Hatchback Reviews

Toyota would say it is the Echo's value, not the bottom line, and there is also a powerful premium attached to any vehicle that wears the Toyota label.But no one denies sales of the Echo went ballistic when Toyota Australia negotiated a deal with Japan and chopped the bottom line to $14,490 complete with aircon and power steering.The price has been bumped up a little since that $2600 rollback last year. It rose to $14,740 on January 1.But there is no sign of any loss of consumer confidence in a car that comes complete with a passenger airbag, power steering and airconditioning. And that T badge.Toyota sold 4373 Echos in the first quarter this year for a 21 per cent share of the baby-car class. Hyundai's Getz was second on 3786 and 18.5 per cent.This is despite the Getz being more than $1000 cheaper, with a five-year warranty, and a much newer model than the Toyota.The Getz is the closest challenger but there are plenty of other classy contenders in what's officially known as the light-car class.The Honda Jazz and the Mazda2 are the best of the babies, and we also rate the new Ford Fiesta highly if you cannot stretch to the meaty bottom lines of the Japanese pacemakers.And the Echo? Well, it's been around a while and time is never kind to any car until you arrive at a classic.The Echo was first seen in 1999 and has barely changed.It was radical when it came here – very tall and very short – but it doesn't look nearly so advanced in 2004. It is still compact and upright, but so is the Getz.But it fits in better now because the shape, sketched by flamboyant Greek designer Sotiris Kovos, is no longer radical.And the digital instrument readout in the centre of the dash, which was so advanced it needed a change to Australian Design Rules before it could be included in the car, is just as familiar.So is the car's 1.3-litre engine, which is below the class mark on size but benefits from variable valve timing and an emphasis on torque, and the front-drive mechanical package with predictable front MacPherson-strut suspension and disc-drum brakes with 14in steel wheels.The big difference now is that the Echo comes with power steering and airconditioning as part of every deal, and that is the ideal combination for most small-car shoppers.A driver's airbag is essential, too, and the T-car has it.The new deal has made the Echo the top choice with young women and taken over the spot once reserved for the Excel.The latest Getz doesn't have the looks they like, though it is still powering strongly and has a funky cabin.But the Echo shouldn't be dismissed as a girls-only car because a lot of savvy commuters have put it on their shopping lists – and it's also doing well with two-car and three-car families.On the RoadIT'S been a long time since we first drove an Echo and after the latest pace-setters – particularly the spunky new Fiesta – we expected to be disappointed.It didn't help that Toyota, which is far more focused on its hot newcomers including the hybrid Prius and all-wheel-drive Kluger, had trouble tracking down a suitable Echo.A base-model car was eventually found, but it came after almost 12,000 kilometres with the daughter of a company chief.So, not the best start. Still, the Echo came across fairly well.It drove tight, the styling has become more familiar and welcome over the past three years, and we still like the digital display.It's also roomy and comfortable, with plenty of storage space.Compared with its rivals, and the Getz and Fiesta are the most obvious – the Hyundai on price, the Ford because it's new – the Echo doesn't have the impact or the driving enjoyment that have become much more common in light-car contenders.It rides well and the handling is all right, but it's clear it is a price-fighter with the emphasis on reliability.Still, there are plenty of cars it does beat, including the dowdy Kia Rio – the Rio sedan was one of the biggest disappointments of last year – and the funky but flawed Daihatsu YRV, as well as the latest Daewoo hopefuls and the outdated Proton Satria.It is louder in the cabin than the Getz, though the grippy tyres on the Fiesta make it about the same for road noise, and the CD sound system is nowhere near good enough to compensate.The Echo is easy to park, light to steer and is good on fuel. We also like the number of storage nooks around the dash, though it's nothing like the 30-plus Ford is claiming for the new Territory.The seats are also pretty plump, but the dash – even with the bright and funky digital dials – is just a big slab of grey plastic.The Echo gets along all right, but the 1.3-litre engine doesn't show much enthusiasm. It failed our personal steep-hill torque test – needing a backshift to first where the bigger-engined Fiesta flew up in second – and gives you no encouragement to push beyond the mid-range on the tachometer.But it's unlikely most shoppers will be checking the details. They'll be mesmerised by the price and the Toyota label. And that's more than good enough for a lot of shoppers.THE BOTTOM LINE 16/20It's getting old, but still looks perky and the price is nice with a T-badge on the nose

The Civic quickly won a following in the early 1970s. It was stylish, economical, performed well and was well built, the same qualities that drive Civic sales today. The Civic was never a cheap small car and lost ground to rivals such as Mazda, Subaru, Nissan and Toyota which closed the gap through the 1980s.  It was still stylish and well built, but its performance was lacklustre. Perhaps the thing that brought the Civic out of the doldrums was the arrival of the VTEC engine.The heavily revised fifth-generation Civic launched late in 1991 wasn't anything special.  The new range opened with the Breeze, a bright three-door hatch with a 1.3-litre engine that produced 55kW at 6300 revs.It had a five-speed manual gearbox and power steering was standard.  The mid-range GL, a four-door sedan or three-door hatch, had a 1.5-litre engine with twin carburettors which produced 74kW at 6300 revs.This was a disappointing per former, and thirsty to boot.  Top of the range was the Si, as a four-door sedan or three-door hatch. It had a 1.6-litre, double overhead camshaft, fuel-injected engine which boasted 96kW.It had four-wheel disc brakes, upgraded trim and tilt adjustable steering wheel.  The VTEC variable valve timing engine made its first appearance in the four-door VEi sedan which was released in February 1993. It was a 1.5-litre engine configured for fuel economy. It produced 66kW, and was offered only as a five-speed manual.  Other standard features included a driver's airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.In September 1993 the Civic came in for a mid-life makeover, with a raft of revisions, particularly to the engines offered.  The Breeze got a 1.5-litre engine which now had throttle body injection and 67kW.  The GL was replaced by the GLi with a 1.5-litre engine which developed 74kW.  Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine which produced peak power of 66kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air, with the emphasis on performance.  The VTi had a 1.6-litre double overhead camshaft, four-cylinder engine with 96kW on tap at 6600 revs. Standard equipment on the VTi included an electric sunroof.  Driver's side airbags became standard across the Civic range in August 1994.The trade likes the Civics after the revised engines arrived late in 1992. Before that, they say, the engines were generally thirsty and lacked performance.  Performance and economy issues apart, Honda engines -- as well as gearboxes, drive lines and diffs -- are robust and give little concern.  Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries such as airconditioning compressors, which are a known source of trouble.  There are no real problems with the Civic body. They're well built in the first instance and stand up well in service.  Check for service record, and evidence of regular maintenance.Kristen Jones has owned her 1993 Breeze for four years, and says it has been cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000km. She says it is reliable, comfortable, economical, attractive, roomy, easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is economical.  Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat and the brake master cylinder.The Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.Good build qualityRobust and reliable mechanicalsPoor performance and fuel economy prior to 1991 engine upgradeNoisy rear wheel bearings

I admit the Megane certainly has a distinctive road presence and a cheeky approach for following traffic.Renault has clenched tightly to a radical design theme – it started with the Vel Satis saloon four years ago – which really gets to the seat of some styling issues.It may surprise you to learn that the Megane hatch's shape is very workable. The boot is expansive, the lift-up hatch is neat, and the cargo area can be greatly enhanced by folding down the rear seats.Function aside, the back end of the car looks interesting, is unusually appealing and allows the rear wheels to be placed at each corner – the latter a promise for ride comfort, space efficiency and precise handling.That placement of the wheels at each corner is one of the reasons for the Megane's superb ride.It reflects all those lovely qualities of French vehicles with long-travel suppleness and – though there is a touch of body roll – Araldite cornering grip.The seats are wide and soft and have full adjustment via levers within the nose of the seat cushions.Inside there are a few extra treats. The styling is attractive yet functional and includes a diagrammatic display for the ventilation – including climatic airconditioning – and a comprehensive onboard computer.There's an excellent radio, with ancillary controls on the side of the steering wheel, and cruise control to add to the goodie list.It has one of the best in-car storage arrangements, with bins within the floor to secrete personal items; fat side pockets in the doors for drink bottles, newspapers and french sticks; a big glove box and a central console bin.Despite the snub tail, the boot is deep and wide. The mountain bikes fit in by folding the rear seat flat.There's no conventional ignition key and no door key – just an unusual credit card-size bit of plastic that slots in the dashboard.Briefly touch the start button and voila, power! You stop the engine by touching the same button. The doors and boot are unlocked by small bumps on the credit card.Auto up and down windows are welcome features in this price bracket.The brakes are sensitive, requiring a cautious foot to decelerate. It could have been a quirk of the test car, however, while it made the braking action seem lumpy, the car brings itself down quickly from speed.Full marks to a four-speed automatic that puts all the power to the ground and, thinking you're probably a better driver than you are, will change down through the gears as you slow for a corner.It also works well as a semi-manual, giving the option of revving the lusty twin-cam four right out to its 6200 red line.I was constantly impressed by this car. Every move it made, it did an exceptional job and even the price is great value.I note the fuel tank ran dry at the rate of 9.2-litres/100km. That's a bit higher than normal but it's actually not entirely the car's fault – it was me and my right foot having fun.

In bang for your buck terms, there isn't much around to match the 1.8-litre Holden Barina SRi for $22,490, plus on roads. Perhaps Suzuki's Ignis Sport comes the closest but it's a 1.5-litre.Spend substantially more and chances are you'll only get marginally more performance and probably the same level of sporty handling.It's been around since 2001 but was tweaked earlier this year to add more godies such as brake assist, revised steering and suspension for improved dynamics.Holden persisits in putting a premium of $1880 on airconditioning for all Barinas.But the SRi has plenty of goodies to complement it's rather wicked turn of speed and sports car handling.These include sporty seats, CD audio, remote central locking, ABS and dual front airbags.Power comes from the same 1.8-litre, twin cam engines as the larger Holden Astra – with predictable results.Small car/bigger engine is a tried and true performance formula. It's good for 92kW/165Nm.The SRi not only goes like the clappers, it has superb torque making it responsive from just about any speed. Whip it into top and you can pretty well stay there most of the time and simply push the accelerator to make things happen.But if you really want to go, a quick flick down a ratio or two and things become even more urgent.The engine doesn't seem this potent in Astra, nor as rorty in engine and exhaust noise. I might just be imagining it but I like it.Only available in the three-door body, Barina SRi will take four people at a pinch and the boot is a reasonable size.Front seat passengers are spoiled for comfort and the array of standard equipment makes travel time better. The CD audio is actually quite good for a car in this class as are the comfortable seats and steering wheel mounted audio controls.There are limits to its handling capabilities dictated by the car's height and suspension setting. It can really hoot through turns but becomes untidy when you push a little too hard. This produces understeer effect with loss of front end grip.But the brakes are powerful and the 15 inch tyres are user friendly.Other controls such as the steering and gearshift have a sporty feel.A slightly flashier exterior treatment would lift the SRi's appearance abouve lesser models.

Mazda's light car arrived well before the Mazda6 and Mazda3 both of which have been a runaway success.Although the Mazda2 continues to impress in terms of style, equipment and performance, it has never managed to equal the success of its larger brethren.That's the car industry for you.The light car segment is extremely competitive and price usually rules the day, no matter that your car might have five doors instead of three, a more powerful engine or longer equipment list.Front runner is currently the Toyota Echo, followed by the Hyundai Getz and Kia Rio, based on the latest industry sales figures.Mazda has continued to throw equipment at the car in a bid to jump start sales but with little effect.As well as two airbags and airconditioning, our test car the base model Neo now boasts power windows and mirrors.The five-door Neo is priced from $17,490.The Mazda2 is powered by a lusty 1.5-litre four cylinder engine that delivers 82kW of power at 6000rpm and 141Nm of torque from 4000rpm.It is a sweet thing that loves to rev and rev hard with rewarding results.What's even better is that the car has the drive dynamics to match with one of the best handling packages that we have seen in this segment.Flog it and flog it mercilessly and the Mazda2 just keeps coming back for more – it's a lesson from which others could learn.A five-speed manual transmission is standard and combines beautifully with the car, with a short easy to use action.Brakes are discs with drums on the back but do a good job of stopping the car nevertheless.You don't get alloys with the Neo but the 14-inch steels wheels are adequate for the job.A $1200 safety packs adds another four airbags as well as ABS brakes wth brake force distribution and brake assist.Fuel economy is excellent at a claimed 7.6L/100km city and 5.2L/100km highway.Inside the cabin is tall and airy with comfortable seating for four adults, five at a pinch and good legroom in the back.The load space is nothing to write home about and it is unfortunate that Mazda did not opt for the two-tier rear shelf.Standard equipment includes a CD player and a load cover.The only thing we found really annoying with this car is the central locking system which is key operated and operates only from the driver's door.

Indicative of the Mazda3's pronounced effect on the Australian car market is the instant reaction by rival manufacturers.Toyota, which admitted this week that the Mazda3 was a force, presented its feature-added Corolla.Nissan is holding firm on its $19,990 equipment-laden Pulsar and there's free fuel from Hyundai dealers, free automatic gearboxes at Volkswagen and discounts on Mitsubishi.Meanwhile, an unfazed Mazda refuses to enter the sub-$20,000 price war and trots out the Mazda3 from $21,490.Which pretty much says everything about the car that a few months ago replaced the extremely popular Mazda 323.From a driving viewpoint, there's good reason for other car companies to fear the Mazda3.But West Australians are very price conscious and the extra $1500 is sure to temper demand to a level that Mazda can accommodate. The sedan version tested came with the standard 2-litre engine, as compared with the 2.3-litre fitted to the SP23 model.Straight up, you won't need the bigger engine unless you really need extra performance ; a licence to lose your licence in Perth.The two-litre is quiet, flexible, sparkling and fuel-efficient.Matched to the five-speed manual, it made driving the children around a pleasure.Mazda says the engine runs perfectly on standard unleaded, but mentions there's another kilowatt or two on tap if you can afford to fill up with premium unleaded.The relatively modest power output gets to the ground cleanly and, importantly, works perfectly with an excellent suspension layout. The unusual rear-suspension combination of long-travel rear shock absorbers and squat coil springs housed in a rigid box offers a compliant ride with sports-car levels of road grip.A second part of the precise roadholding is the rigid body that not only improves handling but aims to stand up better in an almighty prang.Through the bends the steering is precise and well weighted, though it feels vague when driving straight ahead.Four adults can fit within a pleasantly trimmed cabin and while the boot is huge, the opening is relatively small.The Maxx Sport model tested comes with a host of equipment, including a neat bodykit that gives it a distinctive appearance.Also included is a six-airbag package that rates this car as potentially one of the safest small cars on the Australian market.It also gets 16-inch alloy wheels, six-disc CD player, airconditioning, electric windows and mirrors, rear spoiler and bodykit, and front foglights.

IT'S been a long time since Ford had a genuine striker in the baby-car league.You have to go back to the Korean-made Festiva to find a regular scorer for the team.The Ka was only ever a midfielder, and even then it needed a price cut to promote it from left back.But now there is a new star in the squad, and it's going to give Ford a massive kick.The Fiesta has all the right skills and strengths for the light-car contest, with a funky body and a perky engine. Unlike the Ka, it also has an automatic gearbox option, and the price has been set with a basic bottom line of $14,490.It has taken Ford Australia a long time to get the European-made Fiesta into its team, but it's been worth the wait.It's not as adventurous as the Honda Jazz or as enjoyable to drive as the Mazda2, but it has the rest of its rivals covered.It is, without any doubt, the car that Ford has always needed to replace the Festiva.The Fiesta was designed and developed in Germany.It comes in three basic models – LX, Zetec and Ghia – and with a choice of three and five-door hatchback bodies.There is only one engine, and the 1.6-litre Duratec is a good one. Ford says the power and torque peaks are 74kW and 146Nm with lightweight design, twin-overhead camshafts and sequential fuel injection.The gearbox choices are the traditional five-speed manual or four-speed automatic for the front-wheel drive Fiesta, but Ford has created a self-shifter with multi-mode electronic controls.Brakes are four-wheel discs and the suspension is fully independent with the sort of sports tuning we have come to expect on everything up to the Fairlane.The lineup begins with the LX three-door at $14,490, but it's a price that doesn't include the $2000 extra for airconditioning. The five-door LX is $15,990.The mid-level car is the sporty-ish Zetec three-door at $18,990 – which picks up anti-skid brakes, alloy wheels and fog lamps – while the flagship is the five-door Ghia at $21,490 including a six-stack CD player, with optional side and curtain airbags for $900."Customers looking for a small car are just as selective as those wanting a larger car. They prefer a small car because it's the vehicle that best suits their needs," Ford Australia president Geoff Polites says."The days of having to sacrifice driving dynamics, performance and safety features along with size will be gone with the new Fiesta."THE Fiesta is a good little jigger. We've driven a range of cars, from the basic five-door model to the sporty Zetec with optional body kit, and liked them all.They are responsive, comfortable, well equipped and great value.We spent most of our time with the LX five-door manual and believe it is a winner at $15,990.The engine is perky, there is plenty of space inside, it has all the right gear, and it is enjoyable to drive.It's not at the cutting edge set by the Jazz and Mazda, which have truly innovative cabins and class-leading quality.But it is cheaper, and few buyers in the baby-car class are going to know what they are missing by heading straight to a Ford showroom.Just why has it taken Ford Australia so long to get the Fiesta and get it right? Right now, we don't care.We're just happy there is a Ford that takes the brand back to the strengths of the original Laser and the Korean-made Festiva, and which delivers a package to sit comfortably alongside the classy BA Falcon.The Fiesta even shades the larger Focus, which needs the same sort of engine-room effort.The baby car's Duratec four is punchy from the bottom and still has a top-end surge that allows nippy performance in the city and strong overtaking.It's also light on fuel, proving the efficiency of its design.The engine is helped by the car's light weight, but it highlighted – for us – the real weakness of the Focus.If Ford can get the powerplant right in the Fiesta, why can't it do the same for the Focus?The five-speed manual gearbox is light and direct and the brakes are strong and efficient, while the steering has good feel with a light load for parking.The ride and handling of the Fiesta is outstanding, with great grip in curves and the sort of enjoyable response that qualifies it as a hot hatch.It doesn't bump and thump like many of the Euro-made babies, either, though we'd prefer less road roar from the tyres on coarse bitumen.There is plenty of space in the Fiesta, the ¿smiley face¿ dash (top left) is simple but attractive, and we liked everything from the giant ventilation outlets to the CD sound and the column-mounted sound controls we sampled in the Zetec Fiesta.But the seats don't have enough shape or support, you have to pull the seatbelt a long way forward in the three-door car, and the cabin colour – cave black – won't be much fun in an Australian summer.Holden discovered a long time ago that it needed lighter and brighter cabin colours in its Barina and Astra.But they are only minor niggles on a car that's right at the front of the baby-car battle and kicks another big goal for Ford.

It was developed as a Swatch for the world of wheels and aimed at youngsters who could see the potential for a compact runabout in the overcrowded cities of Europe.Australia Smart was rejected twice before the booming DaimlerChrysler empire realised it could take a place Down Under, and that the baby brand would eventually become a full-line car company with solid youth support.It probably also helped that private importers were bringing the phonebox-on-wheels Smart cars to Australia outside the official channels, and doing it at prices which were doing nothing for any long-term success. Too costly, basically.Now we've been through the City coupe and cabrio start-up, with 58 sales through the first two months of 2004, and face the sporty Roadster.This is the first car that puts Smart up against real rivals.Honestly, there's nothing that competes with the City twins, which are so small they can be parked nose-first to the kerb without bumping into traffic. If you want a City car then that's what you get. Game over.But the Roadster, even with a $37,990 bottom line and stand-out styling, will have to win customers against a wide range of rivals.It still has only a 700cc suprex turbo engine, but the body has plenty of room for two, with a lift-out sunroof and plenty of equipment including airconditioning, alloy wheels, remote central locking and electric windows and mirrors.Potential rivals are both sporty and trendy, since the Roadster will still be a fashion item for many owners.So, though the Roadster looks a fair bit like a Lotus Elise, it will also be lined up against the VW Beetle cabrio, the Peugeot 206CC and even the really silly Daihatsu Copen.It will also be shopped against the Toyota MR2, which has a similar objective but does it with more size and weight at a higher price.The design of the Roadster is just what you'd expect for a sports car, with a low plastic body that's pulled tight around wheels at each corner.It has some nice curves and the two-piece hardtop is intended to be stored in a shallow boot space behind the cabin and above the engine.Smart makes a big deal about the car's rigid Tridion safety cell, with claims of superior crash protection.The mechanical package starts with the 60kW engine paired with a sequential manual gearbox.It is rear-wheel drive and Smart engineers have even put wider wheels on the tail to improve the cornering, which is controlled from electrically assisted rack-and-pinion steering.On the roadIF you jump into the Smart roadster expecting a full-on sports car experience then . . . well, you're going to be disappointed.It's fun and functional but won't remotely keep pace with a Nissan 350Z. Smart says it takes 10.9 seconds to reach 100km/h and there are a lot of fairly ordinary family sedans that can do better.But the roadster has a sharp edge and it looks really, really good.You have to work hard – if you're beyond your 20s – to get down into the cabin, but it's a great fit and there is plenty to keep you entertained.The seats are supportive, the wheel feels good and the design of the instruments shows a lot of smart thinking with a youthful twist.The location of the key is a surprise, because it is tucked away on the centre column behind the gear lever. But it works well enough.Turn the key and you hear a gruff little three-potter fire into action, right behind your head. The sound performance includes a selection of chuffs and whistles and burps when you get going, and anyone who likes the blow-off whoosh of a Subaru WRX will enjoy the noise. We found it entertaining.The Smart coupe is not all that powerful or swift, but it feels good as it gets along. There is good response, provided you're in the right gear, and you always feel that the car is keen to help.The gearbox, though, is recalcitrant. If you use it manually it's slow to answer any commands, and completely ignores low-ratio demands by shifting up at the redline.Not good if you're rushing between turns and want to hold a gear.The automatic mode is also frustrating, with slow-pace shifts and a reluctant kickdown. We used it in city traffic, but Smart really needs to do some work to make it a better match for the rest of the Roadster package.Smart says it revives the purist feel of an earlier era and that's true.It feels shrink-wrapped around you and – a lot like the costlier Lotus Elise – you always know what's happening at the wheels.It also encourages you to tackle a corner, any corner, with a quick flick on the wheel and plenty of throttle.It has a good cornering balance and good grip. So it's an impressive chassis that also defeats most bumps, though it will crash through potholes and there is more noise from the chassis than we would like.It's tough to rate the Roadster against rivals as a lot of people will buy it because they like the look.It's tight on space and doesn't have much luggage capacity, but it is much nicer to drive than a Beetle Cabrio or a Peugeot 206CC.It comes closest to the MR2 but has a much more focused feel.As a stepping stone to the future, it also proves that Smart is more than just a telephone box on wheels.

You probably think they are cramped, under-powered, noisy, harsh, gutless on hills, laboured under a full load, rattle prone, have no creature comforts, look like a toy, are unsafe and have puny brakes.Small cars always have been cheap motoring. Cheap to buy, maintain and run.But now there is a growing number of quality small cars that have all the virtues of a compact, without many of the drawbacks.Consider the Peugeot 307, Citroen's C2 and C3, the smart series and now Ford's Fiesta.These are attractive cars that also are rewarding for drivers and still cheap to own and operate.The new Fiesta is built in Germany. And that means more than just the fact that the indicators and windscreen wipers are reversed.It means engineering and build quality is superior and that the driver is well accommodated.It looks like a shrunken Focus. Almost the same lines, yet still a style all its own.The $18,990 three-door Zetec (second top in the range) test car has 45 per cent low-profile tyres and seven-spoke 16-inch wheels (an extra $900) that gives it a distinct rally feel.Inside, there are plenty of WRC references in the C3-style round air vents and brushed aluminium trims.The seats also are rally style, offering firm support, plenty of adjustment and little sideways slip.That's just as well, because the chassis is every bit as tight as its famously taut bigger brother, encouraging plenty of G forces in corners.The 1.6-litre Duratec four-cylinder engine is tuned to aid the driver to find relevant power across the rev range.Its power is a modest 74kW on 95RON premium fuel, but economy is good at between 13 to 15km of every litre.Where it does impress is in its drive delivery. With its 11:1 compression ratio and 146Nm of torque at a respectable 4000rpm, there is plenty of urge out of corners, up hills, under load and from low revs. It will pull nicely from 2000rpm and sprint all the way to the 6000rpm red line.Acceleration in the Zetec is helped by a notchy and precise manual five-speed gear shift. It would be interesting to see if the four-speed automatic box is up to the job.You will certainly pay for the auto – an extra $2300 – so it would want to be good.Fellow motoring writer Gordon Lomas reported from the Fiesta launch last month that the auto starts hunting for gears going up gradients but was responsive and smooth.Bumps in corners are handled well by the sophisticated independent MacPherson strut front suspension and semi-independent rear, but will bang and kick back a little through the steering wheel.The Fiesta steering is pin sharp and it turns into corners so quickly you could find yourself cutting corners until you adjust to the lack of understeer and steering wheel weight.Together with audio controls on a steering wheel stalk, it all adds up to a great driving experience.But the fun doesn't stop there.A generous boot, rear seat (although leg room is obviously at a premium), and head room make it quite spacious for a compact, although getting in and out of the three-door was tricky for rear-seat passengers.It should employ a one-touch lever system that not only tilts the seat back, but also slides the front seat forward.Once accommodated in the back, there is good vision, a deep and comfortable seat, adjustable headrests and low cabin noise.While it's difficult to tell from a test vehicle that has only had its first service, there is a stiffness and firmness in the body and suspension that reassures it won't rattle itself to pieces in a few thousand kilometres.It's a robust little unit with plenty of flair and driving pleasure, without too many small-car drawbacks.If you want auto and a few extras, you will break the $20,000 barrier.But a few extra dollars hasn't hurt sales of Holden's German-built Astra and it shouldn't hurt this quality compact.

We have all come to expect the best from Mazda.