We set a new pace with Jaguar (Updated with diesel engine) - (Used)

Jaguar has finally taken a page from Porsche with a crossover, a mighty fine crossover at that. But it doesn’t come without its flaws and those flaws definitely can’t go unnoticed.

There are four engines to choose from. We only managed to test one of them, but we are going to go through all four engine options first. Standard 25t AWD uses a new 2-liter turbocharged four-cylinder pumping out 247hp. 20d AWD gets our favorite 2-liter turbo-diesel pumping out 180hp. 35t AWD (our tester car) comes equipped with a 3-liter supercharged six-cylinder producing 340hp while top of the range S AWD uses the same 3-liter supercharged six-cylinder pumping out 380hp. The only vehicle we’ve managed test drive the diesel in is the XF and that had mixed opinions. We loved the 35t AWD in the XE and well those opinions hadn’t changed much when applied to the F-pace.

The engine provides strong pull from a standstill and is actually quite easy to drive around town. We love the raised driving position and despite having a higher center of gravity compared to the XE sedan, the F-pace handles just as well. Our tester car came equipped with an air-suspension which allowed us to slip it into comfort mode. This made the driving experience impeccable. Dare we say it’s better than an Mercedes S-class? Steering feedback is where it should be and the ride comfort can range anywhere from firm to extremely comfortable. Road and wind noise won’t be much of an issue as the F-pace irons out both well.

The infotainment system has been a huge headache for us. It’s not that the interface is hard to use, it’s the quality of it. Several times it would freeze up and sometimes wouldn’t respond at all. The gear selector didn’t rise up from the console until moments after the vehicle has been activated and the auto high beams are overly sensitive. They often confused lightly shaded areas as a need to have headlights on at the highest setting. We were greeted by a few angry drivers who of course were blinded by our headlights. The engine check light activated as well and the rear parking sensors completely failed on us. Prior to returning the F-pace the car completely stalled on us while we were on a busy street. The Jaguar Dealer sent a tow-truck quickly and told us that someone used the wrong grade fuel this is why the engine shut off. We didn’t stop for fuel during our test of the car so we’re guessing it was the fault of the dealer.

Our tester car came kitted with power-folding mirrors, full-LED headlights; navigation system and dual-zone climate control. The optional extra bits included steering wheel memory, Meridian premium sound system and a full air suspension. You’ll have to pay extra for the kit that you’ll most likely want with the F-pace which pushes the price up considerably. The F-pace we had was mildly kitted and seemed priced within reason. We would most likely choose the diesel engine as it has low running costs and seems quite flexible thanks to the high torque at low revs. Sadly we didn’t get the chance to test that one.

The F-pace really does feel different from the Land Rover Disco Sport. It certainly is more entertaining to drive than the BMW X3, sadly we had so many electric issues with our tester car and of course the engine completely stalled on us when we were taking it back to the dealership. It seems as if Jaguar is taking steps in the right direction but the quality we feel needs to improve. Otherwise this is one of the best luxury crossovers you can buy. It’s stylish and easy to live with. It is a great crossover that’s hard to hate.

Likes: It’s fun to drive and very practical. Jaguar did a fantastic job with the styling and on-road dynamics are superb.

Dislikes: It suffered from electrical issues.

Our pick: Sadly since we only could test one of the four engines. We’d say stick with the cheaper turbo four-cylinder (25t) for those who want the F-pace at a decent price. Our tester car came in at over $60k but the amount of standard kit matched the asking price. We just wish that it didn’t stall on our test drive of it. The turbo-diesel option (20d) is the way to go if you plan to do tons of highway driving and want to have the most appealing running costs.

Update: We finally got our hands on an F-pace Diesel. We still stand by our statement of choosing the diesel of the petrol engine options. It seems to be the better deal overall. We know that most people will say if you can afford a Jag why on earth would you ever need a fuel saving diesel engine? Well, the diesel engine fits the character of the F-pace as a highway commuter car. It doesn't feel overly powerful and yet it still remains posh and refined. We loved how smooth the engine revved and it didn't feel like it was out of puff around town or on the highway. The only time it feels sluggish is when you run out of steam but that rarely happened with us. We are still trying to figure out when we are going to be able to test drive the new 2-liter turbo engine that Jag/Land Rover developed. 

The M2 maybe the best M-series BMW ever

Sell the house. Risk everything in Vegas or ask your great auntie for an advance in your inheritance. Do whatever it takes because you don’t want to go to your grave without ever have driven or owned a BMW M2.

The M2 goes back to the days when BMW cared more about driving dynamics than electronic gizmos. The only thing lacking here is the naturally aspirated engine, instead you’ll be greeted by a smooth 3-liter turbocharged six-cylinder pumping out 365hp. Acceleration is wicked fast and it never feels like it’s going to get out of hand thanks to the electronic stability control and the high amount of torque at low revs. This helps the M2 feel very pleasant to drive around town and when you want to put your foot down there’s plenty of oomph to satisfy all.

The steering feedback is the way it should be, communicative which gives plenty of confidence when driving through narrow switchbacks and tight bends. The chassis is what sparks the most confidence because it sticks to each corner as if it is riding on rails. We love the way the M2 feels, it strikes a nice balance between comfort and sporty handling. The ride comfort isn’t overly firm unless you select sport mode, but even in sport mode the ride isn’t overly firm. Road and wind noise is nothing to complain of.

The interior layout feels logical with everything within reach of the driver’s hand. BMW is known for their minimalistic looking dashboard design with an easy to use iDrive interface. We do wish that BMW did spice the interior up a bit more compared to some of its keen rivals. We do love the supportive front seats while those in the rear shouldn’t have too much to complain about, it isn’t the most spacious but it isn’t all that bad either. People who will buy this car won’t really have anyone in the back anyway so there’s no real point in mentioning this. Boot space is decent too considering the small size of the M2.

Our tester car came equipped with power-folding mirrors, Xenon-headlamps, Executive Package which adds rear view parking camera, heated steering wheel, auto high beams and wireless charging for your mobile device with WiFi hotspot. The auto gearbox is optional while the six-speed manual is standard. We weren’t able to find one with the manual gearbox and had the more costly automatic.

We are going to go out on a limb here. The M2 is literally the best M car we’ve driven from BMW. It takes us back to the days of lightweight fun to drive BMWs that could tackle the track with sheer confidence and doesn’t feel like a heavy robot car. You don’t want to go to your grave without ever have driven one.

Likes: Comfortable and easy to live with and is track ready. The turbo engine is smooth and quick. Hands down the best M-series you can buy.

Dislikes: Typical of BMW to be stingy on standard kit and expensive with options.

Toyota Prius V my what?? (Used Review)

The Prius-V adds a splash of interior room and boot space over the standard Prius hatchback. The Prius-V may tick all the right buttons. But is it worth the premium?

Likes: The interior and boot space is roomier than the standard Prius hatch. Still fuel efficient and is a comfortable drive around town.

Dislikes: CVT doesn’t like to be rushed, and when it does it makes the engine whine. Nothing exciting about the looks or the driving experience, not sure the premium is well justified over the standard Prius hatch.

Overall: It’s an appliance with top notch quality and reliability. For some it’s just enough, but for others there are more engaging alternatives that are just as efficient.

Performance: The engine output is modest at best. But for those who want a fuel efficient vehicle they won’t mind. Around town it’s feels at home, it’s smooth and zippy. On the highway if you drive with a spirited right foot the CVT will make the engine whine which makes the Prius-V sound unrested on long journeys.

On the road: It’s not all that engaging to drive but it handles safely and securely. This will be enough for most drivers but others who want a sharper drive will like the Volkswagen Golf wagon more. The ride comfort is smooth except on uneven road surfaces which make the ride really firm.

Equipment: The standard kit will be enough for most buyers unless you have to have extra bits like HID headlights and larger alloy wheels. We highly suggest sticking with the standard form which is good enough with a decent price tag.

Buying & owning: We were on the fence as to whether or not the Prius-V is really worth paying the premium for when the standard Prius hatch is pretty much roomy and well kitted as well. Resale value should be pretty strong because demand for hybrid vehicles is still pretty high. Running costs will be low too especially if you drive it the way it was intended.

Quality & safety: The interior is okay. The plastics used in certain areas look cheap and drab, but they feel sturdy and long lasting. Safety kit is extensive and there’s plenty of it for the money.

Infiniti Q60 Convertible (look-back)

Audi A5, BMW 4-series and Lexus IS all offer a convertible that suits just about everyone’s taste. So why would anyone choose the Infiniti Q60? Let’s find out.

Performance: There’s only one engine offered with the Q60 convertible and that’s a brisk 3.7-liter six-cylinder producing 325hp. Both a seven-speed automatic and six-speed manual gearbox are offered. If you want to get the most engaging driving experience the manual gearbox is the way to go. The auto gearbox really isn’t the smoothest shifting gearbox out there.

On the road: The only thing positive we can say about the Q60 is the steering is direct and takes you around corners and bends with confidence. Everything else however isn’t as great. The body flexes and shivers over rough surfaces. Even with the top down things are far worst. Hit a bump and you’ll get a serious whack in the backside. Wind noise isn’t much of an issue on the highway, but road noise will be heard on some surfaces. The six-cylinder is smooth until you press hard and hear a lovely V6 howl.

Behind the wheel: The dashboard isn’t a paradigm of clarity. But it is somewhat easy to navigate through. There’s plenty of adjustment in the steering wheel and driver’s seat. Rear seat comfort is actually pretty good. It’s even better than some 2+2 coupes. With the roof down the boot space disappears completely thanks to the folding metal roof.

Equipment: Q60 comes with 18-inch alloy wheels, keyless start, and rear-view parking camera and 7-inch color info display. You’ll have to step up to the Q60S to get a six-speed manual gearbox, sport-tuned steering, 19-inch alloy wheels and Bose 13-speaker open air sound system.

Buying & owning: Standard kit is very generous which may explain the car’s hefty price. Since the Q60 only comes with a six-cylinder which isn’t all that fuel efficient. Running costs will be high. Resale value should be decent though.

Quality & safety: The interior has a very nice solid feel to it. Some may feel that the use of Nissan switchgear and buttons cheapen the quality a little. Other than that it’s a very nice and appealing design. Infiniti has decent reliability as well. Six airbags are standard as well as anti-roll-over hoops that pop out in the event of a rollover. Stability control, anti-lock brakes and traction control all come standard. There’s a theft deterrent system to keep thieves at bay.

The Q60 convertible is a good choice if you just have to have an Infiniti. There’s decent kit and the engine is smooth around town and on the highway. But there are just too many negatives to consider. The ride comfort isn’t as composed as its keen rivals and running costs will be high. We highly suggest looking at its rivals first.

Likes: It’s an interesting and good looking alternative to the mainstream. Packed with equipment that somewhat offsets the steep hefty price.

Dislikes: If only it was a good to drive as it is to look at. Running costs will be high. It’s pricey to buy too. The ride comfort isn’t as composed as its keen rivals.

Devon’s choice: It’s hard recommending one with such a steep price and absurd running costs. But if your mind is set on having one, the Q60 base is the only way to go.

Pathological drives a Jeep Wrangler

Rugged go anywhere off-road capability is what you’re going to get with the Jeep Wrangler. But if you want on-road refinement also you’d best look elsewhere. Here’s why:

The standard and sole engine offered in the Wrangler is a 3.6-liter six-cylinder pumping out 280hp. Standard six-speed manual gearbox is the way to go with this configuration as the five-speed auto gearbox just doesn’t seem as refined. We however did get the opportunity to test drive both and well we’d prefer the manual gearbox as it helped us get out of a lot of sticky situations when we decided to get a little adventurous and go off-roading for the first time. It doesn’t seem as sophisticated as the Range Rover that we got to drive on some light off-road trails, but at the same time we weren’t as worried about scratching or dinging up the Wrangler as we were with the Land Rover. After all, the price gap between the two is pretty significant and the rep from the dealership was encouraging us to push the Wrangler as hard as we could on the off-road course.

The Wrangler really does handle off-roading well. It really does have the traction and versatility that you’d expect from a Jeep. We really did enjoy ourselves as we climbed some muddy hills and also a few steep inclines. This vehicle really will put a smile on your face even if you aren’t a fan of Jeep products. However, things change dramatically when you take the Wrangler on-road. It just doesn’t feel as refined as you’d hoped it would. There is far too much wind and road noise that enters the cabin, and the fact that you have to deal with a ride that never feels settled at any given speed. The 3.6 is flexible and has plenty of pull where it matters most, but if you opt for the auto gearbox it just doesn’t live up to the potential and it’s a shame because we love this 3.6 engine.

The interior is more focused towards individuals that enjoy off-roading and will use the proper gear while off-roading. While it’s not the best of the best but we do appreciate the simplicity of the infotainment system and many of the controls. The quality however is iffy in some parts but it is far from a deal breaker for those who really do want this vehicle. Our tester was the three-door version while the five-door (Limited) can be had if you do want the comfort and convenience of two extra doors for the rear seats. The boot space isn’t anything to brag about and well the removable top helps make the Wrangler completely airy but you’d have to have somewhere to store it, and if you get caught in the rain the interior is fully water resistant and you can also drain out the water below the front seats.

There are literally fourteen versions of the Wrangler to choose from. We had the Sport 4x4 trim which came with a hard top headliner, LED lighting package, connectivity package, leather wrapped steering wheel, chrome/leather wrapped shift knob. We were baffled at the cost of our Wrangler as it was literally almost $19,000 more expensive than the actual sticker price. It may seem like an interesting proposition for those who are Wrangler fans, but we certainly wouldn’t pay this premium for one.

The Wrangler is one of those vehicles you’d have to really want one to exploit it for what it is capable of and that’s off-road prowl. On-road dynamics just plain suck and well we’d say it’s worth waiting for the redesigned 2018 model which is supposed to be much more refined.

Likes: Go anywhere capability with an interior that’s water resistant. It was a hoot to drive off-road.

Dislikes: Refinement where it matters is not there and we still aren’t sure about FCA reliability record.

Our pick: We’d stick with the Sport 4x4 trim for those who just want a Wrangler. Everyone else will most likely pick one of the higher trims or special editions to stand out. We personally wouldn’t go any higher than the Rubicon trim because the rest of them get mighty expensive the higher you climb.

A compact crossover with 'zoom-zoom' appeal (used)

The compact crossover segment is booming, and the number of offerings is staggering. Safe to say however, the Mazda CX3 is the more fun to drive of the bunch. But it does come with a few compromises.

The sole engine powering the CX3 is a 2-liter four-cylinder pumping out a hearty 146hp. It doesn’t feel out of its depth around town and certainly does have a fun loving character about it when you do venture onto the highway. It feels quicker than some of its keen rivals and while some offer turbocharged engines, the CX3 never feels dull to drive. Steering feedback is communicative and the suspension is set towards agility which in return makes the CX3 feel more of a doddle to drive around town and on twisty narrow roads. However, that fantastic handling does come at a cost. The ride comfort is a tad too firm for our tastes but you’ll forgive the CX3 as the fun to drive nature is there and it makes you forget immediately that this is a compact crossover. It’s more like a Mazda 3 hatch on stilts.

It’s quite easy to drive the CX3 around town. The steering like we said before weighs up nicely where it matters the most. Visibility all-round is pretty good too, but the rear windscreen can be tricky to see out of in certain driving scenarios. The driving position is spot on good, you can see all the corners of the vehicle and it shouldn’t be too hard to park it either, thanks to its dinky dimensions. The whole appeal of the compact crossover is to be able to see over the traffic ahead and feel like you’re in charge of the road. You won’t really get that feeling in the CX3, but it certainly is more comfortable than many of its keen rivals when it comes to driving it as a daily commuter car.

The interior of the CX3 is class-leading. The controls and dials don’t feel fiddly to use and the overall fit and finish is top-notch. The front seats offers plenty of comfort and adjustability, however those in the second row may feel a little shortchanged on legroom. The boot space isn’t class leading either, but then again many rivals are in the same ball park so we can’t really gripe about that too much.

Standard Sport trim gets 16-inch alloy wheels, Bluetooth connectivity for mobile device, auto-off halogen headlights and a 7-inch full-color touch screen display. You’ll have to step up to the Touring Trim to get automatic climate control, rearview parking camera and 18-inch alloy wheels. Top of the range Grand Touring adds LED headlights, LED tail lights and Bose audio system. Our tester car was the top of the range Grand Touring which had all the bells and whistles standard. We certainly wouldn’t pay this much for one as the price tag crept rather close to $33k. We’d go for the mid-range Touring Trim which offers decent amount of kit for the money without being overly pricey.

The CX3 is stylish, easy to live with and has low running costs to match. You’d think that you’ve hit the trifecta when it comes to a compact crossover. However, the rear seat is a tad cramped for legroom and the boot space isn’t all that generous. If you can ignore these few little faults the CX3 is the perfect crossover in a sea of options out there. It’s worthy of the shortlist.

Likes: It’s the most driver focused of its segment. The CX3 is easy to live with and has low running costs with an attractive starting price.

Dislikes: We would list them but they’re just nitpicks.

Our pick: Go right for the Sport or Touring trims. You won’t regret either of them, if you can pocket the extra money opt for the all-wheel-drive system.

A Miata with a folding metal roof

The Mazda Miata RF takes the same formula as the Miata (roadster form) but adds the luxury of a folding metal roof. Does this mean that it’s the best Miata you can buy?

The Miata RF uses the same engine as the roadster, a 2-liter four-cylinder pumping out 155hp. We’ve said this with the roadster and we’re going to say it with the RF as well. It may not sound like much but trust us the Miata RF is still lightweight and can get from 0-60mph in 6.1 seconds which is only 0.3 seconds slower than the roadster. We found it to be impressive regardless of the extra weight of the folding metal roof adds on. What we found even more impressive is that despite not having tons of torque available at low revs, the engine still revs sweetly and really does shine through when driving in tight corners and bends. It helps give you more confidence where it matters the most, you can’t get this type of thrill from Audi, BMW or Mercedes.

Driving the Miata is a unique driving experience in which we will never forget. The steering feedback is so linear and responsive that it can make many expensive options look overpriced. The chassis is the sweet spot on the Miata, we were able to sling it into corners and bends with pure confidence and with the amount of horsepower the engine produced it didn’t feel underpowered. Some will say that a turbo engine would be nice but we say the turbo engine is best ditched because this engine is just silky smooth and revs so sweetly. There is some wind noise that intrudes into the cabin as well as some road noise but it is far from a deal breaker.

The interior doesn’t feel as cramped as you’d expect a small roadster to feel. The driver and passenger seats both offer plenty of support and adjust ability. You won’t feel snugged inside the cabin with the roof up either, although taller drivers may want to test out headroom with the top up to see if they are still comfortable. Over the shoulder visibility isn’t as good  as the roadster while overall visibility outward to the rear is a little compromised but luckily there is parking sensors to help take the sting out of that. The Miata really isn’t a large car to begin with so you shouldn’t struggle much at all parking it. The infotainment system is actually quite easy to use with many of the menus easy to find but it can be a bit distracting while on the go. Also, the materials used inside of the cabin feel top-notch. Something you would expect from Mazda and after all they do have some of the best interiors for their price range. The boot space is adequate, but let’s face it people aren’t buying this car for practicality.

The standard Club trim comes with LED headlights, leather-wrapped shift knob, sports tuned suspension and power retractable fastback roof. You’ll have to step up to the Grand Touring trim to get auto on/off headlights, automatic climate control and Bose premium audio system. Picking between the two trims depends on the depths of your wallet. The Grand Touring seems pretty pricey on paper but offers the most standard features to back up the higher asking price. The RF isn’t as noisy as the roadster and should appeal to those who may want the added security of a folding metal roof rather than a fabric one. Ditch the automatic and go right for six-speed manual as it’s cheaper and makes the most of the engine’s overall horsepower output.

The Miata is one of those vehicles you have to test drive or own before you go to your grave. It’s really a special vehicle that every driving enthusiasts will love; pure driving pleasure that’s simple and yet elegant. Bravo Mazda!


Likes: It handles like a dream. Engine doesn’t have much oomph but it makes up for that with excellent driving dynamics. Low running costs.

Dislikes: It’s somewhat more compromised than the roadster version.

Our pick: Go right for the Grand Touring trim. The price difference between that and the Club is a mere $1k difference.  You get more standard features and plenty to rave about, as long as you ditch the auto gearbox.

The 3-series Touring is the hidden Gem in BMW's Range (used)

There’s one BMW that really does catch our attention the most and it’s not one of the wicked fast M-cars. It’s the 3-series sports wagon. It’s one of the rarest gems you’ll find in BMW line-up that we think is worth paying the premium for. Even if it means passing up the better X-range of sport utility vehicles; here’s why.

Performance: There are two engines to choose from. The 330i has the 2-liter turbocharged four-cylinder producing 248hp while the 328d has a 2-liter turbo-diesel producing 180hp. If you do tons of highway driving the 328d makes the most sense financially. Otherwise the 330i will suit most buyers.

On the road: We have yet to test drive a BMW with the standard suspension. Our tester car came equipped with the pricey adaptive M Sport Suspension and it really does make the 3-series wagon dreamy to drive. Handling is excellent and steering is responsive with plenty of feedback. The standard xDrive offers traction at the bucket loads. Both engines don’t really sound great at idle. Even the gasoline counterpart sounds like a diesel at idle. Wind and road noise however is well suppressed.

Behind the wheel: There’s plenty of room for the driver to get comfortable. The steering wheel and seat offers plenty of adjustments. Most functions are operated through BMW’s iDrive system which has been vastly improved. It’s much easier to operate and really does beat Mercedes system by a long shot. Passenger space in the rear seat isn’t huge but if you are willing to share the space it is bearable. The boot offers plenty of space but becomes enormous when the rear seats are folded down.

Equipment: Engine stop/start system, auto dimming rearview mirror and electric interior tailgate release all come standard. You’ll have to pay extra for xenon-headlamps, comfort access and the adaptive M Sport Suspension which we think is an option worth having if you want the most engaging driving experience with your 3-series wagon.

Buying & owning: The 3-series wagon is expensive and there’s no hiding that fact. But compared to its rival the Volvo V60, the 3-series offers slightly better fuel economy thanks to the diesel engine and will hold its value well partially thanks to the fact that a 3-series wagon is very hard to find on dealer lots.

Quality & safety: The interior feels very upscale and classy. Much of the materials used feel long lasting and durable. BMW has had a very respectable reliability record with the 3-series. So we see no major issues for it. However we strongly suggest an extended warranty if you are planning to keep the 3-series long after the standard warranty is over. Standard safety kit includes stability control, traction control and anti-lock brakes. Six airbags come standard as well. All 3-series come with theft deterrent system as well as deadlocks to keep theft away. However you want to keep in mind that an alarm system is only offered as an option.

The BMW 3-series wagon is a great alternative to the large range of sport utility vehicles and crossovers out there. If you want an engaging vehicle that’s lighter and much more fun to drive, the 3-series wagon clicks all the right buttons. However you’ll have to pay extra for the adaptive M Sport suspension to make it ride and handle the way it should. You could pick one of the X-range sport utility vehicles, but none of them have the appeal of the 3-series wagon. This is why we think it’s the best of the 3-series range.

Likes: It’s the most practical and stylish 3-series of the range. Turbo-diesel engine option is the way to go.

Dislikes: We have yet to drive a BMW with the standard suspension and from what we’ve heard it’s disappointing; it’s expensive compared to the Volvo V60 the only other real competitor it has.

Devon’s Choice: The 328d makes the most sense because most owners will do tons of highway driving. Thus picking the diesel in this case is a no brainer. Plus it’s much more efficient than the gasoline engine. Only downside is you'll have to pay extra for the adaptive M Sport suspension so it rides and handles the way it should.

Pathological test drives a small Chevy Crossover

The Chevy Trax has a lot to prove with heavy hitters like the Honda CR-V and Subaru XV.

The sole engine option is a 1.5-liter turbocharged four-cylinder pumping out 138hp. You’d think that with the turbo that there is a bit more flexibility thanks to the high torque at low revs, but it still feels sluggish. Our guess is that our tester car came equipped with all-wheel-drive and that may have hampered acceleration slightly, we haven’t had the opportunity to test drive a front-wheel-drive version. The engine isn’t all bad though, running costs are low which does help make it appealing; while driving around town at normal speeds really does show how smooth and relaxed the engine can be when not rushed in the way we drove down the expressway. There’s something about a turbo engine car that we have to flat out flog it at least once to see what it can really do. It’s not a bad engine but just a little short on puff where some will find it a deal breaker and others won’t care at all.

Driving the Trax around town is actually fairly easy. Steering is light and offers decent feedback where it matters most when just darting through traffic or squeezing in and out of tight parking spaces. We just wish that the steering offered more feedback when on faster paced roads because it does feel a little disconnected at times. The ride comfort in our tester car was a little more on the firm side which is partially due to the 18-inch alloys that it came equipped with and well that didn’t translate well in road noise either because it did feel a little bit noisier than we’d like. Driving on the highway is also comfortable at relaxed speeds, we do feel that the tall and narrow body gets blown about a bit more than some of its rivals but it’s not a deal breaker in our books.

The infotainment screen is fairly easy to navigate, even though we do find that many of the menus can be distracting while on the go. The front seats offer plenty of adjustment and support while those in the rear may feel a little short changed on the space, it’s not bad but it’s not particularly roomy as well. The boot space is a little disappointing; some rivals of similar size have way more space to spare. Visibility is good all round.

Standard LS trim comes with rearview parking camera, remote keyless entry, auto headlights and Bluetooth audio streaming for your mobile device. LT trim adds 16-inch alloy wheels, LED tail lamps, integrated roof rails and remote start. Top of the range Premier trim (our tester car) came equipped with leatherette seating, 18-inch alloy wheels, Bose premium audio system and keyless entry and push button start.

The Chevy Trax is an okay option among the crowded compact crossover options. It’s not as versatile as the Honda HR-V and it certainly isn’t as fun to drive as a Nissan Juke. We do wish that Chevy used the turbo engine from the Cruze and we also wish that Chevy could’ve put alloy wheels on the standard LS trim because steel capped wheels on a car $20k or higher is just unacceptable in our books.

Likes: Low running costs. Exterior and interior looks have been improved. It’s quite easy to navigate around town and headroom is actually quite good.

Dislikes: The turbo engine is not as flexible as we’d like. The interior feels narrow and the boot space is disappointingly small.

Our pick: We’d go right for LT trim which adds alloy wheels, remote start and LED tail lamps. It may not have the fancy gadgets of the Premier trim but it’s cheaper and makes the most sense.

It's still classy but some rivals are even classier. (used)

You'll be surprised that not everyone will find the BMW 5-series entertaining and the Mercedes E-class a bit too boring for their taste. What else could one consider? Well the Audi A6 certainly has the looks and the charm, but is that enough of a reason to buy one?

The standard 2-liter turbo four-cylinder offers decent flexibility around town and on the highway. It never feels short on pull thanks to loads of torque at low revs. You can option for a 3-liter supercharged six-cylinder that has all-wheel-drive fitted standard. Pick of the range goes to the 2-liter turbo with all-wheel-drive. Audi is known for it's Quattro all-wheel-drive system so it only makes sense to option for one with it, and of course that 2-liter turbo does such a good job that the 3-liter supercharged six-cylinder seems a tad bit pointless in our books. However, if you are willing to pay the premium for it then by all means go ahead because it is such a lovely engine.

The A6 doesn't feel as sharp to drive as the 5-series. It does handle quite nicely but you're constantly reminded that this is a front-wheel-drive chassis unlike the 5-series and E-class. You won't be tossed about as much on rough surfaces as the A6 ride comfort is smooth, the only other car that has the A6 beat on that aspect is the S90. You won't have too much to complain about with wind and road noise, as both are well hushed thanks to a well insulated cabin.

The interior feels classy and well sorted. The only car that may have the Audi sleepless at night is the Volvo S90 which has a far classier approach to its overall interior layout. The infotainment screen swings out of the dashboard and all the controls and dials fall right into your hand. The quality of them are top notch. You shouldn't expect anything less from Audi, especially at this price point. The front seats are comfortable and offer plenty of support, while those in the back may feel a bit shortchanged on foot room due to the large transmission tunnel. The boot space is decent but nothing really compares to a traditional wagon when it comes to versatility.

Premium Trim gets a navigation system, rearview parking camera, Apple CarPlay and Android Auto as well as a 7-inch driver information system. You'll have to step up to the Premium Plus trim to get Full LED headlights, power tilt and telescopic adjustable steering column and four-zone automatic climate control. Top of the range Prestige gets the 3-liter supercharged six-cylinder engine, head-up display, power trunk open & close, and surround view parking camera. Our tester car was the middle of the range Premium Plus trim which had an amazing Bose surround sound system and also large 20-inch alloy wheels. The overall package did seem a tad bit expensive considering there are so many options that are more compelling to look at and to drive.

You'll love the A6 as it is comfortable to drive and easy to live with. The styling is a bit on the boring side and the interior is lavishly designed with top notch build quality. It's hard trying to find fault in the A6 but it certainly is hard to find anything to like about it, especially when you look at rivals from Volvo and Jaguar. The A6 is a good car but we just expected a little more from it considering how far ahead some of its keen rivals have leaped. It's still a great choice but for how much longer?

Likes: Both engines are silky smooth, and the all-wheel-drive helps the A6 live up to the reputation Audi is known for. The interior is top notch and elegant. We love those LED headlights.

Dislikes: You're constantly reminded that it's front-wheel-drive bias. The exterior styling is a tad bit too dull when you look at the Jaguar XF and Volvo S90.

We loathe the Mitsubishi i-MiEV

Electric cars are the future of green car technology. The whole concept of electric cars may not be new, but they are certainly packing new ways to extend range and make them more practical for everyday driving. With the Mitsubishi i-MiEV, Mitsuhishi is trying to reach out to the buyers who are more budget minded. With the low starting price of the i-MiEV can Mitsubishi justify a reason to buy electric?

Performance: The i-MiEV's electric motor produces 66hp with 145lb-ft of pull, which means its really smooth around town. If you find yourself in stop and go traffic, or feel that you want to boost your range. There's an eco-button which reduces the power of the electric motor and helps extend the range of the battery. The i-MiEV has a top speed of 81mph, so highway driving isn't a 'no-go' for this car.

Ride & Handling: The i-MiEV is best left for urban use, where you can benefit from its tiny dimensions and tight turning circle. However, the steering can be quite heavy at parking speeds and the ride is never settled. Leave the city streets and the car is easily upset by crosswinds. The narrow front tires provide very limited grip and makes highway driving a pain.

Refinement: i-MiEV has a boat load of wind and road noise which makes you wonder if electric cars are as quiet as they say they are. You can hear small amounts of whirr from the electric motor at town speeds, on the highway the whirr turns into an irritating whine.

Behind the wheel: Getting comfortable behind the driver's seat is a rather mixed note. The driver's seat adjusts for height, but the steering wheel is fixed which means it will be difficult for some to get comfortable. The instrumental panel controls are rather fiddly and you'll have to stretch to reach them.

Space & Practicality: The i-MiEV is a strict four-seat vehicle, but it depends on who the four are. Headroom isn't a problem, legroom is the bigger problem if you want to squeeze two adults in the rear seat. Their knees will be in the backs of the front passengers due to the thinly padded seats. With four passengers aboard, the boot is very small.

Equipment: The base trim adds 120V portable charging cable, CD-playe with MP3 compatibility, air-con and regenerative braking system. Top of the range adds alloy-wheels, leather wrapped steering wheel, power windows and an upgraded sound system.

Buying & Owning: The benefits of having an electric car is not having to pay for fuel. Instead you'll be paying very little on your electric bill. The only trade-off is that your range is very limited and the actual use of the i-MiEV is limited unlike the Nissan Leaf.
Buying a i-MiEV isn't a cheap proposition either. A $7,500 tax credit does help take the sting out of the purchase price.

Quality & Reliability: The build quality seems solid enough, some of the materials in the interior feel rather cheap but have a sturdy feel. Mitsubishi has enjoyed average reliability, with the i-MiEV however it is still unknown.

Safety & Security: The i-MiEV comes with front and side airbags with a roof mounted airbag to protect drivers in the event of a rollover. Stability control and traction control are standared to help aid traction due to the narrow front tires. There is a vehicle security system and immobilizer system to help keep theft at bay.

The i-MiEV is fun to drive around town. There's enough space for four passengers and running costs are very low. However, the downsides outweigh the positives. The ride comfort and handling outside of city limits is poor. The front tires are narrow and the range of the battery limits the practicality of the vehicle. Even with the tax credit, the i-MiEV is expensive and way too impractical for what it is. A more conventional hybrid offers better range while a smiliar sized gasoline counterpart offers a lower purchasing price. If a electric car is what you want and you won't have any need to venture outside of the city or drive further than the battery range. The i-MiEV is worth a look.

Devon's Pick: The ES makes the most sense because it's the cheapest. We'd wait for the technology to get cheaper or more sophisticated.

Likes: Most affordable electric car compared to others. Compact size and abundance of torque means its a breeze to drive around town. There's enough room for four and running costs of course are low.

Dislikes: Expensive to buy. Some of the cabin materials feel cheap. Steering wheel offers no adjustments, ride and handling is awful. The 'can't-go' far battery range limits practicality, and it takes forever to recharge.

Devon M

$6600 for 39hp more? (used)

The Mini JCW is all about extra performance and having the extra notch in your wallet to buy one.

The sole 2-liter turbo engine pumps out 228hp and while it does a good job in larger vehicles such as the BMW X1, we love it even more here because the Hardtop 3-door doesn’t really weigh much so it’s even more of a doddle to drive. You can choose between a proper six-speed manual gearbox and six-speed automatic. We haven’t had the opportunity to test drive this with the proper manual gearbox, but the auto gearbox does a good enough job for those who can’t drive three pedals.

Driving the JCW around isn’t like any other car on the road. The steering weighs up nicely but the ride is overly firm and there’s just way too much wind and road noise for our liking. However, you’ll enjoy how fun to drive the JCW feels, especially when you push through tight corners and bends where the JCW shines. The driving position is spot on good, with excellent visibility all round. The JCW is tiny to begin with and if you have a hard time parking this or driving it around, your only other options are a Smart Fortwo or nothing at all.

The front seat is where you’ll want to be because the rear seat is cramped. You can fit two people in the back but everyone has to be on board about sharing out the space. The boot space is okay, we’re not going to knock it too much considering how small it is, but for those who will use it for weekly shopping there is enough space for that, and if more space is needed you can fold down the rear seat. The dash board is where we’ve always loathe Minis. They are all style and very little in functionality. The newer Minis have easier to use infotainment screens and the dash board isn’t a complete mess like it was in prior generations. It does feel as if Mini has instead changed the switch gear for eye appeal instead of ease of use, the toggle push button ignition is pretty charming to say the least.

Mini tends to be stingy when it comes to standard kit, and our tester car shows it. HID headlights are standard, as well as 17-inch alloy wheels, automatic climate control and 6.5-inch infotainment screen. Navigation system is optional, along with power-folding and auto-dimming exterior mirrors, alarm system, Mini Head-Up display and comfort access. What was once considered a bargain hot hatch turned into a very expensive proposition with nearly $10k worth of options added on, but the tradeoff is residuals are very high and there resale value is strong too because Minis are desirable vehicles.

You’ll have to really want a Mini JCW to pay the premium for one. We certainly had mixed feelings when it came to having one. It’s oddball styling and fun to drive nature will win over many fans, but for everyone else it may seem a tad to impractical. Plus, your options in this segment are limited too. You could get a five-door hatchback and call it a day but you’ll be missing out on the point of this vehicle. It’s the closest thing to a BMW one can buy without having to pay the premium for one, and with all the bells and whistles the JCW is still cheaper than a 2-series BMW. What we are trying to say here is this, you’d buy this with your heart instead of your brain, and your wallet may take a hit with the purchase but your investments are well protected.

Likes: The JCW is more fun to drive than you’d think. It’s easy to live with thanks to sharp steering and responsive handling.

Dislikes: Mini is stingy on standard kit. There’s just way too much wind and road noise for our liking. If you need a rearview parking camera to park this, you don’t need to be driving.

From GLA to GLS: what gives? (used)

The Mercedes GLA may be a good deal on paper but can it shake the image that the CLA seems to be tarnished by?

Standard GLA250’s turbocharged four-cylinder is good for 208hp while the top of the GLA45 AMG’s 375hp is wicked fast. Pick of the range is simple and the most logical choice, even though we do enjoy how fast the AMG form is, we’d have to say the GLA250 is the only way to go. It’s the more affordable of the two and the running costs are actually quite good. It’s hard to fault it too because there’s decent turn of pace around town and on the highway, plus you can option it with all-wheel-drive if needed.

On the road the GLA does feel more composed than you’d think. There’s plenty of grip with the 4-matic all-wheel-drive system and steering feedback is pleasantly good. The AMG form has a lowered suspension and its setup is more aimed towards agility. However, you’ll be surprised that there is a fair balance between body control and ride comfort; at least the GLA lives up to the Mercedes badge with very minimal wind and road noise to complain of.

There is plenty of space for the front passengers and rear passengers. Headroom and legroom are both decent. The boot space is decent too but nothing to brag about. The infotainment system is too fiddly to operate while on the move, and there are far too many menus to look through for simple functions. Plus we aren’t huge fans of the screen that sort of just pops out the dash instead of raising and lowering into the dash like in the Audi Q3.

Bluetooth audio streaming, 14-way power driver’s seat with memory, power lift gate and eco start/stop system all come as standard. You’ll have to pay extra for navigation system, bi-xenon headlamps and 4-matic all-wheel-drive. Both options that are great but all depends if you really have to have them. Our tester car came pretty decked out and also came with a pretty decked out price tag as well.

The GLA price tag is enticing but you’ll have to walk away with a very sparsely equipped GLA. Even if it does offer decent kit at a decent price, you’ll have to overlook the Q3 which does have a bit more kit standard and of course the more dynamically appealing X1. Getting the GLA to a desired level of kit means you’ll be paying more for it and it becomes even harder to justify especially when there are so many indirect rivals that are larger roomier and has more standard kit too.

Mercedes reliability record is spotty even though Mercedes does enjoy high customer satisfaction scores. The interior materials do feel up to Mercedes par, but the overall reliability of the electronics should be something to look at long term wise. But at least Mercedes doesn’t short change on the safety with collision prevention assist plus, driver attention assist, and adaptive braking technology. Seven airbags are standard; and an alarm system with engine immobilizer is fitted to keep theft at bay.

The GLA is one of those crossovers you’ll either love or loathe. We like the low starting price and the overall badge appeal that comes along with owning a Mercedes, however you will feel short changed with the GLA just like the CLA. Its indirect options are much better and that raises the question is it really worth it? If you have to have a Mercedes yes; otherwise there are better indirect rivals that cost similar money and offer way more.

Likes: AMG form is wicked fast. It’s a practical hatchback on stilts with a low starting price.  Low running cost.

Dislikes: Low price goes bye-bye when options are added. Infotainment system is fiddly to operate and there are too many distracting menus.

Devon’s choice: GLA 250 4-matic all-wheel-drive. If your heart is set on having a GLA this form is the best way to go. You’ll want to keep the options list light with just one or two options added on. Both are a bit pricey but are worth adding; 4-matic all-wheel-drive for the added traction in sticky situations and Bi-xenon headlamps for the added luxury car appeal.

Performance: Standard form is good but AMG form is wicked fast. ****

Ride & handling: Both are surprisingly good. ****

Refinement: Up to Mercedes standards. ****

Buying & owning: Some versions can get expensive but holds value well. **

Quality & reliability: Quality is good but reliability record is spotty. ***

Safety & Security: Comes with all the gear needed for avoidance and in event of accident. ****

Behind the wheel: Comfortable front seats; infotainment system too fiddly. ***

Space & Practicality: Decent space for five; boot space nothing to brag about. ***

Equipment: Decent kit but options are expensive. ***

GLA 45AMG offers blistering performance thanks a turbocharged four-cylinder pumping out 375hp. The only downside to the AMG variant is the high asking price and the overly firm suspension that borders on the unforgiving side.

BMW X3 review (used)

Unless you have to have a BMW X3, you’re better off waiting for the redesigned one to appear sometime this year. But for those who do want the current form you’re out of luck on the diesel engine option for 2017. Bummer!

Performance: There are two engines still available for the X3. The familiar 2-liter turbocharged four-cylinder producing 240hp and a 3-liter turbocharged six-cylinder producing 300hp (both taken from the 3-series). Picking between the two depends on your tastes and the depths of your wallet. Our favorite is the 2-liter turbo which is the cheaper of the two and is the more sensible way to go. It blends fuel economy and performance well without the hefty premium of the turbo six-cylinder.

On the road: Our tester X3 came equipped with a dynamic handling package. This sharpened the steering and handling. It's an optional package that is well worth the premium. This seems to be a common trait with BMWs however, we have yet to test drive one with standard suspension. Ride comfort is firm but not uncomfortable with excellent body control. The engines are quiet and smooth even when pushed hard. There's no manual gearbox like the previous generation. This may not seem like a bad thing because the manual gearbox wasn't impressive in the previous generation.

(We’ve finally had the opportunity to test drive an X3 on standard suspension and it was bitterly disappointing. The ride comfort was overly firm and the steering was very heavy at low speeds. It’s no wonder you can’t really find these versions.)

Behind the wheel: The front seats are comfortable and offer plenty of support for drivers of all shapes and sizes. The dashboard has a minimalistic approach in design. It's easy to navigate and all the controls are clearly labeled and easy to read. The iDrive controller has been vastly improved with many simple and easy to use menus. Rear passenger space is comfortable for two; a third person may not feel as comfortable due to the large transmission tunnel. Boot space is generous as well with the rear seat in place. Fold them down and the space increases considerably for added versatility.

Equipment: The Standard X3 comes with stop/start technology, leatherette upholstery and automatic climate control. Top of the range X3 comes with Xenon headlamps with LED daytime running lamps. 18-inch alloy wheels and a power tailgate system. You'll have to pay a rear view camera, heated front seats and variable sport steering with performance control.

(Power-folding mirrors, rain-sensing windshield wipers and power lift gate and LED fog-lights are a few standard features on the entry-level X3 we forgot to mention.)  

Buying & owning: The X3 is competitively priced among its rivals. You'll have to stay clear of the options list if you want your X3 to be within reasonable price levels. The Audi Q5 and Volvo XC60 are both able to cater to drivers in the same levels as the X3 but both don't offer the fun to drive factors as the X3. Then again we have yet to test drive the X3 or any BMW with standard suspension.

Reliability & Safety: The X3 cabin materials feel upscale and long lasting. Much attention was put into the fit and finish. It may not be as classy as the Audi Q5, but it is a vast improvement over the previous generation. Reliability should be good as BMW has been vastly improving their reliability over the years. Front and side curtain airbags come standard across the range. ESP, anti-lock-brakes come standard as well as X-drive all-wheel-drive system. Deadlocks and anti-theft deterrent system comes standard to keep theft away.

The BMW X3 is a great choice among its keen rivals Volvo XC60 and Audi Q5. It's quite fun to drive and vastly improved over previous generation. Both engines offer plenty of oomph and the refinement is improved as well. We have yet to test drive a BMW with standard suspension and the options send the price to X5 levels. If you can ignore these few downsides the X3 is a great vehicle that's worth considering if its rivals don't tickle your fancy.

Devon's Pick: The X3 xDrive28i is the pick of the range. The 2-liter turbo engine is all the engine you'll really need. There is plenty of pace for both city and highway driving. It may seem like the watered down version of the X3 but it makes the most sense financially. If you stay clear of the options list you'll get a decently priced X3 that's worth an extra look.

Likes: Optional variable damper control makes the X3 more fun to drive. Quality and cabin materials are vastly improved. Standard kit list is much better than before.

Dislikes: Options send price to X5 entry level. Large rear tunnel limits space for three. We've yet to test drive any BMW with standard suspension. Diesel engine discontinued for 2017. The design is getting a little dated now. 

We drive a Mini Hardtop 5-door

The Mini Hardtop 4-door is positioned to compete with the class leading Volkswagen Golf and Mazda 3. It surely does have a tough gig if it wants to lure those buyers away.

The standard 1.5-liter turbocharged three-cylinder is our favorite engine option. It has the lowest running costs and is the most flexible base engine Mini has ever offered. The top of the range 2-liter turbocharged four-cylinder in the Cooper S pumps out 189hp. We’ve driven the Cooper engine in the Hardtop 3-door but hadn’t had the opportunity to drive the Cooper S. Luckily for us we were able to test drive the Cooper S in the Hardtop 4-door and found it to be very joyous to drive. The turbo engine provides the flexibility that you’d desire from the Cooper S while the running costs remain within reason. Steering feedback is communicative and the suspension copes well with most bumps and imperfections. We wouldn’t bother with the standard suspension and just jump right into the sports suspension configuration. It may have a firmer ride but the handling is so fantastic that we can overlook the firmness. It’s not unbearable like some Mercedes AMG trims and it manages to out handle them as well.

The Cooper S is a hoot to drive and there is not a dull moment behind the wheel of this car. It’s not the vehicle for those who are not seeking to be different as the styling stands out in a crowded parking lot. At least the Mini is far more interesting than many small cars. The Countryman for the longest was the only way you could get a Mini with 5-doors. This Mini offers the five-door practicality but the rear seat isn’t even close to being as roomy as the Volkswagen Golf or Mazda 3. You’ll forgive it though because the driving dynamics are superb. The dash board is funky looking but the menus and controls are fiddly to use. We wouldn’t mind a more conventional looking dash, while it is distinct and we love distinct. The user friendly factors are not even there and it’s a little disappointing because we were hoping Mini would’ve had this all sorted out. The boot is okay in space.

Our tester car came equipped with technology package, six-speed auto gearbox and heated front seats. Keyless start, Bluetooth connectivity for your mobile device and a premium sound system were also added. The Cooper S had nearly $7k worth of extra kit added which pushed the price close to $34k before a $3k discount was applied. We know that Minis tend to hold their value as well as BMW but a small car with this price tag makes it a very expensive proposition.

The Mini Hardtop 4-door doesn’t seem like a logical choice unless you are buying this with your heart and not your head. We enjoyed driving it around and loved how fast it was. What we loathe is the fact that it costs an arm and a leg to get one that is considered desirable and also Mini tends to be very stingy with standard kit. You’ll want this because it’s different and we agree with your decision but we just think that there are better options out there that are cheaper and have better reliability record.

Likes: It’s a hoot to drive and won’t hurt the wallet thanks to low running costs. A conventional 5-door hatchback that’ s not a crossover. It’s the most distinct car on the road and has the highest residual value of any small car.

Dislikes: Mini reliability record is iffy. The interior while it is funky to look at is not very user friendly. The price skyrockets when you add on the options.

This coupe looks like a sedan! (used)

What’s a four-door coupe? A traditional coupe only has two-doors, with the Mercedes CLS however. Mercedes claims that it’s as sleek as a coupe but functional like a four-door sedan. It’s obviously a hot new segment to cause Audi and BMW to respond. But is the premium for these four-door coupes well justified?

The CLS400 comes with a 3-liter bi-turbocharged six-cylinder pumping out 329hp. You can have the CLS400 with or without 4matic all-wheel-drive. Same case for the CLS550 but you get a more potent 4.7-liter bi-turbocharged eight-cylinder pumping out 402hp. Top of the range CLS63 AMG comes with a 5.5-liter AMG bi-turbocharged eight-cylinder pumping out 577hp. Pick of the is the most logical choose of them all, the CLS400 4matic. It still isn’t cheap no matter how you look at it, but it seems to be the better value compared to the other trims.

The CLS isn’t as sharp to drive as a BMW 6-series. It is however much more comfortable to drive and while the steering offers decent feedback, we are still much more impressed with the overall driving experience. It manages to be both comfortable and offer decent agility at the same time. The AMG version offers a firmer suspension set up which isn’t bad but over some surfaces the ride gets overly firm and borderline unforgiving. Refinement is what you’d expect from a Mercedes; all the engines operate smoothly and sound lovely when revved. The engine stop/start technology all trims come equipped with doesn’t really operate as smoothly as we’d like.

The front driver and passengers will be greeted with an opulent interior. The materials used are high quality and are very eye appealing. The infotainment system is much less fiddly in the previous generations, although the single stalk used for most of the controls is still quite annoying. While those in the front enjoy space of plenty, passengers in the rear will have very limited headroom. Ingress and egress is also an issue due to the slopping roofline. The boot space is decent too for a couple of golf bags.

Our tester CLS400 4matic came equipped with full-LED headlights, leather trimmed interior and climate control. We didn’t get to test drive a version with standard suspension. The air suspension our tester car came with was well worth the premium. However, to our surprise our tester car didn’t come with keyless ignition; also blind spot warning and lane keep assist weren’t even standard either. There are plenty of indirect options out there that are cheaper and offer more bang for your money.

The Mercedes CLS is all style and not much in between.

Likes: Sleek coupe-like profile, interior is much improved. AMG version has blistering fast acceleration.

Dislikes: It’s an expensive and pointless way to be different.

Devon’s choice: CLS400 4matic makes the most sense. It’s still not cheap but at least you get decent (if somewhat lacking) standard kit. But if you have to have one this is the way to go.

Pathological questions the Caddy XT5

The SRX was such a popular crossover, so why did Cadillac replace it with the XT5? It essentially has the same shape and almost identical rear-end styling. Redesigned my ass! No but really though it is a good option if Lexus RX and Lincoln MKX don’t really tickle your fancy.

The sole engine is a 3.6 six-cylinder pumping out 310hp and yes it is quick but not race car fast. The Lincoln MKX has a twin-turbo six-cylinder that pumps out 355hp and it’s so much quicker if you care about horsepower figures. I however don’t in this case because the XT5 3.6 does its job well and that’s what matters the most. The standard eight-speed automatic is smooth and the engine stop/start system is not smooth, we wish it had an off-switch because it’s just too intrusive for my taste. No seriously, it sends shutters in the cabin when the engine turns on and off. It’s not a settling feeling no matter how long you’ve had the car. New technology is scary man! At least its emissions are lower than other crossovers at a standstill. That’s always a plus. No more engine idle for you man! Give it a brake.

The XT5 doesn’t drive like a sports machine and it doesn’t handle like it. It sure in hell doesn’t look like one. I mean geez Cadillac you call this a sporty crossover? Well, they actually don’t and well the XT5 isn’t supposed to be that at all. It is however, comfortable to drive and the steering offers decent feedback, it’s nothing to brag about in the coffee line. It sure does look pretty classy though so many some points can be had for that. The side mirrors are large and bulky, so power-folding mirrors would be nice if standard across the range. I hate the large blind spots around the rear near the boot. Blind spot monitoring system should be standard on all XT5 trims too because you can cut off people (which by the way we have on several occasions. We do want to extend a sorry to the Nissan Altima and Lexus RX, who knew he had it coming but insisted on being a jerk anyway.) I do applaud Caddy for making the effort to improve where it matters most.

The dashboard is classy and many soft-touch materials have been used to dress it up. When I say dress it up, I mean it’s dressed in leather (soft touching plastics) and the infotainment system doesn’t have a volume knob, so annoying! It is easy to use but it’s still annoying. Whatever happened to simple knobs! The gear selector is clunky and it doesn’t do what you want it to do right away, it’s also kind of confusing at first glance. It’s like BMW designed this thing! (BMW’s isn’t great either!) The rearview parking camera runs on rapid delay, once I shift from reverse to drive the rearview camera is still on for a few seconds then my Apple Carplay turns back on. The resolution on that camera isn’t great for the money you’d have to pay for this thing and you don’t even get surround view camera either (well not on the version we had anyway) but hey not all want advanced technology and you do have to pay for it.

Standard XT5 comes with 18-inch alloy wheels, keyless entry with push button start, dual-zone climate control and wireless charging for portable devices. Luxury trim adds panorama sunroof, driver’s side auto-dimming mirror, rain sensing windshield wipers and heated steering wheel. 3.6 Premium Luxury adds Bose sound system, LED headlights, 20-inch alloy wheels and lane keep assist. Top of the range 3.6 Platinum trim adds tri-zone climate control, heated rear seats, surround vision camera and head up display.

The XT5 isn’t the sporty car that it looks like it would be. Instead it’s a comfortable car that’s easy to drive and comfortable to live with. Most buyers aren’t looking for an X3 or Audi Q5 and those buyers who do choose this will be very rewarded with what the Caddy has to offer.

Likes: Comfortable to drive daily and spacious for five. The boot is even decent in size too. Standard equipment is pretty good too.

Dislikes: Engine stop/start system takes some getting used to. Electronic gear selector is just downright annoying!

Our pick: The XT5 Luxury seems like a good choose. You get extra luxury bits without having to pay too much more than the standard XT5. We’d say avoid the all-wheel-drive unless you have to have it. Front-wheel-drive configuration is actually decent.

Pathological tests drives a cheap Mitsubishi

The one-star rating we are going to give the Mirage G4 is all you need to know. Look elsewhere!

The tiny 1.2 three-cylinder won't win you any races with just 74hp. It does however give you low running costs which is to be expected considering there really isn't much flexibility in this engine. We loathe the CVT gearbox because it robs the engine of the revs that you'll really need when trying to merge on faster paced roads, but like we've said earlier the running costs are what help make it more attractive but even then you'll be giving up a lot of comfort to save a few bucks at the pump. The Mirage G4 engine vibrates way too much at idle for our liking and the fact that it's just so odd to drive. The steering wheel minus well not even be connected to the front wheels. You can pretty much drive the Mirage like you're going to turn into a slight bend and the car will forever go straight. We haven't experienced steering this disconnected since the first generation Kia Rio. Driving the Mirage G4 isn't a chore if you stick to driving around the city which is where it feels at home. The ride comfort is actually more pleasant than we expected and while road and wind noise will be unwelcome companions, the engine noise is also something that won't go away even at relaxed speeds.

The infotainment system is pretty much straight forward, it isn't hard to use but it can get a little fiddly to operate while on the move. The front seats offer decent comfort and there's plenty of head and legroom, while those in the second row won't really have too much to complain about. It does offer decent space for four but we think that you'll be pushing it with a fifth person abreast. The boot space won't win you any bragging rights but it does offer more space than the hatchback, but it isn't as versatile as the hatchback. Visibility is decent too and with the back-up camera that our tester car came equipped with it does help take some of the sting out of parking in tight areas. We know that the car is already small but the hatchback is far superior when it comes to squeezing into tight spaces than the G4. Plus we find the styling just a tad more awkard than the hatchback which seems to wear the styling better.

There's only two trim levels to choose from with the G4. Entry-level ES comes with power windows and door locks, keyless entry with panic alarm feature and a USB port. You'll have to step up to the SE trim to get a 6.5 inch audio display with Bluetooth for your mobile device. 15-inch alloy wheels, push button ignition switch, rear view parking camera, auto-dimming interior mirror and automatic climate control with heated driver's seat. It seems as though the SE gives you the most bang for your bucks and doesn't really costs too much more over the ES trim, for that reason it is our pick of the range.

The Mirage G4 is cheap but not cheerful in anyway shape or form. It will get you from Point A to Point B but you'll wish that you picked a differ car to get from those two points because this isn't the vehicle to do that in. Basic transportation we'll give it that, but for everyone else you're better off paying the extra cash for a Chevy Sonic or a Toyota IA sedan.

Likes: It cheap to buy with low running costs. SE trim offers decent bang for your bucks. Ride comfort is actually quite good.

Dislikes: It's rubbish to drive, engine is weak and has idle vibration. Steering feedback is almost nonexistent and the styling is a little too goofy for our tastes.

We enjoy the Ford Fiesta ST

The Ford Fiesta ST is best pocket rocket that money can buy.

The 1.6-liter turbocharged four-cylinder produces 197hp and is mated to a super slick six-speed manual gearbox. You desire oomph this engine won’t disappoint. Acceleration is more than just brisk it’s downright bonkers on the highway. Even when you are not driving like a total hooligan the Fiesta ST is still a refined enough for daily commutes. Steering and handling are among its sweet spots. You can hurl it into a corner and feel virtually no torque steer. The engine exhaust is contagious and wants you to keep the revs high and demands to be pushed harder. Wind noise won’t be an issue, road noise will thanks to the low profile tires. But it’s far from annoying.

Interior space is decent with plenty of space for both front and rear passengers. Taller passengers in the rear seats will find legroom and headroom slightly cramped. The boot offers decent space too. The dashboard is just too fiddly to navigate through at glimpse. There’s just way too many similar looking buttons and the SYNC MYFORD touch screen display is just too confusing to navigate through. 17 inch alloy wheels, blind spot warning system and temperature control all come standard. You’ll have to pay extra for a sunroof, navigation system and heated front seats. For the money though the Fiesta ST is well equipped.

The Ford Fiesta ST is worth every single penny. Unless you want to have the few add on options we strongly suggest sticking with the standard kit because you’ll be pretty satisfied with what you get. What makes the ST even more appealing is it still offers decent running costs and strong resale value. However it won’t be as strong of a Mini Cooper S but it should be strong thanks to popular demand of this vehicle.

The Fiesta ST is a great all round hatchback with plenty of zip for very little money. If you want to most fun to drive hatchback for very little cash the Ford Fiesta is the most compelling option you can have. It may not be a Mini Cooper S but it does what it’s designed for better plus it’s more practical than the Mini.

Likes: Thumping turbo engine and excellent chassis makes this Fiesta a win-win.

Dislikes: Fiddly infotainment system but that’s just nitpicking.

Pathological test drives a pick-up

Here at Pathological we know nothing about pick-ups let alone how to review one. We were given the keys to a Ford F-150 and write this review. How do we start?

The F-150 we had as our tester car (or pick-up) came equipped with a 3.5-liter twin-turbocharged six-cylinder pumping out 375hp and 470lb-ft torque with a 10-speed automatic gearbox. This is our first time ever experiencing a pick-up truck so bear with us on this review as many will think that we are just being wimps. The engine itself is a real gem here and offers so much low-end torque that it can make some high-performance cars look bad. We love the intimidating looks of the F-150 and the fact that many people just clearly moved out the way when we were driving down the highway. You do feel king of the road in this beast. However, those feelings go away quickly when you are driving on smaller roads. It’s not that it’s uncomfortable to drive but it really is daunting to drive when you are trying to squeeze a massive pick-up around congested city streets. Our tester car (or pick-up) did come with parking aids which really did take an enormous amount of sting out of what could’ve been a total disaster in the mall parking lot.

Driving the F-150 does feel massive and you do sit quite high up compared to most crossovers. We love the feeling, but it does take a lot of getting used to; especially if you are going from a compact crossover into this beast. Wind and road noise are actually hushed out and well the only thing we can really think to complain of is that some crosswinds can make directional stability a little iffy at times, but it should be expected as the F-150 is about as aerodynamic as a tower block. Steering feedback is okay as it should be because most people won’t be tossing this thing into corners or bends at any high rate of speed. We wouldn’t even think of doing that because it would be completely absurd (yes we are looking at you Dodge with the Ram SRT model). It doesn’t sound like a truck as the six-cylinder engine is more smooth and discreet sounding. It’s like the engine could be inside a Ford Explorer.

Thank God for the parking aids! Because the F-150 isn’t a small little crossover that you can whip around with ease, this beast is daunting in size and you really do feel it when trying to squeeze about in the city. Visibility is good thanks to those parking aids! And there is plenty of space for five inside the cabin. The rear seat is a little cramped but it’s far from a deal breaker. The trunk bed is massive and well we know that people will be using it to tow things and carry long cargo objects that can’t fit in your typical seven-seat 4x4. We do wonder however, if the version we had is the one worth using a workhorse because it costs about as much as an entry-level Mercedes GLS!

Our tester car (or pick-up) came equipped with a transmission oil cooler, engine oil cooler, trailer tow package, pro trailer backup assist and a 7,000lb payload package. Quad-LED headlamps, power folding mirrors, 22-inch aluminum alloys and a 8-inch touch screen infotainment system with leather appointed seats. (Again) we are by no means pick-up truck people or let alone know all the different configurations that each pick-ups offer, but for this amount of money it surely doesn’t feel like a workhorse. We’d stick with the cheaper of the range because after all we’d buy a pick-up for the intended purpose of buying a pick-up. Maybe that’s just us?

We didn’t get the chance to do things that require a pick-up, let alone we don’t really see the appeal of a pick-up like this one. We understand that it’s very comfortable to drive and offers plenty of zip from a small 3.5-liter twin-turbo six-cylinder. However, it really is daunting to drive and of course the real question rises. Who on earth would pay this much for a Ford? Well this thing sells in droves and does have a market. It’s just a market that we don’t understand and well if we had to pick one of these pick-up trucks we’d surely just go out and buy this one. Maybe not the example we had as it is priced very dearly.

Likes: The turbo engine is not only smooth but it’s quite flexible considering the massive size.

Dislike: It’s such a daunting truck to drive on roads that are smaller than two lanes. Our tester car was expensive.

Our pick: We’d most likely go with the version we had as a tester car (pick-up). It is dearly expensive but at the same time, if we had to pick one this would be it.