Hatchback Reviews

I thought about responding that I was a clerk, or better, a librarian. What do you ask a librarian after "read any good books lately?"Then the ride would have been quiet and I could have watched the scenery, listened to the music or just dozed off.But I must have been off guard, for I told the truth, and he immediately asked what I thought of Kia."Why?" I asked cautiously."My mother just bought one," he said, adding he couldn't remember the name.So I proposed a few: Rio? Nup. Cerato? Maybe. Optima? Nup. Cerato?. Yep."She loves it," he said, which led me to suggest she's right.Because the taxi driver's mum had bought one of the best-value small cars on the market.The Cerato shows, at least in this early stage of its life, that Kia is getting very serious about value, quality, performance and style.The model, introduced late last year, is basically a remodelled version of its parent company Hyundai's Elantra.But it looks a whole lot neater than the Elantra, thanks to more conservative lines and a wider stance.The two cars share the same platform, drivetrain and suspension, though Kia has honed these components to create a surprisingly quiet, brisk and comfortable sedan.Most of that is attributed to the Cerato hitting the market two years after the latest Elantra.The Kia's cabin is on a par with the Corolla, with sufficient room for four adults and a spacious boot. There are no big surprises in the cabin, though Kia has crammed the car full of goodies and the price is a knock-out $18,990 with manual box.The four-speed auto version I tested comes in at $20,990 and included airconditioning, electric windows and mirrors, dual airbags and a CD player.Don't expect this car to compete in a weekend rally and you'll be rewarded with a neat handling, peppy machine that has quietness as one of its most endearing features.It handles corners well, though you recognise quite early that there's a limit.The brakes are fine, the steering feel is typically Korean -- like holding a dead bird -- though the ride is excellent for this class of car.Kia has done a lot of good work on the suspension, which comes as a major shock, given previous examples.The engine is torquey, has a strong mid-range power delivery and though it revs to 6000rpm it's a pointless exercise and will only cost money in extra fuel.The auto transmission is a plain Jane four-speed without accoutrements such as manual selection, though it proved to be well-matched to the engine.I would have liked better fuel consumption, though the car was an automatic and the 2-litre engine was no small fry.The Cerato does its job of transporting people with efficiency and, despite the price, looks like it cost a few thousand dollars more than you paid.This car will meet the needs of people who, unlike me, will contentedly beaver along the freeways and trundle through shopping centre car parks in comfort, with reliability and with spare change in their pockets.

That was, a guide who spoke Italian and English.The second smart thing I did was borrow a car economical enough for Rome's $2.50 a litre petrol wallop, and small enough to squeeze through the traffic yet big enough, so I'm visible to the smoke-belching trucks and erratically zig-zagging scooters.That clever option was a Smart.Built in France and the child of a fractured marriage between Swiss watchmaker Swatch and Mercedes-Benz, the Smart forfour, that is, for four people, is the biggest of the maker's four-car range.Smart is probably best known for its diminutive fortwo – you guessed it, for two people – that in Perth can share a single car bay with another fortwo.The forfour is a different animal because it uses mechanical components shared with the new Mitsubishi Colt. It also has four doors and excellent interior room. Which is all good.The road to the Pope's summer residence, Castel Gandolfo, sits high on the hill with its fortress-like stance overlooking a lake.From Rome the road is incredibly busy, but the Smart forfour picked its line well through the metallic weave.Surprisingly, the Smart drove more like a zippy sports car than a family chariot.It was upset by the rough cobblestone roads, especially at low speeds, though enjoyed a rev on the open highways.I knocked repeatedly on the wooden doors of Castel Gandolfo in the hope that the owner was home but was told, curtly, that he wasn't and to go away.So I did. All the way to Perth where I had a chance to drive the Smart forfour in Australian trim.The four-door is sold here with two engines, the 1.3-litre as tested and a 1.5, and two transmissions and a harlequin of body colours.With a conventional five-speed manual, the cheapest model was also the most fun to drive.Unlike the Euro-spec forfour, the Aussie car had excellent ride characteristics at all speeds.The engine may be small but it's willing, revving cleanly to give spirited performance while being pleasantly economical.While it will get excellent fuel economy around town and even better in the country, the engine is a bit weak on torque and requires lots of gearshifts to keep the performance on tap.It also starts to fall away when you have more than two people aboard so if you're a regular children's taxi driver, the bigger 1.5-litre engine is advised.But it is clear that the Smart 1.3 was made for someone who enjoys driving. Take it for a blast and you immediately notice the taut chassis.It was so much fun and such a delight to drive that it was one of the hardest cars to return after the test.Like the other Smarts, the fortwo, cabrio and roadster, the car has fresh styling that, though a bit tacky and plasticy, is extremely appealing.The cloth-covered dash has goggle-eyed vents, ancillary gauges sprouting from stalks, a cute, little steering wheel and an underdash tray with glovebox.The CD sound system is clean and simple, as is most switchgear.Visibility is excellent and there's plenty of adjustment in the seats and steering wheel.The rear seat slides on runners to boost boot space. With leg and headroom for a 1.8m backseat passenger, the boot space is minimal though with kiddies on board it deepens to hold lots of shopping.The basic 1.3-litre Pulse as tested has airconditioning, electric front windows, central locking, two airbags, alloy wheels and a CD player.The electric sunroof is a $1620 option, though you can have a full-length fixed smoked-glass roof for about $800.It's a superb little car and if you're in the market for a small four-door hatch, this must at least be seen.

Possibly because there is no front lawn, but more likely because spending time on a car is seen as an activity pursued only by the most fanatical of motoring enthusiasts.In an attempt to hide the dirt, motorists with little care for washing their cars choose drab grey, black, olive green or military blue paintwork.But there are exceptions, because Europe is, as a whole, an exception.Like the marmalade Renault Sport Megane 225, complete with Fanta-drenched seatbelts.Previously on test there was a Renault Sport Clio in bright blue. With silver seatbelts.All designed to stand out in a crowd. Not only that, but designed to have stand-out street cred, because the Renault Sport badge indicates something exceptional.The Renault Sport Clio tested in January was smart, spirited and soulful.The Megane 225 is a more adult interpretation, with bias on comfort and cabin room.It is basically a Megane hatch, with more oomph, tauter suspension, bigger wheels and more luxury items.The Megane hatch's distinctive bum remains, as does the vertical rear window and wheel-at-each-corner stance.Look closer, past the orange paintwork, and you see it sits squat on the road, with an attitude that shouts aggression.Though a tad odd in appearance, it grows on you in a macho sort of way. That aside, it's likely you'll be convincing the wife it looks nice, possibly for the rest of your life. Once inside, however, she would agree that the seats are wide and very supple, as is the ride and quietness.Equipment includes auto up/down windows all around, clever under-floor storage areas and well-placed front armrests.The standard kit list is exhaustive, leaving virtually nothing on the option list.Even the turbocharger is standard, at least on the $42,000-plus 225 version tested. The 225 refers to the horsepower.Mated with a slick, six-speed manual box, the 2-litre engine is a sparkler that will give most cars a run for their money.Though turbocharged, the engine feels very understressed and is noted more for its stump-pulling low-speed torque than its ability to sing at high revs.For this reason, it is an easy and almost lazy car to drive. It's quick off the mark, but its real forte is mid-range strength.Handling is good, but only up to a point. It has a tendency to show increasing degrees of understeer precisely when you think it's actually tracking the corner very well.As such, handling rates as very good, with the disclaimer that this is a nose-heavy vehicle. Excellent for the country, but a bit of a handful in tight corners.In that manner, it is most unlike its nimble and virtually fault-free Clio Sport, which handles like a Mini Cooper S used to.And though it doesn't show it, it can get very dirty when pushed hard.

While I was growing up in the bush, people were making music surrounded by a culture that became a lifestyle.By the time I woke up and it all meant something, I'd virtually missed the Beach Boys, started drinking the wrong beer – there is, as I found out later, no such thing – and the Woody wagons of western America only appeared in a blur as a Morris Traveller with WA number plates.Which is why Chrysler decided to let us more mature drivers relive the bits of our youth that we either missed or couldn't afford.A bit like reading a Phantom comic where the writer says: "For those who came in late..."Welcome to the PT Cruiser. This is a wagon of the 1950s without the dry rot of side panels made of wood, an engine without a downdraught carburettor resembling a sparrow's throat, and, God bless them all, seatbelts.I must say I like this. The PT Cruiser is an extremely thought-out package that makes the wagon a very appealing machine for the thinking family. It was raining hard when I unloaded the groceries the other day, but the high hatch lid kept me dry. The plastic bags of food were strung on neat hooks provided by a moveable parcel shelf.If I wanted more space, I would have folded the split rear seats flat, then folded the front passenger seat forward to create a giant flat sleeping or loading zone.Its US heritage – despite the fact it's made in Mexico – reflects in the plush ride, accent on soft furnishings, and a few garish fittings dug up from the Beach Boys days.There's lots of leather in the Limited edition, with some stylish panels of alcantara thrown in, plus a gearshifter comprising a naked vertical rod of chrome topped by a black sphere.In my day, that would be an eight-ball, drilled and tapped in my father's garage to suit the thread of the gearshift rod.The dashboard is predominantly soft-feel black plastic, with silver finishes to the instrument surround.It all looks nice, but it's a bit messy. The electric window switches are top and centre on the dashboard. The buttons on the doors are locks, not window buttons.There are plenty of cup holders, indeed there is sufficient personal storage space, along with lots of sensible switchgear, including simplistic ventilation controls.In the PT Cruiser's latest guise, the engine goes from 2-litre ordinary to 2.4-litre ovation. It's obviously a lot better, though it could still be a lot better.The 2.4 is practically the same style of engine, just with more herbs. It is faster off the line, substantially more torquey and seems to have got quieter. The handling, however, is ordinary.The car tested was a five-speed manual with a notchy, yet positive, shift. A four-speed auto is optional, though don't expect tyre-screeching acceleration.I like this car. But don't buy it for its performance. Buy it because it is different, because it is surprisingly roomy, has one of the most versatile interiors on the market, and has loads of features.And you'll never lose it in the shopping car park.

With the revision of the Swift nameplate Suzuki has gone back to a time when the company was a major player in the cheap and cheerful playground.More importantly, the product it has stuck the name on is one that is going to surprise more than a few with its character.Recent experiences with Suzuki – the Vitara V6 being the exception – have not always been uplifting. The Ignis was forgettable, the Liana inoffensive at best.It was with some degree of anticipation that the Swift's time in the test garage was settled. Reports, both local and overseas, had been favourable. They were right. There is much to like about this little car. It is sometimes difficult to quantify what individual elements best combine to produce a successful whole. The Swift is a case in point.Item by item the Swift doesn't produce much that is a standout – it's all pretty good but generally on a par with others in the segment. Stylistically it is very much in the cute box mould. A strong front styling gives it presence and a squarish body allows for comfortable interior space.For a $15,990 car the standard fittings are impressive. Swift comes with dual front airbags, ABS brakes, a six-speaker in-dash CD stereo with steering wheel-mounted controls, airconditioning, height-adjustable seatbelts and driver's seat, electric mirrors and windows, power steering and remote central locking. The test car was fitted with the "S pack" which, for $2000, adds side and curtain airbags, alloys and foglights.However, it is not just the list of what is in the car that impresses but the thought that has gone into the little extras.A knick-knack tray under the passenger seat is perfect to keep odds and ends out of sight. The inclusion of a pressure pad release for the rear hatch is a touch of class missing from many far more expensive models.The feeling of batting above its position in life continues in the interior of the Swift.A distinct feeling of being in more prestigious surroundings persists with well-designed, quality-feel controls and comfortable, supportive seating.Pleasant surprises keep coming with the Swift's behaviour on the road.Impressively solid and grounded, the Swift suffers only from a slightly choppy ride at low speeds but when up and rolling the ride is stable and comfortable.The manual box is light and surprisingly precise (for its class) but the clutch is too light and the uptake too high up in the travel.A substantial feel to the steering wheel is in keeping with the quality feedback the front-driver provides. Turn-in is precise without being sharp but the chassis offers impressive stability under load.Don't be put off by the fact the Swift has drum rear brakes. Coupled to an effective ABS system the disc front/drum rear set-up works strongly and offers good pedal feel. Raw figures – 74kW@6000rpm and 134Nm@4000rpm – don't do the Swift's performance justice.The manual option definitely works best with the 1.5-litre engine, which spins up willingly and when held at the higher end of the rev range (anything over 3200rpm keeps the pot stirred) can be a lot of fun.In automatic trim, the Swift can struggle to get off the line, particularly with four passengers on board, but finds its legs when it's up and moving. Fuel economy is good rather than frugal. The manual on test averaged in at 9.3l/100km – mainly around town and certainly skewed slightly towards the thirsty side by the amount of fun being had with the gearbox. Suzuki claims 9.0l/100km about town and 5.9l/100km on the open road.Can't wait for the GTi.

Kickoff is $72,000 – a hefty old ask for what is essentially a three-door hatch.You could buy any variety of Subaru's Impreza WRX for that figure and still pocket plenty of change.But then, your new car would not be a German bahnstormer and it would certainly have a completely different feel to the super slick Audi which really hits the sweet spot.The naturally aspired 3.2-litre V6 produces a sizzling 184kW of power at 6300rpm and 320Nm of torque between 2500 and 3000rpm. It is currently the most powerful engine in the range, that is until we see what the new S3 has to offer.Drive is fed to the ground through all four wheels via Audi's Quattro all-wheel drive system, with electronic stability control to keep things under control. The ESP can can be switched off if desired but really this is not necessary as we discovered because it is not intrusive.With the V6 on board you don't get a choice of transmissions. It is the double clutch DSG tranny or nothing. Having said that, it is much faster than a normal auto and with six cogs to play with, there's plenty to go round.We should make a special mention here of the Sport mode, which is not much good around town, but really comes into its own on winding country roads. The gearing is very aggressive, it changes quickly and only does so when necessary, leaving the driver to get on with the job of steering the car. You couldn't ask for a better compromise.In terms of power the A3 should trounce the Rex and it does, (at least the equivalent auto model) even though the Audi is a good 75kg heavier at 1525kg. This is like having someone in the seat next to you the whole time. Suffice to say the A3 goes hard, with a 0-100km/h taking 6.4 seconds and the top speed electronically governed at 250km/h.Handling is top notch, in a well balanced package that hugs the road. The ride is form but not uncomfortable. Brakes are excellent with big fat 17 inch alloys and 225/45 high performance tyres.Despite a heavy foot we still managed to still get 11.2L/100km from the 60-litre tank in just over 1000km of driving, which is excellent considering the size of the engine. Note however that it takes premium unleaded fuel and prefers the 98RON stuff if the budget runs to it.Lots of standard equipment including six airbags, suede leather upholstery and a first rate sound system.

Zooming around the back streets with a smug grin, I'd pull up at the lights feeling the heat of sideways glances and whispers ... "who is she? What's that gorgeous car?"The fantasy flourished and as long as I was behind the wheel, I was a young, single, professional glamourpuss emboldened by the shiny blue and white marque signalling financial success.Yes, darling, I was driving a Beamer, a baby one at that – the 1 Series 120i.Practicality be damned. Barely room for a stroller in the boot and leg room for the baby in the baby seat, I was in strong denial.No my back did not twinge as I crouched down to get into the low-rider driver's seat.Sure this Beamer was compact but rear-drive handling meant a smooth and sleek driving experience in a four-cylinder, four-door supersonic "valvetronic" two-litre engined machine.My 188cm tall friend Andy may have struggled for head and knee space in the back seat, but I was amply comfortable in the front.Even the tiny rear window with its wide blind spot in the left and right corners was not enough to dissuade my enthusiasm. I would use the distorted side mirrors to negotiate reversing.Controversial BMW designer Chris Bangle has not only come up with a luscious shape for prestigious hatchback lovers but has also thoughtfully considered the issue of broken fingernails with a push-button ignition and run-flat tyres, meaning there's no spare in the boot and thus no need for messy roadside changes.Get a puncture and a girl can glide for 150km at speeds up to 80km/h before needing to find a hunky garage attendant.Airbags to the side and front are incredibly reassuring to accident-prone drivers.But my sobriety arrived when viewing the price tag – $41,900 for this six-speed manual beauty. Driving this car is akin to wearing a pair of Manolo Blahnik shoes for the desired effect of looking beautiful, desirable and nose-bleedingly wealthy.If you're willing to shell out the shekels for a city runaround competing with the likes of the Audi A3, Volkswagen Golf, Mazda 3 and Holden Astra, then by all means do.This car is a must-have accessory.Hang the expense and buy the extra satellite navigation, bluetooth telephone system, bi-xenon headlights and park distance control.Better still, have a wealthy lover with his own Beamer to buy you a matching mini version for the garage.It's nice living in a fantasy world isn't it?LOVE IT, LEAVE ITBMW 1 Series 120i Six-speed manualPrice $41,900LOVE ITSexy shape and stylingZippy six-speed gearboxLumbar supportParkabilityLEAVE ITBlind spots at rearLack of rear legroomOver-sensitive indicatorsLow roof

The not quite a hatch, not quite a people mover, is extremely well equipped, with a speed limiter standard equipment on all models.It's not something we normally see outside a Benz and comes as a real boon for speed camera-shy city drivers. Dial in the speed and it won't exceed the limit unless you tromp the accelerator.It's cars like the Scenic II that redefine where the family sedan is headed.Scenic II is priced from $29,990. Add $2200 for automatic transmission.Scenic II sits on the same platform as the Megane II hatch and sedan and shares much of the same componentry, including of course the engine. Style-wise it gets the controversial French bustle but it is not as pronounced as in the hatch.The car seats five with individually moulded seats for the rear three passengers instead of the normal bench seat. The centre rear seat is slightly smaller than the other two.The 2.0-litre, variable valve equipped four cylinder engine delivers 98kW of power at 5500rpm and 191Nm of torque at 3750rpm. Not the most powerful or torquiest of engines around but works well in combination with the transmission. Good fuel economy too.Transmission is a choice of either six-speed manual gearbox or four-speed "pro-active" tipshift style automatic. Our test car was fitted with the standard manual change mounted high on the dash within easy reach. It is smooth and intuitive and delivers the best performance the engine has to offer.The Scenic is a gadget lover's dream, with a digital speedometer and lots of switches to twiddle. It all takes a bit of getting used to, but once you work it out the car is user friendly. Kids will love the underfloor hidey holes.Scenic II scores a full five star safety rating. Safety features include dual front and side airbags, curtain airbags and front and rear seatbelt pretensioners. ABS brakes with elec- tronic brake force distribution (EBD) and emergency brake assist are also standard.Fuel economy is good at an average of 9.6L/100km from the 60-litre tank. And like the old one, it prefers premium but runs happily on standard unleaded.You don't get alloy wheels with either of the lower grade models. Standard model also misses out on climate controlled airconditioning, rear power windows, an automatic parking brake, and a mirror for communicating with rear passengers and a few other little things – but that's about it.There's always a catch and in this case be warned that any colour apart from white attracts a premium of $650.

"Have faith," I insisted, with fingers crossed. "It's a smart car."I had heard great things about this "Mini-Me" vehicle: tough, comfortable, reliable, revolutionary even, part of the Mercedes-Benz group.And, after all, it's called a forfour ... for four people ... so why not put it to the test?Well, aren't I just the smartypants. The forfour passed the test with flying colours.The only place the smart car struggled (and only a little) was pushing up through the Adelaide Hills. But, don't forget, the 1.3-litre engine was working overtime with the car loaded to the brim. It's surprising what you can fit into a car that measures just 3.7m long and 1.7m wide ... four people plus enough gear for a weekend away, including liquid refreshments.Yes, there is enough room in the boot for an Esky. Just. In fact, the entire back seat moves forward or back to allow for more leg room or luggage – depending on how nice you want to be to your passengers.The 2/3 split seat also folds all the way down so you have a mini version of a station wagon.A common misconception with this little car is that driving it will make you feel vulnerable because it's so small.Not so, thanks to a lot of smart ideas. The roomy interior makes you feel like you're in a much larger car.Safety was obviously a big consideration in the smart design, starting with the tridion safety cell (sounds like something out of a Dr Who series).Then, add dual front and side airbags, integral safety seats (whatever that means), seat-belt tensioners, belt-force limiters and a whole ABC of safety features, including ABS brakes with EBD (electronic brakeforce distribution) and ESP (electronic stability program).As for looks, this little car is a smart dresser, thanks again, in part, to that tridion cell – the frame on which the forfour is built.The cell is also the base for some pretty snazzy colour co-ordination. Pick one of three frames and then chop and change the other panels (from a choice of 10 colours) to create the look you want – sleek silver, bold red and black, trendy black or adorable panda. The panels are made from scratch-resistant plastic, robust enough, Mercedes says, "to withstand light bumps virtually unscathed".Unfortunately, I can vouch for that – thanks to some smart alec who hit me and then took off.Barely a scratch on the bumper.But the smart ideas don't stop there. Here are just a few more to whet your appetite:Automatic windows in the front but manual in the back.A tray by the side of the front seats ... how often have you dropped something down the side of the front seat and then struggled to find it?Removable ashtray.A four-way interior light with a soft glow or stronger individual reading globes.LOVE ITEverything – the look, the size (small on the outside but big on the inside), easy on the juice and especially the fact that other cars seem to "bounce off" those special body panels.LEAVE ITHaving to give it back.

They all reflect a relentless drive to challenge Mercedes and BMW for prestige-class honours, and they do it with style and driving enjoyment.The most obvious change is the new grille on the latest models, and nothing reflects it better than the all-new mid-sized A6.Carmakers often talk about the need to pass the "100m test", so people know their car when they see it coming down the road.The Mazda MX-5, which is set for a makeover in less than a week, is an example of keeping the overall impact but changing the details.Audi went all the way with the A6, installing a confronting grille that means the car could easily pass a 500m test.And it is going to be on everything it produces, starting with the new A4 being previewed in Australia this week and including that crucial all-wheel-drive.The nose means you always know when a new A6 is around.It makes the car easy to find in a car park.But the body change is more than just a grille. The smooth lines and sweeping curves provide an instant contrast to the chunky look of the latest BMWs.Audi says the latest A6 was developed as an executive express. Its key word for the car could have been smooth. It has a smooth body, a smooth cabin and smooth engines.The price is a little lumpy. The starting sticker tops $80,000 and a V8-powered top-end model is more than $150,000, but the cars are great value in their class.The new A6 is larger than the previous car, which means plenty of cabin space and a giant boot, even without folding the back seats flat.But Audi has emphasised the car's luxury position by shaping the rear seat for two comfortable adults, not three kids.The mechanical package is an up-to-date reflection of the latest work at Audi. Engine choices are from a 2.4-litre V6 with 130kW to a 4.2-litre V8 with 246kW and a breakthrough V6 diesel (pictured top right) that Audi believes will boom in coming years.Customers can get an A6 with front-wheel-drive, but its signature quattro all-wheel-drive will be the popular choice.The car has electronic systems for traction control, stability and anti-skid braking, as well as a continuously variable automatic gearbox and six-speed auto with tiptronic control.Safety gear matches the best in the business. It has a five-star safety cell, airbags for both front passengers, a giant side airbag for head protection and separate bags for rear passengers.The luxury gear is just what you'd expect in the size and price class, from leather-and-wood trim to CD sound, satellite navigation, a television tuner and phone kit, electric seats and all the usual electric assistance gear.Audi also has the latest version of its computer command centre, the MMI. It is, as always, much easier to use and much more useful than the iDrive controller in a BMW.