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.

We test drive the Rogue Sport (used)

If you heard the name Rogue Sport you’d immediately think it were a turbo version of the Rogue. However, it’s more of a little brother to the Rogue. Competing with crossovers like the Honda HR-V and Mitsubishi Outlander Sport. Does the Rogue Sport offering a compelling reason to sway buyers away from some of the class best?

The sport tagline seems to be just added to spice the name up because the Rogue Sport really isn’t ‘sporty’ in the nearest form. The 2-liter four-cylinder is the sole engine for this vehicle and it only pumps out 141hp. The running costs are very low on this vehicle which should appeal to those who want a crossover but don’t want to break the bank. We just wish that Nissan offered the turbo engine from the Juke in the top of the range trim for those who may want the extra flexibility and well to be honest give the Rogue Sport a reason to call it a Rogue Sport. The engine isn’t bad at all, when you are driving at relaxed speeds and around town there’s plenty of pep in acceleration. It does feel a little sluggish on faster paced roads but it’s class average in horsepower figures and well if you want more power you’ll either have to get the Juke or step up to the more expensive Rogue.

Driving the Rogue Sport is sort of like every other compact crossover. It doesn’t feel as sharp to drive as the Mazda CX-3 and it certainly isn’t as agile either. It is very comfortable as a daily commuter car and we really love the crossover seating position. Visibility outward and around is good and the overall driving experience is more on the blah side, it does feel livelier than the Rogue but that’s mainly because of the size difference. It’s dinky dimensions makes squeezing around tight urban streets a breeze, however nothing beats the conventional hatchback. The driver’ seat and front passenger seats are very comfortable and offer decent support, while those in the second row will find both legroom and headroom is decent as well. The boot is about class average as well, it’s not the best but it does the job good enough.

Standard S trim gets rearview monitor, advanced drive-assist display and Bluetooth for your mobile device. You’ll have to step up to the SV trim to get 17-inch alloy wheels, push button ignition switch, power outside mirrors with LED turn signals and electrically operated driver’s seat with lumbar support. Top of the range SV trim gets 19-inch alloy wheels, navigation system, leather seats and Around View camera with moving object detection. All-wheel-drive is optional on all trims.

The Nissan Rogue Sport isn’t sporty but it does offer a very compelling package. It offers decent kit for the money and is very stylish, we just wish that Nissan induced more fun into the driving experience and also added the turbo engine from the Juke to standout more from the herd. It’s a great crossover with low running costs and should satisfy those who want a crossover but don’t want to break the bank.

Likes: A crossover that’s easy to park and live with in tight urban areas. Plus it has low running costs and decent standard kit; stylish inside out with a decent sized boot.

Dislikes: It’s not sporty and the engine feels anemic.

Devon’s Pick: The SV trim offers the best value for the money here. You can skip the all-wheel-drive as it’s not needed here, unless you just have to have the extra traction.

 If we could change anything: The Rogue Sport is already a decent crossover worthy of being shortlisted, however we wish that we could replace the engine in the SL with the 1.6 turbo from the Juke. Nissan would dominate the small crossover segment as it would be the only option for a turbo engine at a low price point. We know that the Juke exists but why not add an option for those who don’t like the way the Juke looks but still wants a fun to drive crossover that’s flexible and lives up to the ‘Rogue Sport’ name.

Jaguar

1937 – SS Jaguar 2½ Liter Sedan
The Jaguar name was introduced based on the stylish Sedan models, which featured four doors for the first time. The thought was that the cars were revolutionized so the company name should be also.



1948 – XK120
Designed by founder Sir William Lyons, the Jaguar XK120 was an instant sensation. Reaching speeds of 133 mph, the XK120 became the world’s fastest production car.



1951 – C-Type
The beautiful, sleek C-Type was inspired by the principles of aerodynamics. Originally named the XK120C, the C-Type boasted a 25% reduction in weight from the XK120, and was declared a success at its debut in Le Mans by placing 1st in the coveted 24-hour race.



1954 – D-Type
One of the first vehicles to feature a monocoque body structure, the Jaguar D-Type is considered one of the most beautiful cars in racing history. With a unique stable wing designed by Malcolm Sayers, the D-Type took home first place at Le Mans 3 years in a row, most notably in 1957 when it won five of the top six places, including 1st, 2nd and 3rd.



1961 – E-Type
Considered one of the most beautiful cars of all time, the iconic E-Type caused a sensation when introduced at the Geneva Motor Show. Touted by Enzo Ferrari as "the most beautiful car ever made," the sleek design exudes timeless elegance, strength and beauty.

Devon test drives a Volvo S80 (Used)

You’ll be surprised that there are buyers who don’t want an Audi A6, BMW 5-series and Mercedes E-class. For those buyers the Volvo S80, even though it will eventually get replaced by the S90, still is a good option for anyone that wants Scandinavian Luxury at an even more discounted price.

The sole engine option for the S80 is a 2-liter turbocharged four-cylinder pumping out 240hp. It’s one of the smoothest turbocharged four-cylinders we have ever tested and it feels just enough for the S80. The engine never feels short on puff around town and on the highway. You can only have the S80 with front-wheel-drive and with this engine that’s enough. Anything more than that to the front wheels is just down right insane.

The Volvo S80 isn’t even close to be as sharp to drive as a BMW 5-series, but most buyers of the S80 aren’t picking it because of that. They want a smooth and comfortable ride and that’s what they are going to get here. Steering feedback is numb at best and the overall handling is more like ‘safe’ if anything. It doesn’t encourage you to push it hard through corners and bends because well let’s face the facts here. This platform is nearly twelve years old. But not everyone wants a rock hard suspension, and for those you either choose the Mercedes E-class or this.

There really isn’t much wind or road noise to complain of. The turbo engine sounds rather course under heavy acceleration but it is far from a deal breaker. There is no manual gearbox option, but most buyers in this segment don’t really care for one either.

Volvo has always been a paradigm of clarity when it comes to their dashboard layouts; all the controls are within easy reach of the driver’s hand. The seats are all day comfy and offer plenty of support. Rear passengers will find comfort as well. Plus the S80 is one of the few sedans in this segment to have split folding rear seats standard and a boot that’s generous on space.  

All S80s come standard with keyless entry, Bluetooth connectivity, leather seats and rain sensing windshield wipers. You’ll have to step up to the Platinum trim to get Xenon headlamps with auto high beam control, collision warning with full auto brake and adaptive cruise control with lane departure warning. We think that it’s best to just spring the extra money for this package because it has many of the modern safety technology and yet still manages to be cheaper than all three German Rivals.

The S80 maybe on its way out the door but that doesn’t mean you can’t pick up one with a deep discount. This maybe one of the few reasons people will still flock to dealers to buy one. However, in our opinion this is the most understated Volvo ever, and for those few individuals that do buy one this is a real gem.

Wait for the S90 if you desire all-wheel-drive or more powerful engine option.

Likes: Most understated Volvo ever. Turbocharged engine offers good flexibility and decent running costs. Comfortable front seats and ride comfort.

Dislikes: Starting to show its age.

Devon’s choice: Platinum package is the only way to go with the S80. It may costs more but it is worth it.

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.

Devon tries to find purpose for the BMW X6 (Used)

Unless you really want the X6 and don’t mind paying the premium for it, the X5 is cheaper and much more practical. Here’s why:

The standard 3-liter turbocharged six-cylinder producing 300hp already provides enough kick in your pants acceleration. So we question if the 4.4-liter turbocharged eight-cylinder producing 400hp is really worth paying the premium for. What separates the X6 from the X5 is the sweet handling and sharp steering. You’ll have to pay for the option to get the X6 to drive the way it should and at this price point it shouldn’t be an option. At least the engines are smooth in operation and are quite lovely to hear when under hard acceleration. Wind and road noise are very well hushed in the cabin.

BMW has a minimalistic approach to their interior designs, and the X6 is no exception. Everything is very easy to locate and everything is within easy reach of the driver’s hand. The new iDrive system is much more user-friendly. Drivers in the front will find comfort very easily while rear passengers may struggle for headroom and legroom. Plus the boot space is just down right disappointing. This is all due to the slopping roofline.

The X6 does come well equipped for the money. Keyless entry is standard, as well as iDrive infotainment system and Xenon Headlamps. Climate control and leather seats are also standard. One annoying thing about BMW is that you’ll have to pay for extra that should be standard. Such as heated front seats, keyless start and rearview parking camera, which you will need because rearward visibility is appalling!

 Buying an X6 isn’t a cheap proposition. But your investments should be well secured as BMW resale value is strong thanks to the badge. Running costs will be high unless you stick with the standard turbocharged six-cylinder which should be somewhat decent. Quality of the interior feels high class and well put together. Reliability should be good as with all BMW vehicles.

The X6 is aimed for those who seek something different. It’s quirky and odd way to be different too. It’s expensive too and you don’t get some premium features that should be standard. Plus you’ll have to pay the money to make it drive and handle the way that it should. Unless you really just have to have an X6 the X5 is cheaper and much more practical than the X6.

Likes: Handles and drives with the right options. It’s different and quirky yet holds its value well. Turbo engines both are powerful. iDrive system has been vastly improved.

Dislikes: Why does being different cost so much? You’ll pay an arm and leg to make the X6 drive the way it should, and some options at this price point shouldn’t be optional. You're better off with an X5.

Devon’s Choice: The standard 3-liter turbocharged six-cylinder is all the engine you will ever need. It’s still expensive but running costs won’t be too bad.

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.