Volkswagen Jetta Sportwagen - More Everything

Some cars are the "next" one in the test cycle, but others, you look forward to. The Jetta Sportwagen is one of the first kind.

This is a car ideally suited to my needs and my tastes. Compact, but with room for five people, it has more than 66 cubic feet of carrying capacity in back with the second row seats folded. It's lively and fun to drive--especially when you get it with the six-speed manual transmission. And, for commuting, the TDI Diesel version, which I tested, brags of 42 miles per gallon on the highway.

My tester arrived in Tempest Blue--a color I might actually order if I were buying one. The design is smooth and pleasant, without any sharp edges or trendy angles or styling quirks. Volkswagen has stayed away from extremes, with more of a Brooks Brothers look than the runway fashion trend of the day. This design is actually a few years old, and has a softer presentation than the tailored look of the newest Jetta and Passat.

As Jettas have been for years now, this car is built in Puebla, Mexico, but it has a German engine and transmission. The Puebla plant, birthplace of millions of Beetles, has lots of experience, and the quality of assembly and materials is just fine, thanks.

The car's interior is what you'd expect with a VW--rather conservative--but that's really a virtue in a car that you plan to spend time in. There's nothing to distract you from your tasks. The gauges are clear and uncluttered. I did find the climate dials to be small and hard to decipher in their low position on the center console, but after I studied the settings (while parked) I got the hang of it. The brushed metal trim is nice.

My car was happy to pair with my iPhone, but I got more than I expected, when Bluetooth attached itself to some downloaded music. I kept getting the same song playing a few seconds after the car started, while the phone was connecting. After a push--or two--on the Satellite Radio button I was hearing what I wanted again.

The Jetta Sportwagen comes with either a 2.5-liter in-line five-cylinder engine or the super-mileage 2.0-liter TDI Diesel. The veteran 2.5-liter offers 170 horsepower and 177 lb.-ft. of torque, and is a perfectly good engine for driving around a 3,300-pound sedan or wagon. But the TDI Diesel, although it has "just" 140 horsepower, as Diesels do offers much more torque--236 lb.-ft. in this application. That means that the car feels stronger than you might expect. Combining the small engine size with the efficiency of Diesel means that I was able to get 40.3 miles per gallon during my week of commuting and errand running.

Diesels are rare in the U.S., still, but are common in Europe. The advent of low sulfur fuel has taken almost all of the negative aroma factor out of the fuel. It was priced at the same level as mid-grade gasoline during my test week--just about $4.00 even, but with that kind of economy, it's a real deal. And, with its 14.5-gallon tank, you can get about 600 miles without stopping to refill. Go ahead and take that trip from San Francisco to San Diego. Speaking of fueling, there are plenty of places to buy Diesel fuel, but not every station carries it, so it's good to start looking when you hit the quarter tank mark.

My tester came with the panoramic sunroof, and it's a fine device for letting in light and air. However, you can buy this car without it, saving $1,800 (you do have to sacrifice the lovely 17-inch alloy wheels in the bargain, however).

The base Sportwagen is the S, which starts at $21,390, with the 2.5-liter gas engine and manual six-speed transmission. This is by no means stripped down. You still get leather on the steering wheel, air conditioning, cruise control, Bluetooth, heated seats, and more. You can step up to the SE and add the comfy leatherette seating, a stronger audio system, alloy wheels, chrome trim and leather on the shift knob.

The TDI then arrives. Get it with or without a sunroof and at the top, or with sunroof and navigation. Even at the pinnacle of Sportwagens you're still a little under $30,000. My tester, without navigation, was $28,390.

Some cars are more fun to drive than others. Some are more economical. Some are more practical. The Jetta Sportwagen is really more everything -- except expensive.

Jeep Grand Cherokee SRT - A Mighty Beast

The Jeep Grand Cherokee has been a popular choice for comfortable on- and off-road motoring for more than two decades. Built since day one in Detroit for American tastes, it has been refined and expanded over the years as one of Chrysler's big success stories.

I got a chance to spend a week with the uber-Grand Cherokee SRT recently. SRT, which stands for Street and Racing Technology, is a group within Chrysler that creates super versions of cars such as the Viper sports car and the Chrysler 300 and Dodge Charger.

In this case, the already formidably sized and shaped SUV receives a monster 6.4 liter Hemi V8 under the hood that grunts out a hefty 470 horsepower and 465 lb.-ft. of torque. Regular Grand Cherokees offer lesser powerplants, including the 3.6-liter V6 that's likely to be under the chiseled hood of most of them. It has "only" 290 horsepower.

The SRT shoots down the road like a rocket, and even comes with a Launch Control button and a set of Performance Pages on its 8.4-inch dash screen, so you can drive like a professional driver, bringing engine, transmission, driveline, stability control, and suspension in line for a launch worthy of a racetrack. I regret that I didn't get to using it in my week of commuting and errand running.

The 8.4-inch screen also gives you access to Uconnect Access Via Mobile, an all-new feature that lets you stream your favorite music into the car using Aha, iHeart, Pandora or Slacker. You also get access to Bing Internet searches and can even use voice texting – something that I didn't get a chance to try but can imagine is a big selling point for those who simply must communicate at every waking moment.

The SRT's instrument panel features a 180-mph speedometer, and this feels like a car that can use most of that. You can get readouts for ongoing miles-per-gallon and other trip information too.

The SRT is loaded with anything you'd want in a luxury high-performance vehicle. The interior has been upgraded for materials, design and access. The new three-spoke steering wheel has a flat bottom, and with fine materials and  textures, feels different when making turns. The leather seats are extra luxurious and comfortable and fully adjustable. I noted true carbon fiber trim--an expensive and exclusive material that is often replicated but rarely provided.

The T-handle shifter for the transmission is more muscular and retro-themed--and is attached, this year, to a new eight-speed automatic that uses all the brains in the car's computer to provide exactly the right gear for whatever conditions you're in. It considers such things as engine torque, kick-downs, longitudinal and lateral acceleration, grade changes, friction and downshifting to feel natural, despite its carefully-plotted perfection. If you want to manually shift using the redesigned steering column paddles, that's available too.

The body of this massive projectile has been tweaked for 2014 from an already highly esteemed design. I was surprised to see massive vents in the hood--it probably needs them--and the slimmed-down headlamps and taillamps are surrounded by black for a "floating" look. The roof spoiler has been reconfigured and helps to move the air out of the way. The entire effect is more burly and tough to go with the SRT designation. In Dark Cherry Red, with massive 20-inch alloy wheels wearing Pirelli PZero tires, you notice this one coming.

Naturally, with this large of an engine, the fuel economy is not something to brag about to your ecologically-minded neighbors, at 13 City, 19 Highway, 15 Combined. I achieved exactly 15 mpg during my week, and was glad to get it. The EPA's Smog score is a 5 but Greenhouse Gas is just a 2.

As a possible off-roader, the Grand Cherokee SRT comes with a refined version of the Selec-Track system, accessible with a console-mounted dial. There are five dynamic modes: Auto, Sport, Tow, Track, and Snow, and each shows a different image of the car on the view screen when you select it. It lets drivers choose the vehicle setting that most ideally meets their needs and road conditions.

The Parksense feature lets you know what's around you when you're navigating the urban jungle. With a car this big it's good to be extra aware. With screen images and sounds, you're much less likely to run into anything--or anyone--with this electronic assistant.

Prices for the Grand Cherokee SRT start at $63,990, including destination charges. My tester came to $69,470. The entry point for Grand Cherokee ownership is the two-wheel-drive Laredo, at $29,590, and it works its way up from there. There is a 3.0-liter EcoDiesel option now, that puts out 240 horsepower but an astounding 420 lb.-ft. of torque.

This car is a halo vehicle for the Jeep brand, and in that role, is a perfect blend of sports car and people/gear hauler, with all the trimmings. And it's got a Hemi! I'm not sure it would be my choice of a daily commuter with those mileage and price numbers, but there's no question that the Grand Cherokee SRT makes a big impression, and competes successfully with the heavy hitters, such as Mercedes-Benz and BMW, for the luxury SUV buyer.

Ford C-Max Energi - Partway to a Pure Electric Future

For numerous reasons, more new alternative fuel vehicles are arriving in the marketplace. I hope it's because we really are tired of (and worried about) burning fossil fuels and wrecking our planet, but some of it is because the manufacturers have to meet stricter U.S. Government standards. And, manufacturers are competing with each other.

Toyota has claimed the green mantle so far with its popular Prius hybrid. In fact, Toyota currently has two thirds of the market. Ford is second--way down at about 12 percent--but it's growing. And a major reason is its new hybrid C-Max models.

In the U.S., you can get the C-Max only as a hybrid or a plug-in hybrid. Designed in and for the European family minivan market, it is available as a normal petrol-powered car there, but here, Ford is creating a new specific model to go head-to-head with the Prius, while still offering the same engine/motor combination in the midsize Fusion sedan.

The plug-in hybrid is a step between an all-electric car, such as the Nissan Leaf, and a normal hybrid. Hybrids use a gasoline engine coupled with an electric motor and a larger battery. The battery, not associated with the 12-volt one used to start the engine or power your radio or air conditioner, generates all of its power by regenerating it whenever you use the brakes. This works well, because hybrids never require plugging in. The system uses computer brainpower to know when to use the engine or the motor--or both.

A pure electric vehicle is great, until you run out of juice. Charging stations are few, and it takes a while, normally hours, to recharge a depleted battery. So, you could end up stuck somewhere, or be forced to limit the use of your car. A plug-in hybrid allows you to charge up for a limited amount and then, when that battery is dry, you automatically switch to hybrid mode and keep going.

Charging is easy, but you have to spend a couple of minutes every night pulling out the cord and connecting your car to your home's power supply. The durable cord coils up onto a portable holder that is stashed neatly under the driver's seat. It's enough of a bother to put it back there that I left it out on the rear floor during the C-Max's stay, only returning it to its hidden home when I gave back the car.

On the left front fender, the round plastic door flips up and over and you plug in what looks like a gas nozzle without the tube into the socket. Then, a circle around the filler glows in a clockwise moving circle. As you charge the car, it displays, in  quarters, what percentage the battery has charged. When it's 100 percent charged, the light goes out. It worked overnight on 110 current; a 220-volt system would presumably be much faster.

The C-Max is a very pleasant car to drive, with responsive steering, a firm, but not harsh ride, and an airy and attractive interior. You sit high, almost like in a crossover SUV. And, the electric charge is effective--until it runs out. But the transition from smooth, silent electric to gas/electric is virtually undetectable.

I commute 30 miles to my office each day, so my real-world experience was that I enjoyed about 21 fuel-free miles, and at about 2/3 of the way there, the car became a regular hybrid. Even then, part of my driving, even on the freeway, was electric, so, the first day, I ended up driving 23.6 miles on pure electricity for a 29.4 mile trip. That's excellent. I verified a similar performance on subsequent days.

Of course, with no chance to charge, my trip home was simply as a hybrid, but even then, I had 13.5 miles in "EV" (electric vehicle) mode.

The ideal case for this car would be to have a shorter commute, with a charger at both ends. Then, perhaps, my commute would use no gas at all.

One weekend day, I ran several errands around town, to the dry cleaner, bank, pet food store, and realized when I pulled into my driveway that I had done it all on electricity alone. And that feels good.

The C-Max combines a 2.0-liter gasoline engine with a motor to get 188 horsepower combined. The engine accounts for 141 of that. The battery is a Lithium-ion type rather than the older style nickel-metal-hydride, which means it's more efficient and can be smaller. As it is, the plug-in model must steal several cubic feet of rear cargo space for the battery. I was still able to open the hatch and slide in a variety of substantial items. 

The C-Max's accommodations look just like today's Fords--lots of angles, nicely finished surfaces, and a a lot of activity combined with a strong, solid feel. You also live with Ford's SYNC system for attaching your phone and devices, including voice activated phone and navigation system commands. There is a learning curve, but after several cars like this, I know how to use the quartered home page screen and to touch the corner to open up that feature, such as Audio, Navigation or Climate.The voice commands are usable for dialing someone while you're underway.

The instrument panel features Ford MyTouch, which gives you the power to change what you see on the right and left sides of the simple round speedometer. The left side displays fuel economy information and gives you insight into which powerplant is working and how hard it's working. There are several different views, but I liked the one with a double rainbow of bars that at a glance told the story. Of course, there are numbers available--the average miles per gallon being the one I cared most about. And the left side automatically gives a report after each trip on how efficiently you drove.

The right side of the instrument panel shows entertainment and other features, but is most fun as the Efficiency Leaves display. Drive gently and electrically and you can add various-sized leaves to the plant. When you're stomping on the gas on the freeway, the leaves fall off and disappear. You begin to feel guilty about "killing" the plant. This strategy may work for some drivers.

How does the EPA calculate fuel economy on cars that sometimes drive without fuel? The agency issues an MPGe number that is an "equivalent" value. So, the numbers for the regular hybrid are 47 for City, Highway, and, naturally, Combined (although I and others have not achieved that in real world driving). The official figures for the Energi are 108 City, 92 Highway, and 100 Combined. That sounds spectacular, but it will vary greatly depending on your driving. Driving only about a third of my miles in pure electric mode, I averaged a still good 49.5 miles per gallon (equivalent) over the test week. If you kept your driving more local and stayed on battery power, then the number would be closer to 100 MPGe.

And that's part of what you need to consider when looking at the C-Max--or any other hybrid, plug-in, or electric car. Hybrids normally are most efficient in town, so if you drive primarily freeway miles, a very efficient standard gasoline car might make more sense, particularly considering the price premium for hybrids. Certain, the Energi is great to drive, but I always was a little disappointed when the three-dimensional representation of a battery morphed before my eyes into the two-dimensional battery-shaped image used by  the hybrid drivetrain. I wanted it to last longer.

Prices for the C-Max Energi start at $33,345; the regular hybrid begins at $25,200. That's a significant difference for what could turn out to be an incremental fuel savings. These numbers are competitive with the Prius, and especially with the Prius v, the more wagon-shaped version in Toyota showrooms. If budget is your top priority, a gas-powered Ford Fiesta subcompact gets up to 41 miles per gallon on the freeway and starts at just $14,000.

If you're interested, in a C-Max, drive it and the Prius back to back. The numbers are close, but the Ford feels more fun to drive and the Energi's pure-electric range is greater than the plug-in Prius. I expect, in the near future, to see an improved electric range in the Energi--and probably a C-Max all-electric vehicle in what is shaping up to be an epic battle for green buyers.

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.

Canyon Johnson Lights up the Bistro

Canyon Johnson is a San Francisco Bay Bluegrass band that plays all over. Tonight, they brought their tight, smooth and pleasing blend of singing and picking to the Bistro in downtown Hayward, California.

The Bistro features nightly music of various kinds, often Blues or Rock, but this warm Sunday it was Bluegrass, traditional -- in the style of Bluegrass legend Bill Monroe. Several of his legendary compositions were brought to life in the cozy confines of the corner bar and music venue.

The band comprises six people normally, but tonight, fiddler Amy Scher couldn't make it, so the five went on without fiddle parts and Amy's voice. But you wouldn't have known it unless they had told you. Every musician was spot on the whole three sets.

There were many fine moments from banjo picker Bob Regent, who, at the left, kept a serious expression most of the time. Eric Charles sang and strummed his handsome bluegrass mandolin. Jeff Caton played his guitar both as a strumming accompaniment and took many vocal and guitar leads. I am guessing that some of those mandolin and guitar solos might have been fiddle parts under normal conditions, but the guys acquitted themselves well. Jim Duber pounded out the necessary backbone of Bluegrass music on his bass--barefoot!

Bassist Jim Duber, often hidden behind the band

At the center of it all, tall, beautiful Patti (PJ) Finney sang many powerful leads and often accompanied Eric and Jeff. Her smile at those moments of three part harmony lit up the room.

You could tell from the way they played that Canyon Johnson know their stuff, and enjoy each other's company. When Patti, Eric and Jeff gathered together in front of the microphone, it felt like a moment in a roadhouse many years ago, when musicians, to amplify their traditional unamplified music, squeezed together in front of the sole microphone to project the sound.

The Bistro, a Hayward musical tradition, served up the usual nice mix of beers on tap, and the friendly crowd applauded enthusiastically.

The band plays often locally. See their website at canyonjohnson.org for the details.

X1 - the Junior BMW Sports Activity Vehicle

There were some folks who were surprised or even upset when BMW went into the SUV business years ago with the X5. Purists, they were as upset about this development as Porschephiles were to see the Cayenne SUV. But that's what people want to buy, and it makes sense to move 3 and 5 Series lovers into larger accommodations when they need them. (The Porsche Cayenne has been a huge success, by the way).

I had the opportunity to pilot a new BMW X1 recently, and if you love the 1 or 3 Series sedans, you'll feel right at home. That's because this is truly a smaller vehicle than the X5, or even the tweener X3. All three X models are called sports ACTIVITY vehicles by BMW, perhaps to distinguish them from ordinary crossovers.

You can tell when you approach the X1 that it is more compact than its brethren, especially in height. It's nearly nine inches shorter than the X5--halfway between a typical SUV and a car. You can see that it is significantly smaller and lighter than it's X siblings, too. The table below gives some specifics.



                                                         X1               X3              X5
Length (in.)                                      176.5          183.0           191.1                         
Width (in.)                                         70.8            74.1             76.1
Wheelbase (in.)                               108.7           110.6           115.5
Weight (lb.)                                     3,726           4,068           4,960
Height (in.)                                        60.8             65.4             69.9
EPA Fuel Economy (City, Hwy)      22/33           21/27          16/33

The fuel economy numbers are for the smaller of the available engines. All three X models share a 3.5-liter inline six-cylinder engine that puts out an even 300 horsepower. For the X1 and X3, it's the bigger choice. They come with the excellent 2.0-liter turbo that is also in the 328 and 128 sedans. With 240 horsepower on tap, it moves the X1 along quite nicely, as it did in the 328 I tested recently. The X5 comes with a 400-horsepower 5.0-liter V8 as well.

The 2.0-liter gets an EPA rating of 5 for Smog and 7 for Greenhouse Gas--decent for a car of this size and type. 

The most notable thing about the X1 is how much it feels just like a BMW. When the X3 debuted years ago, it felt a little cheaper and the design, especially of the interior, felt a little budget, but in the X1 you get all the post-Bangle but still evocative curves and twists, the black and tan plastics, and nice brushed metal trim. I thought that the inside door grip felt a little non-luxury, with a slightly rough seam, but that was my only complaint. The dash itself  feels miniature--almost cute, but it has all the important data there.

The slightly higher position from a car (or BMW's iconic 3 Series wagon) gives that "in control" feeling that Americans claim is a reason to buy an SUV (or, more often today, an crossover vehicle). It feels better to not be looking up at someone's bumper. The X1's firm, compliant suspension and crisp steering deliver the sport sedan feeling, regardless of height.

The automatic transmission lever, now ubiquitous in BMWs, is a slim silver fish poking up from the center console. The X1 may have a manual available in Europe, but in the States it's not in the cards. Sorry about that.

The 2.0-liter turbo engine is rated at 22 City, 33 Highway, and I achieved 21.7 overall. I didn't drive especially quickly, but I did get stuck in some commute traffic. That was where the Auto Stop feature came in handy. It shuts off the engine when you stop, to save gas. This is a familiar experience, in, say, a Prius or other hybrid, but in a "performance" vehicle it's new. My monster BMW M6 (1,000th test car from a few months ago) also had this. I'm not sure how much gas it saves, but it has to be something. You can shut off Auto Stop with a button on the dash if it bothers you.

Americans love drinking (non-alcoholic beverages) while they drive, and the X1 comes with one built-in cupholder. But to get in that second one, there's a lovely detachable one mounted in the right edge of the center console. Like a silvery flower, it grows up and grips your drink effectively and quite aesthetically. I used it all the time. It pulls out and stows in the glovebox if you don't need it.

My tester had the M Sport Line, Lighting, and Ultimate packages, which added many fine features and many dollars to the total. From a base price of $32,350 for my tester, the bottom line came to $45,245. Some of the goodies in the packages include park distance control, a rear-view camera, high-tech Xenon lighting, automatic high beams, and more. The Ultimate Package actually included the Premium and Technology Packages, meaning you get a huge two-panel panoramic sunroof, power front seats, keyless entry, voice command for the navigation and other systems, and much more. Makes me wonder what a plain model would be like without all those goodies. They certainly made the "little" X1 feel like a real BMW.

The X5 starts at $47,500, and surely can be optioned up much further, so the X1 is a comparative bargain. To me, the compact, friendly nature of living with it for a week was a plus, especially if you don't need the bulk of the X5--or even the no-longer-small X3. And the X1 with the 2.0-liter four goes from 0-60 in 6.3 seconds, versus the X5's 6.4 seconds with its inline six, so you'll have plenty of fun out there on the road.

Baby Volvo C30 is Not for Everyone--but Definitely for Someone

The C30 is Volvo's smallest car sold in the U.S. The compact hatchback resembles a little the iconic 1800es of the early 1970's, but it is a modern vehicle.

With more interest in compact hatchbacks like this today, the C30 is kind of a relic, but a charming one. It carries the Volvo look to younger buyers, and offers, along with its turbocharged 2.5 liter five-cylinder (!) engine, a manual six-speed. Perhaps only older folks of a certain bent want to shift their own gears, but this car definitely has a sporty feeling.

That odd-numbered inline engine puts out 227 horsepower in standard garb, but my test car was one of 250 numbered limited edition Polestar models (the tiny plaque on the dash said No. 249/250). Polestar is the official tuner that Volvo uses to give its cars higher performance and more youth appeal. Thanks to Polestar, my tester put out 250 horsepower, because they boosted the turbocharger pressure. They also re-optimized ignition- and fuel-mapping, and recalibrated the throttle response. It's all done with software and chips these days, but there is no doubt that I flew up those on-ramps on the way to work.

The EPA gives the car a combined fuel economy number of 24 mpg (21 City, 29 Highway). I averaged 27.0 mpg--perhaps thanks to some freeway miles. The Green scores are5 for Smog and 6 for Greenhouse Gas.

How can you tell it's a Polestar car? Well, it came in a bright Rebel Blue paint. It also wore the small, square Polestar logos and flaunted a set of black wheels--the latest trend with young folks, apparently. It helped that my tester was not the base car, which is known as the T5. Mine was an R-Design model, which includes 18-inch wheels, a body kit with front and rear spoilers, matte finish grille surround on the outside and a shiny exhaust finisher. Inside, there's a special leather upholstery design, beautiful blue "watch dial" instruments, a custom steering wheel, and aluminum pedals.That's how a car that base-prices at $26,395 comes to $35,545 (including shipping). But this is the ultimate C30.

The driving experience is mostly fun. I was surprised that the company that designed and promoted seatbelts had one that rubbed against the side of my neck--and had no height adjustment. But the feeling inside the cabin is certainly fine, if a bit sober. The Scandinavian design aspect of this car is something to treasure today, when cars like, for example, the Ford Focus or Hyundai Elantra, offer a bewildering symphony of curves and swoops in the cockpit. The contour of the door panels in the C30, uninterrupted by bling, along with neutral materials, promote calm.

The slim center console, a silver ribbon running from dash to floor, is unique in the industry, made possible by compact electronics. The textures in this car are a little more energetic, it being a special edition. The console metallic trim, for example, has op-art flows of lines around the knobs.

There are some definite quirks to this car that you will have to not mind dealing with. The audio system was easy enough to work, mostly, but when I wanted to see the artist and the song title for selections on the satellite radio, I had to pick one or the other--not both, thanks to the small display. And it took seven different button clicks to change the selection from one to the other.

Different but not troublesome is the way you hide your valuables in the open hatch area. The C30 offers a soft folding cover that uses two spring rods and four tie-downs to the hold it in place. Don't need it? It unhooks in seconds and takes up almost no room.

The car has a navigation system, but it is set using a remote control unit, which I found in the center console bin. The screen flips up on the top of the dash. There is also a button on the back of the steering column that gives you some control options. The software to operate the system is a little confusing, but I figured it out as I was driving around, so you probably can, too.

I've always liked the little kangaroo-style lower seat cushion pockets in Volvos, and this car has 'em too. Slipping into the C30 for a trip somewhere is a pleasure--except for those annoying seatbelts.

Volvos traditionally were boxy sedans and wagons that lasted forever, thanks to being designed for tough Scandinavian winters. During the period when Volvo was owned by Ford Motor Company, they began to be nice looking cars, too. The C30 is based on a compact Ford Focus platform, so since Ford has sold Volvo to a Chinese company, the C30 may not be long for the line. That means you should get one now, if you want one.

But who is the buyer for a car of this size and price? It's too expensive for most young people, and it is not the brand that MINI or Mitsubishi EVO enthusiasts go for. It's meant for that rare individual who can appreciate its many pluses and wants to drive something distinctive. And that blue and black combination really stands out!