2011 Lemon Aid Small Cars

The small car segment, a crucial and very competitive one in Canada, contains some of Canada’s best-selling cars.

Cars in this segment are no longer cheap, but equipment levels, refinement and performance are equal to those of mid-size cars a decade ago. Other than a need for greater cabin space, there is no compelling reason to move beyond this class.

Over the last few years, new cars in this segment have arrived as relentlessly as waves on a beach. The waves have grown into swells this year as the Chevrolet Cruze, Ford Focus, and Hyundai Elantra, MINI Countryman, Mitsubishi RVR and Volkswagen Jetta are all new, with a new Honda Civic due at some point during calendar year 2011. Toyota introduces the Scion line to Canada this year, with the xB and xD covered in this section. The unique and hard-to-categorize Nissan Juke, went on sale in the fall of 2010. Several ancient warriors, the New Beetle, City Golf and City Jetta from Volkswagen, as well as the Chrysler PT Cruiser, have retired from the sales arena. They will soon be joined by the Chevrolet HHR, which is in its last season.

The better cars in this class are economical to operate, very reliable, and have excellent resale value. Interestingly the highest rated cars are often very competitive on a monthly payment basis, and are the only ones that offer a lease worth considering. The average and below average cars in this segment can seldom be leased, and though finance payments may be low, so will the resale value if you trade in the car before the six year mark.

 Acura CSX

What’s new
Last year in its current form. Type-S discontinued. Navigation moves from the standard to the options list for 2011. There has been a $2000 price drop for a Navigation-equipped CSX compared with an equivalent 2010 model.

Performance
With a bit more power than the Civic, the regular CSX is marginally quicker and smoother than its donor car. The thumb-operated manumatic shift toggles on automatic transmission-equipped cars work very well. Ride and handling are little different than they are on the Civic.

Reliability
Above average reliability. Four year/80,000 bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
The Civic-based CSX is sold only in Canada. The CSX is powered by a 2L four that produces 155 horsepower, 15 more than the 1.8L four installed in the Civic. Power goes to the front wheels via either a five-speed manual transmission or a manumatic-equipped five-speed automatic. Built in Canada.

Pricing
The CSX is suddenly good value this year. A base CSX is priced only $1100 higher than a Civic EX-L, but includes a 4/80,000 warranty compared with the 3/60,000 warranty on the Civic. The CSX is also offered with a manual transmission, which is denied Civic EX-L patrons for 2011. Navigation keeners can have their favourite toy for only $1500 this year. CSX sales dropped about 25 percent last year. The price and equipment adjustments made for 2011 may help sales this year.

Safety
Standard seat-mounted side and side-curtain airbags. The Civic (on which the CSX is based) was a Top Safety Pick, rated Good in the frontal, side, rollover and rear impact tests conducted by the IIHS. Standard ABS and ESC.

 Chevrolet Cruze

What’s new
The Cruze replaced the Cobalt in Chevrolet’s lineup.

Performance
A linear throttle pedal is the gateway to smooth, flexible and quick performance from the 1.4L turbocharged four powering all Cruzes but the base LS. While not the quietest engine in its class, the 1.4T is acceptably smooth and emits an engaging fizzy bark at high revs. The turbo four is hooked to a smooth-shifting, responsive six-speed automatic transmission that makes the best use of every bit of power the 1.4T produces. The Cruze’s ride is on the resilient side of firm at low speeds and exhibits superb compliance and confident control on the highway. Impact noise from the rear suspension over bumps is higher than expected. The electric power steering is not the last word in road feel, but is precise and nicely weighted. Brake pedal position and brake feel, not highlight on many GM cars, are both very good. Excellent control of wind noise, low rev. cruising and a planted feel make the Cruze a first-rate highway cruiser.

The Cruze’s cabin is fronted by a dashboard housing big, clear gauges and simple, logical controls. The tilt and telescoping steering wheel adjusts to suit most occupants, but can block the instruments in some positions. The front seats are firmly padded and supportive, but the slight forward tilt of the upper seatback doesn’t suit all occupants. The rear seat is comfortable, however, rear legroom is more adequate than generous. Matte-finished plastics, chic fabrics and pleasing bright accents combine to create a pleasant cabin ambience. Very good sound from an audio system that can be tailored to individual taste over a wide range. Roomy trunk.

Reliability
Not rated, new vehicle. New GM cars can exhibit a few launch-related faults. Three year/60,000 km bumper to bumper warranty, 5 years/160,000 km on the powertrain.

Comments
The Ohio-built Cruze ostensibly replaced the Cobalt in Chevrolet’s model hierarchy, but in fact has moved a bit upscale, ceding some market space to slot in the Sonic, the Aveo’s bigger replacement, below it. Compared with the Cobalt, the Cruze, built on a 61 mm (2.4 inch) longer wheelbase, is 49 mm (1.9 inches) shorter, 71 mm (2.8 inches) wider and 30 mm (1.2 inches) taller. With good proportions, clean lines and restrained ornamentation, the Cruze is a vision of conservative elegance. LS models are powered by a normally aspirated 1.8L four with 136 horsepower, while the LT and LTZ variants have a turbocharged 1.4L four producing 138 horsepower (but a much higher torque figure). Power reaches the front wheels via either a six-speed manual transmission or a six-speed automatic. The Cruze, the first fully-competitive no-excuses car fielded from GM in the compact car segment, will be going head-to-head with the equally new and competent Ford Focus, Hyundai Elantra and Honda Civic. Made in the United States.

Pricing
Good value LT and RS upgrades. Poor value LS+ package. LTZ and LT+ are priced to reflect additional content. A Cruze LT+ is priced roughly $2000 higher than either a Hyundai Elantra GL or a loaded Mazda 3 GX sedan, and finance payment (60 months, $0. down) are higher for the Cruze than for the competition.

Safety
Ten airbags (seat-mounted side, side-curtain, knee protection and rear seat side airbags) are standard on all models. The Cruze was a Top Safety Pick, rated Good in the frontal, side, rollover and rear impact tests conducted by the IIHS. ABS and ESC are standard on all Cruzes.

What’s new
New Communication package includes Bluetooth. New colours. SS discontinued. The HHR will be replaced by the Orlando next year.

Performance
The linear throttle response of the 2.2L engine combines with the smooth automatic transmission to deliver good performance and relaxed cruising. Generally quiet operation except for a boom period around 70 km/h. Comfortable ride and predictable, non-sporting handling. Long brake pedal travel. Reduced visibility due to the small side windows and low windshield header rail. Good passenger and cargo space. While some cabin plastics are a bit shiny, fit and finish are quite good. Comfortable seats. Versatile cargo area, with a rigid plastic element that can be used as the trunk floor or as a parcel shelf to keep the contents of the trunk out of view. Excellent air conditioning.

Reliability
Average reliability. Reliable engine and transmissions. Weak points: emission system, front brakes and suspension. Water can accumulate in the sound-proofing material located in the front fenders. Consider removing it. Three year/60,000 km bumper to bumper warranty, five years/160,000 km on the powertrain.

Pricing
Upgrading from the LS to the LT trim level lacks value, as does the Communication package. The Sun and Sound package price reflects content. The HHR’s sales dipped about 35 percent in 2010. The demise of the PT Cruiser, the HHR's nemesis, may help sales, but tough new competitors like the Kia Soul and the Scion xB give HHR intenders fresh alternatives to Chevrolet’s retro wagon

Comments
With its “essence of 1949 Suburban” HHR, Chevrolet mined its heritage much more directly than Chrysler did when it created the PT Cruiser. Based on the defunct Cobalt, the HHR’s days are numbered. Built in Mexico.

Reliability
Average reliability. Reliable engine and transmissions. Weak points: emission system, front brakes and suspension. Water can accumulate in the sound-proofing material located in the front fenders. Consider removing it. Three year/60,000 km bumper to bumper warranty, five years/160,000 km on the powertrain.

Pricing
Upgrading from the LS to the LT trim level lacks value, as does the Communication package. The Sun and Sound package price reflects content. The HHR’s sales dipped about 35 percent in 2010. The demise of the PT Cruiser, the HHR's nemesis, may help sales, but tough new competitors like the Kia Soul and the Scion xB, give HHR intenders fresher alternatives to Chevrolet’s retro wagon.

Safety
Standard side-curtain airbags on all models. Seat-mounted side airbags are not available. The HHR was rated Good in the IIHS frontal impact test, Acceptable in the side impact test and Marginal in the rear impact test. Not rated for rollover. ABS and ESC are standard.

 Dodge Caliber

What’s new
New Uptown and Rush packages. Return of the 2.4L engine. New radios

Performance
Hooked up to a CVT, the 2L four accelerates well and is a relaxed cruiser. The high revs the continuously variable transmission (CVT) allows during hard acceleration spoil refinement. However, once drivers are accustomed to the CVT they use fewer revs and refinement improves. Good ride-handling compromise. The steering is nicely weighted and geared but is a bit numb. Comfortable front seats, but the rear seat is hard and flat. Good legroom front and rear. Straightforward instruments and controls. Class competitive cabin design and materials. Cargo room is good with the rear seat up and very good with it down.

Reliability
Below average reliability. Weak suspension, steering and poor corrosion resistance. Unproven CVT. An extended powertrain warranty might be advisable if you will keep the car past the 5 year/100,000 km powertrain warranty. APA members receive a discount on the purchase of an extended warranty through a recommended dealer. Three years/60,000 bumper to bumper, 5 years/100,000 km on the powertrain.

Comments
Two four-cylinder engines, a 2L and a 2.4L, are available this year. Two transmissions, a five-speed manual or a continuously variable transmission, are offered. Made in the United States.

Pricing
Upgrading from the SE to the SE Plus trim levels represents good value. While moving up to the SXT trim level is short on value, the Uptown and Rush groups are impressive bargains. Rapid depreciation. Buy something else unless the deal is beyond compelling. Caliber sales declined roughly 25 percent last year.

Safety
Standard side-curtain airbags. Seat-mounted side airbags are optional on the SXT, Uptown and Rush trim levels. In IIHS tests, the Caliber was rated Good for frontal impacts and rear impacts and Marginal for side impacts. Not rated for rollover. ABS is standard on the SXT, Rush and Uptown, and included with the CVT option on the SE model. ESC is not offered on the SE, is optional on the SXT and Uptown, and standard on the Rush model.

 Ford Focus

What’s new
Short model year as the third-generation "world" Focus goes on sale by the spring of 2011. New Moons and Tunes option. Automatic transmission is standard on SEL trim level. The two-door Focus was discontinued.

Performance
The Focus is a sedate sedan with a cushy ride with sound, if uninvolving handling. The willing 2L engine mates well with the four-speed automatic to deliver smooth performance in town and mechanically relaxed cruising. Intrusive road and exhaust noise. Supportive front seats and a comfortable driving position. The rear seat is tight on legroom and headroom, and while the seat cushion is supportive, the backrest is not. Though functional, the main instruments are unattractive, as is an expanse of faux alloy on the dash on top models vast enough to trigger a faux alloy shortage. The audio controls are logical, but there are too many buttons for the climate control system where just three dials would suffice. The wiper stalk, set at a strange angle, lacks a mist feature and needs the “Thumb of Hercules” to activate the windshield washers. The Focus cabin displays lots of hard, shiny surfaces and looks and feels cheap. Access to the roomy trunk is hampered by a small aperture. Good climate and audio systems.

Reliability
Average reliability. Weak corrosion resistance; an oil or grease based anti-rust treatment is highly recommended. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
Though Ford has been selling the second-generation Focus in Europe since 2004, our Focus is just a 2008 re-skin of the car that debuted here as a 2000 model. The Mazda-derived 2L four sends power to the front wheels via either a five-speed manual transmission or a four-speed automatic. The MyKey system key can be programmed to limit top speed to 129 km/h, reduces tire spin, limits audio system volume to 44 percent of potential and rings a speed alert chime at certain speeds. Made in the United States.

Pricing
Moving from the S trim package to the SE lacks content for the money asked. Good value SE to SEL upgrade. SES package pricing is balanced with its additional content. A Focus SE sedan is priced about $800 less than a Honda Civic DX-G sedan, which is a segment leader with much better resale value than the Focus. There could be some good deals on this generation of Focus once the third-generation car goes on sale.

Safety
Seat mounted side airbags and side-curtain airbags are standard on all models. The Focus was rated Good in the IIHS frontal and rear impact tests and Acceptable in the side impact test. Not rated for rollover. ABS and ESC are standard on all models.

What’s new
The all-new Focus comes to Canada.

Comments
Ford in North America skipped the second-generation Focus, opting to rebody the first-generation car in 2008 instead. Ford president Alan Mulally’s “One Ford” policy, which is aligning Ford’s product strategy worldwide, has led to the simultaneous launch of the third-generation Focus in Europe and North America. The new sedan, built on a 35 mm (1.4 inch) longer wheelbase, is 89 mm (3.5 inches) longer, 130 mm (5.1 inches) wider and 22 mm (.9 of an inch) lower than the 2011 North American model. Both the sedan and the four-door hatchback body styles look sleek and modern. With the Fiesta occupying the price bracket the previous Focus once competed in, the new Focus has been pushed upmarket. Befitting a car designed to sell at a higher price point, the cabin of the new Focus is elegant, with impressive fit and finish. Big, clear gauges face the driver, with attractive controls, which, on fancier models, use the controversial "My Ford Touch" system. If the cabin has a fault it is tight rear legroom. The lack of rear passenger space may be a sticking point for a number of Focus intenders. Power stems from a normally-aspirated direct injected 2L four with 160 horsepower. Power flows to the front wheels via either a five-speed manual transmission or a six-speed dual clutch automatic. Driving dynamics and refinement are said to be class leading. Fuel economy, aided by good aerodynamics, including 1930’s style active radiator shutters that close to reduce aerodynamic drag when less cooling is required. Made in the United States.

Reliability
Not rated. New car with new engines and transmissions. Three year/60,000 bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Pricing
The hatchback body commands a $900 premium over that of the sedan across all trim lines. The SE trim upgrade is overpriced, the SEL package is good value, but Titanium package pricing is a mystery. A Focus SE sedan is about $2500 pricier than a Chevrolet Cruze LT 1.4L turbo.

Safety
Standard seat-mounted side and side-curtain airbags. Not crash tested. Standard ABS and ESC.

 Honda Civic

What’s new
Holdover 2011 model. 2012 expected by the spring of 2011. High value SE replaces the Sport model. $1000 MSRP reduction on the base DX. EX-L manual transmission models and Hybrid discontinued.

Performance
The Civic is a competent all-rounder. The engine is strong and the automatic transmission, with smooth upshifts and decisive downshifts, is a delight. Except for road noise, the Civic is a quiet car. Excellent real world fuel consumption of the 1.8L four matches some B-segment cars, and is only 1L/100 km higher than the smaller Fit. The Civic’s ride is firm, yet never harsh, and retains its composure when fully loaded. Visibility to the sides is hampered by the extreme rake of the windshield. The Civic has comfortable seats and good space front and rear. The two level instrumentation with a prominent tachometer and digital speedometer is eccentric but works well enough. The climate controls use a multiplicity of buttons when three knobs would suffice. The spacious trunk is augmented by a one-piece folding rear seat on the mainstream DX-G (split-fold on fancier variants).

Though it develops much of its horsepower at high RPMs, the Si’s four is docile and flexible at average engine speeds. Energetic acceleration, more exhaust rumble and an intoxicating intake snarl above 6000 rpm are indications that the Si is no ordinary Civic. The steering is quick, and while firm, the ride is supple for a car with such precise handling. A light, progressive clutch and a precise, short-throw gearchange complete the picture.

Reliability
Above average. The air conditioner condenser is vulnerable to damage from road debris. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain

Comments
Honda’s current Civic was a radical confection when it debuted as a 2006 model and is still an avant-garde design. Although the affordable coupe market has almost melted away over the last decade, Honda continues with a coupe version of the Civic. Built on a shorter wheelbase than the sedan, the coupe is shorter overall and lower than the sedan, and has an even more steeply raked windshield. Powering the Civic are two four-cylinder engines. A single 140 horsepower 1.8L four powers mainline Civics, with a 2L engine found under the hood of the Si versions. The base four can be linked to a five-speed manual or a five-speed automatic. The Si comes exclusively with a six-speed manual. Made in Canada and the United States.

Pricing
The DX-G is equipped to suit the needs of most buyers and is the volume Civic model. For just $1000 more than the DX-G, the SE contains an abundance of equipment. The EX-L upgrade is priced at twice the value of its contents. Take a look at the Civic-based Acura CSX instead of the EX-L. It is priced only $1100 more than its stablemate, but includes a four year/80,000 km bumper to bumper warranty, one year and 20,000 km more than the Civic EX-L. The DX-G and EX-L coupes are priced $300 higher than their sedan equivalents; SE and Si trim variants are priced the same regardless of body style. Excellent resale value. Good value leasing. While an aging design and some inconsistent finance incentives led to a nearly 10 percent sales decline in 2010, the Civic retained the Canadian car sales crown.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The Civic was a Top Safety Pick, rated Good in the IIHS frontal, side, rollover and rear impact tests. Standard ABS. ESC, standard on the EX-L and Si, is not offered on other models.

See 2012 Road Test

What’s new
All new fourth-generation Elantra

Comments
Built on a 51 mm (2 inch) longer wheelbase, the new Elantra, sister car to the Kia Forte, is 23 mm (.9 of an inch) longer, the same width, but 46 mm (1.8 inches) lower than its predecessor. With dynamic "now" lines, the Elantra is the C-segment style icon. Big, clear gauges and a clean-looking dash with a multi-buttoned centre stack fronts an attractive interior. Spacious, but rear seat headroom and foot space are tight. Big trunk. Power comes from a 1.8L version the "world" engine series (with partners Mitsubishi and Chrysler) also seen in the Kia Forte in 2L form. Power reaches the front wheels via six-speed transmissions, manual or automatic. The Elantra's four cranks out 148 horsepower, a good figure for the capacity. Hyundai claims that various tweaks, including an alternator that only spins when it needs too, lower weight and the six-speed transmissions combine to deliver the lowest fuel consumption figure in its class. Built in the United States.

Reliability
New model, not rated. The previous model was rated above average for reliability. Uneven dealer service. Five year/100,000 km bumper to bumper warranty.

Pricing
Trim upgrades are all very good value. The Elantra GL is priced $600 less than a 2011 Honda Civic DX-G. Good value leasing.

Safety
Seat-mounted side and side-curtain airbags are standard. Not crash tested. Standard ABS and ESC.

 Hyundai Elantra Touring

What’s new
Alloy wheels and Bluetooth are standard on the GLS. Alloy pedals, Bluetooth and satellite radio are added to the GLS Sport.

Performance
While performance and highway refinement are quite good, the raspy 2L four and four-speed automatic powertrain combination lacks the refinement now expected of cars in this segment. A five-speed automatic transmission would improve acceleration, cruising serenity and fuel economy. Suspension tuning needs more development work as well. The base models rides well enough and is stable on the highway, but wallows too much in the corners. The sporty GLS Sport version of the Touring handles more crisply but hammers occupants over big bumps. The steering lacks feel and steering effort is higher than many people appreciate. Very good visibility. Spacious and versatile cabin. Clear gauges and logical controls. Soft-touch surfaces, a tilt and telescoping steering wheel and a cooled glove compartment are luxurious touches for a car in this segment. Comfortable seating. The vertical rear tailgate creates a big, square cargo area. The Touring was judged the last car in an APA three car comparison test which included a Mazda 3 and a Mitsubishi Lancer hatchback. The Touring was the best of the three car in terms of passenger and cargo space, but was well behind the others in drivetrain refinement and driving pleasure.

Reliability
Above average reliability like the previous-generation Elantra sedan from which the Touring derived its powertrain. Five year/100,000 km warranty.

Comments
The Elantra I30 hatchback Hyundai sells in Europe is sold in Canada as the Elantra Touring. The five-door, built in a 50 mm (1.97 inch) longer wheelbase, is 30 mm (1.18 inches) shorter, 39 mm (1.54 inches) taller and marginally narrower than the previous-generation Elantra sedan. For the Canadian market, the Touring is powered by the same 2L four as the old Elantra sedan. Power reaches the front wheels via a five-speed manual transmission or a four-speed automatic. Made in South Korea.

Pricing
Upgrading to GL, GLS and GLS Sport trim levels are excellent, good and marginal values respectively. The similarly-priced Kia Forte 5, without the rough edges of the Touring, is a far more appealing choice this year.

Safety
Side-curtain airbags are installed in GL, GLS and GLS Sport variants, but not on the base car, a glaring omission. Not crash tested. ABS is not offered on the L but is standard on all other models. ESC is standard on the GLS and GLS Sport models, but is not offered on lower trim levels.

What’s new
All transmissions now have six speeds. Five-door hatchback body style added. New navigation option.

Performance
The 2L/six-speed automatic transmission combination delivers ample power and relaxed cruising. The 2.4L four is smooth, flexible and quick, but the uncertain clutch take-up point on the manual transmission makes the automatic a better choice. Stable handling (especially crisp in the Koup), but the ride borders on punishing, especially if you opt for the SX. Good exterior vision. The cabin is fronted by a dashboard stocked with big, clear gauges and logical, easy-to-use controls. The rest of the cabin design is refreshingly clean but not in the least bit stark in appearance. Though most surfaces are hard plastic, matte finishes make the parts look good. Comfortable seats, front and rear, and good legroom for both rows of seats. Large, regularly shaped trunk.

Reliability
Predicted reliability is above average. Five year/100,000 km warranty.

Comments
The mainstream engine is a 156 horsepower 2L four, with a 2.4L 173 horsepower four optional. Power is transmitted to the front wheels via a six-speed manual transmission or an optional six-speed automatic. Made in South Korea.

Pricing
Moving up a trim level is very good value in all cases. The coupe and hatchback models are priced $500 and $700 higher respectively than a sedan of the same trim level. Poor value leasing. The Forte has been very well received by buyers, with a nearly 250 percent increase in sales in 2010.

Safety
Seat-mounted side and side-curtain airbags are standard. The Forte was a Top Safety Pick, rated Good in the frontal, side, rollover and rear impact tests conducted by the IIHS. ABS and ESC are standard on all models.

 Kia Soul

What’s new
ABS, ESC and four-wheel disc brakes are now standard on all models. Illuminated front window switches, standard trip computer, new gauge faces, redesigned exterior door handles, revised shock absorbers and a range-topping Luxury trim variant.

Performance
The vocal 2L provides good urge for spirited driving whether hooked to a manual or an automatic transmission. Smooth, responsive automatic transmission. The manual transmission is not a tactile delight, but is foolproof. The 4U model handles crisply but its 18" wheels, low-profile tires and firm suspension settings result in a turbulent ride. Briefly tested by the APA, the 2U, equipped with 16” wheels and higher profile tires handles nearly as crisply as the 4U but rides less harshly. Restrained wind noise but road noise is excessive, even for this end of the market. The Soul has big, clear gauges, stylish, logical controls and very good fit and finish, especially for the price. Large, comfortable seats front and rear, with ample legroom. Cargo space, good with the rear seat up, is commodious with the seat folded. In a group test conducted by the APA which included the Nissan Cube, the Soul had a more stylish cabin, better rear seat legroom and a much more supportive rear seat. The Kia feels sportier on the road, but falls way beyond the Nissan in terms of driveline refinement and ride comfort.

Reliability
Above average. Based on the Rio which has had average to above average reliability for the first five years, deteriorating after that. Five year/100,000 km warranty.

Comments
Power comes from familiar Hyundai 1.6L and 2L fours. Two transmissions, a five-speed manual and a four-speed automatic, are available with the 2L. The 1.6L is hooked exclusively to a five-speed manual transmission. Made in South Korea.

Pricing
With air conditioning, the manual transmission 1.6L Soul retails for $16,995. Upgrading to the 2L model is an absolute bargain, with the bigger engine and a wealth of features added for just $2000. Upgrading to the 4U is also an excellent deal but is packaged with the hard-riding, noisy 18” wheel and tire combination and ultra-firm suspension settings. The Retro and Burner variants lack content for the money asked. The new Luxury package is priced to reflect its additional content. A Soul 2U is priced nearly $1400 less than a S package and Bluetooth-equipped Toyota Matrix. The Soul did well in 2010, with a 20 percent increase in deliveries.

Safety
Seat-mounted side and side-curtain airbags are standard. The Soul was a Top Safety Pick, rated Good in the IIHS frontal, side, rollover and rear impact tests. ABS and ESC are standard on all Soul variants.

What’s new
GX trim level gains ESC, traction control, brake override and alloy wheels. Package changes.

Performance
The 2.5L four in the 3 GS hatchback is quick, quiet, smooth, flexible and pretty parsimonious with fuel, especially on the highway. The excellent five-speed automatic transmission shifts smoothly, responds eagerly to driver commands and is geared to facilitate very relaxed cruising. This frothy drivetrain is installed in a carefully developed chassis that handles sinuous backroads with aplomb, refusing to lose its composure even when faced with sizeable mid-corner bumps. This handling prowess does not come at the expense of ride comfort, which has a pleasing resilience. If the 3 disappoints at all, it is in its steering, which, while precise and nicely geared, is too light and lacks feel. Strong progressive brakes.

The 3’s cabin is fronted by a dashboard stocked with clear instruments (which can be partially blocked by the adjustable steering wheel) and straightforward, logical controls. The cabin design is conservatively avant garde, and carefully constructed from attractive components. The front seats grip occupants well on twisting roads, but some APA testers found their padding too firm for total comfort. Taller drivers may find the front seats have insufficient travel. Rear seat legroom, just adequate for adults, is disappointing for a car in this segment. Good trunk space on the sedan and good versatility with the hatchback. Good audio quality. The 3 hatchback (Sport in Mazda speak) was judged the best car in a three car APA comparison test that included the Mitsubishi Lancer hatchback (rated a close second) and the Hyundai Elantra Touring (rated a distant third).

Reliability
Average reliability predicted. The previous 3 had numerous teething problems following its launch. Three year/80,000 km bumper to bumper warranty, five years/100,000 km on the powertrain

Comments
Mazda’s MZR fours, displacing 2L and 2.5L, power mainstream 3s. Manual transmissions are a five-speed with the 2L and a six-speed with the 2.5L. A five-speed automatic is available with both engines. The 2.5L turbocharged four in the MazdaSpeed 3 churns out 263 horsepower and mates exclusively with a six-speed manual transmission. Made in Japan.

Pricing
Upgrading from the GX to the GS trim level reflects the value of the additional content in the GS package. The GS Luxury, GT and GT-E packages are all very good value. The GS Luxury model contains many of the GT’s features but avoids the pricier 2.5L engine. The hatchback “Sport” body style sells for $1000 to $1350 more (the 2.5L four is standard except for the GX) than the equivalent sedan. Sales of the 3 increased about five percent last year, but it still trailed the Honda Civic by about 9000 units.

Safety.
Seat-mounted side airbags and side-curtain air bags are standard on all models. The 3 was rated Good in the IIHS frontal, side and rear impact tests. Not rated for rollover. ABS and ESC are standard.

What’s new
Four-door hatchback MINI with optional all-wheel drive.

Comments
The Countryman, a larger four door MINI, is built on a 128 mm (5 inch) longer wheelbase, is 374 mm (14.7 inches) longer overall, 106 mm (4.2 inches) wider and 54 mm (2.1 inches) taller than a Cooper. This maxi MINI stretches the iconic MINI style every which way but is still unmistakably a MINI. The Countryman has a comfortable four-seater cabin easily accessed through four conventional doors. Like other MINIS, the cabin is very stylish, but suffers from buckshot ergonomics. Attractive cabin fittings with lots of padded surfaces. Chic two-tone cabin trim options and abundant attractive faux alloy trim. Cargo space is reasonable with the rear seat in place and versatile with it folded. The rear seat can be slid forward and back to maximize cargo or passenger space. The Countryman, available in Cooper and Cooper S versions, shares the same power units seen in other MINI models. Front-wheel drive is standard with either engine. The optional all-wheel drive system has a default 50/50 front/rear setting. Made in England.

Reliability
New vehicle, not rated. The related MINI Cooper has had average reliability, but the new all-wheel drive system is untested. Expect high parts and servicing costs (free scheduled service for the first 3 years/50,000 km) associated with European luxury cars. MINI is not a signatory to the Canadian Auto Manufacturer Vehicle Arbitration Plan (CAMVAP).

Pricing
The all-wheel drive system has a default 50/50 front/rear setting. The Countryman is priced $1800 (S) to $2150 (base) higher than the equivalent Cooper hatchback. All-wheel drive is a $1750 option on Cooper S models.

Safety
Seat-mounted side and head-protecting side airbags are fitted as standard. Not crash tested. Standard ABS and ESC.

What’s new
With the 2.4L discontinued, the 2.4L GTS is replaced by a 2L GT. Mainstream 2L SE and GT hatchback variants are added. Standard Bluetooth (except for the base DE). Hydraulic power steering replaced by electric. Minor engine revisions including resin coated pistons and smoother finished camshafts. Delayed release of 2011 EVO.

Performance
The 152 horsepower 2L version of this engine is smoother and better insulated than it is in various Chrysler products, but it is hardly the last word in refinement. That said, it is willing, flexible, and moves the Lancer along at a good pace. Linked to a five-speed manual transmission with a precise short-throw gearchange and light clutch, the Lancer is a lively performer. Low gearing leads to higher than normal engine revs at highway speeds. The CVT delivers good acceleration and low-rev cruising, but is a slow-witted device that holds onto high revs too long during acceleration, spoiling refinement. The quick, nicely-weighted steering suffers from torque-steer. The Lancer’s agile handling is coupled to a firm yet resilient ride. Tight turning circle. The front seats are quite small but prove comfortable on long runs. Rear seat comfort and legroom are good for this class. The rising beltline makes occupants feel a bit buried, especially in the rear seat, and hinders visibility for lane changes. Lane change visibility is further reduced on the hatchback by the sloping roof shape, which also reduces rear seat headroom to a bare minimum for taller occupants. Big, clear main instruments. Fuel and temperature displays are available via the standard trip computer. Cabin climate is controlled by three large dials that feel cheap when turned. Interior fit and finish are class competitive. The trunk on the sedan is roomy and easily accessed. The hatchback cargo area is nicely finished, and has a cargo floor panel that can be adjusted to two different heights. The Lancer hatchback came in second in an APA multi-car road test, behind the Mazda 3 GS hatchback and ahead of the Hyundai Elantra Touring L.

Reliability
Not rated, insufficient data. Some complaints regarding poor paint adhesion Comprehensive five year/100,000 km bumper to bumper warranty, with 10 years/160,000 km on the powertrain. Some very expensive replacement parts.

Comments
The Lancer is based on the variable-size chassis that also underpins the Outlander, Dodge Caliber, Chrysler 200 and the Compass and Patriot from Jeep. The normally-aspirated 2L four can be linked to either a five-speed manual transmission or a CVT. The Ralliart is powered by a turbocharged 2L four that sends power to all four wheels via a twin clutch gearbox similar to VW’s DSG system. The 2L four in the Lancer Evolution (if it shows up for 2011) cranks out 291 horsepower. Its all-wheel drive system sends power to the road via either a five-speed manual transmission or the twin clutch gearbox. Made in Japan

Pricing
Trim upgrades are priced to reflect their additional content. The hatchback body style commands a premium of $600 on the SE model and $200 on the GT trim level. Reasonable lease value this year. The Lancer SE sedan has Bluetooth lacking on the 2011 Honda Civic DX-G sedan, but is priced about $900 higher. Lancer sales retreated about five percent last year. The greater availability of the hatchback body style this year may claw back those lost sales in 2011.

Safety
Seat-mounted side and side-curtain airbags are standard on all models. The Lancer was rated Good in the IIHS frontal, side, rollover and rear impact tests. ABS and ESC are standard on all models.

What’s new
Marketed as Outlander Sport in the U.S., this Matrix fighter is the RVR in Canada.

Comments
Built on a 35 mm (1.4 inch) longer wheelbase, the Lancer-based RVR is 275 mm (10.8 inches) shorter, 10mm (.4 of an inch) wider and 150 mm (5.9 inches) taller than the Lancer. The related Outlander shares the same wheelbase, but is 370 mm (14.6 inches) longer, 30 mm (1.2 inches) wider and 50 mm (2 inches) taller than the RVR. The RVR's styling is pleasant, but lacks a visual precision, like Mitsubishi gave up part way. That said, it is space efficient, delivering plenty of room for occupants and cargo within a tidy envelope. The cabin is a classic design with big, clear gauges and simple, logical controls. Attractive cabin materials for the segment. Comfortable seating front and rear. A 2L 4 with 148 horsepower can be linked with a five-speed manual or a CVT that is standard on AWD variants. AWD is standard on the GT and optional on the SE. Mitsu's quest for a great official fuel economy figure created an RVR that struggles with a 2L four when its 2.4L four would have created an effortless performer. Made in Japan.

Reliability
New model, not rated. Five year/100,000 km bumper to bumper warranty, 10 years/160,000 km on the powertrain. Some very expensive replacement parts.

Pricing
Bargain priced GT upgrade. Good value compared with a similarly-equipped Matrix. All-wheel drive is an $1800 option on the SE model.

Safety
Standard seat-mounted and side-curtain airbags. Not crash tested. Standard ABS and ESC.

What’s new
Delayed introduction 2011 model. Warranty on CVT transmission decreased from 10 years/200,000 kilometres to 5 years/100,000 km. The Cube now offers a navigation option.

Performance
The 1.8L-CVT (continuously variable transmission) power combination is acceptably quick, flexible, and unless really pushed hard, impressively refined. The steering is nicely geared, but is over-boosted and lacks feel. The predictable but uninvolving handling is balanced by a blissfully absorbent ride that combines with the excellent driveline to make the Cube a superb city car. Wind noise, exacerbated by the square-rigged shape and lack of sound proofing in the roof trim, intrudes at highway speeds. The resolutely vertical side windows cause annoying reflections of the cabin, and sometimes even the cabins of cars next to you, when driving at night. Very good use of space, especially headroom, for such a small car. Passenger side rear legroom could be better if the large glovebox, which prevents the front passenger sitting closer to dash, reducing rear legroom, were made more compact. Three people in the back seat is a tight squeeze. The large, flat front seats do little to grip occupants but they are deeply padded and very comfortable. The rear seat is poorly shaped and passengers begin to fidget soon after entry. The Versa, built on the same platform, treats rear passengers far better. The cabin is carefully assembled from quality components, but the design lacks visual sparkle. The circular climate controls look bizarre at first but work well once you are used to them. Floor mats that echo the pattern of the seat upholstery shows keen attention to detail, but the rectangular dome light residing at the centre of the radiating circle headliner motif does not. The cargo area, accessed via a side-hinged cargo door, is deep, but the lack of a flip and fold rear seat limits cargo versatility. The flexible luggage cover is difficult to set up and doesn’t stay put after it is installed. Good general exterior fit and finish, however, the engine compartment is not adequately sealed against the elements, and some exterior panels, like the front fenders, are very thin indeed. In a group test which included the Kia Soul conducted by the APA, the Soul had a more stylish cabin, better rear seat legroom and a much more comfortable rear seat. The Kia also feels sportier on the road, but falls way beyond the Nissan in terms of driveline refinement and ride comfort.

Reliability
Despite a few bumps expected along the way, reliability is predicted to be average. Three year/60,000 km bumper to bumper warranty, 5 year/100,000 km powertrain.

Comments
The Cube is based on the architecture underpinning the Versa. With 70 mm (2.8 inches) less space between the wheels, the Cube, is 315 mm (12.4 inches) shorter, the same width and 115 mm (4.6 inches) taller than the Versa hatchback. The styling is unique, a bit comical, and features an asymmetric rear tailgate and window treatment. Although it has a boxy silhouette, it bears many curvilinear styling elements. The powertrain, a 1.8L four hooked to either a six-speed manual transmission or a CVT, is pulled directly from the Versa parts bin. With six airbags, ABS and ESC, the Cube features full safety equipment. Air conditioning and a power group are standard, with high tech options like keyless go, Bluetooth, iPod port and rear parking sonar, optional. Like the first Scion xB, the Cube combines low price with an undeniable cool. Made in Japan.

Pricing
No pricing information available due to delayed introduction. Cube sales squared up about 20 percent last year, to nearly 3000 units.

Safety
Standard seat-mounted side and side-curtain airbags. The Cube was a Top Safety Pick, rated Good in the IIHS frontal, side, rollover and rear impact tests. ABS and ESC are standard on all models.

What’s new
New Versa-based high-performance, high funk hatchback.

Performance
The 1.6L turbo four is strong, smooth and flexible, and mates well with the well-sorted CVT (standard with AWD) which is the best of its type. Firm, but resilient ride, stable handling and precise steering. The Juke is pretty noisy overall, with high levels of wind noise. Inside, a large wing hovers over the large gauges, and, like the Coupe Fiat from Chris Bangle, the Juke has splashes of exterior-matched painted cabin trim. Comfortable seats and a good driving position. Rear seat space and legroom are reasonable, but there is less room than there is in the Versa. The hatchback tail provides good cargo versatility.

Reliability
New vehicle, not rated. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
The Versa-base Juke is built on a 70 mm (2.8 inch) shorter wheelbase, is 170 mm (6.7 inches) shorter from bumper to bumper, 70 mm (2.8 inches) wider and 35 mm (1.4 inches) taller than it donor car. Styling can be described as "expressive", with an undeniable "bizarre cool"; like some older Citroens. Power stems from a turbocharged direct-injected 1.6L four that produces 188 horsepower. Front-wheel drive is standard, with an “on-demand” all-wheel drive system optional. Two transmissions, a six-speed manual and a CVT, are offered. Made in Japan.

Pricing
Overpriced SL upgrade. All-wheel drive is an $1800 option on CVT-equipped Jukes. High value Navigation package.

Safety
Seat-mounted side and side-curtain airbags. Not crash tested. Standard ABS and ESC.

What’s new
Warranty on the CVT transmission has been decreased from 10 years/200,000 kilometres to 5 years/100,000 km. V.O.P. package now includes alloy wheels. Heated seats added to the 2.0S trim level. Keyless Go is optional on the 2.0S and standard on fancier models.

Performance
The Sentra’s smooth 2L engine combines with Nissan’s CVT to deliver a refined driving experience. The car wafts around town on a whiff of throttle and is a relaxed cruiser. If you press the accelerator pedal quickly, like you would to engage the kickdown of a conventional automatic, the CVT will react in a similar fashion, avoiding the annoying open throttle ruckus that is so much a part of other CVTs. Excellent suppression of wind and road noise ally with drivetrain refinement to make the Sentra the limousine of the compact class. The dashboard is stocked with clear instruments and logical, slick-acting controls. Big, supportive front seats and competitive space make the Sentra a comfortable place to spend time in. Good quality interior fittings. Very good audio system and a roomy trunk for this size of car.

Reliability
Predicted average despite a few troubles encountered along the way. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
Though tasteful and well-proportioned, the Sentra looks quite conservative compared with rivals like the Mazda 3 and Honda Civic. With bigger wheels and tires, and some add-on skirts and flares, the SE-R and Spec-V models look less staid than mainstream Sentras. Most models are powered by a 2L four that can hook up to either a six-speed manual transmission or a continuously variable transmission (CVT). The Altima-derived 2.5L four produces 177 horsepower in SE-R guise, and 200 horsepower when sold as the SE-R Spec V. Transmission choices are limited to a CVT with a thumb-triggered manumatic mode on the SE-R, and a six-speed manual on the SE-R Spec V. Built in Mexico.

Pricing
Trim upgrades and option packages are all very good value. Monthly payments for leasing are too close to those for financing to make leasing worthwhile. Equipped with metallic paint, CVT, stability control and the V.O.P, the base Sentra is priced $400 less than a Toyota Corolla equipped with automatic transmission and the Enhanced Convenience package. Sentra sales increased about 15 percent last year as Nissan finance incentives aligned monthly payments with those of the less expensive Versa.

Safety
Seat-mounted side airbags and side-curtain airbags are standard on all Sentras. The Sentra was rated Good in the IIHS frontal and side impact tests, and is rated Acceptable in rear impacts. Not rated for rollover. ABS is standard on all models. ESC is standard on the 2.0 SL and the 2.5 litre models, and is optional on the others.

What’s new
The versatile xB is not new but is new to Canada.

Comments
Based on the Euro-market Toyota Avensis, the xB, built on a 175 mm (6.9 inch) shorter wheelbase, measures 545 mm (21 inches) less from bumper to bumper, 60 mm (2.4 inches) narrower, but 120 mm (4.7 inches) taller than the Camry. The styling, with a bluff front end and strictly rectilinear lines, is polarizing. The xB's envelope encloses a vast cabin with generous passenger room and a versatile, easily accessed cargo area. Inside, style triumphs over ergonomics as the centrally-located gauges aren't where you want them, some controls are a stretch and others are overly complex. High driving position and comfortable seats. Attractive, but hard plastics furnish the cabin. The vocal 2.4L 4 is well-matched to a four-speed automatic transmission that functions very well despite its unfashionably low gear count. Precise steering and stable handling are offset by a very firm ride. Progressive brakes. Made in Japan.

Reliability
Not rated, new vehicle. Predicted reliability is above average. Three year/60,000 km bumper to bumper warranty, 5 year/100,000 km on the powertrain.

Pricing
One comprehensively equipped model with very expensive dealer-installed accessories for those who want more. At $19,290 with automatic, the spacious, versatile xB is one of the best values in the new car market.

Safety
Standard seat-mounted side and side curtain airbags. The xB was a Top Safety Pick, rated Good in the frontal, side, rollover and rear impact tests conducted by the IIHS. Standard ABC and ESC.

What’s new
Yaris based hatchback is not new but is new to Canada.

Comments
The Yaris hatchback-based Scion xD shares its 2460 mm (97 inch) wheelbase with the Yaris, but is longer, wider and lower. The xD's exterior looks neat and tidy and does a great job of differentiating the xD from the Yaris. Except for a fussy-looking combined tach-speedo, the xD's dashboard and the rest of the cabin are attractive. Straightforward controls. Comfortable seats front and rear, with good rear seat legroom. Cargo space with the rear seat up, while not voluminous, is much better than it is in the Yaris hatchback. No bass/treble controls for the base radio limits listeners to a menu of sound profiles, none of which is satisfactory. The 1.8L four from the Corolla produces 128 horsepower, 22 more than the 1.5L four that powers the Yaris. Hooked to a four-speed automatic transmission, the xD is a sprightly, if vocal performer. There is a pronounced driveline vibration when accelerating from a stop, and wind and road noise combine to take the serenity out of cruising. The nicely geared steering is both light and numb. Handling and ride get the job done but won't inspire any sonnets. Made in Japan.

Reliability
New car, not rated. The mechanical units derived from the Yaris and Corolla have been reliable. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Pricing
Only one comprehensive equipped trim level, which can be augmented with very expensive dealer-installed accessories. The xD is cheaper than a Yaris four-door hatch with the LE package.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The xD was rated Acceptable in the frontal and Good in the side and rear impact tests conducted by the IIHS. Rollover not tested. Standard ABC and ESC.

What’s new
Standard USB port and Bluetooth (except for the base 2.5i trim level). The WRX model now features the STI’s wide-body design, increased wheel track dimensions and suspension updates to enhance handling precision. New STI sedan.

Performance.
The flat four engine suits the Impreza well. It delivers good performance through the gears and is quiet while cruising. Reasonable fuel economy for a quick all-wheel drive car. The throttle pedal is a bit over-eager when leaving from a stopped position. The four-speed automatic shifts smoothly, downshifts obediently and its manumatic mode encourages spirited driving. In real world use, mainstream Imprezas use as much fuel as four-cylinder intermediate size cars. The ride-handling balance of the current Impreza is good, but lacks the magic of its predecessor. It feels planted on the highway but is less involving on twisty roads. The suspension absorbs big bumps very well but turns floaty when the car is loaded with a full complement of passengers. The steering requires unusually high effort at low speeds but becomes precise and direct once you are moving. Good braking. Lots of noise from loose road debris and there were numerous creaks and rattles in the hatchback model tested. Low-mounted front seats, small windows and big headrests impinge on visibility. The seats are supportive but the tightly strung upholstery prevents occupants from settling comfortably in the seat. The steering column doesn’t telescope, and is mounted too low, even when adjusted to its highest position. Rear seat legroom is a bit tight for a car in this segment. The high trunk floor limits cargo capacity. The cabin is carefully assembled from cheap looking components. Big, clear instruments (but no temperature gauge) and logical controls. The upgraded audio system in the car tested produced muddy sound.

Reliability
Above average reliability. Expensive replacement parts, with few aftermarket parts available. Avoid the stone-chip prone red paint. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
The Impreza is offered in sedan and four-door hatchback body styles. Three different versions of Subaru’s 2.5L flat-four are offered. The 2.5L produces 170 horsepower in normally aspirated form, with 265 horsepower (WRX), and 300 horsepower (STI) available from the turbocharged versions of the engine. Most Imprezas can be hooked to a four-speed automatic transmission, with a five-speed manual available on all models except the STI, which is linked exclusively to a six-speed manual. Made in Japan.

Pricing
The sedans are priced $900 less than hatchbacks of the same trim level. Good Convenience and Sport packages. The price of the Limited trim upgrade reflects its additional content. The base Impreza sedan is the cheapest all-wheel drive vehicle equipped with air conditioning and a power group available in Canada. Leasing is good value this year but finance monthlies are out of line for 2011. A base 2.5i sedan is priced about $2600 higher than a Toyota Corolla CE with the Enhanced Convenience package, which neatly accounts for the value of the all-wheel drive system. Impreza sales were steady last year.

Safety
Standard side and side-curtain airbags. Tested by the IIHS, the Impreza was a Top Safety Pick and rated Good in the frontal, side, rollover and rear impact categories. Standard ABS and ESC.

What’s new
Base models renamed JA. Aero discontinued.

Performance
The new engine is responsive enough, but lacks the energetic sparkle expected of an engine rated at 150 horsepower. The engine disappoints from a refinement perspective as well, regardless of whether the car is accelerating through the gears or cruising at a steady speed. The CVT works well on the open road but is poorly calibrated for urban situations, making for jerky progress in town. The ride-handling balance is very well judged, with good bump absorption and flat cornering. Good noise suppression from the wind and the road. With tall doors and high-mounted seats, the SX4 is a snap to get into, and with lofty windows, easy to see out of. The driving position is excellent and the seats are comfortable. The rear seat is split 60/40, the backrests fold down, and the seat assembly flips forward as well, liberating a substantial cargo area below the window line. Rear seat passengers in the hatchback enjoy ample space and a comfortable seat. Rear seat space and comfort in the sedan are exceptional for a car in this segment. Big clear instruments and straightforward controls are a model for others to follow. Acceptable cabin materials and rigorous assembly. Good heater and a very a good audio system. The all-wheel drive system available on the hatchback has three modes; front-wheel drive, on-demand all-wheel drive and continuous all-wheel drive. Transitions from front-wheel drive to all-wheel drive are undetectable.

Reliability
Not rated, unproven mechanical components. Few complaints have been received about this model. Three year bumper to bumper warranty and 5 years/100,000 km on the powertrain

Comments
The sedan is 375 mm (14.8 inches) longer and 30 mm (1.2 inches) lower than the hatchback. The sedan has a big trunk which can be augmented by split-fold rear seatbacks. All SX4s are powered by a 150 horsepower 2L four that hooks up to either a six-speed manual transmission or a CVT. All-wheel drive, optional on the JX and standard on the JLX hatchbacks, is not offered on the sedan. Made in Japan.

Pricing
JX and JLX hatchback upgrades are great value. The Sport package offered on the sedan is a bargain. Base hatchback and sedan models are priced the same. The Subaru Impreza bears a lower MSRP than the all-wheel drive SX4 JX. The SX4, lost in a sea of impressive rivals and hampered by a small dealer network, uncompetitive pricing and poor incentives, is ignored by mainstream buyers. SX4 sales decline 20 percent last year.

Safety
Standard seat-mounted side and side-curtain airbags. The SX4 was rated Good in the IIHS frontal and side impact tests and Marginal in the rear impact test. Not rated for rollover. Standard ABS. ESC is standard on the JLX hatchback, optional on the JX trim level of both body styles, and not offered on the JA trim level.

What’s new
Mid-cycle remake includes new head and taillights, restyled grille and bumpers and a new trunk lid. Standard ESC, traction control and brake override. Revised audio systems.

Comments
The cabin is fronted by an elegantly minimalist dashboard stocked with big clear instruments and straightforward, close-at-hand controls. The rest of the interior relies more on shapes than applied ornament, and except for ultra-prosaic fabrics (CE), is quite chic. Mainstream cars are powered by a 1.8L four with 132 horsepower. The premium-priced XRS features a 158 horsepower 2.4L four. Either engine can be hooked to a five-speed manual transmission, with a four-speed automatic optional with the 1.8L and an automatic with five speeds available with the 2.4L engine. Equipped with a 1.8L four and automatic transmission, the Corolla delivers brisk acceleration combined with impressive refinement. The nicely geared steering is a bit numb. Spongy feeling, long travel brakes. Built in Canada.

Reliability
Above average long-term reliability predicted despite problems encountered with this model when it was launched. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km powertrain warranty.

Pricing
Trim upgrades and option packages lack content for the money asked. The big-engined 2.4L XRS is priced $2020 higher than the similarly equipped 1.8L S with a sunroof. Toyota’s pricing regime limits discounting except in southern Ontario. The controversy surrounding Toyota last year hit the Corolla hard, with sales dipping about 25 percent.

Safety
Seat-mounted side and side-curtain airbags are standard on all models. The Corolla was a Top Safety Pick and rated Good in the IIHS frontal, side, rollover and rear impact tests. Standard ABS, ESC and brake override on all models.

What’s new
Mid-cycle remake with new front fascia, grille and rear fascia. Standard ESC, traction control and brake override. XR trim discontinued. Standard cruise control and USB port.

Performance
The 2.4L engine suits the Matrix very well. Smooth and quiet, it provides spirited performance in town and on the highway. The manual transmission is graced by a precise gearchange and a docile clutch. Real world fuel consumption with the 2.4L engine was higher than expected. Despite its height, the car handles very well, taking corners flatly. Quick, precise and communicative steering. The ride of the XRS model shod with low profile 18 inch tires is surprisingly absorbent. The spongy brake pedal is hard to modulate. Small windows and heavy rear roof pillars restrict visibility to the sides and rear. Although the front seat cushions are a bit short, the seats are supportive and are covered in an attractive cloth. Good rear legroom, but the rear seat begins to feel hard and flat after a few minutes. The driver faces a hideous dashboard with jagged shapes and great lashings of faux alloy. The instruments, resting at the bottom of long tubes, are oddly marked, with 160 km/h showing at top dead centre of the speedometer. Heating and audio controls are logical and easy to find. Good cargo capacity and versatility, but the hard plastic cargo floor lets cargo slide around. The premium audio system in the XRS model tested produces only average sound.

Reliability
Above average reliability predicted. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km powertrain warranty.

Comments
The 132 horsepower 1.8L engine powers most Matrixes, with the 158 horsepower 2.4L four offered in the XRS and all-wheel drive models. A five-speed manual transmission is standard with both engines, with four-speed and five-speed automatics available with the 1.8L and 2.4L engines respectively. All-wheel drive is packaged with the 2.4L engine hooked to a four-speed automatic transmission. Built in Canada.

Pricing
The 2.4L XRS is priced about $1500 more than the similarly-equipped Matrix 1.8 with the S package. Equipped the same, the all-wheel drive Matrix is priced $2365 higher than the 2.4L XRS. The S package on the base Matrix is good value, but all other packages lack content for the money asked. The base Matrix equipped with the S package and Bluetooth is priced roughly $1400 more that a Kia Soul 2U, but is more refined, and will have better resale value. Toyota’s Access Pricing regime limits discounting except in southern Ontario. The controversy surrounding Toyota last year hit the Matrix hard, with sales dipping about 15 percent.

Safety
Seat-mounted side and side-curtain airbags are standard on all models. The Matrix was rated Good in the IIHS frontal and side impact tests and Acceptable for rear impacts. Rollover not rated. Standard ABS, ESC and brake override on all models.

What’s new
Standard ESC. New radios, navigation system and package changes. Sportline five-door model added late in the model year. Bluetooth is standard on the Wagon.

Performance
Powered by the 2L turbodiesel, the Golf surfs on a tsunami of torque that bestows it with brisk acceleration, wondrous flexibility, impressive refinement and astonishing fuel economy. The manual gearchange works well, and while the clutch is progressive and docile, its high engagement point on the example driven by the APA was a bother. Mated with the responsive six-speed automatic transmission, the Golf’s 2.5L inline five delivers ample power while emitting a creamy multi-cylinder warble which lifts the car above other cars in its class in terms of aural pleasure and refinement. Steering, brakes, ride and handling could hardly be better judged for a mainstream hatchback. Though weighing about the same as cars from the competition, the Golf feels incredibly solid. Big, clear gauges and generally straight forward controls. However, some APA drivers complained that the climate controls were small, hard to see and fiddly to operate. Powerful air conditioning. The base radio is a pleasure to listen to and the upgraded radio delivers sound of exceptional clarity. Big, comfortable seats reside in a cabin with good space front and rear. Top-notch fit and finish. Roomy trunk with the rear seat in place, with good cargo versatility with it folded down.

Reliability
Predicted average reliability. Significantly fewer complaints were received about the previous model than the model that preceded it. Expect heavy service costs. Unproven DSG transmission. Lease for a period not longer than the basic warranty. Four year/80,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain. At 12 years/unlimited mileage, Volkswagen has the best rust perforation warranty in the industry.

Comments
VW's sixth-generation compact hatchback enters its second year in Canada with few changes. Three and five door versions feature the current body, with the wagon being a fifth-generation Jetta with a Mark VI Golf front grafted on. Three engines, a 2.5L inline five, a 2L four-cylinder turbodiesel and a 2L gas turbo in the GTI, are available. Transmission choices are a five-speed manual and six-speed automatic on 2.5L cars, with a six-speed manual and DSG automatic available with the gas turbo and TDI engines. The hatchbacks are built in Germany, with the wagon assembled in Mexico.

Pricing
Hatchback: Comfortline and Sport package upgrades are excellent value. The Highline package price reflects its additional content. Wagon: high value Comfortline and MMI packages; Highline priced to reflect additional content. The wagon is priced $1200 to $2000 higher than the four-door hatchback. Compared with a 2.5L version, diesel power will cost an extra $2300-2400 on the four-door hatchback and $2800 if you pick the wagon body style.

Safety
Standard front seat-mounted side airbags and side-curtain airbags. Tested by the IIHS, the Golf hatchback was a Top Safety Pick, rated Good in the frontal, side, rollover and rear impacts. Standard ABS and ESC on all models.

Comments
All-new sixth-generation Jetta also replaces the City Jetta.

The new Jetta, built on a 73mm (2.9 inch) longer wheelbase, is 74mm (2.9 inches) longer, and marginally narrower and lower than before. The Jetta's exterior design is clean and nicely detailed. The longer wheelbase results in enhanced rear legroom in a cabin that looks very VW but suffers from a plethora of hard plastic materials that reflect cost cutting to permit the lower MSRP for 2011. The normally-aspirated 2L engine’s initial enthusiasm soon dissolves into a breathless thrashing where requests for acceleration are met more by noise than by forward motion. The car rides and handles well, but the steering is numb. The smooth and flexible 2.5L five and 2L TDI engines return; supplemented by a turbocharged 2L gas four with 200 horsepower, marketed as the 2012 Jetta GLI.

To get the Jetta’s MSRP down to $15,875, Volkswagen deleted previously standard equipment (including the low washer fluid warning light on the base model), downgraded technical specifications (a torsion beam rear axle replaces the previous independent system, and on the 2L car, rear drum brakes), and has cheapened the cabin finish, using hard plastic pieces where soft-touch materials existed before.

Reliability
New vehicle, not rated. The newness of this model as well as the various thrifting measures taken to allow for a much lower MSRP may hurt reliability. Expect heavy service costs. Lease for a period not longer than the basic warranty. Four year/80,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain. At 12 years/unlimited mileage, Volkswagen has the best rust perforation warranty in the industry.

Comments
A variety of powertrain options are now available. The base engine is an ancient and wheezy 2L four. Buyers can upgrade to the 2.5L inline five cylinder that was standard last year, or to a 2L turbodiesel. VW’s 2L turbo gas four joined the lineup as an early 2012 model in 2011. The base engine and the 2.5L can be linked to either a six-speed automatic or a five-speed manual. The 2L gas turbo and the TDI can be hooked up to either a six-speed manual transmission or VW’s DSG automated manual. Made in Mexico

Pricing
MSRPs for comparable 2.5L and TDI models are $3300 to $4200 less than for 2010, with the base 2L automatic priced at $17,275. Upgrading from the base 2L to the 2.5L and from there to the TDI commands supplements of $2100 and $2700 respectively. The base 2L Trendline+ package is priced to reflect content, other trim upgrades are very good value.

Safety
Standard front seat-mounted side airbags and side curtain airbags. Tested by the IIHS, the Jetta was a Top Safety Pick, rated Good in the frontal, side and rear impact tests. Rated Good for Rollover. Standard ABS and ESC.