Videos: Sporty cars

For our October-issue road tests, we rounded up a group of nine small, sporty cars that are big on fun. In these videos, Consumer Reports auto experts walk (and drive!) you through the highs and lows of their tests of these sporty cars.

Here’s a brief snapshot of each:

BMW 135i: It is small inside and not cheap, but Consumer Reports found the 135i simply a joy to drive.

Chevrolet Cobalt SS: Chevy transformed its mediocre Cobalt into a sporty coupe, with a powerful turbocharged engine and very capable handling and braking.

Dodge Caliber SRT4: The SRT version adds lots of power and sporty cues to the unrefined Caliber, but that doesn’t make it much fun to drive.

Mitsubishi Lancer Evolution: The Evolution is brilliant on our test track and a blast to drive on the street, but it’s not comfortable for a daily commute.

Nissan Sentra SE-R: The SE-R is an economy car with great fuel economy and sporty personality, but it falls short of being a true fun-to-drive sports sedan.

Subaru Impreza WRX: Redesigned for 2008, the WRX is still quick and now is roomier and more refined—but sadly some of the fun is gone.

Subaru Impreza WRX STi: The STi is very fast, has lots of grip, and the hatchback adds utility. Unfortunately the handling doesn’t live up to the car’s potential.

Volkswagen R32: The highest performance version of VW’s GTI, the all-wheel-drive R32 is luxurious and fast.

Volvo C30: The C30 is pleasant to drive with distinctive styling, but it is expensive compared to some other more entertaining hatchbacks.

A wide range of prices and driving characteristics are represented here. Between the videos and road tests, you may find a sporty car that matches your personality and budget. Read the full story on sporty cars. And for more insights, see the staff’s Personal Picks from this group in parts 1 and 2.

Personal Picks: Sporty cars, part 2

Continuing our staff's personal insights into the October-issue sporty car test group. (Read: “Personal Picks: Sporty cars, part 1.”)

Rick Small: I was a bit disappointed in the new Subaru WRX/STi. The cars have more power but lost some of the sporty feel in acceleration and handling, thus losing some appeal. The Evo is much sportier with better low-end power and crisper handling. It is an enthusiast’s car with a stiff ride, limited driving position, and plenty of noise that may be too much for everyday use for some people. Definitely a “try before you buy.” And the Volkswagen R32 is nice. Still, I like the 135i best. It fits my tall body better than most competing models, and it’s quick, refined and sporty (but expensive). For a lot less money, the Cobalt SS is also quick, sporty and more fun to drive than you’d think.

Mike Quincy: I had the pleasure of buying the BMW 135i for the test program. When I drove it off the lot, I immediately knew this car was special. Didn’t take more than a few miles to realize that maybe (just maybe) this is the car that will help get BMW back on track. The 135i is a thrill to drive – it’s light, quick, has sensitive steering and fits me perfectly. But what turns the corner for this car is that its controls are WAY easier than any BMW we’ve tested for the last four or five years. There’s no iDrive, no confusing navigation system (although this stuff is optional…I wouldn’t bother). I wrote in the car’s logbook that the 135i is “magical.” I’ll also add that the 135i is a car that I’d drive for the rest of my life. Yes, it’s that good.

Gabe Shenhar: The Mitsubishi Lancer Evo really gets my adrenaline going and puts a big grin on my face every time I drive it. This road rocket is a true driving machine with terrific handling; it’s essentially a go-kart with four doors. But you’ve got to be the most die-hard type to endure this car with its stiff ride and frenetic highway behavior.

That’s why my pick is the BMW 135i. It’s agile and fun yet smooth in every move, whether it’s the clutch action, shifter, steering, or the punchy, linear power delivery of the twin-turbo six-cylinder engine. It rides compliantly and lets you hear only the noises you want to hear. The seat, driving position, and interior quality are first class, as in every BMW. The car is perceived as small and expensive. But since it provides such a spectacular driving experience, close to, say, a Porsche Boxster, it’s a relative bargain in my opinion.

Tom Mutchler: For me, this group of sports sedans brought a bunch of surprises:

·    It’s amazing how enjoyable the BMW 135i is to drive, even beyond the high standards set by the various automatic-equipped 3 Series models we’ve tested. As I wrote before in “From the logbook,” it’s not perfect, but it’s a whole lot of fun.

·    What isn’t a whole lot of fun is driving the Subaru WRX and STi. Going beyond the turbocharged powertrain, I enjoyed driving our base Legacy 2.5i sedan more; it had better steering and body control. Tellingly, Subaru is making major revisions to the WRX just one year after introduction. Too bad they didn’t get it right the first time.

·    The Cobalt SS is the prime automotive example of making a silk purse out of a sow’s ear. I liked the supercharged version we tested in 2005, but this turbocharged model is even more fun and refined. It’s truly a welcome surprise.

·    One of the few automotive regrets I have is not buying a first-generation (1991-1994) Nissan Sentra SE-R. The new car, while likely empirically better in every way, just isn’t fun to drive.

Since we combined two price classes here, I have two picks this month. (Let’s assume I need a back seat, so a Miata is out of the running.) For $24K, I’d buy a VW GTI four-door – it’s practical, fun, and well-equipped. At $37K, I would find it very hard to resist an Infiniti G37 coupe. This gentleman’s coupe looks awesome (without all of the boy-racer flippery of the Evo or STi), has a great powertrain, and is roomier than the tight 135i.

One last surprise might be on the horizon: Could the Hyundai Genesis coupe be a contender? The specs and tentative pricing look very promising, but Hyundai isn’t known for building sports cars. We’ll see…

Personal Picks: Sporty cars

In the October issue of Consumer Reports, and online, we reviewed several sporty cars that go beyond the mainstream to deliver true driving excitement in compact packages: BMW 135i, Chevrolet Cobalt SS, Dodge Caliber SRT4, Mitsubishi Lancer Evolution, Subaru Impreza WRX, Subaru Impreza WRX STi, and Volkswagen R32.

Several of these cars scored very high in the class with impressive performance and packaging. Though, by definition, these vehicles each have very distinct personalities, and the raw numbers do not tell the full story.

We have rotated through the cars repeatedly, debating all the while over our preferences. It is a tough group, because often there is a car that appeals for a weekend and another that suits for the daily grind. Below, some editors and engineers share their personal takes on this entertaining group.

Jim Travers: Our October test group of sporty sedans and hatchbacks is a fun bunch to have around, and it includes a couple of cars I might actually want to have in my own driveway. That’s not always the case, given that our testing program is broad enough to include everything from family sedans to minivans to big SUVs. For my tastes, this has just been an especially good month. 

At the top of my list is the Volkswagen R32. What a sweet car: Refined, comfortable, and quick. The all-wheel-drive R32 offers buckets of grip, it is fun to drive, and it even has hatchback practicality. Although still expensive at $33,630, the R32 is still thousands less than our BMW 135i, Subaru Impreza WRX STi, or Mitsubishi Lancer Evolution GSR.

At the moment, the Evo is sitting in my driveway, and it’s not too shabby, either. On the other hand, it is kind of shabby, especially in terms of fit and finish, build quality, refinement, and various other things that most people might want out of a daily driver. Especially those without regular access to a track, where the Evo makes a bit more sense.

The R32, on the other hand, doesn’t kick you in the pants at every bump, isn’t spinning along on the north side of 3000 rpm at 65 mph, and has a well-executed interior in the VW tradition. 

Eric Evarts: Unlike many of my automotive journalist colleagues, I’ve never been a devote BMW fan. Sure, there have been models I’ve liked—even loved. The Z8, the 1998 M coupe, the latest Z4 roadster, and even the current 535i have all been favorites. My experience with an old 2002 automatic left me unimpressed, though I did come to enjoy a certain 1983 320i. But the whole progression of 3 Series sedans and wagons that the rest of the automotive press corps has gone ga-ga over have left me cold.

However, the 135i we tested this month is the car all those recent 3 Series should have been. It wants to dance, wherever you go, but it is just as happy with either a smooth fox trot or a full-on break dance. The shifter is slick, the steering is lively, the handling is responsive, and power explosive. It’s always eager for you to punch the gas or throw it into a corner, yet never harsh, punishing, or abrupt if you don’t.

Really, if I were looking to put a 1 Series in my driveway, though, I’d skip the turbos and save $6,000 on the 128i. After all, I was happy with the underpowered 320i.

Jeff Bartlett: Reconciling these vehicles is a difficult task, as my needs and desires change through the week. And, as I’ve learned, my tastes have changed through the years. The previous-generation Lancer Evolution and WRX STi were thrill machines par excellence that could transform the most mundane drive into a blistering thrill ride that would end in either machine worship or prison. Having long crossed the 35-year-old milestone, the trade offs in noise, suspension punishment, notchy shifters, and general motoring brutality doesn’t carry the same luster it once did. (Yes, getting old sucks.)

The regular Impreza WRX with its more Buick-inspired suspension is entertaining for daily driving, though I do lament the loss of handling acumen. (Splitting this car into the Impreza 2.5GT and edgier WRX for 2009 makes tons of sense.)

The Sentra SE-R is the budget choice in this group, starting at about $20,000. Admittedly, it feels like an economy car given a quick aftermarket makeover. The benefit is a car with spunk, a few sporty details, and fuel economy that shames the force-fed cars in this group.

I agree with my colleagues: With a generous budget, both the engaging and livable 1 Series and R32 would be my choices. Bonus points go to the R32 for interior comfort, versatility, and AWD. Since budget is always an issue in my house, the Sentra SE-R stands out for its frugality and true four-passenger function. But, were I looking for a pure commuter in this class, it would be the base Mini Cooper. 

For more on this sporty group, read the road tests and watch our review videos. Also, read Jon Linkov’s “Nit picking the BMW 135i.”

Video - Mitsubishi Lancer Evolution vs. Subaru Impreza WRX STi

Since the dawn of the stoplight, drivers have been challenging one another for automotive bragging rights. Just as the Chevrolet Camaro and Ford Mustang have been pitted against one another since the mid-1960s, the last decade has given rise to more international rivalries, due in some part to the advent of PlayStation and the Gran Turismo video game franchise. These games are heavily credited for inspiring Mitsubishi and Subaru to bring over their World Rally Championship-focused Lancer Evolution and WRX turbocharged, all-wheel-drive cars to the United States. The wild-winged, previous-generation cars took the video game competition to the street bragging rights, creating a legion of loyal enthusiasts. When the redesigned models were introduced, we had to stage our own showdown.

In the October issue, we rounded up several sporty cars, ranging from the affordable Nissan Sentra SE-R Spec V to the premium BMW 135i. In the mix were the Evolution and WRX STi. We have treated them all to traditional standalone road tests (available to online subscribers) and videos, though we couldn’t resist pitting the rally twins against each other in this bonus video.

Resident hot-shoe and expert race driver, Senior Auto Engineer Jake Fisher puts the pair to the ultimate shoot-out around our test track, offering running commentary. The lap times and even the footage compare their speed around the track. Watch our video to see which car wins, or click over to "300-hp Club Shootout: BMW 135i vs. Mitsubishi Evolution vs. Subaru WRX STi" for a spoiler.

—Jeff Bartlett

300-hp Club Shootout: BMW 135i vs Mitsubishi Evolution vs Subaru WRX STi

It started as a casual conversation around the water cooler. Some time ago, a couple of us threw the idea of measuring lap times around our track when we do our usual "track handling" part of our monthly road tests. Track handling includes driving each car in the test group around our handling course to see what it does when taken to its cornering limits. We evaluate its cornering balance and determine whether or not the car is forgiving when entering a corner too quickly if driven by an inexperienced driver. But lap times? It might be fun, but do our readers/subscribers really care? Yet, when it comes to high-performance cars, lap times are indicative of a model’s combined cornering, braking, and power prowess.

We’ve just completed our tests of a few sports cars disguised as hatchbacks and sedans. (The complete road test will run in the October issue, online in September.) So when I completed my few obligatory official test laps with the 291-hp Mitsubishi Lancer Evolution, I came away with a big grin barely contained under my helmet and shouted, "Where’s the stopwatch?"

Before I finished filling my comments and scores on the test sheet, I spotted my colleague Jake Fisher with a stopwatch dangling from his neck, accompanied by clipboard-wielding data analyst and action photographer Mike Leung.

Quicker than you could say "Subaru Impreza WRX STi," we picked a tar strip line in the pavement that served as the start/finish line. We added a third car, the BMW 135i, which rounded out the list of our approximately-300-hp performers.

Here are the lap-time results of the 300-hp club track shootout in seconds:

	Jake	Gabe
Mitsubishi Lancer Evolution	56.16	56.41
BMW 135i	56.67	56.77
Subaru Impreza WRX STi	57.36	57.38

Clearly, all three cars are very quick, completing the almost 1-mile loop in less than a minute. And, although it seems like only yesterday when I showed Jake how to drive our track nine years ago, I’ll be the first one to admit that he’s the better driver.

Significantly, these results echo our collective impressions of these cars. The enthusiasts among us were very fond of the Evo as a track car and rather disappointed with the STi. We all thought the 135i was spectacular to drive, both on road and track. The STi was very forgiving but not much fun. The 135i displayed more understeer than we expected. The Evo had inch-perfect adjustability and can make almost any driver look like an expert with a hint of oversteer that’s controllable and forgiving.

So it’s nice to see our impressions encapsulated in a single empirical measurement that conveys how capable and quick a car is. This playful exercise reaffirmed the maxim that horsepower alone is not the be all end all. The car with the most (STi with 305 hp) was slowest, and the car with the least (Evo with 291 hp) was fastest around our track. Whether this was a one-time exercise or a prelude of things to come remains to be seen.

Make sure you check our October issue to see the full road tests and performance data on these and other high-performance cars. And let us know in the comments below if you’d like to see more lap times in the future.

—Gabe Shenhar

Discuss sporty cars in the forum.

Personal picks: Small SUVs, part 2

Continuing our staff's personal insights into the August-issue small SUVs test group. (Read: Personal Picks: Small SUVs, part 1.)

Gabe Shenhar: I really like the new turbocharged Subaru Forester 2.5XT Limited. The car marks a big step forward over the original Forester, which is not something that can be said for every redesign these days. The new Forester provides effortless acceleration, a great ride, lots of room, a quiet cabin and lots of agility. As soon as I brought it home for the first time, I showed it to my wife and made sure it fit in the garage. It would really make a nice family vehicle for us, with enough rear seat room for two growing boys—which wasn’t the case with the original Forester. But after we finished testing it, I realized that it only got 20 mpg overall (on premium to boot). The excitement suddenly waned, which is too bad.

That brings me back to the Toyota RAV4. I’ve always had a soft spot for the RAV4, ever since it pioneered the segment in 1996. Although the design is two years old now, the current generation is still a standout. It looks good, rides and handles well, has many thoughtful interior features, and is roomy inside without being bulky. Even with the V6, I won’t have to feel guilty -- it gets 22 mpg on regular. Being quick, smooth and quiet, is the icing on the cake. So, if I were shopping for one of these today, the RAV6, as we call it here, would be my top contender.

Mike Quincy: I’m in three-row seat mode right now. Every car I look at or envision taking a permanent spot in my garage has to have this feature. Why? Well, like most households, if Mom’s happy, everybody’s happy. (Likewise, if Mom’s not happy… well, you get the picture.) Mom’s not too happy right now. See, we have two small boys who like to bring friends with them when they go places. My wife drives a Camry sedan. To keep everybody safe, all the kids ride in the backseat. Hence, with two boys and only three seating positions, only one can bring a friend. Also, Mom wants a dog. And Mom wants to build a garden. And Mom likes to buy antiques. So we need a vehicle that does everything: carry people, dogs, stuff. We don’t need to go off-road and, with a set of winter tires, we don’t need AWD. And, like everybody these days, it has to get good fuel economy and can’t break the bank. She’d love a Toyota Highlander Hybrid, but they’re simply too pricey (nearly $40,000 with the third row).

What’s the best choice here? The Mazda5. It’s not a minivan, it’s not an SUV, and it’s not a wagon. But it can get done what Mom wants in her hectic life. Even a top-level Grand Touring model tops out at $24,000 (thousands less than most in the small SUV group when popularly equipped), and still gets 23 mpg overall. Exciting to drive? Well, she’s been driving that Camry for several years, which isn’t exactly a carnival on wheels, so the Mazda5 will likely feel like a new beginning. So, as it turns out, this isn’t exactly my personal pick, but it’s the pick for domestic harmony.

For more on this small SUVs group, read the road tests and watch our review videos.

Personal picks: Small SUVs

In the August issue, we tested several right-sized SUVs that represent where many buyers are heading: smaller and more fuel efficient. Among this group, the empirical standout was the redesigned Subaru Forester. It not only bested the other small SUVs in this month's small SUV Ratings (available to subscribers), its turbocharged and nonturbocharged versions also leapfrogged over the six- and four-cylinder versions of the Toyota RAV4.

We also tested the new Nissan Rogue and the four-cylinder Mitsubishi Outlander, plus we evaluated a couple old-school SUVs, the Kia Sorento and the redesigned Jeep Liberty.

To look behind the published ratings and road test, we offer personal insights on our picks for downsized SUVs:

Tom Mutchler: Even though I’m a big fan of wagons and hatchbacks, the Forester makes all of those cars in Subaru’s line-up redundant. (Same goes for the less-than-optimized Tribeca SUV.) The Forester has more room inside than an Outback wagon, and if you forego alloy wheels and heated seats, it’s less money than the smaller Outback Sport. You’re not giving up much in fuel economy or driving characteristics, either.

The Forester appeals to me because it is a refreshingly honest car. It stresses substance— like fantastic visibility, the ride/handling balance, interior space, and crash-test results— over flash. No, it doesn’t get the fuel economy of a Toyota RAV4 and it’s not as well trimmed as a Honda CR-V. But I’ll take the savings and get the more practical Forester.

One more thing: this month’s test revealed an overlooked player in this market, the Mitsubishi Outlander. It got me to the airport in an early morning snowstorm without any drama, and the huge interior easily swallowed a large laundry dryer, aided by its clever little tailgate. The steering is tuned toward sporty, and the newly-available four-cylinder is willing (if not overly powerful). While it’s likely to depreciate more than a three-year-old RAV4/ CR-V/Forester, the Outlander could make be a used-car bargain down the road.

Rick Small: The popular small SUV market is growing rapidly. These right-sized vehicles have many advantages over the older truck-based models, such as better ride, handling, and fuel efficiency. They’re also very roomy for their size; folding rear seats only add to there usefulness. Some offer third-row seats but they are mostly for small kids. The new Subaru Forester is larger and much improved over the previous model. The turbo version is more responsive and better equipped than the base, but gets two fewer mpg. Subarus all come with standard AWD, so they get less mpg than most base vehcles in this class —almost all competing models also offer FWD version. The Honda CR-V is reliable and gets better fuel economy. But I need a 3,500-pound towing capacity, which leaves the four-cylinder models off my list. The Hyundai Santa Fe and Toyota RAV4 offer V6s that will tow and the new Mitsubishi Outlander has a standard V6 that can also tow the weight I haul. 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. The RAV4 is a good choice and gets good mileage even with the V6 (22 mpg), but the driver’s seat is a bit small and flat for me. My favorite, though, is still the Nissan Murano (admittedly a bit more expensive). But it’s quicker, bigger and sportier than most of these and still manages to get 19 mpg. The new redesign is not quite as sporty as the old one, but it rides better and has more safety features.

For more on this small SUVs group, read the road tests and watch our review videos.

A leap ahead—Small SUVs road test and videos

For our test group in the August 2008 issue, we drove a half dozen small SUVs. "A leap ahead" features the Jeep Liberty, Kia Sorento, Nissan Rogue, Mitsubishi Outlander, and Subaru Forester. We also took a look at the Dodge Journey, Chrysler’s new midsized, car-based SUV.

As sales of large, gas-guzzling large SUVs have plummeted, interest in small SUVs has remained steady. They can be an appealing choice for families looking for utility, fuel economy, interior room, and all-wheel drive in an affordable package. However, they are not all created equal.

The full road tests from the magazine have been posted at ConsumerReports.org, along with videos from our staff of auto experts. These videos highlight our tests of each vehicle, plus they demonstrate the strengths and weaknesses of each model.

Check out the video of the Subaru Forester, our new top-Rated small SUV, plus see the rest of our small SUV videos.

Ratings for all of the SUVs we have tested can be found with our dynamic New Car Selector tool.

—Liza Barth

Gas savers—Small sedans road test and videos

For our test group in the July 2008 issue, we drove small sedans. With record setting gas prices, more people are turning to these fuel efficient vehicles to ease the strain on their budgets. Even with prices below $20,000, the best of the small cars provide good fuel economy, convenience features, and a nice interior.

The full road tests from the magazine have been posted at ConsumerReports.org, along with videos from our staff of auto experts. These videos highlight our tests of each vehicle, plus they demonstrate the strengths and weaknesses of each model.

"Gas-saving sedans" features the Chevrolet Aveo, Chevrolet Cobalt, Ford Focus, Hyundai Elantra, Subaru Impreza, and Toyota Corolla. Ratings for all small cars we have tested can be found with our dynamic New Car Selector tool.

Check out the video of the Hyundai Elantra SE, this year's Top Pick in the small sedans category, plus see the rest of our small sedan videos.

Grand openings—Hatchback road test and videos

For our test group in the June 2008 issue, we drove small hatchbacks. These vehicles provide good fuel economy, practicality, and versatility. And one has all-wheel drive.

The full road tests from the magazine have been posted at ConsumerReports.org, along with videos from our staff auto experts. These videos highlight our tests of each vehicle, plus they demonstrate the strengths and weaknesses of each model.

"Grand Openings" features the Mini Cooper Clubman, Saturn Astra, Scion xD, Subaru Impreza Outback Sport, Toyota Matrix, and Volkswagen Rabbit. Ratings for all small cars we have tested can be found with our dynamic New Car Selector tool.

Check out the video of the Mini Cooper Clubman, plus see the rest of our hatchback videos.

Play time at the NY auto show

I spent the press days at the New York auto show writing, editing, and posting our coverage of the show.  So, I thought I should take a (short) break to have a little fun. All work and no play would be a shame, since there are a lot of things to see and do at the Javits Center.

The show opened to the public on Friday March 21st and runs until Sunday March 30th. Besides checking out the latest vehicles coming soon to a dealer near you, here are highlights of some other activities you can enjoy at the show.

Tucked in the corner on the first floor, Toyota trucks and race cars are displayed.  If you've ever seen the Toyota Pit Pass commercial, you can take a photo in a similar chair and simulate the ride above the zooming cars on a race track.

On the third level, Toyota has a live talk show where there is trivia, games, and prizes as well as an old-style curtain photo booth where you can make more goofy faces and print pictures with various backgrounds.

At the VW, Subaru and Volvo booths there are driving simulators. The Volvo simulator shows how the safety features in the new XC60 work.  You can feel the seat shake and seat belt tighten as you try out the City Safety feature.  You can also test other safety features such as the lane departure warning and driver alert control.

Subaru offers two simulators, one of the STi rally car and the other of the Legacy for those looking for a more relaxed ride. Both simulators vibrate and shake like you're actually taking a turn on the road.

For those visitors who didn't get the hottest video games for the holidays, here is your chance to try them out (beware, they are addicting). Visit the Chrysler booth to play Wii on two large screens and test your musical skills with Guitar Hero.

There were plenty of other things to see and do, but my tired feet told me to call it a day. Every major new-car show provides much more than just vehicles in a non-sales environment, making window shopping for your next ride—or merely indulging your enthusiast interests—fun for the whole family.

If you have a chance to attend the New York or similar auto show, be sure to plan enough time to have some fun.

—Liza Barth

See the 2008 New York auto show coverage.

Learning from the K-cars

This year, as gas prices head for $4 a gallon in New York, it seems like every Japanese carmaker is showing a tiny micro-car at the Javits center. Most look kind of like an egg sitting on a roller skate. They have room for two, or a very cozy four passengers. They are powered by gas engines of up to a motorcycle-sized 660 cc. Or, in many cases they dispense with a gas engine altogether and run on electric power.

More than a mere novelty, these tiny cars can be instructive. These automakers are building them to meet a market demand in Japan, where they are subject to only one-fifth the tax burden of other cars. Still, in Japan's compact cities, car buyers are demanding electric cars. The government doesn't mandate them, and the electric versions are subject to the same tax burden as the gas-powered models, but the drive is there.

In Japan, these tiny models are referred to as Kei-cars, or keijidosha, which literally means "light automobile."

Americans will remember a different type of K-car. As I was walking across town Tuesday night, I passed an immaculately kept Dodge Aries wagon from the 1980s—a rare site anywhere today, much less in Manhattan. It was surprising how small the Aries looked compared with the modern Toyota Camrys and Volkswagen Jettas surrounding it. Not nearly as small as the Japanese Kei-cars, however.

On the surface, the Kei cars look much more interesting and promising than the K-car. Now, more than ever, size matters. And these models show that people can get by with less vehicle.

—Eric Evarts

See the 2008 New York auto show coverage.

2009 Subaru Forester pricing

Subaru has announced that pricing for the redesigned 2009 Forester starts at $19,995--$1,200 less than the 2008 model. The updated Forester has grown considerably. Subaru says it is three inches longer and 4.5 inches taller. Further, it rides on a 3.6-inch longer wheelbase. This stretch, the company says, improves rear legroom--a critical weakness in on the previous model.

Two of Subaru's signature flat-four engines are available: a standard 170-hp four-cylinder and a turbocharged 224-hp version. The engine has been lowered nearly an inch in the chassis to keep the center of gravity low and Subaru says a new double-wishbone rear suspension improves cargo room.

Standard safety equipment on all models now includes electronic stability control and brake assist, which helps drivers apply maximum braking force in emergencies, as well as standard side-curtain airbags with rollover sensor.

Among the upgrades, the 2009 Forester offers more modern conveniences, including a rear DVD player and a navigation system with traffic updates.

The Forester will go on sale this spring.

Price / Model / Transmission
$19,995 - 2.5X manual 
$21,195 - 2.5X automatic
$22,495 - 2.5X Premium Package manual 
$23,495  - 2.5X Premium Package automatic
$25,995 - 2.5X L.L.Bean Edition automatic
$26,195 - 2.5XT automatic
$28,195 - 2.5XT Limited automatic

An All Weather Package is available ($400) on the Premium Package, and it is standard on the L.L.Bean & XT Limited. An in-dash navigation system is optional ($1,800) on L.L. Bean and XT Limited models.

See our 2009 Subaru Forester preview, complete with photo gallery. Discuss Subaru in the cars forums.

Vehicles crossing over

Last month, Toyota unveiled a new model to add to its lineup, the Venza, at the 2008 Detroit auto show. Toyota describes it as a “crossover sedan,” although “crossover wagon” would probably be more accurate. Toyota hopes the Venza will launch a new segment and claims that it will provide the comfort of a Camry, the functionality of a 4Runner, and the luxury of the Avalon. Wow. That really covers a lot, doesn’t it? Yet I highly doubt the Venza could scale our rock hill with anywhere near the proficiency of a four-wheel-drive 4Runner. Besides, Subaru could arguably claim owning the sedan/crossover segment this decade with the recently retired Outback sedan.

This so-called “new category” got me thinking as to what exactly is a crossover. The original Subaru Outback wagon and Toyota RAV4, for example, sparked this revolution, using car components to create a soft-roader SUV. The Ford Escape, Honda CR-V, and others soon followed, with car-based vehicles with SUV looks dominating the compact and mid-sized SUV segments from 1996 on.

Likewise, when the Pontiac Vibe/Toyota Matrix appeared early in the decade, these twins were termed crossovers, combing a small hatchback package and soft-roader pretense, like the RAV4. Although, with their puny ground clearance (only 5 inches in our last tested model) meant that dirt roads were as far off-road as they went. Today, we’re seeing more crossovers with car-like unibody structures (rather than body-on-frame construction) and increased versatility. This approach has lead to the development of vehicles that tend to be more fuel efficient and ride better than traditional, truck-based SUVs like the Ford Explorer.

The crossover category continues to grow and become broader, now with large vehicles like the Saturn Outlook offering a milder alternative to the Chevrolet Tahoe. Both offer three-row seating, but the new Outlook (and similar Buick Enclave and GMC Acadia ) are easier to drive and get better fuel economy. Americans are known for wanting everything and more in their purchases, and this is reflected in the popularity of crossover vehicles today.

The Venza is splitting hairs to find its place, being a cross between the original Highlander (itself Camry based) and a Camry. Will this truly be a new segment, or just another means to challenge our staff in establishing ratings categories? Marketing messages aside, it will be the car shoppers that define the segments. What will be cross-shopped with the Venza? A Mazda CX-7, Subaru Outback, or Volvo XC70?

Regardless of what you call it, can the automotive buying public really accept another SUV-like vehicle? Probably so. Models like the Venza can be smart alternatives to larger, rougher, less efficient vehicles. Even if you don’t know how to classify it, crossover whatchamacallits may be worth a drive.

If this trend continues, we may be seeing crossovers establish, or re-establish, more categories soon—a crossover pickup anyone? Remember the Chevrolet El Camino? Well, cue the GMC Denali X/T concept from Chicago…

Liza Barth

From the logbook: Subaru WRX

Ask anyone who works at the track about which five or so cars have left an indelible mark and it's possible that the Subaru WRX might make everyone's list. We've tested several iterations over the years: 2002 WRX, 2004 WRX STi, and 2006 WRX TR. And since the WRX is redesigned for 2008, well, naturally we MUST test one. Our Blue Mica sedan set us back $25,169, and it has been on the road several months already. This new model has drawn lots of comments - both pro and con - on what Subaru has done to one of our favorite cars.

Below are our testers raw, initial impressions as the WRX continues through the testing process:

"Still love the powertrain - awesome midrange punch pulls really hard."

"Feels like a pared-down Legacy GT now rather than a WRX."

"Good shifter feel, and the clutch seems just about right."

"Although a little softer [than the last model], it does ride better and quieter - still fun to drive, still very agile."

"Very good snow traction. ESC kicks in quickly and works well - unlike the Outback 3.0RVDC we tested in '06."

"Rides a bit better, but much less confident when pushed."

"Steering is linear but could be quicker."

"This WRX simply isn't as edgy as the last one...and I'm not sold on the new styling."

"Meager 200-plus mile fuel range."

"Interior has been upgraded, but seats still aren't very nice."

"Fun, fun, fun: A joy to drive, just not to sit in...I can't find a comfortable seat position."

"Seat bolsters are way too wide and the seats don't have enough lower-back support."

"Steering wheel doesn't go high enough - blocks some gauges."

"Complaints include a still too cramped rear seat and buried LATCH anchors."

"Automatic climate control calibration is either 'freeze' or 'roast.'"

"[The trunk] has no place to lift the lid; consequently, the chrome trim is loose from people using it as a handle."

"More refined than previous WRX, and now has drivability for normal use around town."

So, as you can see, the new WRX is a mixed bag. It's still powerful and fun to drive. However, it might have lost some of its appeal in a cautious step toward the mainstream (a term I never imagined using when describing a WRX). This line about sums it up for us: "Lost some of its raw character, but still fun to drive."

—Mike Quincy

Three-row SUV tests and videos

For our test group in the January 2008 issue we drove 3-row SUVs. These vehicles, designed to fit seven or eight passengers, have become the popular choice among families. They also come with all-wheel-drive.

The full road tests from the magazine have been posted at ConsumerReports.org, along with videos from our auto staff experts. These videos highlight our tests of each vehicle, plus they demonstrate the strengths and weaknesses of each model.

"People movers" features the Buick Enclave, Ford Taurus X, Subaru Tribeca, and Toyota Highlander. Watch the videos.

We also look at the redesigned Chrysler minivans—the Chrysler Town & Country and Dodge Grand Caravan.

—Liza Barth

Personal Picks: Small SUVs

This month’s group of Small SUVs takes us away from the gargantuan monsters, like the Chevrolet Tahoe, Dodge Durango and Ford Expedition, and instead introduced us to a few smaller, new and redesigned models. All are competitively priced (around $23,000 for the Kia Sportage to almost $28,000 for the Saturn Vue), and none dipped below 17 mpg overall. The big SUVs mentioned above only get from 12-14 mpg. The smaller models are also somewhat agile, easy to park, and simple to live with. Naturally, their size doesn’t suit everyone’s needs. But if you don’t require three-row seating or huge towing capacities, you might take a look at a smaller ‘Ute.

Here’s what we like:

Gabe Shenhar: In the small SUV class, provided you’re not going to tackle the Rubicon Trail  every weekend, it’s almost a no-brainer. Although I like the BMW X3 for its agility and compact dimensions, it's typical $42,000 or so price point takes it out of the class we’re talking about. I always had a soft spot for the Toyota RAV4 (available to online subscribers) ever since it pioneered the category in 1996. The latest generation, however, really takes it to another level. It looks good, rides and handles well, has many thoughtful interior features, and is roomy inside without being bulky. And, with the optional V6, the car is really transformed. It’s quick, smooth and quiet, sprinting to 60 mph in 6.7 seconds—even with the added weight of the AWD system. And, ready for this? It gets 22 mpg overall (just like the previous generation Toyota Highlander Hybrid); what an amazing combo! So, if I were to replace my family car today, the RAV6, as we call it here, would be a top contender. It’s not for nothing that it’s CR’s top-rated small SUV.

Rick Small: For me, the Toyota RAV4 is a bit more comfortable and more fun to drive than most of the others in our December test, and with a V6 model you can tow 3,500 pounds if needed. The Honda CR-V is also nice—it’s much improved over the previous model. For my tall frame, though, I was most comfortable in the Ford Escape, but the dated driveline and interior trim take it off my list. The new competitively priced Kia Sportage is also a worth a consideration; it has a very nice interior and delivers a competent ride and handling. Nissan has just come out with the Rogue, which will offer some fresh competition for these. We have our test model and will be putting it thorough its paces shortly. One other consideration: The new AWD Suzuki SX4 offers some stiff competition for fans of Subarus. I was comfortable in the SX4; it’s very well equipped, competitively priced and worth a look.

Gene Petersen: What is a small SUV nowadays? Hard to tell based on size alone. Or is it price that differentiates them? And when is it an SUV vs. a tall wagon or hatchback? From my perspective, I’m looking for something with AWD that’s reasonably priced (cheap), seats at least four adults reasonably comfortably, and has good cargo space—including the versatility of expanding the cargo area with fold-down rear seats. Can I name one? No, but I can name a bunch that would suit my needs. The Subaru Forester tops my list (confession: I own one). It just does everything I need it to do, though rear-seat room could be more spacious. Others that I would consider are the Toyota RAV4, Honda CR-V, Hyundai Tucson, and the Kia Sportage.If I had to replace the Forester today, I might consider the Toyota RAV4 for its slightly better fuel economy and roomier rear-seat area. The Honda is right up there, too, but it’s a little less fuel efficient; the Hyundai’s and Kia’s fuel consumption is unimpressive in this class, too.

Tom Mutchler: Sure, I know that small SUVs are all the rage. They’re practical and stuff. But I just can’t really find one that gets me all that excited. Based on the early rave reviews for the Saturn Vue, I thought that one would break the mold—but I don’t find it that fun to drive and the front seats are lousy. (Almost all of my colleagues agree about the seats.) Despite the Toyota RAV4 V6’s excellent combination of fuel economy and acceleration, I just can’t get comfortable in the seats. (Not many of my colleagues agree there.) A Hyundai Santa Fe isn’t all that small. The Honda CR-V is very practical and efficient, but I want a bit more power. (We’ll see how the Nissan Rogue works out when we test it later this year.) Finally, my last small SUV Personal Pick, the Subaru Forester XT Sports, is a touch loud and rowdy for me. So, another month of Personal Picks yields another station wagon. A Subaru Outback XT Limited gives me a quieter interior than the Forester; rides better; has seats that fit me like a glove; provides plenty of cargo room; and has a low roof for loading my kayaks. Fuel economy, based on our tested Legacy GT’s 18 mpg overall, isn’t great, but it’s quite fast and handles well.

Mike Leung: I WANT to choose the Nissan Murano… it’s the answer to everything SUV. But since some editors in Yonkers (ahem) get tired of us answering every “which one would you buy” question with the Murano, next on my short list of small SUVs is the Toyota RAV4 V6. It’s really quick, handles competently, and is quite comfortable while still delivering 22 mpg. Honorable mention: While I wouldn’t categorize it as an SUV, the Suzuki SX4 was actually quite nice. Also, the Kia Rondo was very versatile and easy to drive.

Mike Quincy: I haven’t really changed my mind about this category since the last time we gave them a look—the Hyundai Santa Fe is still my #1. However, now we know its predicted reliability (it’s average), so we can recommend it. The Toyota RAV4 V6 is also really nice. But, for about $30,000, both aren’t really a great value. I could envision saving a little money and going for a Nissan Xterra (a tough truck, but still somewhat livable); or I could see saving a LOT of money and putting another perennial favorite in my garage: the 5-door Mazda3 Grand Touring. I realize the Mazda gives up a lot of cargo room compared to the Hyundai or Nissan, but I could get a fully-loaded model for just over $24,000—and the 3’s better fuel economy numbers would continuously convince me that it was a smarter buy than any small SUV. I’m with Tom Mutchler on this one: wagons rock.

Stability control - Doing the right thing

Last Sunday I was driving home from spending a pleasant sunny day looking at old muscle cars and street rods. Pulling onto a long on-ramp for Route 84 in New York, I looked for a place to merge and saw something that you really don't ever want to see: a first generation (1997-2002) Ford Expedition traveling backwards through traffic.

Like many roads here in the Northeast, volume on this divided (mostly) two-lane highway can make traffic suddenly go from flowing above the speed limit to slowing down to a crawl. It appeared that the driver of the Expedition came up on the traffic too quickly and tried to avoid a collision. Some combination of steering and braking put the Expedition into a spin on the dry pavement.

Miraculously, the big SUV came to a stop on the passing lane shoulder, facing into traffic with a Dodge Dakota stopped about three feet from its front bumper. Even more impressive, all of the surrounding cars avoided it. And it's a very good thing that the Expedition stayed on the pavement, because leaving the pavement dramatically increases the chance of a tripped rollover. Still, all of this would likely have been avoided if the Expedition had stability control. (Newer Expeditions do.)

That got me thinking about the car I was driving: a 2008 Subaru Legacy 2.5i Special Edition. With agile routine handling and a decent ride, the Legacy is quite enjoyable. Even though it is the least expensive Legacy, it's no penalty box: fully featured, it includes basic power amenities, moon roof, and alloy wheels. But the one feature the Legacy is really missing is electronic stability control (ESC).

Given the proclivity of previously tested Legacys' toward oversteer in our emergency handling testing, ESC becomes doubly desirable--even though the Subaru system could be better tuned. So, we're happy Subaru has significantly increased ESC availability across the Legacy's line-up for 2008. Still, buying it requires jumping through some hoops. On a "basic" non-turbocharged Legacy, you'd need to pay $2,500 to move up to a 2.5i Limited with a leather interior to even make the $300 ESC option available. It gets worse--adding ESC on a turbocharged Legacy GT forces you to buy an automatic-transmission unless you get the high-zoot $34,000 2.5 GT spec.B edition. To be fair, Subaru is by no means alone in packaging ESC with luxury or other equipment, but we think safety features should be available at all price levels. Given that our Legacy came with an oft-available $1,000 rebate, why not cut that to $750 and make ESC standard?

On the other hand, some auto companies have done the right thing in making ESC standard in this class. Hyundai has standard (and well-tuned) ESC on the Sonata and it's standard on the Volkswagen Passat. Honda also made ESC standard on all versions of the newly redesigned 2008 Accord. It's available on more and more small cars as well, including most versions of Subaru's redesigned-for-2008 Impreza.

Over a dozen studies have shown ESC's benefits in reducing accidents. I'm a firm believer; ESC quelled the fish-tailing after a 35 mph lane change on a slushy highway in a Lexus RX400h that I was driving last winter. Even though I've been trained in skid control recovery, ESC works quicker and far more deftly than I can. We've seen ESC dramatically improve emergency handling--on both wet and dry pavement--in our testing here at the track.

So, while it's understandable not having ESC on the classic muscle car that you drive to a car show or a track day car, it should be standard on your daily driver. (It will be standard on all new cars starting with the 2012 model year, but the benefits are so great that it should be standard now.)

--Tom Mutchler

The need for speed

Last week, I indulged my motoring fantasies by attending an International Motor Press Association (IMPA) event with a dozen or so Consumer Reports colleagues. At the annual track day event for IMPA members--auto writers and PR professionals--I was able to drive various vehicles from all major manufacturers on the Pocono Raceway.

Full disclosure: I’m not a race car driver and had never driven on a track before, but through the expert tutelage of experienced CR editors and engineers, I quickly learned how to safely manage the twists and turns at speed. Admittedly, I wasn’t as fast as others. But, hey, I’m a typical driver—I use my car for commuting, to run errands, and to transport my family around on the weekends. My high-performance driving is typically done at the office on the information superhighway, as I nurture the ever-expanding Car channel at ConsumerReports.org.

Spending the first half of the two-day event driving cars on public roads, it became clear on day two that it’s on the track where a vehicle’s true capabilities stand out, amplified by speed, course design, and focus on pure driving.

Navigating around the Pocono race track, configured to be half road course and half high-speed oval, the differences from how cars feel on everyday roads was dramatic. For example, the redesigned 2008 Subaru Impreza WRX was fun to drive on regular roads. Notably improved in overall refinement, it had a nice ride and more usable power than the previous version. However, on the track it was a slightly different story. Based on this brief encounter, the WRX didn’t feel as controlled or smooth through the turns in contrast to last year’s tauter model. Some of my colleagues thought the new model had too much body roll and has grown soft in this generation. However, the story wasn’t the same for all cars. Take the Infiniti G35. It accelerated quickly and smoothly, had great handling, and rode nicely in both locations. Ultimately, these cars may exceed buyer’s daily driving expectations, but this track experience did provide nuanced insight into their behavior at the extremes.

Most consumers who test drive vehicles don’t have the ability to see what a car can do on a track. The roundabouts and on-ramps near the dealership are about as close as most car shoppers can get to a track-like experience. Such brief drives can provide a comfort and ride impression, but the true power and performance can rarely be explored on public roads. That is where CR’s test results and complete road tests can help.

At the Consumer Reports test track, we conduct a number of tests on all vehicles, such as avoidance maneuvers, emergency handling, wet braking, and many more. The results of these tests show how well a vehicle might respond if faced with an emergency situation, as well as the performance potential for the car. And unlike some media outlets, our testing is not limited to brief first impressions. We purchase each car, live with it for months during testing, and develop exhaustive reports (available in the New Car Buying Kit) based on our more than 50 tests.

Ultimately, it is the overall assessment--both on the track and on the road--that has the most value. From this event, it is clear there is much to look forward to in the 2008 models. And personally, I look forward to more track time, either at our Connecticut test facility or next summer at Pocono.

--Liza Barth

The wagon Legacy ends

It's that time of the year again when we start to pore through automotive press kits to see what is changing for 2008. We use this info to update our databases and decide if the inevitable annual changes mean it's time to retest a car.

While leafing through stuff from Mazda, this cheery nugget caught my eye:
"To better meet customer demands for the Mazda6 Sports Sedan and 5-Door, the Mazda6 Sport Wagon will be discontinued for the 2008 model year."

Hmmmm. It doesn't seem like Mazda is short on production capacity for the sedan and hatchback. Last time I checked, there were plenty of Mazda6s in rental fleets; stats show that 43 percent of all 6's wind up as fleet vehicles. That sounds like they're building a few too many.

I'm guessing that this press release wording is just a nice way of saying that "No one bought the Mazda6 wagon, so we're canceling it." Given the slow sales, it would probably be a stretch to expect a new Mazda6 wagon when the car gets redesigned for 2009.

And there's more bad news for wagon fans in 2008. Subaru has been winnowing down their Legacy wagon line since the 2005 redesign. The Legacy GT wagon with a manual transmission? Gone for 2006. Now all Legacy wagons are dropped from Subaru's line-up for 2008. They fell victim to the much higher sales of almost identical Outback wagon (albeit with a higher ride height and plastic body-cladding). Subaru also dropped all Outback sedans to simplify the line. When the Chevrolet Malibu gets sleekly redesigned for 2008, the frumpy-but-practical hatchback/wagon Malibu Maxx is also getting the axe.

It's odd. Do wagons have to be SUV imitators (Volvo XC70 and Subaru Outback) or stuffed with a Hemi V8 (Dodge Magnum) to sell here? We often hear from people on our forums who crave an Acura TSX or Toyota Camry wagon as a less expensive or more reliable alternative to European wagons. Most European companies still sell wagons here; unfortunately, it seems that most Japanese or American auto makers would rather simply point to their SUVs as a wagon alternative. No doubt they sell better and they provide certain CAFE advantages, but SUVs often don't handle as well in our tests or return the same fuel economy as sedan-based wagons. Finally, some people just don't want to own a SUV.

Obviously, the appeals of a few voices in the crowd (count me in - I've owned two wagons) don't seem to be enough to support a broad selection of wagons. That's unfortunate--we're losing vehicles that blend practicality, better fuel-efficiency, and increased driving enjoyment in the process. Instead of hearing the traditional call of "Wagons Ho!" we'll instead hear a deafening "Wagons No."

--Tom Mutchler

The many faces of Tribeca

Subaru’s first “real” SUV, has received some serious plastic surgery for 2008, with both a nose job and implants at the rear end. It also had its name shortened, from Tribeca B9 to just Tribeca. Since the Tribeca B9 went on sale in May 2005 it sold only 35,000 copies, which is puny for a mass-market automaker. Subaru should get credit for restyling the sheet-metal so soon after its introduction. A lot of people seemed to hate the looks of the B9. Subaru executive Tom Doll called the new styling “less polarizing.” But you’ll never please everybody.

Observers in the blogosphere say the new grille reeks of Chrysler, and they have a point. I’d add that the Tribeca now reminds of the Hyundai Santa Fe. And a lot of other cars, including the Subaru Legacy. So let’s admit that no one has a monopoly on geometric shapes. If the new Tribeca looks somewhat like some other SUVs, so what? Wouldn’t most folks prefer to look like the girl next door than that weird kid with the funny clothes?

The other major upgrade was a revised six-cylinder “boxer” engine that grew to 3.6 liters from 3.0, picking up just six more horsepower in the process. Hopefully it will have more oomph than the minor horsepower boost would suggest. More significantly, the 3.6 uses regular fuel rather than premium, and it’s said to get a five-to-10 percent improvement in fuel economy. The Tribeca might need more than that to get it out of the starting blocks. We clocked the old engine at just 16 mpg on average, so a boost to 17 or 18 mpg is not much to write home about.

The up side, from our previous testing, gives the Tribeca good marks for agility and a quiet, comfortable ride. Rear seating remains a little tight, though. The IIHS gave the Tribeca B9 top marks in crash testing front, side, and rear, and we wouldn’t expect that to change. It has also proven to have above-average reliability, and unless something fundamental goes wrong with the revised engine, then reliability should remain on the right path, as well.

Click here for another perspective on the Tribeca’s new beak.

--Gordon Hard

Subaru nose job

Subaru has rolled out a refreshed Tribeca for 2008, complete with a shiny new nose. The carmaker seems to like shiny new noses, having tried several different snouts on the Impreza over the past few years. While none have been anything to write mother about, some have certainly been uglier than others. At least you have to give them credit for trying.

Apparently, now the Tribeca’s old schnozzle has been identified as part of the reason Subie has managed to move only 35,000 examples of their seven-passenger SUV since it bowed in 2005. Could this signal the start of another round of musical noses?

Perhaps a better solution is to simply offer a variety of snap-on noses and let customers pick one they like. Better still, they could buy several and change them to fit their mood--say, clip on something formal for stepping out in the evening, or dress down with a more casual, rugged look for a weekend trip to the dump.

Hey, it’s worked for Mr. Potato Head for decades. Why not an SUV?

--Jim Travers

Personal Picks: Small SUVs, part 1

This blog space gives us the opportunity to further explore our monthly magazine test groups, allowing the staff to complement the formal reports by sharing their personal insights and experiences. We're admittedly a little behind on digging in to the February-issue test group, so without further adieu, here's our picks, pans, and insights on the Chevrolet Equinox, Honda CR-V and Element, Jeep Compass, and Saturn Vue Hybrid.

Tom Mutchler: Logic vs. emotion. These two qualities play off against each other in most car purchases. And I have to say that they affect what I would choose as a small SUV. Logically, I'd go with the Honda CR-V; it feels more substantial and comfortable to me than the slightly higher-scoring Toyota RAV4. The CR-V does what most families need it to do and it does it very, very well.

If I let emotions speak up though, I can't help thinking about the Subaru Forester 2.5XT Sports in our test fleet. (We'll report on it in the May issue of the magazine.) The only Forester model currently available with ESC, the 2.5XT Sports is a blast to drive, with a turbocharged engine, fun handling, and unparalleled driver visibility. Yes, it's loud inside, slurps premium fuel, lacks curtain air bags, and the nearly $28K MSRP sure doesn't match the old ad slogan: "Subaru: Inexpensive and built to stay that way." But when this bright blue box is on boost...

Gabe Shenhar: I have fond memories of the previous-generation Honda CR-V. I chose it as a vacation car to the beaches of Rhode Island in the summer of 2005. My boys' bikes fit in it standing up while still leaving room for four. It was practical and comfortable, and it even looked good in its boxiness. Somehow, though, I haven't gotten used to the looks of the new one yet, but it's a better car in many ways.

But since we tested the Toyota RAV4 V6, no small SUV matches that overall package for me and CR's ratings (available to ConsumerReports.org subscribers only). The "RAV6" -- as we call it around here--is quick, handles relatively nimbly, and rides comfortably enough. In fact, I think it drives better than some Toyota sedans. It also has more rear seat room than the Jeep Commander. Dashing from 0-60 mph in 6.7 seconds, it also out accelerates the big V8 Hemi-powered Commander...who would have ever guessed THAT would happen? And the real kicker is the RAV gets 22 mpg overall on regular-grade fuel. So my unequivocal choice in this growing class is the RAV4 V6.

Gene Petersen: Small SUVs are really not that small anymore, particular the good ones like the Toyota RAV4. I like the Subaru Forester -- it happens to be my family car -- but, admittedly, there are times I wish it was a bit roomier inside. The new Honda CR-V seems ideal to me: spacious interior, easy access, and economical operation with a smooth four-cylinder engine that gets a respectable real-life 21 mpg. It's the practical choice for most small (typical) families. I don't mind that it loses some cargo space by gaining a sleeker appearance and I much appreciate the disappearance of the school bus-style driving position of the previous model, as well. I think it's a perfect family vehicle for me, my wife, and son to drive considering it has solid predicted reliability, good crash-test results, and standard electronic stability control.

Mike Quincy: I'm torn between the fun and comfortable Toyota RAV4 V6 and the vastly improved Hyundai Santa Fe (undergoing testing now). The Santa Fe feels a bit more substantial to me; the RAV4's doors shut with a tinnier sound. Our Santa Fe weighs 4,345 pounds, compared to 3,750 pounds for the RAV4 V6. The RAV's lower weight and higher horsepower (269 hp vs. the Santa Fe's 242 hp) makes it feel lighter on its feet and, arguably, more fun to drive. And crunching the financials doesn't bring a clear winner, either. A Santa Fe Limited with the Touring and Premium packages stickers at $30,295; a similarly-equipped RAV4 V6 Limited only costs an extra $388. I dunno...I guess the Santa Fe, um, looks a little better. How's that for a scientific evaluation?