Nissan v Holden v Hyundai v Alfa Romeo: Warm hatch comparison review

Hot hatches follow a simple formula: take a regular hatchback and add more of everything: more power, better handling and sportier looks, and, naturally, it will cost more, too.

Since the first Volkswagen Golf GTI appeared in 1976, car companies have been working hard to give their hatchbacks more of everything.

The first Golf GTI had 81kW of power, the new seventh-generation GTI recently arrived with double that - 162kW.

But have things gone too far? Have hot hatches become too hot to handle? Well, for a new generation of buyers, the answer appears to be yes, because car makers have created a new breed of sporty hatchbacks that straddle the line between a regular runabout and a red-blooded hot hatch.

This new breed of warm hatches, as we'll dub them, includes the Nissan Pulsar SSS, Holden Cruze SRi-V, Hyundai i30 SR and Alfa Romeo Giulietta Progression.

They are a diverse group, spanning four countries, but they share key traits that set them apart from the rest of their respective ranges, without taking them into hot-hatch territory.

All four cost less than $30,000, before on-road and dealer costs, a key factor because hot hatches are increasingly starting on the wrong side of $40,000 these days.

So which of this new breed warms the blood of the enthusiast the most, without breaking the bank?

Nissan Pulsar SSS

When Nissan made the call to revive the Pulsar name for its small car, hot-hatch fans braced themselves for the return of the SSS, but it didn't return with the ferocity as many had expected.

Instead of taking on the likes of the Golf GTI and Ford Focus ST, Nissan opted for the warm hatch route, thus leaving space for a Nismo Pulsar, but that's a different story.

But that's not to say the SSS is a let-down. The Japanese company has given the SSS a new, 1.6-litre turbocharged four-cylinder engine with a healthy 140kW and 250Nm mated to a six-speed manual transmission or optional CVT.

It has also been generous on the goodies with 17-inch alloys with a full-size (steel) spare, six-speaker stereo, Bluetooth with audio streaming, reversing camera, a 5.8-inch touchscreen with satellite navigation, dual-zone air-conditioning, keyless entry and ignition, cruise control, auto headlights and leather accented trim all standard.

But the catch is the price - at $29,690, plus on-road costs, it's the most expensive car here.

On the practical side, the Pulsar is the most spacious car among its peers, especially in the back, where there is ample leg and head room for adults. It also boasts good small-item storage and has 60-40 split-fold rear seats.

The biggest positive, though, is the drivetrain. The engine produces plenty of low-rev pulling power and has equally impressive grunt at the top end. It's well mated to the six-speed gearbox, which has a nice mechanical action and closely stacked ratios for sporty performance.

It comprehensively outperformed its rivals in our acceleration tests, sprinting from 0-100km/h almost a second quicker than the Giulietta and i30 and 1.7 seconds faster than the Cruze.

The downside of the engine's great performance is the suspension's inability to get that performance to the road smoothly. The ride is comfortable, but when you really push on, the suspension gets unsettled and doesn't inspire driver confidence. It's not helped by steering that is too light and lacks feedback, although it is fine for urban commuting.

Holden Cruze SRi-V

Holden has made a concerted effort to instil its small cars with greater driving pleasure - so the new Cruze SRi-V comes with great expectations.

The sports suspension and steering has been specially tuned to suit Australian conditions and for the 2014 model (launched earlier this year), a new, more powerful 1.6-litre engine with 132kW and 230Nm was dropped under the bonnet.

Driving around town, the SRi-V does a good job. The steering isn't too heavy and the suspension is comfortable on Australia's less-than-perfect roads.

But once you ask the Cruze to push on, its weaknesses are exposed. The engine feels flat until the turbo boost kicks in higher in the rev range, meaning that it misses out on the kind of low rev punch you expect from a turbo motor. The gearshift action isn't great, either, further diluting its warm hatch credentials.

More surprisingly, the suspension and steering fall away. The ride becomes unsettled and the steering feels light and lacks any meaningful feedback.

But it's not all bad news for the SRi-V. It's strength is its value, with Holden loading it up on equipment and undercutting its rivals on price. It starts at $26,490 plus costs.

Standard gear includes 18-inch alloys (spare is full size, but speed limited to 80km/h), leather seats, heated front seats, keyless entry and ignition, reversing camera, rear parking sensors, sports front and rear bumpers, auto headlights and cruise control. You also get Holden's excellent MyLink infotainment system with a 7.0-inch colour touchscreen that now features sat-nav and is paired to a six-speaker stereo. MyLink allows you to stream smartphone apps directly through the car's system.

Hyundai i30 SR

Hyundai Australia led the development of the i30 SR to help improve its reputation and pushed hard for local suspension tuning.

Although the larger 2.0-litre four-cylinder engine is not a new engine for Hyundai, it's the first time the direct-injection unit has been used in the i30.

It increases performance by 19kW and 31Nm over the 1.8-litre engine in the regular i30 for totals of 129kW and 209Nm.

Unsurprisingly, given its torque disadvantage, the engine lacks the low down surge that its turbo rivals have, but wins points back once it passes 4500rpm.

The gearbox is good, but lacks the same mechanical feel that makes the Pulsar's so appealing.

Where the i30 SR beats its opposition is in ride comfort and road holding, which again isn't a shock because this is the only area of the car Hyundai Australia didn't take from the company's parts bin.

The suspension uses German Sachs dampers (the same company that provides dampers to the majority of the V8 Supercar field) and has been tuned for local conditions. The result is a composed and controlled ride that feels sporty without being harsh.

The same can't be said for the FlexSteer system that allows you to adjust the weighting between Sport, Normal and Comfort, but there isn't a significant difference between the three modes.

Hyundai has retained its traditional strong value, though, with standard gear for the $27,990 (plus costs) i30 SR including 17-inch alloys wheels, sat-nav on a 7-inch screen, a six-speaker stereo, Bluetooth, leather accented trim, auto wipers, dual-zone air-conditioning, a reversing camera, rear parking sensors and cruise control.

Changes unique to the SR include LED tail-lights, HID Xenon headlights and a rear diffuser.

The interior is well presented and there is decent space front and rear, although the adults sitting in the back might wish for slightly more headroom. 

Alfa Romeo Giulietta Progression

It may have a European badge, but the recently added Giulietta Progression perfectly fits the warm-hatch criteria.

We were unable to get a test car with a manual gearbox, so had to accept one fitted with the optional six-speed, dual-clutch unit. It adds $2000 to the price, making it the most expensive of this quartet, but, with six-speed manual, it actually undercuts the Hyundai by $540 (priced from $27,450 plus costs).

It shifts sharply on the move, but at low speeds the gearbox can be clunky and slow.

It's a shame, because the engine is impressive. It has the most torque of this quartet and the extra pulling power helps make the Giulietta feel very swift. It's almost as good as the Pulsar's engine in most respects and makes a nicer sound.

The biggest advantage the Giulietta has over its rivals, though, is fuel economy. It is two litres per 100km better than its closest rival and 2.5L/100km better than the Pulsar, in part thanks to its stop/start system, which is unique in this group.

Another advantage the Giulietta has is its Q2 electronic differential and Alfa Romeo's DNA system, which are designed to improve its dynamic capabilities.

The DNA system stands for Dynamic, Natural and All Weather - the three modes you can select that alter the responsiveness of the engine, gearbox and steering.

Switching into Dynamic makes the car noticeably sportier and feel more like a hot hatch.

The suspension is comfortable over bigger bumps and undulations, but gets unsettled by smaller imperfections. Yet it does provide good road-holding and helps make the Giulietta feel the most agile of this group.

What lets the Giulietta down is its value equation against its rivals. You still get 16-inch alloys, a six-speaker stereo, Bluetooth and auto wipers and lights, but it misses out on sat-nav, leather seats, a reversing camera and even parking sensors.

What the interior lacks in equipment, it makes up for with Italian design style, which makes it look more premium than its price.

Verdict

All four cars make a compelling case but for different reasons.

The Alfa Romeo offers a great driving experience and European style, but it simply can't compete with its rivals on value.

As for the Cruze, despite being close to the Pulsar on paper, the SRi-V can't match the Nissan in the real world. The engine lacks punch and the suspension and steering fall short on the dynamic front.

That leaves the Hyundai and the Nissan to fight it out.

The i30's suspension - both the way it handles the bends and its comfort levels - is a cut above the competition, but the engine can't keep up with the Nissan's engine or match its practicality and value.

The Pulsar effectively matches the i30 and Cruze for gear, but does cost more. To counter that, it offers a much bigger back seat, which gives it a practical advantage.

The SSS wins because of its engine and gearbox combination, which goes the closest to making it feel like a proper hot hatch.

Thanks to Ultimate Karting Sydney for its assistance with this photoshoot - http://www.ultimatekartingsydney.com.au/