Eighteen's also a significant pricepoint ($18K that is) because it treads the line between the market's least expensive tiddlers and the somewhat costlier, slightly larger "small" cars
This guide focuses on five five-door models priced, as manuals, within a whisker of $18,000 (plus the inevitable other charges).
The models can be had as automatics if the budget will stretch a further $1500 to $2320 or so. Bear in mind that the models mentioned are generally mid-range examples, and there may be others that are priced above or below with different specification/feature levels.
Some models may offer three-door hatchback and four-door sedan equivalents for more or less money, but inevitably the five-door versions are the more popular.
Holden Viva
As a Holden, the born-again Viva (nee Daewoo Lacetti) benefits from a brand name and dealer network second to none in the popular-price segment. Even so, the Viva's sales rank only fifth in this group.
On paper, the Viva has plenty going for it, not least the attractive body; albeit the largest here and way the heaviest at 1268kg. The Tiida (sharing Viva's lengthy 2600mm wheelbase) weighs just 1110kg, while the others are about 80kg lighter again.
The amply roomy and well presented cabin has comfortable seating, good driving position and so many stowage spaces that there's potential for a Guinness Book record.
Unfortunately, Viva's on-paper promise isn't fulfilled on the road. For example, Viva alone has four-wheel disc brakes, and is the only model without standard ABS. Instead, that important safety feature is part of a $1290 options package (!). At least the front airbags and front belt pretensioners aren't extras.
Where most engines here have 1.5 litres capacity, Viva's is a 1.8 (the second-most powerful at that). As a manual, its official fuel number is an unremarkable 7.4lt/100km. But opting for the automatic ($2000 extra) takes the lab-test figure to 8.8lt/100km, easily the thirstiest here.
The three year/100,000km warranty includes one year's roadside assistance.
Honda Jazz VTi
Launched in 2001, the Jazz is this group's longest-running model, but still leads for Tardis-like interior space utilisation, rear passenger/luggage dexterity and fuel economy honours. The VTi manual rates 6.0 litres per 100km while the CVT automatic ($2320 extra), scarcely increases the consumption to a still excellent 6.1lt/100km, same as the Yaris.
Offering outstanding roominess throughout, the Jazz owes its expandable packaging to the clever split/fold rear seat. None is easier to convert into a long, flat floor. Alternately, the rear cushion jack-knifes against the upright rear backrest to yield a vast central cargo cavity with towering floor-to-roof height.
Weighing just 1025kg, the VTi performs briskly and drives quite capably, though the steering's weighting lacks consistency, the handling lacks distinction (due in part to very ordinary standard tyres), while the ride is rather stilted on bumpy roads. Parking is easier than average thanks to equal-best turning circle (with Swift and Yaris), and good views afforded by the high driving position and deep windows
Like most others here, the Jazz has anti-lock braking with front discs and rear drums. Safety features include front airbags and front seatbelt pretensioners.
Honda matches the industry-average three-year/100,000km warranty, but roadside assistance comes only when the optional extended warranty is purchased.
Nissan Tiida ST
The how-do-you-pronounce-it Tiida is in some ways a lot of car for the money. Or not, depending on one's view of the quirky body styling and indifferent driving dynamics. But otherwise the Tiida ST appears as quite good value considering its size (second only to the Viva), roominess and seemingly competitive specifications. The ST's 1.8-litre engine, for example, offers more power and torque than any other here, and is the only one with a six-speed manual gearbox.
Surprisingly, then, the Tiida's 7.6lt/100km official fuel number is slightly thirstier than the heavier, five-speed Viva. However, the automatic Tiida ($2250 extra) turns the tables by registering 7.8lt/100km; substantially better than the Viva.
Although the ST naturally omits some of the finer creature features found in its costlier stablemates (such as power windows) it retains air conditioning, remote central locking, CD player, front airbags, ABS disc/drum brakes, front belt pretensioners and driver's seat height adjustment, while the optional automatic also brings cruise control.
However, in the safety sense, a sizeable demerit hangs over the rear centre lap belt.
The Nissan parallels the rival Viva in many respects, even to the same 10.4m turning circle, and the usual three year/100,000km warranty, but gains an edge with three-year roadside assistance.
Oh, in case you're still wondering, it's Teeda, Nissan says.
Suzuki Swift S
Although Suzuki is one of the market's smaller players, the Swift is doing wonders the company's image and sales, for good reason. The Swift is absolutely modern inside and out, with aesthetically original and appealingly funky attitude.
Moreover its execution is thoroughly professional, its specification, fit/finish and reliability up with the best of 'em, and it drives so well as to demonstrate that Suzuki at last has good grasp of what well-developed driving dynamics are about.
Straddling the divide between the base Swift and the overtly exuberant Swift Sport, the Swift S's engine doesn't claim quite as much power and torque as 1.5-litre rivals but gives competitive performance as either the standard five-speed manual gearbox or optional ($2000) automatic.
Thrifty-to-average fuel usage is reflected in the manual Suzuki's 7.0lt/100km rating, while the automatic consumes 7.5lt.
Like the Jazz, Swift has a space-saver spare wheel, where rivals have full size spares. But none at this price point equals the Swift S's safety level. Besides the usual ABS brakes, dual front airbags and such, the S includes full curtain and front side airbags. It matches or betters most peers in its equipment level too. However, the $700 optional metallic colours are decidedly costly.
Suzuki complements the Swift's three year/100,000km warranty with full-term roadside assistance.
Toyota Yaris YRS
The Yaris is in many respects a definitive 'supermini' model. Compact on the outside yet accommodatingly roomy inside, responsively lively in performance and well planted on the road while also habitually intent on stretching its fuel to the full, Yaris covers many bases for many people.
With the YRS taking the middle ground in the tri-level model range, the Yaris is the only car in its class offering the choice of three-door, four-door and five-door bodies. Either way, the optional automatic is comparatively inexpensive at $1500 and cites a credible 6.7lt/100km fuel figure, not quite as thrifty as its (6.1lt/100km) manual sibling,
In size, the Yaris slots between Swift and Jazz for wheelbase and length. Within Yaris's cabin, distinguishing features include digital instrumentation in a unique central pod, tilt-and-telescope wheel adjustment, and a split-fold rear seat with fore-aft travel to allocate the rear cabin space according to rear passengers and/or luggage. Adding further functionality, oddments' stowage spaces abound.
ABS brakes are standard, along with front airbags and pretensioners while a $750 optional pack adds front sidebags, front–to-rear curtain bags and driver's knee bag.
Surprisingly, the Yaris's three year/100,000km warranty carries no provision for roadside assistance.
THE $18K QUESTION
Hardhead -- Everything considered, the Yaris gets the nod as the most multi-talented, most all-round functional model in this competitively crowded field. The sensible choice, and as a bonus it's a pretty good drive to boot.
Heartbeat -- For the money, Tiida and Viva may be a bit larger and significantly heavier than the rival superminis, but in practical terms do nothing better, if as well. The tussle between Yaris, Jazz and Swift is harder to resolve on an emotional level, where it boils down to purely personal choice between the respective looks, seating, features and driving. In fact, whichever of the three ways your heartfelt vote goes, you're on a good thing.
Also consider...
Peugeot 206XR With the same drivetrain as the closely related C3 SX, apart from offering optional automatic, the 206 is in run-out phase (pending arrival of the new 207 replacement) and may be doing deals while stocks last; probably until late March/early April.
Citroen C3 SX The 1.4-litre SX has appeal of its own, limited to some extent by the lack of an automatic option.
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