We recently tested the re-designed 2009 Subaru Forester. The ’09 Forester boasts a new look, from the front to the back and also gained a few inches of ground clearance for those who like to explore off of the beaten path. Despite the new higher ground clearance, the Forester still has the lowest center of gravity in its class, where its main competitors are the ever-popular Honda CR-V and Toyota Rav-4.

This rugged SUV from Subaru comes with two engine options. We tested the 2.5 L 4-cylinder engine that produced 170 horsepower at 6,000 rpm 170 lb-ft of torque at 4,400 rpm mated to a manual transmission. The other option is the 4-cylinder turbo engine from the WRX sedan, mated to an automatic transmission. Yes, that’s right, a turbo paired to an automatic transmission. Subaru, unfortunately, will not offering turbo motors with manual transmission in Foresters.

Everything about the 2009 Forester is practical, from the gas mileage, to the interior features and price. For an SUV, the Forester does not disappoint in its fuel economy numbers, getting 20 mpg city and 26 mpg highway. The interior design has also improved with nice features like the over-sized sunroof and consideration for backseat passengers with the sliding cupholders and ample legroom. Lastly, and in the current economy, most importantly, the cost of the Subaru Forester can almost be called cheap, starting at a base price of $22,495 and an as-tested tag of $24,011.

If you’re in the market for a Honda Accord or Toyota Camry but can’t stomach the cost, you should consider the 2009 Hyundai Sonata Limited. Included in the base price of the Sonata Limited edition are most of the goodies like dual zone climate control, heated seats, keyless entry, and iPod/USB integration that usually run up the final cost. Our tester came with the less powerful of the two engine options, the 2.4-liter 4-cylinder that produces 172 horsepower at 6,000 rpm and 168 lb-ft of torque at 4,000 rpm. The other option is the higher performing 249 horsepower, 3.3-liter V6 engine. The fuel economy on our tester was one of the few in the large car class that meets the EPA standards, getting 22 mpg in the city and 32 mpg on the highway.

Once you factor in the safety ratings, all of the amenities offered in the base price, and the fuel economy, the 2009 Hyundai Sonata Limited can only be described as a value buy, costing a mere $24,955, as-tested.

Mazda has had a string of notable successes lately. The MAZDA3, CX-7 and CX-9 have all exceeded corporate sales expectations and have planted the Japanese automaker firmly on the map. With the 2008 MAZDA5, Mazda hopes to continue the positive sales trend.

The 2008 MAZDA5 Multi Activity Vehicle (MAV), if marketed correctly, should re-write the small utility segment. Think of it as the ultimate urban people mover. It’s styled like a mini Minivan. It’s not as long as a Honda Odyssey, yet still transports six in comfort. It’s not as powerful as a Toyota Sienna, yet the MAZDA5’s proven 2.3-liter four offers smart acceleration. It’s not as thrifty as a Ford Escape Hybrid, but you can’t put the starting five and the coach in an Escape. Who needs more size when less will do just fine?

Now in its third year of production, the ‘08 model features significant upgrades. The 2008 MAZDA5 got a significant makeover, with a new front fascia, grille, headlights and taillight design. The overall design is athletic, superbly masking its people moving duties.

Inside, much has been updated for the MAZDA5’s Sport, Touring and Grand Touring trim levels. Electroluminescent gauges have been added along with second row heating/cooling vents with fan-speed controls, front passenger inboard armrests, second row passenger outboard armrests, and audio auxiliary input jack (full iPod integration is optional). New shift panel and center console designs add a sporty flair. Five-speed automatic or manual transmissions are standard depending on trim level.

Grand Touring models add a security alarm, Bluetooth hands-free phone system, a leather-wrapped shift knob, auto on/off headlights, LED taillights, heated door mirrors and rain-sensing wipers.

For the driver and up to five invited guests, Mazda’s aim was to make the cabin as spacious and comfortable as possible. Three features contribute to the MAZDA5’s roomy interior: a low profile fuel tank, a compact multi-link rear suspension, and a stepped floor. The latter permits excellent legroom for all – especially those sitting in rows two and three. In the third row, legroom is a generous 30.7 inches. In row two, legroom is a comfortable 35.2 inches. Second row seats slide and recline and can be folded flat without removing their headrests. They feature a one-touch lever that automatically tips the seatback forward and slides the cushion to its front-most position to allow access to the third row.

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The third row seats are split 50:50. They can be tipped forward individually and folded flat, creating 44.4 cubic feet of storage capacity. Fold the second row and the load floor area is over 63 inches long.

Interior storage space includes an illuminated glovebox, half-liter bottle holders in each front door pocket, a removable tray/net between second row seats, and under second row storage bins.

On the safety front, standard advanced front air bags use sensors to measure seat occupants’ weight, severity of the impact, and distance from seat to dash, before deploying. The front side and side curtain airbags that protect occupants in all three rows of seats are also standard. Additionally, three-point seat belts and head restraints are standard for all six seats.

MAZDA5 pricing begins at $17,995. Nicely equipped models will set you back about $25K. Comparison shop and do the math. If you are a young family who needs a vehicle with room to grow with, or a Boomer with the desire for a fun-to-drive ride with space to spare, you should consider this solid offering from Mazda.

Though the 2007 Nissan Altima Hybrid is only available in the eight states that have accepted the California Emissions standards, the Altima Hybrid is desirable to those who just want to save money on ever-rising gas prices. If getting 43 city/36 highway isn’t enough of a bargain, the $2,350 tax credit on the 2007 Altima Hybrid is an extra great incentive. The styling on the Altima Hybrid is just like the regular Altima with the same interior and exterior options are available on the hybrid version; the only obvious difference (besides the impressive fuel economy) is the subtle badging. The Altima Hybrid still has the 2.5L gas engine (once you hit 43 mph, full gas power cuts on), but it also has electric power. The batteries are stored in the trunk, but are unobtrusive, leaving you plenty of trunk space.

Check out our 2007 Nissan Altima Hybrid Video and let us know how it stacks up to its competitors, like the Prius or the Civic Hybrid.

You can also watch the 2007 Nissan Altima Hybrid Video on YouTube.

You may be wondering why Nissan is bothering to launch a new car (the Altima coupe) into the auto market when they are already doing so well. The warranty claim rate on Nissan vehicles has dropped 60% in the past two years. The company hopes to launch a 3-liter, Nissan-original hybrid that gets 100 km (or 78 mpg) by 2010 as part of the Nissan Green Program. A purely electric car is also expected within the next decade, and a Maxima diesel engine by 2020. So the question remains, with all of the great news coming out of Nissan, “The Altima coupe: Why now?”

I first saw the Altima coupe at a 2006 LA Auto Show event, did a double take, wondering, “What Nissan vehicle IS that?! and “When does this hit the market?”, seeing that I would soon be interested in purchasing a new car. However, as time progressed, I became a bit skeptical about the coupe, since the car was, and is, being marketing to my demographic, the “younger males and females in their late 20s, up-and-coming professionals.” However, after getting some seat time in the Altima Coupe, I was pleasantly surprised.

There are two model options, the V6 and the 4-cylinder, (both with standard dual exhaust), and I was lucky enough to get to drive both. The V6 and 4-cylinder Altima Coupe are available with a 6-speed manual transmission or a Xtronix CVTs (Continuously Variable Transmission). Available models are the 2.5 S 6-speed manual tranny, the 2.5 S CVT, the 3.5 SE 6 speed, and the 3.5 SE CVT. The V6 Coupes come with 17” aluminum-alloy wheels with 215/55R17 tires and the 4-cylinder Coupes come with 16” wheels and tires. The Altima Coupe also comes with standard traction control systems. Oh, and by the way, just like some of the high-end luxury vehicles out there, the Altima Coupe comes with a push button ignition.

This front wheel drive coupe, built on the all-new rigid Nissan “D” platform, comes with a 20-gallon fuel tank, which could be problematic if you are interested in the V6 3.5 SE because premium gas is recommended. The 3.5-liter, for its 270hp and 258 lb-ft of torque, gets 19 mpg city/27 mpg highway in the manual and automatic. The 4-cylindar 2.5S luckily takes regular gas, and its mileage is at 23 mpg city/32 mpg highway in the manual and 23 mpg city/31 mpg highway in the automatic. The Altima Coupe proved to be quick to the punch when accelerating and you felt confident with its sport-tuned suspension and rigid chassis. It also handled turns at speed decently, but we found that we had to oversteer to push through the corners.

Interior perks include the kangaroo pouch on the front sear cushion, good for squirreling away loose odds and ends, almost absurdly large vanity mirrors, and a 60/40 split and flat fold down rear seat. More notably, the Altima coupe comes with extra touches of class with the I-Key (again, the Push Button Ignition), and a variety of other choices in the Comprehensive Option Package: touch-screen navi RearView Monitor (a 6.5” color monitor), a 9-speaker Bose-development audio system, a power-sliding glass moonroof, and Bluetooth hands-free phone system. Sport bucket seats, numerous cubbies, and dual climate control bring the coupe’s sportiness and functionality together.

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The Altima Coupe is a great choice for someone who wants the G35 coupe but can’t afford it or someone is looking at the 350Z but needs a backseat and a less sportiness. Price is affordable: $20,450 base and around $31,000 (V6 engine) for fully loaded. For all of those that think the Altima Coupe is just the Altima Sedan minus two doors, they are quite wrong. Length-wise, it is 7.1 inches less than the sedan and height-wise it is 4.0 shorter than the sedan. The only major body panel they share is the hood. The Altima Coupe also comes in two colors that the Altima Sedan does not: Code Red and Metallic Blue.

Overall, I would have to agree with the Nissan folks and say that this coupe is the perfect car for the young professional who is loving life, always on the move and free of constraints like kids. The Altima Coupe is speedy, stylish, sporty and powerful enough to break the boredom of point A to point B driving. The variety of transmission options also means that there will be a fit for ever driver, from the manual transmission lover to those that like to just put it in drive and go.

Mazda has released details on the new CX-7 crossover SUV, a 2007 model which should be in dealerships this spring. Production of the CX-7 began last week in Hiroshima, Japan. Pricing will start at $23,750, making the curvaceous newcomer a quite comely competitor in the small SUV segment—where style is often secondary to shape.

Ahead of the game underhood as well, all CX-7s will boast 244 horsepower, courtesy of a turbocharged version of the familiar 2.3-liter four, with intercooler. Torque is rated at 258 lb./ft., at a Marianas-Trench-low 2,500 r.p.m.—and Mazda claims 99% of that is on tap all the way up to the 5,000 r.p.m. power peak. Base models will be driven by the front wheels; all-wheel-drive is optional. If the suspension has been engineered to be anywhere near as sporty as the exterior design and marketing campaigns imply, the CX-7 should rate among the best SUVs as far as handling and driving enjoyment. (We’re guessing it will; Mazda’s got quite a performance record lately, thanks to the RX-8, the new Miata, and the MazdaSpeed versions of the 3 and 6.)

Sport, Touring and Grand Touring models will be available, all with seating for five. On the safety front, every CX-7 comes with six airbags, traction and stability control systems, and ABS. Standard convenience features include cruise control, air conditioning, and power windows, mirrors and locks. Also common across the model range are 18” rims and a six-speed automatic.

Conventional wisdom has it that beneath the all-new sheetmetal sits yet another chassis derived from the CD3 architecture that underpins the Mazda6. Ford’s new Edge crossover uses the same unibody construction, although some claim the CX-7 actually borrows more from the MazdaSpeed version of the 6’s platform, for a sportier ride. The back half of the CX-7’s chassis and suspension, however, is instead related to the Mazda3 and 5 designs, meaning the CX-7’s chassis is something of a hybrid—and unique to Mazda.

No matter where the dirty bits came from, however, we’re impressed at least with the CX-7’s gestation time. This essentially all-new model took barely two years from conception to production, which bodes well for the two other new North America-only vehicles Mazda promises will follow this model.

A loaded Grand Touring CX-7, with all-wheel-drive, will run about $28,000. That includes heated leather seating with power adjustments for the driver, HID headlights, automatic climate control, and upgraded trim. A $4,000 technology package adds fun stuff like navigation, moonroof, a six-CD changer with Bose power, voice control, remote starting, and a rearview camera. (Of course, recent reports have told of grey-market CX-7s being pre-sold for nearly $60,000 to eager Russian buyers; Mazda has restricted exports to curb the gouging.)

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Mazda’s naming system has been confusing—and confused—lately, but this new model actually helps clear things up. From now on, Mazda claims, all crossover SUVs will wear a CX prefix, while core models will continue with the single number system (Mazda3, Mazda6, etc.). Further, rotary-powered cars (like the RX-8) will all wear the RX designation, while conventional sports cars will be dubbed MX, as in the MX-5 Miata, which the brand has for now given up trying to get Americans to remember as just the “MX-5.” We’re not sure what this means for other non-alphanumeric models, like the Tribute, or the MPV minivan and B-series light truck. But at least it’s a start.

Bottom line: the CX-7 looks pretty, and packs impressive performance numbers at a palatable price. Mazda’s recent work has been well-received and well-built, and we expect the same here. We look forward to our first drive, and to meeting the other two vehicles they’ve got planned just for our market.

Those wacky Japanese-thanks to them we get those neat t-shirts (you know, the ones that read “Super Happy Fun Boy!” or “Winning is for me #1!”), and that cool script that less-imaginative gaigin use to tattoo platitudes on themselves. We also get a glimpse of what their roadways must look like-pint-sized, grinning machines straight out of one of those anime comics-but usually only through media coverage of their Tokyo Auto Show. After all, the folks from the Land of the Rising Sun learned long ago that their wacky designs didn’t do much for sales, and started emulating American and German design even better than the Americans and Germans himself did it. That’s why it’s neat when the corporate honchos let a model that’s straight from the Japanese Domestic Market through onto our shores-it’s like a glimpse of an automotive life most of us will never see.

And that’s what the Mazda5 is; it was designed for Japan, but some suits at Mazda figured they could make a business case for bringing it here-where it’s essentially in a class of its own. What it is, is really a mini-minivan; a minivan-let, if you prefer. Sitting on an enlarged version of the compact Mazda3 platform, and borrowing that compact’s mechanicals as well, the Mazda5 is tinier than even the old Corvair-based Greenbrier vans of the ’60s. Only 15 feet long and less than six feet wide, the 5 will surprise you with how big it seems inside, however. In fact, after seven days and six hundred miles, we’re even beginning to wonder if our own inherent taste for large-footprint family transport. Could it be that we don’t need 240 horses, 20 feet, and 4,000 pounds to haul the kids around?

There are three rows of seats inside the Mazda 5, and while it’s not spacious enough to walk around upright in, the seating is actually more comfortable than most 3-row SUVs we’ve tested. The seats themselves are thin, though-little space-saving tricks add up to a lot here.

Something else the 5 doesn’t do like a minivan-drive. It’s front-wheel-drive, and a little underpowered, but the low center of gravity and outbound wheel-placement means the 5 retains more of its compact qualities, as far as behind-the-wheel feel goes. In fact, the 5 handles in most driving situations like a decent compact car-that is, nimble around town, if a little overmatched when pushing it on interstate freeways. It feels light and ‘zippy’ if not quick, but much like those original Japanese imports back in the 60s’, it’s not entirely comfortable in the left lane of some of our faster freeways.

Speaking of power, the only motor in the 5 is the 2.3-liter four-banger that’s optional-and quite a screamer-in the Mazda3. It makes the same 157 horsepower in this application, but the extra four hundred pounds or so (3,389 with the automatic, as tested) make the 5 feel strained where the Mazda3 2.3 feels unencumbered. Part of that may be the paltry 148 lb./ft. of torque. Much of the blame also rests with the 5′s four-speed automatic transmission, though-it’s a low-tech piece that feels out of place in such a modern ride. A slow learner, this tranny never seems to sense any sort of aggressive driving, thus always seeming to be a gear too high when you need it. It also revs the engine at higher freeway speeds, not into the powerband where at least you’d get some sporty feel out of it, but just to where it’s inefficient and loud. In fact, this tranny is probably the weakest link in an otherwise attractive package.

Stepping into the Mazda5 feels a lot more like entering you average midsize Japanese family sedan-accord, Mazda6, etc.-than climbing into a minivan. The color scheme inside is basic black, with some aluminum bits here and there to break up the continuity, and the emphasis is clearly function over form. Controls are simple and fall readily to hand; everything feels solid without being over-engineered, in the way that Accords and their ilk do. There’s good bolstering in the front seats, too, although the passenger inboard armrest is sacrificed to the cause of pass-thru space to the next row. Entré into the back is via standard hinged doors; the 5 eschews the sliding-door trick, and is all the better for it.

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The sole option in our Mazda5 Touring press tester was the $1,200 navigation system. Now, we’ve been staunch advocates of touch-screen based systems like those found in Toyota/Lexus products-but Mazda’s is probably the best of the bunch out of those that lack this convenience. Not once did it lose the signal, and entering destinations and other info was easier here than in systems from manufacturers like Mercedes-Benz or GM. The icing on that cake is the slick motorized panel that houses the screen; it pops up when in use like something out of MTV’s Pimp My Ride, and tilts to different angles at the touch of a button to reduce glare. As ever we’d recommend thinking about how much you’d actually need such a system before dropping a couple grand on it-not to mention consider investing in a Thomas Guide or two-but Mazda’s nav setup is better than most.

We usually begin a review like this with some thoughts on the vehicle’s styling-but when we’re talking minivan, there’s often not much to say, so we lead with other considerations. The Mazda5 doesn’t rate a change in this process, either. It’s straight-up minivan, in three-quarter scale. It’s your basic one-box shape, with a slick, sloped nose, slab sides, and a chopped tail. Still, much like Mazda’s MPV, the 5 does do more with the basic design than most efforts. There’s a sort of unexpected sleekness to the whole look, perhaps thanks to a lack of extraneous spoilers and ground effects.

We put a lot of miles on our press tester in our week with it. Roughly 80% of that was on mostly-empty freeways, at extra-legal speeds. Our average economy worked out to be just under 27 m.p.g. Rather impressive, and that figure would’ve been further improved had the tranny sported an extra cog. Still, that’s a solid performance, especially in these uncertain times-and significantly better than any minivan we’ve had in the fleet.

One last area where the Mazda5 trumps a conventional minivan-price. The 5 carries a pretty light price tag, especially if you’re cross-shopping minivans: under $18,000 to start. You simply can’t buy a six-passenger vehicle for less, and that’s before you factor in fuel economy.

Toyota’s Avalon, Buick’s LaCrosse and cars of their ilk have just been put on notice. Hyundai, the South Korean brand that has blasted its way into the economy car and small SUV segments–after a total 180 from their early days of disposable Excels–is at it again. The new target is the sub-$30K near-premium class, and the ’06 Azera sedan they just debuted looks to be a strong contender right out of the gate.

Replacing the solid-but-forgettable XG350, from the outside the Azera’s certainly got the goods. It pulls off the bland, “I’m a pretty expensive car but don’t look at me too much” persona adopted by everything from the Lexus ES330 to the Ford Five Hundred. Which isn’t to say it’s not attractive; it has the requisite chrome, soft curves, and pricey-looking rims all mated together in a well-rounded package that’s likely not to offend anyone. And Hyundai’s designers did get to express a bit of personality in the back end, at least. We find the rear three-quarter view to be perhaps the best-looking in the segment, with its humped haunches and sinewy curves over the rear wheels and trunk areas.

Like all Hyundais, the Azera will trade primarily on price. It starts under $25,000, significantly undercutting the competition (even allowing for discounts and incentives that have been slapped on some of its slower-selling brethren). The top-level Limited model, with the Ultimate option package model still comes in under $32,000–again a comparative value. Unlike its ancestors, however, the Azera will also trade on feature content–and that’s this car’s primary strength. Little touches like the power-folding side mirrors and one-touch power rear sunshade–included with the Ultimate package–are trick little gadgets rarely even found on cars costing twice as much as this. Plus, they make for easy showing-off.

The not-so-little features are done well here as well. The leather upholstery is gorgeous and buttery-soft. The plastics and other to-be-touched materials are high-end and inviting. Check out those vents, for instance–they feel solid and look great. The audio system, with six-disc CD changer and mp3 capability, sounds like a premium job. Keyless entry, power driver’s seat with memory, dual climate control with rear-seat vents, and power-adjustable foot pedals and steering wheel all come standard as well. No less than ten control buttons adorn the steering wheel, too. The absence of a navigation system is the Azera’s biggest luxury-car sin, and it’s forgivable when you consider the price vs. utility ratio of such things. In general, the Azera rates as a nice place in which to pass the time–quiet, well-equipped, and cosseting. If you have to spend 500 hours a year in traffic, why not do it comfortably?

Hyundai claims that interior volume actually bests that of the BMW 760 and Mercedes S-class, not to mention the Avalon. It’s also deadly quiet at speed–Buick should subcontract its Quiet-Tuning out to Hyundai. No less than eight airbags provide an invisible safety cocoon and stability control helps avoid crashes in the first place. Standard antilock brakes and traction control round out the safety package.

Generally, cars in this segment inspire, at best, yawn-tastic reviews in most automotive publications. The simple reason for that fact is the somnolent driving dynamics pervasive among this type of car–even the Avalon’s GT package hasn’t added much excitement to this class. Still, the Azera proves its mettle well on this front.

Acceleration is impressive–we recorded a 7.1-second sprint to 60 mph–due to the brand-new 3.8-liter V6 Hyundai designed for this car. Making 263 horses, this cream-puff of a motor is the most powerful engine ever in a Hyundai (and it’ll likely do good work in the upcoming Santa Fe redesign that’s set to grow to a seven-seater). An advanced CVVT design, all-aluminum construction and a variable intake add efficiency as well as power. EPA fuel economy has not been released yet, but we expect it’ll be above average for a car like this. The smooth-shifting five-speed automatic–with Shiftronic manu-matic action–is the icing on the power/economy cake.

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Suspending this all-new chassis is a simple front double-wishbone/rear multilink setup that works well in this application. (The chassis is actually a stretched version of the platform that underpins the Sonata, one of our favorites in the midsize segment.) Body roll and lean are certainly present, but never to an alarming degree. In our brief time with several pre-production Azeras, we were unable to upset the car at all–the progressive understeer and well-planted nature of this car will be reassuring to many buyers, especially ex-SUV owners looking to replace their gas-guzzlers with something a little more economical.

Like all Hyunda’s, the Azera comes with the 10 year/100,000-mile warranty coverage. That warranty, which is almost single-handedly responsible for the public’s willingness to re-consider Hyundai cars after the early ’90s debacle, covers all powertrain components. There is a deductible applied for certain repairs over a certain mileage, however, and a few folks have reported less-than-stellar dealer experiences–but in the main, this is among the best coverage available on any new car.

“Luxury without guilt” is the marketing idea behind the new Azera. Hyundai has targeted a sales goal of 30,000 to 40,000 units annually, which it should have no problem reaching as long as it can get buyers into showrooms to see this car (and read the Monroney window sticker). If you’re in the market for a luxurious car completely devoid of ostentation–and if you’re on a budget–this is a must-see. Especially if you’ve been paying a premium price in the past.

Mitsubishi has been pumping out some seriously self-confident advertising these days. Seems the corporate financial woes haven’t put a damper on the mood in the advertising department. Still, you can buy all the TV time you want, showing competitors cars bowing down (or even frightened into incontinence), but what matters is the product. And there’s no more important halo product in the Mitsubishi lineup than the Eclipse–even the Evo owes its existence to this sports coupe.

It was almost symbolic, how the last Eclipse was so underwhelming right at the time that Mitsubishi started its downward spiral. Perhaps this new Mitsu will be equally symbolic of the corporate recovery.

Of course, we’re reviewing the $19,994 base-model Eclipse GS here, not the full-zoot version with the V6. (Who knows why the press fleet’s full of four-banger cars this year?) We did drive the GT at a track event briefly, and the 101 extra horsepower and uprated suspension do make a difference.

In either iteration, the new Eclipse is a good-looking car. Where the last generation veered from the course set by the original and the second-gen “fast & furious” designs, the ’05 is a genuine spiritual successor, at least visually. (Honestly, we in the automotive journalists’ ranks were pleasantly surprised when the Eclipse turned out so close to the outrageous concept car we saw in Detroit a couple years back.) The rear haunches are muscular to the extreme; sexy and sensual. The front fascia evinces a look that’s genuinely new, evoking maybe one of the spaceships out of Star Wars. Details like the lighting fixtures are well done; the headlights with their delicate spectacle design are outdone only by the clear-lens projector-style tail lamps. Rims, even on this 4-banger GS, are blade-like 17-inchers.

Inside, the Eclipse has some attractive, space-age touches as well, although it doesn’t quite pull off the feeling of quality that the rest of the car does. There’s the center console and shifter area, with accents that mimic an aluminum-tube backbone running lengthwise through the car. The molded ‘Eclipse’ text running across the hatchback’s plastic cover over the trunk storage area–visible through the rear glass–is neat as well. But the stubborn HVAC vent mechanisms are poorly designed–one had already broken on our tester–and many materials feel substandard in the less-likely-to-be-touched areas. It’s obvious that Mitsubishi held the price down on this niche car by cutting costs here. Add that to the fact that the sport-coupe design requires an almost supine seating position and the poor visibility anywhere but up front, and you’d have to be a pretty dedicated Eclipse enthusiast to want to spend every commuting hour in here. Still, you’ll look good doing it.

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Cars like this, however, are (or should be) more about the drive than anything else. And here, we were pleasantly surprised. The more time we spent in the new Eclipse, the more we liked it. Don’t get us wrong; it’s not the nimble little pocket-rocket the first couple were–it almost feels more of a grand tourer. But our 170-horse 2.4-liter was a free-revving gem, and the 5-speed manual had gears perfectly spaced for speed. MIVEC variable vale timing makes up for the old-tech iron construction–at least at high rpm. Zero-to-sixty happens in about eight seconds–not stellar by any means, especially when compared to something like the similarly-priced ’06 Civic Si we like so much–but it feels quick all the same.

And the ride was pleasantly surprising, too. Not at all punishing, the suspension allows for the perfect amount of body roll without ever feeling sketchy. The suspension is independent at both ends, with disc brakes up front and drums in the rear–old-tech but it works. On the track this car would be left in the dust, but on public roads it’s a good mix of comfort and a sporty feel. Paired with the peppy drivetrain, this suspension setup makes this a car you want to break laws with–maybe not break records, but certainly laws.

The 3.8-liter six-cylinder will run you another four grand–and gets you another 100 horsepower as well. That’s more of a street-racer, and it’s likely to be the much more serious car. Still the base Eclipse–and the one that most customers will choose–turned out to be a joy, all faults aside. The Eclipse has always been a sports-car for the enthusiast on a budget. Like many of those buyers, it’s grown up some–it’s now less about speed than style; more about suppleness than sport. But it’s still fun, and unarguably good-looking. With an automatic tranny, it might be a different story–but even the 4-banger Eclipse turns out to be a ride we can respect.

It was this reporter’s birthday, and one of the last weeks of warm sun and late days–the kind of week that just begs for a fun car. Perhaps it was kismet that the all-new Miata–the newest version of the car that practically *invented* fun–was in our driveway. Perhaps it was the pleading emails we sent to Mazda. Whatever, we were grateful–and here’s why…

Balance, in a word. Mazda’s little roadster has always had it, in spades. A balance between power and comfort, style and function, ride and handling–and between front and back, with a perfect 50/50 weight distribution.(A note on the name game: in a perplexing move, Mazda had decided to rename this car just “MX-5,” which is what’s it’s always been called elsewhere in the world, although public outcry forced them to retain the “Miata” moniker in some advertising and so on. Still, “MX-5″ is all you’ll see on the car and the paperwork, and theoretically, we’ll all grow to accept that alphanumeric mumbo-jumbo–it goes better with the Mazda3 and Mazda6 and RX-8 and so on–to the point where they can safely abandon “Miata” altogether. Good luck, I say.)

Take the exterior design. The styling says ‘sports car,’ surely, but not to the extreme. The rims, for instance–the 17″ turbine design is certainly sporting, but there’s just enough sidewall to keep your bones from rattling. The lines themselves are clearly evolutionary from the previous models, although the MX-5 has gained a couple inches in most dimensions, and a hundred or so pounds. The basic oval shape, and the classic oval grille remain, so purists should be appeased. In fact, the new MX-5 might be the best-looking of all the baby roadster class–which the Miata itself spawned.

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There’s balance inside as well. With only 50 cubic feet of passenger space, quarters are clearly close–yet there’s a dose of luxury as well; perhaps more than ever before. The leather seats are suitable bolstered, but the hides themselves are high-quality and supple. Audio controls on the steering wheel (redundant though they may seem in a car where the stereo itself is mere inches from the wheel) are another high-end touch. There are even four cupholders, so two-fisted drinkers can rest easy (okay, we don’t get it either).

And then there’s that top. It’s not a power unit–this is a $21-27,000 car–but there’s a single latch and you don’t have to leave your seat to raise or lower it. It’s also one of the new, clean Z-fold designs, where no tonneau cover is needed. Once the top is up, the several layers and interior liner create a tight seal against wind, rain and noise, and give the car a cozy, if dark, ambience. Luxurious, yet practical–and efficient.

Okay, okay–enough about the features. Just like we were, you’re probably aching to get behind the wheel–and you won’t be disappointed. There’s a reason the Miata is the benchmark for cars as snooty as the Mercedes-Benz SLK and BMW’s Z3/4–and still is. First of all, there’s that sweet little four-cylinder. With 170 horses on tap, and a 6700-rpm redline, you might think it’d be high-strung, but it isn’t. Instead, this new 2-liter (.2 more than the outgoing car; and 28 more horsepower) is a paragon of smoothness and silky power delivery. The new dual exhaust system adds both power and a more menacing exhaust note. Sixty mph comes up in a scant 6.6 seconds–not Porsche territory, but plenty quick for an affordable ragtop. And it feels fast, too.

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The powertrain isn’t the big story here, though. Neither is the ultra-precise six-speed stick-shift, with the standard setting shifter that feels like a hydraulic machine. Instead, it’s the other mechanical bits that really get our juices flowing. The chassis is stiffer than many hardtops in recent memory. The suspension setup is just about perfect as well–the front is a unequal-length control arm layout; in back there’s a multilink design derived from the awesome RX-8. The rack-and-pinion steering setup provides steering that’s truly telepathic, too–or you can just steer with your right foot; one of our favorite Miata traits. Put it all together, and you get a Miata that feels like an oversize go-kart–slicker than just about anything else on wheels. It corners on a dime, without protest from the tires–and practically begs for more.

It’s easy to see why the Miata has been a favorite of enthusiasts all over. This new MX-5 simply takes everything we’ve loved about it to another level, without adding anything extraneous. Having finished our week-long test of this well-balanced sporty roadster, we think it’d be best balancing out that family SUV in our own garage…

Hyundai this year debuted their all-new high-volume midsize Hyundai Sonata sedan, at what CEO Bob Cosmai called “the most important launch in our history.” We first experienced the car in the San Francisco Bay area, at a generous junket that couldn’t help but leave a favorable taste in our mouths. Since then, we’ve had a week’s worth of seat time in the mainstream four-door that Hyundai hopes will help it crack the 1-million annual sales mark. Our overall impression was good; Hyundai continues to catch the competition unawares by offering competent cars like the Hyundai Sonata for not a lot of cash.

First off, the new 2006 Hyundai Sonata is a looker; almost Audi-esque in design, but not ostentatious. In this segment, you have to appeal to a broad cross-section of consumers, many of whom embrace stylistic anonymity–thus the bland design of the segment’s major players; Honda’s Accord and Toyota’s Camry. Still, the Koreans did add a little aggressiveness in the overall elegant design, especially evident in the sporty wheels on GLS and LX models and the headlight cluster that almost seems to sneer at you. Subtle chrome accents and slanted taillights that resemble the back end of Lexus’ new IS series are also attractive, and upscale. Not one character line here is out of place; the Sonata looks rich, sporty and successful.

Step inside, and the upscale theme continues in the interior. The layout, features, materials and execution are all well ahead of the previous model, and entirely in line with the competition. Soft-touch plastics, leather and solid-feeling controls seem expensive, reinforcing Hyundai’s ‘more-for-less’ corporate mantra. There’s nothing amazing here, or even distinctive, unless you count the slightly odd shape of the climate control knobs. But you get heated seats, a surprisingly adequate stereo system, power everything, and keyless entry. XM radio, which is now standard in all Hyundai products, adds another entertainment option. No nav system is yet available–we’re sure that should Hyundai get around to offering one, it’d be efficient yet significantly cheaper than anyone else’s. The only complaint we’ll offer regards the seats–we found the bottom cushions in front too small for some drivers, so pay attention and be sure you’re comfortable before you make a purchase.

Our test Sonatas have all been V6-powered models (GLS and LX); due to the value pricing Hyundai expects to sell a majority of these, even though four-bangers make up the bulk of the market elsewhere. Power is more than adequate for this category; the V6 makes 235 horsepower. That’s on the happy side of average and behind only a couple competitors (Altima and Accord). It’s also enough for a 7.5-second run to 60 mph. For the tree-huggers in the crowd, the V6 Sonata is an Ultra-Low Emissions Vehicle, returning 20/30 mpg city/highway. The V6 gets a five-speed automatic; a stick-shift comes only with the coarser 162-hp inline four.

Although we’ve only driven that four briefly, we found it to be similar to the base-engine offerings from Honda and Toyota. It actually makes two more horsepower than theirs; but is a bit noisier and not as smooth. Still, for the money–the four-cylinder Japanese entries cost as much as a Hyundai V6–it’s entirely competitive. In fact, the Sonata mirrors the other entries in just about every dimension as well; it’s wheelbase (107.4″), length (188.9″), height (58″) and width (72.1″) are all within an inch of the other two.

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Time behind the wheel showcases the Sonata’s newfound prowess. A dynamic leap forward from the previous model, we think it’s every bit as competent as a contemporary Accord or Camry. The tires don’t squeal unless you’re really pushing it; the body leans but no more than you’d expect. The suspension layout is expectedly pedestrian, but works well; the front double-wishbones and multilink rear provide a nice blend of comfortable ride and grip. The 17″ rims on the uplevel models add even more stickiness, but compromise ride a bit. At between $1,800 and $4,500 less than its Japanese brethren (a base GL costs $17,895, while a loaded LX is $22,895), we can’t help but be impressed.

Hyundai stresses safety in this car, saying occupant protection was a primary concern during the design process. Cosmai said, “We don’t want customers to have to decide between safety and savings.” The new Hyundai thus comes standard with anti-lock brakes (ABS), traction control, six airbags, and electronic stability control (ESC)–rare in this class.

Hyundai–and subsidiary Kia–is on the move, with profits up 14% in the last quarter alone, and market share over 5.4%. Consumers are beginning to feel better about the brand, after a dismal initial launch in the early ’90s. Now they have that 10-year warranty backing up the claims of improved quality, and Hyundai places high in just about every J.D. Power report. Still skeptical? Consider this: sales are up 364% since 1998, placing Hyundai at the #4 import slot. That million-unit goal may still seem optimistic with current sales still under half that–but by 2010, if Hyundai can keep putting out vehicles this good, at these prices, the achievement will be no surprise at all.

It’ll be a long time coming, but sooner or later, the public at large will realize that GM really has screwed together some decent automobiles of late. The base Cobalt is a case in point–sure, its Cadavalier predecessor was so bad they had to drop the name altogether for the economy car’s replacement, but this new one is actually a competitive car.

And although Joe Consumer has yet to recognize the many good qualities of the Cobalt, GM hasn’t given up on it yet. In fact, they’ve proliferated the model line. Taking a page from Honda’s wildly successful Civic, which earned serious street cred by both being an excellent canvass for rice-rocket tuners and by offering straight-from-the-factory performance in the Si models, Chevy has unleashed an SS option for the Cobalt coupe.

SS, for the uninitiated, stands for “Super Sport,” and since the early 1960s the best & brightest Chevys have worn that badge. The Cobalt SS is one of a wave of SS models for 2006, including hotted-up versions of the TrailBlazer and redesigned Impala. From our time with this little screamer, we’d say this might well be the best of the bunch.

It all begins with a supercharged 2.2-liter Ecotec four, breathing out a hefty 205 horses. This is a wildcat of a motor; the boost gauge on the A-pillar might look gaudy, but the engine deserves it. Chevy says the package makes for a 6.1-second 0-60 time; we have no reason to doubt that. If you’ve driven a Neon SRT-4–or just read last month’s review–you’ll have a feeling for the driving experience. Otherwise, imagine a Civic on methamphetamines. And think fun.

It’d be a whole lot less fun, though, if the chassis and suspension weren’t up to the task, however. Fortunately, they are–this little car really does feel at home on the road course. A rigid superstructure is where it starts, upon which fat sway bars, stiffened springs and shocks, and 18″ rims with 215/45 rubber complete the deal. We did take it out on a track, and were impressed with its tracking, stability, and tossability. The layout is front-wheel-drive, so of course there’s some understeer to deal with, but at least the torque steer has been dialed out to an impressive degree. All told, this car would compete well with anything in its class, on the track or off.

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It’s also fun to look at–especially if you’re in this car’s under-30 demographic. Older drivers might find the tall spoiler and ground effects somewhat hokey, but the kids love that stuff these days. The round taillights do lend a bit of Corvette to the rear view, though, and the rims are slick enough to pass for aftermarket. The overall profile is wedge-shaped, which itself speaks to the Cobalt SS’s mission.

The interior has its share of joy too, with color-matched leather inserts in the seats and a thick, leather-wrapped steering wheel. The switchgear and controls are better than ever before, and everything is ergonomically placed for spirited driving. Perhaps most surprising is the amount of space inside, for both passengers and cargo–although the hatchback that you’d expect from the fastback shape is absent, meaning loading bulky items is hard if not impossible.

It’s also a lot of fun to get a good deal–and here the Cobalt SS shines. At $21,430 to start (without incentives…), and about $23,000 as tested, you get a lot of car for the money. For once, the hot hatch, import tuner, and general pocket-rocket segment has credible competition from Chevrolet. While Ford’s Focus SVT (now mourned since its 2004 passing) and Chrysler’s not-named-a-Neon SRT-4 have shown that Detroit can turn out a fiery & fun four-banger, Chevy previous efforts have been lackluster at best. No longer. Now, the purveyors of the Corvette and a multitude of capable yet somnolent SUVs, has given us a compact to be proud of. God bless America.