Hatchback Reviews

The Renault Sport Clio is one of the surprisingly capable entrants in the performance market that is set to rejuvenate the hot-hatch title.It, together with its turbocharged Megane 225 sister, will mount a strong challenge against traditional sports-oriented rivals from Japan.Despite the Clio's benign appearance, the injection of a bigger 124kW 2-litre engine – up from 72kW 1.4-litres – is sufficient to make it quick off the mark.But that's only half the story.All that power driving through the front wheels theoretically makes this a handful through the bends and on wet roads. Not so Thanks to excellent suspension design, a rigid body, grippy tyres and a light weight of 1035kg, the Clio is an extremely quick machine through the corners.It also boasts strong brakes and pin-sharp steering – all the hallmarks of a hot hatch – and is a delight to drive in the city.But it's not what I'd call cheap. At $32,990 it's getting up there in price, even though it comes with electric windows, airconditioning, alloys, ABS and other good gear.I guess you'd also have to be something of a fan of European cars because they tend to require a dedicated owner who can put up with the odd foible. The same applies to big sister Megane 225.This is also a product of Renault's performance arm, Renault Sport, and is aimed at the serious driver who wants something a bit different.Based on the standard Megane sedan, the 225 – which indicates its horsepower and equates to 165kW – comes with a host of go-faster mods and superb handling in the same vein as the Clio.Unlike the standard Megane range, the 225 is made at Renault Sport Technologies' factory in Dieppe, which gives an indication to how serious Renault is about producing a capable machine.Above the normal Megane five-door, the hot version gets as standard fare a bigger front air-intake, a wider stance, lower suspension, twin exhausts, Brembo brakes and 17-inch alloys.Inside are leather seats, leather-wrapped steering wheel, alloy pedals and orange seatbelts. The Clio comes with silver belts.The car also gets climate-control airconditioning, electric everything, six airbags, stability control and cruise control – in fact, it's dressed up as an executive express.It's also not inexpensive at $42,990, though its pretty much on par with the Subaru WRX – except for the all-wheel-drive – in price and power.It will run hard to 100km/h in a 6.5 second time – and that's pretty quick for a big family hatch.The 225 is also a very flexible machine thanks to strong low-speed torque, which also makes it a doddle in the city.Both these Renaults are definitely worth a closer look.

In any event, there are many buyers – young and not-so-young – who just love well-sorted quickies.Hence the market for compact performance cars, which can be driven for economy around the city or set alight, in the right environment, for some fun motoring.The BMC Mini – particularly the Cooper S – gave birth to the segment.More recently, Subaru has set the standard for affordable performance with its WRX – a top performer with a sub-six-second sprint time at a sub-$40,000 price.Peugeot's 206 GTi is $5000 cheaper and only 1.5 seconds slower. And the new Mini Cooper S is a full financial member of the category at only $710 more than the WRX with a 0-100km/h time of 7.2 seconds.Renault has added the Sport Megane 225 to the hot hatch class to which it was already a member with the Clio Sport.The quick Megane is fully credentialled with a 0-100km/h dash in 6.5 seconds, a standing 400m in 14.6 seconds and a top speed of 236km/h. At $42,990, it is not the cheapest car in the class but it does come with sufficient kit to justify the price. The Megane is not a small car in the truest sense – and is highly individualistic in its styling.The Sport Megane 225 hatch is powered by a 16-valve turbocharged two-litre four, which generates a wholesome 165kW of power and 300Nm of torque to the front wheels via a really slick six-speed manual gearbox. The motor is the work of the brand's motorsport arm, Renault Sport Technologies, which was given the task of producing a performance motor suitable for daily use.The engine finds an ideal home in the Megane hatch, which has been modified to match the firepower of the engine.The Sport Megane body is enhanced with a wide air intake grille to ensure that the intercooled turbo gets plenty of fresh air. The rear bumper skirting is cut away to make way for the large-bore twin-pipe exhaust outlets.A spoiler, integrated in the upper part of the rear hatch, boosts stability at high speeds.The Sport runs 17in alloy wheels, which fill the wheel arches nicely, maximising the model's muscular looks.The sporty driving theme continues inside through the use of leather steering wheel, aluminium pedal pads and a graphic treatment of the instrumentation. The Sport shares the same round-backed hatch body with naturally aspirated versions of the five-door hatch Megane line-up – unlike the Impreza WRX which is available in both hatch and sedan forms.Buyers will love the rump or hate it, with very few "don't knows". But enthusiast drivers attracted by the dynamics of the car will not be put off by the rear styling.After all, previous "Rex" models were not all that pretty either.Now for what the Sport Megane has to offer.The "blown" two-litre is a willing worker off the line without any lag, which flaws so many turbo models.The addition of a full complement of stability kit ensures that there is very little torque steer – the tendency of a performance front drive car to pull to one side – under full load.Power peaks at 5500rpm but the 300Nm of torque is reached at 3000rpm.The twin-scroll-type turbocharger delivers the goods throughout the various rev ranges without any flat spots.The engine is a real joy to fire into action and the six-speed, close-ratio manual transmission is a sheer joy to flick from cog to cog with the short, sporty shift.The car rides on a proficient chassis, which is firm but not brutal and keeps the body from undue movement under severe cornering forces. The Sport Megane comes standard with anti-lock brakes, stability control, emergency brake assist and understeer control. Everything works according to the plot to ensure the car is nowhere as skittish as hot cars of days gone.Anyone who gets into trouble has the backing of five-star Euro crash test rating, double volume dual airbags, side airbags and curtain airbags plus seat belt pretensioners front and rear. Variable power assisted steering gives the car a good road feel – particularly during cornering when directional correction is required.The Sport comes with a long list of standard items, including cruise control with a speed limiter, six-speaker CD sound system, electrochromic interior mirror, automatic headlights and automatic windscreen wipers, variable depending on the amount of rain.An optional LX pack which consists of a sunroof, a six CD stacker and full leather trim is available for $4000.AT A GLANCEThe Sport Megane is one of those cars which can make your day – day after day.Anyone who appreciates affordable power will be enthralled by what the car has to offer.Forget the rounded rump – this is a sports hatch which should be driven and considered by anyone in the market for a hot not-so-little number.

The Corolla-sized compact is the start of a change of life at Proton.The Malaysian brand is looking to make its own way in the car world, and not just by trumpeting its ownership of the Lotus sports car company and Italy's wonderful MV Agusta motorcycle brand.The Gen2 is the first in a new generation of Proton cars. It's a product from a new generation of management, a new design from a new generation of local designers and the signpost to a future without help from the Mitsubishi cars and systems that got it started.Proton says the Gen2 is proof the company can go it alone in the 21st century.It shows plenty of promise, featuring styling that is clean and attractive, its own Campro engine, suspension by Lotus and a distinct Proton personality.It's a Proton package, from the first design sketches to the final assembly at the company's huge new assembly plant outside Kuala Lumpur.And it's a good drive. Here is a car that's surprisingly sporty. It has compliant suspension with great grip and nice feedback.Proton Australia has also done a good job on the pricing after earlier mistakes, starting the Gen2 at $17,990 and holding even the flagship H-Line car to only $20,990.But the Gen2 has a long way to go on the quality front.The basic assembly work is fine, but there are some glaring flaws in components and cabin parts that point to the inexperience and – perhaps – incompetence of Malaysia's supplier companies.The car has to be marked down over mismatched plastics, faulty switches, scratched gearknobs, and general squeaks and tizzes.When you add the need for premium unleaded fuel for an engine that is only a 1.6 in a field of 1.8s, and the potential for longer-term quality problems, the Gen2 is not going to make a breakthrough in Australia.That's a pity, because it has plenty of strengths and Proton is trying to build a solid following.It has cash and commitment in Malaysia, and has learned from mistakes, including silly names and poor pricing. But still the Gen2 isn't going to worry the class-leading Mazda3 or even the Hyundai Elantra.Vfacts sales figures for January show its place in Australia. Proton sold 49 Gen2s against small-car sales leader Mazda3 (2781). Toyota sold 2593 Corollas and Holden 2459 Astras.So Proton is at the bottom of the class on sales, but it will improve.It has lots of new models under development, and has plans to push its name and representation in Australia, so it's perhaps best to see the Gen2 as the start of something new.

It didn't really matter, the point had been proven. In its segment, the 2.0-litre Golf was a long distance tourer with few peers. This is aided by a fuel consumption average of less than 6.0-litres/100km – without really trying I might add.If you had a go, the Golf diesel might give 5.0 or even less if you were good enough.On top of this, it delivers excellent performance especially in the mid range. High-tech engine runs smoothly, has 103kW/ 320Nm output.Six-speed auto is also high-tech with adaptive capability and special clutch mechanism with minimal slip. Never caught in the wrong gear. Offers tiptronic selection.Six speed manual is standard.Scores five star NCAP rating.Retains distinctive Golf DNA with links to other VW models. Looks smart, has five doors, five seat capacity, more interior room than before.Boot is decent size, spare is a space saver.Handling is sporty with impressive ride comfort – a good compromise for everyday use.Steering is electro-mechanical power assisted, offers great feel, precise control.Powerful disc brakes, grippy tyres, ABS, traction control, etc. are standard equipment.Clever body repair technology allows crash damaged door skins to be replaced not entire door.Well equipped across the range. Interior is stylish and functional.Diesel engine has low emissions, passes stringent EU4 regulations.Starts quickly, no glow plug warm up. Slightly noisier than petrol at idle.Laser welded body is a comforting thought, contributes to chassis/body strength.Golf feels like a larger car than it actually is. Helped by supple suspension, interior space and feel from the driver's seat.With the lower priced 1.9 diesel, this model could be responsible for a dramatic upturn in the choice of diesel engine passenger cars. It's that good.

The Chrysler PT Cruiser certainly looks like no other car on the road, has attracted a core of diehard fans and even spawned a club of owners.But does it raise your pulse?Since it was launched in 2000, it hasn't raised many pulses. Last year it sold only 974, which was 102 more than in 2003, but 120 fewer than the quirky Toyota Prius hybrid.However, pulses may quicken now that Chrysler has replaced the two-litre engine with a 5kW more powerful 2.4 unit. Power is now up to 105kW at 5200rpm and torque up 14 per cent to 214Nm at 4000rpm, but it's still no hotrod.Launch from the lights is prompt, but overtaking power is a little slow on stream and it struggles under load and on steep gradients.The engine sounds noisy and harsh, but transmission vibration has been reduced by twin-counter rotating balance shafts that smooth out the four-stroke beats.Chrysler doesn't seem to have upgraded the clutch to account for the extra power and torque, so you get a bit of shudder until you master matching engine revs to road speed.The light clutch may be handy for some drivers, but it makes smooth driving a needless chore.Fans of retro styling will admire the attention to detail, such as old-style chrome door handles with push buttons and the abundance of chrome inside.But the now-leather steering wheel is a little too old-fashioned with tilt-only adjustment and no audio controls, despite the volume knob being way over on the left for American left-hand-drive.The upright stance of the car is reflected in the interior accommodation which is high and straight.While there are 32 different seating configurations thanks to split rear seating, there is only room for four adults or two adults and three small children. However, legroom is quite good.New for 2005 is a Grand Tourer (GT) edition with performance suspension and tyres on 17-inch alloy wheels.The combination helps control the daunting understeer of this front-wheel-drive machine.Other new touches include a body coloured rear roof mounted spoiler, silver shift knob, leather steering wheel, overhead console, front and rear fog lights, electronic touch pad on the boot and stalk cruise control as standard on all models except the manual Classic model.All models (Grand Tourer, Classic and Limited) offer manual or automatic gearbox.Standard safety equipment includes front and side driver and passenger airbags, low-speed traction control and four-wheel anti-lock disc brakes.Options include a security alarm, sunroof and new exterior and interior colours.

Knowing that Lotus has its parent company in Malaysia also gets a lot of attention, primarily disbelief.But that's life in the British car industry, which has seen virtually all its big brands succumb to offshore ownership.Lotus owner Proton doesn't dwell on history, rather it picks up on its British arm's substantial engineering excellence and injects it into its latest five-door hatch, the Gen.2.Yes, that's its name. Though for following traffic, the bootlid says CamPro Gen.2, proving that the erratic English of a 1960s Japanese car industry is not dead.For heaven's sake . . . CamPro sounds like the nickname for a South-East Asian prostitute and Gen.2 sounds like her daughter. Wombat would have been better.But what's in a name? The car is well designed, freshly styled with a blunt Mazda-like nose and a sweeping tail that is a bit Volvo S60-ish.It's not a big car, though there's ample room for four adults and the boot is both spacious and extendable, thanks to the split fold-down rear seats.Proton designers neatly trim the cabin in soft beige hues, so it's all quiet pastel and airy and welcoming in a warm and fuzzy sort of way.The dashboard gets top marks, with easy-to-read instruments, Blaupunkt radio/CD that looks as though it came out of a Citroen, and an unusual vertical stand for the ventilation and airconditioning controls that is straight out of a Lotus Elise.But there's no glovebox – an underdash tray holds your gear – and only one cupholder.The seats are remarkable in having virtually no lateral support – but more of that later.A bit fell off, but I put it back, indicating quality control is the next priority.The best thing about the Gen.2 is its ride. It rates as one of the best rides in its class and has handling that will put cars costing three times its price to shame.The steering feel is excellent, as are the ratios; the road holding is sharp and the body stance is flat; and the engine – though well down on power – is an eager player for some quick motoring.Even the brakes are all-wheel discs, so the taut chassis is somewhat of a big, yet welcome, surprise.But while you're enjoying that handling, your body is not. The seats are well finished, but have no lateral support and a shallow cushion, which don't produce much comfort. In effect, the car's handling is way above your ability to sit there and exploit it.The engine appears to have all the credentials, though at 82kW it's down a bit on its rivals. However, it gets along without fuss and it accelerates faster than you expect.The manual gearbox linkage is a bit notchy, though the ratios are well suited to the little engine.It's a pretty good car at an exceptional price that outpaces the Koreans.The final comment is that Proton's use of a space-saver tyre is inexcusable and, like any other carmaker who wants to go cheap on the Australian public, should be made illegal on safety grounds.

In this case, I'm talking about Holden's Astra. I loved the last model's flat rear, but now things have gone futuristic and curvaceous. It seems that's the trend, curvy lines and big bumpers.But I'm not convinced the new shape is better than the old. Perhaps I'm being too superficial here, as looks aren't everything.Especially when the test car, the top-of-the-line Astra CDXi, came with a host of inclusions to sway me. Sports styling, projector headlights and 16in alloys. Smartly dressed black leather, electronic climate control, cruise, electronic trip computer ... All very cool.Even so, it did take me a few days to warm to the Astra. I was driving along when all of a sudden I started to get hot. Really hot. I looked over to my passenger, who was grinning madly. A quick scan of the dash and I flicked off the seat warmer button that I hadn't noticed was there.Now it's not that I'm not observant or that it took me four days to discover these gadgets, but there are so many knobs and buttons in the Astra that I still don't know what half of them were for. There are nine buttons alone to preset radio stations.Then there are numerous buttons for the stereo/CD, and none of them giving away which ones operate what. Never mind, because the Blaupunkt sound system is brilliant.Unfortunately, and perhaps it was just me, I found the five-speed Astra wasn't happy in lower gears – it stuttered a bit in first and second, making ungracious sounds.But moving up the gears, it quietened down. And once it got going, I couldn't fault the Astra – it is flawless and nimble, and the 1.8 litre delivers plenty of power.Now, while I'm still on the gears, there is an awkward feature. The gearstick. Two things struck me straight off – its odd, chunky shape and that reverse is next to first gear.You have to lift a lever at the back of the gearstick to lock it into reverse. It took me three attempts to master.The chunky gearstick was awkward to grip, and maybe that explains why it was stuttering in lower gears. But in the end, it was like all new things and just a case of getting used to something different. And by different, I don't necessarily mean bad. In fact, now I'm quite fond of it. Pity I had to give it back.

Top of the hip hop heap from the day it hit the road, the Jazz has been dethroned as the king of cool by Smart's Forfour.The funk factor starts with the name – Forfour – chosen because Smart's latest model is designed to carry four people.It also works for the Fortwo, which got the brand up and running and has just been approved for two-cars-in-one-space parking in many Australian cities because it is only three metres long.Then again, the sporty Smart is called the Roadster. Whatever.The Forfour's youthful approach is reflected in everything from the car's polycarbonate roof to plastic doors and a fabric-covered dashboard.The design is one of the trendiest on the road today, and turns heads all the time."Wow! What is this?" asks Annette at the tip when she spots the Forfour."This is different. I'm not sure that I like it for me, but it is definitely different," says Todd at the service station.The Forfour is that kind of car.It's for people who want to be seen, who want people to know they are different, and believe the baby Benz brand has something for them.But the Forfour is not what it seems. Not entirely, anyway.It came from a joint development program with the Mitsubishi Colt, which includes everything from the engine to the underbody, and is being bolted together at the Nedcar factory in Holland.But we've driven the Colt, and the Smart is very different. It is more lively, more enjoyable and – no surprise for a Benz brand – more expensive.Make that much more expensive, because the starting price is $23,900 for a Forfour with a 1.3-litre engine. It is possible to go closer to $30,000 for one with a 1.5-litre engine and some additional equipment. This is in a class in which plenty of cars are below $20,000 and even a top-line Jazz VTi-S is $21,790.Still, the price isn't hurting sales and DaimlerChrysler says the Forfour is giving the Smart brand a big shot in showrooms.Sales of Smarts were up 240 per cent last month, from 20 cars in January 2004 to 68 this year.It doesn't sound much, but it shows the brand is getting closer to the critical mass it needs in Australia.It's no good having good cars if no one sees them, but the Forfour is doing the job on both fronts.The Australian Forfour sits closer to the fully equipped model sold in Europe and has everything from airconditioner and CD sound to 15-inch alloys and electric windows.Smart has been surprised by the reaction to the car, particularly the popularity of the costlier 1.5-litre version, and has been forced to mount a special trip to Germany to stock up."Everyone is going for the larger engine," Smart spokesman Toni Andreevski says."We thought people would be more sensitive to the price, so we ordered more 1.3-litre cars, but the reverse is true."He also says the Softouch Plus semi-automatic manual gearbox, which costs $1035, is also more popular than expected.

The fifth generation Golf features a range of new petrol and diesel engines, from the entry level 1.6-litre to a larger 2.0-litre petrol unit, along with 1.9-litre and 2.0-litre turbo diesel power plants – and more engine options to come.While diesel engines are noted for their super economy, the petrol engines this time around are not far behind.We recently tested a Golf 2.0-litre FSI which in manual form is claimed to return an average of 8.0 litres per 100km from its 55-litre tank.Granted it does so using more expensive premium unleaded fuel, but that's close to 700km from a single tank.In practice, the Golf returned about 9.7L/100km according to the trip computer but that is still excellent economy for a car this size.Our test car the Comfortline manual model is no light weight at 1240kg.The 2.0-litre FSI engine is good for 110kW of power at 6000rpm and 200Nm of torque at 3500rpm.The FSI part of the name stands for Fuel Stratified Injection.FSI engines achieve their remarkably low consump- tion levels by stratification of the fuel mixture in the low and medium speed ranges where the engine operates with an increased air intake.In these conditions the mixture is concentrated around the spark plug positioned centrally in the combustion chamber and the outer areas contain only pure air.FSI models have the option of either a six-speed manual transmission or tiptronic style six-speed automatic.While not as convenient in city traffic, the manual transmission is by far and away the sportier option – and cheaper too.It lends a completely different character to the car as we discovered.In manual form, the 2.0-litre model can sprint from 0 to 100km/h in a brisk 8.8 seconds.Apart from its remarkable performance and econ- omy, the Golf is also very well equipped.In standard form, it comes with ABS brakes, ASR (traction control), EBD (electronic brake pressure distribution) and HBA (hydraulic brake assist).There is also cruise control, automatic wipers and a 10-speaker sound system.On the road the Golf has a solid, large car feel and sits easily on the road, with suspension that is firm but not too firm.We found the tyres squealed easily but the car has high levels of grip.Fit and finish is first class and inside trim is up to Volkswagen's usual high standard.Inside there is an extra 52mm of rear legroom and 24mm of rear headroom compared to its predecessor. The car is also 54mm longer, which provides an addition 20 litres of luggage spaces.Airconditioning is standard.In terms of safety the Golf has earned the accolade of being the safest car ever tested in Euro-NCAP crash testing.All models come with active front head restraints and six airbags: driver and front passenger airbags, driver and front passenger side airbags and curtain airbags front and rear.Our test car was fitted with optional satellite navigation which adds $2990 to the price.Strangely, the navigation CD is forced to share the same slot as the audio CD system which means you can't listen to your favourite music while having the car dictate directions.Golf 2.0-litre FSI Comfortline is priced from $29,990 for the manual and $32,290 for the auto.

Its eye-catching retro-styling puts the car in the same league as the popular new Mini Cooper and well above the less-than-gorgeous VW Beetle.In such an ideal world, a V6 engine and/or a turbocharger would help the package along nicely.Throw in a top-quality suspension and handling package, an interior with quality switches, dials and instruments, truly-adjustable driver seating and inside styling to match the bold outside look and we are really talking popularity.Of course such a machine would cost about $50,000. The 2005 PT Cruiser just released to Australian showrooms costs about $30,000.And as such, the real world clashes head on with the ideal world dreams.The previous model was criticised for being under-powered.Daimler Chrysler has tried to address this by upgrading to a 2.4 litre powerplant over the previous inadequate two-litre donk.Better, yes, but still not quite good enough.The actual engine power increase amounts to just 5kW. Torque is up 14 per cent to 214Nm at 4000rpm.As such the performance delivery is much smoother than from the previous smaller-engined model.The test car, an automatic model, comes with the novelty of a clutchless manual-style operation known as Autostick that enables the driver to flick through the three forward gears.That marginally improves the driver's feel for the car but if you want to change gears yourself, you really should buy a manual.The new model comes in three levels, Classic ($29,990 manual) Grand Tourer ($30,990) and the Cruiser Limited ($33,990). Add $2000 to each for an automatic.The Classic is the base model.As tested the Grand Tourer has better suspension, 17-inch alloy wheels (the others have 16-inch), tyres, a neat body-mounted rear roof spoiler, silver shift knob, leather steering wheels, overhead console and front and rear fog lights.Leather trim, heated front seats, an overhead console featuring a digital display giving you an outside temperature reading and compass information are among the extras on the most expensive of the trio, the Class Limited.The retro feel continues inside but is let down by some rather clunky switches.Turning on the rear window wipers for the first time proved interesting as the switch was eventually found hidden below the radio.The driver's seating position seems unnecessarily high.The dash and driving compartment are functional, but could definitely be bolder to match the striking exterior.Safety features are good with front and side driver and passenger airbags and four-wheel anti-lock disc brakes as standard.Chrysler offer a three-year/100,000km warranty that also includes 24-hour roadside assistance for its duration.The PT Cruiser has in general been well received in Australia.Since its launch in 2000, Chrysler says 4200 models have been sold, including stronger sales last year than in 2003.It's very much a car that divides opinion, clearly based on its looks.People either like it or they don't, and it has proved valuable to businesses wanting a vehicle to be noticed in.So, would I buy one? Yes, based on its great retro looks and pricing. But there are reservations about its performance and the interior feel not really matching its image.