Thumbs Up: Better than the last Beetle Convertible in every way

Thumbs Down: Cloth seats not available, not much rear passenger room

Buy This Car If: You were there in the 1970s and long for your first Beetle convertible

It’s probably safe to say that few cars ever sold in North America achieved quite as large a cult following as the original Volkswagen Beetle. Countless numbers of us learned to drive behind the wheel of a Volkswagen Beetle, and those of us in snow-belt states soon learned the advantage of skinny tires and a rear-mounted engine in winter. We also learned about things like snap oversteer on black ice, ejecting windshield wiper blades and a heating system that varied between “primitive” and “nonexistent.”

Though we can look back fondly on our memories of the VW Beetle, that doesn’t mean we’d want to make the concessions necessary to park an original in our garage. The “New Beetle,” launched in 1998, wasn’t exactly a step in the right direction, either. Essentially just a re-bodied Golf, the New Beetle’s three-arch design and cramped proportions did not age well, yet Volkswagen kept the car in production for some 13 years. Early models quickly earned a reputation for questionable reliability, especially on the used market, giving VW something of a bad name among potential buyers.

That’s all in the distant past now, and Volkswagen has recently launched a third generation of Beetle, with more emphasis on the original’s design and less focus on the “cute factor.” That’s not to say the new car is overly-retro, since it sports a design fresh enough to appeal to those unfamiliar with the original, while still speaking to first-generation owners. If that’s not crossing demographics, we don’t know what is.

The Beetle Convertible followed the Beetle to market at the end of 2012, and the new car is longer, lower and wider than the previous generation ragtop Beetle. Increasing the car’s proportions do a lot to up the car’s attitude, and it’s no secret that Volkswagen has gone to great lengths to pitch its latest Beetle, in coupe and convertible forms, to male buyers.

Though no other current Volkswagen model shares the Beetle’s rounded profile, there’s enough family resemblance to other VW models to keep things familiar. The front bumper, for example, gets the same angular styling as the current Golf, Jetta and Passat, while the rear lower fascia will look familiar to current VW fans as well. We give the German automaker credit for not pulling from the leftover parts bin when it comes to wheels; while the Beetle is available with stylish alloy wheels, it can also be configured with retro-styled alloys sporting chrome wheel covers.

Inside, the first thing you’ll notice is the outside (color, that is). Like the previous Beetle, the latest version uses body-colored dash and door trim in homage to the original. If you like the outside color of your car (or if you owned an original Beetle), you’ll probably love this nod to the past. Thankfully, the rest of the dash area is trimmed in black plastic and equipped with simple controls. To be honest, the infotainment system display is a bit small by contemporary standards, but we had no trouble with its operation and functionality.

Instruments are housed in an arched binnacle, centered in the driver’s field of view. The display is dominated by an oversize speedometer, flanked by a tachometer and the largest fuel gauge we’ve ever seen in an automobile. It’s a bit odd, if you ask us, and we wonder why VW didn’t opt to use a smaller fuel readout combined with, say, a temperature gauge. If you’re curious, coolant temperature can be seen in the driver information display (located at the bottom of the speedometer), which can also give the driver readouts on things like range, current fuel economy, average fuel economy, elapsed time and average speed.

Front seats are wrapped in what Volkswagen calls “V-Tex” synthetic leather. While it looks good enough (especially with the faux-carbon-fiber-patterned trim) and we’re sure it will stand up to years of abuse, it’s not the most comfortable of materials to sit on. It doesn’t breathe particularly well, and its tacky surface makes getting in or out in shorts an unpleasant experience. The front seats are otherwise excellent, but we simply couldn’t live with the V-Tex material in Florida’s summer heat. Please, Volkswagen (and other automakers), go back to offering cloth seats as an alternative to cow-from-a-test-tube.

Like the front seats, the rears are covered in V-Tex and trimmed with carbon-fiber-look vinyl. Head room isn’t bad with the top in place, but leg room is sub-optimal, even with the front seats pulled forward. Unless your friends are all short of leg, few will voluntarily sign up to spend long periods of time in the second row.

Like the last Beetle, the current version gets a front-mounted engine and front-wheel drive. Volkswagen serves up three solid engine choices, including a turbocharged 2.0-liter gasoline engine (borrowed from the GTI) and a turbocharged 2.0-liter diesel engine (pulled from the Golf/Jetta/Passat TDI). Our Volkswagen-supplied tester came with the base 2.5-liter five cylinder, which cranks out 170 horsepower and 177 pound-feet of torque. Ours came mated to the six-speed automatic transmission (a single-clutch unit, not VW’s superb DSG), which is the only choice available with the base engine. Opt for either of the turbocharged engines, however, and you can choose between the DSG gearbox and a six-speed manual.

With the 2.5-liter five cylinder, expect the run from 0-60 mph to take in the neighborhood of nine seconds, while the EPA rates fuel economy at 23 mpg combined (21 mpg city, 27 mpg highway). We saw an indicated 25.5 mpg in an even mix of city and highway driving (including heavy use of the transmission’s Sport mode), so it’s likely that the EPA numbers are on the conservative side.

The 2013 Volkswagen Beetle Convertible is one of those cars that drives better than the sum of its parts. Though not particularly fast with the base engine, opting for the transmission’s Sport mode does give the car more willingness to run, and its brakes deliver the best feel we’ve seen in a modern Volkswagen. Even the steering feel rises above what you’d expect, making the Beetle Convertible fun to toss around on a winding road in good weather. At highway speeds, cockpit turbulence isn’t bad and Volkswagen offers up an optional wind blocker for those desiring more open-air serenity. Dropping or raising the top is as simple as pressing or pulling a switch, and the lined-fabric top can be deployed or retracted at speeds up to 31 mph (a very handy feature should you mis-time the changing of a traffic light).

If you owned an original Beetle Convertible (or even an original Beetle), chances are the latest version speaks to you in some subliminal way. Unlike most modern automobiles, the new Beetle manages to pull off a distinct personality, heavy on the retro charm. If you’ve got fond childhood memories tied to the Beetle, we suspect that a single test drive is all it will take to convince you that the newest variant deserves a place in your garage.

Volkswagen supplied the 2013 Beetle Convertible with Sound and Navigation for the purpose of this review. Total sticker price on our car was $29,290.

For comparative purposes, a similarly-equipped MINI Cooper Convertible would list for $30,850, while a comparable Chrysler 200 LX Convertible would sticker at $29,875.

Thumbs Up: Perhaps the best-looking midsize sedan, premium feel

Thumbs Down: Could use more power, transmission not particularly sporty

Buy This Car If: You’re shopping for a midsize sedan with good looks and an upscale feel

While this may not come as a surprise to many readers, Mazda doesn’t sell nearly as many Mazda6 sedans as Honda sells Accords or Toyota sells Camrys. That’s not to say the previous Mazda6 was a bad car, but it was easily lost in the crowd, especially when competitors spend serious money on television and print advertising.

The definition of insanity is doing the same thing over and over again, while expecting a different outcome, so Mazda knew it needed to change things a bit with the launch of the all-new 2013 Mazda6 sedan. Rather than building another car to target mainstream sedan shoppers, Mazda made an effort to give the new Mazda6 a premium feel, and it will soon launch a turbodiesel engine option for its newest sedan. Both are strong arguments for shopping the Mazda6, and both show that Mazda is thinking outside the box.

Mazda’s attention to detail is evident in the car’s styling, which reflects the Kodo (soul of motion) design language pioneered on the Mazda CX-5. Some may find its exterior details to be a bit busy, but we’re not in that camp. In fact, we’d call the new Mazda6 perhaps the best-looking midsize sedan on the market today.

We love the muscular sweep of the front fenders, as well as the deep character lines that run upward from the front wheels. Tasteful chrome is used to trim the daylight opening, and the C-pillar trim is dimensional, a detail we haven’t seen on many contemporary automobiles. Even the long roofline and short rear deck add to the car’s sporty nature, giving it a coupe-like stance with sedan practicality.

Distinctive best sums up the Mazda6’s front styling, which is dominated by a sculpted hood and a wide, shield-shaped grille. The front air dam is pronounced, too, and we suspect its a functional piece designed to further reduce drag and improve fuel economy. There’s some brightwork to accent the front end, but it’s not used with the same reckless abandon seen on the new Honda Accord.

Out back, Mazda has done a good job of minimizing the Mazda6’s taillights and incorporating them into the trunk lid. There’s one thick strip of chrome across the trunk we’re not particularly fond of, but otherwise the rear of the Mazda6 is a clean design that we think is destined to age well.

Inside, the dash design and layout delivers a near-luxury feel that ties nicely to the brand’s premium goal. There’s (thankfully) not a trace of fake wood or simulated leather to be seen on the dash, which is adorned with glossy, graphite-colored trim and metallic accents. Even the steering wheel seems to have some thought behind it, as it’s wrapped in leather and shaped for optimal hand placement at the 9:00 and 3:00 positions. If we were the nitpicking type, we’d point out that the infotainment system is small by contemporary standards, but the console-mounted controller makes using it a breeze.

Instruments also convey an upscale feel, with metallic trim rings used for contrast on the tachometer, speedometer and driver information display. It’s an eye-catching design, complete with bright, high-contrast readouts for the gear indicator, odometer, outside temperature, fuel gauge and information screen. Some critics have panned it for being “too plain,” but we much prefer function to flash in our daily drivers.

Our Mazda6 in Grand Touring trim came equipped with leather-clad sport seats up front, and we’d give them two thumbs up. The leather is perforated for improved year-round comfort, and Mazda uses red stitching around the seat’s perimeter to add a bit of style. There’s plenty of side bolstering to hold driver and front-seat passenger in place, and those in the front row get heated seats for cold-weather comfort. There’s even a two-position driver’s seat memory, further proof that Mazda is paying attention to others in the segment.

Those occupying the second row will also have few complaints. Both head room and leg room are surprising, meaning that even those taller than six feet in height will be comfortable in back. We’d like a bit more bolstering on the outboard rear seats, but we suppose that would turn a five-seater into more of a 2+2, and that’s not what Mazda is going for here. It’s also a bit odd that the red contrast stitching is used on the front seats only, especially since the Grand Touring trim includes leather seating surfaces in the rear as well as the front.

For now, the sole choice of engine is a gasoline-fueled, normally-aspirated 2.5-liter four cylinder, producing 184 horsepower and 185 pound feet of torque. That’s enough for reasonable acceleration under normal circumstances, but we’ll admit to being a bit let down by the six-speed automatic transmission’s shift logic. Even the paddle shifters don’t deliver particularly crisp shifts, which begs the question of why Mazda even included paddles aside from the fact that other sport-themed sedans have them.

In any case, you can expect a 0-60 mph time of around 7.5 seconds, but the Mazda6 does deliver better than average fuel economy. The EPA says to expect 30 mpg combined (26 mpg city and 38 mpg highway), and we saw an indicated 30.3 mpg in mostly-city driving.

Like all Mazdas, the 2013 Mazda6 delivers an above-average driving experience. The steering has great feel and is nicely weighted, helping derive the most from the car’s 225/45-19 Dunlop tires. There’s very little body roll in corners, which is all the more surprising given the car’s compliant ride. While we’d stop short of calling the Mazda6 a sport sedan, when you take horsepower out of the equation it will likely out-corner most front-drive midsize sedans. Brake feel is quite good, too, though to be fair we didn’t have a chance to test the Mazda6 on anything but public roads.

If safety is a concern, the Mazda6 will likely impress you with its available features, too. Our Mazda-supplied press fleet car had adaptive cruise control, smart city brake support, cross-path detection, forward obstacle warning, a blind spot monitoring system, a rearview camera and a full complement of airbags. While the car has not yet been crash tested by the NHTSA, it has earned the coveted “Top Safety Pick +” designation from the IIHS, so we expect it to score equally well in NHTSA testing.

Our 2014 Mazda6 i Grand Touring carried a base price of $30,290, including a destination charge of $795. Options on our press fleet tester included the $300 Soul Red Paint, and the $900 Mazda Radar Cruise Control and Forward Obstruction Warning Package, for a total sticker price of $31,490.

For comparison, a similarly-equipped Toyota Camry XLE would price at 30,229, while a comparable Honda Accord EX-L with Navigation would sticker for $30,785.

Thumbs Up: Reasonable power and ride quality

Thumbs Down: Sport in name only with CVT

Buy This Car If: You want Honda reliability in a relatively entertaining midsize sedan

When Honda redesigned the Accord for the 2013 model year, it also made a serious attempt to broaden the product line and appeal to an even wider array of customers. One such model is the new-for-2013 Accord Sport, which lies one step up from the bottom of the range and is meant to appeal to younger buyers looking for some entertainment value with their family sedan.

As the name implies, the Sport delivers a bit more horsepower (189 hp, versus 185 hp on other four-cylinder Accord models), 18-inch wheels, a rear trunk spoiler, a leather-wrapped sport steering wheel and paddle shifters for the CVT transmission (though, thankfully, the car is also available with a six-speed manual transmission). It inherits the good looks and roomy interior of other new Accord models, as well as the nicely restyled dash and instrument display.

The 2013 Accord restyle gives all models a fresh and contemporary look without deviating too far from its sensible roots. Don’t look for style gimmicks here, since Honda doesn’t need a “tiger nose” grille to get buyers into showrooms. Though the Japanese automaker may have erred in releasing the 2012 Civic before it was completely ready, it hasn’t made the same mistake with the new Accord. While the midsize segment is more competitive than ever thanks to new (or relatively new) offerings from Chevy, Ford, Nissan and Toyota, all 2013 Accord models we’ve driven are more than capable of taking on competitors in terms of style, content and pricing.

Outside, the proportions of the new Accord seem just right to us, likely helped by the 2013 Accord’s smaller overall size. There’s a short front overhang, enough wheelbase to ensure rear-seat passenger comfort, and a trunk that’s larger than the rear overhang would seem to indicate. If we’d throw a flag on Honda for any exterior styling trend, it would be “excessive use of chrome,” as thick slabs of brightwork are used extensively to adorn the front and rear fascias, as well as the daylight opening. We’re not opposed to a bright accent or two, but the Honda is dangerously close to sporting Liberace levels of adornment. Please, Honda, taper this back in your next design revision.

Inside, the Accord’s new dash design is a big step forward. Even non-infotainment-equipped models get an oversized dash-top display, though this looks a bit odd showing just a clock or audio settings. We’re fans of the dash’s stepped design, which is wrapped in a finely-grained soft touch vinyl. Even the patterned trim is nicer to look at than fake wood or piano black, making us wonder why more manufacturers don’t go this route. Honda excels in delivering a high quality feel to the Accord’s interior, which is a step above what you’d expect to get for the price.

Instruments mirror those in the Accord Coupe we reviewed last month, and our opinion hasn’t changed. The speedometer incorporates a driver information display, and is flanked by a tachometer and combination fuel and temperature gauge. All instruments are easy to acquire and the LCD information display is brightly lit for daytime visibility. Though no one buys a car based on its instrumentation alone, we’d declare the Accord’s to be among our favorite.

Front seats are wrapped in an attractive black fabric, and the driver’s seat is power-adjustable. It’s got an inflatable lumbar support, too, but both front seats lack the kind of bolstering needed for “Sport” driving. That doesn’t detract from their comfort, however, and the first row delivers plenty of head and leg room. Missing, perhaps, are seat heaters, but then again the Sport is just one level above the basement trim.

There’s plenty of head room and leg room in the second row as well, which serves up ample space to fit two adults or three children in comfort. Three adults will fit in a pinch, too, but there isn’t much head room in the center seat, so occupants will need to plan accordingly. Like the front seats, the rears are wrapped in a textured black cloth, which we much prefer to the proliferation of cow-from-a-test-tube offerings beginning to populate the industry.

Under the hood, Sport models get the same 2.4-liter four-cylinder engine used throughout the Accord range, but it makes (slightly) more power. While the standard 2.4-liter makes 185 horsepower and 181 pound feet of torque, the Sport’s dual exhaust increases output to 189 horsepower and 182 pound feet of torque. Will you feel a difference? No, but on paper, the Sport is faster; expect a 0-60 mph run in about the same 7.5 seconds it will take other Accord models equipped with the CVT to get there. The EPA says to expect 29 mpg combined (26 city, 35 highway), but our own numbers are closer to 32 mpg highway and 28 mpg combined.

On the road, the Accord Sport delivers a somewhat entertaining driving experience. The steering has a decent feel and is nicely weighted, and the same can be said of the brakes’ pedal feel. The chassis seems willing to take on any winding road you have in mind, and the sedan transitions from left to right like a much smaller car. The bad news is the CVT; if we’re honest, it delivers a lot more sound than fury. Honda doesn’t have the development time with CVTs that Nissan does, and it shows; in Sport mode, the engine drones on unpleasantly as it seeks to deliver maximum power. The simulated paddle shifts are quick enough (and Honda does give customers seven fake “gears” to play with), but even they fail to deliver anything approaching a sporting experience. With the available six-speed manual transmission (which we sampled in the Accord Coupe), the Accord Sport would deliver a much more engaging driving experience.

Our complaints about the Accord Sport are minor in light of our praise for the car, and Honda deserves credit for giving buyers a bit of entertainment value in the lower end of the family sedan price bracket. If we needed a commuter car with room for four, we’d seriously consider putting the Accord Sport on our own shopping list, since it delivers what we need (and want) without saddling us with faux luxury or excessive gadgetry. We’d opt for the six-speed manual, though, as it really would transform the car.

Honda supplied the 2013 Accord Sport for the purpose of our evaluation. Sticker price on our press fleet tester was $24,980, including a $790 destination charge, and there were no dealer-installed options listed.

For comparison, a similarly-equipped Nissan Altima 2.5 SV would sticker for $25,645, while a comparable Toyota Camry SE would price at $24,794.

Thumbs Up: Impressive handling and fuel economy; good content for the money

Thumbs Down: Dated exterior design

Buy This Car If: You want a commuter car that delivers both features and frugality

Just a few short years ago , a car that served up features like a blind spot detection system, adaptive headlights, Bluetooth audio streaming, navigation, keyless entry with push-button start, rain-sensing wipers and a Bose Centerpoint surround-sound audio system would have fallen into the luxury car realm, priced far out of reach of the average consumer.

Today, that’s just a partial equipment list for the 2013 Mazda3 i in Grand Touring trim, fitted with the Technology Package. As if that weren’t impressive enough on its own, the car’s SkyActiv-G gasoline engine delivers enough power for reasonable acceleration (155 horsepower and 148 pound-feet of torque), while returning highway fuel economy of 40 mpg. Did we mention that it serves up impressive handling, too, for a sticker price under $26,500?

If you’ve been new-car shopping lately, you know that there isn’t much in the under $30k price range that comes as well-equipped. Sure, the current Mazda3’s styling (which dates back to 2009) is getting a bit old, but with everything else in its favor, we can easily look past a design that’s starting to border on stale.

That’s not to say the Mazda3 is ugly, but it’s simply not as contemporary a design as served up by many of its rivals. We still like the strong creases that sweep from the grille, across the hood to the A-pillars, and we’re still fond of the muscular swell of the front fenders that tie it back to the MX-5 and the (sadly) out-of-production RX-8.

In profile, however, we find the looks of the hatchback to be much cleaner than the lines of the sedan. If anything, the styling of the four-door is a bit too conservative, with only a pair of character lines running across the doors to add interest. We appreciate the lack of brightwork around the daylight opening, but the Mazda3 sedan, even in Grand Touring trim, needs some kind of design flourish to reduce its anonymity.

The rear could also benefit from a clean design. Its taillights, like its headlights, are large by contemporary standards, and we think the white taillight trend has played itself out. The tastefully-minimalistic rear deck lid spoiler is a nice touch, but we wish the rear had something other than body-colored metal and plastic to look at.

If that’s the bad news, here’s the good news: a new Mazda3, wearing the company’s current Kodo design language, is expected to debut in 2014. If you’re in the market today, that’s still good news as it means the current Mazda3 models are priced to sell. If you want to hold out for the new design, chances are good you’ll be spending more money to get the same level of content, all in the name of fashion.

Inside, the Mazda3 (thankfully) skips the faux-luxury to serve up a well-executed cabin and dash design. Materials are what you’d expect in the car’s price point, but fit and finish are a step above most competitors. The dash layout, for example, uses a dual-screen display for functions like range, average mpg, time, outside temperature and cabin temperature. The displays are in LCD format, which isn’t as clean or stylish as most rivals are using these days, but we appreciate the fact that you’re not having to look down at the infotainment screen to adjust cabin temperature.

Instruments are well designed, with the driver looking at a hooded tachometer and a hooded speedometer, split by a gear indicator, an LCD bar-graph fuel gauge, an odometer and a trip odometer. They’re not fancy, but they’re functional and easy to acquire, which is good enough for us.

Front seats are better than expected at this price point, serving up a comfortable perch with plenty of head and leg room. The driver gets an eight-way power adjustable seat, which should allow buyers of all shapes and sizes to find the best seating position. The passenger seat lacks the same range of adjustability (and isn’t motorized), but both are wrapped in stout-feeling leather and vinyl, and both are heated.

Rear seat passengers aren’t likely to be as enamored with the Mazda3 as those in the front row. Despite the sloping roof, there’s room enough for passengers under six feet in height, but there isn’t much leg room to speak of. Mazda includes three seat belts in the rear, but let’s be honest: only two adults, or perhaps three children, will be comfortable in the Mazda3 sedan’s second row.

While the Mazda3 can be had with three different engines (excluding the Mazdaspeed3, which is really an entirely different model), the one to pick is the 2.0-liter Skyactiv-G, which cranks out 155 horsepower and 148 pound-feet of torque. That’s good enough to get the car from 0-60 mph in around 8.5 seconds, which isn’t bad for the class, while returning 33 mpg combined (28 mpg city, 40 mpg highway) with the six-speed automatic transmission.

Unlike other cars focused on fuel economy, the Skyactiv Mazda3 doesn’t feel slow, even off the line. It’s no sport sedan, to be sure, but it doesn’t feel like a car that serves up near-hybrid levels of fuel economy. Like every other car that wears the Mazda badge, the Mazda3 Grand Touring sedan manages to provide some level of entertainment value behind the wheel, too, primarily via its optimally-weighted steering and nimble handling. Some will complain that the Mazda3 Grand Touring serves up too firm a ride, but we don’t find it harsh at all. If anything, the quick turn-in and minimal body roll deliver confidence, and we’re willing to accept a stiffer ride as a trade-off. The six-speed automatic transmission does include a manual shift mode, but it really doesn’t improve the car’s shift times (not that anyone is going to be drag racing a 2.0-liter Mazda3). Finally, the brakes deliver a good pedal feel and return reasonable stopping distances, especially in light of the car’s non-performance-oriented rubber.

If you’re in the market for a compact commuter car, should you shop the 2013 Mazda3? Our answer, without hesitation, is yes. It delivers an engaging driving experience, returns impressive fuel economy and gives buyers a variety of trim levels to choose from. Even optioned-out, in the highest Grand Touring trim, the car carries a sticker price under $27,000, yet gives buyers features like heated seats, navigation, Pandora audio streaming (via smartphone), Bluetooth connectivity, blind spot detection and adaptive HID headlights. There aren’t too many other cars we can think of that offer so much in the plus column, with so little in the minus column (the car’s somewhat dated styling, in this case).

Mazda supplied the 2013 Mazda3 i Grand Touring sedan for the purpose of this review. Base price on our press-fleet tester was $24,445, including a destination charge of $795, and options included the $200 Interior Lighting Kit, the $275 Homelink Rearview Mirror With Rain Sensor and the $1,500 Technology Package (auto on-off HID headlights, adaptive headlights, fog lights, LED taillights, body-colored heated side-view mirrors with integrated turn signals, Sirius satellite radio, alarm system, rain sensing wipers, rear deck spoiler) for a total sticker price of $26,420.

For comparison, a similarly-equipped Chevrolet Cruze LTZ would sticker for $27,795, while a comparable Ford Focus Titanium would price at $25,685.

Thumbs Up: Looks good, best-equipped Kia we’ve ever driven

Thumbs Down: More chrome does not equal more luxury

Buy This Car If: You’re a Kia loyalist who’s looking for entry-level luxury

Not too many years ago, Korean automotive brands were shopped almost exclusively by those who couldn’t afford a Japanese alternative. Then Hyundai and Kia borrowed a page from the Japanese automaker playbook; once they’d drawn in the initial batch of customers with low prices, the Korean brands began to step up quality.

Next came Hyundai’s foray into the luxury segment, beginning with the Azera sedan, which was the first Korean car sold in America to top the $30k price point. The Azera’s success led to the introduction of the Genesis sedan, which ultimately led to the introduction of Hyundai’s Equus flagship.

Things are a bit different at family brand Kia. Its own equivalent of the Hyundai Azera, the Kia Cadenza, will go on sale in the near-luxury segment by mid-2013. The Kia Quoris, which shares a rear-drive platform with the Hyundai Equus, is due on these shores as well, giving Kia two legitimate luxury sedans to offer U.S. buyers.

Until these cars hit the market, Kia’s mainstay family sedan, the Optima, is tasked with catering to both mainstream and near-luxury buyers. In de-contented form, the Optima can be had for under $22,000; load up the range-topping SX trim to limited specifications, and you’re looking at a car that’s dangerously close to $35,500.

While that may sound like a lot of money, it’s probably worth pointing out that a loaded Honda Accord Touring V6 tops the $34,000 barrier, while an optioned-out Toyota Camry XLE V6 prices above $35,600. In other words, the Kia Optima SXL is priced about on par with well-equipped examples of its main Japanese rivals.

Where the Kia Optima stands out from the crowd is its Peter Schreyer-penned lines. From its “tiger-nose” grille to its steeply-raked windshield to its tapering-waist character lines, the Kia Optima doesn’t look like any other car on the road, and is arguably the first Kia model to draw buyers into showrooms on looks alone.

Now in its third year of production, the design still manages to look fresh, which is something that can’t be said for a lot of cars on the road today. What we’re not overly fond of, however, is the SX Limited’s excessive use of chrome. It’s everywhere on Limited models, from the gleaming wheels to the door handle accents to the rear spoiler cap. There’s even a strip embedded in the rocker panels for good measure, as well as one outlining the shape of the grille. Kia also tries to dress things up with red brake calipers, but their diminutive size looks somewhat comical behind the chrome wheels. The net effect is heavy-handed on a car with otherwise clean lines, and we’re at least thankful that the Optima wasn’t emblazoned with gold trim instead.

Inside the cabin, the brightwork is minimized in exchange for tasteful materials, colors and textures. The dash isn’t nearly as stylish as the Optima’s exterior (chrome excluded, of course), but it’s well laid out and supremely functional. It doesn’t say “luxury car,” but it’s far less cluttered than the dash layout on most vehicles with legitimate luxury pedigrees.

We like the attention to detail, too, like the dark wood accents used for the door trim and steering wheel, as well as the Supervision color driver information display. The bar graph layout for the coolant and fuel gauges works well, and the brightly lit white on black instruments are easy to read in all lighting conditions.

The Optima’s front seats are more mass-market than luxury, but they’re still comfortable enough for our expectations. The Nappa leather feels stout enough to hold up over time, and we like the fact that the front seats are both heated and ventilated. Kia even provides a two-position memory setting for the driver’s seat and an inflatable lumbar pillow, but the lumbar support can’t be repositioned and there’s little hip bolstering.

Rear Seats, however, fall into the “truly impressive” category. Not only does their sculpted design look good, but it provides a degree of lateral support not often found in sub-luxury level cars. They’re heated, too, and serve up ample leg room. Taller family members may complain about headroom in the rear seats, but we seriously doubt that those six-feet tall and under will have any complaints about second-row accommodations.

Optima SX models are powered by a 2.0-liter turbocharged four-cylinder engine, driving the front wheels via a six-speed automatic transmission. Output is rated at 274 horsepower and 269 pound-feet of torque, which is good enough to deliver a 0-60 mph time of around 6.5 seconds. While the car feels relatively quick, it can also be thirstier than the EPA would have you believe; the Optima’s sticker claims 26 mpg combined (22 mpg city, 34 mpg highway), but we saw around 23 mpg in a mix of city and highway driving.

On the road, the SX struggles to find its identity. On the one hand, its firm ride takes it out of the luxury class, but its numb and uncommunicative steering precludes it from consideration for the sporty class. The same can be said of the car’s paddle-shifted transmission; while it works just fine as an automatic gearbox, shifts executed via paddle are best described as “leisurely,” which more or less defeats the purpose of having paddle shifters in the first place.

That said, the Optima SX Limited will only disappoint those expecting a true sport sedan or those expecting a true luxury sedan. In fairness, the SX Limited is marketed as neither, and most who shop the car will find its on-road behavior to be pleasant. It’s quick enough to provide some entertainment value, and its handling limits are well beyond anything most drivers will ever explore on public roads. Its cabin is near-luxury-car quiet, making the Optima SX Limited a good choice for those who routinely find themselves faced with long highway drives. Its brakes provided a decent pedal feel and returned expected stopping distances, and the car’s overall handling can best be summed up by the phrase “utterly predictable,” which we mean as praise in this case.

So if the Optima SXL isn’t a luxury car and it isn’t a sporty car, what is it? We’d call it a stylish daily driver that’s long on comfort, yet not averse to the occasional spirited on-ramp or canyon road blast. Your car pool companions will like it, too, regardless of whether they’re sitting in the first or second row. The Optima SXL also has distinctive-enough lines that it won’t get lost in the mall parking lot, among the sea of ever-present Honda Accords, Nissan Altimas and Toyota Camrys. For some, that’s reason enough to shop the Kia.

Our Kia-supplied Optima SX carried a base price of $27,575, including a destination charge of $775. Options on our press fleet tester included the $2,950 SX Premium Touring Package (panoramic sunroof, power folding outside mirrors, Infinity audio system, rear view camera, power front passenger seat, driver’s seat memory, heated and cooled front seats, heated rear seats), the $1,400 Technology Package (navigation system with Sirius Traffic) and the $3,350 SX Limited Package (LED daytime running lights, 18-inch chrome wheels, red brake calipers, chrome accent lower door sills, Nappa leather seat and interior trim, black cloth headliner and pillar trim, electronic parking brake, unique interior accents, chrome-tipped rear spoiler, first aid kit) for a total sticker price of $35,275.

For comparison, a similarly-equipped Toyota Camry XLE V6 would sticker at $33,641, while a comparable Nissan Altima 3.5 SL would list for $33,070.

Thumbs Up: Usable back seat, Acura quality with a Honda price tag

Thumbs Down: Stops just short of being a driver’s car

Buy This Car If: You need sedan-like room but prefer a coupe body style

Honda has completely revamped its Accord lineup for 2013, and an all-new Accord Coupe is among the models. While that may have been met with some indifference in the past, the 2013 Honda Accord Coupe is a surprisingly capable car that looks great both inside and out. In fact, the only thing we can’t figure out about the new Accord Coupe, especially in higher-trim versions, is why it’s sporting a Honda badge and not an Acura logo.

In the past, there was clearer differentiation between Honda and its luxury brand, Acura. While you could still buy well-equipped cars from Honda, they stopped short of being luxurious. That’s simply not the case with the Accord Coupe EX-L V-6 with Navigation, which comes to market with surprisingly good leather seats, a passenger-side blind spot camera system, lane departure warning, a rearview camera system, active noise cancellation, dual-zone automatic climate control and a host of other features previously reserved for luxury cars. While we’d stop short of calling the car’s $33,140 as-equipped sticker price inexpensive, it is surprisingly low for the amount of content offered.

Acura’s cars have always been entertaining to drive, but the same thing can be said of the new Accord Coupe, too. Yes, it’s nose-heavy and shod with run-of-the-mill all-season tires, but it will still exceed the handling expectations of most buyers. Steering is precise enough and nicely weighted, and there’s surprisingly little body roll in corners, at least driving the kind of speeds that allow one to remain a licensed driver. It’s no sport coupe, to be sure, but we’d be more than willing to drive one cross-country well above posted speed limits.

We think it looks good, too. Its angular front styling conveys a sense of speed and purpose, even when the car is parked. The large lower intake gives the Accord Coupe a sporting demeanor, as do the fog light surrounds shaped to look like brake cooling ducts. Though thick chrome generally isn’t our preferred style, the meaty chrome grille trim on the Accord Coupe doesn’t detract from the car’s looks.

In profile, the same can be said about the brightwork surrounding the daylight opening. It’s tastefully narrow until it thickens at the C-pillar, giving the coupe a needed bit of bling. We like the parallel character lines, too, which sweep from the front fender, across the door, before terminating ahead of the rear wheel.

The Coupe’s rear lines are equally pleasing, and we like the subtle deck lid spoiler and faux cooling vents integrated into the rear bumper. We’re less sure about the chrome trim strip that spans the bumper below the license plate, though; while the rear of the Accord Coupe needs something to dress it up, this oddly-sized and oddly-located bit of brightwork isn’t, in our opinion, the right answer.

Inside, we’re encouraged by the absence of faux-luxury or faux-sport trim. There isn’t a scrap of fake wood or simulated carbon fiber to be found; instead, the dash is a pleasing blend of patterned plastic with metallic trim, topped in soft-touch vinyl. Controls for audio and navigation are clear and easy to access, and the large navigation screen is presented as close to eye level as possible.

We love the Accord Coupe’s instrumentation, too, as it delivers every bit of information we need in a clear format without distracting us. Front and center is an oversized speedometer with an inset driver information display. Flanking the speedometer is a tachometer (on the left) and a fuel gauge / temperature gauge (on the right). Trimming the speedometer are a pair of light bars that glow green (in Eco mode) when the car is being driven in an environmentally-friendly manner, giving those concerned with fuel economy active coaching.

We’d call the front seats as good as any we’ve experienced in an Acura model, and that’s saying a lot. In fact, we’d pick them over the front chairs in the Acura ILX, which (to be fair) is aimed at a slightly different demographic and price point. They’re comfortable, supportive and sized just right for a wide range of drivers, and the coupe is roomy enough that front seat passengers won’t complain about head room or leg room.

Second row accommodations aren’t quite as luxurious, but those below six-feet in height will find the outboard seating to be satisfactory. Unlike other coupes we can name (the Ford Mustang and the Chevy Camaro, for example), the Accord Coupe’s back seat offers up a reasonable amount of legroom, too. Getting in or out is still more challenging than with a sedan, but the Accord Coupe is certainly a car we could live with as a daily driver and occasional passenger hauler.

While the base engine in the Accord Coupe is a 2.4-liter inline four, our Honda-supplied press fleet model came with the optional 3.5-liter V-6. In Accord Coupe trim, its rated at 278 horsepower and 252 pound-feet of torque, and available with either a six-speed manual (like our car) or a six-speed automatic. Acceleration in more than adequate, with the run from 0-60 mph taking just 6.1 seconds. We’re fans of the entertaining and smooth-shifting manual transmission, but those seeking optimal fuel economy will want to choose the automatic. Our manual gearbox V-6 Accord gets an EPA-estimated 22 mpg combined (28 highway, 18 city), but the automatic-equipped car delivers 25 mpg combined (34 highway, 21 mpg city).

On the road, the Accord Coupe serves up a comfortable, if firm, ride. Acceleration isn’t sports-car quick, but it is better than the average grocery-getter, and so is handling. Pushed hard in a corner, the all-season radial tires will wave the white flag long before any of the Coupe’s suspension components, and as we mentioned earlier there’s surprisingly little body roll in corners. Turn-in is quick enough for a car without “Sport” in its name, and there’s even a reasonable amount of steering feel (and a nice weight to the steering). The brakes worked well enough under any conditions we tested them, and our overall impression is that the Accord Coupe has significantly higher limits than most buyers will ever probe. It won’t be a lot of fun on track days thanks to it’s heavy front-end weight bias and durable tires, but that’s not the car’s mission. As a practical and attractive daily driver, the Accord Coupe has the benefit of delivering more entertainment value than most cars in its segment.

Our press fleet 2013 Honda Accord Coupe was delivered in EX-L trim, with the V-6 engine and the navigation system. The as-equipped price was $33,140.00, including a destination charge of $790.

For comparison, a similarly-equipped Nissan Altima Coupe (available only with the 2.5-liter four-cylinder engine) would sticker at $33,850, while a comparable (but higher-performance) Hyundai Genesis Coupe would list for $33,225.

Thumbs Up: Still delivers razor-sharp handling and superb value

Thumbs Down: Long overdue for replacement

Buy This Car If: You prefer your affordable fun in topless form

Mazda’s MX-5 Miata, in its current form, dates back to the 2006 model year. That’s when the second generation of the world’s favorite sports car gave way to the current generation, dubbed “NC” in Miata-speak. Seven years is a long time to sell any model without significant changes, but the Mazda MX-5 Miata has one primary advantage: it’s outlived all of its competition.

Since the original Miata’s launch in 1989, the Mercury Capri, Toyota MR Spyder, Pontiac Solstice and Saturn Sky have all gone the way of the dinosaur, killed off by changing market conditions or a weakening economy. Only the Mazda MX-5 Miata soldiers on in the affordable open-air sports car category, and it’s still arguably the most-raced car in the world. On any given Sunday, there are probably more MX-5 Miatas dicing wheel-to-wheel or spraying cones across a parking lot than any other make and model of car, which speaks volumes about their appeal and potential.

When the third generation launched in 2006, its look was a radical departure from both earlier MX-5 models and from the rest of Mazda’s product line. A slight restyle for the 2008 model year brought the design more inline with the rest of Mazda’s catalog, but had the unfortunate side effect of giving the MX-5 a cute, almost cartoonish front look. For a vehicle struggling to shed its “chick car” stigma, the redesign did nothing to help the MX-5’s cause.

For 2013, Mazda has again reworked the MX-5’s styling to deliver a slightly more serious front end. It’s also introduced a new variant, called “Club,” which replaces last year’s mid-range Touring model. Other minor package tweaks aside, the current MX-5 will likely stay the course for another two years before an all-new model debuts in 2015. Rumor has it that the next MX-5 will get a smaller-displacement, Mazda-developed engine with forced induction, likely in the form of turbocharging. Multiple variants are planned, including a lightweight version targeted to drivers that track their cars, as well as a more luxurious version for owners who just want affordable top-down fun.

The next MX-5 will reportedly be smaller in size, too, likely closer to the original or second-generation cars. That could well translate to less trunk and interior space, making the 2015 version hard to live with as a daily driver. If you’re on the fence about buying a current model, consider this: we’ve owned both NA (first generation) and NC (current generation) MX-5s, and only the current model is what we’d call suitable for use as a daily driver.

Inside, the 2013 Mazda MX-5 Miata serves up a reasonable blend of comfort and support, and the fabric top on our Club version is easily opened or closed with one hand. The power-retractable hard top available on higher-end versions may add security, but it also adds weight and complexity. We don’t know of any other car on the market today that has a folding top that’s quicker or easier to drop or deploy than the MX-5’s cloth or vinyl top.

If luxury is your thing, you aren’t likely to be thrilled with the MX-5’s cabin. Though quiet enough for a normal conversation at speed (unlike earlier Miatas), there’s still a lot of road and wind noise transmitted into the cabin, due to the Mazda’s scant use of sound-deadening to save weight. Heated leather seats are available, but don’t expect amenities like lumbar support or a seat cushion extension. The audio system options aren’t great either, which means you’ll need to go to the aftermarket if good sound is important to you.

On the other hand, if the thought of a lightweight, purpose-built roadster with reasonable performance and exceptional handling appeals to you, the Mazda MX-5 remains seriously worthy of consideration. Stock models benefit greatly from a set of Eibach or Mazdaspeed lowering springs, as well as stiffer anti-roll bars (though we prefer an adjustable rear bar, like the Mazdaspeed unit). If you really want to go crazy, mount up a set of Michelin Pilot Super Sport or BF Goodrich gForce Comp-2 rubber and call it done.

Under the MX-5’s lightweight aluminum hood is a 2.0-liter in-line four-cylinder engine rated at 167 horsepower and 140 pound-feet of torque. While our Mazda-supplied Club tester came with the smooth-shifting six-speed manual transmission, base models make do with a five-speed manual transmission. Buyers can also opt for a six-speed automatic with paddle shifters, but checking this option box drops the MX-5’s output to 158 horsepower. With the six-speed manual transmission, the Mazda MX-5 is capable of making the trip from 0-60 mph in about 6.7 seconds, while returning an EPA-estimated 24 mpg combined (21 mpg city and 28 mpg highway).

While there are faster cars to be had for around the same money, few can hang with the MX-5 when the road turns to switchbacks and straight line speed is an irrelevant concept. The Miata has always excelled in the handling department, and the current generation is no exception to this rule. Not only is it capable, but it’s a sheer joy to drive fast, and driver errors are (generally) addressed with a slap to the wrist instead of a punch to the face. Lose your bravery while charging into a corner and lift at the apex, and the MX-5 will remind you of your error with a few degrees of lift-throttle oversteer. Try that in other performance cars, and you’ll be swapping ends before you even realize what happened.

While some view the MX-5’s absence of horsepower as a liability, it’s really an asset as it teaches you to carry speed into corners, especially during track days and autocross events. The car’s steering is nicely weighted and surprisingly communicative, allowing for precise placement of the car on road or track. Brakes, even with the stock pads, are superb, and the overall package consistently gets us wondering how Mazda gets this so right while other automakers get it so wrong, even on cars costing several times the sticker price of the MX-5.

While the Mazda MX-5 used to be alone atop the affordable front-engine, rear-drive sports car pyramid, it no longer has that luxury thanks to the introduction of the Scion FR-S and the Subaru BRZ coupes. Both are fine choices and can hang with the MX-5, even in tight corners, and both have similar power-to-weight ratios (if you’re curious, the MX-5 weighs 14.8 pounds per horsepower, while the Scion FR-S weighs 13.95).

While this is a subjective opinion, the MX-5 is still just a bit sharper behind the wheel, and even a bit easier to drive at the limit than either the Scion or Subaru. Neither of the coupes come in an open-air version (yet), so if you like to see the sun in good weather, the Mazda MX-5 is the logical choice.

The Club trim level includes Club fender badges; black chrome 17-inch wheels with performance rubber; a black cloth convertible top; cruise control; unique front and rear fascias; black chrome instrument trim; MX-5 striping on rocker panels and dash and steering-wheel mounted audio controls. There were no options on our Mazda-supplied press fleet tester, which stickered at $27,500, including a destination charge of $795.

For comparison, a similarly-equipped (but front-wheel drive) MINI Cooper S Roadster would list for $30,000, while the only available trim level of the Scion FR-S stickers at $25,255.

Thumbs Up: Far more refined than its cousin, the Honda Civic Si

Thumbs Down: Navigation unavailable, average fuel economy

Buy This Car If: You’re looking for a commuter car that isn’t boring to drive

Had things gone according to plan, Acura’s ILX sedan would have been an instant success the moment it hit dealer showrooms, allowing Honda’s luxury brand to put the aging TSX sedan out to pasture. On paper, at least, the ILX delivers the goods: it’s available in models ranging from hybrid though sport-tuned, looks good and delivers a fair amount of content for the price. Acura even wrapped it in a slick ad campaign that said, effectively, dad would have bought this car if he hadn’t been burdened with the responsibility of a family first. We weren’t sure what it meant, either, but then again we’re not exactly in the ILX’s target demographic.

Now, a year into ILX sales, the volumes are finally starting to pick up. Honda’s learned a valuable lesson from the launch of the last Civic, and that lesson is this: always listen to your customers when they complain. Shoppers liked the ILX with the 2.4-liter engine (as used in the Acura TSX), but they hated the fact that they couldn’t get it with the navigation and infotainment system. They also weren’t fond of the fact that Acura built the higher-output model with a manual gearbox only.

Acura’s taken this feedback to heart, and is currently working on a revised ILX that will deliver the 2.4-liter engine, a five or six-speed automatic transmission and the same electronics package that’s available on the 2.0-liter and hybrid models. We’re not sure when these new models will hit the market, but we are sure that Acura is listening to what its customers want again, and that’s a very good thing.

The Acura ILX may be based on the Honda Civic, but its shape is completely different from that of its more pedestrian cousin. Up front, Acura’s trademark shield-shaped grille is the most noticeable feature, but it’s (mercifully) toned down from earlier cars. We like the angular cuts of the front fascia, too, since they work with the narrow headlights and character lines that sweep up from the grille to the A-pillar to give the car a presence.

In profile, we like the way the roof flows seamlessly into the short rear deck, giving the car an almost coupe-like appearance. The semi-pontoon rear fenders, a styling faux pas on the previous Mercedes-Benz E-Class, actually work on the ILX to give it a stronger and more defined shape. The wheels are a bit on the bland side, but we suppose that’s what the aftermarket is for.

Out back, we admire the ILX’s minimized taillights and total absence of chrome (except for the Acura logo). We’re glad the car doesn’t have a stick-on trunk-lid spoiler, either, as it would only serve to break up the sedan’s clean lines. In fact, we’d call the ILX the best-looking sedan in the company’s current lineup, and looks alone will likely help draw buyers into Acura showrooms.

Inside, the ILX is upscale without being pretentious. There isn’t a scrap of fake wood to be found, and there’s no chrome trim hiding in here, either. Instead, the dash relies on metallic gray and black trim for ornamentation, while it’s wrapped in soft-touch vinyl that carries a rich texture. The audio display sits atop the dash in its own sculpted pod, while the instruments ride in a curved enclosure that looks much more refined than other cars in the class.

We’re fond of the old-school analog instruments, too. Black-on-black with white numbers and metallic trim rings, they look fantastic and give the car a sportier feel than it would otherwise have. The numbers are clear and easy to acquire (though the information display that splits the tachometer and speedometer could be bigger), and we favor the less-is-more approach when it comes to gauges.If we had one minor complaint, it would be this: does the 2.4-liter Acura ILX really need a 160 mph speedometer?

Included in the Premium level trim are leather-surfaced sport seats, and these are better than most in the entry-level luxury segment. They don’t serve up a lot of lateral support and they don’t include any kind of adjustment for lumbar support, but they’re more than good enough for a spirited drive to the office or an extended weekend getaway. They’re heated for winter comfort, and deliver ample head room for average sized adults.

Even the rear seats serve up above average accommodations in terms of head and leg room. No, the ILX isn’t as spacious as a TL in the second row, but we’d definitely call it above average for the class, and six-foot passengers should be able to fit without complaint. Like the front row, seats are trimmed in perforated leather, though the rear seats aren’t heated.

Our Acura-supplied tester came with the 2.4-liter four cylinder engine, rated at 201 horsepower and 170 pound feet of torque and mated only to a six-speed manual gearbox. Acceleration wasn’t bad, but it stopped short of being impressive, with the run from 0-60 mph taking just a tick over seven seconds. The bigger engine has an impact on fuel economy, too, and the EPA says you can expect fuel economy of 25 mpg combined, 22 mpg city and 31 mph highway. In mostly-highway driving, we saw an indicated 29.3 mpg, which isn’t that impressive in the compact class.

While the 2013 Acura ILX 2.4 Premium is a much better car than the last Honda Civic Si we drove, that may be damning by faint praise. It still doesn’t feel quick enough to be consistently entertaining, although we’d stop short of calling it underpowered. We love the slick-shifting six-speed gearbox, but hate the way that the engine speed hangs when you put in the clutch (yes, we know this is an emission thing, but we still don’t like it). We like the taut feeling in corners, but don’t appreciate the semi-harsh ride over broken pavement. Even the tires seem to be a compromise, as the car would certainly have higher limits with stickier rubber in all four corners. As it is, though, the ILX exists in an odd no-mans land between sport and luxury. Add an automatic transmission (preferably with six gears instead of just five), make navigation an available option and soften the suspension a bit, and the entry-level luxury crowd will probably buy as many ILX sedans as Honda can build.

On the other hand, we see an opportunity here for an ILX Type S, too. Add a few more horsepower, find a way to shed 100 pounds or so, tighten the gear ratios a bit and add summer performance tires, and we also guarantee you’ll sell them by the boatload. Yes, both suggested versions are more narrow in focus than the car that exists today, but that’s the point: by trying to please everyone, you run the risk of pleasing no one.

And perhaps that’s the best way to sum up the 2013 Acura ILX. It’s a very good car with a solid build feel, and we’re positive it will deliver years of bullet-proof reliability. It just needs a little more focus and a little more personality to be the hit Acura needs in the segment.

Acura supplied the 2013 ILX 2.4 Premium for the purpose of our evaluation. The as-equipped price was $30,095, including a destination charge of $895. For comparison, a similarly-equipped Buick Verano Premium (which makes substantially more horsepower) would sticker at $30,900, while the upcoming Mercedes-Benz CLA is expected to be priced from $30,805 (in base trim).

Thumbs Up: Comfortable ride, quiet cabin

Thumbs Down: Turbo engine and manual transmission, but little entertainment value

Buy This Car If: You prefer to row your own gears, yet want comfort over performance

Buick’s Verano sedan was built to deliver the fuel-sipping advantages of a compact, while serving up more content than buyers in the class are used to. While the Verano was new for the 2012 model year, a turbocharged variant, dubbed the Verano Premium, has been introduced for 2013. Now that GM brand Pontiac is history, the company is hoping that Buick can pick up some of the enthusiast buyers left in the cold by Pontiac’s shuttering.

The Verano Premium, then, becomes the most affordable performance option in the Buick catalog. Its forced-induction 2.0-liter four-cylinder cranks out 250 horsepower and 260 pound feet of torque, and even gives buyers the choice of a six-speed manual gearbox. What’s noticeably absent, however, is a sport suspension or supportive sport seats, which makes us wonder exactly what demographic Buick was going for. We’re certain the Verano Premium with the six-speed automatic transmission will be a best-seller, but we can’t imagine Buick delivering many manual transmission examples.

The Verano is a good-looking car, and it reminds us of a three-quarter scale Buick Regal. The Verano’s grille is even more prominent, however, extending all the way to the edge of the hood. Headlights are large (or perhaps this is just a proportional thing), which represents an odd styling departure from today’s mainstream smaller-is-better automotive lighting trend.

In profile, the Verano’s daylight opening is similar in shape to the Regal’s without being a direct copy. Both are trimmed in chrome and both sport a blacked-out B-pillar for a cleaner look, but the Verano sports a sharper angle on its C-pillar trim. The compact Buick sports a styling line that sweeps up from the rocker to match the lower angle of the rear door, while the Regal uses a similar styling trait on its front door; the difference is subtle enough, however, that neighbors will likely ask you how you like your new Buick Regal.

The biggest difference between the Verano and its bigger brother comes at the rear, where the smaller sedan gets chrome tail light trim (as opposed to a chrome trim strip on the Regal), a flat trunk lid and larger tail lights. The rear fascia shape is decidedly different, too, with the Verano going angular to the Regal’s round.

Inside, the Verano’s dash does a good job of reminding occupants that this is no ordinary compact. It’s not full-on luxury, to be sure, but it is an eye-pleasing blend of colors, textures and shapes. The crash pad, for example, is finished in a color to match the Verano Premium’s interior, while the dash upper and lower are finished in black plastic and vinyl. There’s the obligatory faux wood, too, but thankfully this is kept to a minimum and offset by the metallic trim used to highlight the center stack. Our only criticism here is the same criticism we have for most high-end GM vehicles: the center stack is an overly complex blend of multi-function buttons that’s far from user-friendly. Sure, any buyer will get used to this in time, but it’s not nearly as intuitive as the controller-type input systems used by Infiniti, Audi, BMW and others.

Though we’re less than fond of the peppermint-candy-blue used by Buick to light its instruments and controls, we otherwise liked the Verano’s dials. Both tachometer and speedometer use markings that you’d expect to see on a precision gauge or fine watch, and like the dash itself they do a good job of conveying an upscale message. We like the chrome trim on the instrumentation, too, along with the large and comprehensive driver information display.

Front seats, however, fall short of expectations. Buick calls them “sport seats,” but they don’t come close to meeting our standards for lateral support. You sit “in” sport seats, but you sit “on” the front chairs in the Verano, which aren’t even that comfortable for long-distance driving. Seat cushion and seat back are far too soft to be comfortable, and even the driver’s seat lacks lumbar support. Buick claims the seats use “leather appointed trim,” but the upholstery feels suspiciously like vinyl to us. While we can come up with plenty of reasons to buy the Verano Premium, its front seats are not among them.

Rear seats are equally soft and plagued by a short seat cushion, but they’re comfortable enough for the daily carpool commute. There’s about as much legroom as you can expect from a compact sedan, and headroom is ample for those six-feet tall and under. Like the front seats, the rears are “leather appointed,” but feel the same as the front seats to us. Especially at this price point, we’d much rather have a premium cloth seat option.

Power comes from a turbocharged 2.0-liter four-cylinder engine, rated at 250 horsepower and 260 pound feet of torque. Buick offers the Verano Premium with the buyer’s choice of a six-speed automatic or six-speed manual transmission, though we can’t imagine the row-it-yourself option will see many takers. It’s surprisingly quick, reeling off a 0-60 mph time of just 6.6 seconds, but its suspension isn’t up to carrying much speed into corners. Fuel economy isn’t bad as long as you accelerate with care and upshift often; the EPA says to expect 24 mpg combined (20 mpg city, 31 mpg highway) from the manual Verano Premium and 24 mpg combined (21 mpg city, 30 mpg highway). We saw an indicated 23.5 mpg in mostly-city driving.

Ride quality is best summed up as “plush,” and in this regard the Verano has more in common with Buick’s LaCrosse than it does with the sportier Regal. Accelerate hard, and there’s noticeable lift from the front end; brake hard, and there’s plenty of dive. The Verano’s steering is nicely weighted, but there’s little feel and too much play off-center. Turn-in is leisurely, and there’s plenty of body roll in corners when the Verano is pushed harder than it wants to go, but that’s the trade-off for a cushy ride. Brakes have decent pedal feel, and we’re sure they’re capable of delivering acceptable stopping distances.
If you test drive it thinking “compact luxury sedan,” you won’t be disappointed; if you’re expecting anything resembling a sport sedan, chances are the Verano Turbo won’t live up to your expectations.

The Buick Verano Premium doesn’t have many in-class competitors, and that alone will help Buick generate sales. If you really want a Regal Turbo or Regal GS and simply can’t swing the payments, the Verano Premium gives you a reasonable alternative. A few suspension upgrades will likely dial in the handling, though we’re not sure much can be done to improve the steering. Still, the car is quick enough, and with a drop in ride height, stiffer springs and firmer dampers, we suspect it would be more than moderately entertaining to drive.

Buick supplied the Verano Premium for our review. Base price on the Premium trim level was $29,990, including a destination charge of $885, and options on our car included the $900 Power Sunroof and the $795 Audio System With Navigation for a total sticker price of $31,685.

For comparison, an Acura ILX 2.4 Premium (which has the larger engine and manual gearbox, but isn’t available with navigation) would sticker for $30,095, while an Acura ILX 2.0 Tech Package (which has the less powerful engine mated to a five-speed automatic transmission, but includes navigation) would list for $32,295. Audi’s upcoming A3 Sedan, as well as the soon-to-be-released Mercedes-Benz CLA, will also compete against the Buick Verano, but neither model has been priced yet.

Thumbs Up: Kurt: The best front-drive hot hatch currently on the market. Mike: Yeah, what he said…

Thumbs Down: Limited rear seat leg room. Mike: Interior may be a little too over-stylized for some people.

Buy This Car If: You want a blend of entertaining and practical, and don’t need the rear legroom. Mike: OR if you’ve got a teenager at home, your car is boring, and you want something that’s a pisser to drive on weekends.

Kurt: In the time it took for Ford to bring the eagerly-anticipated Focus ST hot hatch to market in the United States, you could have gotten married, had a few kids, put them through college and started to eat into your retirement savings – or so it seemed. Some two years elapsed between the confirmation that the car would come to the United States (delivered at the 2010 Paris Motor Show) and the car’s actual appearance in 2012 as a 2013 model. Delay after delay after delay seemed to plague the 2013 Ford Focus ST, which begs the question: was it worth the wait?

The answer is a resounding “yes,” and in terms of the total package, you won’t find a better front-drive hot hatch on the market today (though to be fair, I haven’t driven the limited-edition MINI John Cooper Works GP yet). Its power delivery is relatively seamless, its handling precise and even the exhaust note is just right. It will hang with a Mazdaspeed 3 and an APR Stage One VW GTI, while serving up minimal torque steer and a surprisingly comfortable ride. The Mazdaspeed 3 is still the best bargain in its class, and the GTI still wins on interior room and comfort, but the Focus ST wins in just about every other category we can name.

Mike: It should come as no surprise that small-displacement turbocharged engines are not my thing. I mean I am a man right? That means I should like big honkin’ V8′s that rumble, spit fuel and kill kittens. However this Focus ST is somewhat of a burr in my ass because I really, really like it. Yes, it took some time to get to the U.S., but dammit if it wasn’t worth waiting for. It goes like stink, handles great, is relatively inexpensive AND, unless your fat like me, is pretty comfy inside.

Kurt: Even its exterior styling is remarkably refined, though I wouldn’t recommend “Tangerine Scream” tri-coat paint if you want to stay below the radar. Aside from the subtle ST badging on the car’s gloss black grill, nothing up front screams “ticket me,” although the ST’s gaping maw is quite a bit more pronounced than on other Focus hatchback models.

Mike: Definitely agree with Kurt on the “Tangerine Scream” paint, but then again, I don’t feel I’m Ford’s target audience for this car. Infused with youth, the Focus ST is a hot-hatch for those 20 and 30-somethings who want a lot of fun in an inexpensive wrapper. It’s no giant killer mind you, but more so a car that reminds you of why you love driving in the first place. FYI – I’d go for either the “Performance Blue” or “Tuxedo Black”, but hey, that’s just me.

Kurt: From the side, only the ST’s roof spoiler gives away the fact that this isn’t your ordinary hatchback. Sure, the 18-inch wheels don’t exactly say “econobox,” but I’ve seen plenty of grocery-getters sporting even bigger wheels fresh from the dealer’s showroom. Park this in your driveway, and none of the neighbors will be ribbing you about your mid-life crisis; instead, you’re likely to get comments from the automotive uninformed along the lines of “what kind of mileage does it get,” or, “hey, that’s a sharp ride.”

Mike: Kurt hit the nail on the head with this. Whether at the gas station, market or stoplight, the Focus ST garners A LOT of questions from people ranging from “Is it fast?” to “How much does it cost?”. Let’s face it, this is a good looking automobile that has all the right elements of a good conversation. Big wheels – check. Built in spoiler – check. Center mounted exhaust – check. This isn’t some cobbled together gimmick of a car, but rather a well engineered performance hatch that’s big on economy, performance and curb appeal.

Kurt: Even the rear is an exercise in restraint. There are no giant diffusers or comically flared fenders; in fact, the only performance tip-off (aside from the previously-mentioned spoiler) is the oversized, center-exit exhaust. While the Focus ST will appeal to younger buyers, those old enough to remember the Focus SVT won’t feel out of place behind the wheel, either.

Mike: The interior of the Focus ST is a sensory experience. From the black, gray and yellow Recaro seats, to the highly stylized gauges and center stack, this is a car that packs a visual KA-POWW the moment you open the door. What’s great is that, as stylized as it may be, all the information you could ever need is there and presented to the driver clearly. Dead center sits a nice large tachometer and speedometer along with a small digital screen that can be configured in any number of ways to show trip, fuel economy and interior settings. Never once was I wondering about speed, revs and or engine temp. Ford really did a great job of laying out the ergonomics of this car.

Kurt: Inside, the Focus ST is neither as Audi-esque as the VW GTI nor as funky as the Mazdaspeed3. Instead, Ford managed to achieve a “just right” mix of comfort, sport and practicality in the ST’s cabin. The soft-topped dash will be familiar to anyone who’s driven a new Focus (or a new Fiesta, for that matter), but an ancillary gauge panel atop the center stack serves up (limited) information on boost, oil pressure and oil temperature. There’s a sport steering wheel, too, though to be honest, the flat-bottomed wheel in the GTI is still our favorite. As with most vehicles in the Ford catalog, the SYNC / MyFord Touch infotainment system is an available option (though I should point out it doesn’t make the car go any faster).

The Focus ST’s primary instruments deliver all of what you need and none of what you don’t. Hooded pods cover the tachometer and speedometer, while the fuel and coolant temperature gauges sit below the LCD driver information display. The instruments aren’t fancy, but the metallic trim on the gauge surrounds is a nice, upscale touch.

Mike: Let’s face it, Recaro makes some wonderful seats, and the ones in this ST2 packaged Focus ST are no exception. After an afternoon of flogging the Focus through the canyons, I came away with zero fatigue, something that can’t be said about the seats in other hot-hatches in this segment. Rear seat room is tight but not unusable, and anyone under 5’10″ should fit fine with minimal complaints. Interior storage, especially with the rear seats folded down, is also very good. You should also be aware that tucked under the deck panel in the rear is a full sized spare tire, something that seems to have become void in newer cars these days.

Kurt: Front seats (in my case, the optional Recaros that come in the ST2 package) are superb, offering up just the right amount of cradling for high-performance driving without being intrusive over long distances. I’d have liked an adjustable lumbar support, but to be fair the supportive seats really didn’t need one. I also liked the leather and cloth blend (though full leather Recaros come in the ST3 package) and wish more automakers would embrace this concept.

Rear seats carry over the same patterned cloth as the front, but don’t offer any side or hip bolstering. There isn’t much leg room for second row passengers, though the head room seems to be better than average for the segment. If you need to regularly haul three passengers, or if you carry a rear-facing baby seat, the Focus ST may be a little tight for your needs.

The heart of this hot hatch is its turbocharged 2.0-liter EcoBoost four-cylinder engine, rated at 252 horsepower and 270 pound feet of torque. Like the Mazdaspeed3, the sole transmission choice is a six-speed manual, which can get the car from 0-60 mph in around 6.2 seconds. There’s surprisingly little torque steer (at least compared to the Mazdaspeed 3), and the engine seems to build boost quickly, producing linear acceleration. While no one will buy a Focus ST for its fuel economy alone, the EPA rates the car at 23 mpg city, 32 mpg highway and 26 mpg combined, but beware: enthusiastic driving will deliver closer to 21 mpg in the city, which is about what we saw indicated.

Mike: I experienced around 25 mpg with a combination of regular and spirited driving. Jump in the car and mash the gas and you’ll find that the intake noise is quite intoxicating. So much so in fact that I was taking this thing up to redline every time I got in the car. Power delivery comes on smooth and is transferred to the front wheels by way of a buttery smooth 6-speed manual transmission. As far as the engine and drive-train go, Ford nailed it with this Focus ST.

Kurt: On a twisty road, all fuel economy and rear seat legroom sins are forgiven. Clutch effort is relatively light, the steering is precise and nicely weighted and even the gear throws aren’t overly long. Brakes have a good pedal feel, and produce relatively short stopping distances, even with the stock pads. Unlike the Volkswagen GTI, the Focus allows you to completely deactivate the stability control system, too, which a big plus for owners who plan on tracking their cars. While body roll is minimal and grip ample (thanks in part to the 235/40-18 Goodyear Eagle F1 tires), there’s still the expected amount of push in corners, as the Focus ST carries the bulk of its weight over the front tires. Of the hot hatch trio I mentioned before, the Focus ST is definitely the most entertaining, followed by the Mazdaspeed3, followed by the VW GTI. When the chance to take a cross-country trip on entertaining roads comes up, however, we’re grabbing the keys to the GTI.

Mike: To really understand this car you’ve got to be aware of a few things. First off, the Ford Focus was designed from the beginning to be an economy car, not a sports car. However that doesn’t mean that Ford hasn’t gone to great lengths to redefine what a Focus can be. By infusing a little hot-rod turbo four, some good suspension and brakes, Ford has managed to turn the otherwise mundane Focus into something that’s not only a great drivers car, but one that’s also economical.

Steering feel in the ST is firm and offers great feedback especially while driving the car at the limit. Turn-in is quick and there is some initial push, but nothing that one wouldn’t expect from a front wheel drive car. As mentioned torque steer is also minimal, however if you’re coming from a rear-drive car it’s something that may spook you at first, so be ready for that. I had a great opportunity to do a little dicing with a current generation BMW M3 on some tight twisty canyon roads, and while this car is not in the same class as the BMW both financially or performance wise, it was great at the end of our run to have the M3 driver throw out a nice wave and a thumbs up. Considering this car is sum $40,000 cheaper, I’d take that as a good sign.

Kurt: Ford supplied the 2013 Focus ST for my review. Base price on the car was $24,495, including a $795 delivery charge, and the options included the $2,505 Equipment Group 201A (ST2 package with Recaro cloth and leather seats, MyFord Touch, dual-zone automatic climate control, Sony audio system, HD and satellite radio), the $795 Voice-Activated Navigation System and the $495 Tangerine Scream Tri-Coat Paint, for a total sticker price of $28,170.00.

For comparison, a similarly-equipped Mazdaspeed3 with the Tech Package would list for $25,425, while the four-door Volkswagen GTI Autobahn would sticker at $31,390.

Mike: Oddly enough, Kurt and myself happened to get twin Focus ST’s at the same time which is why we put up this joint review. At days end we had some contrasting opinions, but both agree on one thing; this is a good car that’s not only worth the money, but is a blast to drive and one that would be a pleasure to live with on a daily basis.