2016 Mazda Mazda6 I Grand Touring

   

Photo from Mazda.com

 In the midsize sedan segment, the Mazda 6 has always been a bit of an outlier, typically not garnering the attention of consumers as readily as its more popular rivals. That's a shame, because the 2016 Mazda 6 can go tire-to-tire against the segment's best in terms of driving enjoyment, cabin refinement, fuel economy and features availability. Furthermore, the Mazda 6 arguably has one of the most attractive and distinctive designs to go along with its sporty demeanor on the road.

     One of the 6's most impressive qualities is its combination of fuel mileage and performance. Equipped with the available i-Eloop system (optional on the Grand Touring trim), the Mazda 6 earns an EPA-estimated 32 mpg in combined driving, which is right at the top among gasoline-fueled, non-hybrid midsize sedans. Even without i-Eloop, the Mazda rates 31 mpg combined, which is still a great number for a family car. Despite its meager appetite, the 6 manages to be quicker than most four-cylinder-powered rivals. Acceleration is more than adequate whether you're carving through city traffic or getting up to highway speeds. On top of that, the 6 boasts precise steering and relatively nimble handling that make it fun to hustle along on the occasional back road or circular highway on-ramp.

     Though this Mazda is a fantastic choice for driving enthusiasts, the price paid for this level of athleticism is a stiffer ride than you might expect in a midsize family sedan. Bumps and potholes are more noticeable in the 6 than in its more softly sprung competitors, especially if you get the 19-inch wheels. And while the Mazda 6 has one of the best base four-cylinder engines around, there's no option to upgrade to a more powerful turbocharged four-cylinder or V6 engine.

      The 2016 Mazda 6 is a five-passenger midsize sedan offered in three trim levels: Sport, Touring and Grand Touring.

Photo from Mazda.com

     Standard features on the base manual-transmission Sport include 17-inch alloy wheels, LED taillights, a tilt-and-telescoping steering wheel, air-conditioning, cruise control, full power accessories, a height-adjustable driver seat, a 60/40-split rear seat, a multi-information display, Bluetooth phone and audio connectivity, and a six-speaker sound system with a CD player, an iPod /USB interface and an auxiliary audio jack. If equipped with the optional automatic transmission, the Sport also includes a 7-inch touchscreen, a rearview camera and audio upgrades (voice commands, HD radio, Internet radio apps, text message display function and automatic emergency notification).

     Stepping up to the Touring trim adds 19-inch alloy wheels, keyless ignition and entry, blind spot monitoring, rear cross-traffic alerts, premium vinyl (leatherette) upholstery, dual-zone automatic climate control, rear air-conditioning vents, a sliding console armrest and a six-way power driver seat. For the 6 Touring with an automatic transmission, there's an option package that adds a sunroof, an upgraded 11-speaker Bose audio system and satellite radio. This package is required if you want to have the Touring Technology package, which adds unique front end styling, adaptive LED headlights, LED daytime running lights, automatic wipers, auto-dimming rearview and driver-side mirrors, heated side mirrors, heated front seats and a low-speed frontal collision mitigation system with automatic braking.

     The Grand Touring includes all of the above as standard, as well as different 19-inch wheels, LED foglights, a rear spoiler, leather upholstery, a navigation system, a head-up display, steering-wheel-mounted paddle shifters, an eight-way power driver seat (with power lumbar support), a six-way power passenger seat and driver memory settings.

     Optional for the Grand Touring is the GT Technology package, which includes adaptive cruise control, a frontal collision warning/mitigation system with automatic braking, a lane departure warning system, automatic high-beam control and an energy capture system called i-Eloop ("intelligent energy loop") that improves mpg by storing energy captured during deceleration to a capacitor, which can then power air-conditioning, lighting and accessories for about a minute while the stop-start system shuts the engine down at a stoplight. Rear parking sensors are optional on any Mazda 6.

   

Photo from Mazda.com

 The front-wheel-drive 2016 Mazda 6 is powered by a 2.5-liter four-cylinder engine that makes 184 horsepower and 185 pound-feet of torque. Sport and Touring models can be matched to either a six-speed manual or six-speed automatic transmission (with shift paddles on the steering wheel), while the Grand Touring comes only with the automatic.

     The 6's EPA fuel economy estimates are remarkable. They stand at 31 mpg combined (26 city/38 highway) for the automatic-transmission car and 29 mpg combined (25/37) with the manual. With the Grand Touring's optional i-Eloop feature, fuel economy rises to an impressive 32 mpg combined (28/40).

    Standard safety features for the Mazda 6 include antilock disc brakes, traction and stability control, front seat side airbags, full-length side curtain airbags and active front head restraints. Standard on all trims other than the manual-transmission Sport are a rearview camera and automatic emergency notification (in the event of a crash), while rear parking sensors are optional across the board. The Touring and Grand Touring trims additionally include blind spot and rear cross-traffic monitoring.

     On automatic-equipped cars, remote door locking is possible via the optional Mazda Mobile Start smartphone app service. Optional on the Touring and standard on the Grand Touring is Mazda's Smart City Brake Support, which is a frontal collision mitigation system that uses an infrared laser sensor at the top of the windshield to detect an imminent collision. It can automatically brake the car to a stop at low speeds if the driver doesn't react. The GT Technology package for the Grand Touring also bundles a forward collision warning system (which uses radar to detect your closing distance on vehicles ahead and then provides visual and audible alerts) with a lane departure warning system. 

 

Photo from Mazda.com

  In government crash tests, the Mazda 6 earned the top overall rating of five stars, with four stars for total frontal impact crash protection and five stars for total side impact protection. The 6 also earned the highest possible rating of "Good" in the Insurance Institute for Highway Safety's moderate overlap and small overlap frontal-offset impact tests, as well as a "Good" score for the side-impact, roof strength and whiplash protection (seats and head restraints) tests.

    With plentiful rear legroom, the Mazda 6's rear passengers will feel as if they've been given access to a first-class cabin rather than coach. There's also generous headroom, even for those taller than 6 feet, though the sedan's sloping rear roof line makes the rear windows smaller, resulting in a more claustrophobic feel than you'd get in an Accord or a Camry. There's decent luggage space, as the efficiently shaped trunk offers 14.8 cubic feet of capacity.

     In general, the 6's interior design is clean and functional. Polished aluminum trim accents the cabin, while the Grand Touring's leather upholstery features contrasting stitching. Materials quality and fit and finish are among the best in the class. In previous years, the 6's touchscreen interface was a letdown, suffering from a small screen, substandard navigation map details and occasional inability to get along with Apple products. The new 7-inch screen is considerably better. Its response times are quick, virtual buttons are large and the display is legible and easy to understand. The touchscreen also has a knob-type controller on the center console that provides a secondary way to interact with the screen. Our only complaint is that when the car is moving, the touchscreen functionality is disabled, leaving the controller as the only way to access infotainment functions.  

   

Photo from Mazda.com

 One standout characteristic of the 2016 Mazda 6 is its powertrain. The sedan's 2.5-liter four-cylinder gasoline engine produces quick acceleration and is smooth and surprisingly hushed. And although many of today's automatic transmissions quickly upshift to the highest gear possible and are reluctant to downshift (both strategies are used to boost mpg numbers), the Mazda 6's automatic is responsive to gas pedal inputs and never feels flat-footed when you're initiating highway passing maneuvers. Furthermore, Mazda is one of the few automakers that still offers a six-speed manual gearbox, which is fast becoming an endangered species in the midsize sedan class.

     This same light-on-its-feet character carries through when the topic turns to handling. With its communicative, precise steering and sporty chassis tuning, the 2016 Mazda 6 feels sharp-witted and willing when driven around turns. The flip side, however, is that the 6 rides a bit more stiffly than competitors, especially with the 19-inch wheels. Like many Mazdas, the 6 is a car for practical-minded buyers with enthusiast leanings.

     

Correction: This is my last Scion review; 2016 Scion FR-S

     

Photo from Toyota.com

The small sport coupe is a small niche in the U.S. car market, but for shoppers who want nimble handling, peppy performance and good looks in a small package -- and can't abide the thought of four doors -- Scion's updated 2016 FR-S remains one of the best choices available. It's a back-to-basics, lightweight sports car with rear-wheel drive, excellent balance and an affordable price.

     Driving characteristics are the main draw for the 2016 Scion FR-S (co-developed with Subaru, which offers a twin in the Subaru BRZ). The FR-S nimbly zips around turns, yet it's not intimidating to drive hard like a lot of high-horsepower, rear-drive coupes can be. The FR-S gets pretty respectable gas mileage, too: 28 mpg combined with the six-speed automatic transmission, 25 mpg with the six-speed manual.

     While it is quite entertaining to drive, there are some drawbacks with the 2016 FR-S. Its 200-horsepower four-cylinder engine is capable but lacks the low-end oomph that competitors with larger engines can offer. The FR-S can also feel a bit insubstantial in the way it responds to road impacts, and seems noisy during long highway drives. It's not the most practical thing, either. The trunk is relatively small and the rear seats are pretty much useless, even for small children. It's best to think of the FR-S as a functional two-seater.

     By offering a two-door body, 2+2 seating layout and sporty, rear-wheel-drive driving dynamics for a relatively low price, Scion plunks the 2016 FR-S into a segment with only a few direct rivals. Chief among them is its twin, the Subaru BRZ, which is nearly identical. If you desire stronger acceleration, the Nissan 370Z is an option, though it can be considerably more expensive. If practicality drives your decision-making, you can have a lot of fun in front-wheel-drive hatchbacks like the Ford Focus ST, Volkswagen GTI and Mini Cooper S. Whatever you compare it to, though, the 2016 Scion FR-S stands out as a stylish and elemental small sports car that gives you a great driving experience. It's definitely worth a look.

Photo from Toyota.com

     The 2016 Scion FR-S sport coupe comes in a single trim level. Standard equipment includes 17-inch alloy wheels, automatic headlights, air-conditioning, full power accessories, a height-adjustable driver seat, a tilt-and-telescoping leather-wrapped steering wheel, cruise control, a rearview camera, Bluetooth phone and audio connectivity, and an eight-speaker sound system with a 7-inch touchscreen, voice commands, HD radio, Aha radio, an auxiliary audio jack and a USB interface.

Other than exterior color and transmission choices, Scion doesn't offer any factory options for the FR-S. Instead, there's an array of dealer-installed accessories such as foglights, performance parts and a premium BeSpoke sound system with navigation, additional smartphone app integration and Internet radio.

    A 2.0-liter horizontally opposed four-cylinder engine generating 200 hp and 151 pound-feet of torque is the only power plant for the 2016 Scion FR-S. You can mate it to either the standard six-speed manual transmission or the optional six-speed automatic with paddle shifters and rev-matched downshifts. The six-speed manual 2016 FR-S returns a respectable EPA estimate of 25 mpg combined (22 city/30 highway), while the automatic achieves an impressive 28 mpg combined (25/34).

    Standard safety features on the 2016 Scion FR-S include antilock brakes, traction and stability control, front seat side airbags and full-length side curtain airbags. In government crash tests, the Scion FR-S received five out of five stars for overall crash protection, with four stars for total frontal crash protection and five stars for total side impact safety. The Insurance Institute for Highway Safety awarded it the highest possible rating of "Good" in the moderate-overlap frontal-offset, side-impact, roof-strength and head restraint/seat (whiplash protection) tests. The Scion received the second-highest score of "Acceptable" in the small-overlap frontal-offset test.

   

Photo from Toyota.com

Scion has made few concessions to style or luxury in the 2016 FR-S cabin. It's an environment that emphasizes driving, punctuated only by a blend of Toyota and Subaru switchgear and materials. The FR-S's cockpit looks a little bare compared with other compact sports cars in its price range, yet it also feels like a genuine back-to-basics driver's car. Touches of silver-tone trim around the previously all-black interior help lighten up the 2016 FR-S a bit.

     The FR-S's front seats are comfortable for long-distance trips while providing firm support for hard driving. Drivers of just about any size can find a suitable driving position, and the low-profile hood allows an expansive view of the road ahead. Scion has updated the touchscreen-based audio system this year, so there's probably less of a reason this year to go for the upgraded BeSpoke system unless you really want navigation and smartphone app integration.

     In the backseat, legroom is next to nil, heads bob perilously close to the rear glass and the center tunnel impedes hiproom. Trunk space is minuscule at 6.9 cubic feet, although folding down the mostly useless rear seat expands cargo-carrying abilities considerably. 

    The 2016 Scion FR-S is not a car built for sizzling straight-line performance. Its moderately powered 2.0-liter engine revs willingly and lets out a nice snarl at high rpm, but we're still talking about outright acceleration that's no better than that of a modern V6 family sedan.

Photo from Toyota.com

     In Scion's defense, moderation is part of the car's design, anyway. It's light and nimble, so you look for excuses to take it for a spin and drive it a little farther or harder than you need to because it's so entertaining. The FR-S defines what sports car driving is all about.

     From a practical standpoint, the FR-S does a decent job in long-distance highway travel. It's not loud, exactly, but it certainly isn't serene at higher cruising speeds. Most drivers will be pleased with the compliant ride quality, but the car's lightweight nature means it can feel somewhat insubstantial compared to bigger and heavier sport coupes. 

      

     

2016 Toyota Corolla S Plus

     

Photo from Toyota.com

The Toyota Corolla gets little respect from most car reviewers. It's a soulless appliance, they'll tell you; where's the excitement and flair? But the Corolla is now in its 11th generation. It's been on the market nonstop for almost half a century and ranks as the world's best-selling small sedan. Toyota seems to know more than it gets credit for about its customers and their taste in cars, and the 2016 Corolla is bound to be yet another crowd-pleasing choice.

       Many of the current Corolla's strengths can be found inside. The overall design is fresh and brings, dare we say it, a stylish edge to the traditionally staid small sedan class. The interface for the infotainment system is easy to use thanks to clear displays and well-placed controls. We also like the Corolla's rear seat that provides more legroom than many midsize sedans. Add the Corolla's laudable crash-test scores, high fuel economy and exceptionally high resale value and you have all the ingredients for a car that pleases more than it dismays.

     Just keep in mind that if you value driver engagement, those reviewers are right -- the Corolla is hardly inspiring from behind the wheel. More dynamic alternatives include the sophisticated and similarly fuel-efficient Mazda 3 and the frugal yet fun-to-drive Ford Focus. Although the Hyundai Elantra isn't that sporty, it offers ample style at an attractive price, and the always-popular Honda Civic and Volkswagen Jetta have been remade into strong all-around contenders.

Photo from Toyota.com

     The 2016 Toyota Corolla is a five-passenger compact sedan available in four main trim levels: L, LE, LE Eco and S. All but the L are further offered in Plus and Premium sub-trims. There's also a limited-production S Special Edition that slots in between the S Plus and Premium models.

Standard features on the base L model include 15-inch steel wheels, LED low-beam headlights with halogen high beams, LED running lights, powered accessories, air-conditioning, a tilt-and-telescoping steering wheel with auxiliary controls, a six-way adjustable driver seat and four-way front passenger seat, a 60/40-split folding rear seat, Bluetooth connectivity and an Entune audio system with 6.1-inch touchscreen, voice controls, six speakers, a CD player, a USB port, an auxiliary audio jack and, for iPhone users, the Siri Eyes Free voice control system.

     The LE adds 16-inch steel wheels, heated mirrors, variable intermittent wipers, keyless entry, metallic cabin accents, cruise control, automatic climate control and a rearview camera. It is eligible for the Entune Plus audio system option, which adds satellite and HD radio and the Scout GPS Link app that displays smartphone navigation on the Corolla's central touchscreen.

     The LE Plus adds 16-inch alloy wheels, foglights and eligibility for both an optional sunroof and the Driver Convenience package, which includes the sunroof and adds keyless entry and ignition, a roof-mounted antenna (versus the standard in-glass antenna) and the Entune Premium audio system with an integrated navigation system and Entune App Suite mobile-app integration.

     Going with the LE Premium gets you the LE Plus model's standard and optional features plus an eight-way power driver seat, heated front seats and Toyota's SofTex premium vinyl upholstery.

     The LE Eco starts with the LE's features and adds efficiency-maximizing engine and transmission tuning, 15-inch steel wheels with low-rolling-resistance tires, a rear spoiler and enhanced aerodynamics. The LE Eco Plus gets the LE Plus features and adds special 16-inch alloy wheels, chrome window trim, an Eco driving mode and the same options as the LE Plus. The LE Eco Premium shares the LE Premium's upgrades.

   

Photo from Toyota.com

 The sport-themed S trim gets you the LE's features plus unique wheel covers, a chrome grille frame, color-keyed mirrors with signal repeaters, a rear spoiler, a chrome exhaust tip, sport front seats, a leather-wrapped steering wheel with paddle shifters, a Sport driving mode for the CVT, sport instrumentation and a trip computer.

     The S Plus upgrade provides 17-inch alloy wheels, firmer suspension tuning, rear disc brakes (versus the standard drums) and eligibility for the sunroof and Driver Convenience package. There's also a six-speed manual transmission version of the S Plus that loses the paddle shifters (duh) but gets the Driver Convenience package as standard. The S Premium starts with the S Plus equipment and shares the upgrades of the other Premium models.

      A limited-production S Special Edition, marking the Corolla's 50th anniversary, starts with the standard equipment of the S Plus with the CVT and adds 17-inch alloys with a special gloss black finish, Special Edition badging, keyless entry and ignition and an all-black interior with red contrast stitching and red accents on the instrument panel. Despite its sporty theme, it won't be available with a manual transmission. The sunroof and Entune Premium audio are stand-alone options on the S Special Edition. 

     The 2016 Toyota Corolla is powered by a 1.8-liter four-cylinder engine that comes in two versions. On every trim level except the LE Eco, it produces 132 horsepower and 128 pound-feet of torque. The LE Eco's engine is a more efficient version with Toyota's Valvematic variable value timing and also makes a little more power, checking in at 140 hp and 126 lb-ft of torque.

Photo from Toyota.com

     The base Corolla L comes standard with a six-speed manual transmission, offering a four-speed automatic as an option. The other trims feature a continuously variable transmission (CVT), although the S Plus can also be ordered with the six-speed manual. 

     EPA-estimated fuel economy varies depending on which Corolla you choose. It checks in at 31 mpg combined (27 city/36 highway) with the four-speed automatic and also 31 mpg combined (28/37) with the six-speed manual. The CVT returns 32 mpg combined (29/38) in the LE and a comparable 32 mpg combined (29/37) in the S. The LE Eco leads the way at 35 mpg combined (30/42) in standard form and 34 mpg combined (30/40) in Plus or Premium trim.

      All 2016 Toyota Corollas come standard with stability and traction control and antilock brakes with brake assist. Also standard are front side airbags, front and rear side curtain airbags, a driver knee airbag and a passenger seat cushion airbag. A rearview camera is standard on all trims except the L. Missing, however, are some of the latest accident avoidance features that are increasingly common for small sedans, such as blind-spot monitoring.Note that most 2016 Corollas get rear drum brakes, with only the S Plus, S Special Edition and S Premium trims upgrading to rear discs.

     In government crash testing, the Corolla earned the top overall rating of five stars, including five stars for frontal impacts and five stars for side impacts. The independent Insurance Institute for Highway Safety awarded the Corolla its top rating of "Good" in the moderate-overlap frontal-offset, side-impact and roof-strength tests. In the small-overlap frontal-offset test, though, the Corolla received the Institute's second-lowest rating of "Marginal." It also received a "Marginal" rating for ease-of-use of the child seat anchor system. Its seat and head restraint design was rated "Good" for whiplash protection in rear impacts.

     The Corolla's cabin is easily the most interesting one to date. It's clear that designers were given freer rein this time, and the result is a reasonably stylish dashboard, accented by un-Corolla-like flourishes such as a sportily contoured steering wheel and an eye-catching asymmetrical shifter surround. The top priority remains ease of use, so the various audio interfaces employ tried-and-true knobs for volume and tuning, while the LE-and-up automatic climate control system (a welcome luxury in this price bracket) provides a large knob and a few foolproof buttons.

Photo from Toyota.com

     Another pleasant surprise is the standard 6.1-inch touchscreen interface, which provides large virtual buttons and simple, clear graphics. The screen responds quickly to inputs, and its feature set is generous for an economy car offering. The available Entune App Suite integrates smartphone-connected services from Bing, Facebook, Yelp and Pandora, among others, as well as real-time traffic data and sports and stock information. Note that getting started with Entune App Suite requires you to install an app on your phone and register for an account.

  The Corolla's front seats provide generally adequate comfort, particularly the S trims' better-bolstered chairs, though some may wish for more lumbar support. Also, longer-legged drivers could use more range from the telescoping steering wheel. Thanks in part to a 3.9-inch-longer wheelbase than the previous-generation Corolla, the current car offers considerably more rear legroom than most small sedans, if not a commensurate amount of headroom. The middle rear position is made more hospitable by the nearly flat floor, which lacks the traditional center "hump." Trunk capacity is average at 13 cubic feet, but the wide trunk opening facilitates loading and unloading.

    The 2016 Toyota Corolla delivers much the same driving experience as its predecessor. Partly, that's down to Toyota's tried-and-true but generally underwhelming 1.8-liter engine. Acceleration is adequate but nothing more. The LE Eco's version gets some tweaks that add a few horsepower, but not enough to make a real difference. We do like the CVT, which has computer-simulated "shifts" to mitigate the typical CVT's constant-rpm drone during acceleration. Skip the archaic four-speed automatic in the base L unless the price is simply too good to pass up.

     The Corolla's handling, too, is familiar. Sporty S-trim touches notwithstanding, there's no playfulness to be found here; instead, attempts at enthusiastic driving in the twisties is met with lifeless steering and pronounced body roll. On the plus side, this is a car that's all about no-hassle commuting comfort, with a quiet, compliant ride. If that describes your daily driving needs, the 2016 Corolla can make the daily grind seem less onerous. 

My last Scion review ever?

 

Photo from Scion

  It wasn't all that long ago that when buying a subcompact sedan meant that you had to sacrifice performance and comfort as well as foregoing many standard features and optional ones too. You might not have paid much, but you also didn't get alot either. Recent entries into this class have been changing that, and the 2016 Scion iA does no less.

      Packed with features and pretty fun to drive, the iA sets a new standard for the class. You could easily argue that it fits perfectly with the types of cars that Scion loves to build. Really though, the iA is just a rebadged Mazda 2 sedan, and not a Toyota at all.

      The 2016 Scion iA is a subcompact sedan that is offered in only one, but very well equipped trim level. Standard features include 16-inch alloy wheels, keyless ignition and entry, cruise control, low speed forward collision system with automatic braking, full power accessories, a tilt and telescoping steering wheel, 60/40 split folding rear seat, and a/c.

Photo from Scion

      On the technology front, you get a rear-view camera, 7-inch touchscreen, Bluetooth, and a 6-speaker audio system.

       Under the hood of the 2016 iA is a 1.5 liter, 4-cylinder engine making good with 106 horsepower and 103 lb. ft of torque. Power is sent to the front wheels by either the standard 6-speed manual transmission, or a 6-speed automatic. EPA estimates for the auto are 37 mpg combined, and 35 mpg combined for the manual. Both numbers are on the higher end of the scale for this class of car.

      Every iA comes standard with anti-lock brakes, front seat side airbags, and front rear and side curtain airbags as well as stability and traction control.

      Shoppers in the compact sedan segment usually have lower standards in terms of interior refinement, but the 2016 Scion iA raises the bar higher for thoughtful design and comfort. Materials used throughout the cabin are similar to those found in pricier cars, and the infotainment system rivals that of luxury autos.

   

Photo from Scion

  The front seats have only the most basic of adjustments, but average and shorter people will likely find these seats just fine for longer periods. Taller drivers might have to compromise on positions, since the minimal amount of telescoping from the steering wheel might make them sit closer than they are used to.

       Rear seats are typical for the class, meaning the rear is better suited for small passengers due to the lack of head and legroom. The tall door panels and small side windows also serve to make you feel more confined. Cargo capacity is above average for the class at 13.5 cubic feet, and the short liftover height and remote folding seatback make things even better.

Photo from Scion

      With only modest power coming from the tiny 4-cylinder engine, the 2016 Scion iA requires some space and time to get up to highway speeds. A tap of the sport button for models equipped with the automatic sharpens response and keeps the revs higher, but you still need to keep your foot planted. With the underpinnings of the Mazda 2, the Scion benefits from the handling that Mazda is known for. Reactions to steering input are quick and predictable, making it one of the more fun to drive cars in this class. It also delivers a smooth and compliant ride, while wind and road noise are also present, but never overbearing.

Big and Bad, in good ways

   

Photo from Toyota.com

Rowdy, off-road ready truck based SUV's were once all the rage. However, shoppers soon discovered that bouncy rides and poor fuel economy were also part of that deal. That ushered in the era of the crossover, which look alot like SUV's, but lack the truck based toughness. There are only a hand full of traditional SUV's left these days, and the 2016 Toyota 4Runner stands proudly among them. Boasting available 3-row seating, a spacious cargo hold, and the Toyota reputation for reliability, the 4Runner stays true to its roots as a hairy-chested beast ready for almost anything.

      The 2016 Toyota 4Runner is a midsize SUV offered in 4 trim levels: SR5, Trail, TRD Pro, and Limited. The SR5 and Trail are divided into base and Premium sub trims. Five passenger seating is standard, but an optional 50/50 split third row seat is available on SR5 and Limited trims.

Photo from Toyota.com

      The SR5 comes standard with 17-inch alloy wheels, skid plates, mud guards, a tow hitch, hill start assist and hill descent control, a rear-view camera, fog lights, heated exterior mirrors, rear privacy glass, LED tail-lamps, roof rails, a power lift-gate window, windshield wiper de-icer, keyless entry, cruise control, a/c with second row vents, cloth upholstery, 6-way power driver seat, a leather wrapped tilt and telescoping steering wheel, and 40/20/40 split folding and reclining rear seats. Standard electronics include Bluetooth, and an 8-speaker sound system with a 6.1-inch touchscreen interface.

      The SR5 Premium adds a sunroof, upgraded exterior mirrors, leatherette upholstery, heated front seats, power front passenger seat, an auto dimming rear view mirror, and an upgraded version of Entune as well as a navigation system.

      Go with the 4WD only Trail trim and you will get the base SR5 equipment plus unique 17-inch alloy wheels, hood scoop, silver exterior trim accents, locking rear differential, selectable terrain modes and crawl control. The Trail Premium adds all of the SR5 Premium equipment.

      The TRD Pro comes with most of the Trail Premium's standard equipment, and adds matte black 17-inch wheels with special off road tires, automatic headlamps, TRD-stamped aluminium skid plate, Bilstein shocks, upgraded front springs, higher ride height, a unique black front grille and various TRD themed aesthetic upgrades.

   

Photo from Toyota.com

  The 4Runner Limited includes most of the Trail Premium's content but it lacks the mud guards, locking rear differential, terrain-mode select and crawl control. It's optional full time 4WD instead employs a locking center differential. Other highlights include 20-inch alloy wheels, adaptive roll-reducing dampers, automatic headlamps, front and rear parking sensors, keyless entry and ignition, dual zone auto a/c, leather upholstery, ventilated front seats and a 15 speaker JBL sound system.

      The 2016 Toyota 4Runner uses a 4.0 liter V6 engine that makes 270 horsepower and 278 lb. ft of torque. Your only transmission is a 5-speed automatic. The SR5 and Limited models are either rear-wheel drive or 4WD, while Trail and TRD Pro are 4WD only. When properly equipped, you can tow up to 5,000 lbs with your 4Runner. In performance testing, a 4Runner Trail went from 0-60 mph in about 8 seconds, which is average in the class. EPA numbers come in at 19 mpg combined for rear-wheel drive models and 18 mpg combined for the 4WD equipped models.

      Standard safety features on the 2016 4Runner include anti-lock disc brakes, stability and traction control, front seat side airbags, full length side curtain airbags, front knee airbags and active front head rests. A rear-view camera is standard across all models, but front and rear parking sensors are only optional on the Limited trim.

      In brake testing, my 4Runner tester was able to come to a stop from 60 mph in about 132, which is on the long side for an SUV, but still not bad for something off-road oriented. Crash testing by the government earned the 4Runner 4-out of 5 stars for overall crash protection.

Photo from Toyota.com

      The interior of the 2016 Toyota 4Runner features instruments and controls that are well laid out and easy to use. Most owners will be satisfied with the quality of the cabin materials, which are geared more towards durability than looking good. If you want something more plush, a Jeep Grand Cherokee might be a better option.

      All 4Runner's come with a touchscreen audio interface mounted high up on the center stack. Depending on which trim level you opted for, you get various degrees of functionality from the Entune system. All trims except for the base SR5 and Trail include a navigation system.

      As for passenger accommodations, the 2016 4Runner's 5-passenger seating arrangement does include a 40/20/40 split folding and reclining second row. The optional third row might be a tempting option if you carpool, but it does have one of the tightest and smallest third rows of any offering in this class.

      In all actuality, the space in back is better suited for cargo than anything else. There is a enormous 47 cubic feet behind the second row of seats, and that number grows to 89.7 cubic feet with the seats folded down.

Photo from Toyota.com

      The 4Runner is designed to provide utility for when the pavement ends. It is at it's best when you are plugging along on off road trails, and the extra off road goodies on the Trail and TRD Pro trims only add to that fun. At the same time, it is refined enough for being a daily driver, though lots of bumps make it into the cabin, as with many other truck based vehicles. The 4Runner's steering feels a bit light in normal driving situations, but it is ideal for off roading.

   
The engine is strong for most uses, but there is no denying that you can get more power from the V8 equipped rivals. The 4Runner's 5-speed automatic transmission provides well-timed shifts, but another gear wouldn't hurt it either.

A Compact CUV

   

Photo from Mazda

Although Mazda is one of the smallest automakers, it keeps cranking out cars that can go toe to toe with cars from the larger automakers. Case in point, enter the 2016 Mazda CX-3. A subcompact CUV, it combines the maneuverability of a small hatch with the extra height of a crossover. It also features optional all-wheel drive, Mazda's trademark sporty handling, and a stylish, sporty interior with a touch screen interface.

      Another welcome trait for the CX-3 is fuel economy. With front-wheel drive, you can see up to 31 mpg combined, while equipped with all wheel drive, you can see up to 29 mpg combined. Both numbers are at the top of the class, and made even better when you factor in that the CX-3 has enough power to get out of its' own way.

      The 2016 Mazda CX-3 is a subcompact crossover available in trims of Sport, Touring, and Grand Touring.

Photo from Mazda

      The base Sport starts with 16-inch steel wheels, automatic headlamps, dual exhaust outlets, rear roof spoiler, variable intermittent wipers, cloth upholstery, push button ignition, height adjustable driver seat, tilt and telescoping steering wheel, full power accessories, cruise control, a.c, Bluetooth, rear-view camera, 6-speaker audio system, voice controls, and a 7-inch touchscreen interface.

      The Touring adds heated mirrors, blind spot monitoring system with cross traffic alert, keyless entry and ignition, front row center arm rest, leatherette and cloth upholstery, heated front seats, and a leather wrapped steering wheel and shift knob.

      The Grand Touring adds 18-inch alloy wheels, adaptive LED headlamps, LED fog lights and tail-lamps, sunroof, upgraded instrumentation, head-up display, leather and synthetic suede upholstery, navigation system, auto a/c, steering wheel mounted paddle shifters, rear cargo cover, and a 7-speaker Bose audio system.

      Optional only on the Grand Touring is the i-Activsense package that includes automatic high beam headlamp control, automatic wipers, lane departure warning, adaptive cruise control, and a forward collision mitigation system with auto braking.

   

Photo from Mazda

The 2016 Mazda CX-3 is equipped with a 2.0 liter, 4-cylinder engine rated at 146 horsepower and 146 lb. ft of torque. A 6-speed automatic is the only transmission option. Front wheel drive is standard, while all-wheel drive is an option on all trim levels. In performance testing, my tester was able to do the 0-60 mph run in about 8.5 seconds, which is a faster than average pace for this class.

      Every 2016 CX-3 comes standard with anti-lock brakes, stability and traction control, front side airbags, and a rear-view camera. As noted earlier, the Touring adds a blind spot monitoring system with cross traffic alert, and the Grand Touring adds the i-Activsense package. In brake testing, the CX-3 was able to stop from 60 mph in about 122 feet, which is slightly better than average for the class.

      The 2016 Mazda CX-3's cabin shows great execution overall, with high quality materials and a design that conveys style and sophistication. The Grand Touring's large center mounted tach and integrated speedometer are easy to read and great to look at, the head-up display however looks cheap, and is pointless if you are a taller driver. Lower trims make do with a cheaper looking gauge cluster. All of the trims benefit from the 7-inch touchscreen interface. It has sharp graphics, and I like the back-up control knob on the center console.

      The front seats of the CX-3 deliver outstanding comfort for this class, with pleasantly firm support for long drives, and ample bolstering for more spirited drives. As with most subcompact crossovers, rear passenger comfort largely depends on who is sitting in front of you.

Photo from Mazda

      Cargo capacity is modest, checking in at 12.4 cubic feet of space, and 44.5 cubic feet with the seats folded down. That is with the standard stereo system. If you opt for the Bose system, the trunk-mounted subwoofer cuts the numbers down to 10.1 and 42.3 respectively.

      The CX-3 is certainly at the top of the class in terms of speed, rivaled only by the Nissan Juke. Handling is great thanks to precise steering and nimble reflexes. The engine sounds a little harsh above 4,000 rpm, but it gets the job done, giving you ample acceleration and smooth shifts with the auto transmission.

      In every day driving, the CX-3's ride is on the firm side, especially when you have the Grand Touring's 18-inch wheels. If you are considering that trim, you might want to check out the Touring, as the ride is likely to be better with the 16-inch wheels. Either way, it is hard to go wrong with this Mazda.

This is what the Toyota Matrix should have been

   

Photo from Toyota.com

If you only did a casual look-through of the 2016 Scion iM, you might be impressed. This little hatchback looks pretty good, gets pretty good gas mileage, and is packed full of features. But as you get closer, that twinkle starts to fade.

      To start things off, it isn't quite as exciting as the styling would suggest. It shares its underpinnings with the Toyota Corolla, and while it is more fun to drive than its' cousin, it falls short of sharper compact hatches, like the Ford Focus. Performance is also a major factor. Not only is it slower than most of the competition, but the fuel economy numbers are also not really anything to note.

      On the plus side, the iM does deliver a comfortable ride without being to firm or soft. The front seats also earn honorable mention for the comfort they  provide on longer trips. While the overall cargo space isn't very remarkable, there are plenty of smaller spaces to put smaller items. As such, the iM is more suited to the more active, urban dwelling crowd that need a daily driver that can handle a random road trip.

Photo from Toyota.com

      The 2016 Scion iM comes in one well appointed trim level. Standard features include things like 17-inch alloy wheels, LED running lights, automatic headlamps, power folding heated mirrors, full power accessories, keyless entry and ignition, dual zone auto a/c, a tilt and telescoping leather wrapped steering wheel, cruise control, 60/40 split folding rear seats, a rear-view camera, Bluetooth, 7-inch touchscreen and 6-speaker sound system.

      Options include a navigation system, ambient interior lighting, and various sporty body enhancements. You can also get performance enhancements that include an air filter, stiffer sway bars, and lowering springs.

      Powering the 2016 Scion iM is a 1.8 liter, 4-cylinder engine that produces 137 horsepower and 126 lb. ft of torque. Power is delivered to the front wheels via either a 6-speed manual transmission, or a CVT. In performance testing, my CVT equipped iM did the run to 60 mph in about 10 seconds, which puts it with the likes of the Fiat 500. Fuel economy numbers are 31 mpg combined for the manual transmission, and and 32 mpg combined for the CVT.

   

Photo from Toyota.com

Standard safety features for the 2016 iM include anti-lock disc brakes, traction and stability control, front seat side airbags, side curtain airbags, a driver knee airbag, and a front passenger seat cushion airbag. In brake testing, the iM stops from 60 mph in 123 feet.

      The interior of the Scion iM is competitive in terms of design and material quality, and is truly better than anything that has worn the Scion badge. There are plenty of soft touch areas, with the center console featuring a leather padded portion for the driver's knee. I'm also a fan of the 7-inch touchscreen, which is easy to reach, as well as very easy to use. The standard dual zone auto a/c is also a nice touch.

      If you are taller, you can appreciate the head and leg room, the some extra steering wheel telescoping would be nice. The rear seat isn't quite as nice, but there is a good amount of headroom, and legroom falls below average for the class. Cargo capacity is also smaller than others in the class, with only 20.8 cubic feet behind the rear seats. However, the wide opening makes upright hatch design provides useful space.

Photo from Toyota.com

      Despite the sporty styling, the iM has performance that is just adequate. The 4-cylinder engine is rather thrashy and almost gutless, and the acceleration is poor, as expected. The competition is not only more powerful, but better on gas as well. The only bright spot would be the CVT, which does a good job of selecting the proper ratio without being a burden.

      I am also impressed with the ride quality of the iM, which soaks up the bumps, but still has enough firmness to inspire confidence in the twisty bits. However, there is plenty of body-roll, and the steering is devoid of almost any feeling. Overall, it falls short of the standard set by other compact hatchbacks, but I can see why it made the jump to Toyota after the closing of Scion was announced.

My Final tC review

   

Photo from Toyota.com

Toyota had created Scion to inject some youthful life into a company that was seen as studgy. At this point, it is safe to say that they achieved their goal, offering a range of small, reasonably priced cars that you can make your own. The 2016 Scion tC is a 2-door, 4-seat hatchback coupe that fits right in the middle of the Scion range. While it's not the fastest car in the line-up, it is still capable and has mass appeal.

      Standard features include 18-inch alloy wheels, LED front accent lamps,folding side mirrors with LED turn indicators, keyless entry and ignition, air-conditioning, cruise control, full power accessories, a panoramic sunroof with dual manual sunshades, a six-way adjustable (manual) driver seat with height adjustment and one-touch track and seatback angle memory, a leather-wrapped shift knob and tilt-and-telescoping steering wheel with audio controls, silver interior accents, reclining and folding 60/40-split rear seatbacks, Bluetooth connectivity, a 7-inch touchscreen display, voice controls and an eight-speaker Pioneer sound system with HD radio, Aha smartphone-app integration, an auxiliary audio jack and a USB port.

      The front-wheel-drive 2016 Scion tC has a 2.5-liter inline four-cylinder engine that generates 179 horsepower and 172 pound-feet of torque. A six-speed manual transmission comes standard, while a six-speed automatic with paddle shifters and automatic rev-matching on downshifts is optional. During testing, my tC equipped with the manual transmission did the run to 60 mph in 7.3 seconds, while an auto equipped tC did the same run in 7.8 seconds. Both are good times for the class.

Photo from Toyota.com

      Standard safety features include traction and stability control, anti-lock brakes, front knee airbags, front side airbags, side curtain airbags, and active front head rests. In brake testing, the tC stopped from 60 mph in 123 feet, which is average for the class.

      As with the exterior, the 2016 Scion tC's cabin has an overtly sporty look. With its thick, flat-bottom steering wheel, cradling seat bolsters and controls canted toward the driver, the tC strives for a high-performance sports car aesthetic. Unfortunately, the cabin's ambience is sullied a bit by the abundance of cheap plastic trim and thinly padded armrests. Happily, the touchscreen interface is clear and easy to use, and its smartphone integration connects Internet radio, Yelp and other popular social media applications.

      From the standpoint of practicality, the tC is a top choice among compact coupes. The rear seats have above-average legroom, and getting in and out of the back is exceptionally easy by two-door standards. The rear seatbacks even recline, a feature typically found in crossover SUVs (and never in this segment). Behind the rear seats the tC can hold up to 14.7 cubic feet of cargo, while folding those seatbacks yields a total of 34.5 cubic feet of space. The hatchback body style also means it's easier to load bulky items in the tC than in traditional coupes like the Kia Forte Koup.

Photo from Toyota.com

      Though the 179-hp four-cylinder engine in the 2016 Scion tC isn't the most thrilling powertrain in the class, it's got enough power to pull the tC around with some authority. This is the same workhorse motor used in the Camry and other products in the wider Toyota family, but since the tC is relatively small and light, it feels more eager here. If you're up for shifting your own gears, the six-speed manual is smooth and easy to operate. But the more popular automatic is just fine (it even matches revs for you on downshifts) and fuel economy won't suffer, either.

     

On the road, the tC may not be particularly exciting compared to the rear-drive FR-S, but well-weighted, precise steering and the car's light-on-its-tires nature make for respectable fun. The ride quality is mediocre, however, as surface irregularities seem to produce more jiggles and vibrations than the norm. Additional drawbacks include excessive tire noise and an incessant exhaust drone that sounds more like a leaf blower than a sporty coupe.

      

Can This Forte make an inroad?

   

Photo from Kia.com

Kia redesigned the Forte for the 2014 model year, and the results were amazing. Here is a car that in any of its iterations, sedan, hatchback, or coupe, that offers a decent price, acceptable acceleration, generous standard features, and a comfortable cabin with good material quality. Regardless of the body style you prefer, you might find the 2016 Kia Forte to be one of the most attractive options.

      The 2016 Forte keeps that ball rolling with nothing more than minor tweaks and option changes. You can get three different engines on the 2016 Kia Forte, and 2 out of those 3 offer competitive power and acceleration. The 2.0 liter 4-cylinder engine make it one of the quickest cars in the segment, while an even stronger 1.6 liter turbocharged 4-cylinder engine is optional on the SX versions of the coupe and hatchback. If you place economy ahead of power, than rest assured that all of the Kia Forte's powertrains offer competitive fuel economy.

      The 2016 Kia Forte is available as a sedan in LX and EX trim levels, The 2-door coupe is offered in both EX and sportier SX trims, while you can get the hatchback in all 3 trim levels.

Photo from Kia.com

      Standard features on the LX sedan include  15-inch steel wheels, heated mirrors, a/c, full power accessories, trip computer, a tilt and telescoping steering wheel, height adjustable driver seat, 60/40 split folding rear seat, Bluetooth, and a 4-speaker sound system.

      Optional on the LX is the Popular Package, which includes automatic headlamps, cruise control, upgraded interior upholstery and trim, rear seat armrest, rear view camera, a 4.3 inch touchscreen and 6 speakers. There is also a Popular Plus package, which adds all of the above, as well as 16-inch alloy wheels.

      Upgrade to the EX and you will enjoy all of that plus the more powerful 2.0 liter engine, 17-inch alloy wheels, fog lights, LED running lights, power folding outside mirrors, a leather wrapped steering wheel, adjustable steering effort and a cooling glovebox.

      For the EX there is an optional Premium Package that includes a sunroof, keyless ignition and entry, auto dimming rear view mirror, leather upholstery, heated front seats, 7-inch touchscreen, a navigation system, and Uvo.

      On top of this you can add the EX Premium Plus package that adds LED tail lamps, 10-way power driver seat with ventilation, driver memory settings, a heated steering wheel, dual zone a/c, an upgraded gauge cluster and heated outboard rear seats.

Photo from Kia.com

      From a features standpoint, the EX hatchback and coupe essentially mirror the sedan. The SX versions include those features but add a turbocharged engine, larger front brakes, 18-inch wheels and unique front and rear styling. The EX and SX's Premium Tech packages pretty much provide the options found in the Premium and Premium Plus packages.

      The Forte LX is powered by a 1.8 liter 4-cylinder engine making 145 horsepower and 130 lb ft of torque. Power is to the front wheels by either a 6-speed manual or 6-speed auto transmission. EPA ratings are 31 mpg combined with the auto, and 30 mpg combined with the manual.

      The EX gets a 2.0 liter 4-cylinder engine kicking out 173 horsepower and 154 lb. ft of torque. This engine only comes with the 6-speed auto transmission. EPA ratings are 28 mpg combined for both the sedan and hatchback body styles.

     
The SX versions of the Forte Koup and hatchback come with a 1.6 liter turbocharged 4-cylinder engine that thumps out 201 horsepower and 195 lb. ft of torque, On both body styles, you can get either the 6-speed manual, or 6-speed auto transmission. EPA numbers for the 1.6 are 25 mpg combined with the manual, and 25 mpg combined with the auto.

      Every 2016 Kia Forte comes standard with anti-lock brakes, traction and stability control, front side airbags and side curtain airbags. A rear-view camera is optional on the LX and standard on the EX. Uvo is also optional, and works much like OnStar.

Photo from Kia.com

      In brake testing, my Forte5 SX tester stopped from 60 mph in 114 feet, which is starting to get a little on the long side for this segment. The Forte also earned 5 out of 5 stars for overall crash protection.

      The 2016 Kia Forte is much more than an econobox stuffed full of gadgets. Boasting an attractive cabin that is trimmed with quality materials in the higher trim levels, the Forte gives the more premium brand compacts a run for their money. Also, the Forte's high tech features are well designed and easy to use. Seat comfort front and rear in the sedan are good. The Koup's back seat is also large enough for adults, and resonably easy to get to. The driver seat on the Koup is mounted higher for those of us who might be vertically challenged, but for those that aren't, it creates a headroom issue.

      The 2.0 liter engine in the Forte EX is one of the more responsive engines in this class. Although the output doesn't lead to blazing acceleration, the Forte EX is certainly faster than most. However, this powertrain can be loud and buzzy at points. The available 1.6 liter turbo engine in the Koup and hatchback have the power to turn this into a speedy little car.

      The auto transmission provides smooth shifts, and is surprisingly responsive during downshifts in more spirited situations. The manual transmission is slick-shifting and makes the most of the 1,6 liter engines' power.

      Most of the shoppers in this segment will likely be ok with the overall ride quality of the Forte. However, the suspension can occasionally be a tad firm and unrefined. Rougher roads provide a somewhat busier feeling, while rivals feel more controlled. While the Forte feels steady on the twisty bits, other cars give you a more connected feeling.