Hatchback Reviews

"We want to become the Elantra car company," says the new chief at the Korean carmaker's fully owned local subsidiary, Bong Gou Lee.It's a thought that has rattled around Hyundai in Australia for more than a decade, since the original Elantra – then the Lantra – arrived to sit between the Excel and Sonata, aimed at people who could not get enough of Japanese cars like the Toyota Corolla.This time, it looks as if Hyundai could have the car to deliver on the promises it made in the 1990s – and do it without the bait of a driveaway deal or some sort of short-term sales package.Prices for the 2004 Elantra are attractive, from $18,990 for the starter car and $23,990 for the fully loaded Elite, but it's the basics that are going to make the car perform better in showrooms and on the road.The upgrade work includes everything from an updated engine to a sound system with MP3 player, new dials, an upgraded airbag and the inevitable body changes.The heart of the 2004 Elantra is its upgraded Beta engine – the Alpha series is used in the baby cars – compete with Hyundai's first variable valve timing system.It has joined the companies which have recognised the value of the tuning changes – strong torque and top-end power without shortcomings at either end – that are possible with variable valve adjustment.Hyundai's system varies the intake-valve timing to match driving conditions and works from the exhaust camshaft. The company says its output, of 105kW of power and 186Nm of torque, is a best-in-class performance for its 2.0-litre four.The styling update hasn't turned the Elantra into a fashion winner, but the package has softened the car and helps it stand out in a field of small Japanese sedans and hatches.The cabin update runs to what Hyundai describes as "3D-design" dials, the MP3 sound system (which still has a CD player), vertical-vane air vents and new seat trims. There is also a hook on the back of the front buckets to hang shopping or a bag.The Elantra has always come with airconditioning as standard, but on the Elite Hyundai has added alloy wheels, a small rear spoiler, leather trim, four-sensor anti-skid brakes and a centre armrest.It's a good deal from a company which became a fully factory-owned operation last year, complete with promises of added value in all models and a long-term approach to brand building.Hyundai intends to return to the top of the import brands within two to three years and the Elantra shows the approach it intends to take.On the roadWe were spoiled during our Elantra time by the Elite version. Then again, it's still only a $23,990 car and that's great value in today's small(ish) car scrum.But the best thing about the Elantra is that the best changes, and the ones which really move the brand forward, are deep and complete and will run right through the range.They include a driving feel that's much more like a quality Japanese car than a starting-price Korean, and final finishing – despite the traditional "Korean plastic smell" – has also stepped up a class. There were no squeaks or rattles in the test car and it felt as if it was built to a plan, not just a price.It might not sound much, but from the first couple of kilometres, we were impressed.And it proved that Hyundai finally has an Elantra that delivers on the original Lantra promises.It's a car that we would now recommend happily to our friends and, with a starting price of $18,990 – don't wait for any driveaway deals – it joins our class champions with a four-star ranking.But Hyundai still hasn't fixed our longest and biggest gripe, not just with the Elantra but all its cars.It's a manual gearchange that's notchy and unpleasant, leading to an occasional graunch and an overall unhappiness with the shift.A lot of people won't notice but, given the other updating work, Hyundai should have got this right by now.We're not great fans of the Elantra's look, even with the latest body changes, but it's a roomy small car with a good boot and the leather trim in the Elite is sensational value.It's not the sort of leather you get in a $150,000 Jaguar, but it gives the cabin a real boost and is very comfortable.We didn't try the MP3 sound system, but the ability to play the latest CD format will be appreciated by younger shoppers.We were impressed by the latest dials, which have a fresh and unique look, as well as the trendy blue lighting.We've left the engine to last because it was the best thing about the Elite. And that means every Elantra.The changes to the Beta motor don't sound like much, and the power and torque figures – despite Hyundai's extravagant claims – are only up from 104kW/182Nm to 105kW/186Nm. What's different is the way the engine works.It's much smoother, with a solid surge of power and torque that makes it really enjoyable to drive and easy on the juice.It's not a howler at high revs, but always seems to have plenty of go when you tickle the throttle. It's the sort that flatters any driver, works well on any trip and can get up for go if you push to the peak at 6000 revs.Still, it's a pity that the classy engine isn't matched by a similarly classy gearbox.Driving the Elantra is a reflection of the progress made at Hyundai, as the suspension is well damped and copes with the toughest conditions, it is quiet and comfy and it handles surprisingly well. It's not a sports car, but it has a good balance in turns and gets along briskly on twisty roads.We found ourselves thinking more and more about its strengths against the Japanese pacesetters – Toyota Corolla, Mazda 323, Nissan Pulsar – and even the baby Holden Astra which has been our cost-no-object choice in the small-car class. And we realised that the latest Elantra, once you park your prejudices, is worth a look for anyone shopping in the class. And not just a look, but a test drive and a value comparison.We liked the Elantra Elite, but we believe the starting-price car could easily be one of the stars of 2004.

A brilliant light blue with alloys and all the gear, the Getz is a car that plenty of Aussies would like to own and most could afford.It is a replacement for the popular Excel and takes over Hyundai's entry level mantle from Accent which now slips into a slot between Getz and the larger Elantra.Though it's a funny name for a car, you will never forget the name Getz.It sticks in your mind.A good looker with styling cues from any number of popular European light cars, Getz offers more performance and features for less money than anything else in the class.'Leo' as we have dubbed our long termer, is powered by a perky and extremely economical 1.5L, twin cam four cylinder engine with a handy 74kW of power and an even handier 133Nm of torque, available at an accessible 3200rpm.Torque low in the engine rev range makes a car easier to drive and such is the case with Leo.He makes light work of zipping around town, hauling four adults to a weekend break or simply acting as an around town hack for the shopping, picking up bits and pieces, heck, we even had the mower in the back to take for repairs.Bloody mowers they always break down.That's something Leo won't do given the reputation for reliability earned by his predecessor Excel.Leo's engine is basically the same as the last version of the Excel and has been tried and tested in millions of cars over millions of kilometres.We were stunned at how frugal Leo can be on petrol.Where a normal small or medium car will need about $30 to $40 worth of petrol a week, Leo likes about $15.It's a direct benefit to the hip pocket if you have a car that is this economical. Money that can be spent on other stuff.He's a well endowed little car with power operated windows and mirrors, central locking and power steering. The steering is light and gives a tight turning circle for easy manoeuvres in tight spaces.Brakes are disc at the front and drums at the rear butLeo has the optional safety package that includes four wheel discs. They deliver strong consistent stopping with light pedal pressure.ABS is part of an optional safety package with a passenger air bag and electronic brake force distribution. It's definitely worthwhile considering.Leo will faithfully protect his owners with a front air bag, a safety cell passenger compartment, front seat pre-tensioners and load limiters, five three point seat belts, anti-submarining front seats, front and rear fog lamps and no less than three child seat anchor points handily located right behind the rear seat.There is plenty to surprise and delight too – remote fuel filler release, twin visor vanity mirrors, digital clock, driver's lumbar support adjustment, dual height adjustable driver's seat for the shorties and plenty more.Leo is a well thought out car that's obvious.We have been checkin' him out from all angles and reckon he's looks especially good from the front with a smiling face and big eyes.The five door body is particularly handy for families or when you have adults to take in the back seat.The boot is a good size and is expandable by folding the rear seats to form a small van.Hyundai has listened to its market research and fitted Leo with a good CD audio system that rocks along nicely when you are cruising or slogging it out in the traffic.Leo is shaping up well, we've already cranked up about 2000km on him and spent very little money doing, so. Christmas is looking good.

The Holden Adventra is a signpost car and so is the new BMW 5-Series.

Unlike the car it replaced, the cute and quirky Beetle, the Golf's more conventional nature hasn't allowed it to create such a cult following.But that hasn't lowered its popularity, as the Golf has been one of Europe's top-selling cars for two decades and remains one of the benchmarks that carmakers around the globe analyse.In Australia, through its four generations, the Golf has graduated from a basic small car into a top-quality rival for the top-selling Japanese hatches. But, with our present healthy economy, it has become a serious option for small families.These families would traditionally look at the big Aussie cars or a cut-price alternative to the more up-market, badge-driven European cars, such as the BMW 3-Series.But whatever the Golf does is sure to be followed by many. That's certainly been the case with this latest model.Volkswagen Australia, the factory-run subsidiary of the famous German carmaker, has just broadened the Golf family to give Down Under customers more choice with a number of better-value models.It hopes the expanded range will boost sales of the Golf even though the model is four years old and an all-new fifth-generation version is scheduled to be unveiled at the Paris Motor Show later this year.The new lineup consists of five individual models, ranging from the entry-level 1.6S, which kick-starts the range at $25,990, through the 2.0S at $28,400 and the range-topping sports GTi at $38,500.Both the regular 1.6-litre and 2.0-litre models also have a more-luxurious SE option, costing $29,400 and $31,990 respectively.All versions come with a decent list of standard features, including dual front airbags, anti-skid brakes, seat-belt pre-tensioners, aircon, CD sound, central locking and an engine immobiliser.The SE models gain extra equipment, including an anti-theft alarm, remote locking, color-coded bumpers, cruise control, trip computer and sports seats.The 1.6S comes with 15-inch steel wheels, the 2.0S has 16-inch steel wheels while both SE models have 15-inch alloy wheels.Both models have the choice of either a five-speed manual or a four-speed automatic transmission to send power to the front wheels.The 1.6-litre engine produces 75kW of power at 5600 revs and 148Nm of torque at 3800. The 2.0-litre four-cylinder delivers an extra 10kW at 5200 revs and 170Nm at 2400 revs, which is remarkably low in the rev range for a naturally aspirated engine.The GTi is a completely different beast, with its 1.8-litre turbo-charged engine producing 110kW and 210Nm. It also has sports suspension, BBS alloy wheels, black wood trim, auto aircon, a three-spoke steering wheel, fog lights and side airbags.On the roadTHIS Golf is the most straightforward and enjoyable Volkswagen we've driven in an age.The Beetle RSi is outrageous fun, and the Passat is refined and sophisticated, but the affordable Golf models are back where they belong.The 2.0S, at the halfway point in the latest lineup, is the best reflection of the changes. It's not trying to be a hot hatch, not trying to be a prestige car. Yet it succeeds without trying -- apart from performance -- because Volkswagen has the basics right.It's the Golf that VW has needed to take the fight back to Euro-newcomers, including the Holden Astra and Peugeot 307, as well as Japan's latest Honda Civic and Toyota Corolla, because it is well built and good to drive.The price isn't great, and would run just over $30,000 by the time you were driving away, but is another sign of the escalation in small-car deals. Even a three-door Barina can now cost $22,000 by the time it's on the road.The design of the Golf is unchanged for 2002 and shows how well the car is ageing.It is tidy, simple, and results in a five-adult cabin with a roomy boot -- and plenty of back-end people-luggage combinations.Equipment in the S is fair, but remote central locking should be part of the deal at the price and a cruise control would make life easier.Volkswagen has kept up the sensible stuff with anti-skid brakes and twin front airbags.The output from the engine looks feeble on paper, but the bottom-end torque is the best news and means you don't have to work hard to keep the car going pretty well.Swinging to about 4000 revs in each gear keeps the car flowing in traffic and in the sweet spot for highway work.Economy is commendable, with 500km hops -- or longer -- between refuelling.The S is surprisingly enjoyable on twisty roads, even without GTi-style tyres or power. It can keep up a swift pace, with good cornering balance and terrific brakes.The only shortcoming we found was a ``pogo-stick'' feeling from the tail when it was fully loaded. The multi-adjustable seats are firm, yet supportive.It all adds up to a car which is again becoming an aspirational purchase. The two-litre cars are a very attractive deal.Would we buy Golf? Yes, but the 2.0S is definitely the pick of the present Golf club.

The under-performing 1.4L four cylinder remains in the line-up but for a few grand more, you can opt for the 1.6L with 83kW.It's coupled to what Citroen calls a Sensodrive transmission which for all intents and purposes could be an automatic except that it's a self-changing manual with an electronically-operated clutch. Citroen says it's similar to the paddle shift in WRC (World Rally Championship) cars.That is a big call!The C3 1.6 five-door has plenty of equipment and sells for $24,990 plus on road costs, putting it up against VW's Polo, the top of the range Honda Jazz, Renault Clio five-door and Peugeot's 206 XT.It gives potential buyers European panache in a compact car with high levels of safety and distinctive, appealing style.* The transmission is annoying to use with upchanges accompanied by nose dives. Changes take too long and the transmission can become confused and select an inappropriate gear.* The "auto" mode is not much better and needs to be better calibrated to fully capture engine performance.* Engine performance is strong with plenty of go off the line right through to the 7000rpm redline. It also has good mid-range response and is economical with 7.5L/100km easily within reach.* The brakes are powerful but are oversensitive which takes some getting used to.* Ride and handling is good with some bump/thump coming through the suspension and chassis on rough roads and a little body roll when pushed, leading to tyre-squealing understeer. It is nothing like the magic carpet Citroens of old in ride terms but there are other benefits to the new set-up.* Boot space is OK with two medium suitcases about the strength of it.* Virtually no soft surfaces inside apart from the seats. There's a sea of hard plastic on the dash and door linings. It's relieved by having contrasting tones and dimpled finishes.* Instrument pod is neat, audio impresses.* Some rattles about the interior evident on bumpy roads, especially around the doors.* Rear seat room is good for a car this size, seats are comfy and there's plenty of head room.* Like the auto-on wipers and headlights. Needs remote fuel cap release instead of key lock cap. Front power windows only with difficult to reach switches.* Arm rests on front seats not height adjustable, get in the way. Just as well they fold up.* Climate control air is excellent but not really necessary when regular aircon would do the job.* Stylish touches dot the cabin, including door handles, air vents, wheel hub design and two-in-one speedo/tacho.

These days you can get a one-way Virgin flight for $49 or ride the Greyhound bus to Sydney for $50. Train travel will set you back $58.30.But you have to endure cramped spaces, and sharing your life for at least a few hours.So it didn't take long to decide on a car. And the Honda Jazz made an interesting choice, particularly as Honda Australia was keen to see if its baby could make it on $50.It's an advanced jigger that gets good economy and still has enough space for people and luggage.So the challenge was on. The rules were strict: no super-inflated tyres, no coasting on hills, and no snails-pace crawling with the windows up and the airconditioning off. This was going to be a normal, real-world run.The trip began in Melbourne at 9.30am with a clean and tidy Jazz, a few favourite CDs, some Sydney maps and a service-station stop that filled the tank but drained my wallet of $28.95, leaving only $21.05 for fuel for the Jazz and me.The drive to Albury was easy, apart from the fear of the revenue cameras, and the run passed at an average speed of 91.2km/h.Fuel economy on the Jazz's trip computer was 5.01 litres/100km. At that rate, it was looking as if I would beat the Virgin price and have money left for lunch, but a less-than-satisfactory stop at KFC cost $7.95 and the car took another $12.05 in fuel, taking the total to $48.95 and ensuring I had to make Sydney without another top-up.The actual trip from Albury to the centre of Sydney was uneventful and easy, apart from a stop to help an elderly woman change a tyre. So, six hours and 15 minutes after clearing Albury I was in the heart of Sydney, having averaged 101km/h for the second half of the trip, but with not much showing on the fuel gauge.It was enough for another 50km before the warning light came on, so the Jazz had done well.The total travel time was 10 1/4 hours and that included lunch and a couple of comfort stops. The Jazz had given absolutely no trouble -- it was comfortable and quiet, thanks to a roomy cabin and low wind and road noise -- and the overall average speed was 85km/h.If you look only at the actual driving time the average was 97km/h and fuel economy for the interstate trip was an excellent 4.92 litres/100km. And I drove like everyone does when they hit the Hume.David McCarthy covers motoring for the gay community through MCV and JOY 94.9FM, writes for Sports Car and Racer magazines and works as executive officer of People Living with HIV/AIDS Victoria.fast factsENGINE:1.3 litre inline fuel-injected four cylinderPOWER:61 kW at 5700 rpmTORQUE:119Nm at 2800 rpmTRANSMISSION:Five-speed manualBODY:Five-door hatchPRICE:$16,990

There is a new blue-oval hero in Australia, and this one doesn't wear a Falcon badge.It definitely won't be racing in The Big One at Bathurst next month, although cars remarkably like it were among the frontrunners in Rally Australia in Perth last weekend.It's the hot new Focus ST170, and it has lobbed from Europe to do a number in the growing lineup of new-age hot hatches including the Toyota Corolla Sportivo, Holden Astra Turbo and Peugeot 206 GTi 180.The top-of-the-pops Focus even comes with a true-blue Aussie body job which includes bold blue panels and extra spoilers and skirts to signal its significance to Ford fans who want something that's compact, perky and full of personality.The ST170 is the car that Ford Australia has always wanted to use as the headliner for its Focus range, which took over last year from the long-running Laser as its contender in the tough baby-car class.Every Focus looks good and the ride and handling is outstanding, but something was missing in the engine bay. It was the zip which makes a baby hatch more than just transport.The ST makes up the difference with a punchy two-litre four in the nose, but the work didn't stop there.The team at Ford of Europe ticked all the boxes to put show and go into a car which is much more rewarding to drive and be seen driving.The go-fast Focus turns heads. And it gets people talking.It could just be the bold blue three-door body, but it's more likely to be linked to the 121kW engine, the six-speed manual gearbox, sports bucket seats and big wheels and brakes.It is the WRX or Evo of the Focus family, although not as extreme as the all-wheel-drive hero cars in the Subaru and Mitsubishi families.There are even quicker cars in Europe, which has a Focus RS and will eventually get a rally-bred turbo all-wheel-drive model, but the ST is as good as it gets at the moment.It's a big step up from the 1.8-litre Focus CL which opens the action in Australia at $20,660, or better if you can still get one of last year's cars under the recent incentive program.The price of the ST jumps all the way to $37,000, but it's clearly the hero of the 11-car Focus range, which includes a choice of three-door hatch, five-door hatch and four-door wagon bodies and 1.8 and 2-litre engines in the lesser cars.The Focus hasn't done anything like the numbers achieved by the Laser in its heyday, with sales for the first eight months of 2003 only reaching 8369 cars against 18,294 for the Holden Astra, 13,987 for the Mazda 323 -- mostly thanks to the latest $19,990 price deal -- and 12,118 for the Mitsubishi Lancer.That's why Ford was keen to get the ST and why it's going to be pushed hard. We've already seen a television spot linking it to the WRC Focus, the hottest car of this year's World Rally Championship, and there will be more as the car gets known better.But the package is pretty tasty with CD sound, airconditioning, front and side airbags, leather trim, a leather-wrapped steering wheel and those neat spoked 17-inch alloys.On the roadOUR first taste of the ST170 was in New Zealand, chasing the WRC Focus team in a round of the World Rally Championship. It looked great, and the equipment was terrific, but it didn't really light up the way we had expected.It was tasty, but not tantalising.So we were keen to try it again, particularly after a recent run in the Corolla Sportivo and our earlier positive experiences with the Astra Turbo and even a couple of the costlier Euro hotties.First up, it sure turns heads. There is something about the ST170 -- just like a WRX STi -- that tells people it's special. It could be the blue body, but it's also linked to the obvious go-faster parts.It's much the same when you slide inside and settle into the supportive sports buckets, grab the meaty steering wheel or select a gear with the short-throw lever. The cabin doesn't have the class of some of its rivals, despite white-faced dials and plenty of standard equipment, but it still makes a positive first impression.But the engine, which is the key to the ST, doesn't deliver on the promise. It doesn't have any fruit to its exhaust note and the throttle response is good, but not great.The numbers look pretty good, but the tuning of the 2-litre four is flat and uninspiring.It makes 127kW and 196Nm, but that's well behind the Astra Turbo and it doesn't have the top-end charge of the Corolla Sportivo. It's an engine that never feels totally willing or keen for action.It is best to give it a bit of a punch and kick up quickly through the six speeds, keeping it flowing for a smooth run. It is good for overtaking, but anyone who expects the ST to really light up in the twisty stuff will be disappointed.Still, there is a lot to like. The ST rides very well and the grip is great. It's a turn-and-go cornering car, with great balance and more traction than you can really use.It also stops well, doesn't get flustered over bumps, and doesn't demand too much skill or commitment to get along briskly. It's in sharp contrast to the Sportivo, which really needs to be stirred to get the best action, and more like the Astra but without the turbo action.We liked a lot of the upmarket work on the ST, but the dashboard is looking dated and confused -- it's a mismatch of lines and angles -- and there were too many minor quality niggles in our test car. It was only squeaks, rattles and loose-fitting bits, but it had us worrying how the car would look and feel after three years on the road.It's also noisy, mostly because of the aggressive tread on the low-profile tyres.Then again, the Sportivo was nothing special -- particularly for a company that brags about "Built in Toyota" quality even for the South African Corollas -- and we're not convinced an Alfa 147 or a hot Peugeot would be any better.The ST was light and easy to drive, with pretty good headlamps, a nice sound system and enough fruit to justify the price tag, but . . . basically, we were hoping for more. And the sort of more that would make the ST into a compact XR-style hero car for Ford.It gets close, but it doesn't make the final cut and we're left hoping. And hoping that Ford will tap into the European scene for something even quicker sometime in the future.FORD FOCUS ST170 $37,000 as testedENGINE2-litre four cylinder with twin-overhead camshafts and fuel injectionPOWER127kW at 7000 revsTORQUE196Nm at 5500 revsTRANSMISSIONsix-speed manual, front-wheel driveBODYThree-door hatchDIMENSIONSLength 4152mm, width 1699mm, height 1430mm, wheelbase 2615mm, tracks 1494/1487mm front/rearWEIGHT1283kgFUEL TANK55 litresFUEL CONSUMPTIONAverage on test9.7 litres/100kmSTEERINGPower-assisted rack-and-pinionSUSPENSIONFully independent with front MacPherson struts, rear trailing arms with multiple linksBRAKESanti-skid four-wheel discsWHEELS6x17 alloyTYRES215x45 R17WARRANTY3 years/100,000kmHow it comparesHolden Astra SRi Turbo(from $36,990)Toyota Corolla Sportivo(from $29,990)Alfa Romeo 147(from $38,500)Audi S3(from $67,420)The bottom line+ Good looks, smart driving- Needs more punch, rattlesA nice kick for the Focus

German affiliate Opel is developing superb products - with the Astra just one of its global successes.Like Holden, which is working feverishly to come up with niche derivatives of Commodore and Statesman, Opel has cashed in on the popularity of Astra.It has come up with the SRi three-door hatch and elegant Convertible - both running a fiery 147kW 2-litre turbo engine.The high-tail, low-nosed styling stance of the original Astra five-door was a perfect building block for a striking coupe and an equally stunning open-topper.The excellent power characteristics of the turbo have transformed the standard car into an instant sports in both its body forms.Holden and Opel chassis engineers have come up with the right balance between agility, active safety and a level of ride comfort suitable for daily use.The end result is two cars with exciting driveability and wide appeal for buyers of coupes or convertibles.The Astra Convertible already has been tested. This time around the Turbo Hatch is the subject of evaluation.The model looks suitably sinister with black grille, tinted headlights and a sports bumper with integrated fog lamps and large intake - which ducts cool air to the large brakes and turbo intercooler - covered with a sporty black mesh.The glasshouse is framed in matte-black trim. A high-set rear wing and subtle body kit completes the sports package.The only relief from the black treatment is provided by five-spoke alloy road wheels and polished stainless steel tailpipe extension.Inside, "Turbo" inscribed chrome sill plates leave no one in any doubt this is a special, and heated front sports seats, black leather trim, three-spoke steering wheel rimmed with perforated leather and alloy-finish pedals confirm the fact.So do striking red instrument needles against a white background, ringed with brushed chrome.Standard equipment includes climate-control airconditioning, trip computer, premium six-speaker sound system and "express" power windows.The comfort and convenience packages include multifunction information display, cruise control, CD player, rear-seat entry with memory, adjustable lumbar support and fold-down rear-seat centre ski hatch for long objects.Astra's safety arsenal includes rigid body structure, passenger safety cell, dual airbags, height-adjustable seatbelts with pre-tensioners and force limiters, and a pedal release system.As one would hope from a well-sorted performance vehicle, the SRi Turbo hatch gets electronic stability program which co-ordinates the anti-lock brakes and traction control systems.A range of sensors is used to monitor any deviation from the driver's desired direction of travel and assists in bringing the car back on course by applying brake pressure to individual wheels.At $36,990, the SRi Turbo adds up to one of the most appealing sports packages in the marketplace.So much for what it has to offer, now for its driving dynamics.The 2-litre ECOTEC motor is fed by a constant-pressure turbo and breathes through four valves on each cylinder.With an output of 147kW and 250Nm of torque peaking under 2000rpm, the turboed four is a willing power source.The motor features sequential fuel injection, direction injection and a drive-by-wire accelerator. Response is spontaneous at low speeds and thrust is maintained throughout the mid-ranges.The tuned exhaust emits a nice, sporty resonance as the engine goes to work, pushing the car along at a healthy lick.While the car is not breathtakingly quick off the mark, it does offer good torque delivery which translates to good thrust out of bends.One has to be impressed by the handling of the SRi.The traction control gives the model excellent stability and generous safety margins, even when driven enthusiastically. Opel called in Lotus to tune the suspension geometry to ensure both the coupe and the convertible handled as per the script.The British sports car company went for 10 per cent stiffer shock absorbers at the front and 15 per cent firmer dampers at the rear.The bottom line is a car with a distinctly firm sports car road feel and precise steering - but not stiff enough to be too severe on passengers.The effectiveness of the total set-up can be appreciated when the car is hunted through a corner at a speed high enough to tell all.There is no awkward pitch or body roll. The car turns in nicely and tracks with only a trace of understeer which is soon controlled by the traction control.* A genuine sports car which is a treat to drive.* The combination of anti-lock brakes, traction control and electric stability program, plus a superbly mapped chassis results in true performance-car handling.* Changes via the five-speed manual are smooth enough, but the throw is a little long for a sports car.* But on a car for your dollar equation, there is nothing on the market which comes close to the SRi.

AH, THOSE exuberant Italians. Such an excitable lot. So passionate, so alive, so full of zest . . . I don't mean the people, but their cars.

Hot hatches are back with a bang in 2003. Ford, Holden and Toyota have added spice to the scene with cars that have a twist in their tail.The Focus ST170, Astra SRi Turbo and Corolla Sportivo all have more muscle, and they've been built to satisfy people with $30,000 or more to spend on a snazzy new set of wheels.They don't have the raw edge of the '80s and '90s hot hatches – cars such as the original VW Golf GTi, Peugeot 205 GTi, Suzuki Swift GTi and even Holden's Barina GSi – or the fun factor of those baby blasters.These days hot hatches are slightly bigger, more refined and more costly.And they come with prestige-style appeal that can include Alfa, Audi, Peugeot or Renault badges.But it's still the Ford, Holden and Toyota teams that are making the really big splashes.Toyota's latest, the Corolla Sportivo, is built in South Africa and is fitted with a power-up pack taken straight from the Celica.The body kit bits don't look that much different, but the cost-effective Sportivo package – the only sub-$30,000 car in the latest contest – brings a cabin upgrade.This includes leather seats, leather steering wheel and leather gearknob, a punchy CD sound system and chrome-plated highlights on the doors and the central console.It also has bigger wheels, better brakes, Bridgestone tyres with more grip, and automatic airconditioning.We were a bit underwhelmed when we first saw and drove the Corolla Sportivo at a press preview in Tasmania in March.This was partly because we'd had so much hype before its arrival and partly because it didn't look that much different.The latest Corolla is boxlike and the Sportivo certainly doesn't look a wild sports model, even though it has 141kW on tap.It is also tough at times to tame those rampaging kiloWatts.They arrive only when the tachometer needle is swinging past 6000 revs and twisting on towards a red-line cutout at 8200.Also, we drove the Corolla at about the same time as the Astra Turbo, which is a more relaxed car and just as quick, and the impressive Focus ST170.But after a test drive it's hard to deny the appeal of the Sportivo.Toyota has done a smart job on switching the 1.8-litre 2ZZ-GE engine from the Celica, complete with its six-speed close-ratio gearbox.The engine comes with variable valve timing and picks up an extra kiloWatt in the Corolla, thanks to a smoother passage for the exhaust gases.The figures show all the go is at the top end of the power range, with maximum kiloWatts at 7800 revs and even the torque peak of 180Nm not hitting until 6800 revs.That makes it, on paper at least, the peakiest little four-banger we've sampled since we tested the Honda Integra Type-R.To give some comparison, the Astra turbo has 147kW and 250Nm of torque and the Focus ST has 127 and 196.The basic Alfa 147 manages 110 and 181 – the chilli-hot 147 GTA hits Australia this week.And the turbo-charged Audi S3 has 165 and 280.On the roadWe like driving the quick little Corolla on suburban roads.It is a surprising combination of light-and-easy and wild-and-crazy.And then there's the practical hatchback body.The wicked little four-pot screamer actually gives you a choice of three driving modes: all right, eager and downright crazy.It's all decided by the position of the tachometer needle, which reflects a sluggish take-up until 4000 revs, then a bright spot to 6000, and a totally feral blast from there to the red.You could drive the Sportivo below 4000 revs and never know about the beast that's lurking in the engine bay.The motor spins sweetly, the fuel economy is impressive, and you can easily swap cogs through the six-speed gearbox without straining the car or yourself.If you still want more, then dip into the 4000-6000 sweet spot and the car gets along quite nicely.It will keep pace with others when the traffic lights change, cruise comfortably, and satisfy most people for most of the time.But if you really want to go, and you're prepared to give the gear lever some action and keep your right foot down hard, the Sportivo really sings past 6000 revs.That's how it claims a 0-100km/h sprint in 8.4 seconds and how it will keep up with most things short of a Subaru WRX.The high-revving motor means there's a fair bit of noise and it's not always pleasant. We didn't like cruising at 100km/h with 3200 revs, though things were surprisingly smoother and quieter at 110km/h.And European testers report the Sportivo is really sweet at 170km/h.The test car's gearbox had clearly been abused, which made it a bit hit-and-miss on the shifts.But we were more concerned about cabin noises and exhaust booms. There were too many tizzles and sizzles – car company speak for squeaks and rattles – to make us happy in the cabin.We wonder if it's South African quality, engine vibrations, a hard life or all three.The Sportivo does ride well – surprisingly smoothly for a sport-tuned suspension set-up – and the brakes are great.It also follows the wheel easily around most corners, provided you're above second gear and not in the feral-rev zone.If you hook it into a suburban right-angle corner it will buck and jump and the inside-front wheel can snatch and spin.But if you take a smoother line and use some finesse, it will respond with more pace and less drama.We found the Sportivo well equipped, with a good boot. It's also comfy, with room for three adults in the back.It's easy to park, apart from a blind spot at the rear corners, and there are good headlamps.A week at home with the Sportivo has given us a clearer picture of the car and allowed us to enjoy it more.It proved it can be a sensible suburban runabout as well as a truly hot hatch.It's also well-priced and good value, though we're not convinced it could take on the Astra Turbo.