Hatchback Reviews

There is little doubt Audi is setting the pace in styling terms over its most direct European competitors.Look at the new A3 – a sexy looking, well-proportioned car if ever there was one.With subtle links to the first A3 from 1996, the new model has progressed to the point where other companies would be silly if they didn't copy elements of the A3 look. And they will, wait and see.Like all the other Audis in the currentl line-up the A3 with its high door sills is body beautiful.And then you drive it.Things get better from here. v This was the "base" model, 1.6-litre, three-door hatch with optional six-speed tiptronic automatic transmission selling for about $37,000. v What is impressive about this powrtrain is the auto trainsmssion – not yet available on any other car in this segment. Others make do with four or five cogs in their small car automatics.EVen better are the A3's steering wheel shift buttons so you can pretend you are behind the wheel of an F1 car.The 1.6-litre hi-tech, petrol engine is good for 75kW/148Nm output.Not a lot on the face of it, especially in the weighty A3 but the six-speed auto does an excellent job of marshalling engine output and feeding it through the front wheels to the road.This layout – small capacity engine with a six-speed auto – could point the way to the future, especially in small petrol-powered vehicles.The engine is sweet running and economical and has good response from low in the rev range. It spins out freely and is quiet in cruise mode.The auto shifts smoothly and adapts to various drivin styles and conditions.Audi has given the new A3 tidy dynamics that deliver a sporty, taut on-road feel which flows through to other areas of the car. The electric steering for example is direct and firm and the brakes are powerful.It is well suspended and feels like a larger car. It is in fact slightly larger than the previous A3.The interior is up to expected generic high Audi standards and is functional and attractive with some arty touches to liven things up.Access to the rear seats is OK, aided by a clever front seat folding mechanism. Once you're there the rear seat isn't bad. The boot is large for a car of this size.It is well equipped and has quality ancillaries.Can't wait for the five-door version to arrive.

A new model is looming and the Astra has had a good run here.This Astra SRi turbo, notwithstanding the ageing body shape, is not so much a piece of dynamite as it is a penny bunger.That is not to suggest the hot Astra is wimpy.Simply it represents supreme value-for-dollars.We recently revisited the Astra turbo SRi to find there was confirmation of the initial impression – quite a nice kit for $36,990.This European styled and engineered hot four works down here because it is a reasonably affordable way of getting into the force-fed hot four market that has been brutally dominated by Subaru's WRX for the best part of 10 years.There is a lot to be said for turbos, not purely for their adrenalin-packed rush but for the way they enhance driveability.From about 1950rpm the turbo chimes in it but really kicks from between 2500rpm-3000rpm, maximising thrust to offer a launch that would surprise some six-cylinder cars.The Astra inherently possesses a torquey nature. This pulling power helps the little hatch along when tackling hills or in overtaking manoeuvres.On a quiet road doing 60km/h in fourth there is enough torque to pull past a slower car or up a hill without downshifting.The brake pedal holds firm despite repeated attempts at hammering the anchors.Out and about the 17-inch Dunlop tyres stick well to the road.The front can become a bit unsettled with an aggressive shove of the throttle that can promote medium-to-high level torque steer misbehaviour.Turbo and torque are an infectious combination, sometimes prompting the driver to be rather inconsistent with application of the right foot.Along those lines our fuel economy finished at 10.2litres/100km on a 500km test carried out predominantly in open running.It may not have the weaponry of a WRX nor the badge kudos of an equivalent European fast four, but the Astra stands tall all on its own with 147kW of power creating a little ball of fun on dirt and blacktop.It's not until you park it beside the standard SRi ($8000 cheaper) that you can pick the subtle differences.The front spoiler on the turbo is unique in that it accommodates hexagonal mesh inserts in the splitter and has different fog light housings.On the outside the rub strip and side skirts match the body unlike the vinyl used on the standard.The 215/40 five-spoke wheels accommodate 17-inch Dunlop rubber compared with the 16-inch Michelin's on the non-turbo.The rear wing is identical with the only difference being the turbo badging on the right-hand side.Inside, the biggest difference is the quality leather seats.It may be hard to see $8000 difference but driving-wise the two are totally unrelated.The turbo's gearbox seems sweeter, falling into its gates as smoothly as a hand in a glove. Most of all, the turbo has a unique edge.It bears no similarities to a Japanese thrusted four-potter and has a uniquely European character that just happens to have an Australian badge.

Volkswagen had no such qualms at the launch of the fifth-generation Golf in the NSW southern highlands last weekend.And that is because when the two are beside each other, the old model looks positively Spartan and ugly.The old Golf is angular and fussy. It's new kin is cute. Or, as VW would have you believe, "lovely".VW is advertising the new generation Golf by using the 1970s Stevie Wonder hit, Isn't She Lovely?. And it is.Styling is more rounded, smoother and simpler than its bland predecessor.It has cuter and bigger seal-pup-eye headlights and taillights, flared wheel arches, a higher rear door sill, a discrete hatch spoiler lip, blinkers integrated into the door mirrors and a VW emblem on the hatch which doubles as the handle, making the rear less cluttered.Golf V comes in four engine variations, including the 1.6-litre petrol powerplant from the previous generation in the base model.A powerful 110kW two-litre fuel stratified injection (FSI) high-octane petrol engine from the Audi A3 also has been added as well as two diesel variants -- also from the A3 line.The 1.9-litre turbo direct-injection diesel pumps out 77kW of power and 250Nm of torque, while the two-litre TDI yields 103kW and a massive 320Nm starting at just 1750 revs.That is the sort of pulling power you would expect from an Australian-made, family, six-cylinder car.On the road, this torque thump translates into safe passing and red-light derby victories. But you will pay an extra $4500 for the privilege.The 1.6-litre has a five-speed manual or auto/tiptronic while the two-litre FSI has a choice of six-speed manual or six-speed automatic/tiptronic for $2300 extra.The diesels have a direct-shift auto gearbox which uses two-weighted clutches, operating alternate gears for swift and near-seamless changes.All auto boxes have a normal or sport mode, which is a little hesitant. If you really want rapid response, use the tiptronic selector.The 1.6-litre petrol and 1.9-litre diesel are available in the base Trendline and mid-range Comfortline trims, the two-litre diesel only comes in Comfortline and the two-litre FSI comes in mid-spec and top-end Sportline.Most include cruise control, tripmeter and traction control, and there are many options, including a high-quality sound system, leather seats, sunroof, satellite navigation and metallic paint.The instrument panel is straight out of the new range of Audis and looks top-notch with its classy blue and red illumination.Its handling behaviour is typical of a sporty, front-wheel drive. There is manageable understeer with little body roll and adequate damping.Brakes have anti-skid control and EBD which equalises the pressure across all four discs, but despite hydraulic brake assist, they require a fair old push to yield good results.Road noise is low for this size of car.Drivers will appreciate the down-sized steering wheel, pin-sharp electromagnetic speed-sensitive steering, adjustable seat and two-way steering wheel adjustment.Rear passengers will appreciate the head room, thanks to the straight roof line, the ample legroom and the generous seat squab that comes out all the way to the back of your knees.But few country motorists will appreciate the lack of a full-sized spare.The 125mm 80km/h-limited space-saver tyre allows a flat, boot floor, but leaves no room to put the flat, 235mm tyre when it is taken off the car.Unfortunately, this Golf retains that rear three-quarters blind spot care of the combined C and D pillars and lack of a window between them.And the rear blinker can be difficult to see when the brake lights are on, as it is small and surrounded by huge stop lights which tend to 'drown it out'.The car achieved record 12-star ratings in the Euro NCAP crash tests, thanks to better intrusion design, a 30 per cent stiffer chassis and six airbags standard across the range.

BMW launched the 1 Series while Audi revealed its new A3, which will also come in a five-door variety.Mercedes Benz has upgraded the A-Class Classic, the limited edition version named the Piccadilly. The special package is available on both the A 160 Classic and A 160 long wheelbase and adds remote central locking, luggage cover, leather-covered steering wheel and gear shift lever.The Piccadilly also comes with 16-inch alloys and two new metallic paint finishes: alpine blue and tropical black (both at no extra cost).Having not encountered a clutchless manual car that uses an H-pattern style gearbox before, driving the A-Class was a unique experience. The gearbox is more like a standard manual and doesn't use an up/down shifter or paddles.When the car was picked up, its minders said "it is just like driving an automatic". But after a week of testing the five-speed manual sports transmission with automatic clutch felt more like driving a traditional manual.Being a manual driver for more than eight years there was an initial tendency to push the "invisible" clutch.It caused a few giggles from passengers as I got used to keeping my left leg still.To drive the Piccadilly the driver puts the car in first gear and puts the foot on the accelerator.The automatic clutch can be heard working its magic. The transition was smooth and the pick-up reasonably quick.Changing gear follows the normal manual procedure of lifting off the accelerator before selecting a gear, without using the left leg.This was the same up and down the gears, the only problem getting used to using the handbrake for hill starts again.The speedometer display shows what gear the car is in.The A-Class is one of those cars that act like a status symbol. It is the sort of car one drives when things are going well financially, and, with an elevated seating position you literally look down on your fellow motorists.The 1.6-litre engine is A-Class customers' most popular choice and with 74kW of power and 150Nm of torque the smaller engine has plenty of go under foot.The A-Class is perfectly suited to city driving and cruises the highways quite well (although it does rev a little high on the freeway). Handling is light and in a recent high-wind storm it was an interesting experience trying to keep it on the straight and narrow at highway speed.Parking this little vehicle is a breeze.The A-Class has an extensive features including airconditioning with dust and pollen filter, driver seat height adjustment, heated side mirrors and outside temperature gauge.The A-Class also features numerous safety additions including anti-lock brakes, brake assist, front and side airbags for driver and front passenger, seat belt force load limiter and emergency pre-tensioners and even an integrated first aid kit.The A-Class features Benz styling and now with added extras at $34,900 is luxury more people can afford.Mercedes recently released sneak pics of its new A-Class, due here toward the end of next year. For the first time it will come in a three-door version.

For me, it was dad's old, rusting wagon – it could fit up to six of my friends at a squeeze, it was ever reliable and even when fuel prices were hovering around $1 a litre (yes, New Zealand had expensive petrol 12 years ago), it was economical to run.For many, the old Colt may have been your trusty steed.Now, the Colt has resurfaced and it's had a facelift. The trend for sleek lines is obvious and its simple, arched shape makes it impressively tall, despite this being classed as a light car.We all know the size of a car is important. It's a big issue with guys, although most women won't mind so much as long as it handles well, it looks good and behaves itself. So it was down to McLaren Vale for a leisurely lunch (alas, no wine) to see how well the Colt handled. And handle it does – smooth and quiet.The 1.5-litre four-cylinder DOHC engine with MIVEC provides ample power for a car of this size and, apparently, the transmission is so intelligent it will "learn" an individual driver's driving style and adapt for the best possible performance and efficiency. Great, but don't ask me how it does it.And be prepared, the Colt is a column shift. When I picked it up I was already running late for an appointment so imagine my horror when I saw, oh no, a column shift.Decision time: I could take my chances and potentially kill the car or I could run back to the office and get Kevin from Mitsubishi to explain how it works.Considering this car doesn't get released until next month, I opted to get Kevin.Of course, it turns out the column shift is automatic and it's as simple as putting your foot on the brake, flicking the shift down a notch and checking the dash to see what gear you have selected.Luckily my appointment didn't chastise me for being late and I did manage to find out from Kevin that the Colt has a storage compartment under the passenger seat – perfect for stashing CDs or small bags out of sight. Wouldn't have found that if it hadn't been for the column shift.Speaking of the seats, they are pretty cushy and I imagine they would be great when travelling long distances. In the back it's a bench seat so there's plenty of room to move and three adults can fit in easily.In the front, all the essentials are at your fingertips – CD/stereo, airconditioning with a pollen filter, power windows, childproof locks and a sundhroof for taking advantage of the nicer weather. It also has dual airbags, ABS and EBD (Electronic Brakeforce Distribution) brakes.So, considering the reasonable price tag and that all the mod cons come as standard, the cute little Colt has a lot to offer. By the way, there's plenty of cup holders.

"Of course," I scoff. "Well, it'd have to, wouldn't it?", my composure crumbling. Suddenly, not so sure about the innermost working of this hybrid machine, I decide to hit the Net and find out what on Earth I am driving.Turns out this swanky little Honda is quite the revolutionary with its Integrated Motor Assist – or IMA as the mechanically minded would say.To quote the website, "IMA combines the use of a petrol engine with an electric motor that boosts performance and reduces emissions."Well, that clears that up.Fair to say, I still have no idea how this machine works, but what I do get is the fuel economy.I've been belting around in it for almost a week and still only used a third of a tank.Though I did have a bit of a chuckle when the Civic arrived complete with energy efficiency rating sticker – is this a washing machine or a car?The sticker boasts 5.2 litres of petrol per 100km, but for my last 100km, I've been averaging 6.6 litres, must have something to do with my love of charging off from traffic lights.Not that there's too much to get excited by there. With your foot flat to the floor, the Civic at times feels a little like a golf buggy on performance-enhancing drugs. However, as another friend points out: "It doesn't need heaps of power to get to the Greenpeace meetings and anti-woodchipping protests."Yeah, but it's still nice to be able to have a bit of grunt every now and then.But it is oh-so-cute. And we all know good looks can make up for a litany of failings – not that the Civic has too many bad points.The blue dash is way cool (yes, that is the technical description).The displays are mesmerising – it tells you when it is charging and when it is using the battery.Again, I have no idea what it is talking about, but gee it looks good.It seems Honda may have taken a leaf out of Henry Ford's book – the Civic only comes in four colour choices, none terribly outlandish, and with the interior coming in tan, tan and more tan, I've made an important discovery ... There is such a thing as too much tan – who would have thought?But if you are the youngest or the skinniest in a family of five, you will love the Civic. As the youngest of two children, I always got jammed into the middle seat when a visitor came on a trip with us.Battling hip cramps from straddling the bump in the middle of the back seat, I would exit the car with something of a limp. But those clever Honda types have done away with the bump and created a completely flat floor – and youngest children around Australia are forever thankful.The Hybrid is more than just a car; it is a civic duty.

This hot three-door hatchback, a latecomer from Germany, is forever encouraging a quick blat, forever suggesting there is more to motoring than A to B and back for a latte at barista John's hole-in-the-wall.Bored on a quiet piece of country road? Drop back through the six-speed gearbox and run the V6 through to the redline. At least in second, elsewhere the redline may see illegal speeds.Bored on the milk run to the shops? Drop the windows and hold a lower gear for maximum aural effects.Bored on a Sunday morning? Roll the Golf machine out to the nearest bit of mountain road and allow the all-wheel drive chassis to impress.Maybe the Golf R32 is ultimately not as engaging as Alfa Romeo's 147GTA. And maybe the new generation Golf at the end of 2004 will date this hot machine's style. Maybe $63,000 is a bit too much for a small, three-door machine with limited accommodation.Then again, maybe we should all be driving fridges.THE Volkswagen Golf R32 lives up to most of the hype as the fastest, most powerful Golf on the planet.The 3.2 litre V6 pulls out 177kW at 6250rpm and loves going there. The twin-pipe exhaust note is tuned for enthusiasm, on a cruising throttle there is always this insistent, but sweet, drone drifiting in from behind the driver.VW's 4Motion all-wheel-drive system brings out the best in the chassis. Unlike front-drive Golfs with too much happening up front, the all-drive here turns the Golf into a pleasant, very capable, drive car.For all the go, the VW is big on understated show.The fans recognise it, many give it nary a second glance, handy in some situations.It sits low with front and rear spoilers and sideskirts, the exterior menace is left to healthy air intakes, the twin pipes and those so pretty 18-inch alloys hunched up in the flared guards.There is a timeless sports style and just that discreet hint of muscle to the bodywork.Inside is dark and German.The seats are leather and Konig up front with plenty of support and adjustment. There are some bits of brushed aluminium here and there, airconditioning, CD player and stereo plus trip computer, cruise control and a meaty steering wheel for maximum grip.There is little room in the back seat and some luggage space out back. It would do for a week for two.The joy, the reasoning is in the driving for this R32 Golf has a decent degree of performance, from that willing engine to a compliant but balanced chassis happy to cope with hamfisted efforts to turn 320Nm of torque into go-forward motion.It moves off the line without fuss, jumps from standstill to 100km/h in 6.6 seconds according to the factory. Top speed is an autobahn respectable 247km/h.All the way through the gears the V6 is quick and flexible. From 100km/h in sixth gear, with around 2500rpm on board, the Golf accelerates with little drama; from 10km/h in first it rockets and then on and on, all the while with that sweet exhaust note.Then there is the attraction of attacking corners, backed by all-wheel-drive, electronic differential lock, traction and stability controls.The R32 can be tipped in with decent entry speed, little hint of understeer, and rocketed out with the right gear.Perhaps that rack and pinion steering is slightly slower than the Alfa 147GTA but the upside is less front wheel fight and a softer approach where the Italian may bump harder.For the biggest surprise with this tied-down Golf is the compliant ride.For all its race-bred grip and handling there is a decent compromise on ride quality, the VW is smooth (if not always whisper quiet) over rough and nasty pieces of bitumen although it will still bump-crash into the potholes.This compliance helps keep the Golf's wheels on the deck and helps keep front wheel fight at bay.It is a controlled and composed package, always willing and hard to upset.It takes some effort to unsettle the package although the short wheelbase here and there leads to some pitching.The Golf is perhaps not as involving as Alfa's 147 GTA but it is a very credible street fighter, with a more relaxed approach than its rival.Latecomer or not, the Volkswagen Golf R32 is a little (and expensive) bundle of motoring joy.

These city cars are not meant to put a smile on your face.They're not meant to look hot yet still appear like they come from the factory.And they're certainly not meant to incite rivalry between male and female drivers as to who gets the keys for a run down to the shops.Holden's Barina SRi, right, is the exception.Admittedly $22,490 is a little pricey for a runabout but the SRi is the top of the food chain in terms of Barinas.And for this you get the 1.8-litre four cylinder, a step up from the 1.4-litre engine in the rest of the range.Right from start up it is evident that there is a little more urge and excitment under the skin.It is armed with lusty performance yet together with a harder edge there also is a degree of practicality.Inside the Barina there is a spacious cabin in which adults will not feel like sardines when they climb into the rear.In some respects the Barina is a more enjoyable drive than the corresponding Astra SRi.Vision is clearer all-round, there is a well sorted manual gearbox, crisp steering, sharp turn-in, supportive seats and a punchy engine.Perhaps one of the best attributes of the Barina SRi is the fun factor.There are faster, wilder and meaner four-potters around but they also are pricier.All-round the Barina does everything with a reasonable degree of competence.It sits proud around town and on more demanding runs on the freeway and handles well, tucking in and sitting confidently around tight corners.Road manners are polite, obedient and brisk from a lightweight package that is heavy on enjoyment levels.There has been changes to the Barina SRi compared to when it first came out a few years ago.For starters the windows have gained electric controls compared to the manual ones which kind of didn't quite cut the mustard for what it was trying to be.It now has all the mod-cons in a smart package that wants for little.While the rest of the Barina range recently underwent a revamp which coincided with price reductions of between 5-6 per cent, the SRi is rock solid at $22,490.

The seemingly sedate dash lights up a brilliant red, as he goes from angel to red-hot party animal.I can't tell you my delight at accessorising my hair with my dash, though sadly, because it is dark, the full effect is lost somewhat.Suddenly, you have a licence to thrill, to shed those sensible Audi shackles and live life on the edge.It's the ultimate boyfriend – the type your mum would approve of – good breeding and pedigree, but once safely away from prying eyes it fires up.The little A3 is too cute for its own good. Jealous stares come from males and females alike, though it's a little disconcerting when 50-year-old men approach you to say they love your car.But proving as always that looks can be deceiving, there are a few design flaws that befuddle.For instance, when the armrest is down, if you apply the handbrake your arm and the brake hit the armrest. OK, so this is easily remedied by placing the armrest in an upright position (see, I could have been a hostie) but, seriously, why should you have to?Surely someone sat in the car before it was put on the production line? OK, maybe not.Then there's a rather uncomfortable accelerator pedal, which feels like your foot is at a 90-degree angle.Although I have never had the pleasure (or displeasure) of giving birth, I felt like my feet were in stirrups ready to launch.And don't they think of things like high heels when designing a car which mainly women will drive?However, one thing Audi has done right is the vanity mirrors, which have a light that switches on automatically when you slide the mirror cover across.Anyone (we'll assume it is women, but you should never rule things out) who has tried to apply lipstick in a dark car using only the interior light will extol the perfection of this invention – no more panda eyes from eyeliner you thought was in place and no clown-style lipstick.Which is a good thing, because we are headed for a party, after all, my Audi and I.

Think rabid greyhound, itching to get off the leash and take a chunk out of the nearest piece of meat and you start to get the picture.The high performance version of the Alfa 147 is just about the most fun you can have in hatch and one of two cars that can lay claim to the hot hatch crown.The other is VW's limited edition Golf R32 that boasts a similar profile on paper.But for our money we reckon the GTA has the edge. styling is dramatic and even more in your face than the standard car with the addition of a body kit and 17 inch wheels.engine is a race tuned 3.2-litre V6 that pumps out 184kW of power (that's 250bhp) at 6200rpm and a maximum 300Nm of torque at 4800rpm. To put that in perspective, it's about the same power that a six cylinder Ford Falcon generates, but in the compact dimensions of hatch that weighs 1360kg.it has a fabulous note and you'll find yourself driving around with the windows down just to listen from the engine. The roar from the purposeful twin tailpipes is not lost on others either.performance is impressive but marred by pronounced torque steer as the front tyres scrabble for traction. Yes, it's front wheel drive but don't let that put you off, because there is a sophisticated VDC stability control system.it's one of the least interventionist traction systems that we have driven, but it is still a case of hang on tight and wrestle with the wheel as the car rips from rest to 100km/h in 6.3 seconds and on to a top speed of 246km/h.low, mid and high range acceleration is very strong, with enough torque from the big six to dawdle in just about any gear. It'll even go up hill in top if you don't feel like changing down.transmission is six speed manual although a Selespeed auto is also available. If you fancy your driving, you will want to stick with the manual, with close ratios and a short, smooth easy to use action.the independent suspension is rock hard and the first time you hit a pothole you'll think the car is about to self destruct. It's the price you pay for the sticky handling and most buyers will happily live with it.the price you pay for performance is a thirst. Fuel consumption is listed as 18.1L/100km around town, dropping to a low of 8.8L/100km on the highway, with a claimed overall figure of 12.1L/100km. It drinks premium and prefers the good stuff.during our test the computer showed 15.3L/100km – the overall impression is clouded by a small 66-litre tank that at this rate doesn't leave much change from 400km.beefy brakes are 305mm ventilated front discs with dual pump Brembo calipers and 276 mm rear discs, with ABS and electronic brake force distribution.terrible turning circle.as well as the performance you get a great looking car with luxury appointments. Standard equipment includes highback sport buckets, xenon headlights, climate air, lots of airbags, eight speaker sound system.