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Suzuki Swift, Toyota Yaris, Holden Barina, Skoda Fabia, Kia Rio, Hyundai Accent, Honda Jazz, Mazda2, Nissan Micra, Ford Fiesta and the Volkswagen Polo.
We test 11 of the best sub-$20,000 city hatchbacks on the market following a rush of new arrivals, including the Toyota Yaris, Suzuki Swift, Holden Barina, Kia Rio, Skoda Fabia, Hyundai Accent, Mazda2 and Honda Jazz.
Fashion is a fickle industry. Whether it? is jeans, sunglasses or shoes, this season?s must-have accessory could be piling high in the op shop disposal bin the next.
The same can happen with cars, although instead of being dumped, their owners will likely trade them in as they sniff out the next smash hit. Sports cars and convertibles are the most easily influenced by age and the arrival of sexier, newer metal? but cheap, affordable hatchbacks also roll with the whole latest-and-greatest-one-day, also-ran-the-next cycle.
That is partly because the target market is typically young people who change their phones almost as often as their jeans.
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But it is primarily because of the enormous competition and activity in what has rapidly become the second-biggest vehicle segment in Australia (in the industry, they are referred to as light cars).? Sitting still in the sub-$20,000 end of the new-car market can cause a top seller to plummet from sales glory in the space of months.
In 2011 there were six new models: the Suzuki Swift, Toyota Yaris, Holden Barina, Skoda Fabia, Kia Rio and Hyundai Accent. Throw in updates to other major players such as the Honda Jazz and Mazda2 and the Drive team decided it was time to hit the road with cars that are finding more homes in increasingly crowded cities.
As well as the aforementioned newcomers, we also included three other popular combatants that have variously set category benchmarks for value, quality or dynamics. We are talking about the Nissan Micra, Ford Fiesta and the fabulous Car of the Year category-winning Volkswagen Polo.
Volkswagen Polo 77TSI
The Polo has won the Best City Car in Drive?s Car of the Year awards for the past twoyears, after being praised for offering ??unrivalled performance and refinement?? for the money.
However, for its $19,850 (plus on-road and dealer costs) price tag, it does miss out on a few desirables, including Bluetooth phone connectivity and USB input (an auxiliary input jack is standard, though).
But it has a classy cabin, comfortable and supportive seats, soft-touch dash plastics and useful storage throughout, including big door pockets and an armrest hidey-hole. Space is at a premium in the rear, though, with tight legroom and capacity-limiting lack of rear-seat width. The boot is smallish at 280litres and it has a full-size spare.
On the road, the Polo shines. Its suspension is well tuned and copes with bumps with ease, while its steering is nicely weighted and offers good driver feedback.
The turbocharged 1.2-litre engine is a peach, offering linear power delivery and good low-rev response. Our Polo was fitted with VW?s dual-clutch DSG auto, which offers quick, smooth shifts at most speeds but tends to lurch? in stop-start traffic.
But it runs on premium unleaded fuel, which costs about 10per cent more than regular petrol, erasing some of the savings from the class-leading fuel use claim of 5.5 litres per 100 kilometres.
Skoda Fabia 77TSI
Some may consider the Fabia the ugly sibling when they compare it with its mechanically identical twin, the Polo. Look beyond its unconventional styling, though, and there is a lot to like.
It gets the same 1.2-litre turbo four-cylinder unit but is not available with the clever DSG transmission for another few months. However, the manual gearbox is smooth and the engine ? which also requires premium fuel ? is refined and grunty.
The Fabia drives just as well as the Polo, with well-sorted suspension that deals with bumps easily and responsive and communicative steering. Its taller body does mean it rolls more through corners, though.
The Fabia is $860 less than the Polo ($18,990) and while it misses out on USB and alloy wheels as standard, it does have Bluetooth phone connectivity.
Thanks to its high-top body, it feels far more spacious inside with better headroom but rear legroom is equally as cramped as in the Polo. The boot is generous at 315litres.
It has? several clever features such as a twin glovebox, sunglasses holder and a nifty shopping bag holster in the boot. However, the interior presentation is dour, thanks to a mass of dark plastics.
Kia Rio Si
Kia?s new Rio is a massive leap forward over the old model. The South Korean pint-sizer boasts a generous standard equipment list including Bluetooth phone and audio streaming, USB input, alloy wheels and a brilliant five-year unlimited-kilometre warranty ? and the all-important safety gear of six airbags and stability control.
The Si model we tested (from $18,990) comes with a 1.6-litre direct-injected four-cylinder with a power output of 103kW ? more than some competitors in the next class up ? and sips just 6.1L/100km.
Our six-speed-auto-equipped test car offered a smooth drive with slick gear changes at all speeds, though the engine is loud at 3000rpm or higher, which is where it is at its best.
The Rio?s relatively firm suspension set-up deals well with big bumps but can pitter-patter over uneven surfaces. The electric steering feels numb and can add unwelcome weight at inconvenient times, for example when you are parking.
The Rio offers interior space better than some larger cars, too. The front gets a pair of very comfortable seats, while storage is good with useful dash nooks, a big glovebox, covered armrest caddy and large door pockets.
The back offers generous head and leg space for a car of its size, although boot space, at 288litres, is only average.
Ford Fiesta LX
The Fiesta is regarded as the dynamic pacesetter in this class, offering a fantastically enthusiastic drive with suspension that copes admirably with bumps and a steering set-up that feels natural and well-connected. It is also quieter than most rivals.
Its engine is no let-down, either. While it can be thrummy at higher revs, the 1.6-litre powerplant is refined and oomphy and is complemented by a clever six-speed dual-clutch auto, which offers smooth, smart shifts, even though it opts for the highest gear possible to save fuel.
Inside, the move to Thai production early in 2011 meant? the removal of steering wheel reach adjustment and change to harder plastics on the dash, which brings a cheaper feeling to the otherwise well-presented interior.
There is no USB input on lower models but Bluetooth with audio streaming is standard, as is voice control (which you may need to use as the audio controls can be confusing).
Inside, it is comfortable and reasonably spacious but lacks some storage: there are no rear-door pockets and no covered centre storage. The boot is on the small side at 281litres and there is no spare wheel, only a repair kit.
Honda Jazz VTi
The Jazz was updated mid-year, receiving price cuts of up to $2000 and the well-overdue standard fitment of stability control and Bluetooth phone connectivity.
Add that to its already extensive equipment list ? USB input, cruise control, six airbags, foglights, alloys and more ? and the Jazz is suddenly a more serious hatchback competitor. Its chances are furthered by its useful interior, which offers flexible seating configuration and a whopping 10 bottle or cup holders and a light, airy feel to the cabin.
While it misses out on covered centre storage, the dash layout is funky (if a little busy) and offers class-leading levels of head and legroom in the front and? rear.
The Jazz?s boot is also up there with the best? at 337litres and hosts a full-size spare.
The VTi (from $17,690) that we tested has a 1.5-litre engine that offers perky performance but can feel harsh as revs rise. The optional five-speed automatic shifts gears intuitively despite its tendency to opt for thehighest gear at any given chance.
The Jazz?s suspension is on the firm side and can be quite noisy over bumps and its steering is ideally weighted for tricky parking manoeuvres but may feel too light to some drivers.
Toyota Yaris YR
The newest version of Toyota?s Yaris is already on its way to the front of the pack ? but only in terms of the number of cars sold.
The updated Yaris has lost its sparkle. Its once-clever interior is now dull, lacking storage options such as the previous model?s clever dual gloveboxes, and there is no covered centre storage either. Also, the dash feels plasticky and the switchgear feels flimsy, and there is no reach adjustment to the steering wheel.
Interior space is reasonably good, with a roomy rear seat despite missing out on the clever seat-slider of the old model.
The outboard passenger headroom is slightly impinged upon by the roofline.
Our five-door YR (from $15,690) test car?s 1.3-litre engine is far from zesty, feeling sluggishfrom a start and up hills, and becoming very vocal as engine revs rise.
The transmission, however, offers smart, smooth changes.
It steers reasonably well through corners and is easy to park. Its suspension is firmer than the previous model?s and there is noticeable road-noise intrusion in the cabin at most speeds.
While it is well priced, the equipment list is sparse, with no alloys, no cruise control (a $650 option) and no foglights on the lower-level models.
Mazda2 Neo
Mazda?s 2 was once the benchmark in the city-car class. While the diminutive Japanese runabout is still selling well, it is starting to feel dated.
Mazda?s 2011 update had? the 2 gain stability control and six airbags across the range, including the Neo we tested (from $15,790).
However, the goodies list is thin, with Bluetooth relegated to the options list and no USB (auxiliary input only).
Inside, the 2?s comfortable seats are let down by a squishy rear seat and limited storage options. There are no rear-door pockets and there is no covered centre storage but the quirky magazine rack at the front of the glovebox is a nice feature. The boot is small at 250litres and? even that utilises a space-saver spare.
The 1.5-litre engine feels sluggish and in combination with the four-speed auto it provides performance that is a little underwhelming. It is also one of the least fuel-efficient of the 11 cars tested, with claimed consumption of 6.8L/100km.
Dynamically, the Mazda2 enjoys corners, although its ride can be bouncy over bumps.
Suzuki Swift GL
It may look similar to the model it replaced but the new Swift has taken several steps forward in its latest incarnation.
The new interior has a crisp, uncomplicated ambience with dark finishes throughout. The textured dash plastics, although hard to the touch, are attractive.
The equipment list is short, particularly on the GL model we tested (from $16,690) ? a USB input is the highlight and there is no Bluetooth or cruise control.
Also, the audio screen is reminiscent of a 1980s alarm clock and there is no covered centre storage bin.
Door and dash storage is quite good and the boot has a false floor (for hiding valuables above the spare) but is tiny at 210litres with the false floor in place. The parcel tray, annoyingly, has no strings to hold it up.
The 1.4-litre engine is the least powerful here but has miserly fuel consumption, claimed at 6.2L/100km. It is a refined engine but feels lethargic, something not helped by the four-speed auto.
On the road it is OK but does not excel. The steering is light and direct, which is a Swift trait. Theride can jar over bumps and it is? one of the loudest cars for road noise.
Hyundai Accent Active
The second of our South Korean twins ? the Accent shares underpinnings with the Kia Rio? came in entry-level Active form (from$16,990).
It is far from fully loaded but still gets Bluetooth with phone and audio capability, a USB input and an excellent five-year unlimited-kilometre warranty.
Inside, the Accent is well presented with a sleek dash designthat makes it feel bigger than it is. Storage is good at the front, with a covered centre bin for wallets and phones, and big door pockets with bottle caddies. Rearstorage is thin, with no door pockets, mesh map pockets and only one cup holder.
It may be sharp to look at but the Accent is dull to drive. The electric power steering is vague and inconsistent at most speeds, and the suspension crashes over most bumps and can be noisy over speed humps and the like.
The 1.6-litre engine is not the same as the Rio?s. It is less powerful and does not have direct injection, meaning it pays a price with fuel (6.4L/100km v? 6.1litres).
The engine sounds thrashy and while it is quick off the mark, the performance dims mid-way through the rev range. It has a four-speed auto that works hard to keep pace, sometimes finding itself in the wrong ratio.
Holden Barina
Holden has gone for the ??burger with the lot?? approach to the Barina by offering Bluetooth, cruise control, USB input and alloy wheels as standard on a single model. Theonly choice is whether to get a five-speed manual or six-speed auto, although neither is particularly good.
The auto, in particular, is a let-down, with clunky, ill-timed changes. The 1.6-litre engine felt weak and was the most inefficient car here by more than 7per cent (7.3L/100km).
The Barina also suffers from a poor turning circle and steering that feels too heavy for the size of the car. The ride is fidgety and crashes over larger lumps, and the suspension is also considerably noisier than some rivals.
Inside, its motorcycle-inspired instrument cluster is too gimmicky for our tastes but front storage is good and there is a sizeable double glovebox. There is no steering wheel reach adjustment, though. Ithas iPod integration as standard but the audio quality is woeful (there are no rear speakers).
Where the Barina makes up points is with space. It is a bigger car than most of its competitors ? and also heavier, which blunts both performance and fuel economy. That means it is quite roomy, with the new shape liberating more head and legroom in the rear, though knee space still lives up to city-car expectations.
The boot is fine at 290 litres and it comes with a full-size spare.
Nissan Micra Ti
Nissan?s Micra may seem too small to be playing with these ??big?? boys but the top-specification Ti?s price (from $16,990) suggests otherwise.
It boasts a seemingly long list of standard kit, with standout items including push-button start, intelligent key entry, alloy wheels, Bluetooth and climate-control airconditioning.
However, it misses out on more useful things such as cruise control and USB input (auxiliary plug only), as well as steering wheel reach adjustment.
Inside, the Micra feels poky despite decent headroom.
It offers some nifty storage options such as twin gloveboxes and a clever passenger seat hidey-hole but there is no covered centre cubby and only small front-door pockets (no rear-door or map pockets).
The Micra?s 227-litre boot is compact but contains a full-size spare wheel. The dash and door plastics are scratchy and feel cheap, and the audio is below par.
The top-end Micra is powered by a 1.5-litre four-cylinder engine that is one of the least powerful and least efficient here, using 6.6L/100km. It is also light-on for power and noisy inside the cabin.
The ride further lets it? down, struggling to cope with bumps. The steering, though, is well weighted.
The verdict
The city-car class is packed with options and different cars will appeal to different buyers for different reasons.
Nissan?s Micra, for example, is a cutie that would make a good runabout. But it feels like a cheaper car tarted up, which is why the entry-level three-cylinder variant makes more sense.
The Swift, while a smarter tool than its predecessor, simply is not as sharp ? and it is time Suzuki dipped into the toy chest and gave it more gear.
The Barina is a well-specified, relatively spacious little car but just does not have the maturity and on-road confidence you can get elsewhere for similar money.
The Yaris is much the opposite ? it is no longer the thinking man?s city car but its everyday friendly nature still makes it a good choice for no-frills buyers.
Mazda?s 2 may have been brilliant a few years ago but it has been overtaken by many competitors.
Hyundai?s Accent is one for eagle-eyed shoppers. It offers good value for money and looks sharp but, unfortunately, its engine and road manners let the side down.
The Ford Fiesta runs fifth. It is a great runabout and a fantastic drive but? is let down by some of its cabin details.
Our fourth placegetter, the Kia Rio, offers an excellent amount of space and storage and a peppy, frugal engine to boot.
However, it? is a shame that Kia could not sharpen the pricing more because the Rio would otherwise be a serious contender for victory.
On the lowest step of the podium, then, sits Skoda?s Fabia. It drives just like a Volkswagen Polo and is cheaper, but its cabin is a let-down and the current lack of an auto limits its appeal.
But it was our city car runner-up that was the big surprise. Tweaks made to the Honda Jazz have addressed two of its major concerns ? safety and value ? to make it a fantastic proposition that also has a surprisingly spacious interior.
Top gong, though, goes to the Volkswagen Polo. Poised road manners, a terrific engine and a comfortable, charming interior proved the Polo is simply too good to go past in this class ? provided you can stretch your budget a bit.
Source: http://c.moreover.com/click/here.pl?r5687787934
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