By the Numbers: beneath its flashy exterior the Mitsubishi RVR is a plain Jane – but it doesn’t take much fuel to see Jane run
For the past few years, gas prices have risen so steadily that, for all the outrage we may feel, we’re no longer particularly surprised by the next hike. The days of paying less than a dollar for a litre of gas are gone. But for a family to be able to travel in comfort, the roominess of an SUV or CUV is necessary, which means that, short of investing in an electric vehicle, we as consumers must demand more compact, light-weight, fuel-efficient vehicles.
A case in point: the Mitsubishi RVR, a crossover modelled on the larger Outlander, whose platform and wheelbase it shares. It’s shorter and trimmer than its cousin, with a slender, sleeker look. Mitsubishi designed the RVR (or Recreational Vehicle Runner) for the city driver who is looking for a lighter, more compact vehicle with the roominess of a typical CUV. One of its most notable accomplishments is its excellent fuel efficiency, which is sure to strike a chord with consumers sick of being gouged at the pumps. 
At first glance, the RVR is a head-turner, especially in the tester’s Kingfisher blue. The trapezoid grille with the Mitsubishi badge front and center stands out the most, giving the RVR a sporty look. The front of the vehicle is nicely complemented by a sporty exterior and a beautiful panoramic sunroof.
Unfortunately, the RVR’s beauty is only skin deep. Inside the CUV, space is ample and seating plush and comfortable, but all the plastic in the dash will make you feel like you’re at a Tupperware party. I’m all for elegant simplicity of design, but the RVR’s drabness is almost oppressive. The interior of such a modern vehicle should be in keeping with the fun and excitement that its exterior conveys. Of course it’s not all bad: the steering wheel, sheathed in strong black leather that you can really grip down on, gives you the sense that you’re in complete control of the vehicle at all times. Similarly, the handling is silky smooth on turns, and overall traction and stability are excellent.
Powering the vehicle is a 148 hp, 2.0 L four-cylinder engine, with a Mitsubishi Innovative Valve-timing Electronic Control (MIVEC) system. But, these numbers notwithstanding, both the all-wheel-drive, five-speed automatic that comes with a continuously variable transmission (CVT) and paddle shifters and the front-wheel-drive, five-speed manual, fell short of the mark. Manual mode was better as the initial acceleration in the CVT, which is programmed to get optimal fuel economy, was a little slow. The paddle shifters helped avoid this slow giddy-up, but I doubt drivers of automatics will want to use them daily. On the flip side, a constant grunting noise can be heard in manual mode when you switch gears or speed up, but, once you get it in fifth gear, the RVR accelerates as quickly and smoothly as any other CUV in its price range.
In spite of its drab interior, the RVR is not a car to avoid: it’s a smooth, comfortable ride that will get you reliably around town; it just didn’t overwhelm me in any way. Mitsubishi’s hope is that the RVR will be the compact, fuel-efficient CUV families have been waiting for. They’ve claimed the CVT RVR to have the best in-class fuel economy at 7.6 L/100 km, but I averaged 9.6 L/100 km with some paddle shifting. 
The manual RVR I tested was the second-level SE 2WD, which starts at $21.998, but the top-of-the-line GT 4WD starts at $28,498 and comes with an array of gadgets, including Bluetooth, USB ports, a tilting and telescoping steering wheel, rear privacy glass, cruise control, 18” aluminum alloy wheels, and a 710-watt Rockford Fosgate Punch premium sound system.
Overall, I appreciate what Mitsubishi has attempted to do in making the RVR a vehicle that can address consumers’ fuel-efficiency needs. It’s an economical and dependable vehicle with many standard safety features, including active stability control, traction control, seven airbags, and a tire-pressure monitoring system. But for me, the grunting noises it makes upon acceleration and the utilitarian interior design weigh heavily against it. Then again, if you’re just looking for an economical, outwardly stylish vehicle for casual city and driving and transporting the kids to and fro, you could do worse than the RVR, which at least will keep you from going to the pumps too often.
One of a Kind: the BMW X1 xDrive28i may be of mixed blood, but it’s pure of heart
Like most auto makers, BMW is constantly pursuing new customers, but lately they seem particularly interested in going after buyers of brands they don’t ordinarily compete with. How? By making an affordable vehicle that will persuade customers to abandon the notion they can’t afford anything from a luxury maker.
The 2012 BMW X1 xDrive28i is the vehicle in question, and can be had for a starting price of $38,500. It’s a compact vehicle at a compact price, not unlike European-type SUVs that offer luxury features in a smaller package. There’s a lot of pressure on the X1, but, after putting it through its paces, I can say that it definitely fits the bill of a potential game-changer. 
The X1 is difficult to pigeonhole, part SUV, part crossover, part wagon, part car, all spliced together. But inside it’s pure of heart: the 2.0 L inline four-cylinder engine boasts a twin-scroll turbocharger that churns out 241 hp and 258 lb-ft of torque. Its eight-speed automatic transmission gets the X1 up to 100 km in 6.6 seconds. The four-cylinder doesn’t give you the same grunt or as smooth a ride as the BMW inline-six does, but what you get in exchange is stellar fuel economy. The stats speak for themselves: 6.5 L/100 km on the highway, 10.2 L/100 km in the city.
In terms of driving, the X1 exhibited much the same brilliant handling that distinguishes virtually all BMW cars and that has made the phrase “German engineering” into a marketing cliché. It was moderately slower upon initial acceleration, but, once it started to rev, it quickly justified its BMW badge. At 2,500 rpm, the power is immediate and gratifying. Power delivery is so linear that you might be closing on 140 km before you know it.
The all-wheel drive system, which is called “xDrive,” includes direct stability control (DSC) and an engine-management system. What really amazed me was how the system can distribute 100% of the engine power to either the front or back axles. For any car junkie, this is an exciting tool to have, since its sensors will let you know where to move some torque if needed. The XI also features a tire-pressure monitoring system and hill-descent control, so you’ll be apprised of everything that’s going on.
The eight-speed automatic transmission is the only option for the X1, but it does come with a manual shift mode, which allows you to really see what all eight-gears provide. Gear changes up or down were seamless, but while the serpentine gear shift is cool to look at, as in most BMWs it was a little tricky to use. In order to reverse, for instance, you need to push upward as opposed to down, which could get you into trouble if someone were to borrow your car.
The interior is cozy, though it lacks the plush design one might expect in a BMW. Unfortunately, sacrifices have also been made with the dash materials, where there was plenty of plastic to go around. However, the panorama sunroof is stunning and instantly stands out, creating the impression that you’re in a more spacious vehicle. Because the vehicle is uncharacteristically compact, back-seat passengers don’t have too much leg room. On the plus side, the rear seats can be folded down almost flat for more trunk space.
In almost every way, the X1 defies categorization. It really has no peers or direct competitors, and its compact size and price tag under $40,000 are sure to appeal to many prospective buyers who might previously have never considered BMW. For someone who’s looking for a powerful and luxurious compact vehicle, the revolutionary X1 could be the perfect fit.
Get Shorty: the Chevy Sonic may be small, but it’s full of attitude
Over the past two years, the North American subcompact segment has heated up, with many manufacturers joining the fray. A lot of advertising dollars have been spent to boost sales, and experts are predicting that the segment will grow 30% over the next four years. Never content to watch from the sidelines, General Motors has been hard at work creating something worthwhile after repeated missteps over the years, most recently with the Aveo. With the new Chevy Sonic, they’ve finally achieved their goal.
As the Aveo’s successor, the Sonic aims to create a thunderous boom in the subcompact segment, and it already has some of the other manufacturers squirming. Using a different design team, GM completely transformed the Aveo, not merely into another affordable car with legs but into one that combines an aggressive, youthful design with turbocharged performance.
My tester, the LTZ, boasted all that the Sonic has to offer and came in a blinding inferno-orange metallic colour. The Sonic has two incarnations, a four-door sedan and a five-door hatch – my LTZ was a hatch. The LTZ is available only with a six-speed manual transmission, but it seems likely that an automatic is in the works.
The snubness of the LTZ’s snout and the distinct scowl of its headlights give it a rebellious, aggressive air that almost seems to say “I may look small, but don’t underestimate me.” Another welcome change from the Aveo is the hidden rear passenger doors, which provides the hatch with a trendy design that exudes youthfulness. The Sonic might be compact, but its small size is offset by its modern looks and cool personality.
The interior cabin is impressively laid out and, with its brightly coloured gauge cluster and some nice gadgets to boot, reflects much the same youthful spirit of the exterior, With its massive digital speedometer, the gauge cluster resembles that of a motorcycle. There may be a lot of hard plastic on the dash, but at least the upscale leather seats were roomy and comfortable. Even the back seats had ample space for at least two adults. 
Of course, the true measure of a great car is in its performance, and in this regard the Sonic can go toe to toe with the Honda Fit, the Toyota Yaris, and the Hyundai Accent. It might be new to the neighbourhood, but it’s making its mark with an impressive 1.4 L Ecotec turbo engine cranking out 138 hp and 148 lb-ft of torque. Weighing in at 2,776 pounds, the Sonic may be one of the heaviest vehicles in its segment, but it’s also the fastest in its class.
One major drawback is the clutch: not the greatest in the biz by a long shot. Although I gradually got used to it over the week, there isn’t much feel in it. With regard to acceleration, the Sonic is a little sluggish on initial take-off, and there isn’t a great deal of power in the lower revs, which doesn’t really declare itself until you get up to the sweet spot: 2,500-3,000 revs. As fast as the car is for its segment, it’s still no sports car, and it will lose some power as soon as it hits the red line.
The drive itself is smooth and quiet, especially for a compact, thanks to a stiff suspension that reduces much of the body roll. The steering wheel is light and quick, which allows this little fireball to execute turns and corners beautifully. On one of my longer drives, which combined both city and highway driving, the Sonic averaged 7.1 L / 100 km.
The base price of the Sonic sedan starts at a competitive $14,495, with the hatchback starting at $15,495, but that’s with a 1.8 L engine. The LTZ hatch tester I had starts at $20,995 and is accompanied by XM radio, heated leather seats, 17” alloy wheels, not to mention the 1.4 L turbocharged engine. 
All things considered, the Sonic performed admirably and will go a long way towards righting the wrongs of past Chevy failures. It remains to be seen whether it will shake up the subcompact segment, but there’s no doubt that it will be a stronger contender.
The Work of a Maestro: The Sonata 2.0T May Be Hyundai’s Magnum Opus
The year 2011 has been a busy one for Hyundai. While many manufacturers have struggled with production delays and even closures, Hyundai’s been crafting sleek, reliable, and affordable vehicles for the average consumer. In Canada, Hyundai’s slowly but surely been gaining ground on the big three of General Motors, Ford, and Chrysler.
One of the more exciting 2011 Hyundai offerings has been the completely redesigned Sonata, in which the V6 engine has been replaced with a four-cylinder. The regular family-sedan Sonata and Sonata Hybrid are fitted with a 2.4-litre engine, but the Sonata 2.0T has a two-litre direct-injection four-cylinder engine with a twin-scroll turbocharger. Hyundai promised that the Sonata 2.0T would have more power than a V6 and better fuel economy to boot; after test-driving it, I can say that they’ve delivered the goods.
My tester was a veritable beast, packing 274 hp and 269 lb.-ft. of torque with a six-speed automatic transmission and manual switch option. Around town, the 2.0T accelerated smoothly with minimal throttle jerkiness; on the highway, it gathered speed evenly and steadily, which is exactly what you hope for in a well-rounded car. It was all thanks to the direct injection and the twin-scroll turbocharger, which provides the acceleration you’d expect from a V6 while ensuring better fuel economy. The estimated fuel-economy numbers tell the whole story: 9.3 L/100 km in the city, 6.0 L/100 km on the highway.
While I drove around the city, the 2.0T handled expertly. The steering was light for a family sedan, and allowed me to enjoy some smooth lane changes. One of the car’s drawbacks is that it doesn’t absorb bumps on the road especially well, but, given everything else it has to offer, this hardly tips the scales against it. For instance, the interior is comfortable and spacious, with plenty of legroom up front and in back. The control panel is framed in a soft-touch dashboard that is at once modern and curiously satisfying. To configure the air flow within the car, you have to use a digital representation of the human body displayed on the panel, pressing the area you want cooled. Granted, it’s a little weird and over the top, but then again it’s a lot easier to figure out than most of the systems I come across. 
If you’re looking for a car with a sleek and modern design, the Sonata will answer beautifully. In particular, the defined creases that shape the body provide the Sonata with a fun and sporty look. On top of this, the dual exhaust shows off its turbocharged engine and rounds out its sportiness.
In the last five years, Hyundai has taken incredible strides using a simple premise: offer more for less. The Sonata 2.0T exemplifies that simple formula. It starts at $29,249 and can get up to $34,199 with its Limited edition, which includes navigation. If it’s a family sedan with some real pop under the hood that you’re after, you need look no further. When it comes to power relative to fuel economy, the Sonata 2.0T is untouchable.
