The Corolla makes no apologies for being a driving appliance, though, and it doesn’t need to.  The sturdy, reliable Corolla is the Maytag of automotive appliances not matter what color it is, with a well-deserved reputation for drama-free ownership.  For 2012, the Corolla is largely unchanged after its 2011 refreshing.  Toyota’s added a  few features to the standard-equipment list and improved the sound systems, and left everything else be.

A facelift in 2011 brought Toyota’s latest family face to the Corolla, with the effect that it looks like a seven-eighths scale Camry.  A large grille and sharply angled headlamp units dominate the front end, while the chunky body and stubby tail conspire to make the Corolla look very…Toyota.  The Corolla is more substantial at curbside than the Honda Civic or Ford Focus, and the rear is dressed up slightly by Camry-esque taillights and a lower valance with a sporty black panel.  The single exhaust and standard fifteen-inch wheels are ample evidence that the Corolla’s mission in life is not all-out performance, though.

The Corolla’s interior is simple without feeling cheap or poorly-built.  The straightforward instrumetn panel is easy to acclimate to, and all of the touchpoints are finished in feel-good materials.  Inexpensive vehicles always run the risk of feeling like rental cars; the Corolla feels like a very nice rental, at least.  A satiny surround for the center stack provides a handsome, finished look but that’s about the only significant concession to style. Convenience features include a dual glovebox, power windows and locks, and a keyless entry.  Bluetooth connectivity is available.  Available options include a moonroof, a navigation system with a six-inch touch screen, and Toyota’s new Entune infotainment system which synchronizes with smartphones and other electronic devices to open up a wide range of entertainment.

A tallish seating position, responsive electronic power steering and compact dimensions make the Corolla easy to pilot around town, too.  The MacPherson strut front, torsion beam rear suspension conducts its business without drama; this setup has served the Corolla well for years, and what it lacks in cutting-edge sophistication it more than makes up for in transparent operation.  Enter a turn too quickly and the Corolla understeers predictably and without losing its composure:  stability control and traction control are standard on all Corollas, as are anti-lock brakes.  The ride is a bit harsher on the freeway, and there’s a moderate amount of road noise.  The Chevrolet Cruze is arguably quieter, but it’s also new to the market, lacking the Corolla nameplate’s four decades of familiarity.  If you’re expecting a stable and confident front-drive subcompact, the Corolla hits all of the targets.

As a frugal commuter, the Corolla absolutely excels–not a surprise considering that’s what it’s designed to be.  Power is provided by a 1.8 liter DOHC four-cylinder, and the 132 horsepower is nicely suited to this car’s size.   Variable valve timing on both the intake and exhaust ensures that power delivery is smooth.  Not too fast or too slow, Toyota’s subcompact Goldilocks is just right.  The four-speed automatic transmission is also just about perfect, putting the power to the road seamlessly and helping the Corolla to return 34 miles per gallon on the freeway.  There’s enough passing power to keep up with freeway traffic.  A five-speed manual transmission is also available.

It’s not flashy, and frankly it’s not supposed to be.  The Toyota Corolla’s noble mission in life is to get you where you’re going as efficiently as possible and without making a fuss out of anything, and that’s a respectable automotive goal no matter what the Corvette fans and monster-truck lovers say.  The Corolla is composed without being complacent.  Corolla pricing starts at just under $16,000.  The uplevel LE adds a few standard amenities and comes in at $17,300.  My tester  was equipped with satellite radio, sixteen-inch alloy wheels and a moonroof, and stickered for $20,485.

All specs are for the 2012 Toyota Corolla LE.
Length:  180.0 in.
Width:  69.4 in.
Height:      57.7 in.
Wheelbase:  102.4 in.
Curb weight:   2800 lb.
Cargo space:   12.3 cu.ft.
Base price:  $17,300
Price as tested:  $20,485
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower:   132 @ 6000
Torque:  128 @ 4400
Fuel capacity:  13.2 gal.
Est. mileage:   26/34

For 2012, the Focus finally appears in the same form as overseas, and the result is a significant upgrade.  The all-new 2012 Focus spans the range of the compact spectrum, with affordable entry-level versions and enough amenities available to turn it into a premium compact.

Since the equally European Fiesta got here first, the styling will be familiar to Ford buyers.  The Focus shares the Fiesta’s dramatic curves and motion-capturing body sculpting.  The car appears to have been formed by the wind flowing over it, eschewing the previous Focus’ flat-planed look.  A large lower grille hints at a huge performance-car air intake, though it’s mostly stylized bumper, and the headlights could have been borrowed from a Volvo.  The flanks are sculpted similarly to those of the Taurus, but the Focus doesn’t mimic its big brother outright.  Uplevel models get a touch of window chrome, turn signal repeaters in the sideview mirrors, and larger wheels.

The interior is comfortable and up to modern small-car standards–which are on par with what was expected of medium-car standards a few years ago.   The new Focus has a well thought-out interior, with unexpected shoulder room and a quiet ride on the freeway.  The seats are taller than those of the average subcompact, and ambient lighting creates a pleasant atmosphere in the cabin at night.    A high-tech upgrade is the MyFord Touch system, which replaces most of the ancillary controls with a single large touch screen in conjunction with the SYNC infotainment system.  Information can be displayed on the personalization-friendly screen by tapping or voice command.  HD radio, a pushbutton start, a backup camera and the ability to turn the Focus into a mobile Wi-Fi hotspot are all available.  Ford’s even offering a cool active parking assist system that will aid in parallel-parking the Focus.

One of the Focus’ chief virtues has always been that it’s fun to drive, and Ford has kept that quality intact.  MacPherson struts are used up front, with Ford’s “Control Blade” multilink independent setup in the rear.  This suspension serves the Focus well, and it tracks confidently, offering a decent amount of feedback.   Combined with a stiff body structure and electronic power steering, this setup makes the Focus nimble around town, and downright enjoyable when the road gets curvy.  Even on standard tires, the Focus is confident and eager to tackle a twisty road or two.  A torque-vectoring system provides a limited-slip differential, balancing power between the front wheels and reducing the understeer that’s common to front-wheel drive vehicles.  Strong brakes add to the feeling of confidence.  Anti-lock brakes and stability control are standard equipment.

There are updates under the hood as well.  The Focus is powered by an all-new 2.0 liter four-cylinder engine.  Higher-tech than the previous 2.0, the Focus’ new powerplant uses direct injection and variable independent camshaft timing, resulting in a 20-horsepower improvement.  The added ponies bring the total to 160, and the new Focus is somewhat sprightlier as a result.  A six-speed dual-clutch automatic transmission is available to aid the steady upward creep of Focus fuel economy–the 2012 model’s now rated at 28/40 with the automatic,  and it doesn’t feel sluggish or underpowered on the highway.  A five-speed manual is also available for sport-minded buyers, though fuel economy drops slightly.

The new Focus’ arrival isn’t just cause for celebration among die-hard Blue Oval fans.  The new Focus stands out as a compelling choice in an already competitive market, and by improving this car with a European feel Ford’s helping to improve the breed as a whole.  Of course, that doesn’t matter quite so much to the average buyer.  What does matter is that the Focus is an excellent vehicle that’s affordable, too, with pricing starting at $17,295.  My tester was a Focus SE with heated seats, SYNC and a sport package and stickered for $21,150.

All specs are for the 2011 Ford Focus SE.
Length:  178.5 in.
Width:  71.8 in.
Height:      57.7 in.
Wheelbase:  104.3 in.
Curb weight:   2907 lb.
Cargo space:   13.2 cu.ft.
Base price:  $17,295
Engine:   2.0 liter DOHC direct-injection inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive
Horsepower: 160 @ 6500
Torque:  146 @ 4450
Est. mileage:   26/36

Somewhere behind the xB in terms of curbside crowd-drawing ability is the xD.  Unchanged since 2008, the xD is perhaps exempt for the moment from the pressure to be the attention-getter of the family.  In fact, there’s a chance it might’ve been cancelled by now if it weren’t for the upsurge in gas prices.  And it’s precisely that upswing that keeps the xD, which isn’t fresh in hip-car terms, from being hopelessly out of date.  

In some ways, the market has caught up to the xD, rather than the other way around.  At its introduction it was notably smaller than most subcompacts; since then, the Honda Fit, Nissan Versa, Ford Fiesta and Chevrolet Sonic have arrived to take bites out of the sub-subcompact trough.  The xD keeps up with the rest of its class in this respect.  Scion’s known for interiors that are bigger than you’d expect, and the xD provides enough space for four or five passengers as well as 10 cubic feet of cargo space.  Fold the rear seats and the rear area triples in size.  The seating position is odd, favoring short-legged drivers, but it’s also tall enough to provide a measure of confidence on the road.  The rear seats recline, and the xD’s center-offset instrument panel is a Scion hallmark.  A Pioneer stereo with USB and iPod jacks is standard equipment, and the optional Alpine system features a 4.3 inch touch screen, subwoofer outputs and HD radio capability.  A navigation system is also available—still a relative rarity on cars this size.

Wedge-shaped styling sets the xD apart, and dates it somewhat at the same time. A high beltline, distinctive hood line and heavy D-pillars give the xD a hunkered-down, heavyset appearance that helps to hide its petite size.  The xD is arguably the most Toyota-like of the lineup thanks to its angular headlamps and split air intakes.  Turn signals are integrated into the mirrors for a more upscale look.  Scion badge or not, the xD doesn’t stand out at the curb.

The xD looks like a moderately stylish economy car, because that’s what it is.  It drives like it, too, with an independent L-arm front suspension and a torsion beam in the rear.  This isn’t the most sophisticated setup, but it’s been good enough for economy cars for a decade or so.  This car’s adept at nipping around town, and a tallish seating position provides good visibility.  On tight urban streets, it’s comparable to the Nissan Versa or Mazda2, but not as entertaining as either of them.  The xD is a competent driver, nimble in parking lots and easy to park—all of which are virtues for a city car.  Brakes are discs in the front and drums at the rear, and the xD stops like an economy car, too.  Anti-lock brakes and stability control are standard.

It wouldn’t be much of an economy car if the economy wasn’t there.  The xD is motivated by a 1.8 liter four-cylinder that makes 128 horsepower.  This engine is one of the most significant things setting the xD apart from other small cars like the Toyota Yaris, whose 105-horse engine is merely adequate.  The xD’s got enough power to be confident when surrounded like bigger vehicles.  Variable valve timing and lightweight components contribute to efficiency.  The xD is available with a choice of five-speed manual or four-speed automatic transmissions.   Fuel economy is respectable, at 27 city/33 highway.

Scion’s smallest is surprisingly conventional, considering the brand’s cutting-edge reputation.  The xD is a stylish, five-seat five-door; it may be a bit less stylish than some of its more recently-introduced competitors, but it makes up for that with a tried-and-true chassis and drivetrain.  Scion can add some flash to it, but the xD is at its best in basic form.  Pricing for the xD starts at $15,845 and includes just about everything except the upgraded sound system.

All specs are for the 2011 Scion xD.
Length:  154.7 in.
Width:  67.9 in.
Height:      60.0 in.
Wheelbase:  96.9 in.
Curb weight:   2665 lb.
Cargo space:   10.5 cu.ft.
Base price:  $15,845
Price as tested:  $16,585
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 128 @ 6000
Torque:  125 @ 4400
Fuel capacity:  11.1 gal.
Est. mileage:   27/33

Perhaps that’s why Mazda softened its normally aggressive family face for its latest entry-level vehicle.  The Mazda2 enters the lineup for 2011 a step below the Mazda3, and it’s definitely styled with an eye toward the “cute” end of the spectrum.  With excellent road manners and 35-mpg fuel economy in its corner, the Mazda2 is also not just another adorable face; there’s some genuine substance to back it up.

The Mazda2 shares DNA with the new Ford Fiesta, and like the Fiesta it’s new to the United States but not to Europe and Japan, where it’s been on sale since 2007.  The Fiesta made it here first, but only by a nose, and the relationship is evident in the Mazda2’s stubby dimensions and narrow track.  The ultra-lightweight sheetmetal is all Mazda, however, from the grinning front air intake to the upswept character line that ends at the taillights.  The overall look is somewhat bulbous yet cohesive, though thanks to a decidedly monochromatic color palette it looks a bit less expensive than the Fiesta.  Available options like handsome alloy wheels and foglights prevent the car from looking cheap.  Of course, one man’s “upmarket” is another man’s “cluttered,” and proponents of clean design will appreciate the Mazda2’s simple lines.  Leaf-shaped headlights flank a petite version of Mazda’s family grille.  The Mazda2 is available as a five-door hatchback only, and its cute styling looks best in candy colors.

The Mazda2′s interior is a bit more reserved, taking cues from its larger siblings and adding a dose of Euro-compact sensibility.  The shifter lives in a raised console “pod” that eats up less interior space than a full-length console would, and shiny piano-black trim around the radio controls helps to brighten things somewhat.  The instrument panel is simple and easy to read, with sparing silver accents.  Curved surfaces help to enlarge the Mazda2′s interior visually.  The cabin’s big enough for four, or five in a pinch, and the 13 cubic-foot cargo area doubles in size with the seats folded.  Air conditioning, keyless entry and a rear wiper are all standard equipment.

The electronic powers steering has quick ratios that can take a bit of getting used to, especially in conjunction with the short wheelbase.  It seems twitchy at first, but once you get used to it the Mazda2 will hold its line at surprising speed through some turns; it’s good to be a lightweight.  To keep the curb weight down, Mazda employed many of the same design tricks it used on the MX-5 Miata roadster.  The suspension consists of MacPherson struts up front and a torsion beam at the rear.  It’s communicative and stable, and this little commuter’s actually fun to drive, in keeping with a certain marketing tagline that doesn’t need to be repeated here. When it comes to driver aids, the Mazda2 is well-equipped, with a standard-equipment list that includes anti-lock brakes, stability and traction control, and a tire pressure monitoring system.

Under the hood, a 1.5 liter four-cylinder engine produces 100 horsepower.  That may not seem like much, considering there are more powerful blenders, but clever tuning of the engine and throttle response enables the Mazda2 to keep up with traffic and respond quickly enough that you’ll never feel like there’s a serious lack of power.  “Lively” is a good word to use, if you’ve got to pick one.  A choice of five-speed manual and four-speed automatic transmissions is offered.  Better yet, the engine is relatively relaxed on the freeway, contributing to a quiet cabin for such a small car.  Like most subcompacts, the freeway is not the Mazda2′s natural habitat, but it will roll along with the semi trucks confidently.

Like the Mazda3 and Mazda6, the Mazda2 hits the streets with a happy grin on its face.  Of course, there are plenty of other smiling faces in the under-$20,000 price range these days.  The Mazda2 is set apart by its decent level of standard equipment and by its Mazda DNA and pleasant driving dynamics.  Pricing for the Mazda2 starts at $13,980 for the base model and $15,435 for the better-optioned Touring.  Automatic transmissions add about $900 to the bottom line in both models.

All specs are for the 2011 Mazda2.
Length:  155.5 in.
Width:  66.7 in.
Height:     58.1 in.
Wheelbase:  98.0 in.
Curb weight:   2359 lb.
Cargo space:   13.3 cu.ft. (seats up); 27.8 cu.ft. (seats folded)
Base price:  $16,235
Price as tested: $16,985
Engine:   1.5 liter inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 100 @ 6000
Torque:  98 @4000
Est. mileage:   27/33

And why would you want to?  The Italian manufacturer, making a return to the U.S. market after almost three decades, is hitting the streets of North America with a subcompact that combines the style of a classic Euro-commuter with modern fuel efficiency and safety, one of the quietest rides in its class, and a funky-cool canvas soft-top.

Is this a true convertible, or just an unusually large canvas sunroof?  Whatever it is, it’s faithful to the original Fiat 500, first introduced in 1957.  That car’s large sliding canvas roof helped to make it it the darling of Italy, allowing buyers to enjoy the sun on a budget.  That’s the new 500C’s mission in life as well.  The styling is so acutely derivative of the original car (though the new 500 is much larger) that even the most car-illiterate observer will be able to tell at a glance that one begat the other.  The 500C shares the 500 hatchback’s bubble-bodied design, round headlights and cute “whiskers” grille, as well as its dimensions.  Seriously, this car isn’t that much bigger than a smart fortwo.  The 500C’s interior features hints of chrome, a large panel painted to match the body, and elegant upholstery.  If you like the sensibly-fashionable style of a Vespa, the 500C will be right up your alley.  The optional leather seats are fantastically comfortable.

The two-stage top can be closed in approximately fifteen seconds in case of a downpour.  Unlike many soft-tops, it can be raised or lowered while the car is in motion, at speeds up to 50 miles per hour.  Top-down, the 500C allows the sun to shine in without the side buffeting common to many convertibles, and the car takes on a decidedly cheerful aspect.  Visibility to the rear is somewhat compromised by the top stack and rear headrests, however.  Top-up, the 500C is quiet, for a convertible.  The 500C’s smallish trunk will hold 5.4 cubic feet of cargo, and the rear seats fold down to expand that out to 23.4 cubic feet.

Fiat offers the 500C in two trim levels:  entry-level “Pop” and better-equipped “Lounge.”  In Lounge trim, the 500C rates as a premium compact, with a leather interior, upgraded sound system and available navigation.

If you’re expecting the go-kart handling of a MINI Cooper, you’ll want to downgrade those expectations just a bit. That’s not a bad thing though–the 500C’s plusher ride is still entertaining and nimble, while being less punishing on non-enthusiast drivers who want to get to and from the store without a kidney belt.  Okay, the MINI’s not that bad, but the 500C is definitely more comfortable when the road is less than smooth.  MacPherson struts are used up front, with a twist-beam axle at the rear.  On the freeway it’s a different story; the ultra-short wheelbase results in a lot of chop and head toss at higher speeds.  Intimidated by traffic?  The 500C feels small.  It’s spunky, to be sure, but definitely not a giant on the road.  It feels much smaller than a Ford Fiesta or three-door Toyota Yaris, and larger than a smart fortwo, but only just.

Power is modest, in keeping with the 500C’s frugal mission in life.  A 1.4 liter engine with 101 horsepower offers enough grunt to keep up with traffic, and it sounds happy while doing it.  If you’re planning to race, though, you’ll want to carry a lot of speed through the turns because acceleration is leisurely at best.  Contrary to what the comparisons to the sporty MINI Cooper would have you believe, the 500C is more about frugality than lap times.  Fiat uses a solenoid-powered hydraulic system to actuate the intake valves instead of a traditional camshaft.  This allows for extraordinarily rapid variable valve timing.  Hypermilers will enjoy the fun eco:Drive application, which allows the driver to download vehicle performance information onto a memory stick and then analyzes it to offer tips on driving more efficiently.  When driven properly, the 500C is good for up to 38mpg on the freeway.  The six-speed automatic transmission is better suited to the 500C’s mission in life than the five-speed manual, but fuel economy drops slightly.

Though Fiat is pitching the 500C (and its hardtop companion, the 500) as competitors to the MINI Cooper, that’s really only a valid comparison because of both cars’ retro European heritage.  This is sporty, but it’s not as serious about it as the MINI is.  The 500 is much more similar to the Volkswagen New Beetle and the much less sexy Toyota Yaris.  Combine those two vehicles and you’ve basically got the 500C–a frugal, ultra-compact car with a powerful sense of personal style.  500C pricing starts at $19,500 for the Pop and $23,500 for the Lounge.  Standard equipment on the Lounge includes an automatic transmission, additional chrome trim, satellite radio and automatic climate control.

All specs are for the 2012 Fiat 500C.
Length:  139.6 in.
Width:  64.1 in.
Height:      59.8 in.
Wheelbase:  90.6 in.
Curb weight:  2486 lb.
Cargo space:   5.4 cu.ft.
Base price:  $19,500
Engine:   1.4 liter SOHC inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 101 @ 6500
Torque:  98 @ 4000
Fuel capacity:  10.5 gal.
Est. mileage:   27/32

The Cruze is a brand-new take on a familiar theme.  Chevrolet’s compact sedans and coupes have always been affordable, no-nonsense vehicles at heart, and this one doesn’t stray far from that template.  What’s new–and what make it stand out–is the sense of style and purpose.  The Cruze is an entry-level car for buyers who demand more than just the minimum necessary.  In other words, the Cruze is directed at the buyers who’ve been flocking to Toyota Corollas and Honda Civics for years.  This isn’t just a rehash of the same tired program that gave us the Cobalt and Cavalier–the Cruze really is a significant step forward.

The styling is a nicely scaled-down version of Chevy’s new flat-planed and angular family look.  The Cruze looks grown-up as a result, rather than the cheap afterthought of the family.   For the moment it’s only available as a four-door sedan, but don’t be surprised if a coupe or hatchback version comes along in the next few years.  The roof is tallish and slopes dramatically to the rear, giving the car a sporty look.  The big bowtie across the middle of the grille links the large headlamps, and a strong character line running from the A-pillar to the taillights hints at the Cruze’s European influence.   An RS upgrade package is available with sporty fascias, fog lamps and a trunklid spoiler.

Inside, the shield-shaped center stack is handsomely related to the interior treatments of the Traverse and Equinox.  The Cruze is overwhelmingly black and silver on the inside, and my tester featured an interesting mesh-like cloth on the dash top that was a refreshing break from the typical plastic covering.  The dash is LED-lit, and includes a driver information center.  The interior’s quiet enough at speed that the Cruze feels like an unusually compact mid-size car.  GM’s OnStar system is standard equipment,a nd includes Automatic Crash Response, which sends emergency personnel to the site when an accident severe enough to cause injury is detected.  The Cruze can be outfitted like its larger siblings as well.  Upscale options include heated seats, a leather interior, XM satellite radio, an ultrasonic rear parking assist, navigation system and a 250-watt Pioneer sound system.

Chevy products tend to be hard-edged and purposeful, and the Cruze is no exception.  This feels like a working car–a downsized, futuristic police car, perhaps. It’s definitely transportation for someone who’s got Something To Do.  The standard powerplant is a no-nonsense 1.4 liter turbo four with variable valve timing.  It’s good for 138 horsepower.   A 1.8 liter four-cylinder is standard on the base Cruze LS model, and gets the same horsepower but offers less torque.  The high-efficiency Cruze Eco uses the 1.4 liter turbo and adds low rolling-resistance tires and a number of aerodynamic tricks that enable it to return hybrid-like 40 mpg on the freeway.  A six-speed manual transmission is standard on base models, with a six-speed automatic standard on the uplevel Cruze LT.  The automatic is incredibly smooth, though sometimes slow to downshift for acceleration.

The Cruze uses MacPherson struts in the front and a lightweight Z-link independent rear.   It’s softly sprung, but responsive enough to be a reasonably entertaining drive.  StabiliTrak stability control and anti-lock brakes are standard on all Cruzes, as are ten airbags; the former was much appreciated when an ice storm hit the day after the Cruze arrived.  Chevy’s new compact handled the ice and snow without complaint, other than a low front bumper that occasionally plowed noisily through drifts.  Electronic power steering keeps the weight down.  Four-wheel disc brakes are optional.

Pricing for the Cruze starts at $16,995. Step up to the turbocharged Cruze LT and the bottom line rises to $18,895, and an automatic transmission is standard.  The hybrid-beating Cruze Eco also comes in at $18,895.  The low entry price is coupled with a grown-up ride and enough available options that he Cruze can be equipped like a full-size car.  This makes it a good option for buyers who are considering a smaller car for the fuel savings but don’t want to give up the comfort and convenience of a larger vehicle.  In short, the Cruze succeeds at finally putting a compact Chevrolet on my “recommend” list.

All specs are for the 2011 Chevrolet Cruze.
Length:  181.0 in.
Width:  70.7 in.
Height:      58.1 in.
Wheelbase:  105.7 in.
Cargo space:   15.0 cu.ft.
Base price:  $16,995
Engine:   1.4 liter turbocharged DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  138 @ 4900
Torque:  148 @ 1850
Fuel capacity:  15.6 gal.
Est. mileage:   24/36

We had a pretty serious fight on our hands.  Groceries and housewares had to be picked up and shifted from one end of Metro Detroit to the other.  We were staring down the barrel of some of the nastiest roads Southeastern Michigan had to offer, about to cross the most heavily-traveled roads in the region…and it was ten minutes before rush hour hit.  It was a task for a Marine battalion, but it was just us and the new Kia Spectra5.  

In the growing field of do-all compacts, the Spectra5 is the new kid on the block.  Micro-wagons like the Toyota Matrix and Mazda3 are finding popularity as multi-purpose alternatives to big, clumsy SUVs.  Based on the new-for-2004 Spectra, the Spectra5 is close in spirit to the departed Mazda Protege5–perhaps not a surprise considering the name similarity.  The Spectra5 is sportier than its sedan counterpart, with larger wheels, a stiffer suspension and some hip interior components.  The company’s PR flacks call it the “sportiest Kia ever.”

Of course, all the credentials in the world don’t mean anything if things don’t work right when the rubber hits the road.  The Spectra5 shot out of the parking garage and into the teeth of Detroit’s worst traffic.  The friendly-but-assertive styling ensured that our fellow drivers took notice.  The Spectra5 is at once tough and bubbly, with rounded fender flares and a chunky body-colored blackout grille.  The headlights are smoked, as well.  Small spoilers front and rear and fog lights in the bumper add a level of sophistication.  16″ wheels are standard.  It’s a stubby-tailed look thanks to the nearly vertical hatch, but the Spectra5 manages to look more “sporty” than “frumpy.”

The suspension was the first part of the Spectra5 to meet the city.  The four-wheel independent setup is augmented by stiff anti-roll bars and a strut tower bar for improved rigidity.  The Spectra5 still doesn’t feel as stiff as some cars out there, but this isn’t necessarily a bad thing, because there are potholes on Michigan Avenue big enough to knock a Civic unconscious.  The Spectra5′s unusually soft (for a compact) springs soaked ‘em right up.  The good rough-pavement ride translated to slightly dulled reflexes compared to a Focus or a Mazda3, but the Spectra5 is still responsive and a hoot to surf through traffic.  It’s a better handler than taller do-alls like the Suzuki Aerio and Chrysler PT Cruiser.  The four-wheel disc brakes were responsive enough to bring the Spectra5 down from speed when it became necessary to dive down alleys to avoid traffic.  Anti-lock brakes are optional.

The 2.0 liter four-cylinder under the hood is decently powerful.  138 horsepower is about par for cars of this size, but the Kia’s relatively large displacement means there’s plenty of torque on hand, and in Detroit’s mean streets, torque is king.  We fought for position as the road began to fill up.  Detroit’s aggressive freeways require a driver to exploit any opportunity, any space in traffic, and the Spectra5 was up to the task.  Continuously variable valve timing allowed the engine to breathe deeply when necessary, and to respond with power when needed.  The engine was a bit noisy at speed, but that’s par for the course in most economy cars anyway.  We didn’t care much for the floppy-feeling shifter that controls the five-speed manual transmission; the action was vague and somewhat imprecise.  A four-speed automatic is also available.

It’s hard work attacking traffic, and the Spectra5 offers a comfortable cabin from which to do so.  The seats are well-proportioned, the dash intuitively laid out.  There’s room for four adults and a baby seat; it may not look like it, but there’s slightly more passenger space in the Spectra5 than in a Toyota Matrix.  The door sills are higher than they look, which makes for a bit of a driving-in-a-tub feeling and creates some rear-three-quarter blind spots that proved to be something of a disadvantage when trying to maneuver.  Tweaks to set it apart from the run-of-the-mill Spectra include leather on the steering wheel and shifter, sport seats and cool aluminum-look pedals.  Front, side and side-curtain airbags are standard as well.

This cheeky little car isn’t intimidated by the challenges life throws at it, and that kind of heart is what makes a small sporty compact worth having around.  A healthy dose of affordability doesn’t hurt, either.  With antilock brakes, cruise control and a sunroof tacked on to the $14,995 base price, our Spectra5 stickered for just $16,885

Kia Spectra5:
All specs are for the 2005 Kia Spectra5, which we tested.
Length:         170.9 in.
Width:            68.3 in.
Height:            57.9 in.
Wheelbase:        102.8 in.
Curb weight:        2844 lb.
Cargo space:        18.3 cu.ft.
Base price:        $14,995
Price as tested:        $16,885
Engine:         2.0 liter DOHC inline four-cylinder
Drivetrain:         five-speed manual transmission, front-wheel drive
Horsepower:         138 @ 6000
Torque:         136 @ 4500
Fuel capacity:        14.5 gal.
Est. mileage:        25/33

We’re happy to say that we went with economy over brute strength, and it turned out to be the right decision.  Although their fuel-saving qualities are touted with city driving in mind, Honda’s hybrid-electric cars are actually more efficient on the highway.  Unlike Toyota’s Prius and other hybrids, which are “full” hybrids that can shut off the gasoline engine when it’s not needed, Honda’s hybrid strategy keeps the gasoline engine running at all times.  By using an absurdly small gasoline engine paired with an electric motor that provides additional torque, Honda’s hybrids are able to achieve excellent freeway fuel economy without sacrificing power or performance.

Considering the diminutive 1.3 liter four-cylinder engine under the hood, we didn’t think it was possible, either, but the Civic Hybrid didn’t disappoint in the least.  Honda’s Integrated Motor Assist (IMA) system incorporates a 13.4 horsepower permanent-magnet electric motor to boost the gas engine’s power when necessary.  Unlike the Toyota Prius, the Civic is not a “full hybrid,” meaning it can’t shut the gasoline engine off and tootle around on electric power.  This car is designed to maximize freeway efficiency, where the Prius’ forte is stop and go city traffic.  The Civic Hybrid will kill the gas engine at long traffic lights and when the car is at rest for extended periods, but when you step on the accelerator it bumps to life.  The IMA also charges its own batteries during braking.  We cruised all the way to NYC at our usual arrest-me speeds and still got over 45mpg.  Because the IMA steps in seamlessly to assist the gasoline engine when needed, we didn’t notice any weakness when climbing the Appalachian mountains.  When was the last time you were able to climb a long grade in a small, four-cylinder car without downshifting?  The Civic Hybrid manages this trick nicely.  Going almost six hundred miles between fill-ups isn’t bad, either.

Honda offers the Civic Hybrid with a choice of five-speed manual or continuously variable automatic transmissions.  We drove the stick, which was as direct and well-mannered as we’ve come to expect from Honda.

The only difference we noticed on the road compared to the “normal” Civic was a slightly tauter ride, thanks to the skinny tires that are exclusive to the Civic Hybrid.  These tires also aren’t big fans of grooved pavement, where we noticed some squirreliness.  Like the Civic, the Civic Hybrid uses a fully independent suspension with MacPherson struts up front and double wishbones out back.  It’s nimble around town, thanks to a diminutive 2700-pound curb weight.  Anti-lock brakes are standard, as is an efficiency-friendly electric rack-and-pinion power steering unit.  Don’t be intimidated by all of the electronic parts; the Civic Hybrid’s electric steering feels just like a traditional hydraulic unit.

Design quirks are subtle.  The Civic Hybrid looks pretty much like a regular Civic.  The body-colored grille panel has a flatter, more streamlined appearance.  The familiar triangular headlamps and taillamps are shared with the rest of the Civic lineup.  Bright 14″ alloy wheels are unique, and sharp-eyed car spotters will notice the narrow 185/70 series tires, the better for high-efficiency motoring.

The Civic Hybrid’s interior helps to combat the mistaken notion that all hybrids are no-frills economy cars.  Power windows, cruise control, side airbags and a tilt wheel are all standard equipment.  Quiet and comfortable, this car looks just like any other Civic inside, with the exception of the power-assist gauge on the dash.  We never got bored of keeping an eye on this gauge, which indicates the level of battery charge and engine assist, in an effort to maximize our fuel economy.  The seats are better than they’ve been in the past but are still prone to cause leg cramps in long-legged drivers like yours truly.  The cloth interior and dash materials are first-rate.  The rear seats do not fold down, but the 10.1 cubic-foot trunk is decently spacious without being expandable.  Quite a few passengers didn’t even know the Civic was a hybrid until it was pointed out to them.

In the end, we split the growing hybrid-electric market this way:  Toyota makes the best in-city hybrids, whereas Hondas are the long-haul roadtrippers.  As the hybrid market becomes more crowded in the coming years of course, this may change.  The Honda Civic Hybrid is priced comparably to the Toyota Prius, with an MSRP of $19,800.  After shipping charges, our test car stickered at $20,315.  If you’re a habitual road-tripper and a fan of the Civic, the fuel savings is more than worth it.

Specifications:
All specs are for the 2005 Honda Civic Hybrid, which we tested.
Length:     175.4 in.
Width:        67.5 in.
Height:        56.3 in.
Wheelbase:    103.1 in.
Curb weight:    2732 lb.
Cargo space:    10.1 cu.ft.
Base price:        $19,800
Price as tested:        $20,315
Engine:     1.3 liter SOHC inline four-cylinder
Drivetrain:     five-speed manual, front-wheel drive
Horsepower:     85 @ 5700    (est. 93 with IMA)
Torque:     87 @ 3300    (est. 116 with IMA)
Fuel capacity:    13.2 gal.
Est. mileage:    46/51

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A light redesign for 2005 gives the Focus a more grown up face, but its happy-go-lucky nature has only been strengthened.  The hard-core SVT Focus model has gone into the bunker with the rest of Ford’s Special Vehicle Team and is not available for ’05, but many of the SVT Focus’ go-fast goodies are available on a new mainstream model, the Focus ST.  The new design also (hopefully) means that the quality control problems that surfaced on the early Focus models in 1999 are long gone.

We’d like to credit the slightly more conservative styling for this being the first Focus we’ve test driven that didn’t net us a speeding ticket.  The edgy, triangular styling has been softened and squared off, giving the Focus a closer family resemblance to the all-new Five Hundred sedan.  The slope of the nose is less dramatic, and the clear-lens headlights look more upscale.  The diamond-pattern grille is more vertical.  Some Focus fans we know are unhappy with the revisions, but we like the new look.  The Focus is available in two-door hatchback, four-door sedan, five-door hatchback, and station wagon body styles–or, ZX3, ZX4, ZX5 and ZXW, to use their official names.  Our test car, a bright red Focus ST ZX4 sedan, compares nicely to Toyota’s Corolla size-wise.  The Focus ST is only available in the ZX4 sedan body style, and adds a chrome exhaust tip, unique 16″ wheels and subtle body cladding for a sportier look.

The interior benefits from some design changes as well.  Ford has taken some of the drama out of the Focus’ radical triangular dashboard, replacing it with a more squared-off, symmetrical unit.  It’s somewhat more bland, but also easier to use.  We liked the new radio control layout, but were unhappy to find that the center armrest still gets in the way when trying to shift, even in its folded position.  There’s finally space for small items too, with a large open center cubbyhole big enough to hold a PDA, small purse or several CDs.  A new driver’s side cubby is large enough to hold several compact discs, but its door had an obnoxious habit of falling open and smacking our left knee.  The optional Audiophile sound system can play MP3s, and includes a trunk-mounted subwoofer, good for tunes but not so good for hauling groceries.  The Focus ST gets a special interior with sport seats and silver-faced gauges, and the Focus can be had with leather if you want.  On the safety front, side airbags are available.

What hasn’t changed is the Focus’ ability to be a happy playmate.  The Focus ST gets a 2.3 liter four-cylinder engine that’s evolved from the SVT Focus’ power plant, and the 151 horsepower it provides is just about perfect.  It’s not overwhelmingly powerful, but it’s hardly tepid, either.  The Focus ST has enough power to chirp the front tires at will, and merging onto the freeway is a delight.  It’s docile enough, however, that wet weather won’t require undue attention.  We like the Focus ST’s five-speed manual transmission and shifter a lot as well.  It’s weighted and designed to appeal to drivers, with solid, positive shifts and just the right pedal and shifter feel.  There’s no automatic transmission option on the Focus ST, but regular Foci can be had with a four-speed automatic.

When the roads get twisty, few small sedans in this class can touch the Focus.  The ST’s MacPherson strut front and multi-link independent rear suspension provide a level of communication and control matched only by the chassis wizards at Volkswagen and the odd all-wheel drive car.  The Focus understeers, but allows the rear end to slip just enough to tell an experienced driver where the limit is, and even to steer with the throttle.  In real-person English, this means that the Focus ST feels confident around corners, even high-speed ones.  It never feels like it’s about to fling itself off the road, and emergency maneuvers can be performed without fear.  The available traction control offers an additional measure of confidence.  Anti-lock brakes are standard on the Focus ST and optional on other models.

Looking for fun in a small, affordable package?  Don’t assume that Toyota and Honda have that market covered, because Ford’s Focus is very much a worthy competitor.  In sporty ST format, the Focus is ready to go and play with the Mazda3 and Volkswagen GTI.  Our test car featured heated seats, a moonroof, side airbags and a leather interior, and this fully loaded, top of the line Focus hit the streets at just $20,615.

Specifications:
All specs are for the 2005 Ford Focus ST ZX4, which we tested.
Length:         175.2 in.
Width:            66.9 in.
Height:            56.3 in.
Wheelbase:        103.0 in.
Curb weight:        2697 lb.
Cargo space:        14 cu.ft.
Base price:        $17,705
Price as tested:        $20,615
Engine:         2.3 liter DOHC inline four-cylinder
Drivetrain:         five-speed manual, front-wheel drive
Horsepower:         151 @ 5750
Torque:         154 @ 4250
Fuel capacity:        14.0 gal.

For 2005, Suzuki has joined this complicated and competitive market, with a long-tailed version of the Forenza compact.  Riding the same chassis as the sedan (and, going farther back, as the Daewoo Nubira), the Korean-built Forenza wagon features a handsome design, a well thought-out interior and one of the best warranties in the business.

A pretty, understated face is among the Forenza’s best assets, and that’s true of the wagon as well.  The three-element grille and stubby, distinctive front end are the same as the sedan’s, and the extended rear cargo area is slightly wedge-shaped.  The car was penned by Italian design firm Pininfarina, and as a result lacks the “good-enough” design that tends to grace subcompacts.  The rear design is less distinguished, but still looks good.  Full-length roof rails similar to those on European wagons give an upscale touch.  It’s a decent cargo hauler as well, with 61.8 cubic feet of cargo space when the rear seats are folded.  15″ wheels are standard.

Inside, the Forenza wagon is decently appointed, a comfortable place from which to attack a day’s worth of errands.  Satin silver trim dresses up the dash.  The front seats are comfortable; the rears are even nicer thanks to generous rear-seat legroom.  We found the spacious central console to be useful during our weekly suburban chores.  Much attention has been paid to the interior noise level, and this car’s quiet on the road.  The Forenza is well-equipped, with heated mirrors, steering wheel audio controls, side airbags and an eight-speaker sound system on the standard equipment list.  The Forenza can also be dressed up with a leather interior and keyless entry.

Under the hood, there’s a 2.0 liter four-cylinder engine.  Dual overhead-cam construction ensures decent power and torque, but even with 126 horsepower the Forenza wagon is a bit underpowered.  Acceleration is tepid at best.  A five-speed manual transmission is standard, and a four-speed automatic is optional.  We drove the automatic, and had issues with its tendency to hesitate before downshifting.  This “lazy” quality tends to exacerbate the feeling of marginal power, and we suspect that Forenzas equipped with the five-speed transmission are peppier on the road.

The suspension boasts MacPherson struts up front and a dual-link rear end.  Like its sedan counterpart, the Forenza wagon is nimble on the road, and, more importantly, in parking lots.  The Forenza is less happy on the freeway.  The ride is nicely tied-down when traveling or cornering at reasonable speeds, but the car doesn’t quite feel as though it’s built to spend a day on the interstates.  Like the Toyota Echo and Saturn ION, the Forenza feels like a ’round-town car rather than a cross-country road-tripper.  Now, before we get enraged letters from Echo and ION owners, we’re sure that both of these cars (and the Forenza, too) are perfectly capable of driving from New York to Los Angeles.  They just feel out of their element while doing it.  And since the Forenza’s not being positioned as a road-tripper anyhow, it’s a largely irrelevant point.  Four-wheel disc brakes are standard equipment; ABS is optional.  Forenzas equipped with antilocks also get traction control.

Our test car stickered for $17,449, and a $500 antilock brakes option took that up to $18,494.  For a solidly average small station wagon, that’s pushing the high side.  However, add in the Forenza’s 100,000-mile/seven year powertrain warranty, and the price looks very fair indeed.  The underpowered engine won’t bother most consumers, though enthusiasts and leadfeet are advised to check out a Ford Focus wagon or a Toyota Matrix instead.

Specifications:
All specs are for the 2005 Suzuki Forenza wagon.
Length:     179.7 in.
Width:        67.9 in.
Height:        59.1 in.
Wheelbase:    102.4 in.
Cargo space:    12.4 cu.ft. (seats up); 61.8 cu.ft. (seats folded)
Base price:    $17,449
Price as tested:    $18,494
Engine:     2.0 liter DOHC 16-valve four cylinder
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     126 @ 5600
Torque:     131 @ 4000
Fuel capacity:    14.5 gal.
Est. mileage:    20/28