Automotive Reviews
Four Doors
2004 Chevrolet Aveo
Dec 20th
In spite of the general trend toward bigger and beefier pickups and SUVs, there’s a segment of the marketplace that’s always going to go for the flyweights. Proud Ford Festiva and Geo Metro drivers (I’ve met more than a few) haven’t been well served in recent years. The Honda Insight isn’t very practical, and the Kia Rio, while related to the departed Ford Aspire under the skin, just doesn’t have the “small and proud of it” attitude of a Geo Metro.
Tiny-car fans rejoice! The 2004 Chevrolet Aveo just might be the answer to your small-displacement, low-cost transportation prayers. The newest member of the Chevrolet family slots in below the compact Cavalier (and its replacement, the Cobalt), just like the Metro did. It’s based on Korean mechanicals and a familiar principle: a frugal engine powering a compact body, with plenty of room for full-sized adults inside and a low bottom line. The Aveo’s more stylish than most entry-level cars have been, and has a few big-car surprises as well.
The design is simple, but more elegant than past entry-level cars, which have tended toward a drawn-by-the-lowest-bidder look. In spite of its tallish, narrow proportions, the Aveo is very handsome, distinguished even. A strong character line starts just above the front wheels and gives the Aveo a bit of a shoulder, so it doesn’t look like an anonymous commuter pod. It’s got a real grille with a big chrome band and a Chevy bowtie, just like the rest of the family does. The frameless turn signals and rounded body style are available alloy wheels are nice touches. Two body styles are offered, a four-door sedan and five-door hatchback. We like the egg-shaped five-door best. The Aveo’s color palette includes cheerful yellow, metallic blue and green hues that accent the car’s cheeky good looks
Inside, a long dash greets the driver with lots of window space and great visibility. The cabin is roomy. You won’t forget that you’re in a very small automobile, but the chair-height seats are far more comfortable than we’ve come to expect in subcompacts. It looks good, too, with an abundance of plastic that, thankfully, lacks the cheap Fisher-Price toy quality of past entry-level offerings. The Aveo benefits from decent materials and quirky design–a circle-theme permeates the interior, from door handles to air vents. Many storage cubbies make this a good commuter. The center stack-mounted radio and ventilation controls are farther away than we’d like, and short-armed drivers may find themselves reaching. Back-seat room is good as well; with the front seat pushed back enough to accommodate a six-foot driver, there was still room for an equally tall passenger behind without knee damage.
Few things are more fun than a small car that’s not intimidated by traffic, and the Aveo delivers. The 1.6 liter four-cylinder engine isn’t large, but 103 horsepower is more than enough to squirt the 2359-lb Aveo away from traffic lights with the bigger cars. Thanks in part to variable intake runners, the torque rating is a healthy 107 ft-lb. and we had no complaints about the Aveo’s acceleration. It’s not a drag racer, of course, but it’s not so slow as to inspire fear of on-ramps. The powerplant is a bit coarse at high revs, but around town we found it acceptable. A five-speed manual transmission is standard; the optional four-speed automatic includes a hill-holder feature.
The Aveo feels solid, as well. It lacks the “old-technology” feeling that competitors like Hyundai’s Accent and the Kia Rio have, and feels like a modern car. MacPherson struts up front and a torsion-beam rear axle are pretty standard fare for economy cars, and that’s what the Aveo rides on, too. Around town, the Aveo is nimble thanks mostly to its size. Anti-lock brakes are optional. There is no such thing as a hot-rod Aveo, although it might be fun to build one.
Chevrolet sells the Aveo in three trim levels: Special Value, Base, and LS. The bare-bones Special Value Aveo starts at $9,995 and is likely to appeal only to the hard-core Luddites who want the most basic of basic transportation. Our test car was a five-door Base model with a base price of $11,150. With an MP3-capable CD player, air conditioning and a cute little roof spoiler, the total came to just $13,065, which is competitive with a bare-bones Civic or Corolla. But for some people, there’s no substitute for having the smallest car on the block.
Specifications:
All specs are for the 2004 Chevrolet Aveo Base five-door, which we tested.
Length: 152.8 in.
Width: 65.8 in.
Height: 58.9 in.
Wheelbase: 97.6 in.
Curb weight: 2359 lb.
Cargo space: 42.0 cu.ft. (seat folded)
Base price: $11,150
Price as tested: $13,065
Engine: 1.6 liter DOHC inline four-cylinder
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 103 @ 6000
Torque: 107 @ 3600
Fuel capacity: 11.9 gal.
Est. mileage: 26/34
12/2009 update: The Aveo was promising when we first met it, but it was almost immediately outclassed by a slew of competitors, including the Honda Fit, Toyota Yaris and Nissan Versa. The Aveo’s fall from par was precipitous, and though it’s still decent bargain-basement transportation, it’s unlikely to be mistaken for anything else–not even a fashion statement.
2010 Nissan Versa
Dec 11th
Okay, so the Nissan Versa is a high-efficiency, small-footprint subcompact. It competes with the Toyota Yaris, Chevrolet Aveo, Hyundai Accent, Honda Fit and other diminutive vehicles in the class that was vacated as the Corolla, Cobalt, Elantra and Civic moved upmarket, and it’s the least expensive vehicle in Nissan’s lineup. For 2010, there’s even a high-efficiency, low-price base model that stickers for less than $10,000. That’s the Versa’s reason for existing.
You would be within your rights to expect this car to be a slow, cramped penalty box. You’d also be wrong. The Nissan Versa is good news for entry-level buyers; it may be small and it may be inexpensive, but it’s a also real car.
The styling hasn’t changed significantly since the Versa was introduced in 2007. Sedan and five-door hatchback versions are offered. The one-box styling sports the large headlamps and short nose that are a hallmark of the class. A new grille for 2010 adds family resemblance to the rest of Nissan’s sedan lineup. The sedan’s lines are forgettably ordinary, but the hatchback has a unique C-pillar silhouette and a slightly bustled tail. The SL hatchback gets a standard Sport appearance package with a roof spoiler, subtle ground effects and a matching front fascia with fog lights. Sixteen-inch alloy wheels are available.
On the interior, the Versa has benefitted from improved materials. While the Altima, Maxima and Sentra have gained a bit more family resemblance to one another, the Versa’s cabin, oddly enough, seems to take cues from Nissan’s truck lineup thanks to a smooth, vertical gray plastic console. Woodgrain trim is available, and the instrument panel and interior trim have been updated and upgraded. The roomy interior is one of the Versa’s best qualities, and Nissan has successfully packed space for five into a very compact package. Rear legroom is the best in class, and you won’t feel bad for stuffing your friends back there. Amenities like an iPod jack and Bluetooth connectivity should appeal to techno-savvy buyers. Nissan’s iKey smart key is also available, enabling pushbutton starts and hands-free door unlocking. New for 2010 is an optional in-dash navigation system. Frugal doesn’t necessarily mean barren when it comes to the Versa.
A choice of fuel-efficient four-cylinder engines is offered. As the name suggests, the base Versa 1.6 sedan is powered by a 1.6 liter, 107-horsepower DOHC four. This very basic engine offers 26/34 fuel economy and a rock-bottom starting price. The standard Versa’s 1.8 liter four is a sixteen-valve DOHC unit producing 122 horsepower. On the road, this is a surprising amount of power, and the Versa has no trouble keeping up with traffic. Don’t forget, this car only weighs 2700 pound fully equipped, so a little bit of power goes a long way. The 1.6 liter engine is paired with a five-speed manual transmission or a four-speed automatic, while the 1.8 offers the option of a six-speed manual, four-speed automatic or continuously variable transmission (CVT). The CVT’s efficient operation enables the larger 1.8 engine to actually do better than the smaller 1.6 in fuel economy, with a 28/34 EPA rating.
Thanks to the large interior, the Versa seems to be less intimidated by larger cars than other subcompacts as well. Where the Aveo and Yaris tend to exhibit somewhat nervous behavior on the freeway, the Versa’s front-strut, rear torsion-beam suspension is planted and confident. Apart from some tire noise, the ride is reasonably quiet as well.
The Versa is a convincing argument for ditching a larger, less fuel-efficient car, and it was in fact the #10 choice of buyers trading in cars under the Cash for Clunkers program. With excellent road manners and more interior space than you’d expect, the Versa can do the work of a larger car with less consumption, and like the Honda Fit, it keeps a cheerful face while it’s doing it.
Pricing is attractive as well, with the 1.6 liter Base sedan starting at $9,990. A less basic version with an automatic transmission goes for $11,990, and hatchback Versas start at $13,150.
Specifications: All specs are for the 2010 Nissan Versa Hatchback
Length: 169.1 in.
Width: 66.7 in.
Height: 60.4 in.
Wheelbase: 102.4 in.
Curb weight: 2758 lb.
Cargo space: 17.8 cu.ft. (seats up); 50.4 cu.ft. (seats folded)
Base price: $13,150
Engine: 1.8 liter DOHC 16-valve inline four-cylinder
Drivetrain: continuously variable automatic transmission, front-wheel drive
Horsepower: 122 @ 5200
Torque: 127 @ 4800
Fuel capacity: 13.2 gal.
Est. mileage: 28/34
2005 Volkswagen Phaeton
Dec 5th
Yes, it looks like a giant Passat. But it isn’t.
Volkswagen’s new ultra-luxury sedan, the Phaeton, has been criticized for its anonymous face, but we had a moment that belied this. We found ourselves cruising through upscale Farmington Hills, Michigan, on I-696, and a Mercedes S-Class raced up alongside, braving triple digits to catch up, and then paced us. Within moments, there was another S-Class on our right, also matching our speed. The affluent couples in both cars were looking at the Phaeton and talking excitedly to each other. Even if the blue-collar crowd can’t tell this big VW from its lesser stablemates, we suspect that the people who can afford it have certainly noticed.
Volkswagen’s first foray into the high-luxury market was viewed with some skepticism and disbelief. After all, a $90,000 luxury sedan is not what you expect from a company whose name still harkens back to the days when it was an affordable “people’s car.” But the Phaeton came into existence nonetheless, with an innovative engine, all-weather handling and enough wood and leather to challenge Jaguar and Mercedes for spots in the executive parking lot.
First impressions are important in this class, and despite a resemblance to its lesser siblings, the Phaeton is impressive at the curb. It’s a big, car, just under 204 inches long, and much of that has been devoted to rear-seat passengers, as evidenced by the long wheelbase and oversized rear doors. The Phaeton is all about quiet elegance, with a wide, chrome-barred grille and projector headlamps. Fit and finish are precise and perfect. The big 18″ wheels fit nicely with the body without being ostentatious, and the four chrome exhaust outlets indicate the presence of the range-topping W12 engine. Everything, right down to the alloy trunk hinges, has an air of care and meticulousness about it.
Inside, the Phaeton is impressive whether you’re driving or riding in back. Up front, a sweeping cabin and wide wood console complement the dash. When the Phaeton is sleeping, wood covers slide down to conceal the radio and air vents. Slick cupholders push straight down into the console and lie flush when not in use. The front seats are adjustable in 18 directions; the heat-reflective coating on the side windows is shatter-resistant. The fit and finish inside is fantastic, of course, but then we’ve come to expect that from VW, and we couldn’t decide if it was really $40,000 nicer than what’s in the Touareg SUV. The navigation system was a sore point; even after reading the owner’s manual, we couldn’t get it to show street names. The Phaeton’s rear cabin is very much like a private jet. Both rear seats are multi-adjustable, and a moveable footrest on the floor makes living room-level comfort easy. There’s a screen for the four-zone climate control in the rear, and of course the back seats are heated. There’s an available massage function as well (BMW’s works better). Those triple-sealed, oversized rear doors are a bit heavy, but chances are back-seat passengers won’t have to pull them shut anyway–the doorman can do that.
A special car just isn’t impressive if it hasn’t got a special engine, and our test Phaeton didn’t disappoint. Volkswagen stuffed the groundbreaking W12 under the hood. This 6.0 liter twelve-cylinder engine was crafted by siamesing together two narrow-angle V6 engines side by side, thereby foregoing the need for a long engine compartment to contain a big V12. The double-V layout makes for an exceptionally strong engine block, and a powerful one as well. The W12 sings to the tune of 420 horsepower. On the road, the Phaeton is smooth and powerful bordering on terrifying, thanks to all the power on tap. It’s not a stoplight drag race champ by any stretch, but executives who have to make the airport on time will find that it’s still accelerating at 100 or so. Our metropolitan Detroit test loop had no room to let the Phaeton run. A five-speed automatic transmission with Tiptronic selectable gears is standard equipment. The Phaeton is also available with Volkswagen’s 4MOTION all-wheel drive, for added stability and confidence.
Unlike some VIP-haulers, the Phaeton is nice to drive, too. The ride is firm and comfortable, thanks to an adjustable air suspension that’s computer-controlled to adapt to different road surfaces and driving conditions. The Phaeton is poised when driven hard; the body rolls slightly, then takes a comfortable set while the tires howl. Making a 5400-pound car feel relatively un-ponderous is an impressive trick. 4MOTION all-wheel drive helps, as does the standard ESP stability control.
Safety equipment in Volkswagen’s premium road-tripper includes anti-lock brakes, a tire pressure monitor and eight airbags, including side-curtain bags. Electronic parking assist aids in easing this big car into tight spots.
The price of entry is steep, of course. How much consumers would pay for a luxury Volkswagen is the $64,000 question–literally, because Phaeton pricing starts just north of that. For the top of the line W12 we drove, the price of entry rises to $79,900. Our test car was decked out with the massaging rear seats, high-gloss paint and electronic parking assist, as well as being slapped with a $3000 gas guzzler tax, bringing the total cost to $91,415.
Specifications:
All specs are for the 2005 Volkswagen Phaeton W12.
Length: 203.7 in.
Width: 74.9 in.
Height: 57.1 in.
Wheelbase: 118.1 in.
Curb weight: 5399 lb
Cargo space: 13 cu.ft.
Base price: $79,900
Price as tested: $91,415
Engine: 6.0 liter W12
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 420 @ 6000
Torque: 406 @ 3250
Fuel capacity: 23.8 gal.
Est. mileage: 12/19