authentique comes with airconditioning, cruise control, electric front windows, CD sound and Renault's flexible rear seat system – which means a three-way split with folding backrests and the ability to remove the seats for load carrying.The Scenic II is a top scorer, too, on safety and won a five-star rating in European NCAP tests.It has twin front airbags, curtain side airbags and emergency brake assist, which Renault believes will be the next safety breakthrough as it allows people to avoid a crash – or crash at a lower speed.The original Scenic didn't do much in Australia, despite a huge following in Europe, but that was probably down to its quirky looks and the timing of its arrival.It was a member of Renault's comeback family in Australia, at a time when the brand was struggling for any sort of acceptance and forging a new local link with its global partner, Nissan.The Scenic II is bigger and, to our eyes, better looking than the original and Renault has done a great design job.You see it in everything from the four storage compartments in the floor to back seat benefits that include pulldown sunshades, fold-down desks and unique two-buckle safety belts.It has grown from front headroom to boot space, and Renault says it is much more refined.The 2.0-litre four with variable-valve timing produces 98kW and 191Nm, fed to a six-speed manual or four-speed automatic.The suspension has MacPherson struts in the nose with a torsion beam in the rear, a bonus for rear floor space, and the brakes are anti-skid four-wheel discs.The model line-up runs from the basic Authentique up through the Expression to the Dynamique, with prices that take the automatic flagship to $37,690.The only options are a $1990 panoramic sunroof on the Dynamique and metallic paint for $650.ON THE ROADIT IS easy to get engrossed in the Scenic II's gadgets. There are storage bins everywhere and a super-flexible set of seats. Even the wipers are set on a pair of giant sweeping booms.But that would mean overlooking the car's real strengths: comfort, easy driving and plenty of space for a family.The Scenic II is a great way to get around. It will easily meet the needs of most Australian families on everything from a short sprint to the shops to a long interstate haul.The seats are comfy, there is incredible storage and, even though the Scenic is labelled as a multi-purpose vehicle, it drives as well as or better than most mid-sized family cars.Now that many brands, including Toyota with its Camry, have finished producing or importing wagons, there is a big gap for the Scenic to exploit.We did our test time in an Expression automatic, which means a bottom line of $33,690. But it has everything you need in a new car, from excellent automatic aircon to cruise control and even steering-column buttons for the sound system.The Scenic is surprisingly lively from the lights and it also cruises along nicely.The fuel economy is good. We tried it on both premium and standard unleaded and could not notice any real difference.The ride and handling are excellent, either one-up or with a family on board.The brakes are great, the headlamps are good and it is surprisingly easy to park.We could write a small book about the flexibility of the Scenic, but it's something you really need to see for yourself.It is hard to fit the car into a convenient category, at least to set it up against its rivals, and it's not even classified as a people-mover.So it's a five-seat mid-sized wagon, meaning it should be shopped against everything from a Subaru Liberty wagon to a Chrysler PT Cruiser.But it sits on its own in many ways and scores well, particularly the big cabin, regardless of what you see as its rivals.THE BOTTOM LINEWE WERE not sure what to expect when we collected the Scenic, but we are sure now that it is one of our first favourites in 2005 and a car that should be winning lots of friends in Australia.