MINI Cooper - For the Pure Fun of Driving

Today, I found myself driving behind a tiny black hatchback with the license plate, "REAL MNI." Yes, it was a tiny original Mini, with left-hand drive. It could have been 50 years old or 15, but it was not one of the new MINIs, which debuted in the U.S. for the 2002 model year, and which I have loved since their arrival.

The MINI experience, even in the new, larger, owned-by-BMW form, is about fun. But it's also about practicality and economy. The original cars really were tiny but today's car can fit four adults comfortably, carry an upright bass (if you leave two of those adults at home). I loaded in a week's worth of groceries with no trouble. And, with its 1.6-liter, four-cylinder engine, it gives top fuel economy numbers.

I recently got my hands on a Chili Red MINI Cooper Hardtop. It's the familiar shape that has become a driver's dream in America. I think that Chili Red was available on the 2002, but I'm not sure. In any case, the MINI line has grown over the years, to include first a convertible, then the Clubman wagon, then the Countryman larger five-door (with four-wheel drive available). Then, we got a pair of cute two-seaters--a coupe and a roadster. Now, the Paceman, a beautiful, three-door hatchback version of the Countryman, has just arrived.

That means it's time for the Hardtop that started it all to get a redesign. The current model looks a lot like the original "new" MINI of 2002, but hasn't seen any significant changes for at least six years. It seems like a perfect time, then, to savor a 2013.

The shape is still perfect, with big, round "eyes" up front. As before, the headlights themselves are only a small part of that clear plastic oval. The traditional MINI grille makes the face spunky and ready for action. The windshield sits more upright than in any car sold today, and that means a lot of air between your head and the glass--making the small interior feel larger.

That upright window up front also means that normal sunvisors would be virtually worthless, so MINI gives the driver his or her own side visor, which folds down separately or in combination with the front visor to effectively block rays. The front passenger, without motoring responsibilities, gets a folding hand grip instead.

The interior, redone several years ago, features a large central speedometer, harking back to the original Mini, which used central instrumentation to keep assembly of a car meant for drivers on both sides of the road simple. The interior has been called cartoony and is not the absolutely most practical ever devised, but it is fun to look at and everything does work fine. The audio sits within the large central circle, and the buttons are a bit small to find while at speed, although there are some redundant buttons on the steering wheel. I like the sets of toggle switches, on the dash and on the ceiling, that, to stay legal, have loops of metal next to them protecting the unwary from injuring themselves.

Front and center in front of the driver is a tachometer, which in its center has a digital speed readout, so there's no excuse for speeding (except that it's just plain fun to do it). The three-spoke leather-wrapped wheel is a fine thing to grab while zipping along the scenic backroads that seem to make MINIs come to life. There is also a Sport button on the console, which, thanks to electronics, alters the steering and throttle for quicker reflexes when you need them.

Regarding speeding, it's less of a problem with the Cooper's standard 1.6-liter,121-horsepower inline four than it is with the turbocharged engine in the Cooper S. That model, with its 181 horsepower, is much quicker off the line, but in all honesty, the 121 horsepower, especially through the Getrag manual six-speed, with the big chrome ball shift knob, is fun to work through its paces, and delivers slightly better fuel economy (and costs less, too).

The EPA rates the MINI Cooper Hardtop with the standard 1.6-liter four at 32 Combined (29 City, 37 Highway). I got 32.5. The turbocharged Cooper S loses 2-3 miles per gallon for its extra achievement.

My tester was really pretty basic. The interior was mostly black, but didn't feel plain. I remember earlier cars had more silvery plastic trim. The standard car starts at $19,700 these days, plus $700 delivery charges. My tester had only the Sport Package on top of that, which  at $1,250, contributes 16-inch alloy wheels, sport seats, a rear spoiler, and dynamic traction control, which uses more of those electronics to keep you safe while you're rat racing. Bottom line? $21,650.

However, that includes a ton of standard features, including a decent CD audio system with Bluetooth and a USB port, remote keyless entry, power windows with one-touch down and up, and there's even  a three-year, 36,000-mile $0 Maintenance Program. Yep, no charge for oil service, belts, inspections, wiper blades, and brake disks, pads or fluid.

This 2013 MINI did not disappoint. It just feels good to step into a MINI. It feels close, but not claustrophobic. It feels like a party. And from the moment you slide in the flying-saucer key and push the start button, it's game on. The sound is sporty without being showy, the steering delivers plenty of feel (thanks to its BMW ancestry) and that shifter delivers the goods. I like being seen in a MINI because it feels like home.

There are other small cars out there. Some of them are even hatchbacks now, but the MINI experience is simply different and unique.The Coopers are built in Oxford, United Kingdom, so they are British, but they have a French Engine and a German transmission for an international flavor. It's the taste of European fun, on a budget.

You can customize your MINI Cooper in countless ways well  beyond model and color. There are different seat designs, wheel styles, door panels, trim patterns, and some of the choices are not just add-ons--they're alternatives. Have as much or as little as you want. And you can do all this choosing at MINI's amusing and informative website.

It's easy to feel good driving a MINI for environmental reasons. It gets a solid 8 out of 10 for Greenhouse Gas and a decent 5 for the Smog score. It's not as clean as a hybrid, but it doesn't drive like one, either. MINI fans all over the world know exactly what that means.

Hyundai Elantra GT - The Right Recipe

The Elantra GT is another example of Hyundai's successful approach to marketing cars in the United States (and presumably, elsewhere). Each time they introduce the next generation of a model, it's notably better than the previous one.

The GT is the third model of Hyundai's compact Elantra lineup. The Elantra now comes as not only a four-door sedan but a two-door coupe, and the GT takes the place of the previous Touring model, which was more a station wagon design.

The GT, like other Elantras, now flaunts the swoopy lines that are part of the company's "Fluidic Sculpture" design motif. This dramatic look has helped make the midsize Sonata a huge success, and has given more charm to the modest Accent and other new Hyundais, including the Tucson and Santa Fe crossovers.

The car is very much in the thick of the marketplace, with plenty of competition. And Hyundai's information packet is eager to compare its new five-door hatch to others. These include the Toyota Matrix, Mazda3, Ford Focus, Subaru Impreza and Volkswagen Golf. Interestingly, in pretty much every category, the car is equal or better than the others. And that's really the point--this Korean brand wants to be seen as a direct competitor to the mainstream companies--not a bargain version. I think we've seen Hyundai and it's sister brand, Kia, achieve parity in the latest generation of its products.

The GT, despite a name that sounds like it could be on a Ford Mustang V8 or even an Italian exotic sports car, is a five-door hatchback. But that's just fine. It offers more interior space than most of its competitors (at least last year's versions) and is lighter than the others, at 2,784 pounds. That means that its 1.8-liter four-cylinder engine, one of the smaller ones of the aforementioned comparative vehicles, gets the most power per liter of displacement (82.2). The GT is at least 100 pounds lighter than the other cars, thanks to greater use of high tensile steel among other things.

The 1.8 liter engine puts out 148 horsepower and 131 lb.-ft. of torque--at the smaller end of the field, but still enough to permit some spirited driving. My Black Noir Pearl tester had the six-speed automatic, but a six-speed manual is also available, and I expect would be even more fun.

Fuel economy figures are class-competitive, at 27 City, 37 Highway (30 Combined) for the automatic version. The EPA numbers are very good--Elantras have been near the top of the list for a while now. For cars sold in California, the Smog score is 6 and the Greenhouse Gas number is 8. There's a PZEV version of the automatic version that gets a 9 for its smog score. Those are hybrid level numbers. All Elantras get SmartWay designation from the EPA.

Like most cars of its category, the Elantra GT employs MacPherson struts up front with coil springs and gas shock absorbers, and torsion beam and monotube struts in back. Compared to the sedan version, the GT's higher spring rates and other tuning give it a more athletic performance. The GT's optional 17-inch wheels impart a sportier look and receive special sport tuning to dial in even more of the fun factor.

Like all the new Hyundais, the high-energy personality isn't reserved for just the body styling. The interior is lively, with exuberant swirls along the dash and doors. The door-mounted window controls are at a 45-degree angle, for example, not on the straight horizontal. Shiny trim and handsome double gauges give a surprisingly upscale appearance. I was impressed that the fully featured audio system displayed the entire artist name and song title. Some more expensive cars I've tested don't.

The Elantra is not an expensive car, but you can boost its price by about 25 percent by adding the Style and Tech packages. My tester had them. The Style package adds the 17-inch wheels and sport suspension, as well as a panoramic sunroof and leather seats, steering wheel and shift knob. The driver's seat has power adjustments, including lumbar. You get racy looking aluminum pedals, too, and the convenience of an automatic-up driver's side window (handy for sprinting away from toll booths).

The Tech package adds a navigation system, something that's nearly as common today as a radio was a generation ago. You also get dual automatic temperature control, keyless entry and a neat hidden rearview camera.

The car's versatility, with folding seats and handy rear hatch, make it a good choice for active lifestyles and small families looking for economy without boredom.

Prices start at $19,160 for the manual-equipped model. Add in the automatic transmission, the Style package ($2,750) and Tech package $2,350) and you get my tester, at $25,365 (including floormats). All prices shown include shipping.

The Elantra GT blows away the old Touring wagon, which was a nice little car but didn't have much pizazz. With the looks and youthful driving personality, it should continue to boost the brand. You can get one for barely more than a commute mobile or spice it up and have a real hot hatch.

Mazda3 - Doing the Job Well

I was expecting the Mazda3 five-door I tested to do a fine job of hauling me and my stuff in comfort and economy, and it certainly did so. It has been on my short list of "Cars I'd Buy" for quite some time.

As a compact wagon, it's the perfect car for efficient commuting during the week and carrying lots of gear on the weekend. I carry a bass and amplifiers, so that's easy. You may have camping gear or make periodic trips to Costco. Same difference. The rear seats flip down easily (and feel very lightweight when you release the catches on them). When the seats are up you can put real people in the back. Four might be happier than five, but three slim folks in back is do-able.

With its 2.0-liter, 155-horsepower engine, the Mazda3 delivered 32.7 miles per gallon--that's against the EPA's 27 City, 38 Highway (31 Average) scores. So--I outdid the EPA this week, for a change. Mazda is touting its new "SKYACTIV" Technology, which is their way of saying they worked on many of the details of a conventional powertrain to increase efficiency. EPA Green Vehicle Guide scores of 9 for Air Pollution and 7 for Greenhouse Gas, along with those favorable mpg numbers, make this a great choice for anyone who wants to go green without spending the extra money for a hybrid.

My tester came with a six-speed manual transmission, so it felt sportier--and a little more like its MX-5 Miata cousin. An automatic is also available, and it increases the fuel economy by 1 mpg.

Other than a mediocre audio system (and no USB port or satellite radio) I was happy all week in my tester. And the price brought a smile too--just $19,745, including delivery.