Hatchback Reviews

While Leyland's salesmen were praising the worth of a fifth door, Volkswagen was poised to deliver its 1975 Golf – a hatchback that hit the market, smothered interest in the Morris Nomad and became the one by which all others were judged.So it came as no surprise that the latest Holden (nee Opel) Astra is shaped somewhat like a Golf, has similar on-road poise to a Golf, and on a one-on-one equipment level basis, is similar to the Golf in price.If you're thinking that the Astra shouldn't be seen in the same company as the VW, you're thinking of a different Astra.Released a couple of months ago in Australia, Holden has taken the unprecedented step of selling the old Astra alongside the new Golf-clone Astra.Aside from the appearance, the old model is called the Classic. The old and new share the same drivetrain but the bodies are different – the latest version is longer, wider, about 75kg heavier and, subjectively, a bit messier looking.In fact, the Astra CDXi, the top of the wozza model tested, was so unlike the old Astra's shape we've loved for years that more than a handful of bystanders asked the make of car.Though it's bigger and heavier, the latest Astra has more confident road manners. It sits more firmly at highway speeds, the steering is lighter and more accurate, and the handling is crisper thanks to its more rigid body.This translates into a small car with the competent nature generally found in much bigger European saloons. There is a lot of the BMW, Audi and VW's road character in the Astra.Because it's bigger, there's good room in the rear seat for two adults. The boot is impressive, with its boxy shape and ample proportions, and the floor hides a full-size spare tyre (none of that useless space-saver rubbish).The dashboard is clean and simple, with plenty of things to play with and to justify the CDXi's price tag.On the road the handling masks what is otherwise a good engine/gearbox package.Holden has used the same drivetrain as the old model and though it's good, time has started to dull the shiny lacquer and its rivals, the Mazda3 is a case in point, are now better.Yet it still can get up and bark, with brisk acceleration and a slick manual gearbox of tall ratios to maximise fuel economy.This is a nice hatchback. It is stylish enough to attract a broad audience, more comfortable and perhaps easier to drive than its predecessor, the indicator switch is now conveniently on the right, and the economy is respectable.It's made in Germany, so the quality is there, but the price is steep compared with its Japanese competitors. One for the more discerning motorist.

Also, Australian diesel fuel has been of poor quality so the possibility of engine problems down the track did not engender confidence.Times have changed – and along with them, improvements in fuel quality and great leaps forward in diesel engine technology. So companies are bringing diesels back to Australia – and Australians are slowly responding.Among the first is Volkswagen with this week's test car, the 1.9 litre turbo diesel. There is also a two-litre turbo diesel offered in this bigger and more stylish fifth generation Golf line-up.Golf considers itself a premium small car so it is not the cheapest in its sector but it is only one of few offering diesel engines and the price brings with it Volkswagen's acclaimed quality and a comprehensive equipment list.This latest Golf has a more stylish look than the previous model, reasonable boot space and more head and legroom for rear seat passengers than before.Included in the price is climate control aircondition- ing, 60/40 split folding rear seats and power operations. Safety features include front and curtain airbags as well as traction control and anti-lock braking system with brake assist and electronic brake pressure distribution. There is also a feature that leaves the headlamps on for a set time to illuminate the walkway after dark.Pricing for the 1.9 litre TDi starts at $27,990 for the Trendline or there is an upper-specked Comfortline for $29,990. From a value-for-money perspective, Comfortline's extra $2000 is worth it, adding such features as cruise control, alloy wheels, leather-wrap steering wheel with audio controls, leather gear stick knob, rain sensor wipers, velour seats and trip computer.Front seats get height adjustment with the driver also getting lumbar adjustment.The four-cylinder 1.9-litre turbo diesel is not the most sophisticated diesel on the market but it does the job. Power develops to 77kW at 4000 rpm, which is not sparkling but more importantly, torque (pulling power) peaks at a handy 250Nmm at a low 1900rpm and has the car pulling strongly away from a standing start without having `plant' the right foot.In fact, revving the engine hard to get performance is a waste of fuel and energy. It will pull away nicely even if you are moving slowly and need to overtake, will continue pulling up hills in low gears and will travel comfortably around town in fifth gear.Engine clatter, that much despised characteristic of older diesels is audible in this 1.9 litre but not overwhelmingly so and disappears as the engine warms up. The old problems with turbo lag, the time needed for the small compressor to speed up and boost power after the driver touches the accelerator pedal, is relegated to the past.Mated to the engine is a highly efficient and smooth changing six speed manual gearbox. There is the option ($2300) of Volkswagen's six-speed DSG automatic tiptronic-styled transmission that has the next gear already pre-selected before being engaged so that the change is even smoother and quicker.Despite the price of diesel being so high in this country, the car is economical at the bowser. We were getting a miserly 6.3L/100km in a mix of freeway and suburban driving from the 55-litre fuel tank.One of the reasons for the popularity of diesel engines in Europe where about half new car sales are diesels, is the low price of fuel which is government subsidised or not taxed as highly as it is here.Volkswagen says the two-litre diesel (81kW and 320Nm) mated to the manual gearbox gets 5.7L/100km, which again, is great going for an engine of its size.Driving around town is a comfortable and easy affair in the Golf. Although it is slightly bigger than the previous model and a little heavier, it remains nimble and agile and if you are in the mood, is happy to take you on a sporty drive in the country.

Mitsubishi also called up the Grandis people mover this year and updated the Outlander to kick harder against its compact four-wheel-drive rivals.They are selling strongly, boosting support for a brand anchored by the Pajero but deserving better for the Magna and the Verada.The Colt has been pitched as a quality compact with European styling and a punchy engine, all wrapped in a new-age body. It was developed jointly by Mitsubishi and DaimlerChrysler.The Colt is a good looker and distinctive, but the starting price of $18,990 is too high.The cabin quality is disappointing; the transmission, a constantly variable automatic, is nothing special; and the car doesn't drive all that well.The bottom line, critical when the small-car scene is so competitive, is that the Colt isn't good enough to compete.The strategy was to take the Colt up and away from the $15,000 bargain battlers, banking on its European connections and a big five-door body that's more like a mini people-mover.Mitsubishi also believed the bigger engine would give it an edge over rivals with 1.3-litre powerplants.The 1.5-litre 16-valve engine and the CVT transmission feed power to the front wheels.There is nothing special in the suspension, with MacPherson struts and a torsion-beam rear axle, and it still comes with drum brakes on the back.The dash is under a huge windscreen and looks trendy, with a column-mounted shift lever for the automatic.The cabin leads the class for space and headroom, and the rear seat is on slides, with a reclining backrest similar to the Mazda2's. There are two models, but most of the action will be for the LS. The XLS gets a tachometer, leather-wrapped steering wheel, alloy wheels and other bits for $20,990.Mitsubishi believes it can sell 400 Colts a month, the LS taking 60 per cent.In its first few months, and without the XLS kick, it has managed only 326, though it did better in October with 233.The Jazz is romping away, with 846 sales in October.WE WANTED so much for the Colt to be a winner. It looks good, at least from the outside, and it has all the ingredients to do the job if you ignore the premium price.But even if the recipe is right, the result is wrong in 2004.The Colt is sub-par on quality, particularly against its price rivals, and is nothing special to drive.It is not as good as an Echo or a Getz on the road, let alone be a genuine contender against the Mazda2 and the Jazz.How did it happen? We don't know, because Mitsubishi has proven many times it knows how to build good cars. The Magna is still a good drive. Not the Colt.Fuel economy is good at just under 9 litres/100km, the engine is strong, and the cabin has a lot of space for people and/or luggage.It would be a good weekend carryall for someone with a mountain bike or a hiking obsession.Still, we're making excuses, and that's not good enough.There is not much to make you smile, apart from a reasonable CD sound system. The cabin looks cheap, the back seat is upright and uncomfortable, and even the front seats feel narrow and thin. It doesn't even have a centre console, which is an option.On the driving side, we can almost excuse the CVT transmission – Honda does a much better job by setting up steps that act like gears – because the 72kW engine is so eager. It will push the car along well enough, once you adjust to a gearbox that sounds as if it has perpetual clutch slip.But we can't excuse brakes that don't have nearly enough bite.The Colt rides well, coping reasonably with bumps and humps, but it doesn't want to turn corners. Even at slow speeds it feels skittish, with little rear grip.Perhaps that's why the brakes feel as if you need to shove harder than expected for a moderate stop.The turning circle is good, the headlamps are fine, and it's good to have aircon, power steering, twin airbags and anti-skid brakes.Still, we would never pick the Colt over a Mazda2 or a Honda Jazz, even if it has a bigger engine, and that sums it up.IT WOULD be great if the Colt was a star, but it's not.

The question is just how smart the latest derivative from the makers of Europe's favourite inner-city car is for Australia.When Mercedes-Benz, under whose umbrella the smart brand operates, bit the bullet and launched the original smart, the diminutive fortwo, into Australia last year there was a quiet confidence that its stand-alone looks and quirky functionality would find favour with a niche market.While sales haven't exactly been brisk, they have been running close to the 25 a month Mercedes predicted.Whether the forfour will add significantly to volume for smart is debatable.What is not in question is that the little car that grew is certainly more practical.The external styling is less eye-catching and in many way less attractive than either the fortwo or roadster.The stretching of the car to accommodate the 1.3- and 1.5-litre engines – a variation on the engines used in Mitsubishi's Colt – and rear seats changes the proportions significantly.The 15-inch alloys help keep the car from looking like a toy and also assist in ride quality. However, the longer wheelbase is the forfour's greatest friend.Gone is the choppy, dinky-car feel from the fortwo. Still present is the harshness over sharply broken surfaces.The forfour certainly feels significantly better planted on the road and for many potential buyers the more "usual" feel of the car will be confidence-inspiring.That confidence is well placed as the standard electronic stability program is enough to control all but the most gross excesses. For a light car – tipping the scales just under 1000kg – the all-round disc brakes with ABS, brake assist and electronic brakeforce distribution provides a sure and stable set of anchors.Inside the cabin the forfour is every bit as style-driven as its siblings.The colours are bright and fresh, the style engaging and the use of innovative materials – woven cloth on the dash – is refreshing.The seats are comfortable and supportive, – if a little narrow for larger passengers – but head room is good and rear space surprisingly so. The rear seats can be slid forward and backwards to accommodate additional leg room or extra boot space.There is airconditioning, a CD player and electric front windows as standard. The manual wing mirrors make adjustment difficult. Dynamically the forfour is the equal of the majority of cars in the light segment, although certainly not class-leading.The steering is direct, if a tad light, and the forfour follows input well. The 1.3-litre engine, as tested, is a willing unit which applies its limited 70kW output well.Torque through the mid-range is goodwith 125Nm on tap at and around 4000rpm. All good so far. Then we come to the six-speed automatic box – a $1035 option. Driven as a full automatic you can fall out of love with this thing within a kilometre.Every up-shift is accompanied by a distinct pause and jolt. Choose the sequential manual option and things do get better.The gears hold well towards redline and the shifts are far less intrusive. It can all become a little messy on the way down when a delayed shift could find the rather agressive override shifting a gear when you don't want it. With a five-speed manual as an option you'd need a compelling reason to spend extra on the auto.

Things that in the short term were bearable (even quaint and amusing) become untenable irritations with the passage of time.Motor vehicles are no different. Things you thought you couldn't live without – or so the salesman told you – can become a burden while the silly little bit of frippery you found annoying becomes a godsend as you grow to appreciate it.A motor vehicle will be the second-biggest purchase most people will make in their lives, a decision usually based on a preconceived desire, an advertising campaign and a short drive. Reviewing and test driving cars can have similar pitfalls.Hopping into a spanking new auto every week is certainly not all bad – in fact it is pretty good – but the truth is that an impression quickly gained can colour an opinion long held. From next week The Daily Telegraph will expand its road-test coverage to include a series of longer-term tests where the cars are assessed closer to the manner they would be by the average buyer.Over the months we will report on what's good and not so good about the car you may be contemplating buying. There will be reports on what it costs to run and service; what makes it a pleasure to own; and the things that make you wish you had spent a little longer looking around before signing on the dotted line.ONE MONTH LATERJaedene Hudson10dec04The little MINI has travelled 2026km since it arrived in the CARSguide stable. The biggest trip it has ventured on so far was about two hours south of Sydney.It was a breeze to drive along the freeway, the high torque figures showing their true colours with no necessity to move out of sixth gear even when travelling up bigger hills.Travelling the streets at night the reflections off the chromed gauge surrounds gives the MINI an expensive, glamorous feel.The car has been used for shopping with the rear seats folded down to handle the weekly load.The MINI has had four drinks from the bowser with 174L consumed over 1664km, returning a reading of 10.5L/100km.It took less than two weeks for the MINI to become part of the family.The second side of the double lock-up garage had long been used to store tools but was quickly cleaned out and the MINI rolled into its new home, taking precedence over other cars that were left in the driveway.One Mini enthusiast, whose garage houses several restored classic models, took the car for a drive to work and back.His comment: "Gee, it is a good little thing. I won't take it tomorrow because I have already fallen in love with it."TWO MONTH UPDATEDavid Fitzsimons15jan05The little yellow and black head-turner is continuing to make its presence felt across Sydney. It has now travelled 4910km, that's some 2300km since its last report card.While much of that mileage has been battling Sydney traffic in the lead-up to Christmas it also ventured south to Goulburn for a day to Wakefield Park raceway.The supercharged 1.6-litre engine had plenty of power for tackling the Hume Highway's Southern Highland hills.Throughout the month the Mini has shared the driveway with some interesting vehicles for comparison, including one of its older brothers and a direct competitor, the Renault Megane Sport.A friend's restored 1978 yellow Clubman proved an interesting contrast, showing the changes BMW has wrought in the Mini.The car's larger wheels enable it to sit much higher on the road than the older car, putting the driver at eye level with other motorists.But despite more than 25 years' difference between the cars there is no mistaking their shared history once you put them side by side.The Megane stood up well in performance and driveability but the Mini won easily on looks with its sexy retro gauges and switches.

What's even more amazing however is the price, because at a starting figure of $23,900 the ForFour is within cooee of main stream models.We stop short of calling the funky four-seater "ordinary", because the ForFour is anything but ordinary – but you can see what we are getting at here?The philosophy is simple – if you must drive an econobox, it doesn't have to be a boring one – not when you can have a Smart for around the same price.To wit the car is available in 30 different combinations of colour.Readers will no doubt be familiar with the funny little Smart ForTwo that has been getting around for 12 months.Designed for the narrow, congested streets of Europe's cities, the tiny two-seater works well in its element, but doesn't translate particularly well to the Australian environment – not when you can buy a Japanese hatch for less, that is not much bigger and seats four.The ForFour on the other hand is an entirely story, as we discovered this week.Before going on we should explain that Smart is part of the DaimlerChrysler#comcorrect empire which also owns Mercedes-Benz.Previously the company was a little coy about publicising the Benz connection but is happy to play it up this time.We should also explain that DaimlerChrysler owns Mitsubishi and that the Smart ForFour and recently released Mitsubishi Colt share many components.Mitsubishi was responsible for the vehicle underbody, exhaust and tank system, while Smart was took care of the electricals, front axle, crash management and lighting system.The two cars sit on a different chassis but about 40 per cent of components are shared, including a 1.5-litre engine – but with many differences.Two versions of the ForFour are available – a 1.3-litre and 1.5-litre model – equipped to sporty European Pulse specifications, but with some extras thrown in.We're still not sure that two models are really necessary, given Aussies' penchant for larger, more powerful engines, but both models have much to offer.While the Colt's 1.5-litre engine delivers 72kW of power and 132Nm of torque, ForFour's 1.5-litre cranks out 80kW and 145Nm.ForFour's 1.3-litre engine meanwhile is good for 70kW and 125Nm.Transmission is a choice of either five-speed manual or six-speed "soft touch" auto.We were able to sample both models at the Australian launch this week and can report the ForFour is an exciting and lively addition tot he range.The look and feel is sporty, with torquey engines that like to rev, a good power to weight ratio and tyres that hang on.Suspension travel is limited and the car jumps around a bit on bumpy roads, bottoming out from time to time.Inside rear legroom is good but is at the expense of luggage space.However the rear seat can be moved backwards or forwards 150mm for more room and tumbles and folds for carrying larger items.Weighing in at less than 1000kg, the ForFour is a light sipper too, with both engines returning around 6.0L/100km or better using premium unleaded.It will run on standard unleaded but with a decrease in power.Standard equipment includes 15-inch alloy wheels, airconditioning, CD player, electric windows for driver and front passenger, 3-spoke steering wheel with electric power steering, remote central locking including drive lock, immobiliser and anti-theft alarm system, Electronic Stability Programme (ESP) with Hydraulic Brake Assist, anti-lock braking system (ABS) including electronic brake-force distribution (EBD), disc brakes at front and rear, tridion safety cell and side airbags in front.The Smart ForFour is available from selected Mercedes-Benz dealers.

Weighing in at under 1000kg, fine-tuned for a sporting drive and with individual style, the smart forfour is no average small car.And for a cute, five-door European machine, to be bought and serviced alongside the local Mercedes-Benz dealer, the $23,990 starting price is a fair deal.That money buys the 1.3-litre, five-speed manual version. The 1.5-litre machine starts at $25,990. The six-speed auto option costs $1035.The price here is leaner than in Europe, to give this "premium" light car a better chance in a hot market of compact Japanese and European rivals.Yet Australian targets are small with 300 forfours expected to be sold in the next 12 months. An expected 600 smarts – forfours, cabrios, coupes and roadsters will be sold in 2005; the two-door smart fortwo now starts at $19,990.There are a couple of questions over this fresh smart. The ride can be sharpish over small road lumps – like cat's eyes – and the "soft touch" automatic transmission can be occasionally be a tad hesitant on changes.But there is much to like, not the least its high-spirited engine, chassis balance and excellent fuel economy.This front-wheel drive smart forfour arrives with a raft of safety, comfort and convenience features.Standard gear for Australian cars includes 15-inch alloy wheels, airconditioning, CD player and electric front windows. Options include the six-speed automated gearbox, the choice of two sun-roofs, a six-stack CD player and a navigation system.Clever inside touches include the 21st century trim and style, fresh and natty dashboard and instruments, plus a rear seat which can be slid forward and back for extra rear luggage or back seat space.There are driver and passenger airbags, electronic stability program, ABS with brake force assist and disc brakes all around.Much of the electric and electronic systems are borrowed from its big brother, Mercedes-Benz.And some components, such as the rear axle, five-speed gearbox and petrol engines, are shared with Mitsubishi's new Colt, also built under the DaimlerChrysler umbrella.But the smart forfour sets its own agenda.The engines have higher compression ratios for more power over the Colt, there is a different chassis and there is that 'tridion' safety cell, highlighted by the choice of three different colours on this exposed body frame.Combine that with 10 different body colours and there are 30 combinations – from classic styles to bright and breezy combinations – to choose from.The forfour has a road presence that breaks the current mould for small cars.On the road there is good accommodation for four adults and maybe a slab of beer in the boot. Head and leg-room are good front and back, although taller occupants need to bend their head a little below the curved roof line.The alternative is to shift the back seat forward to accommodate two adults, two kids and a weekend's gear.The driving position is good. Sitting a little high, there is good visibility and the instruments, including trip computer, are all easily read.Both motors fire with enthusiasm and do not mind running hard to the 6000rpm redline.The "soft-touch", six-speed auto option works best with the floor-mounted stick shift. The optional paddles on the steering wheel column appear to take a little longer to find the next ratio.Wound up and running, the smart forfour is an entertaining drive.The turn-in to corners is positive, even if the electric steering can sometimes feel a touch soft on straight sections of road.There is little hint of under-steer, perhaps that arrives with higher velocities. The 1.3-litre is claimed to jump from 0 to 100km/h in 10.8 seconds and run to 180km/h; the 1.5-litre car takes 9.8 seconds to hit 100km/h and tops out at 190km/h.At all legal speeds, the 2500mm wheelbase smart is well-balanced, with decent grip all around from 15-inch rubber.Ride quality is good for a small, light car with limited suspension travel. Even the sharpness over small edges and bumps does not upset the car's balance or body, although it can be heard and felt on rougher patches.For the most part, the smart's suspension and balance are smooth, supple and encouraging. This may not be a Lotus Elise but the smart forfour has that type of exuberant road manner.And pushing along through town and over the hills in a 1.5-litre, six-speed auto smart forfour saw average fuel consumption just over seven litres per 100km.The 1.5-litre pushes out 80kW, the 1.3-litre engine has 70kW. Both are more than adequate with two adults aboard.And for an extra $2620, there is a sports suspension package with 16-inch wheels.The smart forfour is a somewhat rare, good-looking compact with style, substance and soul.

Though it has moved on from borrowing engines and bodies from other companies, Proton sought help from Lotus (which it owns) to develop the small five-door Gen2 hatch and its new Campro engine.The 1.6-litre engine has a modest 82kW and 142Nm, considerably less than rival Toyota Corolla's 100kW and 171Nm.The Gen2 will take on Corolla, Holden Astra Classic and Nissan Pulsar and have a starting price of $17,990."We are a young company, but we are daring enough to build our own engine," Campro chief engineer Azari Che-Hassam says.A five-speed manual gearbox is standard with the Gen2. A four-speed automatic transmission is available for an extra $2000.Lotus also helped develop the suspension and steering for the Gen2, the first car from Proton's new Tanjung Malim factory.Engineers set out to give the Gen2 the best handling in its class, and a pleasant ride. The car's rigid body makes this possible.It will be offered in three trim levels, starting with the L-line at $17,990. It has airconditioning, power steering, front airbags for the driver and passenger, four-wheel disc brakes, keyless entry, CD sound and trip computer.The $19,500 M-line model adds anti-skid brakes and alloy wheels. Automatic models have cruise control.Spending $20,990 for the H-line adds side airbags, climate control airconditioning, rear parking sensors, fog lights and rear spoiler.Proton says the Gen2 was designed to reflect its sporty handling characteristics."We wanted to give it the face of a tiger, make it look very strong," Proton design boss Zafruddin Shamsuddin says.He says the Gen2 won't appeal to all buyers, but will catch the attention of those who want something sporty and sexy."Essentially, we set out to break the tradition of building one safe design for everyone," Shamsuddin says.ON THE ROADTHE Gen2 shows how fast Proton is growing. It also reveals it has some way to go to take on Japan and Europe.Let's start with the positives, and there are plenty.The Gen2 has a rigid body and has excellent handling characteristics.Punting it along a winding road down into Port Macquarie at last week's launch showed what a fantastic job Proton and Lotus engineers have done setting up this car.It is almost impossible to get it to misbehave. You can easily put it through corners at speeds that would make a Corolla buck and squeal, while the steering is solid and gives good feedback.The other positive is the comfortable ride, with the suspension absorbing many of the bumps without fuss.It's amazing that Lotus can help produce a pleasant ride when it's own car (Elise sportscar) can jolt out fillings at the first sign of a bump.Interior space is good, though rear headroom is not the best in its class. While some of the plastics could be better, the interior is the best to come from Proton.Stereo controls are trendy rather than easy to use, but the heating controls are big and practical.The body looks well constructed and the paint quality, which includes cool colours such as orange-bronze and purple, is excellent.So what's wrong with the new Malaysian model?Proton says the Campro engine was designed for commuting in cities such as Kuala Lumpur where motorists are happy with small engines and don't mind revving them.To put it simply, the Gen2 doesn't have enough grunt. You notice it a bit around town, but when you try to overtake or pull up a long haul the engine is lacking.It gets worse when the airconditioning is pumping.Proton is working on a Campro engine with variable-valve timing that gives it a meatier feel and improves performance.It will be offered in a premium Gen2 model next year, but should really be in the base car.And in April Proton will introduce an R3 performance model with exhaust modifications that will lift power slightly.With excellent handling, it's clear the Gen2 can handle more go.

Even Renault admits sales of the turbocharged Megane 225 and its Renault Sport stablemate, the Clio 182 (numbers represent horsepower), won't be high in Australia. It predicts monthly figures of only 25 of each.But it's supposed to be an important step towards giving the Renault brand a shot of sex appeal."We are trying to avoid setting concrete targets," managing director Rudi Koenig says."Obviously, with this type of car, initial demand is going to be high. Then, like most sports vehicles, expectation dies down."But we want to use Renault Sport to enhance our brand awareness in this country."The Megane Sport 225 has a turbocharged version of Renault's 2.0-litre engine, boosting power to 165kW and torque to 300Nm, compared with the standard Megane's 98kW and 191Nm.The twin-scroll, watercooled turbocharger has what's called a "double-incident flow" that is supposed to reduce the amount of exhaust coming back into the cylinders. Basically, it reduces turbo lag and that means the engine doesn't have to be wound up to high revs to get the most from the turbo.Apart from the turbo, the Megane Sport has 17-inch wheels, a wider track, stiffer suspension, lower ride, and four-wheel Brembo disc brakes and calipers with electronic braking distribution. The Luxury pack includes full leather trim, a sunroof and six-CD audio.The more familiar Renault Sport Clio has also had a mild boost in power (up 7kW to 131kW), along with new standard features such as leather/anthracite trim, twin tailpipes and cruise control.It also has a wider track (12mm front and 16mm rear) and wider Michelin tyres.The biggest news is the arrival of the Cup variant, a track model with stiffer suspension (20 per cent stiffer in front and 16 per cent at back).Apart from grey metallic alloys, rather than the silver of the regular Clio Sport, and a (barely noticeable) 3mm lower ride height, there's little visual difference between the Cup and regular versions.ON THE ROADIF THE Renault Sport Clio is the genuine article hot hatch, the Renault Sport Megane 225 comes across as a bit "not quite".It's not quite edgy enough to be a hot hatch in the same sense as its stablemate, the Renault Sport Clio 182, which makes it hard to work out exactly what kind of buyer would go for it.While it's undoubtedly sporty, in the sense of having a reasonably stiff suspension, the Megane loses the edge with its steering.The best description is it feels "woolly". It's not sharp as you'd expect from a car with a sporty attitude, whether it be a genuine sports car or only a hot hatch.The ride itself is a bit "midway" as well, though in this case that's not necessarily a bad thing. Grip and control is good without the choppiness you can get in cars that have a very hard suspension.The Megane 225's biggest plus is the turbo engine, which is a delight from low in the rev range to the top. No noticeable turbo lag means it's also easy to live with.Through the windy stuff the engine gives the driver plenty in reserve to fire out of corners and dart up hills.The six-speed manual, however, isn't quite slick enough to take advantage of the motor. The shift from second to third, in particular, is fairly hit-and-miss. The Clio's five-speed is much more usable.But the car's biggest letdown is its drab and not especially sporty interior. The plastics are a dull dark grey and do little to excite. The orange seatbelts only partially compensate.The instruments are sparse for a car that will sell for $42,990 and the orange-lit display might be functional and easy enough to read, but look industrial rather than sexy.In contrast, the Renault Sport Clio, even the relatively "standard" one pushes all the right buttons.After driving the turbo Megane, power and torque feel a little bit light on, but everything else screams fun.Through the Tasmanian backroads, the Clio feels like a go-kart, the grip so impressive you can maintain speed to the point that the lack of brute power is hardly relevant.The steering and transmission are much more enticing for the driver than the larger car, as is the interior with its black and brushed aluminium highlights. The personality of the car shines through, whereas the Megane feels pale.For an extra $1500 you get the Club spec version with stiffer racetrack suspension and grey-coloured wheels. The wheels certainly look the part, but, except for those who intend to use the car on the track, the Cup has a noticeably bumpier ride without any noticeable improvement in grip.Now if we could just squeeze that turbocharged engine into the Clio . . . But I guess that's just being silly.

The car has been a long time in gestation but is a critical model for the Malaysian manufacturer as it moves away from using redundant designs from Mitsubishi for which it paid handsome royalties. The Gen.2 is just about all Proton in terms of body and powertrain. Only the optional four speed automatic transmission is from Mitsubishi.Gen.2 also marks the appearance of Proton's first in-house engine, the Campro 1.6-litre four cylinder. It is the advance guard for a range of new engines designed and built by Proton with considerable input by Proton-owned Lotus.Gen.2 itself heralds a complete range of new Proton models due for production in the next 18 months built on four different platforms. Most will come to Australia and the lineup includes a city car with a 1.2-litre engine, a new Satria and a revised Waja.Proton Australia also disclosed at the Gen.2 launch that it has taken control of national Lotus distribution.The Gen.2 comes out of a brand new, highly automated factory at Proton City near Kuala Lumpur.The plant features a raft of high tech facilities including a water-borne paint shop and the largest body press in south east Asia which is capable of stamping the whole side of a car body in one pass.Gen.2 will be sold here in three grades, L, M and H ranging in price from $17,990 through to $20,990. The base model car lacks nothing in feature terms except alloy wheels and ABS.Proton will focus on its high standard equipment levels in Gen.2 marketing, the main thrust of which is at young females.The all alloy Campro engine is a low emission unit with twin cams and 16 valves. It has been designed for smooth economical running and delivers 82kw/148Nm output. Variable valve timing with 100kW makes an appearance early next year.A five speed manual or optional four speed auto transmission is used.Weight is around 1200kg but the Gen.2 benefits from Lotus input in terms of ride and handling.Both are impressive in a car such as this which is comfortable and controlled over most roads.What makes Gen.2 stand out from the crowd is its styling – a super effort from the Malaysians and Lotus. The body has elements from Europe and Japan and does the trick in terms of "wow factor". Proton offers Gen.2 in a range of fairly staid colours except for a strident sky blue mica and a mica orange.Inside is just as good as the outside and owes nothing to any other style currently in vogue. It is refreshingly different albeit without a glove box, and comes in a two tone beige instead of boring old grey.The drive experience is not bad for what is essentially an economy model. It won't rock your socks off for pace but gets going if needed. The seats lack some lateral support cornering hard but plenty of room is available inside for five and the boot is large.A disappointing space saver spare lives under the boot floor.Petrol requirement is premium unleaded but we tried it on regular which made no difference. Fuel tank capacity is 50 litres giving the Gen.2 a good range especially with about 6.5l/100km economy easy to achieve.Proton is currently rebuilding its dealer network after some flew the coop in the past couple of years due in part to Proton's direct marketing activities and little in the way of new models.The Gen.2 could spark renewed interest in the Malaysian brand which has a reputation for reliability and good value for money in this country.It certainly deserves a look.