Hatchback Reviews

Whoever said cars don't ever get cheaper, apart from effect of GST, hasn't been keeping tabs on the small car class over the past several years.Not so long ago, the starting price for a small car was well over $20,000 and anything with all the extras was well into the high twenties.Today, larger, more sophisticated and better equipped versions of the same package still start at under $20,000, but only just, thanks to the weak Australian dollar.This class includes the Corolla, Pulsar, Astra, Laser and 323 and is not to be confused with the light car class of Accent, Festiva, Barina, 121 and others.Nissan has long set the pace for value and has done it again with its latest Pulsar.Larger inside and out and more refined, the new model comes with air conditioning, a driver's airbag, CD player, remote locking, power mirrors, an engine immobiliser and cup holders.Entry level is the manual-only LX sedan at $19,990, up $600 on October 9, but still the same price as its predecessor.The LX is powered by a 1.6-litre engine, which develops 83kW at 6000rpm and 140Nm of torque at 4400rpm.These outputs are down a little on the previous 1.6, but the engine is more responsive, thanks to variable valve timing and direct injection.The manual ST, at $20,790 (up from $19,990 on October 9), has the same equipment as the LX, but gets the 1.8-litre engine, which develops 92kW at 5600rpm and 161Nm at 4400rpm.Next is the sporty Q manual at $22,590, complete with a rear spoiler, side skirts, alloy wheels and brighter trim.The top of the range Ti manual at $24,590 comes with a passenger airbag, ABS brakes and seatbelt pre-tensioners. Automatic adds $1800 to all but the LX.The first of the new Pulsars into the showrooms, wearing mini-Maxima styling, is the conservative looking Japanese-built sedan. The more attractive British-built, five-door hatch arrives early next year.The new sedan is 150mm longer, 5mm wider and 50mm taller and the body is 30 per cent stiffer to reduce noise and improve crash resistance.Styling is subtly different – smoother and beefier around the flanks and boot and easily identified front-on by the bold chrome grille.There are no new technological tricks, but everything about the new model feels bigger, stronger, more secure and well proven.The interior is longer, wider and taller with the seats set a little higher for better vision.There is still no split-fold rear seats to expand the luggage space – just a ski port.Instruments have a fresher look and there is now a push-button electric boot release on the dash and new cup holders on the centre console.Performance is brisk enough in the 1.6 manual, with enough go to hold its own around town and maintain a relatively relaxed cruising speed on the highway.Naturally, the 1.8 is stronger and the best and only mate for the optional automatic.The well-developed suspension has been upgraded with a slightly wider footprint. It feels strong and sure-footed and predictable in all conditions, including potholes and corrugations.Ride is smooth and comfortable and well insulated from road noise on smooth surfaces, but there is some body rumble on rough surfaces and tyre roar on coarse bitumen.Steering is light and accurate and the disc-drum brakes more than up to the job. Fuel consumption on test averaged 8.2l/100km in a 1.8 manual Q.The $19,990 small car will soon be a thing of the past. Prices went up earlier this month and are certain to jump another 2 per cent early in the new year. Importers of Japanese cars say prices should be at least 10 per cent higher than they are.

Four hours out of Adelaide and with another hour to go after dark, the penny dropped.  What was Ford's new urban baby, the Festiva, doing in the middle of nowhere with the speedo bent clockwise of noon, eyes peeled for roos and bugs spattering its cute nose?After all, the marketing boffins say this latest runabout is mostly likely to be found nipping around town guided by young, single females.  Yet out there, where the sun sinks pink over salt pans and roads stretch to the horizon far from city lights, an ageing bloke can develop a healthy respect for the long-legged Festiva.Car buffs will know this second-generation Festiva is Ford's version of Mazda's existing bubbly 121, not the old model 121 on which the first Festiva was based.  Ford designers have added a longer Laser-like body to the Mazda mechanicals and given it to Kia in Korea to build.The reason why the Festiva is not a back-breaking, bum-crunching buzz box out in the bush is that it is no longer a baby car.  It is almost a big as the Laser of five years ago, with a longish wheelbase, reasonable seats and relatively tall gearing.  If you doubt the growth, look no further than the price.The three-door Trio is $14,695 (auto $15,813) and the five-door GLi is $16,800 (auto $17,918), plus $1885 for air conditioning, a jump of almost $2000, despite the stability of the Korean currency compared with the Japanese yen. The cold, hard fact for first car buyers is there is no longer a new car available in the $12,000 bracket, now that Lada and Niki have gone and the others have moved up in price thanks to the bloated yen.Festiva's rivals are Charade, Barina (soon to change parents from Japan to Europe), 121 and Swift.  The first Festiva claimed 21 per cent of the small hatch market last year and Ford is gunning for more this year. Rumor says dealers will be willing to talk discounts.A new multi-point fuel-injection system for the 1.3 litre engine produces 47kW at 5000 rpm and 102Nm or torque at 3000rpm. Specific output is a little lower than the equivalent 121, but so, too, are the engine speeds. Maximum torque comes in at 700rpm lower and maximum power 1000rpm lower, which makes the Festiva less reliant on gear-swapping and more suited to automatic.Gearing in first and second is similar to the Mazda, so it is just as quick off the mark, but lower engine speed allows it to pull taller top gears and cruise quietly.  On the run from Murray Bridge to Swan Hill, the GLi on test performed with the ease of a larger car. Power steering is twitchy at speed, hills knock fifth down to fourth quickly and the wheels don't like falling into big holes, but overall comfort levels are good.And the bonus at the end of the day is low fuel costs. The average over 1000km was 9l/100km, but a lighter right foot could extend this to 7-8l/100km, giving a touring range of 450-500km from the 38l tank.Standard equipment on the Trio includes four-speaker stereo, fold-flat load area, sporty seat trim, cup-holder and a left footrest. The Gli adds power steering, tilt steering column, velour seats and door inserts and a map pocket in the driver's seat. The GLi is 345mm longer and 65mm wider than the previous Festiva and has 27mm more front legroom and 75 per cent more load space with the 50:50 split rear seat folded.  It is also 112kg heavier at 922kg.  Colors include violet, pink and masculine green.

VOLVO'S 440 is the Swedish carmaker's newest yet oldest car on the Australian market - it was on sale in Europe for five years before its recent introduction here.  Built in Holland, the 440 was desperately needed to fill the gaping hole caused by the demise of the 240, which was finally retired last year.Importantly, the 440 gives Volvo a hatch to sell in the popular $35,000-$40,000 range, which is dominated by the Japanese.  While there is no mistaking the familiar shape, Volvo has used some styling tricks to give the impression the 440 is a scaled-down version of the 850.  But it's almost half a metre shorter than the 850 and has less room than the 240, although there's only a hair's breadth in it. Volvo offers two versions of the 440 in Australia starting with the GL from $34,790 and the GLT, which I tested, from $37,290. Automatic transmission is an extra $2000 on each.  The optional airbag ($1200) and anti-lock brakes ($1500) can lift the price of the manual GLT to $39,990 before  on-road costs.EquipmentStandard equipmenton all 440s includes air-conditioning, central locking, power steering, tacho, four-speaker sound system and disc brakes.  The 440 GLT, in addition, has electric front windows and door mirrors, leather upholstery, reading lamps, sports suspension with rear anti-sway bar, alloy wheels, rear spoiler and front fog lights.Volvo's seats are comfortable and supportive, showing up its Japanese competitors.  Driving position is also excellent, with adjustable steering wheel and driver's seat.  My only gripes with the interior are that the clutch pedal is set too far to the left, and you need to spend some time working out the radio controls which are not obvious at a glance.Under the bonnet is a peppy 2.0-litre single-cam engine which has its origins at Renault.  The fuel-injected in-line four develops plenty of power for a car this size.  But the engine's excessive noise is not helped by its needing 5200rpm to reach its 80kW peak.  It is a relatively thirsty engine, consuming almost 15 litres for every 100km of hard testing.On the roadThe 440 engine's strength is its mid-range torque, with 90 per cent of the 165Nm maximum being available from about 2500rpm to more than 5000rpm.  Such healthy pulling ability surprises passengers and other drivers who might expect sluggish performance from a Volvo.The 440's agility also comes as a pleasant surprise to those who have unfavorable pre-conceived notions about Volvos.  Putting any bias aside, the front-drive 440 performs adequately on most roads with predictable understeer and plenty of grip through its 185/65 rubber.Undulating or potholed roads tend to upset the car's composure more than necessary, underlining the car's age when compared with its more recent rivals.  Overall, the 440 is a solid performer although not as up-to-date as its rivals. But you always have the comfort of knowing you're surrounded by one of the best crash-protection cells available on the market.The competitionVolvo's 440 - slotting between $35,000 and $40,000 - is competing in one of the toughest segments of the market.  The Mazda 626 from $34,405 and Ford Telstar from $35,721 are offered as a five-door hatch with a twin-cam 2.0-litre four-cylinder engine producing 85kW.Dynamically superior to the Volvo, their specification is comparable but a driver's airbag is not even an option and the Ford does not offer anti-lock brakes.Mitsubishi's Galant SE hatch from $34,384 also offers better driving from its 77kW four-cylinder engine but lacks an airbag and anti-lock brakes even as options.Citroen's BX hatch comes with a 88kW 2.0-litre four-cylinder fuel-injected engine from $32,290 or a 108kW 16-valve version with manual transmission only at $38,990.Sedans in this price range include the $37,990 Audi 80 2.0E, the $32,650 Honda Accord and the $32,495 Peugeot 405 SRI - all of which have the power, ride, handling and equipment to match or better the 440.

A week behind the wheel of the Renault 19 RT was 100 per cent pleasure - once certain drawbacks were overlooked. Its looks hardly reach the pinnacle of French flair, but they are inoffensive and the Renault badge always raises the interest of a motoring public suffering an overdose of Japanese cars.Compact dimensions limit comfortable seating to four adults, although there are belts for three people in the back. Rear headroom is minimal. Probably the worst aspect is the seating position for the driver with its "Labor" steering wheel - it's left of centre. As a result, I found my left leg interfering with the steering wheel unless I adjusted the wheel height to an uncomfortable position.Big points in favor of the 19 are the supportive front seats with their well-placed side bolsters, and the analogue dials which are classic white-on-black and easy to read. The radio/cassette player is heard through four speakers and can be removed from the car, an old-fashioned anti-theft strategy that has been superseded by security coding. The cavity is hidden from view by an annoying piece of plastic.Remote-control central locking is convenient and includes a button on the dash to lock (or unlock) all doors in an emergency. Front seatbelts have height adjustment for the shoulder straps.Headlights, horn and indicators are operated by the left-hand stalk on the steering column while the right-hand stalk controls the front and rear wash/wipers. Front windows are electrically operated while the external rear-view mirrors are manually adjusted.The 19's performance is hardly going to make you wish you'd bought a G-suit, but you can enjoy your motoring. Power is a modest 68.5kW at 5250rpm and torque peaks at 140Nm at 3000rpm. The 19's compact size helps make a routine trip become enjoyable, moving easily through heavy traffic and slipping around parked cars.When cornering, it turns in so quickly and accurately that it's hard to remember it's a front-drive car. You will have to push extremely hard to defeat the strong grip and impressive handling.Despite its driving credentials, an asking price that gives you just $10 change from $26,000 is a bit steep.Renault 19 RT hatchbackENGINE: Transversely mounted, single-cam 8-valve 1.7-litre with multipoint fuel-injection. Adequate for enjoyable driving.POWER: 68.5kW/5250rpm.TORQUE: 140Nm/3000rpm. Modest output, but the car's secret is its handling.FUEL CONSUMPTION: 9.2 litres/100km average on test. 55-litre tank.SUSPENSION: Independent. Front - MacPherson struts, coil springs, lower wishbones, anti-sway bar; rear - trailing arms, torsion bar axle. Faithful communication between the road and driver through the steering wheel.BRAKES: Ventilated discs/drums. Stopping power retained after repeated hard braking.PRICE: $25,990 (manual sedan or hatch), auto $27,850. Add $1500 for airbag and rear headrests. Expensive when you consider this money will buy you a much bigger Falcon or Commodore.

When it was introduced a few months ago, the five-door Charade CS cost less than $15,000 before on-road costs. Now, thanks to the strong yen, it is not far away from $16,000.But the Charade is not on its own. It was not so long ago that this sort of money bought bigger cars such as the Ford Laser, Toyota Corolla/Holden Nova or Nissan Pulsar. However, today you will have to pay over $20,000 to get even the cheapest versions of these Japanese-based cars on the road. If your budget will not stretch this far, and a compact car is adequate for your needs, you should seriously consider the Charade.It is powered by a 1.3-litre four-cylinder engine which is largely carried over from the previous model, but with significant changes. More than half the fuel-injected engine's components have been re-designed and it includes revised cam profiles and intake arrangement. With four valves per cylinder, it develops more than enough power and torque to shift a car that weighs less than 850kg in the no-frills CS guise.Getting the most out of the engine through the five-speed manual gearbox means keeping the revs high, but that does not mean you will be forced to wear ear muffs. Daihatsu has made noticeable improvements in the sound deadening, with the cabin surprisingly well insulated from engine and road noise.Steering is better and, despite the lack of power steering, you don't need super-human strength to slip into parking spots. The Charade's handling and good adhesion encourage the driver to push hard, and it eventually develops understeer which can be easily controlled by the throttle. A good balance between handling and comfort comes from the MacPherson strut suspension. Fuel economy is a strong selling point for the Charade, with the manual CS averaging 7.5 litres/100km during a week's driving.Inside, the driver's seat needs a longer squab to support the thighs properly, especially over longer distances. Rear-seat passengers have good legroom for this size of car, but the luggage area behind the hatch is small.The CS price does not include power windows or electric adjustment for the external mirrors. But, overall, the Charade has more appeal than most of its rivals.Daihatsu CharadeENGINE: 16-valve, single overhead camshaft, 1.3-litre in-line four-cylinder, electronic fuel injection. 55 per cent of parts are newly designed, with revised cam profile and intake arrangement.POWER: 62kW at 6500rpm, torque 105Nm at 5000rpm. Increased torque at low and medium revs, and higher geared top gear.SUSPENSION: Independent by MacPherson struts with stabiliser bar at rear. Reduced steering effort for cornering, improved feel for straight driving.BRAKES: Front discs, rear drums. Standard in this price range.FUEL CONSUMPTION: Average 7.5 on test. 50-litre tank gives range of 600km+ highway driving.PRICE: $15,945. (Auto $17,810).OPTIONAL EXTRAS: factory air $1657, metallic paint $200.

A brief test drive at the Japan Automobile Research Institute test track near Tokyo confirmed the car has the engineering and dynamics to make it one of Australia's most popular driver's cars. Mazda calls it the Lantis.Styling is bold, incorporating the best elements of Mazda's dream run of great-looking cars including the MX-5, MX-6, 626 and Eunos 30X (MX-3 in some markets).When you hop into the hatch or sedan, you immediately notice the extra space. It comes from a 105mm increase in the wheelbase and shorter overhangs, particularly at the rear for the hatch.But the big revelation comes when you switch on the ignition and put your foot on the accelerator. The test cars were all powered by Mazda's potent 2.0 litre 24-valve V6 with a healthy 125kW power at 7000rpm and 180Nm of torque at 5500rpm.When the cars come to Australia, Mazda will also offer the current 1.8-litre 16-valve four-cylinder engine with power lifted 8kW to 100kW at 7000rpm and torque up 5Nm to 160Nm at 4500rpm. Mazda is also likely to retain its price-leading 1.6-litre engine.But the V6, essentially the unit from the Eunos 500, is the engine that people will talk about. It provides scintillating performance when matched to the lighter body of the 323. Acceleration is impressive from this willing engine. Top speed in Japan is electronically limited to 180kmh, a speed quickly reached by the manual hatch and achievable with the automatic.Japanese cars usually have a softer suspension than the cars sent to Australia, but the Lantis/323 gives no hint of its more supple settings. The suspension arms have been extended to avoid big changes to the geometry, and the front dampers include built-in rebounding springs for stability and drive comfort.For the V6, 16-inch alloy wheels with low-profile 50-series tyres provide the strong grip required by this level of performance. On-road agility is appreciably better than the current 323 models, and cornering is precise with improved feel to the steering.Mazda has upgraded the car's body rigidity which, combined with the light weight and short overhangs, produces sure handling with minimal noise and vibration. Disc brakes all-around are standard while anti-lock brakes, driver's and front passenger's airbags, and a glass sunroof are optional.Although the V6 version will not be cheap when it arrives in Australia, it will provide an alternative for those whose budget does not quite stretch to the V6powered 626.