Hatchback Reviews

With the medium-sized segment in Australia shrinking from 9 per cent of the total market to around 7 per cent, Ford has decided not to bring in the second-generation Mondeo.And that will leave Vectra a free run to challenge the four-cylinder Toyota Camry and Mazda6, which control the medium segment.The Vectra line-up consists of the 2.2-litre CD sedan and hatch, the 3.2-litre CDX and the highly specified V6-powered CDXi.Vectra will not be marketed as a price point range bridging a gap between the Astra and Commodore. With the entry model 2.2-litre ZC Vectra specified and priced $4110 more than the 3.8-litre VY Commodore Executive, Holden is looking to impact on other luxury imports. Holden chairman and managing director Peter Hanenberger says: "There is no doubt this car has the qualifications necessary to attract luxury import buyers and to make its competitive presence felt in the medium and prestige segments."Mr Hanenberger says the new Vectra is far more than a re-engineered version of the former series which, at its peak, attracted 9500 buyers in 1999 and claimed 20 per cent of the medium segment."It is the result of new thinking - a very smart car that widens the appeal of our front-drive product portfolio and in many ways indicates its future direction," he says.The new Vectra is half a size larger than its predecessor and boasts interior dimensions that are close to those of the first series Holden Commodore.On top of standard high equipment levels, the new Vectra will come with four channel anti-lock brakes, corner braking control and electronic brake force distribution, and a new electronic stability program on the top model.Holden engineers had significant input into ride, handling and steering settings after criticism at the world release of the car in Barcelona last year.Mr Hanenberger said a pre-production car was flown to Australia and changes requested to meet Australian conditions and driving habits had been adopted in Europe. Vectra introduces General Motors' new styling architecture which melds what Holden calls "the shock of the new" with more familiar styling cues.The new car is a wide-shouldered design which emphasises the curved belt line which sweeps rearward from the vertical and jewelled, clear headlamps.It is a distinctive design which well could point to the styling of the next-generation Commodore.Holden claims Vectra's interior is a full size larger than the previous series, due to some good work in the area of space efficiency.Steering wheel reach and rake adjustment, eight-way adjustable seating and a sliding centre armrest allow simple tailoring of preferred driving positions.Controls are sensibly grouped according to logical operating principles and white instrument graphics on black backgrounds are easily readable.Both the four-cylinder and V6 engines employ four valve technology and drive-by-wire accelerators and benefit from on-board diagnostic computers.The 2.2-litre, four-cylinder, lightweight-aluminium engine now provides 108kW of power and 203Nm of torque, only fractionally more than the 2.2-litre motor used in the former model but with dramatically improved emissions.The 3.2-litre DOHC V6 replaces the 2.6-litre V6, lifting power from 125kW in the former model to a handy 155kW. The new motor puts out 300Nm of torque - 50Nm more than before.Both engines can be teamed with five-speed close ratio manual transmissions or a new five-speed automatic which adjusts shift points in line with driving style and conditions. The adaptive automatic is fitted with Tiptronic-style manual gear select function.The 2.2-litre Vectra CD sedan and hatch are equipped with five-speed manual or optional five-speed automatic and 16in alloy wheels.The CD comes with anti-lock brakes, electronic brake-force distribution, emergency brake assist, cornering brake control and traction control.Further standard features include driver and front passenger airbags, side airbags, airconditioning, variable assist power steering, power windows and heated exterior mirrors, nine-speaker sound system with CD, cruise control, fully adjustable steering column and driver's seat.The 3.2-litre V6 CDX hatch comes with automatic transmission as standard, front fog lamps and 16in wheels.Extra interior features include wood-grain capping, velour trim and trip computer.The 3.2-litre V6 CDXi has five-speed manual or optional five-speed, 17in low-profile tyres, sports bumpers, rear spoiler, performance exhaust and sports suspension, and new-generation stability program.Interior features include heated leather sports seats, dual-zone climate control airconditioning, refrigerated glove box and satin chrome instrument detailing.

It's just that, in the grand scheme of things, she would much prefer to get around in a nice big four-wheel-drive vehicle or comfortable sedan than one of the more modest baby cars I bring home from time to time.But after a few days of Jazzing around the place, she had decidedly changed her tune. "It's got lots of room for a little thing, hasn't it?" she let slip. "And it's very nice on the highway. It doesn't even really feel like a small car."Now that, surely, would be music to the ears of the good folk at Honda.Mind you, they should be getting very used to hearing praise for the funky little Jazz, which has struck a chord with just about all the critics since it arrived on the scene last year.My colleagues at The Courier-Mail even deemed it to be their Car of the Year, ahead of luminaries such as the fabulous Mercedes-Benz E-class, and the acclaimed new BA Ford Falcon.So the Jazz had plenty to live up to when it came to visit our place and, I have to say, it did not disappoint.That's a recurring theme with Honda -- which invariably produces cars that are well-engineered, fuss-free and rewarding to drive. The Jazz fits right into that distinguished family tree.We drove the top-of-the-range VTi-S -- nicely fitted out with the bigger 1.5 litre engine (there is also a 1.3 litre Jazz), alloy wheels and plenty of creature comforts -- but in a five-speed manual rather than the tricky, seven-speed automatic with the steering-wheel controls that has won so many admirers.But selecting the gears myself was no hardship in this very smart little hatchback.While it takes up next to no space in the garage, the cockpit of the Jazz is remarkably spacious. There is plenty of leg room and shoulder space for two adults in the front -- and still with oodles of space for three kids, side by side and legs stretched out, in the back. It has at least as much space as any of the mid-sized European sedans we have driven recently, which cost twice as much.On top of that, the Jazz has an impressively large cargo space in the rear hatch.There are also numerous storage nooks, parcel shelves and cup-holders dotted around the cabin.It comes with airconditioning, electric windows and mirrors and a pretty decent CD stereo, which is nicely integrated in the modern-looking centre console.The dash, while a bit plasticky, has a high-tech look with its bold, circular dials.How did Honda fit so much into such a small space?Well, the design of the Jazz is, shall we say, quirky: short and stubby at the front, a high roofline and chopped-off tail.My wife likened it to a shrunk version of the Odyssey people-mover (another Honda we loved) and she is pretty close to the mark.It is not exactly unattractive, but it lags behind rivals such as the Mazda 2 and Citroen C3 in the style stakes.Its compact size makes the Jazz an ideal city car -- the engine's 81kW make it lively enough to dart around in traffic; its light steering and gearbox make it a breeze to turn and park.Even with a full load of two adults and three kids, and the airconditioner running, the engine coped remarkably well.On the highway, it performs with equal aplomb. The ride is solid and reassuring and it cruises happily and quietly at 110km/h, without any sense that the engine is under stress.As you would expect, the Jazz is miserly on fuel. Expect to get well over 500km between refills of its 42 litre tank (that's about $30 worth at current prices). Over that distance of combined city and highway driving, we managed a frugal 6.5 litres per 100km for the week.You will pay almost $20,000 to get into a Jazz with airconditioning (our test model costs $22,490), so it's not the cheapest of the baby hatches around. But I'd place it near the top of this category -- shading the Citroen C3 and VW Polo, both of which we rated highly.The Citroen had more gadgets, but not as much space or power; the Volkswagen was about as big and better finished, but lacked the Honda's performance.For big families, the Jazz would make the ideal second car -- perfect for picking up kids from school and groceries from the supermarket.If your clan is more modestly sized, the Jazz is big enough and capable enough to be the primary family sedan.KEY POINTSHONDA JAZZ VTi-SDETAILS: Five-door, front-wheel-drive hatchback; 1.5 litre, four-cylinder engine with 81kW power; five-speed manual gearbox.FEATURES: Two airbags, ABS brakes with Electronic Brakeforce Distribution; airconditioning, electric windows and mirrors; CD stereo.COST: $22,490.RIVALS: Citroen C3 Exclusive ($20,990); Mazda 2 Genki ($22,195); Renault Clio Privilege 1.6 ($23,990); Peugeot 206 XT 1.6 ($22,990).FOR: Fun to drive, plenty of space.AGAINST: At this price, it's competing against some bigger rivals.SUMMING UP: Everyone seems to love this car. Count me in.

Renault Australia is gearing itself for a record year in 2003, with new models and a significant improvement to its top-selling line-up. The brand has given the entry-level version of the Scenic two-wheel-drive and four-wheel-drive compact people mover a major power boost to maintain momentum in 2003.The 1.6-litre engine in the Scenic Expression has been replaced with a beefier two-litre motor.The Scenic Expression comes to market at $27,990 for the five-speed manual and $29,990 for the automatic version. This is $2112 more than the 1.6-litre version, but Renault says additional equipment as well as increased power more than justifies the price increase.Renault Australia will get the three-door and five-door Megane models - plus a stunning new Megane Cabriolet - in the final quarter of the year.The brand expects the additional volume will help it reach its 2003 target of 5500 vehicles - about 1000 more than last year. Scenic was Renault's best-selling model in 2002, with combined sales of two-wheel-drive and four-wheel-drive models accounting for 1851 of the brand's 4565 sales. The motor now offered in all Scenic vehicles generates 101kW at 5500rpm and a useful torque output of 188Nm at 3750rpm, 90 per cent of which is available between 2500rpm and 5500rpm.In two-wheel-drive models, the engine is available with either a five-speed manual or four-speed automatic transmission.Every vehicle in the Scenic range has a total of six airbags, safety belts with pyrotechnic pretensioners and load limiters, close-contact head restraints and an anti-lock braking system with electronic braking distribution and emergency brake assist.All Scenic models come standard with the extremely flexible sliding rear seats - offering a wide variety of seating/carrying combinations. Storage capabilities are enhanced by under-seat drawers, in-floor bins and an adjustable rear parcel shelf. Passenger comfort is maximised by a chilled cold-drink unit in the front centre console.The standard entry-level model comes with airconditioning, remote central locking, electric windows and door mirrors, trip computer, front armrest and an audio system with satellite controls and in-dash CD player.The mid-spec Dynamique gets alloy wheels, climate-control airconditioning, partial leather seat trim, leather steering wheel and gear knob, roof rails and opening rear window.The range-topping Scenic Privilege picks up full leather seat trim and twin sunroofs. 

Hot hatch-master Peugeot has gone from leader of the pack to last off the mark. Tweaked versions of the Ford Focus, Holden Astra and Toyota Corolla are now on sale in Australia, joining the potent Renault Clio Sport, but the latest worked Peugeot is not due until November.The 206 GTi 180 (called the RC overseas) will sit above the regular 206 GTi ($29,990) in the Peugeot line up and should cost about $35,000 when it arrives here.It comes with a much warmer 2.0-litre engine that lifts power from 100kW to a more respectable 130kW.The GTi 180 has just been released in Europe and many French and English journalists were underwhelmed with the styling. It is more understated than aggressive and the issue became a sore point at the launch in France."There seems to be some implicit criticism of the styling here. Were we right or wrong to give the car a more sporting appearance? It is the market that will tell us," says Peugeot Sport boss and communications manager, Corrado Provera. "We did not want to be accused of making a car that incites people to go too quickly."Provera also adds that many people would be disappointed if the GTi 180 looked as fast as a rally car, but was not able to back up the looks with the pace and road-handling of an all-wheel-drive turbo-charged car.The GTi 180 three-door comes with larger 17-inch alloy wheels and subtle body kit and rear wing. The front guards are pushed out slightly (by 20mm) on each side, but the rest of the body is essentially the same.Peugeot Sport decided to fit the GTi 180 with the firmer rear suspension (with larger torsion bar and rigid trailing arms) that it originally developed for the 206 wagon, while the front end was given firmer springs.Driver and passenger front and side airbags are standard, along with traction and electronic stability control (which can be turned off).Extra gear on the inside includes wrap-around leather and alcantera (suede like) seats in the front and rear.There are only four seats, though, because Peugeot says a third passenger in the back would not enjoy the ride if the driver was pushing hard.The GTi 180 also comes with a leather-coated instrument panel cover, just like some of the most exotic sportscars.There is all the regular standard equipment including single-CD sound, climate control airconditioning and electric windows.It is only available with a five-speed manual gearbox, when most other cars have a six-speed (except for the Astra Turbo which has so much torque that a five-speed is sufficient).Challenging mountain passes in the Basque region of southwest France and northern Spain offered a good test for a hot hatch.You can really stretch the legs of the GTi 180 on the run-down twisting roads that are only wide enough to be single-lane.The extra power is welcome and the engine is smooth, with plenty of grunt.Power is delivered smoothly throughout the rev range and there is no big rush at any point (like the peaky Corolla Sportivo).Its transmission works well and although it would have been nice to have a sixth gear, it doesn't present a big problem. The stiffer rear end and re-configured damping offer a compliant ride for a hot hatch.The Pug is comfortable even over ruts and potholes with little thumping coming back through the car.Peugeot says it set up the 206 GTi 180 to handle predictably and not let the rear end step out too much during hard cornering. This is a far cry from the 205 of the 1980s, which could catch out aan unwary driver."We designed the 205 GTi so that you had to be a good driver to get the most out of it, but you cannot do that these days," Provera says.The new hot GTi is much more forgiving.The back can still slide a little if you lift off mid corner or push hard through turns ¿ but the little Peugeot always goes where you want it to.If you are not comfortable driving on the edge, leave on the electronic stability control which helps keep the car facing the right way.Peugeot has built seats for the GTi 180 which are clearly the most supportive of the recent hot-hatch releases and look cool too.From outside, the car looks aggressive enough for the power it offers, yet remains stylish. But the subtle body-kit might not be wild enough for some, and it is hard to pick the 180 version from a regular GTi from a distance.While we are waiting for a longer drive on Australian roads, an initial squirt shows the GTi 180 can still compete with the new hot hatches that are hitting our roads now.FAST FACTSEngine: 16-valve 2.0-litre twin cam with intake camshaft variable valve timingPower: 130kW at 7000 rpmTorque: 180Nm at 4750 revsTransmission: five-speed manual, front-wheel-driveBody: two-door hatchbackPrice: about $35,000

In a move which will further define the small-car performance market, plans are well advanced to introduce a 220kW 2.5-litre turbo as the stand-alone powerplant for the pink-badged performance star."Yes, that engine will probably be in the next generation of the STi we get," Subaru Australia managing director Trevor Amery says."There are still a few issues with homologation and a couple of ADRs (Australian Design Rules) that have to be adjusted for but they are not insurmountable problems."The primary ADR issues are with emissions and drive-by noise levels but both, Amery believes, can be overcome without major problems.A quick blast in a US-spec car at Subaru's research and development proving ground outside Tokyo recently confirmed that the 2.5 Turbo STi is a generational step forward for the WRX STi. Around the 4.5km oval track, the car topped out at an indicated 250km/h, reeling in the majority of that pace without fuss.On the twisty handling circuit, the additional urge out of corners was clearly apparent with the chassis lapping up the extra power with ease."At this stage, barring other problems, I could see this car in Australia by the end of next year," Amery says. "We would certainly like to have it . . . and are negotiating towards that end."He says there are no plans to put a detuned version of the 2.5-litre turbo into the base WRX.Subaru Australia general manager Nick Senior, who is responsible for Subaru's Australian rally program, says the 2.5-litre WRX engine may endanger the company's rally involvement."Group N is homologated on 2-litres and there would be a risk that if the 2.5-litre was available in the WRX, then it could become so popular that in a relatively short time the 2-litre engine would no longer meet production requirements," Senior says, referring to the rule that 2500 production models of a car must be produced each year before it can be homologated for Group N rally events.While the high-performance version of the 2.5-litre turbo engine is currently exclusive to the US, its garden variety sibling will hit Australia late next month as part of the new Forester range.To be badged as the XT, the 2.5-litre will replace the Forester GT turbo, which was dropped from the top of the model line-up a year ago.The larger capacity engine will sit on top of the Forester range, which also will include the entry-level X and non-turbo XS.Amery also quashed any suggestion that the Baja, a twin-cab ute-style recreational vehicle built in the US, had a future in Australia.

On a walk through an inner-city carpark you'd never mistake the C3 for a vanilla-flavoured Japanese price fighter.And Citroen says it's already getting plenty of interest in the first baby car it has landed in Australia since the company began an international fightback.It took the French carmaker far too long to make the trip, as Peugeot has been battling with the babies since its 205 came out in the 1980s, and even Renault has mounted a revival over the past two years.We expected the C3 midway through last year, but it didn't hit showrooms until December.The engine isn't as perky as we'd like and the price jumped from the original sub-$17,000 target to $19,990. That's the same as several cars, including the Volkswagen Polo, which is one of the C3's rivals. It would have been more attractive for a few thousand less.The C3 also has to run up against the super-impressive Mazda2 and the trendy Honda Jazz, as well as a bunch of $19,990 bargain cars including the ageing-but-solid Mazda 323 and a Nissan Pulsar with a fresh 1.8-litre engine.But Citroen isn't worried.It knows the baby C3 has a special flavour that's going to be appreciated by a growing number of Australians.The car is about the same size as a Hyundai Getz, but with a bubble body.It's a four-door design with nice features, from the over-sized tail lamps to the Citroen chevron logo.The Australian importer has done a good job on standard-equipment, fitting even the basic SX with remote central locking, front power windows, power steering and airconditioning.The rest of the range will grow to include the Exclusive, complete with anti-skid brakes and velour trim from $20,990, while the automatic flagship gets the Exclusive gear with automatic airconditioning and rain-sensing wipers for $22,990.The mechanical package is a basic small-car combination, with a 1.4-litre engine, five-speed manual gearbox, independent front suspension and semi-independent suspension at the back with a torsion-beam axle to maximise carrying space.The engine is nothing special -- and definitely not against the Jazz -- and makes only 57kW of power. The torque is only 115Nm, and it arrives relatively late at 3300 revs.But most Citroen shoppers are going to be looking at the car first, and there is plenty to get them interested.The cabin is attractive, with a digital speedometer, plenty of storage space, including a lift-up bin at the top of the dash, and colourful trim on the seats and plastic parts.Some people will see the final finishing work on the Citroen as a bit sub-standard, at least by Japanese standards, and there are more gaps than you'd expect in a Mazda, Honda or Toyota. But that's more a reflection of French design than any shortcomings on the assembly line.The back end has a huge hatch and some clever storage nooks, but the folding seat doesn't go completely flat and that's a disappointment after the Mazda2 and Jazz.The C3 is well-equipped with CD sound, the airconditioning and electric bits, as well as twin front airbags.The C3 looks terrific and is a nice little car. It copes with Australian roads and has more personality and appeal than the VW Polo.It's not as well-rounded as the Mazda2, or as hip-hop as the Honda Jazz, but it gets close to the front-runners and just squeaks into the four-star squad.The 1.4-litre engine is ordinary and we're looking forward to the arrival of its 1.6-litre brother. We originally hated the engine because it needs a lot of gear lever rowing to get it moving, but then we learned something exciting.The C3 has to be driven without thinking about fourth or fifth until you're clear of 60km/h limits.That's a contrast to all the big sellers in Australia, which rely on bottom-end torque to get rolling and allow you to click early into fifth for quiet and economical cruising.We decided to push the C3, keeping it above the 3300 rev torque peak at all times, after discovering it turns only 2750 revs at 100km/h in top gear. That's incredibly long legs for a little car, and the gearing could do with shortening for the stoplight sprints in Australia. The motor feels pretty flat, even when you encourage the odd-looking strip tacho towards the red line, but it gets along all right and returns fantastic fuel economy.Our average of 6.9 litres/100km was easily the best of the small cars we've tested in recent times, even edging out the frugal Honda Jazz.The seats are comfy, vision is great and the electric power assistance makes parking a dream.You don't have to rely on engine revs to maintain the assistance, which means you can wind on full lock at zero revs and slip into the smallest spots.The suspension is fantastic, coping easily with the roughest roads, and the handling is point-and-go easy. It doesn't have enough power to get into trouble, but the balance is good. It also stops well and has good headlamps, as well as plenty of storage.It developed a couple of small squeaks, but they would have been easy to find and fix. Even so, it's a reminder that French carmakers still don't build to Japanese standards.

The VE Commodore won't hit the road until early 2006, but the new Vectra holds all the clues, inside and out, on the direction for Holden's next local hero.The Vectra has a crisply creased body, dominant headlamps and a dash that's straightforward and down to business.This Euro look is no surprise, because Opel in Germany did the design work before Holden's engineers tweaked the car for Australia.As a result, the Vectra, like every other EuroOz contender on the Holden lot, is great to drive and feels quick and competent.But – a huge but – Holden has changed direction with the Vectra.It's now pitching it as a medium-sized luxury car, not a family friend, with a price to match.That means at least $34,990 to put one in the garage, or $49,990 if you want the V6-powered CDXi liftback with all the fruit, including an automatic gearbox.Holden believes it can win customers with the car, but isn't getting carried away. Its sales prediction for the ZC Vectra is only 4000 cars, well down from more than 7000 last year.The change takes it away from the $20,000-something mid-sizers into tougher territory, where the Mazda6 made record sales last month. Even the classy local Camry and Magna find it tough to compete.The Vectra has size on its side. The cabin is now as big as the VL Commodore and the boot is huge and usable.It also has all the gear you'd expect in a car for this price: four airbags and anti-skid brakes, air-con, CD sound, remote central locking and electric windows and mirrors.The model range runs from the CD sedan and hatch with 2.2-litre four-cylinder engines to the CDX hatch with a 3.2-litre V6 and automatic gearbox, predicted to be the most popular choice, with V6-powered and fully loaded CDXi hatches at the top of the family.The Vectra was late arriving in Australia, after early predictions of a 2002 launch date.It made showrooms in March after delays, and Holden admits it included a "resubmit" to get the suspension tuning where the local engineers wanted it. The engines have also been tweaked for local drivers and fuel, using the Commodore-based "launch feel" benchmark to ensure they step away smartly and have crisp performance up to the local limit at 110km/h.The new Vectra is a culture shock. It looks different, has a different philosophy in some important areas, and is aimed at new buyers.It stands out from the pack – even the latest Mazda6 and the all-new Subaru Liberty – and not just for its styling.The Vectra is big inside, gets along smartly – with the V6 power in our manual CDXi hatch – and has been tuned nicely for Australian roads.But it's the little things that make the difference to the way the car drives.The blinker and wiper switches use a fiddly new one-touch system that takes a while to get used to.All the buttons in the centre console look the same. You have to flick a switch to choose between the front and rear electric windows, and opening the boot takes a trick.Why? What's the benefit to the customer?Holden says owners will adjust to the changes, but we were still making mistakes with the blinkers after a week. And we will never really "like" the dashboard layout.But the Vectra is a reflection of a new design direction in Germany, and another example of the engineers making changes for the sake of change. And because they can. And because it's new technology.The BMW 7 Series has taken the same approach and there has been a backlash from customers. We wouldn't be at all surprised if there is something similar in Vectra-land.But enough, because the Vectra is good to drive, with crisp response to all the controls.The engine is lively and has good overtaking power, the suspension rides bumps but still gives excellent cornering grip and feel, and the brakes are good.It's almost a match for the Mazda6 as a driver's car, and our V6 test car had the advantage of mid-range torque to make life a little easier.The five-speed manual in the test car was a slick gearbox and we've also tried an auto that worked well.We liked the cabin space and the three-adults back bench, as well as the boot. The Vectra is relatively easy to park, apart from a restricted view through the rear hatch, the headlights are good and it has a noisy horn.The automatic air-con in the test car also worked well and we liked the computer readout in the centre of the dash, including outside temperature and fuel economy – which ran at 10.6 litres/100km during our test.There is a lot to like in the new Vectra, but it also has a few really annoying developments.They could be a slow burn, but Holden is committed. A senior executive told us, "Get used to it. It's the future".So we will, but new doesn't always mean good and we'd have preferred all the positives of the Vectra with just a little of the old-fashioned stuff. And maybe a slimmer bottom line.Still, we've already recommended the car to a couple of acquaintances, including one down-shifting out of a Toyota LandCruiser. That says it all.

Suave and sure-footed, the Peugeot 306 was a small-car wonder.  The Peugeot 306 was a revelation when it arrived in 1994.  It was an intoxicating European blend of prestige and practicality that had been missing from most of the familiar small cars at the time.Contemporary road testers were universal in their praise of the Pug, particularly its ride and handling, which were considered outstanding. They also liked its cute styling – a distinct change from the staid Japanese hatches that then dominated the market.THE 306 N3 range included the budget XR three-door hatch, the nicely equipped XT five-door hatch and the sizzling S16 sports hatch.  A few months later a cabriolet joined the party, and in 1995 a four-door sedan was added.The XR and XT were mechanically identical, using the same all-alloy 1.8-litre, single overhead cam, fuel-injected, four-cylinder engine driving the front wheels through either the standard five-speed manual gearbox or an optional four-speed auto.Peak power was a modest 77kW at 6000 revs, torque peak was 160Nm at 3000 revs. Biased towards low-end and mid-range drivability, the 306 was no top-end screamer, but it did deliver smooth, unfussed motoring.At little more than 1100kg the 306 was never going to be a fireball, yet the manual still returned the reasonable 0-100km/h in 12 seconds. The auto was about two seconds slower, which was disappointing.Sharp, precise and at the same time impressively supple, the 306's ride and handling were a delight, delivered by a combination of MacPherson strut front suspension and trailing arm/torsion bar independent rear.Part of the 306's secret was its long suspension travel, which allowed the car to soak up the bumps instead of bounce over them, as some other hatches tended to do with their stiffer suspension set-ups.Even with this forgiving suspension, the 306 still handled beautifully. Its power-assisted rack-and-pinion steering was nicely weighted and gave the driver plenty of useful feedback.The equipment level of the XR reflected the price, but it had power windows, central locking, rear wiper and adjustable steering column. The XT got more in the form of power mirrors, fog lights, external temperature gauge and boot carpet.ABS was optional on the XT but not available on the XR, and neither had airbags to begin with.  The sporty S16 three-door hatch was powered by the 2.0-litre twin-cam, four-valve engine from the larger 405 and was an altogether different car.Output was a respectable 115kW at 6500 revs and 193Nm at 3500 revs, which gave it plenty of punch and got it to 100km/h in 9.2 secs while covering the standing 400m in about 16.5 secs.  The S16 was fully featured, including alloys, ABS and aircon. It was available with only a manual trans, and there was a sunroof available.The heavily revised N5 series arrived in July 1997 and this brought new twin-cam engines and much better performance.  The 1.8-litre engine then had 85kW at 5500rpm and 158Nm at 4250rpm, which gave it a healthy boost.The entry-level model became the Style, the mid-spec XT remained, the S16 became the XSi, and the sizzling new GTi6 was the range-topper.  The GTi6 had a zippy 124kW four-cylinder engine and six-speed gearbox, and a vast array of features.The 306 is generally a robust and reliable little car, the post-1997 model rating slightly better than the earlier ones.  Some 1.8-litre engines in early cars suffered from an audible piston rattle and high oil consumption, and while most were fixed under warranty there are some still in service in which this hasn't been rectified.Listen carefully for a rattly engine. Later twin-cam engines have few reported problems, and the 1.8-litre has more respectable performance than the earlier single overhead cam unit.It's important to change the cam belt at the recommended 80,000km or four-year intervals on both the SOHC and DOHC engines. A broken belt is likely to result in serious internal damage to the engine.No problems are reported with the transmissions or drivelines, though the manual gearbox is much preferred to the auto, which turns the 306 into a slug.  Brake wear is an issue with all 306s. The front disc rotors wear quite quickly and are quite expensive to replace.  The later post-1997 cars have thicker body panels, which makes them a little more damage-proof.DOHC fours, which have more zipWorn disc brakes

The 21st century version of one of the most famous car movies of all time, The Italian Job, had its world premiere this week.The reworking of Michael Caine's cult gold heist caper stars the latest Mini Cooper and Mini Cooper S, together with a strong supporting cast of Hollywood names.Although the world premiere was in Los Angeles, Aussie film fans will have to wait until August 21 to see it.In the 1968 original, the producers used 14 Minis.This time 32 cars were provided for filming, with those still in one piece used for promotional work and display at the Heritage Centre in Oxford.Before the cast were allowed to get their hands on the cars, the film's director, F. Gary Gray, insisted they undergo a course so they were familiar with the car's capabilities.The patriotic red, white and blue colour scheme of the 1968 Mini Cooper S fleet is echoed in 2003, as are the multitude of elaborate stunt sequences and spectacular jumps.The new line-up comprises nine blue and nine white Mini Coopers, eight red Mini Cooper S and six pre-production Minis.The opening scenes of this year's film are set in Venice and the Italian Alps, before the film fast-forwards to Hollywood.There, the getaway Minis have to contend with gunshots and plenty of narrow scrapes as they duck and dive through LA.In the new version, Charlie Croker (Mark Wahlberg) pulls off a gold bullion heist from a heavily- guarded palazzo in Venice ¿ only to be double-crossed by one of his crew.Seeking revenge, Charlie recruits Stella (Charlize Theron), a nerves-of-steel safecracker, and along with his former gang, they pursue the backstabber to California where they plan to re-steal the gold by manipulating traffic signals and creating havoc on the streets of LA.Making the movie involved taking over the streets of Hollywood for a week.Theron says: "It's not every day that you get to drive a car on the sidewalk of Hollywood Boulevard over the stars of James Dean and Jean Harlow."Producer Donald De Line adds: "We controlled the streets for a week ¿ and that's a big deal. We had 300 cars and several armoured trucks on the ground, helicopters flying low overhead, and motorcycles and Minis driving over the sidewalk."Meanwhile, you can catch up with all the antics on the Mini website and the movie website.

Holden has completed its "performance suite" with the arrival of a pair of turbo-boosted Astras.The SRi Turbo three-door hatch and its topless sibling will join the fleet from this weekend to satisfy a promise Holden boss Peter Hanenberger made four years ago."You may remember that when I returned to Holden in 1999 I was keen to make sure every car line had a performance vehicle in its range," he says this week."Today sees this vision fully realised."Hanenberger says the decision to add a turbo performance model to the Astra range ¿ which already boasts 18 derivatives ¿ was not a difficult one."Our customers tell us they want cars that meet specific motoring needs, hence the implementation of a Holden niche vehicle strategy . . . the Astra SRi Turbo hatch has a power-to-weight ratio that places it at the serious end of four-cylinder turbo performance."The three-door will sell at $36,990, a premium of $8000 over the SRi, while the convertible is ticketed at $49,990 ¿ $4000 over the naturally aspirated model.The apparent disparity in the price is explained by the hatch picking up a host of additional features such as full leather, a switchable electronic stability program, a sports body kit and trip computer.Both models add unique 17-inch alloys (full-sized steel spare) and low-profile 215/40 ZR17 Dunlop rubber.The Turbos' 147kW and 250Nm is squeezed from the 2.0-litre ECOTEC engine using a KO3 Borg Warner turbocharger running 0.85 bar of boost.Holden claims a top speed of 240km/h ¿ maybe, but that would be at the end of a long downhill straight.More real-world friendly is the table-flat torque delivery, which arrives in full at 1950rpm and hangs around right through to 5600rpm.It is no coincidence that the 5600rpm point is also peak power but the engine can spin up to 6400rpm in fourth and fifth gears and 6800rpm for a short stint in second and third.Holden is predicting sales of the twin Astra Turbos to be split fairly close to even, with 600 hatches and 500 convertibles expected for the remainder of this year.The company is also calling a 50:50 split on male to female buyers despite the cars not being available with an automatic option.Holden's marketing manager for small and medium cars, Andrew Rau, says the Astra Turbos would be able to draw conquest sales from shoppers in the small and sports segments."In general, turbo buyers are people who love to drive at the limit," Rau says.The Astra Turbo would appear to have plenty of natural competitors in the likes of Subaru WRX, Toyota Corolla Sportivo, Clio Sport, Focus ST170, Golf Turbo, Alfa 147 GTA, Mini Cooper S and Audi A3 turbo, but the convertible's place in the market is less clear.Says Astra product manager Emma Pinwill: "There probably isn't a real line-ball competitor for the convertible. Saab's 9-3 is possibly as close as you get feature for feature but the price difference is enormous."After that you are back to cars like the Renault Megane convertible, which simply doesn't match on performance."