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.

Hyundai Elantra Coupe Adds Style to a Favorite

Years ago, Hyundai vehicles were decent transportation devices but didn't quite measure up to the more established brands, such as Toyota and Honda. Their styling was boring or derivative -- or both! But since the Fluidic Sculpture look arrived a few years ago, Hyundais are cool.

The Elantra sedan got hit with the beauty stick for 2011. Since then, it has won awards and generally spread itself all over American highways. Today, you can get a five-door GT model and the new two-door Elantra Coupe. I just tested an Atlantic Blue sample.

The market for compact sedans is heating up and is brutally competitive, so Hyundai has chosen to distinguish itself. For one thing, it looks sharp. The flowing creases on Hyundais are almost enough to make you seasick if you study them for too long, but the point is, the cars look very good and also not like anything else. The six-sided mouth looks like it was designed specifically to eat up the competition.

My wife commented that she "could see the clay," meaning the models produced in the styling studios. The wavy lines and dramatic curves would be fun to carve into the models. I assured her that the folks in the studios use computer-aided design today, but I see her point. 

The Elantra Coupe is roomier than its competitors, moving slightly into the midsize category, leaving the others in the compact dust. A few cubic feet more makes more room for passengers and an overall better experience.

You can get an Elantra Coupe in the GS or SE model. The SE, of course, is sportier, looking especially so in the coupe format. The SE wears 17-inch alloys in place of the GS's 16's.

Every Elantra Coupe comes with the same proven engine as in the sedan -- a 1.8-liter inline four-cylinder with 148 horsepower and 131 lb.-ft. of torque. In California, Oregon, and a few other enlightened places, you can get a PZEV (extra clean) version of the SE. The PZEV version loses three horsepower and 1 lb.-ft. of torque, but it gets a 9 in both Greenhouse Gas and Smog scores from the EPA, while earning official mileage scores of 27 City, 37 Highway, and 31 Combined. I got less.

The fuel economy gauge in my test car reset after each fillup, so I got 24.5 mpg on the first tank, and, with a few non-commute longer freeway trips, 28.4 on the second tank. These numbers are not the absolute best around, but are darned close.

The engine, combined with either a six-speed manual or six-speed automatic, is a good match for the approximately 2,700-pound coupe. I would have liked to sample the manual, but the automatic did what automatics these days do--move the car along quickly with no fuss. Today's technology is probably a whole lot smarter than we are, anyway.

Hyundai has stylish exteriors, but it's inside where you really can sense that something has happened. The detailing is exquisite, considering the price point. Seams match. Surfaces are interesting and varied. The chrome trim over silver on the controls is elegant. The pinch of the dash where it meets the center console is dramatic and allows for slim storage pockets along the console. Only the SE gets aluminum pedal covers.

Hyundai also knows its seats now. I took two drives on Saturday that took me way out in different directions for events, and I never got sore or still sitting there. The seats are a bit more bolstered than the ones in the sedan, for sportiness, but also to hold you in place en route. The seats are heated in all Elantra Coupes.

Every Elantra Coupe comes with an audio system. The standard 172-watt system includes Satellite RAdio and a USB port for your iPod. The optional one nearly doubles the wattage to 360 and adds an external amplifier.

My tester, as an SE PZEV with automatic transmission, was at the top of the price chart. It's base price of $20,745 rose about 10 percent with the Technology Package ($2,300). It includes a navigation system with a seven-inch color screen and the optional audio system, passive entry with pushbutton start, and automatic headlamps. Total price out-the-door was $23,965. The base car, a GS with manual, starts at $18,375.

What a fun way to be frugal without being boring or bored.

Nissan Pathfinder - On a New Track

As an answer to Ford's Explorer, the original Nissan Pathfinder, based on Nissan's successful pickup truck, moved people with sport and utility.

Now, more than 25 years later, the fourth generation of 2013 moves from that truck platform to a unibody--becoming, essentially, a crossover. That's what the market is doing, too, so the timing is right. The unibody, along with other thoughtful decisions, drops weight by around 500 pounds from the old vehicle--so it is more efficient, especially with its 3.5-liter V6. It has only six fewer horsepower than the '12's larger, heavier 4.0-liter V6, adding to the fuel efficiency--or posted fuel efficiency.

As it turns out, the EPA ratings are 19 City, 25 Highway, and 21 Combined for the four-wheel-drive model (add 1 mpg for the two-wheel-drive version). I got 17.4 mpg in my week of travels. The EPA's environmental ratings are 5 for Greenhouse Gas, and a 5 for Smog, too.

To me, the Pathfinder feels large--certainly bigger than the original model. Nissan's new styling departs from the angularity of truck-based SUVs and delivers some of the molded and finessed lines of the Altima and Maxima sedans. This is a period of greater styling enthusiasm throughout the industry, so there are no more plain cars to buy. Up front is a wide, shiny chrome grille--a little retro--and the roof wears a handy rack. My Arctic Blue Metallic tester had the optional cross bars, so the rack would actually be useful for transporting luggage and not to look jaunty.

My tester, at 4,471 pounds, moved smoothly with the 3.5-liter V6. Nissan installed an XTRONIC continuously variable  automatic transmission, and with that, the car's computer can calculate exactly which ratio will work best for cruising, climbing, accelerating, or wherever the car takes you.

If you have any plans of actually using the Pathfinder offroad, there's a handy dial on the console for the 4X4i intuitive four-wheel-drive system. You can pick two-wheel drive for the most efficient travel under normal conditions. Set it to Auto mode and let the computer decide if four-wheel traction is needed, or, under real climbing or snowy/muddy/icy conditions, lock it into full-time four-wheel drive. It's easy.

What this car will do very well is carry families around. Crossover SUVs are the station wagons of today (you have to be of a certain age to even remember those big, full-size Chevy, Ford, Chrysler, Dodge, Rambler and other wagons that carried people in the 1950's to 1970's. Today, of course, you can take your videos with you, and my tester--the top-of-the-line Platinum model--had the Platinum Premium Package ($2,300), so the front-seat headrests contained screens for the second- and third-row folks to view videos. You get two pairs of wireless headsets and a wireless remote to give those back seat riders all the comforts of home.

The Pathfinder offers three-row seating. I never rode anywhere but the driver's seat, but my full-grown, six-foot-tall son told me that the second row accommodations had plenty of legroom, but that the lower cushion felt too low, and that his knees rode too high. The third row, however, is easy to access, because the middle row folds and slides out of the way, thanks to Nissan's EZ Flex Seating System.

My tester, loaded with everything imaginable, had Nissan's AroundView Monitor, which displays what's behind you when you're backing up, but beside it is an image of your car--from above! You can see the cars parked next to you and anything else--including children, Big Wheels, pets, boxes, planter boxes. It's almost impossible to run over something in this car.

I commuted in the Pathfinder, and that's where I got familiar with the interior. There are good sight lines, a pleasant, light-filled Almond space with soft-looking dash and doors (made of hard plastic), and jaunty angled door handles. The chrome-in-silver settings were posh. It sounds like a bad stereotype, but this new Pathfinder feels more feminine. It's a good chance that the driver will be female--a mom or just an adventurous woman with lots of friends--but there's nothing left that's truckish here.

Pathfinders come in four ascending levels: S, SV, SL, and Platinum. No car leaves the factory these days "stripped," but I know that my Platinum model was the big cheese here. If your interests are about moving people and gear, you don't need more than the S. It has a urethane wheel--the other models get leather. There's no Bluetooth. The seats are cloth in the S and SV--not leather. No satellite radio in the S. It doesn't get much in the way of option packages. But the Platinum is loaded--from it's 20-inch alloy wheels up.

Maybe "stripped" has taken on a new meaning. Every car has air conditioning, power windows, locks and mirrors and some kind of audio system these days. I'm guessing that they don't sell that many S models, with so many other modern conveniences like Bluetooth missing, but the price is surely a factor--both for affordability and for advertising. It starts at only $28,650. All four models offer two- or four-wheel drive, so the top model is the four-wheel-drive Platinum, like my test car--at $41,150. My tester came to $44,395 with its extra package and shipping.

That puts the Pathfinder in plenty of company. Built in Smyrna, Tennessee, it's big, comfy, attractive and wears the latest styling. Nissan has every reason to expect further success. I just wish it could get more than 20 miles per gallon.

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.