Hatchback Reviews

But that's exactly what Malaysian carmaker Proton is doing with the Gen 2.A four-door with a hatchback, the Gen 2 has been built with the help of Lotus Design Studio in the UK – owned by Proton – which gives it some styling and performance kudos.Proton is marketing the Gen 2 with the slogan "a new generation begins".This model is crucial to Proton's transition from a manufacturer using parts from other marques, such as Mitsubishi, to a stand-alone company.It also heralds the rebirth of Proton as a player in Australia, where it hopes to build to a yearly sales base of 5000.It plans to do this through a revitalised dealer network and a range of new models.As a first attempt, the Gen 2 is pretty good.The interior looks very stylish in the brochures.But slip into the real thing and the amount of plastic and faux aluminium threatens to overpower the clean, minimalist, sporting design.For example, the butch-looking ring on the steering wheel is a piece of moulded plastic posing as brushed aluminium.What looks like the hilt of Excalibur's broadsword is the handbrake lever.The interior is roomy and I liked the high position of the driver's seat with its excellent lumbar support.The boot is also very roomy and one or both of the rear seats can fold down for longer items.The 1.6-litre, DOHC, 16-valve engine fires up readily but you need 2000rpm on the tacho to take off smoothly.Proton claims peak power of 82kW and torque of 148Nm.Maximum power arrives at 6000rpm and torque at 4000rpm.Below 3000rpm the motor is sluggish.Turn on the airconditioner and you have to drop two gears from top to overtake cleanly on the freeway.The Gen 2 redeemed itself on my favourite set of corners in the Hills.The rain-slick road was empty and it coiled tantalisingly up through a small valley of trees.Changing up at 5500rpm in the lower gears of the five-speed gearbox (the engine revs out to around 7000rpm), I made brisk and exhilarating progress.The revs never dropped below 4000rpm, indicating a reasonably close-ratio gearbox.The Lotus-designed suspension kept the Gen 2 pinned to the greasy surface with no bodyroll.It tracked surprisingly well around the corners with very predictable feedback through the power steering.Even on a couple of switchback, uphill hairpins, there was no scrabbling for grip from the front-wheel drive.I reckon the Gen 2 would give its more fancied rivals a real shock in the handling stakes.The question is, how many owners are going to drive the car in this manner? There are quite a few young hotrodders out there looking for a nimble hatchback but the typical buyer of cars like the Gen 2 are commuters, not funseekers.Perhaps a simple remapping of the engine management would bring more usable power and torque lower back down the rev range.Around town, the Gen 2 is easy to manoeuvre, with good all-round vision, slick gearchange and light clutch action.The large marker on the speedo at the 50km/h calibration is a useful speed reminder.Out on the freeway at the legal limit there is too much wind noise from the window seals.Change down to keep the speed up and the engine is loud and harsh compared with many of its rivals in this price bracket.On rough roads, the test car exhibited some vibratory-type rattles.Turning at slow speed in a multi-storey carpark revealed an occasional clicking sound from the front of the car.However, it should be stressed that the Gen 2 on test was a fleet launch car nearing the end of a rugged test cycle.Production cars should be better.One area the Gen 2 received constant praise in was its appearance.A worker at a drive-in bottleshop thought it was an Alfa Romeo.I liked the swooping lines, aggressive-looking headlights and cleanly-cut rear but thought the wheels looked too small for the body size.Priced from $17,990 and optioned up to $22,990, Proton's Gen 2 is a brave attempt to take on the predators in the shark pool of compact cars.

The three-door hatch is part of a new range of hot hatches from Renault, which includes a Clio Sport 182 Cup (add $2000 for stiffer suspension, lower ride height and charcoal-coloured wheels) and its bigger brother, the Megane turbo-charged Sport.Revisions to the engine give the Clio Sport 182 an extra 7kW of power – now up to 131kW – and peak torque (200Nm) is reached at 5250rpm, 150rpm earlier than before. Now, 80per cent of this is available from 2000rpm.Torque is noticeable underfoot in all gears, with fifth gear able to carry the car from lower speeds.The Sport has a hotter exterior than the tamer Clio models and subtle changes from the previous model include the sporty twin exhausts that protrude from the rear and the different-coloured alloy wheels.The twin exhausts produce a noticeably sporty note.The five-speed close-ratio box takes a bit of getting used to but third and fourth gear encourage high-revving fun.The wheelbase has been increased by 13mm and the track widened by 12mm at the front and 16mm at the rear. The greater track sees the Clio remain stable and have lots of grip under most driving conditions.Under harsh acceleration on rough bitumen, the Clio will tend to torque-steer, though it's nothing that can't be controlled by a slight lift of the right foot.The Cup provides even more grip than the standard 182 Sport. The stiffer suspension and lower ride height means there's minimal body movement, even under heavy load.Larger bearings in the wheel hubs also contribute to increased stability in the Cup.The lower position of the steering-arm attachment points sees the Cup react quicker and more decisively than the 182 Sport, with steering quicker as well.Despite the firmer suspension and lower ride height, the Cup is no bone-rattler – the spring rate in the Cup has been increased by 20per cent, with matching damper settings for this version of the Clio providing even more incisive behaviour.The rear spring rates have been stiffened by 15per cent and the damper settings by 10per cent.Brake-wise, the Clio's 280mm vented front and 238mm solid rear discs do an admirable job but tend to fade slightly when used quickly and repeatedly.The Clio's interior is a pleasant mix of quirky and sporty, with drilled pedals, sporty Alcantra leather seats and funky gauges.The size of the boot was a pleasant surprise, with none of the weekly load of shopping having to ride shotgun.The standard safety features include driver and passenger front adaptive airbags, driver and passenger side airbags, front and rear anti-intrusion side bars, an electronic stability program and latest generation anti-lock brakes.Comfort features include remote-operated central locking, power windows and mirrors, air recycling and particle filter, height and recline adjustment on the front head restraints, leather steering wheel and height adjustment on the driver's seat.The Clio Sport 182 also features six-speaker AM/FM stereo with single CD, cruise control with speed limiter, audio controls mounted on the steering column, climate-control airconditioning, vanity mirrors and a chilled glove box.

There are two models, the Sport and the Sport Cup. The only difference is charcoal coloured alloys, lower ride height and firmer suspension on the Cup, oh, and $2 grand more on the sticker.Though not in the same performance league as a WRX, the Sport offers possibly more driving excitement because it is such an athletic little beast. You can really drive the thing and be rewarded by its stability, response and feel.The engine has more wick and is now rated at an impressive 131kW/200Nm output. It's naturally aspirated so when you push the throttle, it goes, no waiting.And rev, sheeesh, the high compression 2.0-litre twin cam loves to spin and fairly howls near the 7000rpm redline. But there's no real need to go there because it has plenty of pick-up everywhere.Part of the secret here is size and weight. The Sport is a small car, a three door hatch capable of carrying four. It weighs 1090kg and has an impressive power to weight ratio. The 0-100kmh sprint is a 7.0 second event.A five speed manual is the only transmission and it is short geared to the point where you might be looking for another cog. But as it stands, the gearing provides excellent acceleration even if the throws between ratios are too long and the stick is too far forward for tallish drivers.The passage of gases through the engine is aided by twin cams and 16 valves while out the back is a funky looking, wide-spaced dual exhaust.The thing handles like a slot car especially with the Cup's firm and low suspension. It jiggles a bit but that is a characteristic of hot hatches.The suspension is Macstruts all round, steering is power assisted rack and pinion. Stability gains have been made on this model by lengthening the wheelbase and widening the track. The wheels are pushed right out to each corner.This is the sort of car that would be ideally suited to club gymkhanas and even club motor racing events. You just want to get in and enjoy the drive. It drinks premium unleaded but sips lightly most of the time. The 50 litre tank gives a range of about 550km.I found the flat steering wheel annoying as it forces a straight arm steering position. The sound system is OK even though it has six speakers but the drilled alloy pedals are extremely cool.Standard equipment is impressive and includes goodies like climate control, automatic xenon head- lights and leather upholstery.Like all Renaults, the Sport Clio rates highly in crash testing. There are four air bags, electronic stability program and ABS in the safety inventory. 

"The runout of the current model has been so successful that our dealers are crawling all over us to get the new car as quickly as possible," Renault Australia's Lenore Fletcher said in France this week."There will be about 20 cars going into dealerships in the next two weeks, really just so that they can show them off."An on-sale date for the five-seater will be around the Melbourne Motor Show with the Grand Scenic following about a month later."Fletcher says that pricing is being argued with the factory and is unlikely to be settled until closer to the launch. Suggestions from others at Renault point to an entry-level five-seater at a tick under $30,000 while the Grand Scenic would need to arrive around $40,000."We will most likely have three specification levels and a single engine choice – the 2.0-litre petrol from the Megane – in both the five and seven-seaters," Fletcher says. "There is a possibility that we could also look at the 2.0-litre turbo but that would be some time further down the track."Styling for the Scenic has caught up with the innovative look of the remainder of the Megane family with its sharper lines and bustle-back rear end.Renault's Christophe Deville says: "The driver's eye level is exactly the same but the angle of the steering column, wheel and relationship to the driver's seat has been refined to make it less bus-like."The interior of the Scenic II is stylish with an acre of dash leading out to the raked windscreen. The digital instrument display is housed under the sweeping binnacle. While the readouts are small they are easy to read. A discordant note is the intrusive automatic gear lever, which is mounted on the dash. The designers have chosen a large leather dust pouch. It doesn't work.What does work is the huge bits-and-pieces bin between the front seats with a roller-door cover. The space is big enough to take a small handbag or a number of smaller items. There are various storage areas spread around the interior, which is light and spacious.Rear seat passengers in the five-seater are well treated for room. But the third row in the Grand Scenic is for small children only.The twin seats fold away to give a flat floor but when extended they are sited well forward, almost hard up against the middle row. While the three middle-row seats can slide forward it means less leg room for the second or third rows – or both.The Scenic II is a quality drive and is 4.2m long on a wheelbase of 2.7m. It is straight off the Megane platform and behaves as you would expect. The extra 200mm of height raises the centre of gravity and promotes slightly more lateral body movement.Ride quality is good with all but the very worst road undulations filtered by the standard suspension geometry – Macpherson front and torsion beam rear with outboard attachments and programmed deflection. The Scenic does not wallow and while there is a slight tendency to dive under braking it gathers itself and retains poise.With 3.2 turns lock-to-lock the steering is not sharp but it does offer reasonable feedback and a good sense of what is happening through the 15-inch front-drive wheels.There is little danger of being overpowered by the 2.0-litre engine's 98kW – peaking at 5500rpm with a redline just over 6000rpm – but the delivery is willing and with 191Nm of torque on tap the Scenic gets along nicely.What does let the engine down is the aural coarseness it displays from outside the cabin. Sound insulation from with the cabin is exceptional – aided by sound-deadening foam in the body and chassis cavities.The four-speed automatic has well-sorted ratios with a kick-down that is easy to induce. The lower gear will be held well up into the power band and a six-speed manual gearbox is an option.Anti-lock brakes and electronic brake force proportioning are standard across the range with ESP offered as an option in overseas models. Satellite navigation is another function that is likely to be an option for Australia.

Nobody really cared about the snail's pace performance or the ride-on-lawnmower sound of the engine.Then the price went up and people looked elsewhere.Sirion has been a bit like the invisible man since, even after the appearance of a sporty GTVi model.But the diminutive Daihatsu should hold appeal for certain buyers, mainly city dwellers and those not concerned with performance or handling.The Sirion we drove last week was a four speed auto and while it could cope on the freeway and willingly cruise at the legal limit, it is much more at home as a city run-about.The really good thing is it has five doors so there is no need to put up with a three door econobox if you are buying in this end of the market.Sometime during the past couple of years, Sirion received a makeover – a face lift and heart transplant giving it a more contemporary look and a little bit more zing under the bonnet.It still looks like a rice bubble on wheels, a style that was pioneered years ago by Mazda's 121 bubble and copied by plenty.It scored some crash protection goodies like two front airbags and the chassis is designed with requisite crash structures.The engine is a 1.0-litre, three cylinder, twin cam, 12 valve unit with 40kw/88Nm output. While on paper it doesn't look like much, the reality is Sirion goes pretty well. It weighs 800kg.Equipment is good offering just about all you will need for a comfortable ride including power front windows and mirrors and multiple front seat adjust- ments. The seats are flat providing minimal lateral support, which you shouldn't need anyway.The interior is airy but features too much hard, grey plastic.Air conditioning is optional which would push the price of this little puppy to over $17,000 on the road – a big sting for a little auto with air and no tacho.But on the positive side, it is easy to live with, and drive, super economical at around 6.0l/100km and a breeze to park due to power steering and compact dimensions.Daihatsu has a reputation for long lived engines and transmissions regardless of their capacity.The interior is roomy with plenty of headroom and the boot is a decent size.The lack of central locking of any kind is an issue as it can be considered a safety feature rather than a luxury.The sound system is OK, and the cabin is comfy on a trip though the engine is raucous and the the gear changes hardly smooth. Fits in the garage with heaps to spare at both ends.

The Satria GTi was a good-looking, hot-to-trot little unit that talked the talk, but more importantly, walked the walk.Even the basic, garden-variety Satria had the looks and the value to make it an attractive option for young buyers.Build quality was a bit of an issue but the fun factor was high enough to put those concerns on the back burner.Since then Proton has had a couple of strikes. First with the Waja – an overpriced, under-performing sedan that was roundly shunned by the market – and the Jumbuck, a well-conceived small and affordable ute, which unfortunately was well down the scale for build quality.Enter the Gen.2, a small hatch with the mission of taking Proton into the realms of Hyundai and Kia as reliable, affordable small transport.With plenty of development input from Lotus, which is owned by Proton, it is no surprise that the Gen.2 is, dynamically, a compliant and composed little car.Body stiffness is reassuring and handling sure-footed with a comfortable ride quality – something of a surprise because anything wearing a Lotus badge, while it sticks like glue, usually requires a kidney belt as an accessory.A little disappointing was the steering, which can feel quite woolly, particularly at lower speeds.The 82kW 1.6-litre Campro engine – a Proton in-house development – is a lively unit when revved up towards the limit.Cruising, it feels sadly under-powered with little low-end pick-up. It also gets fairly coarse when at the business end of performance.The five-speed manual on the test car was light and easy to use without any particular precision to the gates. The ratios and the need to keep the revs high for any sort of urge meant plenty of changes.The exterior design is a clean-sheet effort from Proton's own people and while it shows some obvious "influenced by" cues (the Mercedes CLK tail-lights for one), the result is pleasing to the eye.That clean and fresh appearance carries over to the interior of the car, where the dash is stylish and individual.Materials are comparable with others in the same class but fit and finish is disappointing.Again, the badge is being let down by poor quality assurance on the build line.In the test car the electric windows did not work and the adjustment unit in the centre console came away in the hand.Close inspection of much of the fit and fitment for the trim showed evidence of either haste or poor practice.Rear leg space is adequate but headroom is restricted by the slope of the roof. The seats front and back are comfortable without being particularly supportive. Bolstering is moderate at best.The Gen.2, which comes in three specification levels, offers airconditioning, power steering and mirrors, driver and passenger airbags, seat-belt pretensioners, disc brakes, central locking, remote keyless entry, a CD player and a trip computer as standard on the base model.The M-Line, as tested, adds ABS brakes, alloys and cruise control on the auto.An extra $1490 will get you the H-Line trim with side airbags, climate-control airconditioning, an electronic reversing sensor, front and rear fog lights, a rear spoiler and a mobile phone holder.There is no doubt that the Gen.2 is a huge step forward in both value and package over the Waja.But there is certainly no time for the company to relax yet.It still trails its obvious rivals Toyota, Hyundai and Kia in key areas, particularly with build quality.

Though similar in character, the newcomer is not only larger but is a turbo-car.Sport Megane looks the business with subtle go-fast goodies like 17in alloys, chunky rubber, optional glass roof with sunroof section, front and rear bumper aprons with additional driving lights and a really cool high-mounted dual outlet exhaust.Other stuff enhances the car's avant-gard styling but some people just don't like the looks of the Megane. -I do.The bustle back takes a bit of getting used to but, hey, you tend to fade into anonymity in most cars these days. Renault has "had a go" with the Megane.At $42, 990, the Sport Megane is stacked right up against the Subaru WRX on price.It has almost the same output at 165kW but is front wheel drive against the Rex's all wheel drive.Could be an issue with all that power going through the front wheels but apart from a few glitches, the car is a gem.Punch it hard around a bumpy corner and it becomes untidy but otherwise, the Megane sits pretty.There is a gorgeous rush of power from the 2.0-litre, twin scroll turbo engine that sees the Megane dash from 0-100kmh in around 6.0 seconds.But it's the roll-on response that really gets you.It feels like a grand tourer out on the open road and with 300Nm of torque on tap from low revs, gear changes are few and far between. It's a six speed box with ratios wider than you'd expect. That's to take full advantage of the engine's torque but the gear throws could be shorter.Sport Megane's dynamics are set to match the engine and that means big powerful four piston brakes, well sorted suspension and precise, firm steering. That's the operative word here – firm.It drinks premium unleaded and sips lightly for regular driving.Plenty of equipment means wheel time is more enjoyable. Features include a decent audio system, climate control air, auto on/off headlights, auto variable wiper speed.Like all Meganes, this one has a five star European NCAP crash rating and that means a full range of safety equipment.On the road, the Sport Megane is rewarding to drive, a bit unruly perhaps but with heaps of character. The cockpit features all metal pedals, semi race seats and a chunky steering wheel. There's a whistle from the turbo that becomes more intense when the second scroll cuts in.An option LX pack that includes six stack CD, a glass sunroof and leather upholstery costs and extra four grand.

After all, you wouldn't be the only one disappointed with your decision to get that early 316i and its oh-so-important blue-and-white badge.Yes it was a BMW and came with the badge cachet; yes it was rear-wheel drive and yes, it was a huge disappointment.Well get over it. BMW did – they revised the engine, they revised the concept and they are still selling the car.The latest 1 Series may be another small car from BMW but that is just about where fair comparisons to the 316i end.The 1 Series, introduced to Australia as the 120i, is an absolute little cracker.The design is cute, with a hint of the old M Coupe "bread wagon" in its truncated rear, as tight as piano wire and a heck of a good drive.Oh, yeah. It is also priced to put it on the shopping list of a much wider spectrum of buyers – at least until you start ticking boxes.Our test 120i manual came out of the wrapping at $41,900 but by the time it had been dressed up with metallic paint ($1300), leather ($2600), bluetooth mobile phone preparation ($790), upgrade speaker system ($850), sports suspension ($500), electric glass roof ($2200), interior trim in Kodiak Silver ($400), electric lumbar support for driver and front passenger ($500) and a lights package – that's reading lights, illuminated vanity mirrors, indirect lighting front/rear, front footwell lights, puddle lights and door handles in body colour for $350 the little 120i had reached a substantial $51,390.You could get quite a few thousand out of that by trimming some of the "unnecessary" items – but whatever you do, don't skimp on the sports suspension.The fun of driving this car can not be overstated. It is the perfect size and power package for about town enjoyment.The 120i's six-speed manual and 110kW engine are such a sweet match to the chassis that it will be a benchmark for the class for some time to come.Tip it into a roundabout and the One settles onto the suspension, turns the nose towards the business ahead and simply gobbles it up without the fear of attracting unwanted attention with smoking tyres, screaming engine or body contortions.The suspension is fully independent, there are anti-skid, four-wheel disc brakes, electronics for stability and traction control, six airbags, airconditioning, CD sound and more.It is also refreshingly light on fuel, particularly for a car which encourages a bit of enthusiasm. Several hundred kilometres of mainly city driving with just the odd open road run returned a test average of 9.1l/100km. A more restrained driver could easily do better than that. Interior space is surprisingly good with front passengers well treated for head and shoulder room while two adults can fit in the rear seats without great discomfort. The sports seats are well designed for comfort and offer good support and bolstering.The overall design of the interior is Germanic function rather than French flair but in this car it works.BMW will add a 118i "price leader" to the mix shortly.Some reports from Europe have been less than flattering about its performance and it would be a shame if the car were to detract in any way from its sibling.

BMW is counting on you to recognise the importance of both of these reasons.Sales of the luxury marque are going through the roof. BMW has admitted it can't get enough supply right across its range. Therefore, they are bringing in everything and anything they can to a BMW-hungry market.And this entry-level vehicle also grabs the attention of aspiring buyers who always wanted a Bavarian in their driveway to impress the neighbours.But the 1 Series is about more than just whacking a blue and white badge on the bonnet.BMW also makes Mini, so it could have just as easily introduced a compact car with front-wheel drive. After all, surely that would be easier to sell to a compact car buyer familiar with their driving characteristics.But BMW wanted something a little different and this certainly is.The advantage of rear drive over front drive was evident in the period I had this two-litre compact – wet weather driving.If you have ever ploughed straight ahead on a wet road or spun the wheels violently when taking off in a front driver, you will know their inherent problems.This doesn't happen in a rear driver.Also, there is a certain passion about driving something that will swing its back wheels wide when you stand on the loud pedal.The little BMW 120i doesn't disappoint. It is nimble and behaves like a good rear-wheel drive should.It goes around corners like it's on rails, even in the wet. But given extra amplitude, it will wag its tail in a controlled arc governed by the weight of your right foot.There is plenty of urge from the two-litre 110kW engine, mainly thanks to the fact that it only has to push 1230kg of body weight.Load up the premium-sized 330-litre flat-floor boot (there is no spare as it has run-flat tyres) and add a couple of adults in the rear or three small children and it then starts to complain, especially on hills and highway passing.A quick-shifting close-ratio six-speed gearbox makes the motivation a little easier and very enjoyable. (A six-speed auto is also available.)It's a slick little shifter that proved foolproof through the most more energetic drives.Outside, the 1 Series looks very much like a Mazda3 with a Z4 nose.The headlights are very attractive and feminine, almost like sleepy eyelids.However, the rear is a bit divisive. Some like it, some don't. I think it's blunt and awkward.Inside, the dashboard is less imposing than in the 3 Series and bigger models, even though it continues that ugly corporate black vinyl look. Maybe it's just that it's smaller. There also is good relief from the black with splashes of dimpled aluminium around the shifter and the glove box.It shares a lot of the technology with its big brothers, including iDrive, satellite navigation systems (optional), front and rear park distance controllers, Bluetooth telephone connectivity and xenon headlamps.As a driver, it feels just right. Rally-style pedals, a smallish wheel, steering-mounted audio controls, stubby stalks and a perfectly positioned shifter.However, the leather seats feel a little stiff, stark and lacking lateral support. Vigorous drivers will be bracing their knees against the centre console and door to stop sliding sideways.What I don't understand is the starter button and keycard. They are nothing more than gimmickry.I could understand it if the key fob were remote and you didn't need to insert it to start the car, but you do.One clever device is that the two key fobs can recognise different users and set mirrors, airconditioning, radio and electric seat settings accordingly.A 1.8-litre model arrives in Australia from February, but don't expect such lively performance, especially if you want to carry loads or passengers.The 118i will cost $37,900 for the 5-speed manual and $40,100 for the 5-speed auto.

Of course, older motorists are not precluded from getting smart. It is just that mature drivers may feel they are giving the impression of trying to recapture their youth by dashing about in one of the brightly-coloured funabouts.The smart car came to market as a two-seater, then a two-door roadster was added.The two-seats concept was an attraction, allowing designers to keep the length down to a couple of strides. But it proved a handicap to those who knew they would want to carry more than one passenger.The entrance of the four-door has done big things to the concept and the range.The original two-door is now called the fortwo, while the four-door is the forfour.The arrival of the forfour called for competitive pricing which, in turn, meant the fortwo coupe and cabrio had to be adjusted downward to maintain sensible separation. This resulted in prices of $19,900 and $22,900 respectively. The forfour is exceptionally well priced at $23,900 for the 70kW, 1.3-litre engined model and $25,900 for the 80kW, 1.5-litre version.The forfour is built on the same principle as the fortwo, around a strong alloy safety cell fitted with coloured, interchangeable plastic body panels.This allows the forfour to weigh in at less than 1000kg which, taking into account the standard features, results in a remarkable power-to-weight ratio.So while the output of the two engines will not send a rocket to the moon, highly respectable performance is achieved. And keep an open mind about a car with plastic body panels. Independent crash testing has given smart good marks.The smart range has been developed and engineered by Mercedes-Benz. As a result, the new brand has the benefit of spare parts from the Silver Star's inventory to curb costs.The styling of the four-seat smart is both cute and endearing. It employs extremely short overhangs front and rear – rather like the original BMC Mini.As a result, while the exterior dimensions are diminutive – 3.7m long and 1.7m wide – interior space is surprisingly generous.All smart models have electronic stability control, anti-lock brakes, electronic brake force distribution and can be optioned with a number of audio, navigation and telecommunication items common to Mercedes models. So while prices may appear a tad high for a small car with 1.3-litre and 1.5-litre engines, the total package needs to be costed to get a true picture. And remember, smart is a niche brand of the Merc stable so take it as read that fit and finish is commensurate with a premium product.The forfour comes with a conventional five-speed manual transmission as standard. A sequential six-speed automatic is available as an option.The 1.3-litre engine on test ran the clutchless auto, which will suit those who like tiptronic-style gear changes.It does have a fully automatic mode although this does not work as smoothly as a conventional auto transmission. And the race-car arrangement of pushing the selector forward to change up and backwards to change down is easy to operate. Another feature of the automatic is a kickdown function which allows the driver to change down one or two gears spontaneously using only the accelerator.The car is not particularly quick, taking 10.8sec to accelerate from zero to 100km/h. The 1.5-litre engine does the sprint in 9.8sec. But it feels nippy and gets around town with spectacular ease. And one gets the feeling that if you can see daylight in between two cars, there is a parking space just for you.With electronic stability control keeping everything under control, the car remains well behaved when cornering, and the 15in alloy wheels minimise impact harshness common to small cars with little wheels.Buyers can choose between a plastic roof, a panoramic glass roof or an electric glass sunroof which comes with a two-part sun blind.And finally, the interior is a wonderful study of new design thinking which matches the persona of the vehicle.At a glanceA smart car is not a price challenger to the log-jam of $13,990 econocars. It is a well-specified niche model designed for young drivers looking for something different.The models in the range are not particularly quick but they can be driven for exceptional economy. The forfour drives well and handles nicely. Visibility is good and they are a dream to park.The underlying element when reviewing the car is that it is a baby Merc. And there is ample evidence of this in the fit and finish, quality of componentry, and standard features.