Mitsubishi Motors Reports Outlander Sport Sales Up 13 Percent In June

Mitsubishi Motors North America (MMNA) has reported increased sales for June 2012 sales, including 1,461 sales of the Outlander Sport CUV. This marks a 13 percent increase compared to June of 2011. Year-to-date sales of Outlander Sport are up 2.6 percent.

“We’re pleased that U.S. consumers are confirming our strategy of focusing on fuel-efficient models like this stylish crossover,” said MMNA President & CEO Yoichi Yokozawa. “We’ll begin U.S. production of this popular model this month in Normal, Illinois.”

Mitsubishi had good news on the high-performance front, as well. Sales of the Lancer Evolution continue to grow, with an increase of more than 31 percent in June. Lancer Evolution sales are up more than 35 percent year to date.

Sales of the Galant sedan were up 116 percent for the month and are up 3.1 percent year to date.

“Our overall sales volume will continue to be impacted by our models that have not been in production since summer 2011,” Yokozawa added. Total Mitsubishi June sales were 34 percent below the level of sales in June 2011, but sales of models currently in production were up 10.2 percent.

GM's "Tunnel of Love"

Check out this tour of the “GM Tunnel of Love Heritage Center” in Detroit Michigan. The public and the media aren’t allowed in this building. In fact, very few people know it even exists. Some great shots of some great cars from days past.

2012 Toyota Camry SE: Stylish, sporty and sensible

By Bruce Caldwell

The Toyota Camry is the benchmark for how to build a top-notch midsize sedan. The Camry has been a perennial best seller based on first class engineering, quality construction, reliability, comfort, safety, and excellent resale value. The Camry has long been the midsize sedan other manufacturers seek to beat. Since its introduction in 1983, the Camry has sold more than 15 million units worldwide. 

2012 marks the introduction of the seventh-generation Camry. In keeping with the car’s traditionally conservative format, the new Camry is as much evolutionary as revolutionary. That approach makes perfect sense when you’re dealing with an already excellent product. The 2012 Camry is a fine-tuned extension of its predecessors. 

Walkaround: The new 2012 Camry is a very handsome car done in a contemporary, but not radical design that should insure that it looks fresh for many years. That line of logic won’t win styling awards, but it does enhance resale values. Our sporty SE model had stylish 17-inch 5-spoke alloy wheels with P215/55R17 tires. Handsome, crisp and well balanced are terms we would use to describe the Camry’s styling. The SE trim does a lot to distinguish the Camry from more mundane midsize sedans.

Interior: We rank driver/passenger comfort at the top of our list of favorite Camry attributes. The driver’s seat and driving position were outstanding for any car, much less one with a base price of $23,000. Comfortable, supportive seats (with thicker side bolsters) are part of the SE package and our tester had the optional 8-way power adjustable driver’s seat. That adjustability combined with stretch-out legroom for even quite tall drivers and a tilt/telescopic steering wheel made finding an ideal driving position easy. There’s ample room for drivers well over six feet tall. 

Given the spaciousness of the front seats we thought rear seating might be compromised, but it also was roomy enough for six-foot-plus occupants with the front seats all the way back. There’s ample head, knee, and foot room in the outboard positions and even the middle spot will accommodate tall people. The floor is almost flat, but the center position padding isn’t conducive to long trips. 

Door bins, cup holders, seatback pouches, console bins, a sunglasses holder and a locking glovebox add up to above average interior storage capacity. The center console cup holders have spring-loaded tension devices to secure various sized containers.

The excellent, thick, contoured leather steering wheel has easy to use auxiliary control buttons. Paddle shifters are located behind the steering wheel. The auxiliary controls are great for keeping your eyes on the road while operating the first class sound system and various communications devices. The optional Display/Audio/Navigation/Entune (Toyota’s innovative new multimedia system that uses smartphones) system provided more advanced connectivity features than we had devices to connect. There were also lots of ports for whatever electronic gizmos people fill their cars with these days.

Cargo capacity is excellent thanks to a large trunk with a flat floor and split folding rear seats. The pass-through opening is large and the seatbacks have protective ribbed plastic. Unfortunately, the seats don’t fold very flat.

Toyota puts a lot of effort into creating a quiet passenger environment and it shows in the new Camry. They suppressed noise transmission and put extra insulation where it’s most useful. The interior ambiance is much more luxurious than people normally expect at the Camry’s price point. 

Under The Hood: Toyotas are known for their excellent drivetrains and the 2012 Camry is no exception. The DOHC 3.5-liter V6 that’s available in SE and XLE models delivers 268 horsepower and 248 lb-ft of torque. The 6-speed transmission was very smooth and nicely programmed for optimum performance and economy. There are paddle shifters, but we rarely used them because the car’s overall demeanor didn’t inspire us to bang through the gears. Acceleration was brisk and we never felt any lack of power.

The EPA rates the Camry SE at 25-mpg city and 35-mpg highway. We averaged just short of 30-mpg in mixed driving, which we felt was excellent given the responsiveness of the V6 engine. 

Behind The Wheel: The Camry SE is positioned as the sporty model in-between the base LE and the upscale XLE (and hybrid XLE) versions. We wouldn’t classify the SE as the same kind of sporty as more aggressive sedans specifically designed for high performance, but within the generally conservative parameters of affordable midsize sedans the Camry SE is a very enjoyable (bordering on fun) car to drive. It has enough “sport” so as not to totally bore more demanding drivers, but not so much harshness/responsiveness as to annoy drivers who value comfort over suspension connectivity. Like almost everything about the Camry the SE ride characteristics are a pleasant compromise.

A key summation of the 2012 Camry SE driving experience is that it’s car that a very broad spectrum of drivers would enjoy on a daily basis. You can’t ask for much more than that. 

Whines: The steep angle of the folded rear seats greatly impairs the usability of what would otherwise be a bonus cargo area. 

Bottom Line: We think Toyota has another winner on their hands with the new 2012 Camry SE. It’s an outstanding value with quality, performance, safety, economy, style and comfort that exceed its affordable price.

Mercedes-Benz Offers Hot New C-Class Coupe

      By Lary Coppola

The C-Class is the least expensive Mercedes-Benz in the showroom — but offers nothing less than you’d expect from Mercedes. The 2012 C-Class includes a new coupe, while the sedans underwent a major mid-cycle update. Our test vehicle was the C350 coupe, so this review will be confined primarily to that vehicle.

Model Lineup: The 2012 Mercedes-Benz C-Class is offered in coupe and sedan versions in C250 and C350, configurations. There is a Luxury, Sport and C63 AMG version of each.

Walkaround: The dimensions of the C-Class are very similar to the BMW 3 Series or Infiniti G37 coupes. Like most vehicles in this class, it supposedly carries four passengers, with a respectable 11.7 cubic feet of luggage space. A split-folding rear seat is standard on the coupe, optional on the sedan.

The C-Class coupe has the Sport version’s front face, which is different than the Luxury model. It features a wide grille reminiscent of the big CLS and CL-Class coupes, with fewer grille bars that are painted silver, and features the Mercedes star front and center. 

The coupe’s dimensions are similar to the sedan. The rear of the roof drops down in an elegant arc and angles up at the bottom of the rear side windows. Character lines start behind the front wheels getting heavier as they rise to the rear along the sides, defining the wedge-like, forward-leaning silhouette. The coupe really didn’t need much work to make it look hot because of the sedan’s already aggressive profile.

The hood has a noticeable center peak, the headlight housings are contoured with new LED turn signals at the bottom, and LED fog lights, while the optional bi-xenon headlights have C-shaped positioning lights. At the rear, the bumper features a more pronounced lower diffuser, visually lightening a rear end that offers LED taillights. Our test vehicle also had the Sport version’s rear trunk lid spoiler and dual chrome-tipped exhaust outlets. 

Wheels play a big part as well. Our test vehicle had the AMG versions’ 18-inch twin-spoke alloy wheels, which came as part of the agility package, while the Luxury versions use smaller, more elegant wheels.

Interior: The C-Class interior is instantly-recognizable Mercedes-Benz — everything you expect, with function over form. For example, the seat controls are mounted on the door panels, and look like miniature seats — just as they have for a couple of decades now. All control stalks are located on the left side of the steering wheel, freeing the right hand for shifting. Another Stuttgart standard is the floor-mounted gas pedal — which on most other cars is suspended from above.

Naturally all the power amenities you expect from any luxury car are there — windows, mirrors, seats, door locks, sunroof, cruise, tilt/telescoping wheel, etc. Our test vehicle was also equipped with the optional COMAND package which upsizes the standard 5.8-inch display screen to 7 inches. 

The dashboard layout is completely new for 2012. The display screen is positioned under a lip also shading a revised gauge cluster. Instrumentation is comprised of analog temperature and fuel gauges on the left, speed/display in the center, and a tach on the right.

The controls include Mercedes’ standard 10-key pad on the center stack, making it easy to dial numbers from a Bluetooth-connected phone, as well as select pre-programmed radio stations. The central control knob for the COMAND system (standard on models with navigation), controls the telephone, navigation, and audio systems, and sits on the center console. There’s a learning curve for using COMAND, but it also eliminates other buttons and becomes second nature after awhile.

Our test vehicle was equipped with the available harman/kardon LOGIC7, 5.1 Surround Sound system that offers 450 watts of power driving 12 speakers. It also includes an in-dash, single disc DVD/CD player; voice control for audio, navigation and phone; 10GB harddrive with music register for downloading media files, coupled with the Gracenote Music Database, and an in-dash SD card slot; along with Sirius XM music, traffic, weather, and Zagat’s restaurant guide.  

While real leather is available on any C-Class — and was the trim in our test vehicle — the standard upholstery is something called M-B Tex. It looks more like leather than the real thing does in some other cars. Some C-Class models have aluminum trim, while others sport Burled Walnut or Black Ash. You can opt for carbon fiber on the AMG, but whichever you choose it’s the real deal — real aluminum, real wood. Materials include soft-touch surfaces on the dash and other touch points you’d expect in a luxury car.

Rear-seat headroom is sorely lacking and legroom is even worse. There are only two real seating positions — in front, so think of the coupe as your basic two-seater.

Under The Hood: The C350’s 3.5-liter V6 is all-new for 2012. It’s the same size as last year’s powerplant, but considerably more powerful, and far more fuel-efficient. 

Mercedes claims it does the 0-60 drill in a respectable 5.9 seconds — two tenths of a second quicker than last year’s 3.5, but I’ve seen reviews claiming times as low as 5.4 seconds. Either way, it feels V8-strong, has a rumbling exhaust note, and delivers almost 4-banger fuel economy at an EPA-rated 20/29 mpg. 

The standard 7-speed automatic shifts quick and clean. Our test vehicle featured the available Dynamic Handling Package, which includes paddle shifters. Mercedes doesn’t offer a stick for the C250 or C350. Most C-Class models come with rear-wheel drive, although 4MATIC all-wheel drive is available on all versions.

Behind The Wheel: The C-Class delivers an exceptional driving experience, with great driver feedback — the C-Class chassis tells the driver exactly what the car is doing. Steering is precise. Braking is terrific. Handling is rock-solid, and so stable it’s very hard to get into trouble. And it does all this without taking away any of the refinement or comfort that makes driving a Mercedes a fatigue-free process.

Whines: The same one I’ve had about Mercedes-Benz for the 20+ years I’ve written automotive reviews — the placement of the cruise control lever interferes with the turn signal stalk, and in my view is a major safety hazard. Instead of signaling for a turn and slowing down, you engage the cruise as you prepare to go around a corner. 

Bottom Line: The Mercedes-Benz C-Class represents a broad range of models designed for different priorities. This stylish new coupe, equipped with the new 3.5-liter V6 offers surprising power, terrific handling and respectable fuel economy. In short, the C-Class coupe delivers pure driving enjoyment coupled with safety, stability, and Mercedes luxury.

2012 Kia Optima Hybrid: A sporty triple threat

By Bruce Caldwell 

The 2012 Kia Optima is an excellent car and an outstanding value that’s available in three four-cylinder iterations. The Optima is by design very versatile and the three distinct engines help broaden its appeal. There’s a powerplant for every driving style and budget. 

The Optima was redesigned for 2011. The base 2.4-liter inline four-cylinder engine was first augmented by the lively 2.0-liter 274 horsepower I-4, which was followed by the introduction of the 2.4-liter gas/electric hybrid engine. We tested both the turbocharged and hybrid Optimas — two unique variations on a common theme.

  

Value is a key component of the Optima equation and both versions are very competitively priced. Both cars base right around $26,000. Some of our favorite features were optional (panoramic sunroof, heated/cooled front seats, Infinity sound system, and heated rear seats), but even with options list prices barely break the 30K threshold.

Walkaround: The Kia Optima features bold, contemporary styling with an Asian flair, especially in how the grille and headlamps sweep upward. The spoilers and other fascia components are aggressive. They contribute to an overall look that is much more performance sedan than econo-car. High tech style alloy wheels gave both the turbo and hybrid Optimas significant street cred and fashion points. The SX Turbo Optima came standard with handsome 18-inch wheels, while the hybrid was shod with 17-inch alloys (instead of the standard 16-inchers) as part of the Premium Technology Package. 

Interior: Technological prowess is a huge part of why Kias have become such a powerful market force, but on a day-to-day basis people are more apt to be impressed by a nice interior. The Kia Optima gets very high marks in all things interior. A commonly expressed remark was one of surprise that so much quality and content came at such an affordable price.

Optima interior designers paid great attention to details such as materials, colors, fit, and ergonomics. The interiors seem like they should be in cars costing ten or twenty thousand dollars more. Many little features such as very sophisticated theater style lighting, soft warning chimes, and even pleasant welcoming/departing messages add up to a warm, inviting environment. The glovebox is air conditioned to help keep water bottles cool. Seemingly small touches greatly increase driver and passenger satisfaction.

The optional heated and cooled front seats were a total wow at the Optima price point. Front legroom is stretch-out spacious and rear seat legroom is great for even tall passengers. The optional panoramic sunroof intrudes slightly on headroom for tall back seat passengers, but it’s not objectionable.

We felt the trunk space was above average and very useable in the turbocharged Optima. The floor was flat with ample distance between the wheelwells. The split fold-down rear seat greatly increased versatility. Hybrid rear seats don’t fold and trunk space is less due to the batteries. 

Under The Hood: All three of the Optima four-cylinder engines produce at least 200 horsepower. The base 2.4-liter I-4 is exactly 200 hp with 186 lb-ft of torque. The 2.4-liter hybrid produces 206 hp with 195 lb-ft of torque. Our favorite, the 2.0-liter turbo engine puts out a stout 274 hp and 269 lb-ft of torque. 

A nicely programmed six-speed automatic transmission helps all three engines perform at their best. A six-speed manual transmission is available with the base engine. The excellent six-speed automatic transmission is indicative of the Optima’s high technology levels. This speaks volumes as to how far Kia has come in a very short time. 

Fuel economy is very respectable for all three engines. The base engine is rated at 24/35 (for both transmissions); the turbo is rated at 22/34; and the hybrid has the top numbers at 35/40. 

Our turbo mileage figures were in the mid-to-upper twenties, mostly because the car was so responsive that we drove pretty aggressively. We tried very hard to balloon foot it in the hybrid, but never got above 35-mpg even on long, steady stretches of secondary highways. We consistently stayed in the 33-mpg to 35-mpg range, but we live in a very hilly area and steep hills kill fuel economy averages. There are reasons beyond raw fuel economy numbers to buy a hybrid, but judicious driving habits can narrow the gap between gas and hybrid power. 

Behind The Wheel: The Kia Optima Hybrid is a sophisticated system that operates seamlessly. Except for extreme quiet in full electric mode you wouldn’t notice anything unusual. The video game style information display lets you monitor all kinds of real time data relative to just how “green” you are. This information quickly points out the pluses and minuses of your driving habits. 

That the hybrid is so normal says a lot for the quality and sophistication of the system. The Kia Optima Hybrid is a world apart from early hybrids like the ovoid two-passenger Honda Insight. Suspension tuning was far less sporty on the hybrid than the turbo, but it wasn’t sloppy or unpleasant.

Whines: The battery pack compromised trunk/cargo space and flexibility. We never achieved the EPA’s 40-MPG highway fuel economy, which is a problem we’ve had with other hybrids, too. 

Bottom Line: We’re big fans of all Kia Optimas. They’re roomy, comfortable, fun to drive, nicely styled, and incredible values. Our favorite is the Optima SX Turbo, but if your leanings are greener, the Optima Hybrid Premium is an excellent choice.

2012 Nissan Murano — a good thing keeps getting better

By Lary Coppola

Nissan debuted an all-new version of its popular Murano mid-sized SUV for the 2009 model year that replaced this very successful first-generation crossover SUV noted for its sleek, trend setting styling, roomy, luxurious cabin, great performance, and terrific handling. Except for some minor evolutionary upgrades, refinements, and new paint colors, the 2012 version is basically unchanged.

At first glance, the second generation Murano appears very similar to the original. However, subtle styling changes are part of the aforementioned evolutionary upgrades that include more curvy sheetmetal, a bigger, shinier grille with a less-busy air intake under it, and very large, bold, seven-element headlamps. There’s also a completely new rear-end design — more horizontal than vertical — with dual, chrome-tipped exhaust ports under the bumper. However, styling isn’t the only thing that’s evolved. Underneath and inside, this is a completely different vehicle than the original.

The Murano is built on Nissan’s “D-Platform” — a proven driver's chassis that also sits underneath the popular Altima and Infiniti G37. Rated among the best handling cars by J. D. Power & Associates, the D-Platform has been optimized specifically for the Murano.

The 2012 Nissan Murano is available in four trim levels models – S, SV, SL and LE. All come standard with front wheel drive and offer an advanced all-wheel drive system. Only one option package is available — the Navigation Package. Available on SL and LE models, it offers HDD Navigation with 9.3 GB Music Box® Hard Drive, Voice Recognition and touch screen with 7-inch VGA screen and Bluetooth® Streaming Audio.

Walkaround: Nissan retained much of the styling characteristics that gave the first Murano its distinctive appearance. The Murano’s wing-like grille treatment — the signature look for its crossover line — features wide front headlights with available High Intensity Discharge (HID) lamps. The wider, more aggressive stance is coupled with a new, ribbed hood that sweeps gently upwards into the sculpted bodylines. There’s also a dual panel moonroof with a smooth, unified glass/sheetmetal appearance that was new in 2011.

In the rear, the glass hatch has been enlarged and restyled. The French-curved LED taillights now sit horizontally, while silencer-barrel exhausts complete the look.

Interior: The Murano’s functional interior has been upgraded into what Nissan labels a “Mobile Suite.” It’s large, but intentionally designed for only two rows of seating and cargo space. Nissan’s suite concept contends the first row is the living room, second row the reception room, and cargo area the hobby room. 

The Murano’s new front seats offer enhanced support, and excellent comfort, with optional new double-stitched leather-appointed seating surfaces. There’s also an available 8-way power driver, and 4-way power front passenger’s seat with a driver’s memory system (seats, steering wheel and mirrors).

The center stack has been redesigned and a telescoping wheel is standard.

The 60/40 fold-flat rear seat is available with a convenient feature that returns it to the upright position with a button push. Heated seats are available both front and rear.

There’s a variety of cargo storage, including a standard dual-level console, numerous cupholders, lots of cubbies, an extra large glovebox and dual seatback pockets.

The Murano also features the same available foldaway cargo organizer that originally debuted in the Rogue. It pops up from the cargo floor with a push of a button and snaps into position. It has removable, vertical, webbed cargo partitions to prevent items like grocery bags from rolling around. It’s also ideal for wet or dirty items due to its easy-clean interior.

Other standard interior features include push button ignition; automatic door locks, dual zone climate controls; Fine Vision gauges; and an AM/FM/CD6/six-speaker audio system with AUX-in jack, VTR jack and MP3/WMA capability.

The Murano offers a huge variety of intuitive, advanced technology options including an Intelligent Key, a Bose premium 11-speaker audio system with an iPod^® connector that integrates into the Murano’s standard audio system controls (LE only), a 6-CD in-dash changer, speed-sensitive volume control, a 9.3GB Music Box hard drive, XM Satellite Radio with and XM’s real-time Nav Traffic, Nissan’s DVD Mobile Entertainment system with a 9-inch roof-mounted screen, and Nissan’s newest Navigation System with user-friendly graphic interface, menu structure and intelligent search capabilities.

Also available is hands-free Bluetooth, steering wheel controls for cruise and audio functions, RearView Monitor; and voice recognition for audio, HVAC, Bluetooth^® and Nav.

Under The Hood: Nissan’s lightweight aluminum block and cylinder head VQ DOHC V6 — the same engine found in the Z370, but tuned specifically for the Murano — puts 260 horses to the highway with 240 lb-ft of torque. The engine boasts Nissan’s Variable Induction Control System (NICS), and is married to an advanced Xtronic Continuously Variable Transmission (CVT) with Adaptive Shift Control (ACS).

All 2012 Muranos are available with advanced AWD that adjusts to road conditions in a tenth of a second. Nissan’s Vehicle Dynamic Control (VDC) with a Traction Control System (TCS) is also standard on all Murano models. The system provides increased traction in all weather conditions by distributing engine torque depending on the driver’s intended direction and the actual direction of the vehicle.

Behind The Wheel: We’ve driven several versions of the Murano on a number of different occasions — this most recent one in South Florida while on a 10-day trip there. Acceleration is impressive and handling is excellent thanks to the four-wheel independent suspension, and high performance dual flow path shock absorbers. You can just feel the sports car lurking underneath this SUV. 

The twin-orifice speed-sensitive power steering system is similar to the one used in Altima and 370Z, and has a nice feel, delivering the proper level of assistance for both in-town and high-speed driving.

Great braking is courtesy of large 4-wheel vented disc brakes with 4-wheel, 4-channel, 4-sensor ABS with Electronic Brake force Distribution (EBD) and Brake Assist (BA). 

Whines: There must be something, but it escapes me.

Bottom Line: There’s a reason Murano sales have increased steadily every year since it debuted in 2003 as a model year 2004 crossover — in the most crowded of all market segments. The 2012 Nissan Murano is simply a very serious improvement over what was already a pretty great vehicle by any standard. We’ll personally be in the market for a mid-size crossover sometime soon — and in spite of all the choices — the Murano will be on our very short list.

2012 Mazda 3i Touring — Versatile, fun, and economical

By Bruce Caldwell
The 2012 Mazda 3 is a versatile compact sedan/hatchback that should appeal to a wide spectrum of buyers. Firstly, it’s an excellent little car and secondly, it’s offered in 32 different trim levels. If you can’t find an acceptable combination, then you and Goldilocks should buy a bus pass.

Suggested list prices range from approximately $15,000 to $24,000. Most models fall in the high-teens to low-twenties depending on options. Our tester Mazda 3i Touring 5-door hatchback with the SKYACTIV engine and six-speed manual transmission had a base price of $18,950. Four options boosted the price to $19,830 before the $795 delivery fee.

The Mazda 3 is fun to drive in addition to being highly functional. That’s important, because there are so many capable, high value cars on the market, but some of them can be boring. The Mazda grille resembles a broad smile that reflects the car’s attitude. That happy aura translates into driver/ownership enjoyment.

Great variety plus many, many positive traits have made the 3 series Mazda’s bestseller.

Walkaround: As mentioned previously, the Mazda 3 seems to wear a permanent smile. At times it can seen a little cartoonish, but we prefer it to the more warrior-like styling of some contemporary Asian vehicles. The car’s basic lines are clean and crisp. Handsome alloy wheels enhance the car’s sporty appearance. Our tester had the optional Crystal White Pearl paint, which was beautiful in bright sunlight.

Interior: The Mazda 3i Touring had excellent front legroom. It was stretch-out spacious; we had to move the seat up slightly for better clutch operation. Backseat legroom was passable with the front seats moved up, but knee knocking tight with the seats fully extended.

Headroom is fine throughout the cabin. Storage cubicles and beverage holders favor front seat passengers. The large glovebox lacks a lock.

The interior design and execution was quite nice for a car so reasonably priced. Designers made great use of contrasting colors and textures, which made the interior seem larger and much more interesting. Our tester’s interior was done in tan and black with brushed stainless trim. The bucket seats were comfortable and supportive with pleasantly soft headrests.

Cargo capacity and flexibility were excellent. The split rear seats fold almost flat. The pass-through from the trunk area is quite wide. The hatch clears tall people and the entire opening is expansive. The cargo floor is flat. The excellent utility factor is a big plus for active families that occasionally need to haul big objects, but don’t want the daily bulk and expense of a mini van.

Under The Hood: Our Mazda 3i Touring tester was equipped with the two-liter SKYACTIV four-cylinder engine that’s rated at 155 horsepower with 148 lb-ft of torque. It was backed by the excellent 6-speed manual transmission, which helped us get the maximum performance and fuel economy out of an already efficient engine. The EPA fuel economy rating covers a lot of ground from 27-mpg city to 38-mpg highway. We averaged high twenties to low thirties in mixed driving conditions.

SKYACTIV is Mazda’s name for their advanced technology 2.0-liter four-cylinder gasoline engine. It produces 10 to 15 percent more low and mid-range torque (where it’s most needed and most noticeable) while providing 15 percent better fuel economy than their previous 2.0-liter engine. The SKYACTIV technology has also been applied to the 6-speed automatic and 6-speed manual transmissions offered in the Mazda 3i. If you’re looking under the hood of prospective Mazda 3, the ones with SKYACTIV have bright blue engine covers.

Behind The Wheel: Mazda puts a strong emphasis on driving dynamics and it shows in the majority of their cars (we’re not overly fond of the Mazda 2). Their “zoom — zoom” ad campaign wasn’t just a clever catchphrase. The fine 6-speed manual transmission added a lot to our driving enjoyment.

Ride quality is good for a compact car. It was relatively quiet on most road surfaces. We felt the blend of control and comfort was well suited to our driving style. The top-of-the-line MazdaSpeed 3 has much more aggressive handling, but at a significantly higher price and greater ride harshness.

Whines: The headliner was noticeably cheap. Rear seat room was a little snug.

Bottom Line: There’s much to like about the 2012 Mazda 3i Touring 5-door hatchback. The well-built compact sedan is versatile, economical, comfortable and very importantly, fun to drive. It’s not a sports car (although the MazdaSpeed 3 does come close), but it is sporty. That’s a reasonable compromise for compact family sedan.