And it amuses you too, admit it.
(Incidentally, here is a link to a brief Youtube video with the XLE Hybrid, holding its own on a frigid day here in Edmonton).
A Camry in XLE trim is practically a luxury car, perhaps lacking the brand cachet of Lexus, but consider that this one still comes in about 6K less than the ES300h, which is pretty much the equivalent of the Camry in size and configuration.
The major points of our test Camry are: it’s powered by a 2.5L four-cylinder gasoline engine, which on its own can produce 176 horsepower (and 163 lb.-ft. of torque), but as a hybrid it also adds an electric motor – branded by Toyota as their Hybrid Synergy Drive system – which brings the combined output to a potential 208 hp.
And of course, one of the things about electric power is that the torque comes on at very low rpm, putting the power to the wheels very quickly, especially when the Sport Mode of the Camry hybrid is activated.
I’m not trying to imply that it’s some sort of sports car here, it isn’t, but the vehicle provides ample power and a driving experience that won’t leave the daily driver feeling let down. It comes up to speed promptly and deals with everyday demands admirably whether on the highway or here on the streets of Edmonton.
But where the advantage lies with hybrid vehicles like this is with the increased fuel economy and savings at the pump over the life of the vehicle – Toyota states a combined consumption rating for the Camry Hybrid of 5.2L/100km, although I’ve gone a little over that (this one ended up with 6.0 after about 400 km of mostly city driving, but it has been my observation that cold weather affects the mileage of hybrids by forcing the cars to use the gas engine more).
Inside the 2018 XLE you find comfortable seating and decent headroom, a dash layout where all major controls are easy to find and understand, and a suite of new tech for 2018.
Now, if you watch our Youtube video you may notice that a lot of the apps on my test vehicle come up grayed out, as they aren’t activated for this press car, but regardless, you can see where the apps would be activated through the combination of touch-screen and interface buttons of the Entune 3.0 suite.
Entune is apparently an open source, Linux based system for the communication module – and the 2018 Camry is the first vehicle to get the system.
This Camry XLE also includes a comprehensive set of safety features, my favorites of which are blind-spot monitors and rear cross-traffic detection, and a backup camera that will display an overhead, bird’s eye view of the car.
And while less space-age and futuristic, another feature I like on the Camry XLE is the tire-pressure monitor (which can be displayed as a little graphic on the cluster behind the steering wheel if you cycle through the submenus with the steering-mounted controls) that shows the pressure in each individual tire. I like that so much better than lower-end systems that will only alert you that there is a low tire, but makes you get out and check each one to find it.
So ultimately, there isn’t much to dislike in the all-new Camry Hybrid (and it is ‘all-new’, Toyota says the 2018 shares almost no components with the previous generation).
You could pick on the price, I suppose, as the XLE does come in a little higher than competitive hybrids from Korea; and perhaps the appearance – although again, the car looks better in my opinion than the outgoing model.
I wouldn’t call it ugly – it isn’t – but rather what a number of people describe as ‘boring’, but that is of course in the eye of the beholder. (Although, do me a favor and check out that big plastic grille and see what you think).
Our test car here, a pretty complete package as is (there are no options listed for our tester) came with a sticker price of $42,832.50 CDN
Exactly the right vehicle, timing-wise and arriving at the right time (by which I mean, just as the weather turned wintry out here and the snow began to fall) the Crosstrek made itself instantly welcome.
Not just because it is the latest, 2018 Subaru Crosstrek, either, I’d have been equally glad to have the previous year’s model, or for that matter just about any Subaru product.
And here’s the thing, just as a piece of trivia: pretty much any mountain town I’ve ever visited, anywhere where they get a lot of snow, Subaru is the nameplate I see on most of the vehicles owned by the people who live there. Well, Subaru and Jeep.
Naturally, the all-wheel drive system (Subaru’s Symmetrical AWD) is what has made their lineup a hit among their fans in climate zones similar to mine, and the Crosstrek has been embraced as much for its ability to handle the adverse conditions as for its more car-like size.
The whole lineup employs a 2.0 litre, four-cylinder engine that brings ample power to the platform (152 horses and 145 lb.-ft. of torque). In terms of power, it isn’t dominating its class with those numbers, but the Boxer engine delivers better fuel economy than many of its rivals – Subaru boasts a combined city/highway consumption of 8.1 L/100 km, which is pretty decent.
My test vehicle, a Limited trim with the company’s Eyesight package option, used a continuously variable transmission to put the power to the wheels (and, as a note of trivia, the Limited model is only available with the CVT as of 2018, previously a six-speed manual was offered).
Also new for the upcoming year is that all Crosstreks equipped with this transmission will be equipped with the company’s ‘X-Mode’.
X- mode is, basically, an automated system for managing tricky terrain at low speeds. Activated by the touch of a button on the center console, I think of it mainly as a hill-descent control – it works with the transmission and AWD to maintain torque distribution and engine power.
I’ve seen and experienced X-mode in demonstrations with Subaru’s Forester, crawling down a frighteningly steep and rocky path in mountainous terrain; and I’ll vouch that it works well.
But it was in mostly urban settings that I used this Crosstrek, and thus enjoyed the vehicle more for the general selling points that bring buyers into this segment.
The Crosstrek provides a car-sized footprint that its customers like, and the smooth ride they are looking for; and at the same time brings slightly higher sightlines and better ground clearance (which is a big deal for many in my neck of the woods, where the road surface can be pretty uneven, and nobody likes to hear their undercarriage or front bumper scrape).
Anecdotally, a comment I always hear when I show a car like this to any member of our um, ‘more aged’ population (you know, seniors, oldsters, the more fossilized generation) is the added height of crossover vehicles makes getting in and out of them easier. I am increasingly finding that I enjoy that as well.
I’ll warn you, though, that the Crosstrek has less overall headroom inside than many of its competitors, but in all fairness, this won’t trouble anyone under six feet tall, and has never been mentioned by any of the owners that I know.
The Crosstrek lineup starts at a really reasonable $23,695 for the base/entry-level model, and my test vehicle with its Limited badge and Eyesight package pushed that into the thirties.
Eyesight brings a collection safety technology to the vehicle: adaptive cruise control, lane-keeping assistance (which is a new inclusion for 2018) and braking intervention that will aggressively step in and actually brake the car if it detects that the vehicle is backing into something.
All of which are good things to have, and overall the Crosstrek itself makes a case as a good thing to have, as an all-round capable light duty family-oriented everyday conveyor.
A 5-door hatch is the most useful body style for a car, especially that can be the only vehicle for a family, or even an angry loner such as myself.
The utility of the big rear door for cargo and groceries speaks for itself, and seating for up to five people is a plus; but put that together in a sporty hot-hatch body with a direct-injection gasoline turbo engine and a six-speed manual gearbox and we have a car that is actually a lot of fun in addition to practical.
Such is the case with this one – and here: check out our Youtube video of the 2018 Hyundai Elantra GT, in Sport trim.
Hyundai is pretty proud of this latest iteration of their well-received compact, and they tout it as being “all-new” for 2018
The company credits their new focus on ‘European styling’ for the improvements, which is where the car was developed and tested, and they also state that it is built with 53% more Advanced High Strength Steel (from their own subsidiary, Hyundai Steel, which they are extremely proud of)
That’s double the high strength steel used in the outgoing model, adding extra rigidity to the new Elantra GT’s chassis which Hyundai says further enhances noise insulation, collision safety, and the car’s driving and handling performance.
And sure, I’ll go along with that. The Elantra GT is highly maneuverable and genuinely fun to drive. The one we’re looking at here, as I say, is the Sport model, which gets Hyundai’s 1.6L turbo powerplant.
The engine has an output of 201 hp and 195 lb.-ft. of torque, which is actually more torque – available at lower rpms – than Honda’s Civic SI, but hey, we shouldn’t turn this into a horse-measuring contest here.
Sure you can get more get-up-and-go in Ford’s Focus ST or the VW Golf GTi, but really, we must stop and ask ourselves, how much power does the average driver require, for average daily use?
Now, you can get the GT with an automatic (a 7-speed dual clutch transmission), but for the purists, the six-speed manual is great. A short throw shifter that feels great to use, and helps bring the performance-oriented feel to daily driving.
So with a package that offers great flexibility for cargo an passenger handling, as much power the average driver is ever likely to need and a generally good looking vehicle body, its hard to pick at the 2018 GT Sport’s faults.
It isn’t even significantly expensive when compared to its major rivals (like the aforementioned Civic Si), and in fact comes in a lot lower than either the Golf or Focus hot-hatches; and I want to mention here that Hyundai has gained a lot of ground in terms or reliability and longevity; as demonstrated by the Consumer reports rating of not just this but all of their lineup.
If you love the looks and the layout, but don’t need the turbo, the Elantra GT is also available with a 2.0 litre non-turbo engine and starts in the low twenties.
Our GT Sport tester moves that up a bit, with this one coming in at a Canadian MSRP of a little over 28K
This is one those automobiles my neighbors all come out to see, and I’ve got pretty jaded neighbors. They’ve become used to seeing some quality sheetmetal parked in my drive, to the point where they barely blink at a Carrera or F150, but when a 2018 Lexus LC 500 (hey, click that – it’s a link to our Youtube video!) showed up I had more than a couple of people come out to say “Nice car! What is that?”
Meet the one Lexus that will rule them all. Strikingly good-looking and packed with Lexus’ cutting edge technology, the new flagship coupe is reminiscent of the discontinued SC430 (which I loved, in its day) but updated for the twenty first century.
It made its Canadian debut at the Edmonton Motor Show last year, after being shown as a concept at the Frankfurt motor show in 2015.
This low-and lovely two-door standout is powered by a 5.0 litre V8 engine, running through a 10-speed automatic transmission (which Lexus boasts is a first for a luxury car). It puts out a potential 471 horsepower and 398 lb-ft of torque.
I should mention, too, that the one we’re looking at here is the gasoline-only model, but there is also a hybrid version of the car available, the LC 500h; and while I’m pretty sure fuel economy won’t be a factor for people who are able to buy this car, you just know this isn’t a frugal gas sipper.
Lexus states combined, city & highway numbers of 12.2 L/100 km (or about 24 mpg) for the V8, but I went a bit over that – I think we ended up at about 16.0L per hundred k after a week in the LC, but we may have been using the car’s Sport Plus mode more than we should have, because here’s the thing – this beast is a hoot to drive.
A low center of gravity combined with variable-gear-ratio electric power steering and an adaptive variable suspension help the car eat up corners; and the model you see here added a Performance Package option.
The performance package (which adds $13,500 to the Canadian price) builds on that with a limited slip differential, 4-wheel active steering (which gives it a really tight turning circle) and that cool pop-up rear spoiler that we saw earlier.
The package also pumps up the interior’s posh environment with Alacantra and leather surfaces and upholstery, really comfortable and fully adjustable sport seats. The LC is as delightful just to sit in as it is to drive.
At least in the front seats anyway. It is a four-seat car, technically, but the rear row is pretty tight and small. No legroom.
Oh, and another thing – low ground clearance and a long front overhang. This is something a potential buyer should be aware of, as it would be very easy to scrape off your front air dam on a curb, or rub the underbody on, well, even a larger-than-normal speed bump.
And that, like pretty much any of the criticism I could make about the LC could be applied to virtually any of its competitors. The rear seats are small, the trunk is small, the car’s low profile make it a challenge getting in and out of, blab bla bla, you probably already figured all of that out just by looking at it.
I can’t believe I’m saying this, but even the price isn’t over the top when you stand it up beside the other luxury/performance cars it is competing with. The LC 500 starts at 101K, this one here with its Performance Package pushes that up to $117,271 (and twenty five cents) which is actually quite competitive with similar offerings from Porsche or Audi, and a good deal less than any of the Italian supercars – and the Italian supercars can’t boast Lexus’ rep for quality.
You know you’re getting into a high-end sports machine when, after you take your position in the driver’s chair and start ‘er up, a little mechanical arm pushes out the shoulder strap of your seatbelt so it can be easily reached.
BMW offers one of the most comfortable seats I have found in any similarly high-end luxury/performance machine, with a full range of adjustment – which is great if you are a tall-and-skinny type such as myself, who enjoys the aggressive lumbar support and ability to lengthen the thigh support portion of the driver’s perch.
In fact, I would call it my favorite seat in the segment, except I think it may be tied for first place with the one found in one of the 440i’s closest home-country competitors, Mercedes’ E 400 Coupe.
(Incidentally, while the two are very similar in dimensions, the 440i is about 70mm shorter overall than the E400, but the wheelbase is longer by 50 mm).
My test vehicle is one of three of the available models under the 4-series umbrella – there is the Coupe, Cabriolet and Grand Coupé (which is a four-door, so yeah, I know, not technically a ‘coupe’, but what can I say).
A buyer can further make the choice between all-wheel drive (xDrive, in BMW parlance) and rear-wheel powertrains; and so it is that the full name of my test vehicle is 440i xDrive Coupe. Simple, no?
Additionally, this particular one is further enhanced by the addition of several option packages (which is why it tops out at over 70K).
Notably, the M performance package group, which adds not only a generous sprinkling of M-badging throughout the car, from kick plates to tailpipes, but boosts the horsepower of the 440i’s inline six-cylinder powerplant from its base rating of 320 ponies (and 330 lb.-ft. of torque) up to 355hp and 369 lb.-ft.
The takeaway here is that the 4 doesn’t lack power. Acceleration in any of the vehicle’s driving modes is quick – and I mean speeding-ticket quick; you’ll want to keep an eye on the digital speed readout on your heads up display – and incredibly smooth, as one might expect from BMW.
Handling is superb, the car’s ride is excellent, if decidedly tuned to the ‘sporty’ end of the spectrum (BMW boasts of a newly stiffened suspension in all the 4 series models, particularly the M Sport suspension) and an eight speed automatic transmission manages the power masterfully in my test car; but driving purists need not worry, the 440i can also be had with a six-speed manual gearbox.
Inside – in the front row, anyway – an occupant finds good headroom, tight everything else, but that is how it is supposed to be. The car is intended to hold you firmly (but comfortably) in place with all the necessary controls close at hand; provided you don’t mind BMW’s user-interface module (now called iDrive 6.0, which has also been made easier to work with for this latest generation).
Wrap all that up in BMW’s ever-evolving styling and you have one of the best looking two door coupes on the road. The 440i exterior is rolling sculpture from any angle, helped out by a reworked rear tail light treatment for 2018.
The interior is a coherent collection of high-end materials and a console-and-cluster layout that fans of the brand will love, but here’s the thing: you have to be a fan of the company’s design language.
That is pretty much the only major detraction for anyone considering the 440i (well, that and the price, but we’ll get to that). I showed my test car to a couple of owners of current Benz and Audi products, and their reaction was that the Beemer was a bit too austere for their tastes.
The sticker for a base 440i xDrive Coupe starts at $57,550, which is already more than I make in a week, but that won’t be the one I want.
No indeed, to get the vehicle up to the high level of comfort/ luxury/ premium-ness that I figure a buyer in this segment would require, a potential customer would have to consider the packages tacked onto this one, in order to feel like a bigshot like me.
By the time you add the enhanced Premium Package, the Driver assistance and Connectivity packages, the M Performance group and three standalone options, the car whistles past seventy grand and pulls up at $73,190
You know, at first I was just enjoying driving around in a Countryman test car for the sheer appearance of the thing and the attention to detail and design the manufacturer has lavished upon the interior.
But then, I discovered Fuel Economy Fish.
A delightful cartoon sprite that lives within a submenu called “Minimalism Analyser”, and which can only be displayed when one has the vehicle set to Green mode, Fuel Economy Fish (which I am sure is not the actual name for the graphic) is a fun little metric that aims to aid a driver in achieving maximum efficiency by following some fairly simple rules for stretching one’s fuel economy.
So the takeaway here is that, yes, I spent most of my time in the vehicle trying to amuse a cartoon fish; but we’ll come back to that later.
As I am sure you know, the Countryman is the largest offering from MINI, more of a compact crossover-sized creature than the brand’s other, smaller members (which would be the Cooper, the first model reanimated when BMW bought the English company; and the expanded, five-door Clubman).
This latest generation of the Countryman has grown, being longer and wider than the previous model (it now shares its platform with parent-company BMW’s X1 crossover), and has toned down some of the more esoteric styling features within the cabin; and comes at a more competitive MSRP.
Don’t think of the Countryman in the same terms as the regular MINIs – being much taller and overall bulkier, it doesn’t bring the go-kart feel of the smaller original, nor bite into corners with the same adrenal thrill – but it works much better as a practical and useful all-round daily driver.
Four doors and big (power) hatchback that raises to expose a goodly amount of cargo space ensure its appeal as a family car; the added height make it friendlier for people of all physical abilities to get in and out of, and the newly expanded legroom in the rear seats are more welcoming for second row passengers.
A heads-up display (always a favorite for me – the digital display is comfortably within a driver’s line of vision) rises up from the dash when the Countryman is started greets you when you push the start switch, and a comfortable seat with a great range of adjustment await. I should mention, too, that with the one I used, the front passenger seat also gets the same range of adjustment, which is not always the case with a lot of vehicles.
The instrumentation and switchgear is unlike anything else in the segment, and imparts a science-fiction spacecar feel to the well-finished, sculpted dash. In addition to being interesting to look at, the controls on the center stack are pretty easy to figure out and find your way around, and I daresay a lot more intuitive and user-friendly than I usually find in many German-influenced autos.
The Harmon Kardon stereo system option (one of many packages crammed onto the loaded test car I drove) makes the interior sound as good as it looks and feels.
It isn’t intended to be a performance hotrod, of course, but the Countryman isn’t sluggish, either. A turbocharged 2.0 litre engine under the hood can deliver 189 horses and 207 lb.-ft. of torque – more than adequate to haul its bulk around, though by no means segment-leading – gets it up to speed easily (and in fact, this is one of those vehicles that you can easily accidentally get into speeding ticket territory before you even realize it).
Put it into Sport mode and the shift-logic gets more aggressive, holding gears longer and making the accelerator noticeably more responsive (the base model Countryman can be had with a manual transmission, but this one employed an eight-speed automatic).
For the most part, I found little to disdain in the vehicle, especially as well-equipped as it was, but here are a couple of dislikes – the sliding mesh cover that closes beneath the moonroof, and the door opening lever in the front row.
I like a moonroof cover that is totally opaque, like my mind, when closed my friends, and the translucent mesh of my MINI let in just a little too much glare.
The interior door handle thing, though, is maybe not a bad thing. I didn’t like the way it forced me to bend my hand into an uncomfortable crooked shape to open the door, until I realized that opening the door with my right hand was not only easier, but also maybe intentional on the part of the manufacturer.
Opening the door with the right hand forces you to turn your body, ever so slightly, and what that in turn does is allow you to see more of what’s coming up beside you – so that, for example, you don’t door-whack a cyclist who happens to ride by at that exact moment – so maybe this is exactly what the engineers intended.
In the Netherlands, for example, there was a public awareness campaign that advocated right-handed door opening for this very reason.
But enough about that. Back to Fuel Efficiency Fish:
Fuel Efficiency Fish actually works as intended. When the display first pops up, FEF is just sort of sitting there, gawping at you quizzically with little animated eyes. But as you earn points (or stars) by driving in a practical manner – which isn’t that hard to do, really, just avoid hammering the gas/brake haphazardly, coast whenever possible and don’t unnecessarily over accelerate – the fish becomes progressively happier. He does a little flip every time you add another star to the performance graph.
It’s pretty cute, to be sure, but the thing is this: I achieved really decent mileage by doing this exercise. 4.6L/100 km is practically hybrid numbers, for gosh sakes; and almost unheard of in an AWD crossover vehicle, at least in my experience.
And finally, the price was the icing on the (fish) cake.
The MINI Countryman All4 came in a lot lower than what I had guessed when I first laid eyes on it. A base model starts at $31,990 and my test piece, loaded with option packages only pushed that to $44,880 which makes it comparable with RAV4, Sportage, Escape and several other, less cleverly styled vehicles.
“So what is the story here?”, are the words of Jim, my spiritual mentor and unofficial Muskoka district tour guide. A serious and dignified journalist, he has little time for the antics of one such as I, for whom the story is that I came here to have fun with some Ford product.
We started out on the shores of Lake Joseph, a peaceful setting in relative quiet among the ritzy waterfront homes and mahogany-hulled playboats of the Ontario moneyed class; at an event Ford Canada put together to showcase their sport utility lineup.
Problem was, although everything the company makes to compete in the increasingly diverse SUV world, from compact to gigantic, Ford’s two major entries for 2018 weren’t available to drive.
The new-to-North America Ecosport and latest edition Expedition were on hand, of course, artfully arranged at the hotel staging ground and looking ready for the showroom floors they will hit later this year; but I’ll have to tell you more about the actual road manners of either of them at a later date.
As it is though, here’s a glimpse of them:
This compact and cargo-friendly little hauler is likely to win friends in the teeny-weeny utility segment (don’t laugh, the small ute segment is blowing up with demand, and the Ecosport will joust with rivals like Honda’s HR-V and Toyota’s newest, the C-HR).
The Ecosport is another truly ‘global’ vehicle from Ford. It is a Fiesta platform underneath, built in India and already sold all over the world.
Its got a funky, decent-looking interior (which improves with optional, larger LCD information screen atop the center stack) and a side-hinged tail gate to access the rear. As an aside, do you think this is coming back into vogue? I’m thinking of Honda’s redesigned Ridgeline, where they have altered the gate to be hinged on either the side or the bottom; so maybe there is a demand for this configuration.
Full specs on the machine will be available closer to its arrival, but the company promises a full list of available safety features (my favorites being blind-spot monitor and rear cross traffic sensor) and technology packages for the Ecosport; including the unusual option of a B&O 10-speaker sound system (which, if it follows the company’s other products I have seen, will be expensive and weird to operate, but sound great).
Ford is still being cagey with the MSRP, but you can imagine the Ecosport will be the most affordable of their sport utility lineup.
So that is the story there, my gentle friends, and I will update this with actual pricing when it arrives.
I’ll tell ya what I do know the price of, though:
The 2018 Expedition
I’ll get that out of the way right now, the newest edition of Ford’s largest multipurpose monster ute runs from $59,999 up to $89,999, depending on whether you want, XLT, Limited or Platinum trim.
Running a combination of a new, 3.5L EcoBoost six-cylinder engine and the company’s latest 10-speed automatic transmission (which we saw first on the F-150 pickup, earlier this year).
This is the only engine you can get the Expedition with now, but it promises huge towing capacity – Ford insists the 9,300 lbs it is rated for is best-in-class, in fact – on a vehicle whose curb weight has been lowered by over 130 kilos, due to more high-strength aluminum being used throughout the vehicle.
It gets a power boost over the previous-generation Expedition as well, now being rated at 375 hp (and 470 lb.-ft. of torque), but here’s an interesting factoid: Ford tested a Platinum trim model with 93 octane fuel (the first figures are for regular 87 octane in XLT trim) and states 400 hp and 480 lb.-ft. from that combination.
The wheelbase is 4” longer than past Expeditions, the body an inch wider, and as you might expect interior roominess and cargo space is very generous – and can be made even more so with the availability of the XL body (for fleet customers) and Expedition MAX stretched platform.
Pound-for-pound, and with the top down, this is probably the most delightful and fun automobile within reach of a majority of buyers. It is an indulgence, certainly, but the Mazda MX-5 offers a sprightly and nimble two-seater that lowers a power hardtop and lets loose with some responsive and sporty performance.
At the entry-end of the lineup, there is a case to be made for bang-for-bucks value, but that is thrown off a bit by my test version – the 2017 MX-5 RF GS – which pushes the price to over 40K, but we’ll come back to that later.
RF stands for ‘retractable fastback’, a convertible hardtop that deploys with what Mazda claims is segment-leading quickness (and it does, in fact, open and close with impressive alacrity) and is frankly a lot of fun to watch, as the roof panels fold over one another and settle at the press of the dash-mounted button.
This right here is the most attractive of the MX-5 models, and looks good whether the top is up or down; the car is a stylish piece of art that attracts comments. My test vehicle was further enhanced by an attention-grabbing paint job (“Soul Red Metallic”) that prompted a couple of random drivers to roll down their windows at stoplights to ask about the car.
My tester’s top was color-matched to the body, but there is an option to get it in a contrasting, ‘piano black’ finish. I’m not sure I’d want that, though; it looks just fine as is.
So the styling and overall design of the RF is a ‘10’, no question; and during a couple of very nice days out here on the Prairies it delivered everything it oughta – fun in the sun with the fresh air blowing through the cockpit.
On that note, Mazda has done a good job of keeping wind in the cabin under control (mostly anyway, but we all know there’s going to be noise in a car like this). Informal testing with a couple of passengers confirmed that you can converse at normal volume up until about 80 kilometers and hour.
Powered by a 2.0 litre inline-four that pumps out a potential 155 horsepower (which, while not a big number by today’s standards, is way more than enough to haul a small car like this one up to speed in a hurry) and paired with a six-speed, short-throw manual transmission that just feels good to operate; the MX-5 brings the fun factor.
A rear wheel drive platform, tight-cornering with a responsive steering feel and low-to-the-ground weight distribution that loves twisty roads and sudden bursts of acceleration. A suspension that, while certainly tuned on the ‘sporty’ side of firmness, still manages not to punish the occupants when driven over bumps and imperfect road surfaces.
My GS RF tester yielded up some pretty decent full economy as well, sticking very close to the NRCan stated numbers (8.9L/100km in the city, 7.1 highway) and a very similar RF did quite well in the recent EcoRun event, with a combined mileage of 6.1.
What’s not to love?
The shortcomings are self-evident: the overall size and limited capacity of the car make it a tight fit in the passenger compartment, and if you are a taller person like myself, it feels claustrophobic with the top up (and with the roof in place, visibility is compromised from within the car).
Filled to capacity (which is two people), driver will find themselves rubbing elbows with passenger, and both will find themselves rubbing elbows with the oddly placed cupholders that jut from between the seats. The cup-traptions are removable, and you should remove them if you buy an MX-5, because why the heck would you want cups held at elbow height in a tight cabin like this?
Nor does the vehicle offer a lot of cargo capacity – although the wee trunk isn’t actually that bad, considering the overall size of the car; but this one is mostly suitable as a day-tripper that will be home by nightfall.
The RF is at the top of the price chain among MX-5 models, which may choke back the value factor, but consider that the lineup starts at a 33,817, for which you get the same SkyActiv powertrain (and also manual transmission).
This one, though, a GS trim, retractable fastback with a four thousand dollar option package (the Sport package, which adds red-caliper’d Brembo brakes, 17” BBS wheels and Alcantara-trimmed Recaro sport seats) came to $43,500 before destination fees and taxes.