Hatchback Reviews

Derek Ogden road tests and reviews the 2015 Mazda 3 XD Astina with specs, fuel consumption and verdict.

Peter Anderson road tests and reviews the Mini Cooper D 5-door with specs, fuel consumption and verdict.

Paul Gover road tests and reviews the 2015 BMW i3 range extender with specs, fuel consumption and verdict.

The top-end marques respond by pushing hard into what was mainstream brand territory only a few years ago.That's why the "big three" — Audi, BMW and Mercedes-Benz — posted better than 10 per cent growth last year in a market that dipped by 2 per cent.It's still a case of you get what you pay for, so CarsGuide has looked at the cheapest (as distinct from best value) entries in the major car segments.This is the cheapest way to buy membership to the prestige club, but it's a basic package. First impressions are good, with the distinctive shield grille helping the supermini stand out. Inside though, only the Alfa badge on the steering wheel hub gives any clue this is a product from a premium brand.Still, Alfas are all about the driving and for the money, there's a spirited 900cc turbo engine matched to suspension that's much improved from the previous series.It is a long way off the perfect prestige car but it is the best buyers can expect at this price point.{C}{C}A Giulietta is a lot closer to what we expect from Alfa than the MiTo, even if it's not the car Alfisti want. The Giulietta adds rear doors and a lot more flair in cabin styling and performance. If buyers can find the extra $6500, this is the Alfa to own... at least until the Giulia heralds the return of rear-wheel-drive Alfas when it launches later this year.The Giulietta's suspension is generally well sorted and the turbo 1.4-litre four-cylinder engine gives this five-door enough fizz to be a fun drive.For CarsGuide, this is the prestige entry point.Now we're cooking. The A3's interior finish looks as though it was assembled using a jeweller's loupe and the materials are a step up from that found in the VW Golf. The design inside and out is minimalist but classy.A turbo four-cylinder engine is paired with a seven-speed dual-clutch auto and has the neat party trick of dropping two cylinders under light load to help achieve a claimed fuel use of 4.7L/100km.The handling compromise is spot-on: breezing over city bumps while still hanging tough through the twisty stuff.The entry level 3 Series is basically a price spoiler for CarsGuide's Car of the Year, the Mercedes-Benz C-Class. Potential owners could save $8000 (the difference between the 316i and the Benz C200) but will miss out on luxury items.Performance won't set the world on fire but the eight-speed auto makes the most of the available urge. It handles well through the corners and around town. A six-speed manual is available for the same price.The faux leather seats look the goods even if they're manually adjustable rather than electric. Standard gear includes dual-zone aircon, 6.5-inch display with satnav and rear parking sensors.The Leaping Cat pounced on the large car segment with the XF, which now trails only the Benz E-Class and BMW 5 Series in sales. There's good reason for that — the 2.0-litre turbo engine is a willing performer, if a touch thirsty, and is backed by a smooth eight-speed auto.Slide into the leather and suede front seats and first-time occupants will be impressed by the party tricks. The rotary transmission control rises out of the centre console and the air vents swivel open.Rear space isn't superb, but the Jag exudes old-world style supplemented by modern technology.Not so long ago you'd have been a fool to consider a Lexus sports car. Now you'd be a fool not to. The RC350 has striking looks — though some won't appreciate the massive spindle grille — and the poise and performance to back it up. A 3.5-litre V6 powers the rear wheels and the 100km/h sprint time is 6.1 seconds despite its hefty 1740kg.A four-year warranty and resale value of 56 per cent after three years are worth noting too.Standard kit includes LED headlamps, satnav, 10-speaker audio and heated/ventilated seats.The poor man's prestige drop-top embodies fun, from the wind-in-the-hair sensation to a sensational handling package. The 1.6-litre engine is no rocket — there's a turbocharged Cooper S for more oomph — but it is a willing performer in partnership with a six-speed manual gearbox (auto adds $2350).Practicality isn't part of the package with minuscule boot space and rear seats that shouldn't be occupied by much more than shopping bags. There's also wind noise and tyre roar with the top up or down.Live with that and the Mini is relatively cheap and extraordinarily cheerful.No, it's not all-wheel drive, but neither are many of its rivals. The 149mm ride height gives the Countryman enough clearance to negotiate rutted roads without challenging the 170mm clearance of an Audi Q3. Neither will be used for off-road duties, so the elevated drive position is the selling point here, along with a big (by Mini standards) 350L boot.It shares its 1.6-litre engine with the Mini Cabrio and rides almost as well, with just a touch more body roll through the turns.The most compelling aspect is the price, which is $8000 less than an Audi Q3 and $14,000 below a BMW X1.The five-door model doesn't quite have the drop-dead looks of its three-door sibling but is a more functional car to live with — and it is $2500 cheaper. The diesels have the lowest prices in the range, as the petrol variant is positioned as the performance model.The 2.2-litre turbo diesel is matched to a six-speed manual, making this front-wheel drive a frugal vehicle to operate. Claimed fuel use is 5.0L/100km There's plenty to admire inside, from the partial leather seats to the soft-touch dash and elegant switch layout. The base model — dubbed eD4 — has a five-inch TFT multimedia screen and rear parking sensors but can't be had with a reversing camera or air vents for the back seat.There are still ways to get a touch of luxury, if not outright prestige, in the major segments.The big all-wheel-drive wagon sits 210mm clear of the road, giving it more than enough room to clamber over kerbs and ride roughshod over piles of snow at the local ski field.Backed by a 575L boot, it is a hugely capable getaway machine.The Volvo is all about cruising in comfort, so the intentionally cosseting ride comes at the expense of cornering ability.The base diesel engine has more than enough go but some expected gear — like a powered tailgate and satnav — require a dip into the extensive options list.

Craig Duff road tests and reviews the 2015 Peugeot 308 GT with specs, fuel consumption and verdict.

Jazz is the smallest Honda model sold in Australia. Launched here in October 2002, the latest edition Jazz was introduced in 2014. It has caused quite a few of the older models to be traded in, so there may be some bargains as dealers work to shift the trade-ins from their yards.To keep the price down the Jazz is built in Thailand. We have visited Honda's Thai plant and can attest to Honda's emphasis on quality control.Honda Jazz has a high roofline to maximise interior space in what is a relatively small bodyHandling of the little Honda is good if roads are reasonably smooth, but it can be bounced about on bumps. On surfaces that suit it, the Jazz turns in easily, is happy to change direction in corners and is generally well set up for everyday driving. Enthusiastic drivers may find it a little lacking in steering precision.Honda Jazz has a high roofline to maximise interior space in what is a relatively small body. It can seat four adults without too much compromising on legroom. In Australia it's more likely to carry one or two people, but we've spoken to families with young children, who say their Jazz meets their needs and are more than impressed with the car.The Jazz has one of the best folding rear seat designs of them allThere's reasonably easy entry to the back seat, but some may find the rear door opening is a little tight in the original 2002 model. Those sold from the new model of August 2008 are much better.The Jazz, indeed many Hondas, has one of the best folding rear seat designs of them all. The seat slides backwards and forwards to let you juggle between people and/or luggage. Even better, it can be folded in a few seconds to create a very large luggage area. The front passenger seat backrest can be reclined all the way down to let you carry long loads extending from the dashboard to the rear window.August 2008 saw the introduction of the second generation Jazz. It kept the same general styling theme as the gen-one, but is larger overall and sits on a longer wheelbase. The result is significantly more room inside, particularly in the rear area of the cabin. Boot space increased and the 60/40 split rear seats can be folded flat without having to slide the front seats a few notches forward as in the original model.At the same time the body was more rigid to improve NVH (Noise, Vibration and Harshness) entry into the cabin.Honda Jazz comes with a 1.3- or 1.5-litre four-cylinder engine. Though the engine sizes remained in the second-generation Jazz, they were an all-new design. Power and torque were increased, yet fuel consumption and exhaust emissions came down. The torque graph was stretched to give more grunt at the bottom end of the rev range.The gen-one Jazz has a continuously variable transmission (CVT). The 1.5 CVT comes with a sports mode offering seven preset gear ratios, it's controlled though steering wheel paddles. The 1.3-litre engine runs purely as an automatic.Controversially, Honda decided to go back to a conventional torque-converter automatic transmission in the gen-two Jazz, saying some drivers didn't like the characteristics of the CVT.While the Jazz is reasonably easy for the amateur mechanic to work on, there is some under-bonnet crowding that's inevitable on a car of this size. Keep a workshop manual at your side and don't attempt any safety related work unless you're qualified to do so.If you want a Honda Jazz with a larger boot you can choose the Honda CityThe Honda Australia dealer network is widespread in the heavily populated areas, but isn't all that established in remote areas. We seldom hear of any real hassles with getting hold of spare parts, but if you are concerned about this it may be smart to make local enquiries before falling too deeply in love with one of these cute little models. Spare parts prices for Hondas are more reasonable now than they have been in the past.Insurance costs for Honda Jazz generally sit in the mid-range of the field. There doesn't appear to be any real differentiation between companies on premium charges. It's always wise to spend some time shopping around for the best deal, though.If you want a Honda Jazz with a larger boot you can choose the Honda City, a Jazz with a four-door sedan rear end.Check that the engine starts easily and responds quickly and positively to the throttle, even when it's completely cold.A continuously variable transmission should react quickly to changes in throttle position and road conditions. As a CVT sounds and feels different to conventional automatics, have an expert drive it if you are not confident it's working correctly.Make sure the brakes stop the car without any pulling to one side and that no one wheel locks while the others are still turning.It makes a lot of sense to get a professional inspection after carrying out initial checksLook over the interior to make sure it hasn't suffered at the hands of uncaring owners, especially bored young kids.Bodywork should be undamaged and free from rust. Corrosion is not common unless the car has been poorly repaired after a smash.As always, it makes a lot of sense to get a professional inspection after carrying out initial checks to the best of your ability.

Never has Citroen followed convention, just look at the lines of the C4 Picasso. Like its predecessors it looks like nothing else on the road. Most of the upper surfaces are glass, from its huge windscreen that almost merges into a super-sized sunroof and onto the sleek rear rear glass it's all about looks.All occupants have 360 degree surround vision, then there are the big pictures above them. Great fun and sure to take the boredom of of long trips.Fortunately for Australian drivers, particularly in the northern areas, the sunlight can be kept out if need be. This is achieved by moving the front of the cabin's roof forward in two sections to make the windscreen smaller (I'm not making this up! Call into a Citroen dealer and see for yourself).Citroen C4 Picasso is a cross between a tall hatchback and a crossover SUV. Okay so there's a lot of 'crosses' in that sentence, but the latest Citroen really doesn't slot neatly into any category body wise. Where it does fit, is onto the short list of buyers looking for something a bit quirky and who don't like to follow conventions.We've had the Citroen C4 Grand Picasso in Australia for some time, but it's quite a different vehicle to the Grand-less Picasso. Whereas the Grand is a seven-seat people mover with diesel power, the Picasso is a five-seater that's petrol powered, as well as being nimbler and easier to drive than its extended brother.Picasso has five individual seats, with the rear three all having the same dimensionsInterestingly, with a starting price of $40,990 it falls into the Vfacts category that includes BMW's new 2 Series Active Tourer, and Mercedes-Benz big selling B-Class. The Citroen importer is delighted to see its Picasso in such exalted company.Picasso has five individual seats, with the rear three all having the same dimensions. The rear seat can slide back and forward to let you choose between passenger legroom and boot capacity. With the seats in their rearmost positions there's good legroom for adults.Luggage space is good, 537 litres with the rear seats back, 630 with them all the way forward. The seats can be folded flat to give you a voluminous 1851 litres.Driving the C4 Picasso is a new experience, not only do you have that goldfish bowl in front of you, the gear lever is in an unusual spot on the top-right of the steering wheel. The front seats have adjustments in multiple directions, some of the setting are controlled via small buttons on a flat area set into the front corner of the seat. It looks as though it takes up unnecessary space but seems to work well enough. Check it out for yourself.There's a huge electronic screen in the centre of the dash that contains the main instruments. The screen can be set up with a choice of displays to suit your individual driving situations. While the central screen obviously suits right-hand and left-hand steering wheel situations, the stylists haven't been instructed to make the dashboard symmetrical. We like this, because that sort of setup screams out cost saving, and this is no low-cost car.Ride comfort is everything you expect from a French car, smooth and quietA smaller screen in a more conventional position in the centre console looks after air conditioning, audio and other minor tasks.Picasso C4 G has a strong range of standard equipment, with keyless entry and start, automatic headlights and wipers, LED daytime running lamps, and fog lamps with a cornering function.Ride comfort is everything you expect from a French car, smooth and quiet. However, there was occasionally more tyre noise than anticipated on some of Australia's notorious coarse-chip surfaces.Handling is safe enough, but tall hatches never feel as good as standard height ones due to the higher centre of gravity. If you're a keen driver who likes press-on motoring in hilly areas perhaps look at a different Citroen.There's no manual gearbox option in AustraliaPower is supplied by a modern 1.6-litre turbo-petrol unit that produces 120 kilowatts, torque is a very useful 240 Newton metres all the way from 1400 revs to 4000, the typical engine speed for almost all drivers virtually all of the time. We liked the way the six-speed automatic transmission worked with the engine to have it at its best revs. There's no manual gearbox option in Australia as there is in European markets, a wise decision by the Australian importer.We threw some peak hour traffic, motorways and steep hills and bends at the C4 Picasso during a drive program organised by Citroen out of Sydney and it performed very well in all conditions.Citroens have a six-year warranty, capped price servicing and roadside assist package.

Peter Barnwell reviews the 2015 Renault Megane RS275 Trophy on the track.

After a solid price cut a couple of years ago - and a corresponding surge in popularity - Fiat's modern-day 500 galloped into its "Series 3" model refresh. The new one landed with the now-customary "Has anything changed?" styling and a few tweaks, along with a decent price hike.With the styling intact and a commitment to improve the cabin, one of the smallest but coolest cars on the market may now also be able to add "really quite good" to its CV.The 500 S is the middle of the triple-pillared range of 500s sold in Australia. The steel-wheeled, 1.2-litre Pop starts at $16,000, before rising to $19,000 for the manual S and on to $22,000 for the Lounge. Dualogic semi-automatic transmissions add some $1500 to the price of Pop and S trim levels while the Lounge, appropriately, comes standard with the self-shifter.(Strictly speaking, the 595 Abarth is a separate model, but yes, is based on the 500).Your $19,000 500 S comes equipped with 15-inch alloys, a six-speaker stereo, air-conditioning, remote central locking, leather steering wheel, power mirrors, sports seats and tinted windows.No matter which way you approach, it looks terrificFrom the outside, this is a car devoid of a bad angle. No matter which way you approach, it looks terrific. Standing on a street corner recently in Rome, with scores of classic and nuova Cinquecento whizzing by, it's striking how well the new design sits beside the old.The proportions are almost identical, the bluff front end smoothed but improved by the wind tunnel, the upright cabin delivering surprising space (for front passengers) and excellent vision.These are not new observations given we're now quite used to the new 500, but worth repeating.Inside, the Polish-built Fiat hangs together well. Everything is close given how small the car is, so there will be no reaching and straining. The dash pad looks great, capped with a plastic panel made to look like metal and the central instrument pack with a full digital display is very cool.The only black marks are the unfortunate protrusion of the Blue&Me screen on top of the dashboard and the even more unfortunate positioning of the USB port. The interior seemed sturdy but there was a fair bit of grit and grime collected in hard to reach nooks and crannies, speaking both to the hard life of a press car and the difficulty for hard-working detailers to keep it clean.The general breakfast preference of fellow motoring writers appears to be toast.There isn't a lot of storage, even taking into account the car's size. That can get a bit irritating as the passenger (or passenger seat) will have to be entrusted with your valuables.The 500 carries a five star safety rating, with nine airbags (including driver's knee airbag), ABS, traction and stability control, hill holder, brake assist and brake emergency display.There's also disc brakes all round with brake force distribution.Fiat's Blue&Me is run by a screen perched on top of the dashboard. It was not an easy system to set up, with a big screen that should be friendly to use but isn't. However, once configured, it was perfectly easy to use and worked just fine. Given its size, the sat-nav is fiddly but once on your way, works just fine.The six-speaker stereo doesn't have to work very hard in the small cabin and delivers reasonable sound. Blue&Me is integrated with the big round multi-purpose dial in the dashboard.The 500S's 1.4-litre sixteen-valve four cylinder is a terrific little engine. With 74kW and 131Nm on tap, it loves to rev although it does get a bit breathless over 4000. Those revs power the front wheels via either the six speed manual we had, or an automated single-clutch gearbox.It's not hard to see why the 500 is a smash hit in its home countryFiat claims 6.1L/100km on the combined cycle which we got very close to at 6.9L/100km despite enthusiastic and repeated testing of the 10.5 second dash to 100km/h.With its willing engine, slick gearbox and excellent ride for such a stubby car, it's not hard to see why the 500 is a smash hit in its home country and a cult hit here.Despite an uninspiring 0-100km/h time, it doesn't feel that slow in the crucial sprint to 30 km/h needed to dart around Sydney's streets.Blasting around in the 500 S is an inordinate amount of funWith an eager turn-in you can pull off heroic lane change manoeuvres, its low centre of gravity keeping things from getting too roly-poly. The oddly large and very comfortable seats are as chunky as the fat steering wheel. The big seats put you up high, which is a funny feeling for such a tiddler, and their position improves legroom in the back seats. The high position of the front seats does tie in nicely with the pedal box's position relative to the wheel.Blasting around in the 500 S is an inordinate amount of fun - the gearbox is good to use, which is just as well because you will have to use it to get the best out of the 74kW. What's great about it is that it feels quicker than it is, meaning the fun is had down low without threatening life, limb or licence.The 500 S has selectable driving modes but it doesn't make a great deal of difference - the dash changes to accommodate either driving for fun or driving for economy.Puddling about is never tiring for front seat occupants as the ride and comfortable seats conspire to keep you happy. Once the speed goes over about 80 km/h, there's a bit of noise from the tyres but wind noise seems well suppressed.Just look at it. How could you not love it?

The recent revival of interest in Peugeot in Australia following the launch of the European Car of the Year, the Peugeot 308, has apparently drawn attention to the rest of the French marque's range. Cars to benefit from this new focus on Peugeot here include one of the most popular of all, the small-medium 206 that's