Personal Picks: Midsized SUVs

Models such as the Ford Explorer, Honda Pilot, Jeep Grand Cherokee, Toyota Highlander have been popular for years. This group easily makes up the bulk of SUV sales, probably because you can choose get almost any combination of three-row seating, good off-road abilities, luxury-lined cabins, boat-pulling grunt, or hybrid technology. Really, there’s something for everyone.

A recent Consumer Reports test group included a diverse cross-section of SUVs: the Chevrolet Traverse, Kia Borrego, Infiniti FX35, and Lexus RX 350. While the Chevrolet and Kia lean toward the practical side (both have 3rd-row seats), the Lexus and Infiniti, respectively, treat drivers to luxurious cabins and relatively sporty handling.

But when the rubber meets the road, which ones would we buy? Take a look at the testers’ personal picks:

Rick Small: While the Lexus RX is nice overall, it’s very expensive. I would save some money and buy the very similar Toyota Venza. The Infiniti FX is very quick and sporty, but it is a bit cramped for my tall frame and not as roomy or versatile as many in this group. The Borrego is priced right but rides stiffly, and it is not as economical as most in this category. The Traverse is the best of the GM offerings -- it does most things well and is roomy and not bulky to drive. However, reliability is still an open question. Overall, I still prefer the Nissan Murano. It has a good combination of comfort, performance, and fuel economy. The Honda Pilot is also a roomy, reliable choice but not if you are looking for a sporty ride. I look forward to testing the new Chevrolet Equinox, which looks promising with its choice of four-cylinder or V6 engines. Plus, it’s not as big as the Traverse, so it should handle better and be more economical.

Gabe Shenhar: Among these types of SUVs, I’m leaning toward the luxury end. I’ve always been drawn to the BMW X5. I think it looks great and it drives beautifully. It very much possesses the steering precision and body control you’d associate with a BMW. And, if you get the diesel, 22 mpg is pretty sweet for a vehicle this size. But it also costs a pile of money. No matter how you slice it, you’re hovering around $60K. That’s why my sensible side leads me to the Acura MDX. It’s smooth and refined, and it drives in a responsive, relatively connected way without beating you up. In terms of value for the money, I think it’s unbeatable. Everyone in my circle of friends and family to whom I’ve recommended the MDX couldn’t be happier.

And yet, both the X5 and MDX have become such an overly popular suburban soccer-mom mobile that I find myself balking at the idea. And both are kind of large for my personal taste. That’s exactly why I could see myself getting the new Audi Q5. It’s just the right size, so you don’t feel like you’re driving a truck. It has enough room, provided you are giving up the third row. It has a beautiful interior that’s tasteful, luxurious, and quiet. Most importantly, the Q5 is entertaining to drive with a sporty demeanor, good steering and a nice powertrain. As an extra bonus it also looks great. CRO subscribers can read about it on the Audi Q5 model overview page.  Or you’ll find it in the September issue of CR.

Mike Quincy: I so wanted to like the new Toyota Venza. It just seemed like the right size, and the styling really caught my eye. And when I drove it into New York for the city’s auto show, I got lots of questions from the parking attendants. They were mostly dazzled by the Venza’s slick lines and 20-inch wheels. But driving the Toyota made me feel like I had, well, influ-venza. The ride was harsh and noisy, I couldn’t see out of it, the steering felt dead, and the whole package needs to visit Jenny Craig. Instead, for a small-family-sized SUV with some pizzazz, I’d go with the Mazda CX-9. The Mazda’s handling is quite engaging, and the powertrain is surprisingly responsive. Three-row seating helps when my young boys want to each bring a friend to the movies, and the cargo area easily holds my bike. I wish the CX-9’s fuel economy was better (only 16 mpg overall), but, for me, it strikes the right balance between the nice-but-dull Highlander and the sporty but expensive and smaller FX35.

American Personal Picks: July 4th Edition

To celebrate the 4th of July, the Consumer Reports Autos team put together its patriotic personal picks focused on the American-brand models they would most like to own. Or, imagine that you’ve just accepted a new job with great pay and benefits, including a new car. However, you employer insists that it be an American-branded car. So we asked which one would you choose and why?

Car type and price were left wide open, giving the engineers and editors freedom to choose from the broad model pantheon from Chrysler, Ford, and General Motors. Interesting, many of the same vehicles were repeated throughout the picks.

Read on to see the red, white, and blue selections here, and comment below with your own choices this holiday weekend. For a more official take, see our post “Consumer Reports American Top Picks 2009.” 

Jeff Bartlett: For a practical choice, I would zero in on the Ford Fusion—A well-mannered, fuel-efficient sedan that is a terrific value and practical choice, made more appealing with its 2010 update. Beyond that, I see precious little from the Detroit 3 that would appeal to my below-$25,000 sensibilities. I favor a hatchback for versatility and prize personality. Not much meets that description from Detroit.

However, were gasoline once again cheap as water, the Chevrolet Camaro SS would be a slam dunk. It is a 30-year dream realized, almost. I have long wanted a first-gen Camaro reinvented with a modern chassis, powertrain, and safety features. But having driven it, I find I also want head room, rearward visibility, and more polished interior. Still, the new model drives as good as in my fantasy, looks stunning, and has terrific power. Should I trip over a lottery ticket or leprechaun, it would be a Corvette in the driveway, again. The Z06 and ZR1 deliver exotic-car performance in an all-American sports car, though I would choose the new Grand Sport version. The name alone conjures a legendary heritage. This special-edition has Z06 appearance elements and brakes, distinctive trim details, and a more-than-adequate 436-horsepower LS3 V8. Yeah, that’d be it.

David Champion: I would choose the Ford Fusion, Flex or Chevrolet Traverse. The Fusion’s top-notch reliability is a real breakthrough for a domestic brand and the car is fun to drive. The Flex is just the right size to carry either people or cargo—it’s comfortable and quiet and makes for a great road-trip vehicle. If I were in the market for a three-row SUV, the Traverse would be on my list for its ability to handle a variety of duties, plus its ride and handling are impressive for its size. But its sibling’s first-year reliability has been very disappointing.

Eric Evarts: If I could afford a $40,000 entry-level luxury sedan, there’s no better example on the market in my book than the new Cadillac CTS. It’s quicker than a BMW, handles as well, has more room inside, and looks wicked. While earlier CTS’s had cheesy-looking and poorly laid out interiors, the new one’s feels rich, and much warmer, more practical, and easy to use than European equivalents. Even better, I could get it with all-wheel-drive to get home from work up my hill in a snowstorm. (In fact, my neighbor did.) Even the automatic transmission that comes with the all-wheel-drive model is smooth, crisp, and responsive. So it doesn’t feel like a sacrifice.

But you don’t have to spend $40,000 to get a great American car. I prefer the new Chevrolet Malibu and the Ford Fusion to the Toyota Camry and the new Honda Accord, which both feel too big to me—even if I really like the VW Passat better than any of them.

Mike Leung: For me, I like the Cadillac CTS-V and Chevrolet Corvette. They’re stylish and fun to drive. Although the practical side of me would also go for the standard CTS, which is less fun to drive, but it has a very nice interior and is still quite stylish.

Tom Mutchler: A dream of mine is to get a 25-foot Airstream along with a pickup truck as a tow vehicle. Starting out with a smaller RV for now, I picked up a used T@B teardrop trailer, choosing our 2009 Chevrolet Silverado to go get it. We put 1,400 miles in three days on that truck and found it to be a comfortable and easy-to-live-with travel companion. Sure, a loaded Avalanche or a GMC Sierra Denali would be sweet, but a “modest” Silverado remains a very nice truck. I want one.

But a truck isn’t exactly what I want for a daily driver. Lots of domestic cars qualify. The Chevrolet Malibu is one of my favorite family sedans; I’d take a four-cylinder LT over the stiffer-riding LTZ. We found that the four-cylinder Malibu’s fuel economy beat the four-cylinder Accord and Camry in our tests, and I find the Malibu more stylish than the Ford Fusion/Mercury Milan. If I got a management job, maybe I could swing a Cadillac CTS—a very appealing sports sedan.

Finally, I’ve come very close—more than once—to buying a Ford SVT Contour or Focus. Both were tremendously satisfying driver’s cars. There isn’t really anything in Ford’s domestic fleet that currently qualifies, but I’m looking forward to the upcoming European-based Fords. Even the Transit Connect has steering feel that rivals some sports cars…

Mike Quincy: I’ve grown very fond of the new Dodge Ram pickup truck. It’s quieter inside than a congressional hearing on Wall Street bonuses. But the Ram’s open bed isn’t secure like the Chevrolet Avalanche’s – another truck I love. Tough call between these two. But these vehicles are all work, and I have to weigh in on stuff for play. The Chevrolet Corvette is often my answer to the question “If you could have ANY car, which one would it be?” Corvettes of various generations and horsepower ratings have accompanied me on trips from Boston to Washington, D.C. The combination of awesome power, secure handling and tolerable ride is amazing. I’ve often said that if GM put as much effort into the rest of its line as it so obviously has with the Corvette, it would rule the world. I’m also a big fan of the fun to drive Ford Mustang GT. I love its looks and distinctive V8 rumble, and I’ve enjoyed driving our recently acquired ’09 GT.

Gabe Shenhar: I think the Ford Fusion SEL V6 makes for a good family sedan. Even though it’s based on the previous-generation Mazda6 and is built in Mexico, it qualifies as American by most definitions. The Fusion steers and handles well with a nice ride. For a larger sedan, I’d take the Pontiac G8 GT. I love this car. With Euro-style ride, handling and braking and some rough-and-tumble American muscle, this Aussie import is exactly what the British would call a Q-car – an incognito fierce performance machine. If my budget allowed me to go more upscale, I’d be happy with a Cadillac CTS. This home-grown Detroiter looks gorgeous and drives almost as beautifully as a BMW 5 Series. And I personally think it steers better than an Infiniti G37. The larger Cadillac STS has even more comfort, quietness and roominess thrown in, yet is still a solid, enjoyable drive.

For SUVs, I’d look at the Jeep Grand Cherokee Limited 4.7, really one of Chrysler’s only worthy models. It has a character, looks and the off-road ability befitting a Jeep. And yet, it’s brisk and fairly capable on the road with some handling response and decent seats. For a model with three-row seating, I’d choose the Chevrolet Traverse. It’s roomy and drives well. This coach feels solid and quiet without being the Queen Mary II. And I prefer its looks over its three other siblings. In the absence of a domestic minivan, its functionally comes close to that most-efficient suburban vehicle.

Rick Small: I would buy a Ford Fusion, Flex or Edge. These models have a sportier feel than much of their competition and they’re attractive designs to boot. Discounting for these models is prevalent, so you can get a good deal. The Fusion and Edge are also reliable. Finally, Ford isn’t taking any bail out money (yet) which means the company should be around for awhile.

Personal Picks: Scooters and motorcycles

Summer has arrived, bringing with it warm days and elevated gas prices—conditions that make riding a scooter or motorcycle more appealing. If you are looking to buy your first two-wheeler, there are many things to consider, such as licensing, safety, and model choice. See our scooter and motorcycle report for buying advice, ratings, and safety information. 

For our report, we tested several small scooters (50cc), large scooters (125-150cc), and motorcycles (250cc). We have to confess, the staff enjoyed donning helmets and riding these bikes on our track and real-world streets. Through the process, everyone learned something about entry-level bikes and which they would choose.

Here’s we share personal picks from the test and editorial staffs.

Eric Evarts: There’s no question, the Kawasaki Ninja 250 is great fun to ride. Corners feel invigorating, as you lean the bike into turns, crouched over the handlebars. The little engine screams to redline, which comes up in a flash. And the brakes haul you down like you rode through glue. Best of all, the Ninja costs less than some of the scooters we tested.

For me, though, the best use of a motorized two-wheeler is in not taking a 3,500-pound car on simple, local trips to town for shopping and other errands. And for that, a scooter would work a lot better (providing your errands don’t include a week’s worth of groceries for a family of four). They have a lot more storage space, plus the easy step-through seating and lack of manual gear-shifting makes riding a lot easier. And by far the best scooter of the bunch is the comfortable and capable Kymko People. Its big wheels mean not every pothole is a menace, and it responds more like a motorcycle in curves.

It’s an axiom around here that riding a scooter makes everyone look like a dork. And that may be true. But if we could just man-up the Kymco’s color a little bit, it could feel a bit more righteous, rather than embarrassing.

Mike Leung: The Kymco People was the only scooter I’d consider of the group we tested. It was quick enough, went fast enough and felt the most stable in a corner (I’d remove the kickstand that scrapes on hard cornering, though). Plus, I’d choose a different color.

The Vespa 150 was nice enough in terms of comfort, but its cost is prohibitive and the performance was sub-par for that price tag.

The Honda Ruckus would be good as a pit vehicle at the race track.

Gene Petersen: A lot of people consider purchasing a scooter to save on fuel, but with overall mileage of many being not much better than a hybrid car, I wonder if they make sense. Still, if you’re going the scooter route, there are only really two that we tested that can be used for practical transportation: the Kymco People 150 and Vespa LX 150. Both feel substantial enough to ride securely around town and have just enough power to keep up with the flow of traffic typical of city and suburban roadways. I like the Kymco over the Vespa for its lower leg reach to the ground when at a stop, and the larger wheels bridge over cracks in the road to make for a smoother ride.

Before giving up four wheels for two, I think that anyone considering a scooter should take a scooter/motorcycle safety course.

Mike Quincy: I’ve had a great time getting reacquainted with two-wheeled motorized transportation. Like many, I used to ride but got sidetracked by houses, kids, and getting older. I’m glad to be back.

I like the classic looks of the Vespas we tested, but I can’t get past the price. Over $4,000 for the LX 150? You’ve got to be kidding. These things are supposed to save money.

I think if I spent the summer on Block Island, Martha’s Vineyard, or Nantucket, I’d get a Honda Ruckus. It seems nearly indestructible, has a classically-Honda smooth engine, and a no-nonsense attitude. I’d get it dirty, leave it out in the rain, ride it on the beach, and not worry a bit.

But for all-out fun, nothing comes close to the Kawasaki Ninja 250. It’s so unbelievably easy to ride and more comfortable than it looks. It could be the best bang-for-the-buck of anything with wheels and an engine.

Gabe Shenhar: As a former motorcycle rider, I came in to this test with the notion that scooters are by definition inferior to motorcycles. But now, after testing a bunch of scoots and as a middle-aged man, I discovered that scooters can be fun, a whole lot easier to ride and yet without hurting one’s masculinity. (Ahem – Ed.) They are easy to get on and off, have an upright riding position, under-seat storage, and their CVT automatic transmissions work well.

So with all the sex appeal of motorcycles, for me it’s “been there – done that.” Among the scooters we tested, we were quite surprised with how well the Kymco performed – quick, quiet, stable and sparing with fuel, but I could never see myself on one because it is just sooo ugly. That leaves only the Vespa LX 150 as a viable option – it’s quick enough, comfortable with a just-right riding position, wide and comfy suede seat, and of course, its classic charm.

Jim Travers: I’ve always felt more at ease and in control on motorcycles than scooters. Some may find the high, chair-like seating position of scooters more comfortable and their step-through frames easier to get on and off, but I’ve always felt like I’m perched high atop a scooter, rather than being an extension of it. You use your legs and body to help lean and control a motorcycle much more than you can a scooter, and a motorcycle’s larger wheels and tires add to that feeling of stability.

That said, my pick is the Kawasaki Ninja 250, hands down. The frame fits my own 6’2” frame much better than the Honda Rebel, and the ride is surprisingly comfortable. The Ninja is nimble, with precise handling, and the brakes are terrific. And there’s something about running the sporty, affordable Ninja up through the gears to that 13,000-rpm redline that never gets old. All this, and decent fuel mileage, too.

Personal Picks: Small cars

With all the doom and gloom news dominating the airwaves these days, it’s good to know that there’s a new, small car that really blew us away...and it doesn’t cost a fortune. For about $17,000, the manual transmission Honda Fit goes from 0-60 mph in under 10 seconds, holds five people (or lots of cargo) and still gets 33 mpg overall. Remember the “economy” cars of the 1980s? While several got terrific fuel economy, none were as comfortable, fun to drive, or as safe as the Fit. It does so many things well, the Fit is the answer to many buyers’ needs.

As gas prices continue to climb, more and more people may retreat to smaller, more fuel-efficient cars. All of the other fuel-thrifty models in this test group--the Chevrolet Aveo, Nissan Versa, Suzuki SX4, and Toyota Yaris--were competing for second place.

But vehicle choice is a personal one, and here are our staff picks:

Mike Quincy: The Smart ForTwo sparks more conversation than just about anything I’ve driven in the last 10 years. But when people ask me about the diminutive design, I immediately bring up the Honda Fit. I’ve repeated these lines so many times: For about the same money as the Smart, the Fit is immensely more fun to drive and easier to live with. The Fit is faster, has superior steering, loads more cargo room, and only gives up 6 mpg overall. I don’t hate the Smart, but there’s no way I’m buying one over a Fit. Finally, what puts the Fit over the top for me is the relationship between its four-cylinder engine and manual transmission. I can’t think of many engine/transmission combinations that come close to the shear precision of their operation. And after running through the gears in our manual Sport model, I have to again remind myself that it only costs $17,000. The Fit is the smartest choice.

Gabe Shenhar: The engineer in me admires the originality of the Honda Fit design. What a genius of a car. With the gas tank mounted under the front seats, rather than the rear seat, it frees up a lot room, which gives the car its amazing spaciousness and in-cabin flexibility. It’s not for nothing the Fit has already established a cult following during the relatively short time it’s been for sale in the U.S.

But I’d have trouble shelling out $16,000 on a new Fit that’s still a noisy and jittery-riding car. For me, a used Mini Cooper for similar money would be much more enjoyable with similar gas mileage, go-kart agility, and nicer interior (but, admittedly, less space). You can’t have everything.

Rick Small: These small sedans are enjoying a surge in popularity due to poor economy and fresh memories of high gas prices. The Subaru Impreza is a nice car, but only comes in AWD--hurting fuel economy--and the driving position doesn’t fit my tall body as well as some. The Hyundai Elantra is very nice, has a long warranty and good fuel economy. The Toyota Corolla gets very good fuel economy but my tall frame also doesn’t fit in it so well. The Ford Focus has lost some of its grip and with it went braking distances and some of the fun-to-drive factor. The Focus’s driving position is decent for tall drivers but it has no rear headrests which is a serious safety omission. The VW Rabbit feels more solid and sporty than some here and has a good driving position for taller people.

All that being said, my favorite, though, is the Mini Cooper. Both the base and S models are a blast to drive, get very good fuel economy and surprisingly have a very good driving position for tall drivers. The back seat is petty much for storage or very small passengers, however. The Honda Fit has a versatile interior, a useable rear seat and good driving position for taller drivers; a new tilt-and-telescoping steering wheel really helps here. The manual shifter feels sporty. Fuel economy is very good--even with the automatic transmission--but if you want even more mpg, get the manual.

Tom Mutchler: True confession time: I had already written my Personal Pick for this group, the Honda Fit. I started out with a diatribe about the lack of ESC unless you get navigation, but then noted that the Fit was great fun to drive with a very clever interior.

But then I read a post on our expert forums by a Pontiac Vibe owner, suggesting that his car might be the best "budget car" over the Fit. Never mind that the Vibe is larger than the Fit and isn't really a subcompact, or that the MSRP of his Vibe 1.8-liter manual with air and power accessories is $18,630 compared to the $16,730 Fit Sport manual.

Let’s examine his idea. First, that price difference mostly dissolves with the Vibe’s incentives. You can likely buy that Vibe for a little over $17,000; you’ll probably pay list for the high-demand Fit. The Fit doesn't give you the Vibe’s standard ESC or a fold-flat front passenger seat or OnStar. (You do get iPod control and alloy wheels on the Fit Sport; the cheaper base Fit lacks cruise control.)

The Fit isn't exactly a ball of fire and the interior trim is on the cheap side - ditto for the Vibe. Neither is that quiet inside. We haven’t tested a Vibe 1.8-liter manual, but given that our Toyota Corolla manual got 32 mpg overall with the same engine, we’d expect the larger Vibe to get something less. Not quite up to the Fit Sport manual’s fuel economy, but probably still quite good.

Both have room for four and a spacious cargo area. The Vibe has long been reliable too--remember, it's basically a Toyota Matrix that costs less.

My heart still leans towards the spunky, fun-to-drive Fit (or a used Mazda 3s Touring); put simply, I wouldn't look forward towards hustling a Vibe down a twisty road. But logic says that a discounted Vibe is a fine alternative.

First impressions: Piaggio MP3 motor scooter

Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York. This is part two of three. Also see our first impressions of the Aprillia 850 Mana and Can-Am Spyder.

Piaggio MP3
Like the Can-Am Spyder, the MP3 scooter also has three wheels, with two in front. The big difference is that unlike the Spyder, the MP3 leans in turns like any other Scooter. A button on the right handlebar can lock it upright at low speeds, for parking and standing at a traffic light. There is also a manual parking brake.

The version we drove had the largest engine offered, a fuel-injected 492cc single-cylinder with 40 hp, mated to a continuously variable transmission, as is typical with scooters. It also had a large, protective fairing and windshield.

The MP3 is hefty. It weighs 538 pounds and costs $8,899--more than many midsized motorcycles. Smaller versions, with 244 cc and 399 cc engines are available for $7,199 and $8,699, respectively.

Eric Evarts: The MP3 was the easiest and most relaxed of the three bikes, which is not surprising for a scooter. What did surprise me was the power from the big 500 cc model. The unique three-wheeled suspension was almost unnoticeable once I was on the bike. The only strange thing was trying to weave through potholes and not knowing exactly where the front wheels were. Piaggio claims the extra wheel gives the MP3 much better braking than most scooters, which seems plausible. The big fairing made riding fast more comfortable than on the other bikes. But for almost $9,000, I’d rather make a nice down payment on a Honda Fit.

Gabe Shenhar: What an engineering marvel! Just to behold that articulation of the two front wheels is a joy to the engineer in me. Riding it is a fuss-free, comfortable affair. It is fairly agile, although doesn’t encourage sporty driving. The ability to crawl or wait at a light without a foot on the ground is great for beginners, as well as for those who can afford the convenience. I only missed not seeing the front wheels and knowing exactly where I put them on the road, such as when trying to avoid a patch of oil on the road.

Jim Travers: The Piaggio MP3 is an interesting concept. Like the CanAm Spyder, it is a three-wheeler, with two wheels up front. But unlike the Spyder, the two wheels are close together, and a sophisticated suspension lets you lean in turns like a conventional motorcycle. This is good. But when stopped, you can lock the suspension so the bike holds itself up. That’s a convenience, I guess, and might work sort of like training wheels for a new rider. But two wheels will always weigh more than one, and the MP3 felt front-heavy to me. Extra weight plus added cost doesn’t add up to fun for me.

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

First impression: Can-Am Spyder motorcycle

Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York. This is part two of three. Also see our first impressions of the Aprillia 850 Mana.

Can-Am Spyder
The Can-Am Spyder is a three-wheeled bike with two in front and one giant wheel in back. The Spyder is made by Bombardier Recreational Products, which also makes Ski-Doo snowmobiles and Sea-Doo watercraft. It uses a 106-hp, 998 cc Rotax V-twin engine and belt drive, and it is available with either a five-speed manual or CVT automatic transmission. It even has a reverse gear and standard electronic stability control. It weighs 697 pounds.

Base price is $16,199 for the manual transmission model. The CVT adds another $1,500.

Eric Evarts: A Can-Am spokesman told me this bike is meant to attract new riders to cycles. Indeed, as a relatively novice rider, it had looked intriguing to me on the road as a more stable, potentially user-friendly alternative to a motorcycle. But the stability that was attractive standing still turned into a liability in turns. Since the bike doesn’t lean, you really have to. So it’s not an alternative for people with physical disabilities for example. In turns, it’s a really long reach to the far handlebar, and it’s hard to know where its limits are. Clearly, there is a learning curve. Perversely, the new rider in me found it more intimidating than two-wheelers.

Gabe Shenhar: The Can-Am’s width undermines the feeling of riding a bike. The fact that it doesn’t lean further removes the natural flow of man and machine. It is very fast, but only in a straight line. It does not like cornering. In fact it is so reluctant to turn that you have to “help” it by leaning your body outward like on a boat or an ATV, and that requires quite a bit of physical exertion.  To me, there was nothing fun about the Can-Am, or maybe I just didn’t get the point. I was happy to get off of it.

Jim Travers: Riding the Can-Am Spyder is unlike any other vehicle I’ve driven or ridden. The big three-wheeler, with two of those wheels and a lot of weight in front, feels more like a road-going snowmobile than a motorcycle. Fast and powerful, the company says the 106-horsepower engine is good for 0-60 mph in 4.5 seconds. I don’t doubt them. But in spite of lots of grip, I never felt comfortable in corners. I didn’t push it hard enough to activate electronic stability control, but it still felt disconcerting and twitchy. And the faster I went, the more it felt like work. Some of this was undoubtedly due to my inexperience, but frankly, I’d just as soon take my bikes with two wheels.

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

Suzuki SX4t: Sport compact muscle car

You may pine for the Chevrolet Camaro, Dodge Challenger, and Ford Shelby GT 500KR, but this may be future of pony cars.

The SX4t is small, it’s squat, and it’s based on an economy car. When viewed from across a parking lot, it looks a lot like a regular Suzuki SX4. Once I saw it in motion, the lowered stance, distinct noise from the wastegate-dumpin’ boost, and the carbon-fiber hood made me take a second look at the SX4t Concept. And after a few laps around Pocono racetrack, I came to the realization that vehicles like this will most likely be the next-generation of pony cars. Bold statement, I know, but hear me out.

I drove the SX4t at the last International Motor Press Association (IMPA) Test Days, an annual event for journalists in the New York metro area, where members assemble at one venue and sample press cars from a wide variety of manufacturers. For many freelance and local journalists, it’s an opportunity to get into cars they may not be able to drive until months later. And even for us at Consumer Reports, there are cars we may not have at our test track for months because they aren’t yet for sale, or may never be. Such is the case with SX4t.

Track time with the SX4t
When we tested the SX4 in December 2007 (road test and ratings available to online subscribers), we said it had good handling and great visibility as a little all-wheel-drive runabout. But, the ride was stiff and the 143-hp, 2.0-liter four-cylinder engine was underpowered. In fact, the SX4 with a four-speed automatic was one of the slowest cars we had recently tested.

Suzuki worked with an outside group, Road Race Motorsports, and came up with a bit more power for the car. A turbocharger with seven pounds of boost pumped power up to 221 hp and 208 lb-ft of torque, sizeable increases for this small car. New springs, performance brake pads, a five-speed manual transmission, 17-inch wheels with performance tires, and some “go-fast-looking” details rounded out the package.

Running through the curves, turns, and chicane on the Pocono road course is where this little rocket shined. The upright seating position and windscreen made it a snap to hit apexes. And there is a different type of fun when tossing a small car around a track than piloting an uber-horsepower GT around the same course. There was a bit of bounce from the shock absorbers that are a bit soft and not matched well with the stiffer springs. But the little SX4t was really fun to drive. And I wasn’t just the only fan. Consumer Reports Sr. Automotive Engineer Jake Fisher and resident hot shoe thought it was one of the most enjoyable cars at the event.

So, what makes it (and its ilk) the next pony car? Economics. The cost of gasoline and rising car prices, compounded by the other rising costs in life, mean that there isn’t money for young enthusiasts to buy a Camaro, Challenger, or Mustang, if they are even interested in them. A point I am reminded of as we are testing these nostalgic muscle cars. (See our muscle car preview video.) Remember, the Boomers of today lusting after these retro-cars were the teenagers and twenty-somethings of the 1960s. Today’s Gen Y was weaned on compact imports.

That demographic today isn’t spending $30,000 or more on fuel-swilling car that is largely impractical. Their lower earning power and PlayStation pedigree means they need an affordable, reliable, safe, and fuel-thrifty car that is still fun. Big horsepower is exciting, but cars like the SX4t concept, the Chevrolet Cobalt SS, and the Scion tC are where the money from young enthusiasts will probably be going.

What cars do you think Gen Y and Millenials will lust after in their middle age?

—Jon Linkov

First impressions: Aprilia 850 Mana

What’s a motorcycle? That’s the question begging for an answer after three Consumer Reports staffers had a chance to sample a few bikes at a recent driving event outside New York, including the Can-Am Spyder and the Piaggio MP3 (shown right). This is part one of three, focused on the Aprillia 850 Mana.

In keeping with our coverage of scooters and entry-level motorcycles, we focused on three models geared toward new riders, aiming to make it easier, and in some cases safer, for new riders to manage a bike. For instance, these three models use continuously variable transmissions to eliminate worries over shifting and the clutch. And two of these models have three wheels to alleviate possible stability concerns.

We didn’t test any of them at our test track and only had time for quick impressions on about a 10-mile driving loop. That said, here are some informal first impressions of the three staff members who rode them.

Aprilia 850 Mana
The 850 Mana is a traditional motorcycle but with a twist. Unlike most motorcycles, it has a scooter-like continuously variable transmission. The transmission has three automatic shifting modes: Sport, Touring, and Rain. It can also be shifted manually through seven ratios, using either a traditional foot lever or buttons on the left handlebar.

Like many scooters the 850 Mana has an enclosed storage compartment where other motorcycles’ gas tank would be. It is big enough to hold a full-face helmet. The gas tank is under the seat.

The engine is an 850 cc, water-cooled V-twin producing 76 hp. The bike weighs 491 pounds. But it isn’t cheap for new riders, at $9,899.

Eric Evarts: The 850 Mana took me by surprise. I expected it to feel big, powerful, and intimidating, but my expectations couldn’t have been further from the truth. The power, brakes, and ground clearance that made it easy to lean hard into turns all made it a cinch to ride fast. The best part was the CVT, which would allow new riders to focus their full attention on the road, rather than concentrate on shifting. And it took nothing away from performance or the joy of riding. Throttle response is quick, and you can shift manually when you want. If I had one nit to pick, it would be nice to have an automatic mode a little sportier than Touring and much less aggressive than Sport. The Mana’s helmet storage compartment and 12-volt power port are icing on the cake.

Gabe Shenhar: The Aprilia was a treat to ride. It was super agile with effortless power and great brakes. It also had a nice, compliant ride, was vibration free, and didn’t fatigue the wrists or lower back. It was strange not having a clutch on the left, but easy to get used to. With its agile and fluid handling it reminded me of a Ducati I rode years ago--quite a compliment. Too bad the bike had no tachometer.

Jim Travers: As a rider from way back, I like that the Aprilia 850 is a real motorcycle. And a nice one at that. With balanced, predictable handling, terrific suspension, easily modulated brakes, and a comfortable riding position, I enjoyed it the most of the three on the twisty roads in and around the state park where we had an opportunity to ride. Power was adequate in the hills, although I never got used to the automatic transmission. My left hand kept reaching for an imaginary clutch lever as I manually shifted through turns. Old habits die hard. 

Also see our first impression of the Brammo electric motorcycles coming to Best Buy.

Read our scooter and motorcycle buying advice and ratings; watch our video scooter buyer's guide; and check our more motorcycle blogs.

Personal picks: Small SUVs

Small is the big word these days. Many people are surviving on less, buying less, and downsizing. But small doesn’t have to mean uncomfortable or compromising when it comes to living with a small SUV. In fact, some even offer a token third-row seat and nominal towing capacities–some can handle up to 3,500 pounds.

And if fuel economy is a chief deal maker, one model–the Mercury Mariner Hybrid (twin to the Ford Escape)–got an impressive 26 mpg overall in our tests. However, what might be the deal breaker here is that it cost several thousands more than most competing models. (Ours rang in at $36,615.)

Here are our picks for this category:

Mike Leung: The V6 Toyota RAV4 has been a perennial favorite of mine since its debut, because of the wonderfully flexible engine that mates good acceleration and performance with very reasonable fuel economy.

New to my list is the VW Tiguan. The 2.0T engine is really good and handling is similar to a GTI. My only reservation about the Tiguan is VW’s spotty reliability and their higher cost to own.

Between the two vehicles it’s a tough call which one I would prefer, but they’re both at the top of my small SUV list.

Rick Small: There are many small SUVs today with many new ones showing up. It’s a rapidly expanding market with growing popularity. They do have many advantages over the older truck-based models, with improved handling, smoother rides, and greater fuel efficiency. They are also very roomy for their size and have folding rear seats, adding to their usefulness.

Overall, I like the Honda CR-V and Hyundai Santa Fe, which are both much improved over their earlier versions. And while the CR-V’s fuel economy is good, it can’t tow too much. I need a 3,500-pound towing capacity for my boat, so that leaves the four cylinder models off my list. The Santa Fe and Toyota RAV and Mitsubishi Outlander offer V6s that will tow what I need. Of these, the Outlander is the sportiest of the group and it fits my 6’ 3” frame the best as well–although my wife complains about the lack of leg room on her side, so I guess Outlander’s off my list.

The RAV is a good choice but I don’t like the right-hinged rear cargo door; a hatchback design is much more user-friendly. Also, the RAV’s seat comfort is not that great for taller drivers.

In the end, my favorite is still the Nissan Murano, which can be a bit more expensive but is quicker, bigger and sportier than most of these and manages a decent 19 mpg. The new 2010 Chevy Equinox looks interesting and could be good competition here. We’ll be testing it as soon as it’s available.

Mike Quincy: I think the Mariner/Escape hybrids have faults (expensive, noisy, not a wonderful ride), but I’m mostly dazzled with their fuel economy. I’ve mentioned it before in several blogs, but I’m a total sucker for a lengthy cruising range–and these hybrids clock in at 435 miles before the low-fuel light starts to glow. That’s impressive enough for me that I can forgive many of the SUV’s other downsides. The 4-cylinder RAV4 also has excellent fuel economy and only 10 few miles of range (and it cost a WHOLE lot less), but I absolutely hated the seats in our tested base model. Even a short drive made me feel that I was about to fall off the front edge of the seat–ours didn’t have a seat cushion tilt adjustment. The upscale RAV4 leather seats are much better, but opting for the Limited trim line bumps up the price considerably (especially with the V6). So if I’m going to go small with an SUV, I’m leaning toward big fuel economy.

My favorite Pontiac–The Phoenix

In 1982 I bought a luxurious and sporty 1980 Pontiac Phoenix. It may well have been the worst car I ever owned. But my Phoenix’s many dimensions of awfulness provided hooting entertainment for my friends, and valuable lessons in humiliation and disappointment for me.

The 1980 Phoenix, to remind you, was one of GM’s promising front-wheel-drive X cars, downsized but feature-laden compacts designed to cope with a recent “energy crisis.” Gasoline had hit a shocking .70 cents a gallon.

I bought my Phoenix second-hand for $3,000. It was the first car I owned that had power windows, let alone power seats, air conditioning, and a sunroof. The back half of the roof was a padded-vinyl “landau” treatment, giving a sporty touch. Believe me, it was a big step up from my previous car, a 1975 Pinto. I was 30 years old and about (I thought) to get married. The Phoenix looked like the kind of staid but comfortable car that I believed married people were supposed to want.

Like a bad marriage, there were problems from the start that I should have seen coming. The first time I drove it, the engine stalled when I made a hard left turn from a stop light. I though it was a fluke. It wasn’t. The power steering pump drew so much juice from the engine that the carburetor couldn’t cope. I adapted. I coped. I either avoided hard turns from a stop or prepared the way a one-legged man does when about to get out of bed.

Electrical problems became a constant companion. We always stalled at least once on startup, because the Phoenix wanted to remind me who was boss. The whole warning-light array would come on while driving on the highway. That was the Phoenix telling me it was in a very bad mood. The engine then started quitting anytime, anywhere. In six months I was towed to a AAA garage seven times. The garage guys and the dealer all tried their hand at extensive under-hood rewiring. Every repair cost about $300 and worked for at least a week.

The snazzy pop-up sunroof started leaking whenever it rained. The dealer wanted $150 for a new rubber gasket. To heck with that. With a bead of my trusty Eastman 910 adhesive, later made famous as Krazy Glue, I sealed it shut forever. Well, almost.

Any form of self-service turned out to be beyond my abilities. The oil filter, about the size of a baseball, was hard up against the firewall and inaccessible to an adult with normal-sized hands. The battery (I needed three in two years since power-draw was constant even when the car was off) was bolted on at its base, requiring a 12-inch wrench extender, then a rare commodity. Once you undid those bolts, guiding them back in was like steering the Moon Rover from Houston.

One night in lower Manhattan, I hailed a Yellow Cab. Not for a ride, but to get a jump start for the Phoenix. As the engine cranked to life and we undid the cables, a small fire started in the engine bay. I let the hood drop, jumped in the cab, and rode up to Grand Central. The next day AAA hauled away a Phoenix that would never rise from the ashes.

In 1983 I interviewed at Consumer Reports. During my chat with then Editorial Director Irwin Landau, I asked if CR’s autos department had noticed anything screwy with GM’s 1980 X Cars. He directed me to the September, 1979 edition when the magazine had tested four of them. They had averaged 22 defects which turned up during testing. Among them: repeated stalling, stuck automatic choke, a new carburetor needed for the Phoenix, a loosely bolted torque converter that damaged a starter, and a refrigerant hose burned through by coming in contact with the exhaust pipe.

Lesson learned: I should have been a subscriber before I bought this nightmare.

--Gordon Hard