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Is the Ford Focus RS the Best Small Car in the World?

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One week of Ford Focus RS awesomeness!

2016 Ford Focus RS

The Ford Focus RS may be the best small car in the world. Yes, I said it. But the “best” definition can be a tricky one to use as there are multiple categories to consider, i.e., quality, reliability, efficiency, and performance, among others.

For the sake of this argument, we’ll look at what matters most to hardcore small car enthusiasts and that would be performance. This is where the Focus RS outperforms the Volkswagen Golf R and the Subaru WRX STI, small all-wheel drive models with turbocharged engines.

I’ve driven all three, was impressed with each one, but after my week with the Focus RS I can say that the segment has a new leader. No, the Mitsubishi Lancer Evolution (EVO) doesn’t warrant a mention here as this model was last built in 2015 (you can still buy a “new” one if you want). That said, the 303-hp EVO would probably come closest to knocking off the RS in the all-important 0-60 mph time. But, when it comes to drifting, the RS is the undisputed winner.

2016 Ford Focus RS

2016 Ford Focus RS

My test 2016 Ford Focus RS arrived in mid-December and several weeks after the 2017s rolled out. Procuring a performance model from Ford can take a lot of work — it took me the better part of the year to get the Mustang GT and I don’t suppose I’ll see the Ford Raptor until late next year. Getting a 2016 RS was no big deal as this all-new model arrived stateside just this past spring.

The Focus RS follows a long line of performance models built by Ford Europe, but now marketed under the broader Ford Performance umbrella. Until the current-generation Focus was released in 2011, our hopes here in North America for ever seeing a model like this one were thwarted as the small cars Ford sold in Europe were not the same as the ones offered in North America.

Fortunately, that all began to change in 2008 when the company’s “One Ford” initiative was launched, ensuring that we had a fighting chance of seeing something like the RS (while Europe finally got the Mustang).

2016 Ford Focus RS

Making a Case for the Focus RS

So, what’s the big deal about the Focus RS? Quite frankly, it represents everything enthusiasts wanted Ford to bring to the market for a number of years.

Yes, the Focus ST is a desirable model in its own right and with its personal list of praiseworthy competitors, including the Honda Civic Si, Volkswagen GTI, and the Subaru WRX (not STI), but it never was intended as the signature model. The ST has done its job and went one step further: it built a case for a high-performance model.

We knew the Focus RS in its current form was eventually going to happen because Ford has had small car performance on the docket since the Escort RS1600 was introduced in 1970.

It wasn’t until 2002 that a Focus RS model rolled out (Mk1) followed by the Mk2 seven years later. Although both powerful models in their own right, the front-wheel drive layouts were simply not enough. A turbocharged four cylinder paired with a six-speed manual gearbox were a given — but how would Ford add all-wheel drive?

2016 Ford Focus RS

Internal AWD, Not Haldex

In developing the Focus RS, Ford could just as easily turned to Haldex to supply all-wheel drive. But, the automaker has relied on its own AWD system for years, starting with the Ford Fusion and Lincoln MKZ sedans, followed by the Ford Edge and Lincoln MKX crossovers. Ten years of internal building and the expanded application of the same has paid off. Besides, why import parts from overseas when it is cheaper to build domestically? That’s a plan President-elect Trump would like.

For the Focus RS, the Ford Performance All-Wheel Drive with Dynamic Torque Vectoring Control system utilizes a pair of clutch packs on each side of the rear drive unit. Tasked with managing the hatchback’s front to rear torque split, the system also distributes torque from side-to-side on the rear axle. This so-called “torque vectoring” capability enhances handling and cornering stability, important attributes for a performance car.

The AWD system sends up to 70 percent of torque to the rear axle with up to 100 percent of that available torque sent to either wheel. Steering angle inputs send messages to the system to distribute maximum torque to the outside wheel. Understeer is nearly imperceptible and superior lateral acceleration is possible — what combine to imbue much driver confidence on the track and when operating in drift mode.

2016 Ford Focus RS

Exterior and Interior Highlights

In designing the Focus RS, Ford Performance could have substituted body panels and other parts with carbon fiber and with an eye toward lightweighting, but they did not. Instead, much of the exterior is the same, but with important front and rear fascia changes among the modifications made.

Up front, you’ll find a larger grille opening along with a pair of air vents covered in motorsport-style mesh. The lighting system is top notch with Ford going with Bi-Xenon headlamps with cornering lights, signature LED lights, and fog lamps.

In the rear, the big difference there is the spoiler — a wing-like appendage with RS debossing is present. It is the biggest honking spoiler we’ve seen yet on a Focus besides various aftermarket offerings.

Along the sides, you’ll find special skirting along with sporty 19-inch RS alloys wheels wrapped in Michelin Sport summer tires. Light blue Brembo brake caliper covers offer pop and distinction.

Inside, the Focus RS offers leather seats — firmly bolstered Recaro bucket seats are up front and a 60-40 split-folding bench seat is in the second row. Who wants to bet the seat will see little action except for those times when you plan to use drift mode with your friends begging to ride along? Well, skip the added weight — simply fold the seat down to expand the 19.9 cubic feet of standard storage space.

Other important features found inside include unique vehicle instrumentation, containing a three-display information center on top of the dashboard — readouts for turbocharger boost pressure, oil temperature, and oil pressure. You’ll find SYNC 3 telematics, USB connections and what matters most — a six-speed manual shifter.

2016 Ford Focus RS

Under the Hood

350-350. These two numbers are everything to the Focus RS. Specifically, this scorching hot hatch is powered by a 2.3-liter turbocharged four-cylinder engine making 350 horsepower and 350 pound-feet of torque, easily beating anything else in the segment.

Paired only with a six-speed manual gearbox, the Focus RS places the emphasis on performance above everything else — you can’t find an automatic transmission — regular or dual-clutch — anywhere. Just the manual gearbox. And that’s fine for devotees.

If the aluminum head and block engine sound familiar to you, it should: the Ford Mustang uses it, but in the Focus RS it sits transversely, has a more powerful turbocharger, and benefits from special tuning. Direct injection and an integrated exhaust manifold are present too, enabling this compact performance car to chew up and spit out pavement. Yes, that’s an exaggeration, but the Focus RS is designed to amaze and does so at all times.

On the Road

You can operate the Focus RS in tame mode and that would be the default normal setting as you cruise around your neighborhood. But once you pull away from populated areas, the RS begs to be unleashed.

2016 Ford Focus RSHere, you’ll move quickly out of sport mode if you aren’t there already. Take note of the changes in steering response, the all-wheel-drive setup, exhaust note, and the engine tuning. I stayed in this mode nearly the entire time — why be normal?

Track mode makes for an interesting proposition as stability control is shut off and the dampers seem to vanish. This means if you drive the Focus RS on anything other than the track, be prepared for a kidney-jostling experience. Bumpety-bump you shall go and the feeling is an odd one. At the same time, the all-around firmest settings are ideal for the track.

Drift mode is an outlier here as no other production car offers one. Here, the dampers and steering return to the normal settings, while everything else stays in sport mode. The all-wheel-drive system shifts to “drift” mode and this is where the tail of your blistering hot hatch is destined to pull out. How Ford managed to include this mode without risking the ire of insurers and regulators alike is a mystery. It is a nod to what ardent enthusiasts are doing anyway, so why not help them by making AWD cooperate?

My first jaunt with the Focus RS had me scratching my head. Notably, while operating in Sport mode, I discovered the front outside wheel would pull out on twisty roads, seeming to move the car to the centerline. But it didn’t take me long to realize that the amount of torque sent and the rate that it is sent changes not just between modes, but hundreds of times per second. What seemed as an oddity at first became apparent for what it really was — torque vectoring. Depending on the road you take, the angle of the car and the rise and fall of that same road, the sensation I experienced may reveal itself to you. After that, I got used to how the RS’ AWD system works and confidently drove for the next week enjoying its full capabilities.

Ford claims a 4.6-second 0-60 mph time and I’m not about to dispute that. Activate launch mode and wait for the upshift light to appear and you’re on your way. Sub-5 second times are not difficult to achieve without launch mode — you just need to make quick work of the clutch and shifter to get there — in my experience, you’ll barely hit third gear as you cross 60 mph.

2016 Ford Focus RS

Parting Thoughts

The Ford Focus RS checks off all the marks for a high-performance compact hatchback. The Recaro seats will keep you planted even as you drift. Clutch uptake and gear shifting are as smooth as they come, making for an altogether thoroughly enjoyable driving experience.

As for plunking down $40K to buy one, there won’t be too many takers. There just never is.

Notably, some shoppers may become nervous as they realize they’ll need to invest in track tires, perhaps even a set of winter tires if they live in snow country. At this point, your price has pushed well into the $40s where well-equipped Mustang GTs roam. Your dilemma here is whether to go with the blue oval’s performance leader or choose the niche model. That decision won’t be an easy one for some because the RS’ all-wheel-drive system and drift capabilities may simply be too difficult to resist.

See Also — Premium Sports Sedan: 2016 Buick Regal GS

Driven: 2016 Volkswagen Tiguan

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Available permanent all-wheel drive gives the VW Tiguan an important edge.

2016 Volkswagen Tiguan

Taking delivery of an outgoing model year vehicle is always a bit of a challenge. On the one hand, customers are looking for information about the very latest model. On the other hand, if the differences between the two are minimal — as I soon discovered with the 2016 Volkswagen Tiguan — then just getting the opportunity to drive one is all that’s needed.

That said, my test subject 2016 Volkswagen Tiguan R-Line model is now called a 2017 Tiguan Sport. The same renaming transition took place for the SE as it has been replaced by the Wolfsburg edition. Yes, there are a few trim differences, but essentially they’re the same grades, but with new names.

The 2016 Tiguan is offered in S, SE, R-Line, Sport, and SEL trims. One powertrain combination is available: a 2.0-liter, turbocharged four-cylinder gasoline engine is paired with a six-speed automatic transmission. This engine makes 200 horsepower and 207 pound-feet of torque.

The front-wheel-drive model makes an EPA-estimated 21 mpg in the city and 26 mpg on the highway. The all-wheel-drive version comes in at 20 mpg in the city and 26 mpg on the highway. This model takes premium gasoline.

2016 Volkswagen Tiguan

TIGer + igUANa = TIGUAN

Certainly, the Tiguan name isn’t one that easily rolls off the tongue. Pronounced TIG-wohn, the name is not quite a portmanteau of two words, rather it is a unique melding of the same. Take half a tiger and half an iguana and you have the whole of a tiguan. To explain its naming convention, Volkswagen ran a clever ad a few years back — you can find it on YouTube.

Nine years is a long time to stay with a model before bringing the next-generation vehicle to the market. Introduced to US consumers in 2009, the first-generation model is coming to an end — the second-generation Tiguan arrives sometime next year.

In the meantime, consumers shouldn’t automatically rule out the Tiguan and for the following very good reasons:

1. Turbo + 4MOTION = Awesome — Not all Tiguan models are all-wheel drive, but those that are provide this handling advantage all the time. In other words, power is sent to all four wheels at all times — not just when the system “thinks” you need it. The advantage translates to reliable traction delivered when you need it, supplying drivers with an important safety advantage. Of course, if you live where snow is not common, sticking with front-wheel drive may be best. But never underestimate the advantage AWD provides on twisty roads and slick surfaces. You don’t need to live in snow country to want that edge.

2016 Volkswagen Tiguan

2. A proven model — Yes, nine years is a long time to market a vehicle, but there is an advantage that shouldn’t be easily dismissed: you have a proven model to consider. Importantly, the Tiguan hasn’t been without its share of updates and refreshes — in 2012 the Tiguan received an exterior styling refresh. Specifically, new equipment was added to the SEL line and fuel economy was improved. By 2013, all models were outfitted with a leather-trimmed steering wheel. In 2014, Volkswagen introduced its new Car-Net telematics service. A rearview camera, five-inch touchscreen, and an iPod cable were added in 2015. For 2016, keyless entry, push-button start, upgraded upholstery and heated front seats were made standard. Looking ahead to 2017, the 6.3-inch screen is now standard as is HD and satellite radio plus the Car-Net App. Car-Net rolled out in 2014 and includes the usual telematic features.

3. Incentives are strong — As we come to the end of a calendar year, Volkswagen has become very aggressive and is offering incentives that are hard to beat or ignore. Through Jan. 3, 2017, Volkswagen is running its “Sign, Then Drive Event.” What’s significant about this offer is that if you lease most models and certain trims, you won’t be putting cash down, including a security deposit or the first month’s payment. Further, no other upfront cash is required other than the tax, title, and dealer fees. If you prefer to finance, highly qualified customers will pay 0.9-percent for 60 months. Both national offers are outstanding.

Making Room for the Tiguan

If there is a disadvantage with the Tiguan, it has everything to do with its size. Yes, it does seat five. But it does so with a wheelbase that is at least two inches shorter than such competitors as the Nissan Rogue, Toyota RAV4, and the Honda CR-V. Further, its overall length falls six to 10 inches shorter than the competition. Thus, there is a bit less legroom in the second row. Moreover, the storage space measures just 23.8 cubic feet or 56.1 cubic feet with the rear seat folded. Compare these numbers to the Ford Escape (34.3 and 67.8 cubic feet, respectively) and that’s one area of concern that may be hard for some consumers to overcome.

2016 Volkswagen Tiguan

Where the Tiguan shines is in the quality of materials used as well as with its fit and finish. Especially as you move up through the trim levels you’ll find leather touches and equipment befitting a premium model. As far as the interior, it is well ordered, clean, and consistent. The same as the outside and everything you would expect in a Volkswagen. Notably, the front seats are firm and supportive — and just as comfortable as the seats found in some luxury models.

At the same time, this model lacks the “wow” factor you would expect. Blame its aged design in part for a lack of needle-moving style or the cutting-edge technologies some other models provide (although this writer was pleased with the Car-Net App). In any case, there is only so much you can do for an SUV rolled out in another generation.

On the Road

Where the Volkswagen Tiguan shines is on the road, especially when equipped with all-wheel drive — same as our test model. The VW 4MOTION all-wheel-drive system is permanent and that means it is always at work. To explain things simply, instead of kicking in when you need it, the system sends torque to the front and rear wheels under all driving conditions.

Some people find 4MOTION light to the touch and lacking the dynamics you’d expect with such a system. That’s a fair assessment. At the same time, handling is nimble and the suspension system does a stellar job in absorbing impacts. You’ll feel in complete control at all times.

Another strong suit is this model’s off-the-mark acceleration. Stomp the accelerator and the Tiguan pushes forward. Yes, a turbo is at work and the expected lag is apparent. Fortunately, it isn’t a show stopper and that means pushing up to highway speeds is effortless. When desiring passing power, the turbo responds, delivering a decisive kick to help you pass.

2016 Volkswagen Tiguan

Looking Ahead

Volkswagen is in the midst of an overhaul, due in part to the turbo-diesel scandal, which has cost the automaker billions of dollars and at a loss of much goodwill. Consequently, the automaker has effectively abandoned the diesel market in the US, choosing to concentrate on improving its current models, adding new product, and investing its resources in vehicle electrification.

Speaking of new models, a three-row Volkswagen Altas model debuts next year, likely just after the second-generation Tiguan rolls out. An all-new Touareg won’t be far behind and that means by 2019 Volkswagen will have three SUV choices for consumers.

Parting Thoughts

As for the model at hand, the Tiguan is clearly outpaced by more updated models. Its one-choice powertrain puts it at a disadvantage too — for instance, the Ford Escape offers three choices. That said, what seems to be helping this model right now is the deep, seasonal incentives as no other manufacturer is offering anything like a “sign and drive” event. That said, Toyota and Honda sell eight times as many RAV4s and CR-Vs, demonstrating that an all-new model can only help Volkswagen get noticed.

2016 Volkswagen Tiguan

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Turbo Driven: 2016 Volkswagen Golf R

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Few models can match the Golf R’s fun factor.

2016 Volkswagen Golf R
2016 Volkswagen Golf R.

Hot hatchbacks remain prized commodities. And this segment has only become hotter since Volkswagen introduced the current Golf R in 2015.

As one of just three small sport models with all-wheel drive — the Subaru WRX STI and the Ford Focus RS are the other two — the Golf R has a distinct handling advantage over most other comers. Add nearly 300 horsepower to its lightweight frame and the Golf R moves with near boundless fury, matching the 0-to-60 mph times of such laudable models as the Ford Mustang GT. Yes, THAT Mustang.

Model Year Updates

One year removed from its introduction, the current-generation VW Golf R gains several important updates. This year, a six-speed manual transmission joined the product line, providing a much-desired option to the worthy six-speed automated manual (dual-clutch). The DSG is faster, but if you prefer to row your own, the manual is a must.

Other changes bring in a larger infotainment system display and updated software, a USB port, and smartphone integration. That integration comes via any one of three sources: Apple CarPlay, Android Auto, and MirrorLink.

For customers who desire driver assistance features such as adaptive cruise control, a package is now available. The Golf R is essentially a one trim level model with package enhancements available.

2016 Volkswagen Golf R

Exterior Overview

Four-door hatchbacks are an ideal body style, providing both superior interior room and ease of access to the rear compartment than do three-door variants.

This model sits 0.2 inches lower than the Golf GTI and offers a handful of differences from the standard model. For one, you’ll note distinct U-shaped LED daytime running lights gracing the front fascia. You’ll also find a set of handsome 19-inch aluminum-alloy wheels expressly designed for this edition. Other embellishments include “R” logo badging on the grille as well as on the dark brake calipers.

From the rear, the U-shaped lighting design is incorporated within the LED combination lamps. A liftgate spoiler and the expected quad-port exhaust system are among the other standout features observed from the back side.

Interior Highlights

Sit behind the wheel of the 2016 Golf R and you’ll quickly drink in the environment. Flat bottom and leather-wrapped steering wheel? Check. Easy-to-decipher instrument panel gauges? Check. Medal pedals? Check. Wonderfully bolstered seats? Check. Manual gear shift or paddle shifters? Check.

Soft touch materials, leather seats, and quality trim abounds, giving this model a polished, but sporty look. Check out the “R” logos on the front seats, both equipped with high hip and side bolsters.

2016 Volkswagen Golf

The Golf R’s interior combines function with simplicity to deliver a pleasant in-cabin environment. Oversized door pockets with drink holders, a colorful center display, easy to discern controls, and a generally uncluttered environment await you. That’s in contrast to some performance models that rely on extra dazzle to draw you in. Here, the emphasis is on the driving experience, exactly where it should be. Exterior noise intrusion is about average for this class — you’ll take in every note from the exhaust system and it is a pleasant sound at that.

With room for five, the Golf R is best suited for four, although it will most likely be enjoyed by one or two individuals most of the time. Yes, it could do double duty as your family’s second car. That the rear seat folds down is a given, expanding the 22.8 cubic feet of storage standard space to 52.7 cubic feet.

Cutting-Edge Technologies

Smartphone compatibility is a big deal for many car owners today, individuals who prize connectivity and may make their purchase decision based largely on the tech features available.

Not only does the Golf R provide Apple CarPlay and Android Auto compatibility, but it also offers MirrorLink, a system popular with European vehicles. Add in the available Car-Net package and you’ll enjoy a six-month trial of a comprehensive software program that ties in vehicle diagnostic, remote vehicle access, and connected apps. Once the trial period ends, you’ll have the option of subscribing for $199 per year.

Choose the available DCC (dynamic chassis control) suspension package ($2,345 option) and you’ll gain the available Fender Premium audio system. This 400-watt system brings in eight speakers and one subwoofer, easily matching the clarity of the pricey systems found on various Porsche, Cadillac, and Genesis models.

2016 Volkswagen Golf R

Key Safety Features

The 2016 Volkswagen GTI is an Insurance Institute for Highway Safety (IIHS) Top Safety Pick+ recipient. By extension, the untested Golf R should match that score.

Working in the Golf R’s favor is the all-wheel-drive system, what adds an extra measure of control, especially on slippery roads. Driver assistance features are available as well, including adaptive cruise control ($1,295 package). Add it up and you have a vehicle that gets high marks for all things safety.

On the Road

If you want power, the Golf R has it. This model is moved by an explosive 2.0-liter, turbocharged four-cylinder engine with direct injection, making 292 horsepower and 280 pound-feet of torque.

But that’s not all: this pocket rocket features a Haldex 5 center differential, giving the VW a distinct quattro-like handling experience along the lines of Audi. Selectable driving modes bring in further changes to the powertrain, steering, and damping.

So, where to start with this awesome road hugger? On twisty, back roads. And, if you can find one, bring that experience to the track. Barring the availability of the latter, most any lightly traversed road will do.

2016 Volkswagen Golf R

This model hangs each curve with near effortless precision, requiring only a slight tug on the wheel at the sharpest angles. Not once did I find myself fighting to maintain control, the Golf R is poised, balanced, and the wheels are grippy.

Lag, the bane of turbo engines, was surprisingly minimal in this vehicle. The most fun comes when putting the transmission in sport mode and working with the paddle shifters. Immediately, the instrument panel adjusts to show what gear you’re in — watch those gears drop when you’re driving at highway speed and are looking for an extra kick. More than once I found the transmission automatically shifted into third gear, allowing for quick bursts of power followed by even quicker clicks of the paddle shifter to move back up through the gear range.

Not only is this model fast off the line, but overtake power is impressive. Perhaps the R’s signature feature is the ability to operate in stealth mode until full power is needed. Boom! When you desire to quickly push past other small models you can do so, leaving them in the dust.

Parting Thoughts

The Volkswagen Golf R has widespread appeal, but when it comes to affordability, only the most determined consumers will plunk down upwards of $40,000 to purchase one. Yes, there is a certain amount of exclusivity with owning this model, but that’s not a bad thing.

Others may opt for the Audi S3, powered by the same engine and offering similar handling characteristics of the Golf R. You’ll also pay $3,000 more for the compact Audi and come away with a smaller rear compartment and reduced storage capacity. That’s three factors to consider when weighing these two models.

Those that do choose to buy the Golf R will find it lives up to their expectations and should deliver the desired fun power when needed. This hot hatch also has the ability to serve as a daily driver and that’s not something every performance car can claim. All-wheel drive adds a wonderful handling element, enabling this model to stay planted on slippery roads as well as on track corners.

2016 Volkswagen Golf R

See Also — Capacious Compact Sedan: 2017 Volkswagen Jetta

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Tiny Cargo Transporter: 2016 Nissan NV200

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A small cargo van for a niche market.

2016 Nissan NV200.
2016 Nissan NV200.

Did you know Nissan has a burgeoning commercial vehicle business? This Japanese automaker with a huge manufacturing and distribution presence in the United States has pickup trucks, vans, and taxis designed with commercial customers in mind. With this particular sales division, Nissan has successfully carved out a significant slice in a highly competitive segment.

One of those vehicles is the NV200, a compact cargo van expressly designed to meet the needs of business enterprises. The NV200 is the ideal complement to the full-size NV, itself a competitor to the Ford Transit, Chevrolet Express, and GMC Savana. The NV was introduced in 2012.

As for the Nissan NV200, it followed the larger van to the market in 2013 and directly competes against the Ford Transit Connect and Ram ProMaster City cargo vans. However, unlike its two top competitors, the small Nissan van is not available as a passenger wagon except in taxi form. You’ll find such taxis plying the streets of New York, for example.

Model Year Updates

The model tested was a 2016 NV200 as the 2017s arrive later this fall. The 2016 NV200 was unchanged from the previous model year.

Nissan offers the NV200 in two trims: S ($20,870) and SV ($21,760). Add $885 for the destination and handling charge.

Package and accessory options are thin, but include a Bluetooth hands-free phone system package ($250), a rear door glass package ($190), and a cruise control package ($200) among other choices. Accessory items include body side moldings ($190) and a Nissan VTRS (vehicle tracking and recovery system) for $500.

2016 Nissan NV200.

Exterior Overview

Take a large van and boil it down to a compact size and you have the NV200. Well, not exactly. This model was designed from the ground up to serve customers who want van utility, but don’t need a beefy V8 engine or even a V6.

Front to back, the NV200 offers a boxy design with a sloping hood, rising side window arches, and slab sides along with dual sliding doors. Small, 15-inch wheels, long expanses of sheet metal, and large mirrors mark the sides (available power heated). From the rear, you’ll find 40-60 outside pivoting doors with an enhanced ability to open at a 180-degree angle following the quick adjustment of each hinge. A low entry cargo floor provides ease of access — with a payload of up to 1,480 pounds, your carrying capacity is quite high.

Interior Highlights

Small van shoppers may be surprised to find just two seats in the NV200. Then again, with no rear side windows present, two makes sense. There is no second-row option — this van was designed for small business operators such as florists, plumbers, electricians, delivery drivers, and anyone else wanting an efficient vehicle for the requisite roomy cargo space.

This model features a pair of bucket seats and surprisingly comfortable ones at that. Nissan calls the passenger compartment a “mobile office space” thanks to the fold-down front seat which can serve as a work desk. Also present is a multifunctional center console.

2016 Nissan NV200

You’ll enjoy ample legroom too, as all controls are out of the way, including the transmission shifter fixed to the bottom of the center console. The NV200 is equipped with power windows, power door locks (SV), air conditioning, a two-speaker audio system, cruise control (SV), a passenger slide-out storage tray, two cup holders, and a 12-volt outlet.

You also get 20 integrated reinforced cargo-mounting points for custom shelving, six floor-mounted D-rings in the cargo area, interior cargo panels, a rear cargo floor protector, pre-wiring for telematics upfitting, and a cargo area work light.

As for cargo space, you’ll enjoy 122.7 cubic feet. And it is usable space too — from front to back as well as from side to side. Further, if you need slightly more interior space you can fold down the passenger seat to hold that lengthy ladder you might prefer not carry on top.

Technology

You aren’t considering the NV200 for its advanced technologies. In fact, if you like such features as Bluetooth, SiriusXM traffic, a USB connection port, or a rearview mirror, each are options.

An auxiliary jack is included as is a two-speaker audio system. You can also get NissanConnect with navigation and mobile apps, including a 5.8-inch screen. Add $1,050 to your price for this factory-installed option.

2016 Nissan NV200.

Key Safety Features

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested the 2016 Nissan NV200.

You do get such standard safety equipment as a suite of airbags, vehicle dynamic control, and a tire pressure monitoring system.

Opt for the rear sonar system package ($250) if you frequently back your vehicle into place. This system works when the ignition is on and the transmission shifter is in reverse. The system detects obstacles behind the vehicle as far away as six feet — as you move the NV200 closer to an obstacle, the rate of the warning tone increases. The tone shifts to a continuous output when you’re within one foot of the obstacle, effectively signaling you to come to a standstill.

It is a switch-operated system too, one you can turn off on demand. The system automatically resets when the ignition is turned off and best works at speeds no higher than 3 mph.

On the Road

Nissan offers one powertrain combination with the NV200. A 2.0-liter four-cylinder engine making 131 horsepower and 139 pound-feet of torque is paired with a continuously variable automatic transmission.

This arrangement is an efficient one too, as the little van makes an estimated 24 mpg in the city and 26 mpg on the highway. Even when loaded and pushed to its payload limit, I can’t imagine the NV200 not making at least 20 mpg. That’s a far cry better than some large vans and the 12 mpg you might get under similar big van working conditions. Why opt for something larger and the higher upkeep costs involved when a small van is all you need?

Typically when I review a vehicle, I keep in mind several things about the drive, including its ride, steering, handling, and braking. I also take my weekly drivers on my favorite twisty roads to gauge those results. Let’s just say the Nissan NV200 is best tested by putting it to work as a tradesman vehicle. Nevertheless, when you step on the accelerator, the engine quickly responds. Press the accelerator hard and you’ll hear the engine straining, but it doesn’t labor. When you need optimum power it is there for the taking.

2016 Nissan NV200.

Apart from outfitting and upfitting the vehicle, loading it with barrels full of leaves to take to the dump does provide a reasonable way to determine van utility. Depending on the size of said barrels, the cargo area holds six to nine containers. What helps matters most is the pair of sliding side doors supplementing the wide pivoting rear doors — providing ease of access at its best, giving you excellent room for setup and maneuverability.

On the road, the Nissan’s tight turning radius (36.7 feet) certainly helps when swinging u-turns and when leaving narrow loading dock environments. I took the NV200 to my local and unused loading dock, backing it into place. As long as said dock has a ground-level entry point you’re good to go. Even without one, a quick curbside drop off can be made and you’re on your way.

Parting Thoughts

I don’t tell people which vehicles to purchase. Instead, I put out the information to help people make an informed decision. The Nissan NV200 and vehicles like it take aim at the commercial sector, essentially inviting customers to consider a smaller option. In fact, I have witnessed a growing number of such vans on the road, usually with a cable company or other media outlet markings along the sides as well as the occasional plumber, electrician or other handyman utilizing same.

A decade ago, some workers were using the Chrysler PT Cruiser and the Chevrolet HHR as their compact service vehicles. Both are now gone. Certainly, if you’re considering a replacement for these two smaller models or simply would like to downsize to a more efficient package, you can’t go wrong by choosing the Nissan NV200.

Opt for the SV edition along with the technology package and the rear sonar system, and your final price comes in around $24,000, including destination and handling. That’s a very reasonable cost, one designed to attract small business owners as well as Fortune 500 enterprises.

2016 Nissan NV200.

Recent Review — Midsize Luxury Sedan: 2017 Genesis G80

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Style Maker: 2016 Honda Civic Coupe

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Honda’s compact coupe delivers style, pluck, and determination.

2016 Honda Civic Coupe

When it comes to model names, the Civic is one of the most enduring ones of all. Introduced to North America in 1973, this one-time subcompact has morphed into a sizable compact model now bordering on the midsize range.

Honda remains one of the few manufacturers still offering more than one body style in the compact segment, with sedans and coupes, both available (a five-door hatchback prototype was shown at the 2016 New York International Auto Show). My recent weekly driver was a 2016 Honda Civic Coupe Touring edition, a model with the panache, attitude, and sophistication of far more expensive vehicles.

The current Civic represents the 10th generation of this model. Along with the midsize Accord sedan and coupe, and the compact CR-V, the Civic can be counted on for delivering top sales to Honda year in and year out. Still, Honda doesn’t take anything for granted in a segment where such competitors as the Toyota Corolla, Ford Focus, Kia Forte, Nissan Sentra, Chevrolet Cruze, Hyundai Elantra, Volkswagen Golf, Dodge Dart, Mazda 3, Subaru Impreza, and Mitsubishi Lancer compete.

The 2016 Civic Coupe starts at $19,050 ($18,640 for the sedan) and is sold in LX Manual, LX CVT ($19,850), LX-P ($20,850), EX-T ($22,300), EX-L ($23,425), and Touring ($26,125) trims. My Civic Coupe Touring model offered no extra charges other than an $835 destination and handling fee, bringing the final price to $26,960.

Most 2016 Civic Coupe models are powered by a 2.0-liter, four-cylinder engine. A 6-speed manual transmission is standard; a continuously variable transmission is included elsewhere.

For Coupe EX and Touring models, you get a 1.5-liter, turbocharged four-cylinder engine making 174 horsepower and 158 foot-pounds of torque. This engine is paired with a CVT. The enhanced powertrain combination enables the coupe to make 31 mpg in the city and 41 mpg on the highway — I averaged 40.3 mpg throughout my week, beating the 35 mpg combined average the EPA sets for this model.

2016 Honda Civic Coupe

Exterior Highlights and Features

What’s the big difference between the tenth and ninth generation Civic? Nearly everything.

Let’s start with the exterior — quite frankly, this rendition is the most rakish one yet, offering a sleek sports car-like design. Honda, long “accused” of building bland vehicles, has departed the vanilla build market to produce something shockingly delectable.

Up front, the fascia features a long grille, seamlessly integrated with the headlamp assemblies. The chrome trim and LED lighting embellishments provide a unique, sweeping look. The lower grille opening is offset by a pair of boomerang-enhanced embrasures housing the available fog lights.

Body sculpting is liberally used across the front fender, on the hood, down the profile, and to the rear.

2016 Honda Civic Coupe

The coupe’s profile features a rising belt line, a sloping roof line, and multiple character lines and body sculpting, suggesting a conveyance always in motion. The roof melds with the hatchback-like rear quarter embellished with evocative combination lamps. Adding additional eye candy are the fashionable 17-inch flange design alloy wheels.

The outer casings of the rear lighting assemblies seamlessly connect with the rear spoiler to provide an unusual wing-like presentation. Additional body sculpting, rear bumper trim, a pushed up trunk lid, and dual exhaust tips are other characteristics of note.

Honda’s designers certainly didn’t play it safe with the Civic Coupe’s latest composition and its most polarizing one to date. It’s a far cry from the “pregnant roller skate” look of the original, a term we used way back when. Yes, I’m that old.

Interior Highlights and Features

Inside, the drama continues, but compared to the exterior, the cabin is relatively tame. Still, the Touring edition provides its own design pizzazz to raise your visual interest.

The 2016 Civic Coupe has the expected bucket seats up front and seat belts for three in the rear. Personally, I think they should have dispensed with the middle position and have gone with a pair of sculpted semi-bucket seats instead of the 60-40 split folding bench seat offered. Here, you would stick a fold down armrest with a pair of cup holders in place and have a more comfortable seating situation. As it stands, the back seating area is snug.

The Touring edition’s cabin is marked by door to door sculpting with soft-touch materials used liberally across the dash and on top of the doors. Harder plastics, brightwork trim, and leather-covered seats are also present. Leather also extends to the steering wheel and to the shifter knob, giving this model a high-end feel.

2016 Honda Civic Coupe

Check out the instrument panel — it is divided into three puzzle piece-like sections with the speedometer fixed to the middle and other driver details flanking same. Attractive large and colorful displays provide the panel with “lift” and suggests a more expensive model. The expected steering wheel-mounted secondary controls are also present.

The center stack is marked by a 7-inch color audio display featuring Honda satellite navigation, SiriusXM satellite radio, HD radio, Bluetooth connectivity, and a rearview camera.

Knobs and buttons managing the climate control system are underneath, followed by a large, open storage area. Sit your smartphone there and then connect it to the USB port hidden away beneath the floating console. By the way, this model is both Android Auto and Apple CarPlay compatible — sweet!

The transmission shifter and drive mode switch split the front seats as do a pair of cup holders and a sliding armrest.

I’m not quite the small car guy I once was, preferring a larger vehicle and the attendant supportive seats that come with it. Credit Honda with developing front seats, which are comfortable and supportive in this Civic. Perhaps the only thing I would have liked is a seat extender, something typically offered in luxury cars. Otherwise, I was able to find a seating position comfortable for me by adjusting the steering column and seat accordingly.

2016 Honda Civic Coupe

On the Road

Take this coupe on the road and you’ll quickly discover that its fun factor is found in its small, turbocharged engine. It’s the first turbo placed in a Honda US model and the most powerful engine offered in a non-Si model.

Combine this model’s light weight (2,739 pounds) with a boosted engine and you have the makings of a fun ride. With a 0-to-60 mph time coming in at just under 7 seconds, you’ll be forgiven if you use the “pocket rocket” term to describe the coupe.

Press on the accelerator and the Civic Touring responds with its standard, muted force before the turbo kicks in. Hit 1,700 RPM and the turbo spools up fast with very little lag of note. To mitigate lag, Honda employs a turbine twin-damper design and I think you’ll be pleased with it.

As for pedal play, the work is entirely synthetic. That’s another way of saying this model has “electronic throttle control” or “drive by wire,” an all-electronic arrangement whereby the cable connecting the accelerator pedal to the throttle valve of the engine is eliminated. In its place is an all-electronic system to detect pedal position utilizing sensors. Information is relayed to a computer which immediately activates the throttle by way of a DC motor. Did I notice a difference? No, and neither should you.

2016 Honda Civic Coupe

What most likely will not please purists is the CVT. Introduced in 2014, the CVT is now an integral part of all things Civic and that’s something that isn’t likely to change. A CVT provides better fuel mileage than an automatic and that’s probably the overarching reason Honda offers one.

As for the “rubber band” feel, it is still there. Especially under hard acceleration. Honda’s engineers did program the CVT’s software to have seven fixed ratio points for engine braking as well as for quicker kick downs when enhanced passing power is desired. But no matter how you describe it, the CVT feel is present. You do have the option of choosing a 6-speed manual, but only in the base LX edition powered by the naturally aspirated engine.

Standard and Available Safety Features

The 2016 Honda Civic Coupe earned the Insurance Institute for Highway Safety’s Top Safety Pick+ award, the institute’s highest honor. Aiding in that cause is a bevy of standard features.

Those features include a suite of airbags, stability and traction control, electronic brake-force distribution, brake assist, and a multi-angle rearview camera with guidelines. The Touring edition raises the safety quotient by adding forward collision warning, lane departure warning, a collision mitigation system, and road departure mitigation. The added features compose the brand’s Honda Sensing package.

2016 Honda Civic Coupe

Parting Thoughts

From stem to stern and from inside and out, the 2016 Civic Coupe provides a compelling reason for current Civic owners to stay in the fold, notwithstanding the CVT. Yes, the new style is polarizing, but it is also energetic and anything but boring.

Judging by the strong sales through July (17.6 percent gain), consumers are voting for the Civic with their wallets. That fact also represents a trend that bodes very well for this model as it is poised to take over the best-selling car title from the midsize Toyota Camry sedan this year.

Premium SUV: 2016 Mazda CX-9 Signature

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Flagship CX-9 turns heads, stirs hearts.

2016 Mazda CX-9

Three-row, midsize SUVs are popular models, taking over largely where minivans left off. The Mazda CX-9 is one of several models in the segment and is now in its second generation. In many ways the CX-9 is the flagship of the Mazda fleet, offering more passenger room, utility, and size than any other model from this zoom-zoom brand.

Model Background

Mazda may be best known for its cars and zoom-zoom, but this small automaker based in Hiroshima, Japan, is attracting quite a following for its SUVs. The manufacturer offers three utility vehicles, including the subcompact CX-3 and the compact CX-5.

In the medium segment is a three-row CX-9, introduced in 2007 and now in its second generation. It competes in a class with such models as the Ford Explorer, GMC Acadia, Nissan Pathfinder, Dodge Durango, Honda Pilot, Chevrolet Traverse, Toyota Highlander, and the Buick Enclave. Like its competitors, front-wheel drive is the standard and all-wheel drive is available.

Year-Over-Year Changes

The 2016 Mazda CX-9 is an all-new model, replacing the first-generation CX-9 sold from 2007 to 2015. Like the earlier model, this one offers standard front-wheel drive and available all-wheel drive.

The most important change besides a “clean sheet” redesign for 2016 can be found in what’s under the hood. In an effort to save weight and improve fuel economy, a 2.5-liter turbocharged four-cylinder engine is the only engine offered.

2016 Mazda CX-9

Trim Levels and Price

The 2016 Mazda CX-9 is available in four trim levels: Sport ($31,520), Touring ($35,970), Grand Touring ($40,170), and Signature ($44,015). Only the Signature edition offers standard all-wheel drive, otherwise AWD is a $1,800 upgrade across the model line.

Depending on trim level, the CX-9 offers various packages and accessories. A heated power driver’s seat and heated side mirror package is available with the Sport edition. A Touring premium package is offered with the Touring edition. Paint options are available with the two top models.

Exterior Highlights

Who said an SUV has to look boring? Not Mazda. The countenance of this vehicle matches its other models and that’s not an easy feat to pull off. From bumper to bumper this SUV is sleek with distinct curves, body sculpting, and a flowing beltline to consider.

The front fascia is marked by a large gaping upper grille and a sporty lower grille opening. Sleek headlamp assemblies, bumper embrasures, and hood sculpting help amplify this model’s visage. Powerful shoulders are present as are sculpted wheel wells — both contribute to the overall sportiness of the design.

From the side, the upper portion of the hood pushes beyond the grille line, giving this model the appearance of an overbite. The flowing beltline and swept back roofline contribute to the SUV’s overall sporty persona. At the rear, the CX-9 is marked by sleek wrap around combination lamps connected by spear-like metal trim. Additional chrome embellishments, reflectors, and a chrome dual exhaust are also present.

2016 Mazda CX-9

Interior Highlights

Mazda provides three rows of seating in the CX-9 by offering bucket seats up front, a 60-40 split-folding seat in the second row, and a 50-50 bench seat in the third row. That third row is tight and best left for the teens or younger folk in your group. Access to the third row comes from moving the second-row seat forward and tilting same — yes there is sufficient room to squeeze on through.

Seating support is quite good all around, especially in the first two rows. I expected the first row seats to provide the necessary back and hip support, but the second row was a big surprise, especially for the outboard positions. Both seating positions are plush and bolstered, the middle seat is firmer and leg room is limited by the drivetrain hump.

Throughout my week with the 2016 CX-9, I was impressed by the level of quality apparent throughout the interior. The Signature edition is, of course, the show model in the segment. It comes dressed in leather across the seats, on the dashboard, as well as on the door inlays. Genuine rosewood touches surround the lower center console and extend to the front doors. Soft touch materials and brightwork trim were found elsewhere, but the look overall is elegant and upscale.

I’ve seen similarly appointed interiors elsewhere, but usually on luxury models. The nearest trim equivalent in this class would probably be the Buick Enclave with the Premium Group package or a GMC Acadia in Denali trim.

Just as the CX-9 has a flowing exterior theme, that design carries over to the SUV’s interior. Three large circular displays dominate the instrument panel with the tachometer on the left, a speedometer in the middle, and a digital driver’s information center on the right. Typically, digital displays are located directly between the tach and speedometer, but Mazda chose to place them together, perhaps for greater driving awareness.

2016 Mazda CX-9

The center stack reminds me of Audi with its tablet-like display sitting on top of the dashboard. However, unlike most Audi models, the Mazda display is fixed in place — it neither rises or falls.

Beneath the display is a pair of climate control vents, seat heating switches, as well as buttons and knobs to operate the climate control system. At the very base of the stack is a canted open storage compartment — ideal for storing your smartphone.

Between the seats are the transmission shifter and the drive shift mode switch. A larger control knob, similar to what is offered by BMW is immediately behind the transmission shifter and works as a mouse to control the screen. To the right is a volume knob. To the left is the electronic parking brake.

Immediately between the seats is a covered armrest, serving in a dual capacity as a storage compartment containing a pair of USB ports, an audio port, and an SD slot. Two cup holders sit in front of the armrest; the rear facing section includes climate control buttons and vents.

All four doors come with bottle holders and storage compartments. Fold down the second-row seat middle armrest and you’ll find two cup holders, an open storage area and a pair of USB ports. That storage area is large enough for you to line a pair of smartphones side by side while recharging.

The rear seat includes wall-embedded drink holders and open storage on both sides of the vehicle.

The CX-9 has a feature I haven’t seen yet — dual seat-back storage pockets for each of the front seats. One is deeper than the other, but together they offer interesting storage possibilities. I like to think families would find them useful for holding coloring books, folders, and the like.

Behind the third-row seat, you’ll find hooks and tie downs. You’ll also find the temporary spare tire sitting on the floor and a pair of concealed storage compartments on either side. A 12-volt, 120-watt outlet is also present.

2016 Mazda CX-9

Engine, Transmission, and Performance

Mazda took a risk this year by replacing a naturally aspirated V-6 engine with a turbocharged four-cylinder. The new engine makes 227 horsepower (250 with premium grade gasoline) compared with the 273 horsepower in the previous model. When it comes to torque, the new engine has the edge, making 310 foot-pounds versus the previous 270 foot-pounds.

Helping matters for the new model is a 250-pound drop in overall weight despite the addition of 53 pounds of sound-deadening materials. This engine is paired with a 6-speed automatic transmission. The EPA rates the 2016 CX-9 at 22 mpg in the city and 28 mpg on the highway.

Take this Mazda on the road and you’ll discover the performance side within thanks to its DNA. The CX-9 moves away from a dead stop at a normal clip and travels down the road with authority as soon as the turbo spools up. More than once I forget a boosted four banger was under the hood — it behaves much like the engine it replaced.

The difference maker for this SUV is the sport mode — what ramps up the driving characteristics. Once engaged, the engine throttle controls and transmission shift points adjust for sportier engagement.

Tackling the twisties may be more to your liking in a rear-wheel drive sports car, coupe or sedan, but the 2016 CX-9 delivers surprising enjoyment there too. Thanks to the I-Activ all-wheel drive system, this model offers excellent control and balance. Much credit should be given to the torque sent to the rear wheels as needed in an effort to deliver a more composed drive.

2016 Mazda CX-9

Standard and Optional Technologies

Mazda Connect is the name of the Mazda infotainment system. It comes with either a 7- or 9-inch color display and features voice command, short messaging service with audio delivery and replay, emergency notification, and an optional navigation system. I mentioned the interior layout earlier, but it bears reiterating the Mazda system rivals that of some luxury makes. It also works as planned and if you want to avoid the dial, then voice commands will do.

I was also glad to discover that a head’s up display (also known as active driver display) was included with the test vehicle. Unlike the system found in other Mazda models, this one is projected right onto the windshield. It shows such features as your speed, the local speed limit, cruise control, and navigation. Yes, I am a head’s up fan — technology that helps you keep your eyes on the road and your hands on the steering wheel.

The CX-9 also offers a 12-speaker Bose audio system. Bose does an excellent job of distributing clear and crisp sound throughout the cabin and, yes, it as close to any system found in luxury models.

Safety Features and Options

Crash testing by the Insurance Institute for Highway Safety (IIHS) is pending for the 2016 CX-9. We’re expecting improved numbers over the outgoing model, which scored poor or marginal in three of the five tests conducted.

All models are outfitted with a suite of airbags, roll stability control, traction control, and a rearview monitor. A blind-spot monitoring system and rear cross-traffic alert are included in the Touring and Grand Touring editions. The Grand Touring edition brings in an optional distance recognition support system, high-beam control, lane keep assist, radar cruise control, rear backup sensor, and brake support.

2016 Mazda CX-9

Buyer Considerations

If leather seats are your thing, you’ll find them in Touring trim. You’ll also get heated front seats as well as an advanced blind-spot monitoring system with rear cross-traffic alert. That makes for a generous package starting around $36,000. Certain competing models offer the safety features further up the trim level chain or as part of a package upgrade.

Seriously consider all-wheel drive even if you’re satisfied with front-wheel drive only. The $1,800 upgrade is worth it — the driving dynamics improve and if you ever need to tow something, AWD is certainly helpful when the wheels begin to slip. As for the Signature edition, you might consider one if you have a luxury model in mind, but prefer to stick with Mazda and all its zoom-zoom fun.

Parting Thoughts

Kudos to Mazda for making a complete package in its second go around with the CX-9. The look, feel, and drive of this SUV puts it a cut above most mainstream models, even in the base edition. Mazda may not have the sales numbers of a Toyota, GM, or Volkswagen, but from model to model they consistently exceed industry and consumer expectations.

Driving Green With the All-New 2016 Toyota Prius

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Toyota’s popular Prius is all-new, more efficient, and offers improved handling.

2016 Toyota Prius Four

Needing no introduction, the Toyota Prius is the world’s best-selling hybrid electric vehicle, with nearly 6 million units sold since it was introduced in 1997. The US market didn’t receive the first-generation Prius until late 1999, but American consumers have been the recipient of every new model since.

The fourth-generation Prius was launched for the 2016 model year and its release comes as hybrid sales are down sharply everywhere. Even with a new model, Prius sales are down 15 percent through the first six months of the year in a market that’s up a modest 1.4 percent.

Credit $2 per gallon gasoline for hammering sales. But don’t feel sorry for Toyota — the RAV4 is now the best-selling SUV in America and the midsize Camry sedan continues to outsell all other challengers year in and year out.

Redesigned 2016 Toyota Prius

So, why launch a new model when sales have been dropping consistently over the past few years? For two reasons:

1), it was time for a new model. The previous generation had reached the end of its six-year life cycle, thus the timing was perfect. You don’t stay with an older design when consumers are looking for something new.

2), Fuel prices are never stable. Gasoline may be relatively cheap right now, but that’s likely to change. Although supply currently outstrips demand, just one global crisis can quickly change that. Besides the Prius family — composed of the standard hatchback plus three other models — Toyota has four other hybrid models for your consideration. When demand changes, Toyota will be ready.

For the current Prius, Toyota went with an even more polarizing design than ever before. The new Prius is closer in looks to the all-electric Mirai, a design theme you certainly won’t soon forget.

Is the look provocative? You bet! My wife says it is “cute,” while my car critic neighbor walked around the Prius, then said, “this is the ugliest vehicle I have ever seen!” After a week of driving, I can tell you I had my share of “was is that?” stares.

Fourth-Generation Toyota Prius

The all-new Prius is slightly longer and wider than the previous model and sits closer to the ground. As before, it is a front-wheel drive model with room for five.

The Prius’ front fascia is marked by a “smile” upper grille offset by triangular-like headlamp assemblies with an even larger lower grille opening present. The headlamps flow downward to large embrasures serving little more than a styling statement.

As for the rest of the exterior, it may seem as if the Prius’ designers took a design knife and “had at it.” Sharp cuts and curves are nearly everywhere running across the hood in two directions, along the profile, and all across the rear fascia. “Emotive” must have been the rallying cry in the Toyota design studios tasked with developing this model — although some may contend is the result of a knife fight that ended badly.

The Prius’ profile is an intriguing design featuring a sloping roof line, a rising belt line, and generous amounts of body sculpting. Alloy wheels (15 or 17 inches) are standard across the model line and are shod within low-rolling resistance tires. At the rear, similar provocative combination lights run from the mid portion of the lift gate and down its sides. As before, the lift gate is split by a built-in spoiler.

Regardless of whether you love or hate the design — is there a middle ground? — the hybrid’s visage is at once futuristic as it is athletic.

Updated Interior Design

Inside, the design drama continues, although the look isn’t entirely unfamiliar to Prius proponents.

As before, the instrument panel sits in the middle of the dashboard, stretching from the middle of both front seats. The unusual placement means the front and rear-seated passengers see what the driver sees, part of a Toyota initiative to engage everyone in green driving and thinking. The digital display numbers are large and bright — the better to see what mode you’re operating in and your fuel economy. As for controlling the unit, buttons affixed to the steering wheel handle that. In any case, the car coaches you to improve your fuel economy, offering suggestions such as “try lowering your climate setting.” Nah! When the outside temperature is 95 degrees, there is no way I’m about to sacrifice my interior comfort for a measly 0.5-gallon uptick in fuel economy.

The Prius’ center console is surrounded by black plastic material that also runs across the lower dash. A 6.1-inch display in base models becomes a 7-inch display elsewhere with electronic “tap” buttons on either side. What’s cool here is the system’s voice recognition capability — controlled by a switch mounted on the steering wheel, you can train the system to recognize your voice by completing the voice training. In any case, you can ask the system questions such as “get forecast” or “play a song” or “take me home” and more. Kudos to Toyota — no lessons were required on my part as the system understood my commands.

At the base of the center console is an odd-looking square knob fixed to a small stalk. That’s the transmission shifter, allowing you to switch to drive, neutral or rear positions. To place the Prius in park, you’ll press the “P” button to the left of the shifter. To the right of the shifter are drive mode buttons — press EV mode when you’re gliding around the lot looking for a place to park.

Toyota has a Qi-backed smartphone charger, an integral part of the compartment tub dividing the front seats. Lay your phone on top of the charger, activate the switch, and your phone should recharge. The system didn’t work for me and a Toyota spokesperson explained why — my particular iPhone needed an aluminum attachment to work. I wasn’t about to bother with acquiring one, so I connected to a USB port located next to a 12-volt/120-watt outlet behind the two cup holders and in front of the armrest/covered storage compartment.

The Prius’ interior is marked by curves, cuts, and indentations, paralleling the exterior design. All across the dashboard, between the seats, on the door panels, and pushing to the rear of the car evidence of the “knife fight” is apparent. The controls are ergonomically placed and even the vents and door handle inlays are fashioned to advance a curvilinear theme.

Storage and Green Credentials

As for storage, you get a deep glove box, the front armrest/covered storage area, and in-door pockets. All four doors come with drink holders; there are four cup holders present too, including a pair located in the middle seat position armrest on the rear bench seat. Cargo volume measures 24.6 cubic feet in base models and 27.4 cubic feet in other models. A split-folding rear seat expands storage capacity with the hybrid battery offering zero interference there.

In keeping with its green credentials, Toyota offers leather-like SofTex material across the Prius model line. It has the look and feel of leather, but no animals were harmed or killed in the manufacturing process. The material is easy to wash, durable, and feels like the real thing.

Hybrid Drivetrain and Performance

All 2016 Prius models are powered by a 1.8-liter, four-cylinder engine running on the efficient Atkinson cycle. An electric motor powers the front wheels, sourcing its energy from the gasoline engine or the battery pack, sometimes concurrently.

Regenerative braking sends energy to the battery pack as well. An electronically controlled continuously variable transmission is also at work.

The 2016 Prius comes with either lithium-ion or nickel-metal hydride hybrid batteries. The lithium battery is the smaller of the two and is found in higher trim level models, enabling Toyota to stuff more equipment into these vehicles without losing fuel economy. That’s why a Prius Two Eco is EPA-rated at 58 mpg in the city and 53 mpg on the highway for a combined 56 mpg. All other models are EPA-rated at 54 mpg in the city and 50 mpg on the highway for a combined 52 mpg. As for me, I averaged 49.3 mpg, reflecting my penchant for flooring it from time to time.

As for road manners, the Prius’ new double-wishbone independent rear suspension is a welcome feature. Handling, control, and riding comfort all benefit, with new trailing-arm bushings tuned to minimize road shock.

Thus, Prius driving can range from mild to almost wild, with more languid driving ideal for hyper-milers and spirited driving for people whose style might lean toward the Toyota 86. For one night-time excursion, I took the Prius on my favorite 24-mile twisty route to put it through the paces. The low rolling resistance tires offered little grip, but that was okay as I pushed the hybrid into every bend choosing to slow down naturally more than relying on the brakes. I can’t give you the front to rear weight distribution percentages, but I can tell you that by relocating the battery pack beneath the rear seat instead of behind it not only increased storage capacity, but it provides a more balanced model. I dare you: take the Prius out and have at it — you may find that it handles quite well.

On the safety front, the 2016 Prius offers the expected aids. Toyota now offers Toyota Safety Sense-P (TSS-P) on the Prius Three level on up, composed of a pre-collision system with pedestrian detection, lane departure alert with steering assist, auto high beams, and full-speed dynamic radar cruise control. These features put the Prius on the leading-edge of safety technologies, by incorporating semi-autonomous features.

Keep These Points in Mind

There are a few demerits of note worth discussing. For one, the front visors get the job done when you’re driving directly into the sun. But if the sun is on either side of the vehicle, you’ll discover that the visors do not extend nor do they come with extenders. For sensitive eyes such as mine, this was a valid problem.

Toyota also includes a number of warnings when you close in on an object. I didn’t mind them, but what I did mind was the commercial truck-like back up beeper that sounds off every time you shift into rear gear. I believe safety-conscious Toyota went overboard here, but there is a fix — the next time you take your Prius to the dealer, ask to have it disabled. As for the spare tire, you won’t find one. Instead, a repair kit is present in an effort to help keep this vehicle’s weight down. Repair kits do nothing for you if you have a blowout, so consider investing in a spare if the thought of waiting for roadside assistance for hours while parked on a desolate road or when trapped in a scary neighborhood doesn’t appeal to you.

Prices, Packages and It’s a Wrap

The 2016 Toyota Prius is available in six trim levels — Two ($24,200), Two Eco ($24,700), Three ($26,250), Three Touring ($28,100), Four ($28,650), and Four Touring ($30,000) editions. The tested Four Touring model came with all the bells and whistles, including a $1,705 premium convenience package (HDD navigation, JBL audio system, and advanced safety features), and a $598 paint protection film package.

Add in various accessories, such as a dual USB power port rear seat charge station ($119), a LED illumination package ($349), and the special blizzard pearl paint scheme ($395), and your final price may push into the mid-$30K range. But prices are negotiable and with hybrid demand down, you can land a better deal.

The 2016 Prius is the first model based on Toyota’s New Global Architecture or TNGA. Prius enthusiasts will likely gravitate to the new one, finding the design changes a people pleaser and the fuel economy improvements a welcome change. For consumers unable to justify the added expense of a hybrid, models such as the Corolla, Camry, and RAV4 are also worth your consideration — segment leaders with the value proposition, design, and reliability Toyota shoppers can count on.

2016 Toyota Prius Four

  • Sticker price from $28,650
  • Price as tested: NR
  • Seats 5
  • 95 horsepower @ 5,200 RPM
  • 121 net system horsepower
  • 105 foot-pounds of torque @ 3,600 RPM
  • 3.17 inches bore by 3.48 inches stroke
  • Engine compression ratio: 13.0-to-1
  • Hybrid battery pack with three electric motors
  • Continuously variable transmission
  • Wheelbase: 106.3 inches
  • Length: 178.7 inches
  • Width: 69.3 inches
  • Height: 58.1 inches
  • Passenger volume: 93.1 cubic feet
  • Storage volume: 27.4 cubic feet
  • Towing capacity: Not recommended
  • EPA: 54 mpg city, 50 mpg highway
  • Regular grade gasolinel
  • Fuel tank: 11.3 gallons
  • Curb weight: From 3,050 pounds
  • IIHS safety rating: Top Safety Pick+
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Hybrid warranty: 8 years/100,000 miles
  • Vehicle assembly: Aichi, Japan

See Also — Substantial Luxe: 2016 Cadillac Escalade Platinum 4×4

2016 Toyota Prius Four photos copyright Auto Trends Magazine.

Excellent Value Proposition: 2016 Hyundai Sonata Sport

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A pleasantly appointed family car can be had for about $25K.

2016 Hyundai Sonata Sport.
2016 Hyundai Sonata Sport.

US car sales broke an all-time record in 2015 and will likely fall just short of that number this year. With more than 17 million new car shoppers making purchases each year, the market is ripe for the taking. Hyundai is one of many automakers vying for your business.

Staying Ahead of the Competition

But there are millions more people who want a new car, but may be dissuaded from buying one every time they check out vehicle prices. The average cost of a new car is around $33,000 and that number scares some potential buyers. But on closer inspection, you can find excellent values, including in the 2016 Hyundai Sonata Sport I recently drove.

Hyundai has long made a name for itself as a value leader. When the automaker entered the US market 30 years ago, its prices were well below the competition. Even during the 1990s and 2000s as it updated its product line and raised its quality level with it, Hyundai typically kept its prices below the competition and further distinguished itself by offering a higher level of standard content. For example, it was the compact Elantra sedan that began offering heated rear seats when only luxury makers were doing that.

Although competing manufacturers have been responding with improved value propositions with their own models, Hyundai always seems to stay a half step ahead. Those models include the Toyota Camry, Ford Fusion, Honda Accord, Chevrolet Malibu, Nissan Altima, Volkswagen Passat, Subaru Legacy, Kia Optima, Mazda6, and the Chrysler 200.

2016 Hyundai Sonata Sport

The 2016 Hyundai Sonata is available in six trim levels: SE ($21,750), Sport ($23,400), Eco ($23,725), Limited ($27,350), Sport 2.0T ($28,925), and Limited 2.0T ($34,075).

The supplied Sonata Sport was priced at $25,310 and this model had most of the bells and whistles customers want thanks to a $1,840 Value Edition Package discounted to just $950. For this price, Hyundai includes sport seats, a power tilt and slide sunroof, a hands-free smart trunk opener, a proximity key with push-button start, heated front seats, and a leather-wrapped steering wheel and shift knob.

This edition already comes with 17-inch alloy wheels, a rear spoiler, projector beam headlights, side mirror turn signal indicators, and heated side mirrors. Inside, the test Sonata was supplied with a tilt and telescopic steering column, power accessories, premium cloth seats, a power driver’s seat with lumbar support, carbon fiber trim, a 7-inch color display radio, an audio system with SiriusXM satellite radio, and Hyundai BlueLink telematics.

Is the Sonata Sport an excellent value proposition? It most certainly is. And when you consider it has one of the roomiest interiors and a sizeable trunk, you have more reasons to consider the brand. If that’s not enough, the generous warranties (see the box following) should put Hyundai on your new car shopping list.

Apple CarPlay Instead of Navigation

What the Sonata didn’t offer at this price level was a navigation system. That’s a loss some would consider a demerit, one that can only be resolved by opting for a $2,450 tech package. But what made up for the loss was Apple CarPlay, what allows you to sync your iPhone and utilize the directions on it.

I’ve been using Apple CarPlay on various models over the past few months and have found that the directions served matched or exceeded what most manufacturer systems offer. The only drawback here is for non-Apple smartphone users — Android Auto is not yet part of the package.

Normally Aspirated Four-Cylinder Engine

Like some other manufacturers, Hyundai is relying more on turbo technology to squeeze more power out of its engines. The base engine is a 2.4-liter normally aspirated four-cylinder and is also the largest engine in the lineup, at least by displacement.

The SE, Sport, and Limited editions are powered by the standard four. The Eco gets the thrifty 1.6-liter, turbo four while the Sport 2.0T and Limited 2.0T are powered by the twin-scroll turbo 2.0-liter, four-cylinder engine. The base and larger turbo engine are paired with a 6-speed automatic transmission with manual shifting capabilities. The Eco edition has a 7-speed dual-clutch transmission, what enables this version to achieve a model leading 28 mpg in the city and 38 mpg on the highway.

Choose the standard engine and the Sonata Sport is EPA-rated at 25 mpg in the city and 36 mpg on the highway. The larger turbo delivers 21 mpg in the city and 31 mpg on the highway due largely to its very much V6-like 245 horsepower and 260 foot-pounds of torque.

On the Road

If you’re looking for driving excitement with the Sonata Sport, the name doesn’t quite live up to expectations. Other than the sporty touches such as the color-keyed spoiler, the sport front grille, and the chrome-tipped dual exhaust, the sportiness here extends to the drive mode where you can choose between eco, normal, and sport modes.

When operating in sport mode, the Sonata delivers better steering and shifting. Don’t expect any changes in throttle mapping, but you can expect tighter or heavier steering. You will also enjoy a bit extra lag time when peak RPM is reached and that’s not a bad thing — if you’re looking for spirited driving, the sport mode delivers.

Other than changing driving modes, I found the Sonata operates like any other naturally aspirated four-cylinder engine in this segment — you get decent power while delivering superior fuel economy. The edge here is to the fuel economy side, which should suit most drivers. Even in these days of $2 per gallon gasoline, it was great seeing the fuel needle resting at the half-way mark, even after 220 miles of driving. It’s 18.5-gallon fuel tank helps deliver more than 500 miles of vehicle range, attainable as long as you maintain highway driving with the cruise control on and while operating in eco mode. Otherwise, figure that you’ll go about 425 to 450 miles between fill ups.

Step on the accelerator and the engine responds immediately, delivering adequate power as you work your way up to highway speeds. The sedan isn’t especially fast and I imagine if you’re carrying a full load of passengers and cargo, you may feel that it is lethargic. If performance is what you want, then only the 2.0-liter turbo will likely suffice.

One thing not detected or at least not found in any significance was torque steer. This front-wheel drive sedan comes with MacPherson struts and coil springs up front and an independent multi-link design in the rear. A sport-tuned suspension is restricted to the two top trim levels as is a sport-tuned suspension. Nevertheless, the Sonata Sport handled admirably on most roads, except for the twisties where a slower speed and much braking was required. Speaking of braking, the sedan comes with four-wheel disc brakes at the corners.

Sonata Purchase Considerations

I’m often asked to make purchase recommendations for people, but most of the time they already know what they want. Instead, they’re looking for affirmation for their decision and I simply share what I know about the car.

Having driven Sonatas in various trim levels over the past few years, including the Sonata Hybrid, I have no problem supporting anyone who is considering one. In 2011, Hyundai turned the market upside down by releasing a new Sonata that looked every bit like a luxury car. The current iteration is tamer, but no less well designed, richly appointed, and offering a value proposition.

Choose the Sonata Sport and opt for the value package and the standard value proposition becomes an excellent one for a model offering a handsome design, a highly competitive price, top-notch content, and an unbeatable warranty. For these reasons, you’d be hard-pressed to find a better value anywhere in this segment.

2016 Hyundai Sonata Sport

  • Sticker price from $23,400
  • Price as tested: $25,310
  • Seats 5
  • 185 horsepower @ 6,000 RPM
  • 178 foot-pounds of torque @ 4,000 RPM
  • 3.39 inches bore by 3.39 inches stroke
  • Engine compression ratio: 11.3-to-1
  • 6-speed automatic transmission
  • Wheelbase: 110.4 inches
  • Length: 191.1 inches
  • Width: 73.4 inches
  • Height: 58.1 inches
  • Passenger volume: 106.1 cubic feet
  • Storage volume: 16.3 cubic feet
  • Towing capacity: Not Recommended
  • EPA: 25 mpg city, 36 mpg highway
  • Regular grade gasoline
  • Fuel tank: 18.5 gallons
  • Curb weight: From 3,311 pounds
  • IIHS safety rating: Top Safety Pick+ (hardtop)
  • Limited vehicle warranty: 5 years/60,000 miles
  • Powertrain warranty: 10 years/100,000 miles
  • Corrosion warranty: 7 years/unlimited miles
  • Vehicle assembly: Montgomery, Alabama

See Also — Sport Luxury SUV: Infiniti QX50

2016 Hyundai Sonata Sport photos copyright Auto Trends Magazine.

Drop Top Fun: 2016 Mini Cooper S Convertible

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Drop the top in this handsome little British people mover.

The Mini Cooper now includes a convertible, available in standard, S, and John Cooper Works editions. The standard model is powered by a 1.5-liter, turbocharged three-cylinder engine; the “S” gets BMW’s 2.0-liter, twin-scroll turbocharged four-cylinders and the top-end model garners a twin-turbo motor also displacing at two liters. The three- and four-cylinder engines are world’s apart and, luckily, I had a full week of top-down fun with a 2016 Mini Cooper S Convertible.

Everything about the traditional coupe can be said about the convertible, but with one important difference — the convertible features a two-stage roof. The first stage partially opens to mimic a targa top; the second stage continues the process to neatly fold the roof behind the rear seat inside of 18 seconds.

2016 Mini Cooper S Convertible
2016 Mini Cooper S Convertible.

Your Small Convertible

So, what possessed Mini to produce a convertible on top of the standard hatchback and John Cooper Works editions? Likely, none other than serving customers with a small convertible in a market where the Volkswagen Rabbit Convertible and Mazda MX-5 Miata Convertible roam. Yes, there is also the Smart ForTwo Convertible, but that makes for an ultra-small model. Only the Mini and Volkswagen offer room for four; the other models supply room for two.

And even four passengers is quite a stretch in a car like the Mini Cooper. There is generous room for two, but to accommodate anyone in the back seat means moving the front seats well forward. Children can fit comfortably in the back, but that’s about it — we managed to take three people out just once, but that meant moving the front passenger seat forward to where the passenger’s knees were touching the dashboard. Even then the rear passenger was cramped with very little legroom to work with.

Thus, consider the front-wheel drive Mini Cooper Convertible as entirely suitable for singles and couples — it is the kind of car that gets noticed and can navigate tight streets and squeeze into precious parking space along the boardwalk or at the lake. You’ll also attract ample notice from passersby — those who are not entirely familiar with the brand will be surprised to see a convertible and an attractive one at that.

Three Editions for the Choosing

No window sticker (Monroney) was supplied with convertible, but I can tell you that the standard model begins at $25,950, the Cooper S costs $29,600, and the John Cooper Works edition will set you back by $35,600. If the numbers seem especially high consider this — you’re buying a premium model crafted by BMW. Although Mini Cooper remains a distinctly British brand, the BMW touch is evident, especially as you move away from the base model.

That base model is powered by a three-cylinder engine making 134 horsepower and 162 foot-pounds of torque. Step up to the “S” and you get a twin-scroll turbo “four” making 189 horsepower and 207 foot-pounds of torque. To reach high-end performance, you’ll want to opt for the twin-turbo John Cooper Works edition making 228 horsepower and 236 foot-pounds of torque.

All three models are equipped with 6-speed Getrag manual gearboxes. Only the base and “S” models offer an automatic transmission.

My test model was equipped with the automatic transmission, so there was some disappointment from this “row your own” kind of driver. Still, if you’re someone who prefers to cruise the boulevard, then the automatic makes sense. On the other hand, no trip up and down the Pacific Coast Highway should be experienced apart from a manual.

Drop the Top

Step on the gas and this little cruiser gets moving. Happily, no torque steer was noticed as the convertible stayed planted (and straight) whenever I floored it. Figure that its diminutive size makes the difference here.

The fun, of course, begins with the roof down. Click and hold the switch at the roof’s edge and the roof begins to slide back. It then pauses as you decide whether to go full convertible and stay with it partially opened. Once you decide to go topless, then the windows automatically drop and the roof continues with its folding action. You have to keep your finger on the switch until a very much R2D2-like chirp emits from the dashboard.

Push the switch the other way and the process works its way back — watch the top hook into place and the clamps connect. Oddly, there is no chirp to tell you it is done.

On the Road

Off-the-mark acceleration is laudable with the S convertible, delivering ample power and continuing to do so as you head down the road. Push the pedal hard and the turbos spool quickly — I detected virtually no lag and that didn’t surprise me as BMW twin turbos are optimized to minimize the effect.

Not many small cars outside of sports cars are especially fun on the twisty roads. The Mini Cooper S is an important exception as it handles the twisties with confidence — not a taint of understeer was detected. It doesn’t plow into curves, instead, it confidently moves through them. Credit the standard dynamic traction control system with improving front axle traction, especially when accelerating on slick or sandy surfaces.

But that’s not enough to keep you centered under all conditions — dynamic damper control provides management of the Mini’s suspension system, enabling those sharp turns when needed. It also allows for a more relaxed, fuel-efficient ride at other times. With the automatic, you can choose between the standard StepTronic automatic or opt for one equipped with paddle shifters to control your gear shifts on the steering wheel.

You also get three driving modes to choose from — normal, sport, and eco. Make a change as you see fit and the circular band encompassing the console changes color and a cheery message displaying such epistles as: GREEN Mode — Let’s MINImalize. Not that you need the feedback, but it is something that helps this model stand out beyond its compact, but smartly designed interior, the iconic exterior, and its performance.

Consider Your Packages

My test model came equipped with several packages to enhance the ownership experience. The technology package ($1,750) brings in a rearview camera, park distance control, navigation, real-time traffic information, and Mini Connected XL. The sport package ($1,500) adds dynamic damper control, LED headlights, and a wheel upgrade. The premium package ($1,800) includes a convertible wind deflector, a Harman/Kardon sound system, a comfort access system, heated front seats, and SiriusXM satellite radio.

Get all three together and Mini shaves $300 off the bundled package. Choose the John Cooper Works (JCW) exterior package ($2,250) and you’ll get an aero kit and special wheels. Along with the JCW interior package ($400) bringing in a leather steering wheel, sport seats, a stainless steel pedal drum, door sills, and an anthracite headliner, you might as well upgrade your ride to the top-of-the-line edition.

Rendering a Verdict

The 2016 Mini Cooper S Convertible is a people pleaser, especially for the brand’s fans. The front seats are comfortable and with the seat extender, your driving experience is enhanced. Tall people may find the interior confining — I’m nearly 6-foot tall and banged my head more than once as I exited the car. But if you’re a limber person, none of that may matter much, giving you the chance to enjoy some drop-top fun when the spirit moves you.

2016 Mini Cooper S Convertible

  • Sticker price from $29,600
  • Price as tested: $N/A
  • Seats 4
  • 2.0-liter inline-four twin turbo gasoline engine
  • 189 horsepower @ 5,000 RPM
  • 207 foot-pounds of torque @ 1,250 RPM
  • 3.23 inches bore by 3.72 inches stroke
  • Engine compression ratio: 11.0-to-1
  • 6-speed automatic transmission
  • Wheelbase: 98.2 inches
  • Length: 151.9 inches
  • Width: 68 inches
  • Height: 55.7 inches
  • Passenger volume: 76.3 cubic feet
  • Storage volume: 7.6 cubic feet
  • Towing capacity: NR
  • EPA: 26 mpg city, 33 mpg highway
  • Premium grade gasoline recommended
  • Fuel tank: 11.6 gallons
  • Curb weight: From 3,065 pounds
  • IIHS safety rating: Top Safety Pick+ (hardtop)
  • Limited vehicle warranty: 4 years/50,000 miles
  • Powertrain warranty: 4 years/50,000 miles
  • Corrosion warranty: 12 years/unlimited miles
  • Vehicle assembly: Oxford, UK

See Also — Performance + Efficiency = 2016 Toyota RAV4 Hybrid

2016 Mini Cooper S Convertible photos copyright Auto Trends Magazine.

Performance + Efficiency = 2016 Toyota RAV4 Hybrid

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A modest price premium makes hybrid ownership a solid value proposition.

2016 Toyota RAV4 Hybrid.
2016 Toyota RAV4 Hybrid.

The Toyota RAV4 is a popular compact SUV in its own right and one of the first models in the segment, having launched in 1996.

Now in its fourth generation, the RAV4 has long lacked a hybrid variant, until now. Coinciding with a mid-cycle refresh of the current-generation model, a RAV4 Hybrid is now available and is offered in two premium trim levels: XLE and Limited. Notably it is an all-wheel drive model only; gasoline models offer standard front-wheel drive and available all-wheel drive.

2016 Toyota RAV4 Hybrid Limited

A 2016 Toyota RAV4 Hybrid Limited edition was presented this month, passing through my media fleet. And now for an important disclaimer: my wife leases a 2013 RAV4 XLE and just like the test model it is garbed in a classic silver metallic patina. Her lease will soon be up and she’s likely to opt for another RAV4. Certainly, the hybrid will be considered.

The RAV4 Hybrid now makes seven gasoline-electric hybrid models for Toyota, far more than any other brand. It may seem odd that it took Toyota so long to develop a hybrid variant seeing that the Ford Escape Hybrid was offered a decade ago, although it has been replaced by other models.

Everything about the RAV4 Hybrid is nearly the same as the standard model. Blue background Toyota badging as well as hybrid badging are subtle distinctions. For 2016, all RAV4 models receive an updated front end outfitted with new LED headlamps and daytime running lights. Small changes to the lower rocker panel and rear bumper are also apparent, the latter also receiving new taillights. Further, Toyota replaced the entire wheel lineup and added three new paint schemes.

Toyota also added 55 percent more noise reducing material to the floor along with enhanced seals in an effort to make this the quietest RAV4 to date. Moreover, Toyota added more soft-touch material on the dashboard and door panels, brought in a new sunglasses holder and changed the front cup holders to hold coffee mugs.

Toyota Safety Sense Package

Other improvements for 2016 brought in a Toyota Safety Sense package composed of dynamic radar cruise control, automatic high beams, a pre-collision system with pedestrian detection, and lane departure alert. Changes for the gasoline model include an available 4.2-inch TFT multi-information display situated within the instrument panel and a 7-inch touch screen display located near the top of the center stack. Last, but not least is an available bird’s eye view monitor, utilizing four cameras located on the side mirrors as well as the front and back of the car.

The 2016 Toyota RAV4 Hybrid costs $28,370 for the XLE and $33,610 for the Limited. As tested, my model cost $35,945. These prices compare to $27,670 for the RAV4 all-wheel drive XLE and $32,910 for the all-wheel drive Limited edition.

That makes for a price premium of just $700 for the hybrid which is EPA-rated at a combined (city/highway) 33 mpg compared with the combined 25 for the equivalent gasoline model. Even with gas prices hanging around $2 per gallon, this is one investment that is bound to pay off after several years.

Three Electric Motors

Three electric motors are at work in the RAV4 Hybrid. The first motor or generator starts the engine and charges the hybrid battery. The second generator drives the front wheels and provides regeneration (kinetic energy) during braking. The third generator drives the rear wheels and also supplies kinetic energy when braking. Toyota says the all-wheel drive system in the hybrid provides a larger measure of adaptability when sending power to the wheels. The front wheels are always at work, but power is sent to the rear wheels even before slippage takes place.

As for the battery pack, Toyota utilizes a sealed nickel-metal hydride battery whereas most other hybrids now use lithium-ion or polymer batteries. Likely, the older technology provides cost savings, while maintaining efficiency.

Press lightly on the gas pedal and this SUV moves forward under electric power only. Indeed, you can operate the vehicle in EV mode at speeds under 5 mph, ideal for finding a parking space or when moving cars around at home. You can also choose Eco Mode or Sport mode, the first choice providing unsurpassed efficiency when on the road, the second option provides improved steering and handling characteristics.

More Power, Improved Efficiency

If you think hybrids are slow the RAV4 Hybrid dispels that notion. This SUV delivers a combined 194 horsepower as it uses the same engine (tuned for the Atkinson cycle) found in the standard model and adds the electric motors as needed. That’s an 18 horsepower edge, representing a 10 percent increase in overall power. You’ll notice the difference in several driving situations. I found it especially apparent when entering a highway as well as when I was passing vehicles.

Steering and handling in the RAV4 Hybrid are about what you would expect in this segment. Toyota uses electric power-assisted rack and pinion and supplies a tight turning radius. Helping to bring this vehicle to a stop are power-assisted ventilated disc brakes. The braking feels spongy and may take some familiarization, especially if you’re used to the confident braking feel of standard SUV brakes.

The suspension system is composed of independent MacPherson struts with a stabilizer bar up front and a double wishbone coil spring with a stabilizer bar in the back. For the vast majority of SUV shoppers, the package should suit them fine.

It wasn’t hard to pick out the differences between my wife’s 2013 model and the 2016 hybrid. Being that the model tested was a Limited edition there are a few enhancements over the XLE worth noting.

For instance, the Limited has 18-inch super chrome alloy wheels compared with the 17-inch standard alloy wheels found in the XLE. In both cases, all-season tires are standard.

The Limited also brings in standard LED exterior lighting, chrome outside door handles, and power heated side mirrors with turn signal indicators.

Interior Highlights and Features

Inside, the Limited features a steering wheel wrapped in leather and a leather-trimmed shift lever. On initial inspection you might think that much of the rest of the interior is covered in leather too — seats, door inlays, and the lower dashboard — but that isn’t. Instead, Toyota uses a synthetic leather material called SofTex, what has the look and feel of leather, but holds up better under tough conditions.

Other upgrades bring in heated front seats, an 8-way power driver’s seat with lumbar support, driver seat memory, a blind spot monitor with rear cross traffic alert, and the Toyota Safety Sense package.

Both trims come with a Toyota Entune Audio package with navigation. Siri Eyes Free, HD radio, Bluetooth, satellite radio, and a CD player are included. The Limited edition gets a slightly larger screen and adds an AM/FM cache radio, weather reports, an app suite, and Gracenotes album cover art.

Room for Five

The RAV4 Hybrid offers room for five with a 60-40 split-folding bench seat in the rear. That seat also reclines slightly and the expected center armrest with two cup holders is present. The center position doesn’t have the level of back and posterior padding found elsewhere, so there could be some fighting for seat positioning if you have three people back there.

As for the drink holders, there are 10 present. The front doors have room for two each — a bottle and a can. There are two cup holders between the front seats — one can be found at the base of the center stack, the other is in front of the armrest. Each rear door has a bottle holder and with the two rear seat holders the number is brought to 10.

The center stack is composed of the display screen with switches on both sides to operate same. Beneath that are knobs and switches for the audio system and below that are the driving mode switches, seat heating switches, and auxiliary and USB outlet ports.

Two 12-volt outlets are also present, one is located near the open tray at the base of the stack. The tray is designed to hold your smartphone and is a welcome feature. A third 12-volt outlet is located at the rear of the console unit.

The Storage Compartment

The hybrid’s cargo area is roomy and includes a storage compartment for your tire changing tools. Beneath that sits the hybrid battery.

An under the floor storage area houses the temporary spare. Instead of placing the standard battery under the hood, Toyota locates it to the left of the spare. Four tie down clips, two hooks, and one cargo area light are present. A tonneau cover is extra and a lift gate switch completes the package.

Pick Your Model

I’m convinced the hybrid RAV4 is one worth considering, especially for my own family of four. Given the narrow price difference between gasoline and hybrid models, standard all-wheel drive and the attendant handling advantage along with a 10 percent performance edge, it may be a point you’d be willing to concede.

Other Toyota hybrid models include the vehicle that started it all, the Prius, and two other Prius variants — the subcompact “c” hatchback and the “v” wagon. Hybrids based on the Camry, Avalon, and Highlander are also available.

Lastly, a plug-in Prius variant called the Prius Prime rolls out for 2017. And then there is the Mirai, a fuel-cell electric vehicle representing yet another approach Toyota is taking in its vehicle electrification initiative.

 

2016 Toyota RAV4 Hybrid Limited

 

  • Sticker price from $33,610
  • Price as tested: $35,945
  • Seats 5 occupants
  • 2.5-liter 16-valve four-cylinder gasoline engine
  • 3.54 inches bore by 3.86 inches stroke
  • Engine compression ratio: 12.5-to-1
  • 150 horsepower @ 5,700 RPM
  • 152 foot-pounds of torque @ 4,400 RPM
  • Net 194 horsepower
  • Hybrid battery pack with three electric motors
  • Electronically controlled continuously variable automatic transmission
  • Wheelbase: 104.7 inches
  • Length: 181,1 inches
  • Width: 72.6 inches
  • Height: 65.9 inches
  • Passenger volume: 100.7 cubic feet
  • Towing capacity: 1,750 pounds
  • Payload: 900 pounds
  • EPA: 34 mpg city, 31 mpg highway
  • Regular grade gasoline
  • Fuel tank: 14.8 gallons
  • Curb weight: From 3,950 pounds
  • IIHS safety rating: Top Safety Pick+ (gasoline model)
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/60,000 miles
  • Corrosion warranty: 5 years/unlimited miles
  • Hybrid warranty: 8 years/100,000 miles
  • Vehicle assembly: Obu, Aichi, Japan

See Also — Ford Explorer Platinum Offers Lincoln Touches

2016 Toyota RAV4 Hybrid photos copyright Auto Trends Magazine.

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