Personal picks: Hatchbacks

This month's group almost seems like a blast from the past. Hatchbacks are back and we are excited about driving them because of their combination of pretty good fuel economy and versatile cargo carrying capacities. Many of my colleagues have owned hatchbacks in the past. Here's a look at their picks:

Tom Mutchler: We heard it from family members and friends. We even heard it from contractors visiting the track. People see this group of hatchbacks and say, "Wow, you're testing a group of #@$%boxes this month." Sales figures of these hatchbacks versus their sedan counterparts hint that many Americans feel the same way.

But my fellow engineers at the track and I bristle at the dismissal of these logical cars. They do an awful lot of things right. They get good fuel economy, they can haul a wide variety of cargo, safety equipment is up to snuff, and the best ones can even be fun to drive. All this for not much money. In fact, before this group of cars, my top choice for "If I Had to Buy a Brand New Car Today, What Would I Buy?" was a Mazda3s Grand Touring hatch.

But the VW Rabbit vies for my affections and theoretical dollars. The Rabbit is fun to drive, comfortable, and has better crash-test data and a more substantial feel than the nimble Mazda. I really like that the Rabbit defies the logic that all German-designed cars must have inscrutable controls (Exhibit A: the Saturn Astra. Exhibit B: the Mini.)

Only one misgiving: having owned a VW, my attitude toward the company’s overall reliability history is "once bit, twice shy." The reliability charts for older VWs show that, as those cars aged, reliability went super bad. Hopefully the Rabbit can shake this history…

Gene Petersen: I love hatchbacks. My first brand new car was a three-door Honda Accord hatchback, the only way you could get one back in 1978. I would fold down the rear seats and use it like a station wagon to carry lumber, garden supplies, or move smaller pieces of furniture. This new crop of hatchbacks reminds of the versatility of that old Accord, plus these cars have four doors for getting passenger out of the rear seat in a respectable manner. My choice here is the Mazda3. It offers versatility, is roomy for four adults, and has a sporty flair that makes it fun to drive. It's also well finished, nicely styled inside and out and gets a respectable 25 mpg with the 2.3 liter engine and five-speed automatic. In this age of $4.00 gasoline, it may be time for me to consider a hatchback again…

Gabe Shenhar: It's too bad the Volkswagen Golf (sorry, Rabbit) isn't available with the 2.0-liter, four-cylinder engine attached to the DSG (automated manual) transmission. On second thought, it does exist, only then it's not a Rabbit anymore—it's called the GTI. Such a combo would give me greater agility, punch and fun-to-drive quotient as well as versatility and affordability. But I already had my GTI days in the 1980s (I owned two of them), so it’s time to move on. Besides, we’ve classified the GTI as a sporty car, so I better re-gear for the hatchbacks at hand.

Both the Rabbit and the Mazda3 hatchback possess similar driving characteristics: agile handling, decent ride and some zip in their acceleration. Both also have comfortable seats and interiors that are solid and pleasant and make you feel like you are surrounded by a nicer environment than is typical for the class. However, the Rabbit's standard 2.5-liter, five-cylinder engine sounds too coarse for me and it doesn’t help that it has a relatively big thirst for fuel. The Mazda's 2.3-liter four-cylinder has a sweeter nature to it and sounds happier when it’s revved. So I’m leaning toward the Mazda3. And then there’s the likelihood of the Golf (woops—did it again—Rabbit) having more problems over several years then the Mazda3. But then again, the Rabbit has better IIHS crash test results than the Mazda3.

This has become a much bigger dilemma now, so I think I'll go with the Mini Cooper. All the Minis (S, non-S or Clubman) are a blast to drive. They look like nothing else and ooze charm and character. Good fuel economy is an extra bonus.

Rick Small: These small models are enjoying a surge in popularity due to the ever rising 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 others. The Saturn Astra has a nice ride, but it is slow responding and fuel economy falls short for this class. Of this group, I like the Volkswagen Rabbit the best. It feels more solid and sporty than the others here and has a good driving position for taller people. I also really like the Mini but not this Clubman version. While the "bigger" Mini does provide a little more room in the back, I dislike the split rear doors and big blind spot they create. The Clubman's handling is not as crisp as the other Mini versions, either. The Base or Mini S are a blast to drive, get very good fuel economy and (surprisingly) have a very good driving position for tall drivers like me. The back seat is petty much for storage or very small passengers, though. Fuel economy for this group is pretty good, but if you want even more mpg get the manual transmission.

Mike Quincy: My first new car was a 1987 Honda Civic Si. It was a three-door hatchback, got great fuel economy, and was more fun to drive than the car I replaced it with—a 1985 Mazda RX-7. To this day, it was one of the best cars I ever owned. Hence, I have a soft-spot in my heart for these little hatches. I think the Mini Cooper (Base model, manual transmission) comes closest to the fun and value of my original Honda. And while it's small inside, it doesn't drive that way. It's not too noisy, the ride is tolerable, and it overflows with personality. The Clubman is almost practical, but its styling seems just a bit out of proportion. Go easy with options and the Mini is affordable. Go nuts and you wind up shelling out money that could buy a larger, more comfortable car. Like I said: Base model Mini Cooper is the way to go.

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.

Video review - 2008 Volvo XC70

We recently completed the full road test of the 2008 Volvo XC70, the latest in a well established lineage of Volvo wagons. This model was tested outside a traditional magazine group, allowing us to provide our expert insights on the XC70 now without waiting to circle the luxury wagons.

The XC70 is now based on the new S80, which results in a longer car and brings the very latest in Volvo's arsenal of safety gear. We bought a typically equipped XC70 for $42,560. While the all-wheel-drive XC70 has a raised ride height and some SUV styling details, it is essentially the same car as the V70 wagon. We found the size and versatility of this wagon appealing and refreshing in a sea of SUVs. A quieter, better finished interior, a ride that's less stiff and more responsive handling than the previous model are welcome. The driving experience, engine performance and fuel economy aren't all that exciting, especially considering the price.

Watch the video to the right, hosted by Senior Automotive Engineer Tom Mutchler.

For the full road test, performance data, and pricing on the Volvo XC70 and any other model we have tested, visit the model overview pages from the pull-down search tools or Ratings charts in the Cars section of ConsumerReports.org. To see other car review videos, visit our video hub.

First Looks: Latest SUVs and wagons undergoing testing

Every month, we buy several vehicles to put through our comprehensive program of more than 50 tests. As the models progress through our months-long test process, we present our First Look on popular cars based on partial testing. These reports are presented as free, standalone stories and they are also integrated into the detailed model overview pages for online subscribers. The most recent examples include the 2008 Jeep Liberty, Nissan Rogue, Toyota Highlander Hybrid, and Volvo XC70. The full tests of all these vehicles will be published in the months to come, but in the meantime, we offer our initial driving impressions.

2008 Jeep Liberty: The Liberty has established itself as an inexpensive vehicle with off-road capabilities. However, for everyday driving, the Liberty falls short behind other small SUVs. Read the complete First Look.

2008 Nissan Rogue: The Rogue is Nissan’s first entry into the crossover SUV category and will compete with the Honda CR-V and Toyota RAV4. We found the compact size refreshing, the ride pleasant, and the handing responsive. Read the complete First Look.

2008 Toyota Highlander Hybrid: The Hybrid Highlander quickly follows the release of the redesigned 2008 Highlander, our top-scorer in the class. The Hybrid version offers improved fuel economy, but it’s at a premium price. Read the complete First Look.

2008 Volvo XC70: The new XC wagon version is derived from Volvo’s flagship S80, rather than the midsized S60 sedan as with the previous generation. Boasting the latest in safety gear, this new car is longer than before and again a bit taller than the similar V70 wagon. The good size and versatility make the XC70 an appealing alternative to car-based SUVs. Read the complete First Look.

Every month, we add new First Looks to ConsumerReports.org. These can be found linked on the main Cars page and secondary New Cars page. Older first looks can be found in the model overview pages until they are replaced with a final road test.

We’re interested in knowing what models you most like to see covered in a future First Look. Post your suggestions in the Comments below.

—Liza Barth

2009 Pontiac Vibe pricing—starts under $16k

Pricing for the 2009 Pontiac Vibe will start at $15,895 when it goes on sale in February 2008. The redesigned Vibe hatchback marks the return of the sporty GT variant ($19,495) and available AWD ($19,495).

Mechanically identical to the Toyota Matrix, the new Vibe features more powerful four-cylinder engines: a 132-hp, 1.8-liter and a new high-output, 158-hp 2.4-liter. The best news is that the more powerful unit delivers 162 lb-ft of torque, making up for a significant shortfall of the previous model. The larger engine will be optional on the base Vibe, but standard on the AWD and GT versions. A four-speed automatic transmission is standard on the AWD, but the 2.4-liter base or GT models have the option of choosing either a five-speed manual or a new five-speed electronically controlled automatic transmission.

The Vibe exterior retains a familial resemblance to the first-generation version, and clearly differentiated from the Toyota. The AWD version comes with a standard roof rack and the GT has a unique front fascia. The interior again features fold-flat seats with protective backing for cargo duties and a 115-volt power outlet in the dashboard. GT models include leather-trim seats, steering wheel, and shifter.

Standard safety features include electronic stability control, active head restraints, and six air bags.

—Liza Barth

For more photos, visit our LA Auto Show coverage.
Discuss Pontiac in the Cars forums.

SEMA - If you build it, they will come. Maybe.

The SEMA show is a great place to go if you like retro, repro, retro mods, muscle cars, or even retro repro muscle cars. The place is full of variations on the theme, along with parts suppliers and restoration shops catering to what continues to be a robust business. That is, it must be growing judging by the amount of square footage allocated to them.

Need a '55 Chevy body shell? No problem. If you'd like to build a brand-new one, most of the parts are available. Certain old pickup truck bodies and other models are also available, and more reborn oldies are coming on the market all the time. As CR auto engineer Tom Mutchler recently blogged, there's a company making new 1967 Ford Mustang fastback body shells. The choice is yours whether you want to go with a period powertrain, suspension, brakes and interior, or upgrade to modern components. Examples of both are on display here in Vegas.

Other companies get even more creative. Plymouth never made a 1968 GTX station wagon back in the muscle car glory days. But there's one on the show floor, complete with bucket seats, center console, and giant hood scoop covering a 440 six-pack (meaning 440 cubic-inches of Detroit V8 and three two-barrel carburetors for you young'uns), just like was offered in the '68 GTX 2-door hardtop. Even though Plymouth never made one, this mix of new and old parts makes for a memorable rolling advertisement for the suspension component company displaying it. Part of me thinks this GTX is kind of cool, but then I've always liked station wagons. Still, somehow, I doubt the market will require them to build too many more. "Sounds like my kind of wagon," says my colleague Mike Quincy, who has 2 kids, a house in the suburbs... the whole nightmare. Sometimes it puts a grin on one's face to drive something that can haul more than just the family...

--Jim Travers

Discuss SEMA in our Auto Show and Aftermarket forums.

SEMA - Chevrolet HHR Panel SS

SEMA is a place where car manufacturers can show off. Amid the hundreds of souped-up vehicles, there are a few production-portending cars, such as the Chevrolet HHR Panel SS, along with the Cobalt SS. Officially labeled a concept, this HHR gives a good view of an upcoming special-edition model.

Still sporting its throwback style, the HHR enhances that look with distinct front and rear fascias, rocker panels, front grille, and rear spoiler. Beneath the hood is a turbocharged, 2.0-liter, four-cylinder engine producing 260-hp. It's matched to an automatic transmission. The FE5 Sport suspension includes specific stabilizer bars, spring rates, and damper tuning. In SEMA fashion, this concept version suspension has been modified to accommodate 20-inch wheels and tires. Stability control will be standard on the production model, as well as four-wheel disc brakes with ABS.

Although the HHR scored well enough in our tests to be recommended, it certainly had its faults, including limited outward visibility, controls that were confusing and hard to see, and a large turning circle.  Also, since the HHR we tested felt lethargic in everyday driving because of the tall gearing and the slow responding transmission, we look forward to checking out this high-performance version of the HHR scheduled for the 2009 model year.

--Liza Barth

Discuss SEMA and the HHR in our Auto Show and Chevrolet forums.

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

I can see clearly now

You can see it on the road everyday. Witness the Infiniti FX, Dodge Magnum, and Mazda CX-7. It’s the now-fashionable coupe-like styling trend in which a vehicle’s beltline sweeps upwards in the rear, making the rear windows more narrow than the front ones. Yes, it look spiffy, aerodynamic, sexy, etc. But in a SUV or wagon, intended for family use, it can give rear-seat passengers a closed-in, claustrophobic feel. It can also make it harder for smaller children to see out, which increases their tendency to fidget and become a distraction for the driver.

Say what you will about the new trend toward boxy styling, as exemplified in the Ford Flex,  it’s definitely a more rear-passenger-friendly design. In the press frenzy following the Flex’s introducton, I was able to steal a little rear-seat time (at a point when the appointed “guards” were too busy keeping the hordes at bay to notice me checking out the interior). And my initial take is that its low rear beltline contributes to an open, airy feel that kids and adults will find inviting.

The theme resurfaced in Volvo’s press conference for the redesigned XC70, in reference to new two-stage integrated child seats. The seat’s lower cushion can be positioned at two different heights. This not only helps you better position the shoulder belt on a child, but it can let smaller kids get the same panaramic outside view as older ones. And, indirectly, this often leads to a happier parent at the steering wheel.

--Rik Paul

Subaru: Legalese spoken here

Let’s say you wanted to do something crazy like see the interior clock in your Subaru B9 Tribeca or the nomenclature overload that is the Subaru Outback 3.0R VDC Limited. In these vehicles, the only place the clock appears is in the standard navigation system screen. In order to see the clock, trip computer, or even the outside temperature display, you need to agree to a disclaimer on the opening screen. 

We agree that programming any navigation system, or staring too intently at the on-screen map while driving, is a bad idea. Like many other systems, the Subaru’s blocks address inputs while the car is moving. This well-intentioned feature turns out to be a double-edged sword, being safer when the driver is traveling solo, yet it keeps a front-seat passenger from programming the system when you’re on the move.

Still, agreeing to this disclaimer just to see a clock or outside temperature--functions that are generously displayed free of legal verbiage in most other cars--seems a bit much.

Speaking of a bit much, our (deep breath in) Subaru Outback 3.0R VDC Limited (deep breath out) cost us over $34,300, even after a $1000 rebate. (We found these six-cylinder models to be somewhat sparse at dealers--even here in Northeast Subaru country.)

Previously tested Legacy/Outbacks have exhibited less-than-ideal emergency handling, due to their tendency to swing their rear end if you abruptly lift off the throttle or brake in a turn. Hence, we’re interested to find out if our loaded 3.0R model--the only Legacy/Outback version offering much-needed stability control--will improve the at-the-edge handling. We think the 3.0R’s price tag represents a massive premium over a base Outback wagon (retailing for $25,420), especially to acquire an increasingly common safety feature found on less expensive vehicles.

We’ll have a test of the Outback 3.0R (sorry, the full name is too long to type again) with a Volvo XC70 and a 2007 Volkswagen Passat 3.6 4Motion wagon later this year.

--Tom Mutchler