Hatchback Reviews

Which all drew a perplexed response from the mother-in-law when she spotted a new Colt in the driveway – a Colt that looked nothing like her ever-faithful 19-year-old Mitsubishi with the same name.Little wonder – only the name is the same. The old Colt was a conventional five-door hatch. The latest looks more like a pregnant door wedge.The new face of Mitsubishi's small car line-up is a space-efficient cutey with five doors, a miserly 1.5-litre engine up front, a CVT auto gearbox and a European-styled minimalistic interior.In a photograph it looks back at you like a little toy, perhaps a mini-car thing rivalling the Daewoo Matiz or Hyundai Getz.In fact, though it looks weeny – a by-product of its pointed snout – it has a comfortable, four-adult interior.It also has a more grown-up price than the Matiz and Getz. At a base price of $18,990 – though $20,990 for the XLS tested – the Colt has lots of serious rivals.What makes this car so attractive, however, is the way it does its job of transporting people and cargo in comfort and with a tiny thirst.The Colt has an upright stance that makes it easy to get in and out. If the leg-room doesn't surprise you, the height of the headliner certainly will.The simplicity of the dash makes it an easy car to operate, though you have to get used to the bent stick jabbing out from the left of the steering column – that's the gear selector – and the annoying dwarf pedal down on the floor that turns out to be the foot-operated parking brake.Sticking this stuff out of the firewall and the dash keeps the mess off the floor, so that's why the interior looks uncluttered and airy. In effect, it also does the owner a disservice because in an attempt to keep everything clean and simple there's only a small console for your personal items.In fact, the base model doesn't get a console.On the road the car is quiet yet feels sprightly. Part of that is the CVT (continuously-variable transmission) which is like an automatic without specific gears.The transmission slides up and down ratios according to available engine power, so it always finds the best gear for the conditions.Best news is that the CVT boxes are more economical on fuel than a manual gearbox. The unusual bit is that as the speedo rises, the tacho needle is falling.Because it's quite a small thing, the Colt practically turns on a 20c piece and fits into tiny parking spaces.The steering is electrically-assisted, which means it is so light that it takes some getting used to.The Colt suits an owner wanting flexibility – thanks to its split-fold rear seats and wide and tall rear hatch – and generally travels in the city and suburbs.It's pleasing to see another top-shelf product from Mitsubishi.

The five-door hatchback range has had some serious restyling and is better for it.The Astra's European feel is both stylish and cheeky, sporting a bold rear and more aggressively styled front end. Clear, bold lines give the car a unique shape and design.Holden will sell the AH Astra hatch alongside the old one, which was recently renamed as the Classic. The retention of the Classic is aimed at fleet operators and price-conscious buyers who appreciate the $18,990 tag, which includes airconditioning.The latest model range starts with the CD from $21,990, moving up to the CDX and the CDXi, which sits at the top of the tree.The CD entry model includes front power windows, airconditioning, steering wheel-mounted stereo controls, CD player, and driver and passenger front and side airbags.The AH Astra is 139mm longer, 44mm wider and 35mm taller than the old car, while the body is 15 per cent stiffer.Shoulder room has been increased by 30mm in the front and 20mm in the rear, and despite the Astra's curved but sharp-sloping roof line, there is still a good amount of headroom in the rear for a small car.On the road, the Astra feels solid and refined and there is little road or engine noise. Stiffer suspension helps ride comfort but still allows it to handle and turn-in well. The steering is solid and direct but light enough to make reversing into tight spots easy.All the new models are powered by the old Astra's 1.8-litre four-cylinder, which has 90kW of power and 165Nm of torque.The engine does the job well enough but is nothing special and the automatic suffers with the airconditioning on when climbing hills. The manual, however, makes perfect use of the power and is a lot more sprightly.The clutch is light and the gearbox easy to use. On the freeway, the automatic did not complain and comfortably sat on 2700rpm at 110km/h, making for good fuel consumption.Instantaneous reading showed between 4.6L/100km and 7.5L/100km most of the way.The automatic features engine brake assist, a technological marvel that helps reduce stopping distance. In the model tested, it was a touch too energetic. At 100km/h, when the brake pedal was touched slightly, the gearbox automatically dropped to third and while the engine did not complain, it was not necessary and revved a little hard.The nifty dual-stage indicators that flash three times when lifted for changing lanes or continuously when turned on are handy.The height and reach adjustment on the steering makes finding the best driving position easy.The CDX and CDXi are the luxury and sports luxury models. They feature 16-inch alloys, six-stack CD player, cruise control, leather wrap steering wheel, trip computer and front fog lights.The CDXi adds a sports steering wheel and sports trim, curtain airbags, electronic climate control and eight-way adjustable sports seats. The test model also had heated front seats.Inside, the Astra is simple and uncluttered, accentuating the Euro design cues of the car. It could, however, do with a tad more storage and an extra cup holder.The information display is easy to use once you get the hang of it and controls almost everything, including the CDXi's climate-control aircon.The orange display is easy to read and the Astra also has the function of lighting up the dash display when the car goes into shade, such as a car park or through a tunnel.The Astra also has a host of safety features including an auto-lock function that relocks the car five minutes after the doors are unlocked without being opened and a function that allows the headlights to shine for 30 seconds after the ignition is turned off.The new Astra model line-up starts from $3000 more than the Classic. Will that be enough to keep buyers under $20,000? Only time will tell.

It is the right idea at the right time. Hopefully, at least for fans, the baby 1-Series will have the right price, the right deal, and the right drive.Based on our first drive, it will be a winner.The One is a sporty drive, is built tight, is good value – at least for a BMW – and has styling that will help it stand out on the road.The action has just begun with the 120i and BMW promises to spread the love with a sub-$40,000 starter car next year.BMW has ruled out an M1, but we can expect a 130i, a two-door coupe and perhaps even a Z2 based on the mechanical package of the new One.Looking at its role and competition, the One faces up to everything from the Audi A3-Alfa 147-VW Golf group of Euro cars to the rear-drive Lexus IS and even some of the higher-priced Japanese compacts.But it's biggest rival is the Mini Cooper that sits across the showroom at most dealers.The Mini and One are aimed at the same sort of people, with the same sort of budgets and the same need for a standout car.Three doors plays five, front-wheel drive plays rear are some of the big differences, but the Mini and the One are the ones for a lot of trendy young shoppers.The plan for the One: BMW will use it to lure newcomers to the brand and prevent the leakage of potential defectors. So its job is the same as the original 318i of the 1980s.We're not fans of the 1-Series body, because it is a bit chunky and stumpy, but it does the job of fitting four doors and a hatchback tail into a compact-class contender.The first of the Ones to reach Australia is the 120i – from $41,900 as a six-speed manual. The 118i will be available from $37,900 – or $40,100 as an auto – next year.The package for the 120i start with a 110kW engine, matched to a six-speed manual gearbox, which BMW says can sprint to 100km/h in 8.7 seconds.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.But BMW Australia has gone further, fitting early-arrival 120is with what it calls the First One package. It puts $2500 on the bottom line, but it says it is worth $5540 with metallic paint, leather seats and Bluetooth phone package.The real bottom line on a One is $45,400 before you worry about on-road costs. Just so you know.ON THE ROADOur first run with the One, in Germany earlier this year, wasn't promising. It was nicely designed and finished, but didn't seem that lively.But, that was a 118i, and all the European emphasis was on the turbodiesel BMW was touting as the performance model.Now, after following the NGK Rally of Melbourne last weekend in a 120i, we are keener about the car. Even if our 120i was loaded with extra gear to ensure we got a nice, positive, first impression.How much gear? Well, apart from the First One package, it had sports suspension, a glass sunroof, electric lumbar supports on the seats and a lights package that included blue lamps in the door handles.It was nice, but coloured our view and made it tougher to get to the basics of the One.Still, the 120i is lively, unless you strike an XR8 Falcon at the lights, and light on fuel.Our time with the car averaged only 8.4 litres/100km and it often showed better than 7.0 on the highway, so it is a frugal car if you don't hammer it all the time.The gearbox is light and easy, the brakes are powerful and you know you have plenty of airbag protection.The cabin isn't all that big, but has more space than a Mini. There is room for two adults in the front and space for youngsters in the tail.We liked the sound system and found the leather sports seats with adjustable side wings among the best buckets we have tried recently.But the best thing about the One is the way it responds. It is a driver's car that turns crisply into corners, holds a nice line and uses all its limited power to make driving fun.It's not the biggest car in the class and some people won't like the styling, but it is one of our favourites and we're already planning a longer-term test.It's not just a badge car. It's a BMW that is enjoyable to drive, and won't – unless you load it with frills – cost a fortune.THE BOTTOM LINEThe One is better than we expected and has more to recommend it than just a BMW badge.

They include a powerful, turbocharged version of the quirky Megane hatch – you know, the one with the big derriere.The second is a slightly more powerful version of the smaller but highly regarded Clio Sport.Both cars offer high levels of performance and to go with this a free "performance" driving course will be offered to buyers.Renault which has a long history with Australia made a return to this country with a flourish and brace of new models back in 2001.But it has failed to build on the initial splash, with sales slipping backwards last year and still slightly down again this year.However, it argues that it is in for the long haul and the good news is that cars like the Megane Turbo 225 and Clio Sport 182 could set tongues wagging once again."Our aim is to develop the Renault Sport name and to show buyers a more passionate side of the brand," says director of operations Rudi Koenig.Renault Sport has its own plant which specialises in performance models at Dieppe in the Normandy region of France.Both the Megane and Clio models adopt the new Renault Sport DNA which consists of twin tailpipes and a special alloy wheel design.The Clio Sport will be familiar to readers as the little hotty that spearheaded the company's return four years ago.It was initially available in very limited numbers all of which were snapped up by performance hungry punters.The new car adds a more aggressive look and 7kW of extra power, lifting engine output to 131kW or 182bhp – a fraction more than Peugeot's 206 GTi 180 (ergo the 182 tag).Torque stays the same at 200Nm but is produced slightly lower at 5250rpm.The dash from 0-100km/h has been shaved from 7.3 to 7.1 seconds.With a longer, wider footprint and five-speed manual stick the Clio goes hard and offers the enthusiast plenty of bang for their buck, with a ride and handling package that is among the best in class.An even sportier Cup version is offered this time, with even firmer, lowered suspension for better handling.Both versions are an absolute hoot to drive.Wheel size has jumped from 15 to 16 inch on both cars but the Cup can be readily identified by its smoky coloured alloys.A bright Racing Blue is a standout new colour.On the downside weight in the Clio is up from 1035kg to 1090kg and in making way for the twin exhaust system the spare wheel has been replaced by a reinflation kit.However, it is the turbocharged Megane that is the real suprise packet.A turbocharged and intercooled 2.0-litre engine transforms the stylish hatch into something a whole lot more tastier than the standard car.The engine delivers 165kW of power and 300Nm of torque from 3000rpm, catapulting the car from 0-100km/h in just 6.5 seconds.That is quick but not quite as fast as a Subuaru WRX but then again it is an entirely different sort of car.It is the smooth, almost seamless way the Megane delivers this power that is most impressive, providing plenty of get and go across the entire engine range.The engine is hooked up to a Nissan-developed six- speed manual tranny and is one of the smoothest turbos that we have driven.Mid-range acceleration is particularly strong, mak- ing overtaking a simple matter.It is this same mid-range power that makes the car a joy to push this car through twisting mountain roads.A special front suspension setup minimises the torque steer normally associated with powerful front- wheel drive cars.This is the twisting, bucking sensation that you sometimes feel as the front wheels attempt to transmit power to the pavement.The Megane's aggressive Brembo brakes take some getting used to.Ventilated fourpot 312mm front discs are fitted along with one pot 300mm rear discs.Large 17 inch wheels and low profile rubber fill out the wheel arches.Inside, the look is ultra modern with color-coded seatbelts – bright orange in the car we drove.Both are the Clio Sport 182 and Megane Turbo 225 are very well equipped with many luxury features including stability control and several airbags.The Clio Sport 182 is priced from $32,990 while the Megane Turbo 225 retails for $42,990 – both prices exclude on-road costs.

"It is a little unusual to put two models into a small-volume segment like the sports hatch at the same time but they are very different cars that will give shoppers a welcome choice," says Renault Australia's managing director Rudi Koenig."The opportunity to offer such a different choice was a big part of the decision to use the five-door variant for the Megane."Both cars come out of the Renault Sport garages at the Dieppe facility where shells and basic chassis from the garden variety cars are worked over by Renault's 500-strong performance crew.The outcome for the Clio and Megane is a Charles Atlas act. The Clio weighs in with 131kW and 200Nm while the Megane, from the same 2.0-litre 16-valve engine, manages 165kW and 300Nm, 90 per cent of which is delivered on a torque curve so flat you could sleep on it between 2000 and 6000rpm.Koenig says he accepts that the Clio and Megane Sports will not add significant volume to Renault's Australian sales (about 50 cars a month combined) but believes they have an important role to play."Renault's history in motorsport is significant and on-going and we need to leverage off that in Australia for brand recognition."We also need to continue to re-inforce the determination of Renault to be in Australia for the long haul and offering as wide a model line-up as possible is a part of that."Unlike the previous Clio Sport, 80 of which were made available as part of Renault's re-introduction to Australia in 2001, the new model will not be supply restricted.With full availability the Clio Sport 182 will go head to head with Euro-hotties like the Peugeot 206 GTi 180 and BMW's soon-to-be launched 1-Series. For the Megane 225 the targets are likely to be a fair bit more disparate ranging across a wider power/price band that covers anything from a Subaru WRX through to Mazda's RX-8.While the Renault performance pair shares the same basic engine there are plenty of differences in the cars.The Clio has a five-speed close ratio box against the six-speed shifter in the Megane. Both are very well suited to their task with the aggression of third and fourth in the naturally aspirated Clio encouraging high-revving fun. For the Megane's part the extra ratio makes cruising a dream while the huge lumps of torque on tap in any gear take care of the fun factor.With its extra grunt and weight (1361kg against 1090kg) the Megane reasonably needs better stoppers and with 312mm four-pot front and 300mm single-pot rear discs, pulling the car down from speed is not an issue.That is not to say the Clio is underbraked. Its 2800mm vented front and 238mm solid rear discs do an admirable job but tend towards a slight fade on quick-repeat use.In raw performance figures there is not a great deal between the two cars with the Megane sprinting to 100km/h in 6.5 seconds on its way to 236km/h while the Clio takes 7.1 seconds to put the 100km/h behind it on track to a top speed of 222km/h.The most noticeable difference, other than in ride where the Megane retains a softer quality than the hunker-down and get on with it Clio, is how effortlessly the turbo-charged Megane picks up in any gear short of sixth when asked for an overtaking surge.In keeping with its likely more "civilised" owner the Megane features some extra electronic wizardry with an anti-skid and understeer control program on top of the stability program and ABS. The Clio's nod to electronic aids is restricted to a switchable ESP and anti-skid brakes.Both cars carry Renault's now almost-standard five-star NCAP safety rating. The Clio has front and side airbags while the Megane adds front lateral and curtain bags to the equation.The seating in both cars is up to Renault Sport's usual high standard of comfort and bolstering. The Clio rides on 16-inch alloys with the newly developed Michelin Exalto rubber 205/45 profile. The Megane's 17-inch alloys are shod with 225/45 Continental ContiSportContact.The Renault Sport Clio 182 is priced at $32,990 with the Clio 182 Cup $34,490 (add stiffer, lower suspension). Metallic paint is a $600 option.The Renault Sport Megane 225 is $42,990. A $4000 LX pack adds sunroof, six-stacker CD and full leather.

The diesel pump nozzle doesn't quite fit into the spout opening, so you have to pour it in slowly to prevent spillage.It is the only drawback in what is a fabulous turbo diesel engine.The new two-litre A3 comes with either a fuel stratified injection (FSI) petrol engine or a turbo direct-injection (TDI) diesel donk.You will pay an extra $8800 for the diesel and bright mathematicians will be able to work out that with diesel prices sometimes higher than unleaded fuel, it could take quite a while before the better fuel economy in the diesel starts to flow through as savings.But is that the only reason why people should buy a diesel car like the A3?Diesel engines are no longer noisy, smelly, slow or dirty. Quite the opposite. And this one is a great example.A little clatter at idle soon disappears and returns as a "junior" V8 growl when you get up it. There is no smell and very little emission thanks to European pollution laws.And as for its speed, get this: it has 320Nm of torque, which is about the same as some large family cars and 120Nm more than the A3 petrol equivalent.Plenty of torque means plenty of launch off the line. It also means that filling the back seat and the boot area won't drain the power, nor will hills.Married to the six-speed auto box with sports shift and sequential options on the T shift and paddles on the wheel, it is truly inspiring.In normal Drive mode, it tends to change gears too early for the petrol-engined FSI and will drive around town in sixth gear.Yet this is fine for the torquey diesel engine which will pull from these low revs with a nice growl.In the petrol engine, it's a little under-revved and you must wonder what it is doing to itself.Coming up to a corner, if you bang it across to sequential, you will often find you are in one or even two gears higher than expected.With no time to glance down and check what gear you are in, you drop it down one or two cogs and still find you are in a gear or two higher than where you want to be.In Sports shift, it changes gears so intuitively you don't really need to go for the sequential shifter. Besides, you have to go back to Drive to get it across to the sequential, unless you have the optional paddle shifters on the wheel.The paddle shifters are fine for driving sweepers and highways where your hands don't move around the wheel, but around town and in tight turns you can lose those paddle shifters just when you need them.In Sports shift, the A3 holds gears well as you accelerate; heading downhill it hangs on to gears so you don't roll on speed and when you need more oomph, it drops down quickly and delivers.I expected cruise control on a car in this price range. Sporty drivers may say that it's not important, but perhaps it's even more important when the car wants to give you this much power in a small package.On several occasions I found it accelerated so fast and effortlessly that I was way over the posted speed limit. If not a cruise control, then how about a speed-limiter like Mercedes-Benz employs, or at least an audible speed warning?Styling is beautiful, with fine touches of brushed aluminium, such as in the rim around the instruments.The sound system is superb, especially with the Bose speakers option, and also comes with a tape deck in case the solid suspension is too much for the CD player.But it would be nice in a car of this price to have the audio controls on the steering wheel.The sound system is obviously set up for left-hand drive as the volume control is all the way over on the left. That's a distraction you don't need when you are driving a sporty car.It is based on the Golf chassis and some of the knobs, instruments and do-hickeys are shared.You sit down in it, more so than the Golf. Seat height adjustment also helps here.Quality abounds and the suspension and driver aids all add up to making this a superior road-holder.However, the traction control could not have been more brutal, giving a couple of huge transmission thumps when it activated. That's fine when you are giving it a go and you expect a bit of noise, but when it activates in the wet – and after all it's a front-wheel drive – it is awfully disconcerting and surprising.There is a fair bit of torque steer from the electro-mechanical system which you have to fight when the front steering drive wheels get light or break traction, but after a while you get used to it and actually enjoy the feel. It is speed-related with servo assistance, so it does away with a pump. Understeer is predictable and never a problem and works in just fine with the torque-steer feel, trying to right itself and point the wheels straight.

I bounce around like a puppy that's sniffed too many exhausts, exhorting her to come and see the new arrival and she politely tells me she'd rather finish filing her nails.This is because my tormentor-in-chief is about as interested in motor vehicles as I am in public transport. She might have to use them occasionally, but someone else always does the driving and she remains blissfully unconcerned by what sort of engine it possesses.As long as there's no gum stuck to the seat and it can recline far enough for her to nap on long drives, they're all the same to her.As you can imagine, this causes no small amount of tension chez Corby.Recently, however, we took possession of a car that caused as much excitement as a warehouse full of free shoes.This unbridled, hand-clapping joy was not shared by yours truly, because the car in question was a Ford Fiesta, which looks like a Ford Focus that's been left in a hot car wash too long and come out two sizes too small.Apparently, however, the Fiesta is incredibly, indelibly "cute". Furthermore, not only could you park it in a bike rack, it also has "excellent visibility".The Fiesta is also "wonderful" in many other ways, but it should be kept in mind she still thinks the Holden Gemini is the best car ever built.To my chagrin, however, I am forced to agree that, for its size at least, the Fiesta is pretty damned wonderful.The cabin is far classier and better put together than an $18,990 price tag or a Ford badge would suggest.Of course, for that price we did get the sporty three-door Zetec model, which manages to look not only cute but surprisingly sharp as well.But you can get an equally chic Fiesta for as little as $14,490 if you choose the three-door, five-speed manual LX. Alternatively, you can get the neat, petite luxury car, the five-door Fiesta Ghia, for $21,490.Of course, the reason this Ford is so well-built can be detected as soon as you drive it. The indicator stalk is on the left-hand side of the wheel.This is actually an indicator of quality because it means the car is made in Europe. In the Fiesta's case, it's Germany.And, as the Holden Astra (now built in Belgium) has shown us, the best Aussie cars are the ones that aren't made here.The Fiesta's engine, a 1.6-litre four-cylinder, is a truly hard-worker. It moans, groans and occasionally screams if you kick its firewall too hard, but it's a solid performer and makes the most of its 74kW.Of course, with only 146Nm of torque, it climbs hills like a baby Sherpa – slowly, but with in-built determination.The four-speed auto our car was fitted with doesn't make life any easier for the engine, and it would surely be a more lively vehicle with the five-speed manual.The one truly strange quirk of the Fiesta is its cooling fans. Take the car for a hard flog, or even a slow jog, and when you park you will be assaulted by what sounds like a small helicopter whirring into action under the bonnet.The first few times I heard it I was convinced it was not coming from the cramped confines of the Fiesta's engine bay and that there must have been a hovercraft parked nearby.That noise, and the roar of the overworked engine aside, the Fiesta is a remarkably refined and smooth machine.Only the very short of leg would attempt to occupy the back seats, but the front ones are suitably supportive and height-adjustable.The sporty steering wheel in the Zetec is another nice touch and it communicates a zippy, sharp feel to the driver.After a week of being driven around in it, the better half showered the baby Ford with the highest praise. Apparently, it's almost as good as a Gemini.

While not exactly the definitive profile of the "little Aussie battler" the four-ringed marque has certainly spent a long time as the one having sand kicked in its face in its respective playground.While still struggling against the Euro-lux big boys – BMW and Mercedes-Benz – Audi is continuing to win some small victories in the turf wars.The A8 is now widely regarded as the benchmark for large-car luxury, usurping both BMW's 7 Series and the ageing Mercedes S-Class, while Audi's RS performance cars have won praise as athletes you can live with day to day.But it is at the bottom end of the size scale where the scrapping is likely to be fiercest.The A3 is the gateway to the world of Audi, a (relatively) affordable introduction to Europe's junior luxury club.With the latest model, Audi has polished up the interiors, produced a platform to be proud of and found a couple of new engines – but is it enough?Within a couple of months the A3 will have fresh challengers, led by BMW's 1 Series and to be followed within a year by the all-new Mercedes A-Class.Time spent in the new A3 range – 1.6-litre petrol, 2.0-litre petrol and 2.0-litre turbo diesel – suggests Audi is up for the challenge.The first impression of the new range is that they have been given a dose of attitude.A little wider, a little lower and a little more launch feel – in all but the 1.6 – the changes are subtle but together noticeable.For its size, the A3 is a substantial car. Weight-saving has not been top of the list in this car and it is the 75kW 1.6 that suffers.Up and cruising the entry-level engine has all of Audi's niceties in ride quality and handling, but away from the mark and in acceleration it is hoppled by its 1200kg mass.Step up to the 2.0-litre FSi (fuel stratified injection) and things start to look up.With some 30 per cent more power and torque than the 1.6, the FSi engine is a far more lively proposition.The six-speed tiptronic box is well matched to the engine and in full automatic delivers enough mid-range urge that manual shifting only becomes an attraction on that special piece of road.However, the pick of the litter – and the one least likely to be bought by Australians – is the 2.0-litre turbo diesel.The trick DSG (direct shift gearbox) offers less to the mix than its hype would suggest, but the engine is a treat.With 103kW – not bad for a small oil-burner – the power is sufficient for comfortable top-end cruising but it is the way you get there that makes the difference.Pulling peak 320Nm from 1750rpm through to 2500rpm the Audi TDi has mid-range urge to die for.Noise isolation is good – partly from sensible engine mounting isolation and partly from lots of sound insulation in the car body – and while you still know it is a diesel on start-up the impression doesn't hang around for long.A stand-out feature from all the cars was the new electro-mechanical power steering which allows superb feedback and surety of turn-in while retaining a nice weighting and enough off-centre feel to make high-speed cruise a breeze.As you would expect from Audi – and for any small car which is going to hit the pocket on a sliding scale from $40,000 – the inclusion list is good and of good quality.ABS and electronic stability control are standard, along with 16-inch alloys in the lower-end models. Duel front, side and curtain bags are the norm as are climate control air, full electric windows and mirrors, reach and tilt steering wheel adjustment, and five lap-sash belts.Further up the model range you will get 17-inch alloys, sports suspension, fog lamps, trip computer and a sports leather trim.

Reet petite and oh so neat, the Volkswagen Golf is the car that opened the hatch on a revolution – 30 years, 23 million vehicles and a lot of grateful city folk relieved to know their wagons can slip into the last sliver left in the carpark.The biggest seller in its class in Europe, with 25 per cent of the market, the Golf is already at the top of the charts. But can it do the same for Stevie Wonder CD sales?The new Golf V was unveiled in Sydney to the endearing bop of Wonder's 1976 hit Isn't She Lovely? which, when it lights up our TV screens, is likely to provoke a stampede for CDs if not Golfs.Glossy as a sugar-lolly and just as curvy, the Golf V is lovely indeed. But how else can one tag a car that has different virtues for different people?Hence the problem faced by VW Australia when pondering how to promote its bright new offering.According to managing director Peter Nochar, Australia's median Golf buyer is 39, tertiary-educated and living in the inner suburbs.But there are lots of Golf drivers in their early 20s zipping to their first jobs and another big group in late middle age. It seems you can't woo one without irritating the other, but "lovely" is hard to argue with.Externally, the Golf V looks much like its 1997 predecessor.It's what's inside that matters. For such a compact car, it has a surprisingly large boot – 350 litres, an increase of 20 from the Golf IV.Passengers in the rear get an extra 5.2cm of leg room, 2.4cm of headroom and a read-out, on the stereo screen, of the radio station the driver is inflicting on them.The most radical update to this reliable car, though, is that you can buy a diesel version.As the price of petrol settles above $1 a litre, VW expects to sell about 40 Golfs a month – 6 per cent of its projected Australian sales of 7500 in 2005 – with the 1.9-litre two-valve and 2.0-litre four-valve turbo-diesel engines."Diesel has a reputation for being dirty and smelly and something to run trucks on," Nocher says."What we have to do is prove that diesel can be a clean option. Our diesel engine will give you 1000km to the tank, or 5.5 litres per 100km."The TDIs have been purring since 1995 in Europe, where petrol costs well over $2.40 a litre.Golf's petrol engines are the 75kW 1.6-litre and the 110kW, direct-injection, 2.0-litre unit. There is a choice of manual and automatic transmissions, both with six speeds.Which, to a road-plodder such as I, is like having a stereo that cranks up to 11. Nimble on the autobahns, no doubt, but would our speed cameras smile on them?On the roadCROWDED city streets and narrow, winding roads are where the Golf V comes into its own.The VW handles the constant stops and starts of the Sydney suburbs, during the press launch, with grace. However, the real test of poise – the car's and mine – is the Bulli Rd.This twister down the Illawarra Scarp towards Wollongong was once the worst death-dive in Australia. How fares the Golf V?Agile as a mountain goat, it cruises those dangerous curves with ease.Sadly the drive program does not give the Golf more opportunities to shine.The steering feels particularly crisp and communicative and the 2.0-litre FSi engine is lively.The 1.9-litre diesel gives an initial impression of being a little coarse, but noise intrusion on the highway is minimal.Not surprisingly, the Golf V has come up trumps in the Euro NCAP ratings, which pronounced it the safest car tested.A maximum five stars for front and side impact tests, plus three stars for pedestrian safety, makes this a trustworthy newcomer, and lovely indeed.

Have you noticed how mean car parking spaces seem to have become? It's no wonder we keep suffering door dents.So cars designed to fit into the shrinking world of overcrowding are just the ticket.Hence the pleasure of the Holden Astra. With four doors and a pretty decent boot space, it does not feel like a bitsy little car. Yet it parks like one.Bliss. I swear this car was designed with supermarket carparks in mind because I have never been happier or more comfortable weaving my way through the high-stress mean streets of the local shopping centre where carpark rage is a way of life. The perky little Astra was right at home and ready to tuck herself in the tiniest parking space leaving Toorak Tractor mums glowering over their lofty steering wheels and rumbling on past in search of half a field for their upmarket 4WDs.Funnily enough, even beside these smug motoring monoliths, one does not feel afflicted with small-car syndrome in little Astra.I don't think she knows that she is a compact. She is proud and solid, well weighted to the road.And she has that classy European feel, which is fair enough, since she is a European model, so to speak.She drives on the left, but she wipes her windscreen to the right and indicates from the left.It takes a moment to adjust to this. Just a moment.Her reverse is another idiosyncracy insofar as it is one of those pull up the collar around the gearstick styles – before moving the stick up and left.Thoughtfully, they have placed a red strip at the 50km spot on the speedo, which is a blessing in the suburbs where one is forever keeping an eye on the dial.She runs on the smell of an oily rag, which is all we want in the time of rising petrol prices. And she is quite comfy for driver and passengers.Now, I have only had nice things to say about this little honey. And I approve of the fact that she has a rear windscreen wiper, too. And that she has pyrotechnic seat-belt pre-tensioners. Whatever they are, they sound hot.However, the cupholders, darling. Oh dear. They are extremely odd. So afterthoughtish that, quite frankly, I did not dare to test them out. They are in the lid of the glove box. A bit of a stretch for the driver and very limiting in the size of drink one can carry. Maybe fine for the drive-in, if only we had drive-ins.But since she is very much a city girl, I guess we can call the need for refreshments less important than the safety of the airbags and the absolute convenience of her size and manoeuvrability. Not to mention her price.