Hatchback Reviews

It's the clatter of tiny pistons in the driveway and, similarly, it represents a big lifestyle change.Welcome to the new age of diesel-engined – or perhaps more correctly, diesel-fuelled – cars.Australia has been poorly served by diesel passenger vehicles while owners in Europe bask in the mechanical chatter of fuel-efficient, durable and reliable oil-burning cars.It's easy to see why – diesel in most other nations is half the price of petrol, unlike the general parity in Australia.Some are already here – Peugeot and Citroen especially – though Australia's grotty, high-sulphur diesel fuel has restricted imports of high-performance cars.It's getting better.The sulphur content of Australian-supplied diesel fuel is as high as 500ppm (parts per million), but that will fall to 50ppm by January 1, 2006, allowing new-generation, high-performance engines to run cleanly and trouble free.But we don't have to wait that long. Audi this month unleashed its first performance diesel – appearing in the A3 – and more will come from the maker.Mercedes-Benz and BMW have less fuel-sensitive diesel-engined vehicles on the market, though they – and others – will offer better engines by 2006.Which leaves us at 110km/h on a flat ribbon of bitumen east of Perth with the Audi A3's engine humming at a mere 2000rpm.Other than the muted gruffness and subtle clatter of the engine at idle, there is no hint that this car is alternatively fuelled.Drive it – really drive it hard – and it feels like a very torquey petrol engine.It does suffer from some lag off the mark, though clever drivers can use the automatic transmission's manual shift to reduce this.The engine dislikes high revs – it redlines at 4500rpm – but there's no need to go that hard because all the oomph comes in mainly from 1500-3000rpm. Over-revving merely causes engine wear and high fuel consumption – it doesn't improve performance.The A3's handling and road manners are confident, impressing more in the country where its solid feel makes the driver test the sensational handling.It is as easy to drive as a petrol-fuelled car. Earlier dieselsrequired the driver to wait a few seconds before cranking over the engine to allow time for the glow plugs to heat up.Despite a rather unpleasant 0.6C Sunday morning recently, the Audi started first turn without any waiting.Now if you think all that's pretty smart, have a look at the gearbox.This is Audi's six-speed DSG (direct shift gearbox) transmission that acts like a conventional automatic but with the option of using the Tiptronic function, operated either by the gear lever or small paddles on the steering wheel.The trick is the speed of the gearchanges – not only better than a manual, but better than any sequential semi-automatic.The reason is the DSG has two clutch plates. While happily accelerating in first gear, the second clutch engages second gear and spins it up to the required speed, before it falls straight into the drivetrain with virtually no pause.While second gear is engaged, the DSG gets third gear ready, and so on right through the six ratios. It's speed of engagement makes it more than a rival for any standard manual gearbox, so why buy one?DSG is offered only on the model tested, an A3 TDI, and the 3.2-litre petrol V6 version.The new A3 three-door hatch is visibly cleaner than before, though its bland shape does suffer an identity crisis. That aside, the build quality is fantastic. Yes, better than Mercedes and BMW.The panel fit of the body, the superb materials used in the cabin and the way everything works so well puts it above even Lexus.There's a big boot that expands thanks to a split-fold rear seat, but beneath the luxurious carpet in the cargo area is a stupid space-saver tyre.There are six airbags, a brilliant Bose sound system, dual-zone climatic airconditioning, electric windows, leather upholstery and big alloy wheels.But you pay for it. The A3 TDI's $47,800 price tag – plus onroad costs – is an awful lot for a small four-seater ostensibly as functional as a $21,000 Toyota Corolla hatch.

Spending time on German roads involves out-of-this-world speeds and experiences that are totally alien – like sitting in a diesel Opel Zafira with six other adults as it cruises the autobahn at 180km/h, at night, and yet somehow doesn't blow up.Or being at the wheel of the new BMW 1 Series, overtaking a police car at 210km/h, and having him do no more than smile and check out the car.Besides these clues, Germany simply must be on a different planet because we all know that in this world, Speed Kills.Yet I have been to this strange world, driven at double the speed I'm allowed to here, and I'm still alive.To say that negotiating Germany's speed-limitless freeways takes some getting used to is like saying that waking up one morning to find yourself on the moon would be a tricky adjustment.The first challenge is merging on to one of the race-pace autobahns from a slip road. You feel like Thomas the Tank Engine trying to pull out between bullet trains as the cars you're trying to dodge between approach you at more than 50 metres per second.At the other end of the road, pulling off the freeway into a hairpin exit road poses its own challenges, due to the fact that your brain has become accustomed to speeds fast enough to put you in jail for the term of your natural life in Australia.Approaching these bends three times as fast as was sensible gave us the opportunity to find out how the 1 Series handles at the very edge of sanity, and adhesion, and the good news is that it feels just like a proper, grown-up BMW.When the idea of a mini BMW (that wasn't a Mini) was first mooted, fans of the brand blanched at the possibility of it being a disappointing, diluted Beemer, perhaps even with front-wheel drive.But the bravura Bavarians were too clever for that, and by dropping it on the longest wheelbase in the compact class and severely scrimping on rear-seat room, they've managed to give the 1 Series the rear-wheel drive characteristics and sporty handling that define their prestigious brand.Get off the autobahns and out into the country and you find that the shortest distance between two points doesn't particularly interest the Germans.The average rural road has more twists, bends and turns than a yoga class and it's here that the 120i felt entirely at home, with its superb, supple steering, sharp chassis and class-leading brakes giving it that ultimate driving machine feel.Of course there are some dangers in launching a car in Germany, unless it's a Porsche or a jet-powered sled, because one loses all sense of perspective. Thus one hears journalists saying things like: ¿Yeah, it's pretty good up to 200km/h, but its fairly sluggish from there on¿.While this is a fair summary of the 120i's performance, one has to wonder how relevant it is to our market.It's true that the 2.0-litre, four-cylinder engine, with 110kW and 200Nm of torque, can feel occasionally out of breath if you don't keep the revs up.Generally, however, this Beemer is a pretty slick, quick customer for this end of the market with an 8.7 second time for the zero to 100km/h sprint although one does have to wonder though, how the 118i model, which arrives early next year, will tackle hills with its paltry 95kW.And one can only hope they're not serious about adding the 116i, with its 85kW 1.6-litre engine, to the range.At the other end of the scale, the 1 Series chassis feels like it's built to take a lot more power and you can bet your bottom Euro that a six-cylinder version is in the pipeline.In Europe, you can already buy a more grunty 1: the 120kW 2.0-litre diesel 120d. It might not sound quite as smooth, but its 340Nm makes it the pick of the litter and it accelerates a hell of a lot harder up to, and beyond, 200km/h.The extra urge comes in mighty handy if you ever want to inhabit the rarefied air of the fast lane on a German freeway.On an autobahn, the average car speed is around 160km/h. Pull into the quick lane, however, and the speed accelerates to over 180km/h, with the odd car clocking 200km/h or even 250km/h plus.As one local driver put it: "Doing over 200km/h is speeding really, not that there's anything wrong with that."What makes all this perfectly sound is that Germans are brilliant drivers. And this is no fluke, because getting a licence in Germany involves a major investment of time and money.Learner drivers must undergo at least 20 hours of driver training which includes driving at night, in the wet, on country roads and on autobahns.The final test is tougher than writing Swahili without a pen. Fail, and you have to pay for more lessons.The payoff is that German drivers are considerate and intelligent road users. They don't pull out in front of you, they don't overtake on the inside and they don't sit right on your butt. Tail-gating is a crime even though speeding is not.With an entry-level price for the 118i of less than $40,000, and the 120i arriving in October for maybe $5000 more, owning a BMW will be cheaper than ever. Pity it's almost too good to drive in Australia.

The other is Alfa Romeo's 147 GTA that we also reviewed recently.Both cars are similarly specified with big, powerful 3.2-litre V6 engines that develop mind boggling amounts of power for a hatch.Apart from styling the real thing that separates the pair, in terms of performance, particularly in the wet, is the VW's all-wheel drive system.The front-wheel drive Alfa suffers badly from torque steer. The R32 is a low key kind of car, with dual exhaust outlets the big giveaway there is something more going on under the bonnet.Then there's the badges, big wheels and painted brake calipers plus the lower, more aggressive front air dam.The low-key approach continues inside, with high back, high-sided leather clad sports buckets, brushed aluminium highlights and more badging.The doors (it's a two-door hatch) are large and heavy and require room to open fully. Getting in and out can be a chore, particularly sliding into the driver's seat, between the wheel and high-sided hip huggers.The driver's seat has height adjustment but the seat base cannot be tipped backwards while the wheel has both reach and height adjustment.A lift and slide mechanism provides easy access to the rear seats and is one of the better solutions on the market.Maximum power from the race tuned 3.2-litre V6 is a staggering 177kW at 6250rpm and peak torque of 320Nm is delivered between 2800 and 3200rpm.0 to 100 km/h takes just 6.6 seconds and top speed is 247km/h. It's still not as fast off the line as a WRX, nor for that matter as the Alfa at 6.3 seconds – but that's not the point. This, VWphiles – is a Golf with drive!The R32 weighs in at 1477kg, 117kg heavier than the Alfa – that might explain the slower acceleration figures.The note from the twin exhausts is worth bottling.The 4MOTION all-wheel drive system is built around a a Haldex centre coupling that distributes torque between front and rear axles according to available traction. Handling is excellent and stability control can be switched off if desired.A close ratio, six-speed manual transmission is standard. It has a short action and is generally easy to use, but at times you can become lost between gears.With so much torque on tap the car can be driven around in top gear most of the time but becomes a handful in heavy traffic.Big ventilated disc brakes, 334mm front and 256mm rear, are supplemented by ABS, Electronic Brake-pressure Distribution (EBD) and the Electronic Stabilisation Program (ESP).Safety features include front, side and curtain airbags.Standard features include cruise control, xenon headlights, rain-sensing wipers and auto-dimming rear-view mirror and an in-dash six CD player.Fuel consumption is on the thirsty side and it likes the good stuff. Claimed consumption is 11.5L/100km, but we got about 420km from the 62-litre tank before the low fuel light made an appearance.

The Mazda-based small car was popular from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.  The Lasers that preceded the KJ were pretty much rebadged Mazda 323s. The KJ, however, was an attempt to move a little further away from the Mazda.For the first time there was even a unique body style.  It was also unique in that it was imported from Japan. The preceding models were built at Ford's Homebush plant in Sydney.MODEL WATCHFORD pulled the covers off the KJ Laser in late '94 with an expanded range of three models encompassing three quite different body styles.  There was a four-door sedan, which made use of the Mazda 323 body with Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.  But it was the Liata, regarded by Ford as the main model in the range, that really started the move away from the Laser's 323 roots.Apart from a sportier grille, the Liata was the same as the sedan forward of the windscreen. But from there back, it was all new.  It cut a stylish profile with a steeply raked roof line, spoiler mounted on the rear window and large, roundish tail lamps.The three-door Lynx, with its large headlamps, sharply bobbed tail with a spoiler mounted on the rear glass and egg-shaped rear lamps, made a bold statement.  The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was supplied by either a 1.6-litre economy engine or a larger 1.8-litre performance unit.  Both were double overhead camshaft engines with sequential fuel-injection and variable intake.  The LXi and Liata came with a 1.6-litre engine. They also had the option of the 1.8-litre engine, which was standard in the Lynx.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the metal lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.  All models had power steering, retuned for reduced effort and improved on-centre feel.Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata, but standard on the Lynx.  Dual airbags, which were standard on the Lynx, became available with the 1.6-litre engine from early '95.The LXi was the entry-level model for the sedan and Liata. The Ghia luxury upgrade offered 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.ON THE LOTLXi manual sedans sell for $9000 to $12,500. Add $500 for auto, another $600 for a 1.8-litre engine, $1200 for the luxury Ghia.  For the Liata, expect to pay $9000 to $12,700 for the LXi, add $500 for auto, $600 for a 1.8-litre engine and $1200 for the Ghia.  The sporty Lynx can be yours for $10,500 to $15,000.IN THE SHOPTHE KJ was imported from Japan, which meant better build quality.  Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of city life.Check for tell-tale signs of crash repairs, such as colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.  Mechanically, the KJ is sound. The engines are reliable, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS' VIEWSWally Turner bought his new 1.8-litre auto Liata hatch in '94.  It has now done 115,000km and all he has had to replace are the tyres and water pump.Wally says he gets 8-litres/100km on the highway and 10 round town.  David McClean says his '94 1.6-litre Liata LXi five-door hatch has 100,000km on the odometer, but runs like a dream.  The only negative is the visibility out the back window.LOOK FORSTYLISH small car, apart from wild LynxGOOD, reliable Mazda mechanical packageROOMY interior that will handle four adults and their luggageWELL-BALANCED and responsive handlingRIVALSMazda 323 (1994-96) $9000-$13,000Nissan Pulsar (1995-98) $10,000-$15,500Holden Astra (1996-98) $9000-$14,000THE BOTTOM LINEATTRACTIVE styling, with Mazda build quality, safety and reliability, make the KJ a good second car or first car for beginners.RATING13/20

A hard summation, perhaps – but true. The brand's entry-level 1 Series will not drive by unnoticed.Like the controversial 7 Series limousine before it, the 1 Series demands debate and is odds-on to polarise public opinion.BMW stylist Chris Bangle has created a kaleidoscope of concave and convex lines which is far from easy on the eye. Many punters will hate it on sight. No one will sit on the fence. The car will be judged either a beauty or a beast – with no opinion in between.But BMW is confident sufficient numbers will get over the shock treatment and take the One for a drive.Some short time later, the car designed to shape the luxury car maker's future will prove its point.It is different – because its makers wanted it to be. But only in exterior looks. When it comes to judging driving dynamics and sophistication, one has to conclude the car is a genuine BMW in every sense.It is no pocket rocket – to the point that many would-be buyers will be disappointed the new affordable Beemer is not a real goer.But it is a smooth, agile and highly sophisticated performer which deserves to wear the Bavarian badging.With a price starting just under the $40,000 mark, the 1 Series looks capable of luring a new generation of buyers to the brand's nursery.And that is what it is all about.So any comparison with Audi's elegant, yet conservative A3 or the Mercedes-Benz swish new A-Class is pointless.The 1 Series is a one-out design which does not mind frightening half the punters so long as it sells to the other half.Australia will get two Ones, both running two-litre engines.The more powerful of the two, the 110kW 120i, was the only one available at the world launch in Munich.The 95kW 118i is the sub-$40,000 model and that will not arrive in Australia until early next year.One is left wondering that if the 120i is a little wanting in the power department, what will the new-age upwardly mobile make of the lesser 118i?The other problem is how the 1 Series will fit alongside the 1.8-litre 316i 3 Series, priced from $43,869.Unlike BMW's last entry-model milestone model – the rather basic two-door 318i which was a sales sensation when it arrived in 1980 – the 1 Series comes with a high level of standard kit.That includes stability control and most of the hi-tech equipment of the 3, 5, 6 and 7 Series line-ups.The cabin is true to the brand – sporty and comfortable, with everything to hand.BMW's controversial iDrive one-button-works-all system will be available, but only with satellite navigation as an extra-cost option at around $2500. Add that to the likely price of the 120i of $44,000 and the bottom line begins to soar.But never underestimate the strength of the BMW badge.Now for the first driving impressions. Remember, only the 120i – was available for test. The tight, precise feel of the car underscores the fact this is a blue-blood BMW. That is beyond doubt.Then the wondrous integrity of the new suspension gives one a secure feeling.But the overwhelming element is the insulation factors of the car, which successfully shut out road and mechanical noise and vibration. The engine is fairly willing, accelerating from standstill to 100km/h in 8.7 seconds and taking a tick under that time to progress from 80km/h to 120km/h.Under full load, the engine remains smooth. It is just that BMW stock-in-trade is unbridled performance – certainly to those of us privileged to get behind the wheels of the brand's quick machines on a regular basis.BMW makes much mileage out of its front engine/rear axle drive configuration – taking a swipe at the Audi A3 and Alfa 147 which it sees as the main competition.While the One drives and rides totally proficiently, it is not a hot member of the stable.This will come later when an M version joins its lesser siblings.But it will be interesting to see what the younger potential buyers make of the One.Baby is the baitBMW is looking to sell 100,000 1 Series a year globally – and it will probably hit the mark.But the car's greatest strength lies not in what it has on offer in its initial line-up.No. The value of the One will be giving newcomers to the brand a taste of what is available higher up the scale.So as 1 Series sales rise, look for a lift in 3 Series sales.The One is the lure. The Three is the real deal.

The baby 1-Series is the German brand's most important newcomer since the original 318i more than 20 years ago, and has the toughest job in the company's history.

OK, own up! Who's been hiding this thing? Where has this car been and why isn't it outselling everything else on the market?Suzuki's Liana GS is one big surprise package – a fully loaded five-door hatch with a willing 1.8-litre engine and lots of room and comfort. Even the Koreans would be amazed.Mind you, it has taken a while for the Liana to reach this level. Previous versions weren't as physically attractive and had so-so performance and ordinary equipment levels.They were exceptionally reliable and fuel efficient but looked awkward, with a bulbous body and weeny wheels.As a fight back, Suzuki upped the engine size and started loading the interior with accessories to create the GS with a startling $19,990 price tag.Off the mark the GS sparks down the road with a lovely revvy engine and a slick five-speed manual box. Auto is optional.The steering is well weighted and though it has some vagueness the wheel is light and easy to twirl through the Subi Centro maze.Despite the test car being a manual, this was one of the easiest cars I've driven.Some spectators thought the Liana – I just knew you wanted to know that it stands for Life In A New Age – a bit bulky.Certainly it's a bulbous shape but it has been tamed by the use in the GS of a bodykit and big alloy wheels.The bonus is the interior room. It will seat four adults with excellent headroom and sufficient legroom and there's not much complaint when you add a third adult to the rear seat.The boot is accommodating, helped by the welcome feature of sliding – and reclining – rear seats that allow a flexible interior for people or cargo.I like the Liana's dashboard, which has excellent items such as general instrumentation and ventilation controls, though the radio switches are fiddly.Some may not like the gloomy all-black interior of the GS but there are some silver plastic highlights and – above everything else – the fine cord-clothed seats have excellent support, feel luxurious and look great. Running through the standard gear in this car – and remembering this is a sub-$20,000 carriage – you get airconditioning, electric windows and mirrors, central locking, CD player, sliding rear seat, alloy wheels, a full bodykit and dual airbags.On the road the 1.8-litre engine runs clean and fast, and though the manual version can hiccup off the mark if you don't feed in more revs, the rest of the rev-band is all about releasing power.There is some understeer and, when pushed hard there is bodyroll but I won't overly criticise here because that's not the market for this car.It fights hard against cars from Toyota, Hyundai, Nissan and Mazda and I recommend giving this car a decent try.

The proud SSS badge dates from the 1960s when Datsun, as it was then known, put it on its sporty sedans. Cars such as the Bluebird SSS were tearaways then, and the most recent SSS, the N15 Pulsar, also was a standout.The Pulsar SSS was the performance leader in its class. The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without losing performance or handling.Model watchTHE N15 Pulsar was an all-new, fifth-generation model released in 1995.  It was longer and wider than its popular predecessor, meaning more leg and shoulder room for passengers.But it was bland-looking, round and dumpy.  The SSS wagon-styled five-door hatch took getting used to.  It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon.Quirky looks aside, it was a serious small sporting hatch with a handy power-to-weight ratio of 10.87kg/kW.  Power came from Nissan's SR20DE 2.0-litre, double overhead camshaft, four-cylinder engine, which had four valves a cylinder and fuel injection.  At its peak it put out 105kW at 6400rpm and 179Nm at 4000rpm.  It could reach 100 km/h in little more than eight seconds and had a top speed of more than 180 km/h.All that power went to the front wheels through a slick-shifting, five-speed manual gearbox.  There was also the option of a four-speed auto, but quite why you would want one in a hot hatch escapes me.The Pulsar's suspension was a mix of MacPherson strut at the front and a multilink beam at the back.  There were coil springs and anti-roll bars at both ends. Handling was sharp and precise.  The steering was rack and pinion with power assistance, and the brakes were discs all round.The sporty picture was finished off with attractive alloy wheels, standard with the SSS.  Inside were a premium four-speaker sound system with CD player, air-conditioning, sports seats and power windows.A minor Series II update in 1998 can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.In the shopNot much goes wrong with the N15 SSS. The body remains tight, so there are few squeaks or rattles, the interior trim wears well and the plastics don't fall apart.  Mechanically the 2.0-litre motor is a gem.Jerry Newman of Nissan specialists the Cheltenham Service Centre says the cam timing chain can rattle if the car hasn't been serviced regularly to Nissan's recommendations.  Timing-chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom.Newman also says it's important to use the Nissan recommended 7.5/50W oil or an equivalent, because heavier oils can tend to clog the engine internals and lead to damage.  The drivelines are generally trouble-free, but check the CV joint boots, which can crack and split.Owner's viewDominic Sequeira owns a 1998 N15 Series 2 Pulsar SSS with 75,000km on the odometer.  It's comfortable for daily driving, has plenty of grunt and is the right size for heavy traffic. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded."Glen" owns a 1999 SSS manual 2.0-litre Pulsar hatch which he says has been totally reliable.  It is economical, has excellent performance around town and responds well to mild revving to give a nice kick in the back.Kay Hamer-Finn's 1999 SSS has done 90,000km without the need for major work.  As president of the Nissan Datsun Sports Owners Club, she regularly competes in club events. Her SSS has the original clutch, and has had no engine problems.David Sporle says the N15 was a good car, but not great.  It was where the cost-cutting measures started to show, Nissan deleting such things as fully adjustable seats and leather around the gear stick.Ian Bock bought his Nissan Pulsar SSS new in 1999.  It has done 113,000km and has been very reliable, though he was disappointed that the front discs needed replacing at 63,000 km. It returns an average of 9.73L/100km.The bottom lineBland exterior camouflages a pocket rocket, which offers great handling, plenty of get up and go, and impeccable reliability.Look forQUIRKY wagon-like stylingLARGER size means roomier interiorSIZZLING performanceSAFE handlingIMPECCABLE reliabilityTIMING chain rattle

This sturdy unit at the turn of the millennium showcases the many improvements made with each new release.Higher safety standards and better fuel economy are consistent features with each model, along with the unit's critically responsive road handling.The interior is well equipped for anyone of any shape and size, through a variety of seat height levels, steering wheel slants and pulls that make driving safe and comfortable.The vehicle's controls are well located with excellent vision to the front, though slightly restricted in the rear by side pillars and head restraints.The Golf provides a comfortable ride on longer journeys with plenty of space in the load area, tie down luggage hooks and a 12 volt power socket for accessories such as a car fridge.The Golf utilises distinctive large twin headlamps that combine fog lights and turn signals within the same lens. The fully galvanised body carries a 12 year anti-corrosion warranty and surrounds a frame purpose built to tough it out on winding roads and poorer road surfaces.The suspension allows a slight amount of body roll when cornering over uneven surfaces without any loss of handling or manoeuverability.The engine has plenty of go, but has a tendency to fade on long steep hills; extra passengers and onboard luggage will compound this problem.It will require a lower gear than would be usually expected.Braking at 80km/h halts the car within a short distance through a four wheel ABS that tends to soil the wheels with brake dust over time.The Golf provides a comfortable ride inside and, while leg room in the rear of the GLE can be a little restrictive (the 1.6 has thinner sports seats in the front), there's plenty of headroom for all passengers.In addition, the 1.6-litre GL Auto and the 1.8-litre GLE manual includes seat belt pretensioners with belt force limiters, power windows and mirrors, a single CD player in the radio, front seat storage nets, hydraulic bonnet supports, four cup holders and illuminated vanity mirrors.Carry-over standard equipment on both models includes dual front airbags, airconditioning, central locking, power assisted steering, tilt steering wheel and split fold rear seats.Overall the Golf is a great performer for a small family for which you can expect to pay $16,700 privately or $21,200 from a dealer for the 1998 model. This jumps to $19,500 privately or $24,700 from a dealer for a 2002 model.Common problems to look for include brake disc wear, cooling system corrosion, and manual transmission fifth gear synchro and clutch wear.The Golf doesn't have a free spinning engine and requires a timing belt change every 90,000km.A pre-purchase inspection by the NRMA is a good precaution.

The brand says its new small hatch/coupe will become the light-car benchmark. And they are hoping it is the first step in converting the next generation of luxury car buyers away from rivals BMW and Mercedes before they reach luxury car buying age."We're putting the cards on the table up front and challenging not for volume leadership but for benchmark status," Audi Australia managing director Graham Hardy says."The role of this car is to secure the leading position in the A (light) segment in terms of design and aspiration and to defend its position against future competitors."The new design will have to defend its position for seven years, the expected life-cycle of the model.Audi describes the A3's appearance as "aggressive", though it is similar to its predecessor and is much less confrontational than the cars Audi names as its main competitors, the radical BMW 1-Series and the Mercedes-Benz A-class.Despite visual similarities to the previous car, the A3 is 55mm longer, 30mm wider and 10mm lower.The A3 has a true three-pronged attack with, in the beginning, three very different engine types, to be joined by a fourth in August.At the bottom of the A3 chart is the relatively conventional 1.6-litre four-cylinder engine with 75kW of power and 148Nm of torque.The most important engine in terms of sales volume is the 2.0-litre FSI (Fuel Stratified Injection), a direct-injection engine in which the fuel is atomised into the combustion chamber rather than through a manifold. The FSI has an output of 110kW and 200Nm of torque and Audi predicts it will make up about 60 per cent of sales.Unfortunately, the high sulphur content of Australian fuel means that one particularly useful feature of the engine – its lean-burn mode that reduces the amount of fuel used when the engine isn't working as hard – has been turned off for local conditions because of potential nitrous oxide pollution.A first for Audi in the A3 is the 2.0-litre TDI (turbo-diesel injection), with a useful 103kW of power and an impressive 320Nm of torque.Audi predicts 20 per cent of A3 buyers will take up the diesel option.The 1.6-litre will be offered with a five-speed manual or six-speed tiptronic auto.A six-speed manual is available for the FSI, along with the six-speed auto, while the TDI has a Direct Shift Gearbox (DSG), a sequential manual gearbox.The DSG has two clutches. While one clutch is engaged, the other preselects the next highest gear (or fifth gear if it is already in sixth).When it's time to change it simply disengages one clutch and automatically engages the other, promising slicker gear changes without the loss of power in an automatic caused by the torque converter.Across the range there are two equipment levels, the base model, Attraction, with 16-inch wheels and cloth trim, but with split-zone climate control, eight-speaker stereo with CD, stability control and traction control as standard.The up-spec Ambition has 17-inch cast aluminium wheels, a higher-level cloth trim, sports seats in the front, trip computer, fog lights and sports suspension.The Attraction is available with the 1.6-litre and 2.0-litre FSI engines. The Ambition level is offered for the FSI and 2.0-litre turbo-diesel.The top-of-the-range A3 Quattro Ambition with a 3.2-litre V6, all-wheel-drive and the DSG transmission arrives in August.According to Hardy, Audi Australia is still hoping for an 11th-hour price cut for Australian A3 customers from the company in Germany, even though some of the cars have already landed in Australia."The price was finalised but the case has been re-opened and we have a more competitive price than we had last week."We've taken the view that it's worth it for positioning the car for the next six or seven years."ON THE ROADNOT long ago buying an Audi was the left-field option for those wanting something different to the "safe" choices of a Merc or BMW.Looking at the new smallest-car offerings from the three German brands you'd be forgiven for seeing it the other way round.Next to the quirky Mercedes-Benz A-Class and the confronting BMW 1-Series, the new A3 looks conventional and handsome.While appearance is subjective, we think the Audi's looks will get people trying and liking it, whether they sneak in at the bottom, or go the extra distance in the turbo diesel.If you're going to tour the north-east Victorian wine district and the Great Dividing Range in a small car, we couldn't think of a more pleasant way of doing it than in the new A3.Our first impression of the car is that it's solid. Whether it be the doors, controls, steering or handling, nothing feels flimsy.We gave all three engines – the 1.6-litre four, the 2.0-litre FSI and the 2.0-litre turbo-diesel – a good workout.Buyers should be given a good reason to spend extra on going the next step up on the model ladder and, while it is a serviceable enough engine, the 1.6 does give a strong case for the other two.We drove the 1.6 with the five-speed manual through undulating roads near Beechworth and, having to cart around a kerb weight of 1205kg, it was competent but hardly "sporty" in the way Audi says. There is a dullness when accelerating, especially uphill, often requiring a shift down to give it a hand.The handling, however, feels almost foolproof. At night with dew beginning to settle on hilly roads, the A3 sits flat and comfortable on the tarmac, with an impressive level of grip and balanced steering.From the TT to the A8, Audi has been without peer when it comes to designing an interior and instrument layout that's attractive and easy to use. The A3 continues the trend, giving the car a level of class well above most European rivals.The seats are a fine balance of comfort and support, and the seating position feels right too.Climb into the 2.0-litre FSI car, and what's missing from the base A3 1.6 becomes obvious. The FSI has a glorious note that even an Alfa Romeo fanatic would find difficult to fault, and an extra 35kW and 52Nm of torque. Combine the tiptronic automatic with some ripper winding roads near Bright and you have as good a Euro hatch experience as you could wish for.But it's the turbo-diesel that Audi is most excited about, claiming it is the fastest and most economical A3 in the range. The most impressive thing about it is the "average litres per 100km" on the trip computer screen, which hovered around 6.5.