Hatchback Reviews

After several less-than-successful attempts to market small cars drawn from other carmakers, Holden turned to its European cousins for the German-designed Astra.  Before the arrival of the European Astra TR in 1996, the Astra badge was a part of the Holden range in the '80s.  But they were rebadged Pulsars, produced under an arrangement with the Nissan factory in Clayton.After Nissan, Holden turned to Toyota and sold rebadged Corollas as Holden Novas.  Both deals were struck in times of trouble, when Holden was in effect a one-car company struggling to stay afloat in an increasingly competitive local market.Now those days are a fading memory and Holden is forging ahead with a range of models that virtually covers the whole market.  The European Astra was successful before it arrived here. It was the second-best-selling small car in Europe behind the VW Golf.Those early Astras were built in England by Vauxhall. This was sensible, given that the Brits drive on the same side of the road as us.At launch, Holden offered two body styles, a four-door sedan and a five-door hatch.  But there were three levels of trim and equipment, which was enough to suit just about everyone's needs.The entry-level model was the City 1.6, which was available in both body styles.  The mid-range model was the GL 1.8, which was also available in both body styles.The range-topping model was the sporty GSi 2.0, available only as a hatchback but with a sexy Zender body kit. Inside, the Astra was roomy, with plenty of space for four adults and luggage.Rear-seat room was particularly praised by road testers, as was its luggage capacity, which was boosted by a 60/40 split-fold seat.  Power came from a range of four-cylinder engines, all adapted to local conditions by Holden engineers, and featuring multi-point fuel injection.The base engine in the City was a 1.6-litre single overhead camshaft four-cylinder engine that produced 74kW at 5800rpm and 135Nm at 3400rpm, delivering a blend of performance and economy.A 1.8-litre four-cylinder engine powered the GL. This was produced by Holden in Australia and had twin overhead camshafts with four valves per cylinder. Peak power was 85kW at 5400rpm and maximum torque was 165Nm at 4000rpm.The sporty GSi packed the biggest punch. With twin cams and 16 valves, it put out 100kW at 5600rpm and 188Nm at 3200rpm.  City and GL buyers could choose between a five-speed manual gearbox or a four-speed electronic auto, which was a $1950 option.But the only choice for those signing up for the hot GSi was the five-speed manual.  Under the skin was a well-proven suspension with MacPherson struts complete with gas-filled shocks at the front; and a compound torsion beam axle at the rear with progressive-rate coil springs and gas shocks.Spring rates, shock settings and the diameter of the stabiliser bar were optimised for each engine.  Power steering was standard across the range, with the GSi getting a faster rack to give it a sharper feel.Brakes were a combination of front discs and rear drums on the City. The GL and GSi had four-wheel discs, and the GSi had the added benefit of standard ABS.Inside were attractive fabric trim, multi-function display and Eurovox six-speaker sound system.  The GSi also had sports seats, a leather-wrapped steering wheel and power front windows.Standard equipment included a driver-side airbag, an immobiliser, and central locking, though it couldn't be activated remotely.  Missing from the features list was an adjustable steering column.On top of those features the GSi had a passenger-side airbag as standard and a security alarm.  The options list included a passenger-side airbag for the City and the GL and airconditioning.The Astra was criticised for its high level of noise and vibration.  The manual trans gearshift was thought rubbery and imprecise.But the ride and handling were praised, as was the steering, which was direct and well modulated.  Being three years old when it arrived here, the Astra was trailing the competition.But it was regarded as a good small-car choice with interior room and plenty of performance while returning admirable economy.Reports from the trade suggest the Astra is robust and reliable, with few engine or transmission problems.  One complaint often heard is the rate of wear of the brakes.The Astra's European origins should have alarm bells ringing if you're concerned about replacing brake linings and discs often.  Some owners report having to change disc pads at 30,000km and discs at 60,000km.It's possible to extend brake life by fitting alternative pads and discs available on the aftermarket.  But you might affect your car's braking performance in the process.  Before you change, it's best to check with a brake specialist.The Astra's body and trim stand up well, but check carefully for signs of a crash.  Check panel fit, body gaps, smooth opening of doors and hatch or boot, and paint matching.Particularly check bumpers for bumps and scrapes, taking care to check bumper mountings to make sure they are intact.  Check for a service record to verify the odometer reading, which will be 100,000 to 130,000 on average.Smart European styleRoomy interior and lots of luggage spaceRobust mechanical packageRelatively high brake wear

In an effort to turn the tide against relative newcomers Hyundai, Daewoo and Kia, Toyota introduced the Starlet in 1996.Sales of mini cars were booming. Such was the sector's strength that Toyota felt compelled to be part of the action, partly in an effort to regain market leadership it had lost because of booming sales of cars such as the Hyundai Excel.The Koreans, particularly Hyundai, were dominating the segment with attractive driveaway pricing that many manufacturers, including Toyota, simply couldn't match.At the time Toyota didn't have a mini car on the local market. They relied on the strength of the Corolla in the small-car arena.  But the mini cars were smaller and cheaper than the Corolla. And, despite its popularity with Australians, it couldn't compete in the cut-throat mini market.The well-built Starlet was new to Australia, but had been a top-selling badge in Japan and New Zealand for many years. So while it was unknown here, it came with a good pedigree. Importantly for car buyers who didn't yet trust the Koreans, it had a Toyota badge.When the Starlet arrived in August 1996 the model had only just been released in its home market.  Its styling wasn't anything to write home about, being rather plain in the way of most Japanese cars at the time. It was inoffensive, even pleasant, in a market that can easily be spooked by anything even slightly radical.The real appeal of the Starlet was the assurance of quality and reliability that came with the Toyota badge.  In a market dominated by Korean cars that were yet to fully gain the confidence of the car-buying public, the Toyota promised quality, refinement and reliability, even if it wasn't quite as cheap as the price leaders from Seoul.Toyota offered two body styles, both hatches, with either three or five doors, and a choice of three models offering a range of standard equipment. All had a nippy 1.3-litre 16-valve four-cylinder engine that delivered good performance for the class.It pulled well, with plenty of punch for overtaking, and had good fuel consumption. There was a choice of a five-speed manual gearbox and an auto.  The auto was an extra cost option ($1500) and, disappointingly, was only a three-speed.The three-door Life was the price leader, and boasted standard features like a headlights-on reminder, intermittent wipers and a radio/cassette sound system with two speakers.  The Group X had, in addition, a rev counter, four speakers, rear headrests, driver's footrest, cup holder and body-coloured bumpers.At the top of the range was the five-door Style which, as well as the Group X features, had power steering with tilt adjustment for the steering column.  Options included airconditioning, dual airbags and ABS.A new model, Max Life, was introduced in 1998 with 13-inch alloy wheels, a CD player and a rear sun shield as standard equipment.  There were a few criticisms of the Starlet when it was launched.The rear seat room was thought to be insufficient, suitable for a couple of kids or smallish adults.  It would definitely be too tight for a couple of brawny wharfie types, but then it was unlikely you'd ever find a wharfie in the back seat of a car called a Starlet.There was also some criticism of the size of the boot, which was said to be too small, but apart from those complaints the Starlet was quite highly praised.  The renowned Toyota build quality shone through.Doors closed with a solid thunk, panel gaps were even, and the paint finish was deep and lustrous.  Inside the quality was equally obvious in the fit and finish of the plastic trim components.On the road the Starlet drove with the assurance of a much bigger car, with a comfortable ride and secure handling.  Performance was on a par, or better, than the competition in the class, with impressive lowdown grunt that made for zippy response in city traffic, and effortless cruising on the open road.Start with the usual suspects when looking at a Starlet.  Uneven body gaps, overspray and mismatching paint on adjoining panels are signs of body damage.  Look for signs of abuse or lack of attention. Being relatively new, there is little likelihood of major wear showing up on interior trim, but look anyway.Check the driver's seat (it will be worn more than the other seats) and the carpet under the driver's feet.  Check for a service record. As shown by the recent revelations about stolen cars being easily "rebirthed", a service record becomes even more important, particularly if you are buying from a private seller.A service record can give you a picture of the mileage accumulation of the car.  Mechanics record the mileage of the car when they service it so the record will show the pattern of mileage through the life of the car.It can be quite reassuring to see that the mileage has grown at a steady rate that would take it to that shown on the odometer at the time you inspect it.A service record also gives you some clues on who to talk to when you find out more about the life of the car on which you're about to spend your hard-earned cash.Mechanics have a high regard for the Starlet and report few faults with it. When it's serviced according to Toyota recommendations, mechanics say a Starlet will do 300,000km-plus without problem.An important service item is the cam timing belt, which should be changed every 100,000km.  Because the engine is a free-spinning design, no internal damage will occur if the belt breaks in service, but you will be left stranded on the side of the road if it does.

Mazda became a trendsetter seven years ago when it replaced the curvy 121 with a boxy, upright 121 Metro.  Mazda burst the small-car bubble with a bang in 1996 when it replaced the "jelly bean" 121 with the innovative, but rather bland, 121 Metro.In one swipe it changed the perception of small cars from cute little sedans and hatches to more practical wagon-like hatches.  The change was dramatic. Mazda had enjoyed considerable success with the bubbly 121 so the switch to the plainly-styled, boxy wagon couldn't have been more extreme.At the time the company claimed it was breaking the mould with a totally new type of small car that would become the prototype for small-car design. Looking back now, it seems it was right, with a range of upright, wagon-style hatches now on offer from most manufacturers, all of which offer the flexibility to carry passengers and packages in a wide range of combinations.After Mazda introduced the 121 "bubble" a strong demand for hatches developed and, without a hatch in the range, Mazda faced a major redesign.Instead of simply doing a hatch version of the bubble body the company did a comprehensive make-over on the 121 platform and produced the Metro. It was a hatch, a wagon, and even a mini van, all rolled into one.Based on the well-proven 121 front-drive platform, the Metro had the same length and wheelbase as the bubble, but was higher and wider.In the wake of the cute and curvy bubble, the Metro's styling was rather bland with just enough rounded edges to soften what is an otherwise severe boxy shape.The upright shape meant there was lots of headroom for adult occupants, but the real appeal was the way the interior could be readily switched around.It could comfortably carry four adults, and still have plenty of space for carrying packages or other items. And the seats could be folded and laid flat to accommodate quite a load of larger and more awkwardly shaped items.Front-seat occupants had comfortable bucket seats with plenty of support, which could also be adjusted for height on up-spec models. But the rear seat was the real key to the Metro's flexibility.A 50/50 split-fold bench, the rear seat had fore-aft and rake adjustment which meant comfort and generous legroom for those in the rear.If you lay all seats flat you had makeshift overnight accommodation. With the rear seat flat together with one front seat there was space for a long slim package, and with the rear seat down and you had a large load space capable of swallowing a pair of mountain bikes.The upright styling also meant good visibility, of the sort that made soft-roaders so popular with city dwellers, and getting in and out was a snap for the elderly and less flexible.The Metro's base power source was a 1.3-litre fuel-injected four-valve, four-cylinder engine which boasted 55kW, sufficient around town without ever threatening to take your breath away. On the top models the power source was a more powerful 1.5-litre which, with 64kW, was nippier.Transmission choices were a five-speed manual with a precise floor shift or a smooth three-speed auto. You could choose between the five-speed and a four-speed auto if you bought the 1.5-litre engine.The suspension was by MacPherson Strut at the front and torsion beam at the rear, which allowed the flat floor which was the key to the roomy interior. Brakes were a combination of disc front and drum rear, while steering was power-assisted.All models had a driver's airbag, numerous storage bins, cupholders and a sound system, but airconditioning was an additional $1870 on top of the base price of $16,650 for the entry-level model.Mazda also released a number of Shades packs which included airconditioning as standard along with other features.On the road the 121 Metro had ample performance for around-town zip and on-highway hauling. Its ride was comfortable, handling reassuring, and brakes secure.Interior noise levels were criticised when the 121 was first launched, which suggests cutting costs on insulation material in an effort to compete in the ultra-competitive baby-car market. The lack of remote-control mirrors was also criticised.Like all Mazdas, the 121 was a quality-built car so they stand up well, provided they are serviced regularly and are not abused.The 121 Metro was a little more expensive than the Korean cars that boomed in the baby segment with their $13,990 drive-away pricing, and that meant the Mazdas were typically bought by people who were prepared to take care of them.Generally the 121 is well kept and you'll find few dings and dents on the body. If you happen across a car which has some body damage, check the rest of the car carefully for signs of abuse.The engines are robust and give little trouble, but check the owners books for a service record that supports the cars overall condition and odometer reading. Lift the dipstick and check the colour of the oil. If it's black it's probably old, and also check inside the oil filler cap for signs of sludge which could mean a lack of servicing.Interior trim is hard-wearing if a little plain on the 121 Metro, with quality plastics and trim fabrics, though the trim on earlier bubble 121s was prone to discoloration and distortion after sun exposure.On the downside, Mazda parts prices are typically higher than other Japanese-sourced cars.Well kept: Metros usually have few dings or dents.Taut and trim: The interiors feature good quality plastics and fabrics.By the book: Check that the service record supports the car's condition.Robust: The engines give little trouble.Black Gold:Lift the dipstick and check the colour of the oil.

I can't help feeling we will look back at the era of the four-wheel-drive and cringe. It is a triumph of marketing that a car so ill-suited to city living has been adopted by so many.Meanwhile, it's easy to imagine that in 30 or 40 years, Volkswagen will be releasing another version of this snappy motor.It has everything going for it when it comes to zipping around town or – unless you are planning an outback safari – going farther afield. We are led to believe we need more of everything these days – more car, more house, more kitchen appliances than you can fit into a VW.As the driver of a family station wagon, I was interested to see whether life would be dramatically altered in a two-door. My husband, Chris, whipped the toddler seat into the Beetle in a moment.From there, it was a cinch installing our 15-month-old daughter, Cecile. The seats slide forward and back via a lever at about waist height on the side of the chair, allowing you to step inside to strap in. Cecile looked pretty happy with the whole thing. With the passenger seat set back to within an inch of her toes, there was plenty of leg room up front, which Chris enjoyed too. One of the first things I noticed was the weight of the doors.Like the rest of the unit, they are incredibly sturdy, giving you the sense you are driving a car and not a tin relic from your child's toy box.The seats are comfy, the CD stereo clear as a bell and the rear boot big enough for a stroller or a small family who know less is more when going on holiday. On the futuristic side, the unusually deep dash and blue illuminated instrumentation made me feel like Princess Leia.It was, however, touches of the old Beetle, like the mounted vase and looped grab handles, that won me over. When I was six months old, in a time before baby capsules, my parents popped me in a bassinet on the back seat of their brand-new Beetle and drove to Queensland.Dad remembers plugging a jug into the cigarette lighter to warm my bottle along the way. It is interesting to note the new Beetle has two lighter attachments - ``to percolate your coffee and blow-dry your hair at the same time'', a female colleague assured me.I loved it. If I was single, I'd buy one tomorrow. If my boss agreed to double my salary, I would buy one today. And I'm sure if Cecile could say more than ``ta'', she would be with me all the way.LOVE IT OR LEAVE ITVolkswagen Beetle 1600 AutomaticPrice: $29,700Driveability: Smooth, comfortable and good in the hills.Interior: Grey fabric interior. Blue instrumentation. Height adjustable front seats and seat belts.Exterior: Great range of colours – ours was Techno Blue. The distinctive rumbling exhaust is missing. You can't have everything.

DAIHATSU was once the king of the tiny tots.  Before the onslaught of the Korean carmakers, it ruled the roost among the baby-car clan with its top-selling Charade, successful Feroza four-wheel-drive and steady-selling Applause sedan.But as these cars disappeared from the showrooms and the Koreans came blasting in with cheaper and trendier-looking cars, things started to go downhill for Daihatsu.  It has been riding with a three-car line-up, the cut-price Cuore, the cute Sirion small hatch and the toy-like Terios off-roader, for two years, and sales have slid from more than 30,000 in the early 1990s to a little more than 5000 last year.But the past year has been busy for the carmaker that still calls itself ``Japan's big small-car company''.  Toyota Australia has taken over day-to-day running of the local operation, giving Daihatsu access to administrative resources previously out of reach.  It has already updated the Cuore and Sirion, including adding a powerful GTVi version, and sales have picked up slightly.But the car Daihatsu has been hanging out for is the funky-looking YRV mini wagon, which it believes adds a new dimension to its line-up.  Australians haven't taken to the boxy little runabouts that litter the crowded streets of Tokyo - and the good-quality but awkward-looking Suzuki Wagon R+ and the tiny Daihatsu Move have disappeared from showrooms after dismal results.But the YRV could change that, simply because of its good-looking wedge-shaped body and long list of standard creature comforts and safety features.  Daihatsu says the designers knew the YRV's rivals lacked style so they concentrated on giving the car a distinctive look that would appeal outside Japan.  It revealed its intentions this year by launching the production version at the design-driven boutique Geneva Show.The car's most distinctive feature is a double-wedge window treatment that highlights theatre-style seating inside.  The car has the 1.3-litre four-cylinder engine from the Sirion, which Daihatsu says is the most powerful powerplant in its class.It has variable-intake valve timing to increase top-end power and improve fuel economy, and low-down torque to reduce exhaust emissions.  The engine produces 64kW at 6000 revs and 120Nm at a reasonably low 3200 revs. The front-wheel-drive car comes standard with a five-speed manual gearbox, but there's also an F1-style self-shifter with steering-wheel-mounted buttons for up and down shifts and a digital indicator screen inside the instrument dials.Daihatsu says safety is a key aspect in the design of the YRV and it has inbuilt crumple zones and standard driver and passenger airbags and seatbelts with pre-tensioners.  In the event of an accident, the doors automatically unlock, the interior light and hazard lights switch on and the fuel supply stops, to reduce the risk of fire.The YRV comes standard with air-conditioning, a four-speaker CD sound system, power steering, electric windows and mirrors, central locking and an engine immobiliser.DrivingThere is much potential in this car. On paper, the performance figures and standard features look great -- until you see the price.  The YRV is a small city runabout loaded with gear. But its hefty price tag means it will compete with the likes of base-model Ford Lasers and Holden Astras -- both of which have more space, more-powerful engines and are world-class, quality cars.Against its own natural rivals, the YRV's wedge-shaped body is one of the best-looking in this class of vehicle.  Its interior is modern and attractive, but the golf-ball-dimpled dash is made from hard plastic that doesn't stack up these days, even against cheaper rivals.The instruments are easy to read, but the CD sound system has more buttons than the cockpit of a jumbo jet and there's a blank hole between the air vents, where something is obviously meant to go.   The rear seats are actually 75mm higher than the front seats.The seats are relatively comfortable and there's a reasonable amount of front legroom for the passenger and good adjustability in the driver's seat to get a good driving position.  Mechanically, the YRV is a bit of a disappointment, considering Daihatsu's partnership with Toyota.The engine is not outstanding, but it is probably the best mechanical feature of the car. It is reasonably quiet under normal driving conditions and revs smoothly and freely thanks to the variable-valve timing system.  On the flipside, even a week of stop-start city driving produced reasonable fuel consumption of a little more than seven litres/100km.The four-speed automatic in our test car was relatively smooth changing cogs, but the standard five-speed manual would get the most out of the underpowered engine.  The steering-wheel-mounted shift buttons are a gimmick on a car like this, and once the novelty wears off you're unlikely to use them again.The suspension feels fine on perfect-quality tarmac roads, but the slightest bumps will come crashing through the cabin on anything less than billiard-table smooth.  Handling is nothing special and there is plenty of body roll, vague steering and front-end push as the tyres roll over on themselves when hurried through the twisty stuff.The bottom line2/5 Good looks, headroom.  An over-priced and under-performing small car, especially considering Daihatsu's previous record.Daihatsu YRV Price as tested: $19,790Engine: 1.3-litre four-cylinder with double overhead camshafts, variable-valve timing and fuel injectionPower: 64kW at 6000 revsTorque: 120Nm at 3200 revsTransmission: Four-speed automatic, front-wheel driveBody: Five-door hatchDimensions: Length: 3765mm, width: 1620mm, height: 1550mm, wheelbase: 2355mm, tracks 1380mm/1365mm front/rearWeight: 880kgFuel tank: 40 litresFuel conumption: 7.8 litres/100km average on testSteering: Power-assisted rack and pinionSuspension: MacPherson front struts and semi-independent torsion-beam axle with coil springsBrakes: Front discs and rear drumsWheels: 5.5x14 steelTyres: 165/65 R14

Toyota's new dish on the hot hatch menu, the Echo Sportivo, looks great but lacks sports car flavour.  Hot hatches with special herbs and spices are putting personality back into small cars.Tastier new contenders are arriving regularly, with everyone from Hyundai to Volkswagen - and even BMW and Benz -- looking for a new hero hatch.  There are two types of hot hatch today: hot lookers and spicy drives. Few cars combine both.You only have to look at Toyota's new contenders. Its Corolla Sportivo has a muscular turbo motor that makes it a pocket rocket, while the Echo Sportivo is all about looking good.Toyota says the cars are the start of a new sub-brand in its mainstream family, aimed at younger buyers who want more from their compact cars without the premium price tags of the Celica and the MR2.  But the Echo still has a price problem. It jumps to more than $20,000 by the time you drive away, and it falls well short of the Corolla Sportivo on driving enjoyment.It's a baby car, selling against the Holden Barina, the Hyundai Accent and the rest, but has a price that puts it up against everything from the new Nissan Pulsar to the Peugeot 206.  The recipe for Echo Sportivo is simple: Toyota Australia took the 1.5-litre engine from the Echo sedan and dropped it into the hatches, then added plenty of dress-up gear to give it the essential street cred.The engine has 17kW of extra go, but falls a long way short of fire-breather status with only 80kW and 142Nm of torque, despite some pretty hi-tech engineering. And there's nothing new in the suspension or brakes.Sportivo also means after-market extras on the Toyota menu, and the Echo has body-coloured side skirts, door handles and door frames.  The cabin also gets sports front seats, a leather-wrapped steering wheel and gear knob, carbon fibre-style panels in the doors and metal scuff plates on the door sills.The value-added goodies also run to power steering, CD sound and remote central locking -- but the essential air-con is a $1453 extra that punts the price out of the ballpark.  Toyota emphasises the basic $19,990 price for a three-door manual Echo Sportivo, but there is also a five-door model and an optional safety pack at $1220 for anti-skid brakes, a passenger-side airbag and seat belt pre-tensioners.DrivingTHE Echo Sportivo is a good-looking car with plenty of extra spice.  The body bits give it more impact, the cabin changes make it more inviting and enjoyable, and it has the flair to compete with anything in the hot hatch class.Until you turn the key. The Echo's Sportivo engine is really just the one that's always been available for the sedan, but wasn't fitted because Toyota needed a price leader and the 1.3-litre motor was the powerplant for the job. It's definitely not Sportivo.Then again, it gets along pretty well with a good spread of torque and no peaks or valleys. It is extremely smooth, as you'd expect in a Toyota, with good response and no nasties as you close on the red line.  It feels like a motor with plenty of room for improvement, though there's no need to tweak the impressive fuel economy.The test car averaged just a tick over seven litres/100km during a mixed run of driving, and the digital fuel gauge was still reading a half-tank despite covering almost 300km.  It is quiet at highway speeds and cruises nicely, though you need to plan any overtaking moves with care.The gearbox is slick and tight, but the light clutch can occasionally catch you out. The steering is also light, with a wheel that combines leather grip with silver highlights. It's typical of the cabin treatment, which is one of the best around today for youngsters.The digital dials in the centre of the dash look trendy and work extremely well, though they take a bit of adjustment. The front seats are roomy and supportive and the back is surprisingly good.  There's plenty of head space and a wide range of adjustment, with the flexibility of sliding the whole bench back to boost luggage space.It's tough to criticise the Echo because it looks good, it's well finished and it has obvious appeal.  But a few minutes on greasy Melbourne roads, where the chassis failed to cope with the conditions, highlights the extra work needed to really qualify as a Sportivo car.The baby Toyota is short and fat -- at least in the footprint -- which means it's no sports car.  It gets a lateral pitching in corners that's hard to balance, possibly because it has limited suspension travel, and it just pushes straight ahead any time you try to get enthusiastic.Toyota can do better and make it more rewarding.  People will be prepared to pay for the Echo Sportivo, even if it's only to get a Toyota badge, but the price of the added spice doesn't match the flavour in the dish.Toyota Echo SportivoPrice as tested: $21, 990Engine: 1.5-litre four with overhead camshafts and fuel injectionPower: 80kW at 6000 revsTorque: 145Nm at 4200 revsTransmission: Five-speed manual, front-wheel driveBody: Five-door hatchbackDimensions: Length: 3635mm, width: 1660mm, height: 1510mm, wheelbase: 2370mm, tracks: 1440mm/1420mm front/rearWeight: 900kgFuel tank: 45 litresFuel conumption: 7.1 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully-independent with front MacPherson struts and torsion beam rear with coil springsBrakes: Ventilated front discs and rear drumsWheels: 5.5x14 alloysTyres: 175/65 R14Warranty: Three years/ 100,000kmRivalsPeugot 206***(from $20,990)VW Polo***(from $22,490)Holden Barina****(from $13,990)Nissan Pulsar hatch ***(from $21,690)Plus: Looks good; well builtMinus: It's no hot hatch

The latest baby offering from Peugeot is sure to tempt the tastebuds without shocking your wallet.  French cars will be more than just a side order on the Australian motoring menu in the next few years.  Renault, Peugeot and Citroen each has plans to turn themselves into a main course, with cars that are more than just spice on the Aussie car barbecue.Renault is cooking up a storm with its Clio and Megane models, but no one should ignore Peugeot.  It has the best long-term record in Australia, though it is headed for a change of agent later this year when Inchcape Motors surrenders the rights to the Sime Darby Group.The uncertainty about the changeover hasn't helped Peugeot sales this year, but jumping back into the baby 206 shows why shoppers shouldn't walk away from this French treat.  The 206 has been around since the end of 1999, but a week with the 206 XT -- at the great price of $22,990 -- shows it's still on the pace.It also proves Peugeot was smart to add a gruntier 1.6-litre engine at the start of the year, even though it meant a minor price rise. The new twin-cam motor isn't a screamer, but has a useful 82kW of power against 67kW when it started. And torque is boosted from 137Nm to 147Nm.The good-looking 206 has always been one of the most distinctive cars on the road. It is roomy and comfortable for the class and now gets along surprisingly well, to make it tastier showroom bait.  The XT, the middle model in the 206 range, has never stepped out of the shadow of its sporty leader, the six-speed and 2-litre GTi, until now.It has also battled in a tough class, where popular Japanese cars led by the Nissan Pulsar and Toyota Corolla had it hemmed in on one side.  Smart Euro opposition, such as the Volkswagen Polo and Holden's Astra, pinned it down on the other.The 206 is a sweet-looking car that's well equipped in the XT model. It has twin airbags, air-con, central locking, CD sound and electric windows and mirrors.  Peugeot relies on the dynamics that give its cars one of the world's best ride and handling as well as a reputation for reliability that stretches back to the early days in Australia with the 404 and 504.Today's lineup is impressive, running from the 206 to the 406 and the promise of plenty to come.  There should be a 206 CC - for coupe-cabriolet, and with a metal folding roof - before the end of the year, as well as a fresh 307 next year and a full-sized luxury flagship called the 607.DrivingWHENEVER I see a 206, any model, I'm reminded of my favourite Peugeot, the wonderful little 205 GTi.  The 205 was a ground-breaking hot hatch in the 1980s that changed Peugeot from a maker of quirky, but slightly dull cars that were virtually unbreakable. It had style, it had pace, and it was the way to get noticed.The XT isn't a GTi, but it has something special in the way it looks. And the way it drives.  It can be pedalled along surprisingly briskly, using torque rather than top-end revs, though the car split the Cars Guide team. Some, including me, liked the old Mercedes-style shift pattern with a dogleg movement to encourage manual changes. Others found it difficult and baulky to use.The manual spent most time in the test shed and came through well.  The XT is a five-door hatch that Peugeot has made the most of inside its baby body, but it's still never going to threaten a Pulsar or Corolla with people who want maximum space. It's roomy in the front, and not too bad in the back, but the boot is small and the overall cabin numbers trail most of its Asian rivals.It is pretty well built, but some of the plastic looks light and a run down a gravel road revealed a lot of stone noise under the wheels - a sign of a lightweight body without much protection below. If it were anything but a Peugeot I'd be worried, because it is noisy, but the company has always known how to make cars that last.The cabin has a slightly quirky rounded-body style, but the seats are comfy and the instruments and controls clear and simple. The driver's footwell is cramped, which means no room to stretch on highway runs, and that's been a constant complaint about compact Peugeots - the switch from left-hand-drive never seems to provide enough space, though at least the pedals are farther apart in the XT.The manual gearshift was light and easy to use, like the power steering, and the latest twin-cam engine was a delight.  It felt more like a 1.8 in a first run in the automatic and had surprisingly strong mid-range surge, an impression cemented by the manual.The numbers aren't huge, but keeping the engine spinning in the 2000-4000-rev range liberates the bulk of power and torque and allows the XT to cover ground briskly.  The engine gets a bit thrashy at the top end, another reason not too push too hard, but it always hooks up strongly with the next gear and the throttle response is excellent.The XT's ride was among the very best for a small car, but handling is worrying. The front end grips well, and it is balanced in slow corners, but pushing too briskly in quick corners can unsettle the tail.  Still, the brakes are good, the horn fair and the headlights brilliant.I've overlooked the 206 in recent times, but the extra go from the new engine, combined with good-value prices, has revitalised its appeal.The bottom line3/5 Sporty; well priced.* One of the hidden jewels in the small car ranks.Peugeot 206 XT Price: Manual $22,990 as testedEngine: 1.6-litre four-cylinder with double overhead camshafts and fuel injectionPower: 82kW at 5750revsTorque: 147Nm at 4000revsTransmission: five-speed manual, front-wheel-driveBody: four-door hatchbackDimensions: Length 3835mm, width 1652mm, height 1432mm, wheelbase 2442mm tracks 1425mm/1416mm front/rearWeight: 1100kgFuel Tank: 50 litresFuel Consumption: average on test 8.6 litres/100kmSteering: power-assisted rack-and-pinionSuspension: fully independent with front MacPherson struts and trailing arm rear with anti-roll barsBrakes: four-wheel discsWheels: 5.5x14Tyres: 185/65 R14Warranty: two years/unlimited kilometres

The success of the Vectra-Astra-Barina family has transformed the company well beyond its big-six success, and things should get even better with the arrival of a fresh baby-boomer.The all-new Holden Barina still starts at $13,990 and still comes with the cute rounded look of the beep-beep car, but it is significantly different from the model it replaces. It is bigger, stronger, sweeter and a much tougher rival for the Hyundai Accent and the Mitsubishi Mirage, which lead the class in sales and engineering.Holden has changed a lot of things, including the way the Barina models are arranged. But it has held on to the hatchback shape, a twin-airbag cabin and even the useful central instrument pod that has readouts for the radio, the time and outside temperature.There are now just two Barina body choices, a two-door or a four-door, with a shared 1.4-litre engine and either a manual or an automatic gearbox. Air-con is $1870 extra, though there must eventually be a bonus pack that makes it a no-cost part of a deal.The XC Barina looks larger, helped by windows that are bigger, but when you park it beside the old model, you see there is not a lot of difference. Even so, there is noticeably more space inside, especially front shoulder and head room.The body has some nice styling touches, including high tail lights that could have been taken from a compact four-wheel-drive, and bigger 14-inch wheels under slightly flared guards.The mechanical package is centred on the latest twin-cam 1.4-litre motor, with output boosted from 60 to 66 kW and 114 to 120 Nm, a neat half-dozen pickup in each case. The torque peak is relatively high at 4000 revs and the engine has to be pushed to 6000 revs for maximum power.It has the regulation front-wheel drive but picks up four-wheel disc brakes, sadly without any anti-skid system on the options list, in a class where rear drums are most common.The Barina deal includes a classy Blaupunkt sound system with single CD, but the windows are wind-up models and even the mirrors have manual adjustment. There is power steering and remote central locking, but no remote release for the boot - a common European choice for improved security. There is only one cupholder, so small it's nearly useless, though the cabin has plenty of storage space, including big bins on the doors.DRIVINGThe new Barina feels rock-solid and a lot more substantial than its baby-car rivals. It's not as big inside as Hyundai's bigger new Accent or as trendy as Ford's tiny Ka, but that barely matters for a good-looking, well-designed and developed package.The Barina gets along fairly well, has twin airbags for safety, and its starting price is still $13,990 when even Hyundai's hero opens the batting at $14,990.So what's not to like? The back seat, for a start. It puts the bench back into bench seat and is no place for anyone a little taller than average. It's hard and angular, with no real support, and it doesn't have any headrests. The dashboard is also a bit raw, with crinkled plastic finishes that look rough and cheap.Most worrying is an engine that does its own thing for too much of the time. It's probably the engine management system, and the need to get rid of unburned fuel, but the car surges and hunts with revs that rise and fall without any input from the throttle. It's a bit scary at first, lifting off the accelerator and having the engine keep pushing the car, but then it just gets annoying and confusing. It would be good to get an explanation from Holden because the symptoms are likely to migrate to other models - and other brands - as we get deeper and deeper into the clean-tailpipe era.The Barina test car was a two-door automatic with air-con, a package that moves it out of bargain-basement land to $17,810, a price that includes electric assists in some rivals. But the baby Holden has a body that feels almost Mercedes-Benz tough, and that means it should last and last. It has also allowed Holden's engineers to provide a really sporty suspension set-up that is more than adequate for the urge from the 1.4, allowing it to be hustled surprisingly swiftly.As well, it has a firm-yet-compliant ride that soaks up the worst Aussie roads. It's definitely the best in class, just like the bigger Astra, and will take some beating. The steering is firm and direct and the brakes are good, with first-class grip from the Michelin rubber. The Barina can get a little noisy on coarse bitumen, but it's nothing to worry about.The auto test car was a bit dozy from the lights, but compensated with solid mid-range torque and an eager top end. It would be a lot better with a manual to keep it spinning in the power range, making it a really sporty little drive.The fuel economy was still very good at 7.9 litres/100km and it has an impressive touring range. The car is comfortable and easy to drive, with a nice meaty steering wheel and firm but supportive seats.The Barina has good headlights, a surprisingly annoying tinkle for the turn indicators, and a big horn for a small car. The boot is reasonably big, with a fold-down back seat, but it has a high lip to load over. It's reassuring to have the twin airbags, but Holden's commitment to safety - which it trumpets every time it rolls out an updated Commodore - should have included anti-skid brakes somewhere in the deal.Perhaps, like Honda has done with the latest Civic, they will come later. The bargain basement has never been as crowded or competitive as it is today but, on balance and despite the back seat, the Barina is the new benchmark. It loses a little ground to the Accent in some areas, but takes a solid points decision over the Hyundai hero and the ageing Mitsubishi Mirage, making it the car to drive first when you're shopping for a compact companion.HOLDEN BARINAPrice: $17,810 as tested (two-door auto with air-con)Engine: 1.4-litre four-cylinder with twin-overhead camshafts and fuel injectionPower: 66kW/6000revsTorque: 120Nm/4000revsTransmission: Five-speed manual or four-speed automatic, front-wheel driveBody: Two-door hatchDimensions: Length 3816mm, width 1642mm, height 1443, wheelbase 2491mm, tracks 1417/1408mm front/rearWeight: 970kgFuel tank: 44 litresFuel consumption: Average on test 7.9litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Front MacPherson struts and semi-trailing rear arms with torsion beamBrakes: Four-wheel discsWheels: 5.5x14 steelTyres: 175x65R14 MichelinWarranty: 3 years/100,000kmRIVALSHolden Barina from $13,990Hyundai Accent from $14,990Toyota Echo from $15,940Mitsubishi Mirage from $15,490

We've heard some big promises from Mazda over the past year. Promises of a new rotary-powered RX-8, a go-getter MX-5 replacement and a return to the good looks and driving enjoyment of the early 1990s in everything from the baby 121 upwards. The first of those promises has just been delivered in the shape of the 323

You know the French are serious about product development when they abandon the rule that forbids Citroen and Peugeot competing against each other in motor sport.  Citroen is tackling four rounds of the world rally championship this season with its Xsara T4 before a full-blown assault in several years.It will compete against stablemate Peugeot's 206, which brilliantly won the WRC last year.  Why the fuss about competition on the dirt? Because Citroen's program revolves around the Xsara VTS upmarket coupe.  The entry-level VTR and the five-door sedan have essentially the same underbelly as the VTS, which is derived from the T4.DrivingOn the road, the entry-level VTR performs quite nicely for a 1.6-litre four-potter. As one would expect from Citroen, the suspension is one of the car's highlights, offering quality ride and handling.  The steering is a little dull at suburban pace but more responsive at highway speed.Front and rear styling changes add a heavier Euro edge, while the lighter, more powerful and more economical 1.6-litre engine is a surprise packet in that it is willing on tough climbs.  The 83kW of power offers spark, while optimum torque of 150Nm kicks in a little worse than midway through the rev range at 4000rpm.On the new Xsara, Citroen's Chevron badging is more prominent at both ends, adding to on-road identification.  The five-door has a neat short-throw manual gear shifter and revised seats that seem small but offer comfort and support.For pre-production models, the test cars made available for the launch are tidy packages that offer value for money in a tough segment.  Ranging from $23,990 for the entry-level VTR and $25,490 for the five-door to $32,990 for the performance-based VTS, the Xsara range is up against heavy competition.Citroen's advantage is that none of its competitors boasts the technology levels offered in the Xsara range.  The VTS driven in the road test was a hand-built prototype that houses the same 2-litre heart as Peugeot's tasty 206 GTi.It rides on a beautifully balanced chassis, and road-holding is boosted by high-performance damping supported by a decoupled anti-roll bar at the front.  Noise, vibration and harshness levels are improved, and the dash and instrument layout is ergonomically sound and easy to interpret.