What is less than 13 feet in length, appears to be smiling and able to do a 3-point turn in a single lane? Why, the latest green crazed Mazda 2 of course. Small cars often give off the impression of being cramped, unattractive and incapable of providing ample protection for braving major highways, but this pint size dose of delight makes a better impression then a certain overpriced two door burp of a car. Mazda introduced the 2 after a long hiatus from the subcompact class since the 323 way back in 1994. Designed with the same front fascia the current lineup displays, as well as the sporty feel we have come to expect from Mazda makes, this, oh I hate to say it, is cute.  Our Spirited green metallic 2 was nick-named Jelly Bean for her bubbly and adorable appearance.

There are no hamsters under the hood but don’t expect lightening quick quarter miles or impressive 0-60 times. The fuel-efficient, 100-hp 1.5L DOHC 16-valve 4-cylinder engine earns 27/33 mpg with an automatic transmission that will allow you to successfully merge into traffic without ever sounding like a john boat, yet resembles a sewing machine while idling and in normal driving speeds. 36-month/36,000 mile “bumper-to-bumper” warranty, 60 month/60,000 mile, 24-hour roadside assistance, ABS, DSC, TCS, advanced dual front & side impact airbags and curtains, “Triple-H” body construction round out the standard safety features. IIHS gave the Mazda 2 “Good” ratings in frontal offset accidents and roof strength, and “Acceptable” ratings for side impact and rear crashes.
 
The Mazda 2 is available in a Sport or Touring trim, MSRP starts at $14,180. Our 2 Touring version stickered in at $17,480. A uniform color of black with red accents on the upgraded Touring cloth seats did not appear cheap but of good quality making the cabin seem more spacious then the exterior leads you to believe. Your head won’t hit the ceiling and if you just so happen to be stuck in the backseat, you won’t feel as if you are stuffed in a clown car. The amount of space is generous for such a compact vehicle. The optional, generic arm rest ($170) should be included with the Touring package. Where else would your elbow go since there is no center console at arm level reach? Instead, there are three cup holder/stuff collecting compartments to place whatever your heart desires. The rear seat splits and folds flat, providing an ample 28.3 cubic feet of cargo space for large items. And thanks to the hatchback opening and width, there is still plenty of space to stash groceries or whatever else you carry with you. Round is the shape of choice from the instrument cluster, radio/a/c pod, leather-wrapped steering wheel with controls for audio/cruise much like the uniform color of the upholstery to make the interior cohesive while avoiding a cheap appearance.

Overall, the Mazda 2 provided the essentials in style, functionality and the very important “new car factor.” At a budget friendly price, this car is ideal for first time drivers or those wanting to join in on the small car class and take advantage of the concentrated “Zoom Zoom” Mazda is finally offering once again.

Crossovers continue to remain a popular option for providing the “higher-stance-on-the-road-feel”, with car like interiors and that extra space for random weekend runs that require a bit more space than a standard trunk. The second generation Outlander received an overdue facelift and interior redesign with the 2010 model year to make it not only a good looking CUV but with the features to fit right in with the more popular choices of it the class.

The Mitsubishi Outlander is offered in six trims; ES, SE, SE AWD, XLS 2wd V6, and the one we tested, GT S-AWD. Our vehicle stickered at $30275, but pricing starts at $21995. Each Outlander comes with a 5 year, 60k miles, bumper-bumper warranty with 5 years unlimited roadside assistance and a 10 year 100k power train warranty. Four star rollover crash rating from the NHTSA, dual front and side mounted airbags, and Hill Start assist (to name a few safety features), ensure you will be safe traveling in any condition the weather may present. Our GT S-AWD was powered by a 3.0-230hp V6 with 215 lb ft and a 6-speed automatic transmission that manages 0-60 in less than 8 seconds for those who may feel the need to be off the line first with 23mpg in the city and 28mpg on the highway. The v6 was paired with the idiot proof AWD system that provided road gripping capabilities during one of our daily Florida monsoons (and would make driving in much nastier weather less stressful). Handling was not shabby with the stiffer characteristics one would expect from a larger SUV yet with car like comforts. The only room from improvement on the Outlander would be the tire noise that occurred at higher speeds due the Goodyear’s paired with the suspension that just didn’t mesh well together. The Outlander GT S-AWD has the same front fascia as the current Mitsubishi line up with the oversized wide mouth grill, sleek headlights paired with Xenon lights, chrome accents and rear LED lights making for a good looking CUV compared to other boxy options in its class.

Our Outlander GT S-AWD’s offered a sporty black cloth interior with aluminum accents that gave just enough of a polished look to really contrast with the massive plastic amounts most interiors have. The aluminum is carried to the pedals but an optional interior sport package ($295) would provide a matching shifter knob and brake handle, which I think would make more sense to be included as part of the GT trim line to provide continuity rather than as an option. Seating provided comfort to both front and second seats however the lack of a driver front seat was somewhat disappointing in this price point, but is featured along with heated front seats in the Touring package ($2700). Both front and second row provide firm yet comfortable seating, more than expected leg room with second row to seat two adults in comfort. The third row rear seat produced immediate excitement from my little guys; however if you are over four feet, the excitement will be lacking. One negative aspect to the third row is the lack of air vents in the rear seating area, so air flow isn’t great. And the cheap look and feel to the third row seat left something to be desired. Cargo space is not an issue, even with the third row in use. There is more than enough room behind the seat due to the deep cargo area, which offers access with either just the rear hatch lifted, or for larger items, there is a drop-down tailgate. The only cargo issues were my inability to completely stow the third row flush, despite my numerous attempts by reading their step-by-step picture directions. The second row seats didn’t compact as much as they should when folded either, so maximum cargo space was compromised. But overall, space in general is not an issue – it’s plentiful.

Along with basic standard equipment, there were extras that ranged from heated exterior mirrors, rain sensing wipers, Fast Key entry, Sporttronic Paddle Shifters and a radio that came equipped with an AM/FM/6CD/MP3 in-dash audio system, with six speakers and a large yet basic display. Our Outlander GT S-AWD came with the optional Sun and Sound package ($1700) that provided us with a power glass sunroof, Sirius radio and the best part, a 710W Rockford Fosgate Punch premium sound system with 9 speakers and a 10-in subwoofer – to which I indulged my love for Led Zeppelin on numerous occasions with much satisfaction (and also to help drown out the noise from the tires at higher speeds). Standard on every Outlander is the Fuse Handsfree Link System with steering mounted controls, but much like the folding of the rear seats, the syncing to the Bluetooth provided to be an eyelash pulling process. In other words, I just gave up on syncing my Droid after numerous attempts. A simpler process would not only please those like me who find technology at times to be more of a burden then a necessity, but also those who simply lack patience. The only other option available is Navigation ($2000) that provides a rear camera, including a 40 gig hard-drive, music server, real-time traffic and an auxiliary input.

Despite the road noise that could be an easy manufacture fix and the unappealing construction of the third row seat (also another easy fix); the Outlander GT S-AWD determined this is one CUV that shouldn’t be looked over.  You just may “go where you haven’t gone before” behind the wheel of this competitive option.

Kia’s U.S-based design team in Irvine has been busy with the 2011 Kia lineup.  Kia’s longest running  vehicle, the Sportage, now proudly sports the face of Kia with their signature grill, slanty cat like headlamps, tabbed grill outline and the distinctive front fascia. The rounded hood framed by the large windshield design and an authoritative CUV driving position have completely changed the entire appearance of the Sportage which I might add is pretty fierce.

The Sportage now features a longer, wider and lower unibody frame that include front and rear suspension, Macpherson Struts with side-load coil springs. The multi-link suspension system is used in conjunction with new dampers and coil springs mounted separately to minimize intrusion into cabin and add cargo space to Sportage’s hauling.  This breaks down to improved handling that responds better to the driver and the new suspension is to provide more protection against road irregularities giving the passengers a more enjoyable ride. However, to say the Sportage has an improved driving style in regards to the previous Sportage, I can’t say because I didn’t drive one but the new Sportage at times, drives like a tank with a stiff ride being an understatement.

The Sportage is currently available in 5 model variations with the base starting at $18,295 and the top of the line EX with AWD starting at $24,795. The base to EX models all come equipped with a 2.4L 176-hp with either a 6-speed manual transmission or a 6-speed automatic that was first seen on the 2011 Sorrento that was designed and made just for Kia. In January, Kia will release the SX model with a 2.0L 270-hp upgrade in either a FWD or AWD version. I don’t know about you but sounds pretty badass. With these price points you are not receiving a barebones roll-up windows with hubcap model either. Kia is becoming known for standard features that other manufactures charge extra for, such as power windows and locks, power mirrors, Bluetooth, cruise and pretty decent radio.  Kia comes with a 10 year/100,000 mile limited powertrain warranty, 5 years/60,000 miles 24-hour roadside assistance, dual front/side airbags, ABS, Rollover protection System, and Downhill brake assist/Hill-start assist which prevent the vehicle from rolling backwards when pulling away from an uphill incline, while the other locks the vehicle at a slow speed down steep inclines. Sportage also earned the top 2010 IIHS Safety pick. The Sportage comes equipped with Ecominder to make sure you’re receiving optimum fuel economy with the average ranges from 21mpg in the city and 28mpg on the highway with our week long test at the 23mpg mark that Kia predicts. Not exactly stellar in my opinion but I’m sure with more than a week you could determine the sweet spot to receive maximum fuel economy while zipping around the city.  

 Our EX AWD model came with optional Navigation with Sirius and camera display, Premium audio and leather, heated front seats, cooled driver side (why the passenger side wasn’t included is not known?), push button start, panoramic sunroof, auto-dimming rearview mirror, heated outside mirrors and steering wheel to top it off at $29,990 which included Kia’s freight and handling fee. The entire audio/navigation system is ridiculously easy to use. Within minutes Bluetooth was activated, stereo preferences and the first address entered all without even having to read the owner’s manual; operator ease always earns double brownie points in my book. My love for their perfectly proportioned steering wheel with thumb controls just puts the cherry on the top.

In December, Kia will launch “Windows Embedded Automatic Platform”, a Microsoft UVO control interface on Sportage that is similar to Ford’s Sync. This will allow the driver to control all phone/audio with speaking commands, the ability to send and receive text messages with custom preprogrammed replies if your phone has streaming Bluetooth capabilities. UVO will be standard on EX models (optional on other models) however at this time UVO is not compatible with the Navigation system. Kia hopes to resolve this issue for the 2012 year. The leather seating was ohhh la-la supple, with adequate support and the heated/cool function just seemed to be extra added touch for this price point. Both front and rear seating has what appears to be more than average seating with leg room for miles. The panoramic sunroof that manages to encompass a majority of the roof was a crowd pleaser too. The rear cargo area even surprised me, the entire area could hold more than what the eye perceived. The overall construction of the interior seemed that much more luxurious than what one would expect; the bar just seems to be continuously raised by Kia.

If you do elect for the AWD version of the Sportage, it offers continuously monitored conditions and can anticipate AWD requirements when other AWD’s on the market can only react after events occur. This advanced AWD system provides the driver with improved stability while cornering as well as removing of under steering. Sportage AWD design provides 100% of torque to front wheels during normal driving conditions which enhance fuel economy but when a slip is detected torque automatically transfers to rear wheels to maintain control. The driver can also choose “LOCK” mode while driving in rain/snow, mud, unpaved roads or off-road to distribute torque evenly between front and rear.

Overall, the 2011 Kia Sportage’s positives outweigh the negatives only which are a weird sightline that at times has you peering over the steering wheel or out the side window to ensure you do not hit anything while making a turn regardless of how you adjust the seat,” Okay” fuel economy and just a tad overpriced; 5k less would make the Sportage a no brainer but often enough there are rebates and discounts to knock the price down. The positives are plentiful; as yet another Kia has completely taken me by surprise with its quality features, unique appearance and overall driving enjoyment.  

Let’s be honest, Buick is not the first manufacturer that would come to mind when deciding to set foot in a dealership as a twenty-something-year-old buyer. In our generation, Buick hasn’t always held up to the cool factor, with the idea of a Buick being associated with the first car your parents bought you, golf tournament prizes and members of the AARP. Which translates with no easy way to tell all of your friends, "Dude, I bought a Buick." Let’s be real though, the 2010 LaCrosse is not your granny’s Buick.

Buick made recent progress with the launch of the Enclave, but the redesigning of the LaCrosse was shifted to the fast lane with a reported sales increase of 100 percent compared to the same month last year. GM has taken a prime opportunity to relaunch Buick to a different crowd of buyers—a younger crowd. In what seems to be a continuous positive movement forward, Buick really is proving that an old dog can be taught new tricks.

The LaCrosse is available in three trims, CX, CXL and the CXS with a starting MSRP of $27,085. Currently the LaCrosse is being offered with an option of two V6 engines but a 2.4L four-cylinder engine will be available with the CX model sometime this spring along with optional AWD, the only car in this class to do so. Each LaCrosse comes with standard security and safety features such as ONSTAR free for the first year, keyless start and dual front airbags, driver/passenger front side airbags, and head side curtains on all rows, with NTSHA consistently giving five stars for safety in front and side collisions. Each Buick comes with a four year/50,000 bumper-to-bumper warranty, five year/100,000 mile powertrain limited warranty that not only meets but exceeds other manufacturers current offerings.

Our CXS with a MSRP of $33,015.00 was equipped with:
-3.6L V6 offering 280-hp
-Upgraded perforated leather
-Heated and cooled front seats
-Ultrasonic rear park assist
-Eight-way driver and passenger front seats
-Memory seats and mirrors
-A wood grain-trimmed leather heated steering wheel with audio controls (Yes, I said a heated steering wheel for when your digits just happen to be a wee bit frosty.)
-384-watt Harman/Kardon FM/AM/XM/CD 11-Speaker audio system
-USB connection, Bluetooth, Universal Home Remote and ambient blue interior lighting

The Touring Package ($800) includes 19-inch, 9-spoke wheels; ALL-SEASON tires; and a chassis selectivity that translates into a “sportier” suspension. The touch screen audio system with navigation and backup camera ($1,995) and the power oversized sunroof ($995) topped the Buick out at $37,555 including that ever annoying destination charge.

The exterior of the LaCrosse is just stunning. It’s sleek, sexy and sophisticated. Try as I may, I cannot find one flaw to this asthetically appeally automobile. From the chrome grill with the massive Buick emblem, to the large hood that gracefully fills out the front, to the slightly flared fenders and delightfully packaged rear with a seamless finish; the LaCrosse does not disappoint in the looks department. I found random passersby swooning over this beauty as she was perched in her spot downtown. The LaCrosse was sometimes confused with a Lexus; people couldn’t help but say “wow” when told otherwise. “Wow”–not word normally associated with Buick. Clearly, we all have it in us to be surprised at some point.

Buick was once considered a “boat of the road,” comfortable to ride in but not exactly what you would consider one that took curves well. Though not classified as a sports sedan or notoriously known for gripping curves and out handling others in this class, I found the LaCrosse did a damn good job. The 3.6L V6 was abundant with power and had no problems getting this sedan down the road. Zero to 60 in 6.4 seconds puts the LaCrosse right along side the ES350. Accelerating from a dead stop to a steady pace along the road was effortless. I am consistently surprised with a V6 engine that is not only good on gas for an engine and car of this size but able to smoke the tires off the line.

LaCrosse’s interior dishes out what we should expect for American luxury regardless of our age. I was immediately impressed with the overall quality of the interior. If a car interior could have a style this might fall into the “Hollywood Regency” era, with wood, leather and metal touches. I was spoiled with all the creature comforts found while behind the wheel. From the curvatures in the door that raised the switches to just in finger reach while my arm rested comfortably along the door control panel, to the center console that just seemed to be at the perfect height. It all seemed as if years of well-executed planning went into the design of this thought out interior. The somewhat vintage instrument cluster provided clear and crisp information. The blue lighting that followed its way around the car’s interior to the dash and door handle areas and the ultramodern 8-inch wide touchscreen audio/navigation screen brought the car into today.

In the past, touchscreen audio systems have not been a favorite of mine, but I was able to easily navigate my way through the menu without a single snafu. I had not only programmed everything to my liking, adjusted the mirrors and seat, and activated the Bluetooth, but I did it all within my first 20 minutes of first being in the car. If the touchscreen isn’t for you (though if you can work a touchscreen phone this will be cake), every button and knob known to man is right under the screen. I found myself not even needing to touch anything except the heated seat and steering wheel button, as the steering wheel once again provides those audio controls we don’t seem to realize how often we use until they are no longer there. An oversized sunroof that stretched its way into the backseat viewing pleasure zone was enjoyable at all speeds. The option to open the roof while leaving the “sun shade” closed was a neat feature for fresh air but not blinding sunshine.

The leather seats were supple and both front and rear seating provided the level of comfort associated with a higher priced automobile. More than ample leg room for both front and rear made any road trip truly enjoyable. LaCrosse provides a tomb-like ride thanks to quality touches such as acoustic laminate glass in the front doors, 5mm thick glass in the rear doors, triple door seals, sound deadening, and acoustic damping. Whether you are sitting at a stoplight or with the car set on cruise, sounds from outside were minimal, needless to say. If you’re one who likes to take a drive to clear your head, this is the car to do it in.

In one week, I went from questioning how great a Buick could actually be to raving about how great of a car the LaCrosse was. In fact, a month later, I still can’t stop talking about the car. I find myself getting that warm and fuzzy feeling inside when I see one on the road because I know whoever bought it knows about the unbeatable value, stellar good looks, impressive interior, and the shear enjoyment felt from not only driving the LaCrosse but by being seen in the car. The LaCrosse convinced me that I don’t need to purchase an import in order to be completely engulfed in 35k lux nor at twenty-seven or any age would I be embarrassed to own this car. I determined this all while blaring Marilyn Manson at a red light, in a Buick, of course.

Photos courtesy of Joanna Cifrian

In the past when I thought Subaru, I would reference my memories of my quirky neighbors in the 80s who drove a spaceship-looking two-door Subaru. Twenty years later, I realize the same quirky crowd still flocks to Subaru, but apparently that crowd has grown with the 200,000 plus cars sold last year. So quirky or not, Subaru was still selling despite the automobile manufacture crash and burn of 2009.

This marks the fifth generation of the Legacy, which received a complete redesign for 2010 as Subaru’s mid-size, but does it really improve the love? Because it’s been a struggle to remotely even feel anything that slightly resembles love when it came to writing this review.

The Legacy comes in eight different trims starting at $19,995 to $29,995 not including options. Each Legacy comes equipped with the norm such as ABS, Vehicle Dynamics Control (VDC) and the only car in this class to offer AWD standard. Legacy also earned the IIHS Top Safety Pick for it’s ring-shaped reinforced frame that includes Subaru’s advanced frontal air bag system, side curtain air bags and front seat side-impact air bags. To date, the NTSHA has yet to release their rating. The Legacy comes standard with a 2.5-liter SOHC 170-hp engine with the optional 2.5-liter DOHC turbocharged 265-hp or the 3.6 liter DOHC 256-hp– all of which earn the Boxer status. Our GT version came with the 2.5 turbocharged Boxer engine along with a 6-speed manual transmission, option package ’08 and the Sirius Satellite kit topping out at $34,146.

The Legacy did not fail to provide silly grins as the gas pedal was mashed into the floor with the whistling of the turbo. Sadly, the 6-speed manual transmission did not provide the enthusiasm it needed in order to be the perfect match with the turbocharged delight. The transmission felt like how a 14-year-old, 6-foot-4-inch boy appears– lanky and out of place. The Legacy’s handling along with the AWD and turbocharged engine made for a responsive suspension that handled very well. If the transmission could just get in tune with the power and handling, I was starting to think that the Legacy could be a packaged performance bargain for under $35,000 as an alternate to its upgraded German same size class competition.

Exterior wise, the redesigned Legacy appears fuller and not so boxy as its predecessor but in comparison to the previous models, the exterior took on an even more common look. Dare I say the Legacy had once resembled a former Camry but now it seems to lean more towards the last generation Mazda 6. I actually liked the previous version better then the current only because it wasn’t so rounded and puffy. Our 2.5GT Limited version came equipped with a hood scoop look to be borrowed from the Subaru stock pile making the Legacy appear to be a beefier WRX. The 2010 version does have extra interior space for a total of 103 cubic feet thanks to those rounded and smoothed out areas, making this a mid-size that can actually transport three adults in the back seat without whoever gets stuck in the middle feeling as if they’re four years old.

I found nothing superb about the design or the quality of materials used on the Legacy’s interior; it was all extremely average. The leather along with the dual heated seats did come in handy on one of our unusually cold mornings here but with the GT package the seats should offer more of a sportier feel then they did. Despite the 60/40 rear seat and now wider rear doors, do not be prepared to pack too much into the trunk. The trunk lid opens rather low and is prepared to nail you in the forehead if you are over a certain height, so beware. Not to leave out the fact that the opening does not provide many options for stuffing large flat packaged boxes that one just might acquire while on a trip to a certain local Swedish store.

The instrument cluster was basic but easy to read despite the annoying, ever-fluctuating gas mileage gauge. It annoyed me with the fact it it did not specify what the mpg was. If there is going to be a gauge even for this purpose, shouldn’t it be one that tells exactly what you are getting like most cars already do?

The upgraded Harman/Kardon 440-watt audio system provided enough for my boys to enthusiastically get their “gotta get that” groove on while riding in the backseat. The only feature the radio lacks is the auxilary jack for the now common mp3 accessory we all have. The audio controls located via fingertips on the steering wheel were nice, but my biggest annoyance with the car is the now in demand technologically advanced touch screen that happens to control everything.

Okay, so there was a calender to program important events that you would need your car to remind you of or that handy dandy calculator available at just a touch of your index finger, but working the GPS or changing the damn radio station was completely ridiculous. I am technically savvy, and have no other problems figuring out an array of common devices used on a daily basis, but getting into the Legacy made me feel as if I was completely incompetent. On Day Three of having the car, the home screen became stuck on the language selection screen and even with the time spent reading the owners manual and repeatedly selecting English there was no reversing it back to what it had been before. Despite the ever so clever rear vision camera that comes along with the upgrade the only thing it reminded me was that we have been driving for how long now without the assistance of a camera in a car this size, so why is it necessary now?

I just found it quite silly for a car this size. The one time I actually plug an address into the GPS, which thankfully I knew where I was going, it had me going on a goose chase around town. After reaching the destination and restarting the car, I was unable to clear the destination and to avoid hearing the annoying voice of the GPS giving a constant reminder to make a u-turn. By the way, this all comes with a price tag of $2995. Add to the package a sunroof that when open (between the overbearing wind noise and the feeling of being sucked out of the opening) makes you want to keep it closed despite the fact that you did in fact pay extra for a feature you cannot even use at speeds over 25 mph.

Overall, I am completely underwhelmed with Legacy. Based on the sticker price, I was expecting to be wooed but instead I am left asking, is that it? For a class full of plenty of other delightful options, Subaru has done nothing spectacular to catch the eye of this less than quirky driver.

Photos by Joanna Cifrian

When the keys were handed over this past week to the sassy compact sedan parked out front I did a double take. A Kia? No way. Their slogan, “the power to surprise,” did just that.

When Kia debuted in the United States, it was with the reputation of offering a cheap car and nothing more. First came the Sephia then Spectra but the Forte comes as a whole new replacement to two previous cars that just were so-so. Unlike most auto makers, there was no rebadging or smoothing out the surfaces; a whole new car was in order down to the chassis when it came to the design. The Forte was launched around the same time Kia itself launched a complete overhaul on their line and company. With recalls and slumping numbers from most manufactures, sales are on the up for Kia with an entire lineup that offers high safety ratings, great fuel economy and a 10-year/100,000 mile warranty to match others manufactures.

The Forte comes in three trim levels, the base LX, EX both of which share a 2.0L 156-hp with a 5-speed manual and an optional 4-speed automatic with a starting MSRP $13,695. We were lucky enough to score the SX model which came equipped with a 2.4L 173-hp with a standard 6-speed manual (an optional 5-speed automatic is available, too) MSRP of $17,495. Standard features with this trim level include heated power mirrors, a AM/FM/CD/MP3/SIRUS 6 speaker audio system, Bluetooth wireless, cruise control, remote entry, air conditioning, dual front and side impact airbags and abs. The optional SX leather package ($1000) includes heated seats and a windshield de-icer and power sunroof ($700) and topped the Forte out at $19,890. The only factory option that is not included at the moment is a navigation system, but a deal is in the works with Garmin.

The Forte’s front facade provides headlights that appear to squint, with a sleek wrap around front that continues down the sides to where the smooth wrapping finishes off the rear of the car. The SX comes with 17-inch alloy wheels that give it an slightly aggressive stance. It sits just a little lower to the ground thanks to its independent front with MacPherson struts, a stabilizer bar, and a torsion beam rear with struts and coil springs. There was little to no roll in the curves and loopty-loos I searched for all over town. The Forte hugged the road no matter what the speed. The 2.4-liter engine coupled with the 6-speed manual transmission was a complete blast to drive. There is a slight hesitation starting from a dead stop while quickly launching the car from first to second gear but was soon not an issue while easily moving into the higher gears. Kia offers 0-60 times in the mid 7-seconds for the SX. The Forte comes with standard four-wheel disc brakes along with ABS, ESC (stability control), BAS (brake assist), EBD (electronic brake force distribution), and TCS (traction control) that ensure stopping to be just as effective as mashing the gas. While zipping down brick roads or cutting through traffic on the interstate the car held its own. The SX offers more power and better fuel economy, 23/31 mpg, then other leaders in this class.

Offering more interior space than three of the main sellers in this group, the interior of the Forte was just as thought out as the exterior redesign. The moment I first sat in the drivers seat I immediately loved that the dash did not seem so far away. Add one smaller sized leather wrapped steering wheel with both audio and Bluetooth controls that were incredibly easy to navigate that also happened to fall exactly where I rest my thumbs when driving. I was in lust. I programmed the Bluetooth quickly and went through the radio as if it were second nature. Everything from the air conditioning to the heated seats to the sunroof controls were as if they were positioned in a reflex mode instead of actually having to reach for any of them.

The overall design and quality of the materials were, in my opinion, above average. Flat black dash with satin nickle-like detailing broke up what would be an excess of black plastic. A cubby large enough for your phone and mp3 player sat below with charging ports and auxiliary plug-in sat under the air controls in the center cubby leaving two cup holders in the center as well as the typical console and one slot above for your sunglasses. In the rear seat, my the drivers seat all the way back there was still plenty of leg room and I did not feel cramped. There was more than enough room for two adults to comfortably ride in back.The part I enjoyed the most about the interior was how quiet it was inside. Even with the sunroof open there was minimal wind drag, reducing the cabin noise one normally gets with such a feature open. The trunk provided massive cargo space that was able to extend into the interior space with the rear sat laid flat.

Overall, I’m sold. The Kia Forte is everything a car this price should be; it’s sporty, has spunk (making it a fun car to drive), and handles surprisingly well. It is also aggressively priced with a ton of standard options and not-so-pricey upgrades. And it just looks good! The Kia Forte could be considered the underdog, but with these shining qualities in such a full class of contenders it won’t be like that for much longer. When it came time to hand the keys over, I was willing to give my own car up as collateral to keep the Forte longer. But no such luck.

For the seven days of pure driving pleasure, Kia made a point to show that they are ready to take a firm hold on the market with something other than a minivan. I truly enjoyed driving the Forte and would recommend it highly for anyone who thinks the only options in the sporty compact category belong to the norm.

Think outside the box. You just might be surprised, too.

Photos by Joanna Cifrian

The Hyundai Elantra was introduced to us in the early ’90s and wasn’t exactly what anyone claimed as a first choice for this compact class, but things have changed. Hyundai in general has improved, rated #1 in fuel efficiency and offering better reliability with a 10 year/100,000 warranty to boot. They also provide Hyundai Assurance (which allows you to return your vehicle and walk away from your loan or lease without having to worry about negative equity) and standard features that most consider options. Add an affordable price tag to the Elantra and suddenly it makes a brand new car an option for most who would typically settle for used with a starting MSRP of $14,145.

The 4th generation Elantra received an overall makeover with an exterior that is smooth in appearance and not at all ugly but still doesn’t really stand out. The rounded front and rear make the car tasteful without looking like a bubble. As most of the Hyundai models, it is similar with the front grill and headlights as the rest of the lineup. What personality it lacks on the exterior is made up with by an unexpected interior.

Hyundai Elantra offers a spacious interior and unobstructed view to the outside. With 112.1 cubic feet, it has the largest interior of any car in this class. There is seating for four adults comfortably with room for five if needed. An impressive amount of head room, front and rear leg room and comfortable seating took us by surprise. The above average trim did not appear cheap or haphazardly put together, and the dash and surround were clean and thought out even with the large amount of plastic covering the deep dashboard. The instrument cluster was easy to decipher and all controls were well within reach. Little things like placing the trunk release button in the driver side door exactly where your hand naturally wants to reach instead of up under the dash, a rear seat fold release in the trunk and plenty of storage compartments around the driver were nice added touches. The ridiculously inconspicuous trunk that extends with the 60/40 split rear seat were more than enough to carry home two Adirondack chairs along with a week’s worth of groceries. Standard dual front, dual front seat-mounted side airbags and dual side curtain and ABS are an added bonus to what we expect a new car should offer to keep us safe.

The Elantra-Blue as tested came equipped with the Comfort Package ($1700) that added a six-speaker audio system with the essential iPod and MP3 auxiliary jacks, XM radio, cruise and air conditioning. Carpet floor mats ($95), iPod cable ($35) and an easy to use Bluetooth hands-free phone system ($325) along with the freight and handling ($720) topped our total price as tested to $17,020. The base model Elantra unfortunately does not come equipped with air conditioning, which in these days one wouldn’t even consider an option. The price tag slowly creeps towards the $20,000 mark with the upgraded trim packages such as the GLS or SE that the air is standard on.

The manual transmission was confident enough to merge into rush hour traffic as it helped boost the 2.0 liter, 138 HP DOHV 4-cylinder up and down the road. The clutch was easy but the short throws of the shifter were clumsy and felt tightly placed together. With the average 35 highway mpg and combined average 29 mpg, you could easily get past the awkward set up with the fewer trips to the pump. As it was, it felt like it took forever to move the gas gauge off the full indicator and down below the halfway mark. I found the engine to be incredibly quiet even while accelerating and on the highway at higher speeds. There were a few times that if it had not been for the tachometer, I wouldn’t have even known it was running. The ride and handling of the car exceeded expectations by providing more then what I initially expected– but no rally races in its immediate future.

Overall, if you are in the market for a first car or second car to add to the family lineup, put the Hyundai Elantra on your short list. Hyundai offers a great value, long-term backed reliability and you can’t beat the great fuel economy. The car isn’t going to stop traffic with great looks or performance but it will allow you to arrive comfortably and with a realistic price. The Elantra just might be exactly what you are looking for.

Photos by Joanna Cifrian.

Since the release of the first crossover 11 years ago, the field has become the fastest growing segment in the automotive industry, and with good reason.

Car-like interiors with the higher stance of a SUV make this class appealing to those who no longer want a sedan but are not quite ready to make the leap to a full size SUV. The midsize crossover has developed appeal with all generations which has helped ease suburbia from the land of the minivan, into the land of the SUV. With the clouds clearing in Detroit, Ford and GM have finally stepped up with their finest in hopes that they can break into this competitive market as well as bring back their once loyal following.

When GM unveiled the redesigned Cadillac SRX with the signature “Here I am, look at me” front end, it made me stop and stare. Gone was the boxy, awkward past SRX and in the place was one that stood out in this already busting at the seams class. The sleek lines of the exterior wrap this crossover into a visually appealing package. From the front to the rear, it doesn’t look like anything else out on the road these days.

With four trim levels: Base, Luxury, Performance and Premium, and an array of standard options, this midsize crossover gives several manufactures a run for their money. The SRX starts at $33,330 and comes standard with FWD, a 3.0 liter V6 with 265 horsepower and optional AWD available. It provided enough get up and go, but late this fall, and well worth the upgrade, is the 2.8 turbocharged V6 that boasts 300 horsepower and 295 foot pounds of torque that would put a little zing in your drive.

The Haldex AWD system with electronic limited-slip and a tweaked suspension really make this one stand out. Both come standard with the upgrade.

The six speed transmission allows you to not only get around town in a conservative fuel sipping mode, but by switching to Sport, allows you to really enjoy the drive and watch this vehicle come alive. Braking was responsive and smooth.

The Cadillac quality we have come to expect is not forgotten once the door is opened. The interior provides a solid, quiet ride at both highway and city speeds. The optional soft, buttery leather wraps you in a power seat that would make the elevator in Willie Wonka seem sub-par — it goes in every direction possible. The ample legroom up front as well the ability to not rub elbows with the passenger make the interior of this midsize appear larger than it really is. The backseat provides room to seat two adults comfortably, three children not being an issue. Rear cargo room is ample enough to lug not only a double stroller but leaving room for groceries. By laying down the 60/40 split rear seats, a healthy shopping trip at your local home improvement store or a day of retail therapy could easily be contained in the 61.1 cubic feet.

The instrument cluster is neatly displayed with the center LCD allowing the owner to program and personalize the display. The layout of the entire dash is done in a neat, organized fashion that allows every control within reach surrounded by satin nickel and warm toned wood. The optional pop-up DVD navigation with a 40GB hard drive would impress even the techiest of techs. The options most now consider necessities such as integrated iPod connectivity, XM radio and OnStar are just a few additional features one can come to expect with a GM. With the optional sunroof, you just might find those riding in the rear a little more fascinated with the view from above thanks to the almost the entire center being composed of glass. For the those times you just want to crank up the radio loud and not enjoy the silence, the optional 10-speaker Bose‚® 5.1 Cabin Surround‚® Sound System will deliver crystal clear quality, no matter what you’re listening to.

The positives of the SRX include the multiple trim levels to appeal to even the savviest of buyers, zippy performance with surprising well handling, attractive styling and impressive features. The downsides are the average fuel economy, smaller cargo area and larger SUV sized pricing. The quality this vehicle oozes makes would make whomever owns it, proud to display the GM name once again on the road and in their garage.

Lincoln stepped into the scene in 2007 with their crossover, MKX, refining a few areas for 2010 model. The MKX is classy with the signature flashy Lincoln grill coupled with large headlights that make for a happy looking front and a smooth all around appearance. Starting price for the MKX is $38,345 for the FWD version, with several optional packages to pick from. Both the FWD and AWD come with a 3.5 liter V6 that has 265 horsepower and 250 pounds of torque each equipped with a six speed automatic transmission. The Duratec V6 provides enough power, but in the one I tested, was nothing to write home about. The transmission does not allow for any variation in drive style but it is surprisingly unnoticeable while accelerating. The braking patterns hint more like a truck, sometimes a bit sluggish and not as quick to respond for a vehicle this size.

Through the windows, the cashmere colored leather with black piping that came as part of the optional Monochrome Limited Edition package, made the interior appear bright and appealing. However, I was immediately disappointed with the excessive plastic that covered the door once I opened it. The ebony wood placed throughout the cabin appears plastic-like too. The front seats were given more than enough leg room with the distance between the two being comfortable, not squished. The supple leather cooled front seats provided another level of comfort during the hot October day. In the backseat, there is adequate seating for two adults. I felt claustrophobic as the roof felt rather close even at my average height. Any taller, one would find their head mashed against it, so forget about rocking a beehive if you plan on riding to the in the backseat. Leg room was appropriate and the backs of the seats were sufficient in providing ample support for those extended drives.

The interior remained quiet and provided a great buffer to the sounds outside of the vehicle even while stopped. A great option, Easy Fold release, allows with a push of a button for the rear seats to fold flat giving you a whopping 68.6 cubic feet of space to stuff with snowboards, camping gear, estate sale finds or annuals from the garden center. With the seats raised, a week worth of groceries and other normal sized items fit into the area with ease.

The instrument cluster fell under the category of boring even with the chrome and bright nickel accents. It’s plain, flat, uninteresting and can I say boring once more to drive it home? Lincoln played it too safe and could stand to add little WOW factor.

The optional voice activated navigation system provided by Integrated Sirus Travel Link, was very easy to use, but the screen is set too low. I had to look down for too long while driving.

MP3 player connectivity, Sirius radio and Sync are all available in the MKX. One of the best options has to be the Vista Roof, a large sliding front piece and a rear fixed panel. All passengers would dig the THX II Certified Audio System with 14 speakers, in dash 6-disc changer and a whopping 600 watts which cranked out enough power to satisfy the metal heads three cars over in traffic. It was loud, crisp, and I rocked out.

The positives of the MKX are the solid built construction Lincoln has perfected over the years, tomb like ride, satisfactory cargo area and an awesome audio system that you just might possibly be able to reenact the old Maxell commercial in. The downsides are the unimpressive engine, overly plastic interior and claustrophobic feeling one might have while riding in the rear seats.

Overall, the SRX wins in appearance, performance, and features. The SRX is a breath of fresh air to a class that provides many options but only a few can say they are truly a luxury midsize crossover. As Cadillac promised, when I turned on the SRX, it returned the favor. At a time when comebacks are welcomed, this one just might do the trick for GM.