MINI Paceman - Amazing but Be Careful With It

MINI has been a bit hit since its revival under the direction of owners BMW. The little retro hardtop, which arrived in the U.S. for the 2002 model year, pretty much created the premium small car segment here. Since then, the brand has expanded its range to a multiplicity of choices, the most recent being the Paceman.

This new three-door hatchback is based on the Countryman four-door small crossover SUV, which is a slightly larger-bodied car built in a different plant, in Graz, Austria, that supplements the regular MINI line. Other MINIs are built in England as they have been since the original microscopic hatchback that debuted in1959.

The Paceman drops two doors, and some practicality, as a sacrifice to style, although it does retain that handy hatchback. That rear door opens when you press and open up the MINI logo on the tailgate, in the same way the VW Beetle has done since its revival in 1998.

As a longtime MINI enthusiast, I've watched MINIs grow and proliferate, and have tested some of them along the way, including a plain hardtop last July. I hungered for my time in a Paceman, and finally got the opportunity for a week with a Starlight Blue example. I was very excited, and I snapped a photo of it as soon as the car arrived to use as my iPhone lock screen photo, to keep the beloved car near me (that's the photo I used here). However, my week with the car was not sheer bliss, as fine as the car is.

For one thing, despite its familiar MINI design cues, the car is significantly larger than the hardtop. It's 5.4 inches longer, 5.5 inches higher, and 4 inches wider, on a 5.1-inch larger wheelbase. Most telling, it weighs 400 pounds more, too. So, you can't expect as nimble handling as the original hatchback, and using the same engines, performance will not be as thrilling.

My tester had the turbocharged engine, as a Cooper S, so there were 181 horses on tap. My tester also had an automatic transmission, which, while working quickly and efficiently, was not the same as a clutch and manual, even with the steering-wheel-mounted paddles. These paddles, by the way, allowed up and down shifting on each side, rather than splitting it left/right. I think the 121-horsepower standard engine might be a bit overworked in this 2,940-pound vehicle.

The EPA gives the Paceman with turbo engine and automatic a rating of 23 City, 30 Highway, or 26 mpg overall. I averaged 25.2 mpg, which is about as close as I've gotten to the EPA's numbers recently. The green scores are 5 for Smog and 7 for Greenhouse Gas, or better than average, but not as good as the hardtop, which also boasts 6 for Smog and 8 for Greenhouse Gas, along with 29 City, 37 Highway, 32 Combined fuel economy with a manual.

I wasn't disappointed with the performance, certainly, as the flat cornering, quick steering and feeling of quickness and control were all there. I did find that there were a few annoyances, however, that surprised. me. For one thing, with its upright windshield, the normal sunvisor would cover just a fraction of the side window, so MINI supplies a special left side visor, which replaces the grab handle. However, the visor folds down and covers only about an extra inch or two of window. My face got baked on my morning and  afternoon commutes, and there was nothing I could do about it. I designed an extendible visor in my mind, and if I owned the car, would look into something like that.

Also bothersome is that I was unable to get the rear seats to fold flat. I used the car to take my bass to rehearsal, and it fit in there just fine, but if I were sliding boxes in it would be disappointing. I didn't see any way to make them fold flat, even consulting the owner's manual.

The MINI interiors are fanciful, fun to look at, seemingly well made, but sometimes frustrating to use. I do enjoy using the toggle buttons for things like the lights and sunroof, but in noticed that this car actually had door-mounted window switches--the first MINI I recall with them. However, the playful, Disney-inspired cockpit puts lots of tiny buttons low on the center panel, which makes you take your eyes off the road to use them.

There's a little joy stick controller in the floor-mounted center console for operating the dash-mounted information panel, and with some practice, I was able to do things like select radio stations or make climate control adjustments without looking. Funny that the huge 8-inch-diameter center-mounted speedometer, to accommodate this info panel, floats it awkwardly in the center of the gauge, making me think of "round peg, square hole." This may be addressed in the next generation cars.

I wished every road was a curving back road when I had this car. My time out there was bliss, and the car really shone. In commute traffic, being taller and bigger than a MINI hardtop gave the Paceman more comfort and road presence, so that was good, too. Flip the Sport button and the steering tightens up, the shifts are delayed, and you feel even more like you're piloting a sports car.

Another issue: I slammed my hand in the door one night, mysteriously. I later figured out that the door fools you. The window and interior panels are one size, but the door cut from the outside arcs around several inches, with a wide swath of two metal panels only. It tricked me. While entirely unnecessary and kind of phony, this door cut gives the right roundy, friendly MINI look -- but beware.

MINI's philosophy includes being "different" and it certainly is in so many ways. One feature is the ability to customize your car more widely than most other vehicles. Not only can you add things, but you can choose between options at no additional cost. So, besides picking between engines, transmissions, two- or all-wheel Drive and interior and exterior colors, you can choose different seat fabrics, order contrasting or body-color mirrors and roof, put the Union Jack on your mirrors, add chrome trim inside and/or outside, and even change the color of your turn signal lenses (see below).

My test car is a great example of what happens when you check a lot of boxes on the order sheet, and it's reflected in what would become my final complaint -- the price. As equipped, my MINI Paceman came to $39,800. How did it get to that astounding figure?

The base price of a Paceman is $24,000, including shipping. That seems pretty reasonable, especially with the smaller hardtop starting at $20,400. If you want the turbo S model, make that $27,800. Adding all-wheel drive pushes it to $29,300.

Yes, that leaves another $10,500, and here's how it adds up:

• Starlight Blue paint                       $   500
• Leather interior                               1,500
• Cold Weather Package                      750
• Navigation system/Bluetooth        1,500
• Premium Package 2 (sunroof)      1,250
• 19" alloy wheels                             1,750
• Keyless entry                                     500
• Xenon headlamps                               500
• Satellite Radio/1 year sub.                250
• Harmon/Kardon premium sound      750
• White turn signal lenses                    100

There it is -- the $40,000 MINI Paceman.

My feelings about the car varied over the test week. It's so fun to drive, interesting to look at (with the latest MINI design cues, sure to proliferate into the new 2015 hardtop), and filled with interconnectivity and information. I really like the big P A C E M A N letters across the tail. I enjoy the feeling of being in a MINI on the road. But for $40,000, can't you buy a real BMW?

My Paceman (I'd still consider buying one, despite my affection for the smaller Clubman) would include the turbo engine (S level), Satellite Radio (a virtual necessity for commuters) and possibly the Navigation/Bluetooth. I'd skip the all-wheel drive. With those features only, I might be looking at a $30,000 MINI, which is much more like it. I really liked my tester's Starlight Blue paint, too, but Chili Red and Light White come without the $500 premium.

MINI is successful, and growing, and there's much fun to be had, but try to restrain yourself when you peruse the option list, and be careful when you close the door.

Nissan Versa Note - Entry Level Never Looked so Good

The Versa is Nissan's lowest-priced car. Assembled in Mexico, it leads the pack of entry transportation modules, too, and it's no surprise. The previous Versa hatchback and sedan provided a lot for the money, giving upstart Hyundai and Kia a real contest.

Well, nothing stays constant in the car business (or anywhere else, it seems these days), so for 2013, Nissan brought in a brand-new Versa sedan. It was nice enough, but not that exciting. The 2014 Versa Note is something different, though.

Called simply the Note in other places it's sold, it's a five-door hatchback--a very useful configuration. It has the kind of eye-catching look that you'd find on, say, a Mazda3, with plenty of motion and character. My test car, in a bright, unpretentious metallic blue, seemed happy to be a car.

My first look at the Versa Note was when I saw the back of one on a transporter truck on the freeway next to me. It looked different--but sort of familiar, too. Then, I went by a dealership and took one out on the road with a friendly salesman. But my blue test car was mine for a week, and I took it all over the place.

Despite driving cars as exotic as the BMW M6 I had in April, there's nothing like a simple, straightforward little car. Despite its modest 109-horsepower 1.6-liter engine with 107 lb.-ft. of torque, the Note sings just fine out in traffic. The electric power steering delivers safe, secure, and responsive steering. The transmission, a continuously-variable automatic favored by Nissan in many of its cars, takes care of business. The brakes, front disc and  rear drum, have antilock, Electronic Brake force Distribution, and Brake Assist--modern technology that gives you confidence out there in the driving jungle.

The Versa has always been an economical car. The new one, with the CVT transmission, averages 35 mpg, with 31 City and the coveted 40 mpg Highway, per the EPA. I got 32.6 mpg, still better than most cars out there. And the the EPA's fueleconomy.gov website gives the Note a 6 for Smog and a sensational 9 for Greenhouse Gas. It's SmartWay approved.

The basic car, the "S" model, comes with a five-speed manual transmission and some worthwhile items. It also offers a low base price of under $14,000. Step up to the S Plus and get the CVT automatic, as well as cruise control and an interesting and unusual feature - Active Grill Shutter. This controls airflow for slightly better aerodynamics--which means better fuel economy, too. The SV is the likely bread-and-butter model, with power windows and locks, keyless remote, Bluetooth, a leather steering wheel, and more. It starts to feel fancier at that point.

My test car was the top-level SL, with the SL Package ($1,700) and SL Tech Package ($800.). That $2,500 give the car everything you'd want short of a true luxury rig. You get nice 16-inch alloy wheels, fog lights, and variable intermittent wipers outside. Inside, enjoy Sirius Satellite Radio, a USB port for your iPod, heated front seats, and even a rear-seat armrest with cupholders.

The SL Tech Package adds a 5.8-inch color touch-screen display for navigation and also a ton of amusing electronic features normally found in cars higher up the food chain. You can even order Nissan's "Around View Monitor," which works along with the rear view camera to give you a bird's-eye view of your car for excellent parking.

I tried out the Navigation system and Satellite Radio, but never got around to using the hands-free text message assist. Apparently, it will read your messages to you. I'm sorry I didn't get to it, because if it's like the one on my wife's voicemail at work, it makes a lot of hilarious machine-brain-only mistakes.

From $14,800 for the S to $19,280 (including shipping), you go from basic to super. $20,000 is now the starting price for a car with modern electronics--and most people expect those features in any car today.

One nice little item was the Divide-N-Hide rear floor. Working something like an old-fashioned Monopoly board, a hard panel sits at exactly liftover height to make a flat floor when the seats are down, for easy loading. If you need more height, pull and fold it (it explains the process right there in the car) and you've got more space. If you like that space to be private, lift up a corner of the floor and stash a briefcase or laptop out of sight.

I wasn't expecting greatness for the price and market position, but I came away thinking, "I could live with this one for a long time." I got listenable sound from the audio system, high fuel economy, incredible rear seat leg room (shockingly like a limo), modest price, and effective upright bass hauling ability, and the car was actually enjoyable to drive. You can pick colors such as Metallic Peacock and MorningSky Blue to stand out.

It's never been so good at the bottom of the market as it is today, especially at the top of the bottom like my Versa Note tester. This is what the family car looks like in some countries, and it's a great way to keep it modest without pain.

Audi A2 May Return--Hooray

In Europe, they get lots of cars that we don't--and sometimes that's a darned shame. One car I've always liked and never gotten to experience is Audi's diminutive A2. But that could change soon.

At the Frankfurt Auto Show, Audi will debut a new A2, bringing back a car that's been out of production for six years. Like the old one (above left), it will be a five-door hatchback, but this time they plan to make it an electric or electric hybrid.

The reason you're seeing these small cars from the luxury manufacturers is the upcoming increase in the fuel economy standards. You won't get to 54.5 mpg with the lineups these brands currently market in the United States. Look for BMW's i-series cars to give this new A2 competition if it shows up here.

I am still pining for the Audi A1--a MINI-sized car that I know would be popular in the States--but it would probably not be profitable, which is why you and I have not seen one on the roads (yet).

Ford Pinto Turns 40--Join the Stampede!

Are you a fan of the Ford Pinto? Built from 1971 to 1980, Ford's diminutive little vehicle was meant to stem the tide of Japanese imports that invaded our shores starting in the mid 1960's. Sure, we had the first batch of "compacts" for 1960, when the Chevy Corvair, Ford Falcon and Plymouth Valiant (actually, it was just the Valiant the first year) arrived to battle the already-compact Rambler.

In any case, by the late 1960's more help was needed, so subcompacts arrived--in the form of the Pinto, Chevy's ill-fated Vega and the odd but loveable AMC Gremlin. Yeah, remember the Gremlin? It was two-thirds of a compact sedan, but completely unique and cost very little to design (AMC was hurting for cash). Chrysler began importing Mitsubishis to fill its compact car needs (remember the Dodge Colt?).

All this is prelude to the big news. To celebrate the anniversary, over the last several days, a convoy of Pintos, called the Pinto Stampede, has driven together for 1,600 miles from Denver, Colorado to Carlisle, Pennsylvania, where a huge event, the Ford Nationals was taking place. Actually, it's probably winding down right now.

What makes someone a fan of an odd little car? Well, maybe it was their first car. Maybe they thought they were cute back then and always wanted one. As the owner of a Nash Metropolitan I think I understand.

The Pinto debuted as a three door hatch or a two-door coupe, but later was sold as a cute little wagon--including a model with woodgrain applique on it like a Ford Country Squire! Hmm, cute. It was more efficient and got higher mileage than contemporary big cars. It was a start. I kind of liked them, especially the hatchback with the large rear window. But I've never driven one.

Today, you can buy a Ford Fiesta that's much better in every way, but there's nothing like an American classic. Ask members of the Ford Pinto Car Club.

MAZDA2 Does it All

Mazda has done very well with its Mazda3 compact sedan and hatchback. But the world needs smaller cars, too, so the Mazda2 represents the company’s entry in the subcompact segment.

Available only as a four-door hatchback, in two levels, the Mazda2 offers amazing utility while still taking up very little space in your driveway. It will carry a bass; the rear seats fold down in an instant.

Though it felt sporty, my Spirited Green test car fell down a little when accelerating in second gear uphill. Its 98 lb.-ft. of torque isn’t enough to do it with gusto, but once things level out, whipping along at freeway speeds is no problem.

The car is carefully crafted inside and out to minimize the sense of how small it is. The wedge-shaped body has lots of exciting curves to give a feeling of movement even when stopped. There is very little overhang front or rear, yet the car doesn’t elicit claustrophobia inside. The dash feels substantial where it needs to be but tapers off at the far corners to provide a sense of openness.

The Mazda2 weighs just 2,306 pounds. That means it can use a 1.5-liter four-cylinder that puts out only 100 horsepower and still be a blast to drive. The engine is rated at 29 City, 35 Highway (32 Combined) with the manual five-speed (which my test car was blessed with) and slightly lower 27/33 with the available automatic. I averaged 33.4 mpg.

EPA Green Vehicle scores are 6 for Air Pollution and 7 for Greenhouse gas. That’s below Hybrid levels but excellent for a gasoline-burning car, and earns the Mazda2 SmartWay status. The Honda Civic and MINI share identical Green Vehicle scores with the Mazda2.

The car definitely benefits from the direct action of the slick manual gearbox. The shift knob grows directly out of a protruding section of the center console. The instrument panel is compact, looking like the three-pod gauge cluster on a motorcycle. The 120-mph speedometer is in the center, with a tach to the left showing the revs.

The Mazda2 comes in Sport or Touring levels. The Sport arrives pretty well equipped, with standard air conditioning; power mirrors, power windows and door locks; an AM/FM/CD/MP3 audio system with four speakers and an audio auxiliary jack; and remote keyless entry.

The MAZDA2 Touring (as my tester was) adds features inside, such as upgraded seat fabric with red piping, a luxurious leather-wrapped steering wheel with audio and cruise controls, a trip computer and a six-speaker AM/FM/CD/MP3 audio system. It replaces the Sport's stamped steel wheels with 15-inch alloys. Other dress-ups include fog lights, a rear roof spoiler and a chrome exhaust tip.

My test car came to $16,185, but the Sport starts at just $14,730—including destination charges. Compare that to the Civic, which starts at $16,555 and the MINI, at $20,100.

The Mazda2 is a world car. It was originally launched in 2007 in Europe, Japan and Australia. Since then, it has won 48 automotive awards, including "Car of the Year" accolades in many markets, including Japan, New Zealand, Chile, Bulgaria and Greece. It was selected as the "2008 World Car of the Year" (WCOTY) at the 2008 New York International Auto Show. More than 400,000 units have been sold around the world since its debut.

There are many ways to reduce our dependency on oil (foreign and domestic) and to lower our carbon footprint. Electric vehicles have small ranges and are expensive. Hybrids use fuel very sparingly but remain pricey today. One of the easiest things you can do is to drive a smaller car. The Mazda2 is a prime candidate.