REVIEWS AND ROAD TESTS

Constant refinement

Designers have done a good job refining the Windstar last year, but engineers have been even more spectacular in their effort. See for yourself: a personalized safety system with a weight sensor for the front-seat passenger (the air bag will not deploy if the seat’s occupant is too lightweight), an electronic device that detects under- inflated tires, higher headrests for front-seat passengers.

As a premium, a family audiovisual system to keep children busy and stop them from yelling the dreaded: "Are we there yet?" over and over again.. The Windstar’s interior is airy and attractively designed. But some details are still annoying. First of all, the power seat control, which is hard to access because it’s squeezed between the door panel and the seat itself and secondly, the very limited space available for third-seat passengers. Cargo space is sufficient, but don’t even think of closing the hatchback if you’re transporting 4′x8′ plywood sheets.The only engine offered is the 200-hp 3.8-liter, which proves to be smooth, powerful and relatively economical given the weight it has to haul around. Besides which, this V6 gets along swimmingly with its automatic transmission. In exchange for the stability it provides in the fast lane, the Windstar is harder to manoeuvre at lower speeds. The variable assist steering system isn’t as responsive as it should be and the suspension is too soft to control roll. Like all minivans, the Windstar needs four disc brakes (combined with an excellent optional traction control system) to maximize your chances of never having to test its crash resistance.

PROS
Passive safety
Good road stability
3.8-liter V6 powerful

CONS
Slow-responding steering system
Soft suspension
Certain hard-to-reach controls

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

A new take-off for Ford’s Thunderbird

Over the past few years, many legends of the automobile history have returned either by nostalgia, by refusing to grow old or simply for financial reasons. Ford executives saw Volkswagen (New Beetle, BMW (Mini) And Daimler Chrysler tap into the baby boomer’s nostalgia vein, so they are bringing the Thunderbird back.Jac Nasser, former Number One at Ford, asked for a gray Thunderbird as his personal car. This hue will be an exclusive, because Ford offers a choice of red, white, black, Thunderbird blue (turquoise) and Inspiration yellow. The last two will vanish at the end of the first year to be replaced by 50-ish colors (watch out, there might be pink in store).

Ford intends to produce 150,000 T-Birds at the Wixiom, Michigan plant over the next 6 years. If this promise is kept, Ford will make the new Thunderbird an object of desire for the 80 million baby boomers on this continent. Such success would satisfy shareholders of the world’s second largest automobile group since, although no figure has been given, resurrecting the T-Bird is said to have been made without picking in the company’s piggy bank. It seems that 65% of all parts used to manufacture this roadster have been borrowed directly from the Lincoln LS and Jaguar S-Type.

Obviously, the designers’ creativity ran out before they started designing the interior. At a few exceptions, this is a carbon copy of the LS sedan. For $995, you can add plastic trims painted the same color as the exterior. Even the shifter and part of the steering wheel have been painted. But in all trim colors, turquoise indicator arms are laid over a white background. These are the only details inspired from the past, as the Thunderbird remains a copy of the LS, pitfalls included. Just think of the central armrest, too high to be comfortable, or the lack of storage space.

Strictly a two-seater, the Thunderbird forces passengers to travel light or to plan one-day trips only. Behind the comfortable leather bucket seats (without heating system for cold winter nights), there is barely enough room for a respectable handbag. Why not installing a backwash net to stop the wind from messing our hair or covering the radio?

Even with the power roof (the T-Bird’s top goes down in less than 10 seconds), good physical strength helps for hooking the roof cover. Fingers get pinched and nails get broken. The rigid roof is preferable in the winter (it adds 37.6 kg to the car’s mass) and its charming portholes offer good visibility for passing maneuvers.

When not in use, the roof cover clutters the trunk limited to a volume of 189 litres. How large is your golf bag exactly?T-Bird designers say it is a quiet roadster. In plain English, this means you won’t hear tires screech on intersection or see its grille attack every turn. Driving the T-Bird will remind us that life is a long windy road. Powered by a 3.9-litre V8 engine, this car does not move as quickly as the lighter LS sedan. And as opposed to the LS, the T-Bird’s engine is only offered with the strangely stepped-up 5-speed automatic transmission (and not the semi-automatic) that hesitates before selecting the right gear, especially in downshifts. Too heavy for the 252-hp engine, the Thunderbird cannot compete with comparable convertibles. More potent versions are being studied. Its designers know that for a fact and they introduce it as a relaxed sports car. Forget the Corvette, Boxster and Z3. They’re in another league. Despite all this, pick-ups are decent and the engine is flexible and very linear at low revolution, qualities very well suited to casual driving. Body torsion is perceptible in turns and steering is sometimes jerky, feels too heavy at low speeds and too light at high speeds. Because of its size and weight, the Thunderbird is not likely to perform as well on twisting roads as on highways and boulevards.

The reinforced structure is nonetheless weaker without a roof and to ensure a comfortable ride, springs have to be less resistant (they are softer in the front, like in the back) and the all-season tires do not keep very good contact with the pavement. Despite a gentle roll, the Thunderbird is extremely stable and predictable in turns.

All in all, like the New Beetle and the upcoming Mini, the T-Bird cannot be labeled functional. But does it have to be?

PROS
High level of comfort
Modern design
Relaxed cruiser

CONS
Too relaxed maybe
Limited space

REVIEWS AND ROAD TESTS

Ford Taurus:

Back to the drawing board Ford ’ s spotlight has been on the Focus recently, leaving this fifth generation Taurus in the shadows.

So it ’ s with no fanfare that the Taurus arrived in the showrooms last year. To consumers, the Taurus needs no introduction, since it ’ s considered a solid buy. Still, that didn ’ t help this car climb to the rank of the best-sellers in its category. Will this new offering steal the crown from the leader of the last few years, the Toyota Camry?

The overdone styling of the previous generation Taurus obviously wasn ’ t very popular with its conservative clientele. So the Ford stylists got out their rulers and erasers and redrew its previously rather affected shape.Sure, there will be a lot of opinions on this new body, but everyone will agree this time that function has won out over style. But it ’ s not just our head that benefit from the stylists ’ new scribblings. Our legs also get a few more centimetres to stretch out in.

That said, on board it feels as though five adults have lots of space to take their seats without bumping elbows too much, and all the occupants have three point seat belts (bravo!). On the other hand, no headrest rises from the back of the rear seat. What a shame! And as for the trunk, it is much larger, and as a bonus has the ability to expand into the passenger compartment by lowering part or all of the seat back.

Once seated, you ’ ll be in a good position to appreciate the extent of the renovations. First, there are the front and rear seats. Those in our test vehicle were enveloped in leather under which there was no heating element to roast your caboose with on our cold winter nights. Anyone, large or small, will appreciate the adjustable pedals (optional) which use an electric control to advance or retract, meaning that the smaller among us will not have to sniff the plastic (or leather, depending on the finishing chosen) that covers the steering wheel rim. Taller folks will be able to relax their arms. It ’ s original, but contrary to the Ford publicists ’ claims, this so-called ‘ invention ’ had already been used in the 70s on the Maserati Bora. Nonetheless, we should admit that even if it ’ s not a ‘ world first ’ it ’ s a darned good idea. Now, if only the control were a little less friendly with the other seat control buttons. It ’ s easy to confuse them. So they should have included a locking mechanism to prevent them from being moved by accident. Similarly, the steering column should be adjustable not only for height, but for depth.

Under our noses was a clear, legible and complete instrument panel. We would just have preferred a dial reminding us what gear we were on the dashboard, so as not to have to take our eyes off the road in the model with the shift stick on the floor.True, the Taurus doesn ’ t lay on the technology very thick. Its concentrates more on Ford ’ s established strengths.

Nothing new about the body? At first sight, we ’ re tempted to say no. But that wouldn ’ t do justice to the effort Ford ’ s engineers put into rethinking a number of parts with the goal of raising this intermediate ’ s refinement level by a notch.

Unfortunately, the people in charge at Ford have stubbornly stuck to mounting their 3.0 litre OHV V6 engine on the base models The 1,515 kilogram Taurus sits very heavily on the backs of the 155 horses this motor has to offer. Of course, they get winded while accelerating. It would have been better to use the V6 Duratec, whose cylindre head has four valves per cylindre for more muscular performance. I know, you ’ ll have to put down a bundle of money for that ($1,495 in all), but in return you get 200 horses that don ’ t drag their shoes under the weight of the coupling system.

What should we think of the two available engine systems? You ’ re better off with the 200 horsepower 3.0 litre for pick- up and acceleration, without counting the fact that it ’ s also more supple and fluid. According to the manufacturer, the two engines are practically nose-to-nose in combined city-highway fuel consumption (9.7 to 9.9 litres/100km). And whichever of the two you take, each stocks a 4-speed automatic transmission whose quality will blow your mind.

Taurus ’ designers say they haven ’ t skimped on safety, and yet they found a way, no doubt under the influence of accountants obsessed with resale value, to staple a pair of drums onto the rear wheels of the sedan and the wagon (the latter previously counted on discs). You should also know that the LX offers an antilock system as an option, as opposed to the more expensive styles that get it with no charge. The antiskid mechanism (which keeps the drive wheels from slipping on a low traction surface) is classed as an option. Even with these features (antilock and antiskid), when tested the Taurus is nothing special in terms of braking.

Offering a smooth ride and well-controlled body movements, the independent four-wheel suspension, is finely calibrated to offer an effective compromise between roadhandling and comfort. And speaking of comfort, let ’ s not forget that on a long and boring strip of asphalt the Taurus is known for its stability and a predisposition to let the kilometres just slip by. On a more winding route, the Taurus is nothing to snicker at either. Whoever is sitting behind the wheel can expect to find him or herself grinning just a little. The automatic steering is perfectly calibrated, though a little heavy at low speeds. Don ’ t bother getting out your tape measure, but the turning radius has grown a bit, the larger tires have something to do with that, and this makes some maneuvers a little more complex than others. The Taurus has the refinement, agility and temperament of some of its rivals, but its interior dimensions and purchase price give it a certain advantage. And since it ’ s still as reliable as ever, we ’ ll wager it will be found parked in lots of driveways this year.

PROS
More attractive styling
Spacious passenger compartment
Smooth ride

CONS
Turning radius makes it
less maneuverable
No heating units for the leather bucket seats 3.0
litre base V6 engine only adequate

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Ford Taurus:

Back to the drawing board Ford ’ s spotlight has been on the Focus recently, leaving this fifth generation Taurus in the shadows.

So it ’ s with no fanfare that the Taurus arrived in the showrooms last year. To consumers, the Taurus needs no introduction, since it ’ s considered a solid buy. Still, that didn ’ t help this car climb to the rank of the best-sellers in its category. Will this new offering steal the crown from the leader of the last few years, the Toyota Camry?

The overdone styling of the previous generation Taurus obviously wasn ’ t very popular with its conservative clientele. So the Ford stylists got out their rulers and erasers and redrew its previously rather affected shape.Sure, there will be a lot of opinions on this new body, but everyone will agree this time that function has won out over style. But it ’ s not just our head that benefit from the stylists ’ new scribblings. Our legs also get a few more centimetres to stretch out in.

That said, on board it feels as though five adults have lots of space to take their seats without bumping elbows too much, and all the occupants have three point seat belts (bravo!). On the other hand, no headrest rises from the back of the rear seat. What a shame! And as for the trunk, it is much larger, and as a bonus has the ability to expand into the passenger compartment by lowering part or all of the seat back.

Once seated, you ’ ll be in a good position to appreciate the extent of the renovations. First, there are the front and rear seats. Those in our test vehicle were enveloped in leather under which there was no heating element to roast your caboose with on our cold winter nights. Anyone, large or small, will appreciate the adjustable pedals (optional) which use an electric control to advance or retract, meaning that the smaller among us will not have to sniff the plastic (or leather, depending on the finishing chosen) that covers the steering wheel rim. Taller folks will be able to relax their arms. It ’ s original, but contrary to the Ford publicists ’ claims, this so-called ‘ invention ’ had already been used in the 70s on the Maserati Bora. Nonetheless, we should admit that even if it ’ s not a ‘ world first ’ it ’ s a darned good idea. Now, if only the control were a little less friendly with the other seat control buttons. It ’ s easy to confuse them. So they should have included a locking mechanism to prevent them from being moved by accident. Similarly, the steering column should be adjustable not only for height, but for depth.

Under our noses was a clear, legible and complete instrument panel. We would just have preferred a dial reminding us what gear we were on the dashboard, so as not to have to take our eyes off the road in the model with the shift stick on the floor.True, the Taurus doesn ’ t lay on the technology very thick. Its concentrates more on Ford ’ s established strengths.

Nothing new about the body? At first sight, we ’ re tempted to say no. But that wouldn ’ t do justice to the effort Ford ’ s engineers put into rethinking a number of parts with the goal of raising this intermediate ’ s refinement level by a notch.

Unfortunately, the people in charge at Ford have stubbornly stuck to mounting their 3.0 litre OHV V6 engine on the base models The 1,515 kilogram Taurus sits very heavily on the backs of the 155 horses this motor has to offer. Of course, they get winded while accelerating. It would have been better to use the V6 Duratec, whose cylindre head has four valves per cylindre for more muscular performance. I know, you ’ ll have to put down a bundle of money for that ($1,495 in all), but in return you get 200 horses that don ’ t drag their shoes under the weight of the coupling system.

What should we think of the two available engine systems? You ’ re better off with the 200 horsepower 3.0 litre for pick- up and acceleration, without counting the fact that it ’ s also more supple and fluid. According to the manufacturer, the two engines are practically nose-to-nose in combined city-highway fuel consumption (9.7 to 9.9 litres/100km). And whichever of the two you take, each stocks a 4-speed automatic transmission whose quality will blow your mind.

Taurus ’ designers say they haven ’ t skimped on safety, and yet they found a way, no doubt under the influence of accountants obsessed with resale value, to staple a pair of drums onto the rear wheels of the sedan and the wagon (the latter previously counted on discs). You should also know that the LX offers an antilock system as an option, as opposed to the more expensive styles that get it with no charge. The antiskid mechanism (which keeps the drive wheels from slipping on a low traction surface) is classed as an option. Even with these features (antilock and antiskid), when tested the Taurus is nothing special in terms of braking.

Offering a smooth ride and well-controlled body movements, the independent four-wheel suspension, is finely calibrated to offer an effective compromise between roadhandling and comfort. And speaking of comfort, let ’ s not forget that on a long and boring strip of asphalt the Taurus is known for its stability and a predisposition to let the kilometres just slip by. On a more winding route, the Taurus is nothing to snicker at either. Whoever is sitting behind the wheel can expect to find him or herself grinning just a little. The automatic steering is perfectly calibrated, though a little heavy at low speeds. Don ’ t bother getting out your tape measure, but the turning radius has grown a bit, the larger tires have something to do with that, and this makes some maneuvers a little more complex than others. The Taurus has the refinement, agility and temperament of some of its rivals, but its interior dimensions and purchase price give it a certain advantage. And since it ’ s still as reliable as ever, we ’ ll wager it will be found parked in lots of driveways this year.

PROS
More attractive styling
Spacious passenger compartment
Smooth ride

CONS
Turning radius makes it
less maneuverable
No heating units for the leather bucket seats 3.0
litre base V6 engine only adequate

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Clinging to the No. 1 position

The bestselling pickup on the Canadian market has been rejuvenated last year and now it has a new Edge trim as well. A 4.0-liter V6 powers this model in four-wheel drive versions and ABS brakes are available on all models, at no extra cost.With four doors (extended cab), the inside of this pickup is more inviting. The Ranger’s dashboard houses nice-looking instrumentation that’s easy to read and the passenger-side air bag can be deactivated using the ignition key, an invaluable feature when the seat is occupied by a back-to- front baby seat.Depending on the model choice, the Ranger comes in three body versions: a short bed Flareside, a short bed and a long bed. Unfortunately, none of the three can accommodate a full-sized sheet of plywood. When it comes to power, the 3.0- and 4.0-liter V6 are better than the base 2.5-liter four-cylinder. The manual transmission is imprecise and balky, but the five-speed (yes, five!) automatic runs efficiently and smoothly. The four-wheel drive system is a real wonder and is virtually indispensable in winter.

PROS
Efficient automatic transmission
Practical four-door model
Model choice

CONS
Imprecise manual transmission
Rear-wheel drive hard to handle in winter
Questionable box design

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * * *

REVIEWS AND ROAD TESTS

Clinging to the No. 1 position

The bestselling pickup on the Canadian market has been rejuvenated last year and now it has a new Edge trim as well. A 4.0-liter V6 powers this model in four-wheel drive versions and ABS brakes are available on all models, at no extra cost.With four doors (extended cab), the inside of this pickup is more inviting. The Ranger’s dashboard houses nice-looking instrumentation that’s easy to read and the passenger-side air bag can be deactivated using the ignition key, an invaluable feature when the seat is occupied by a back-to- front baby seat.Depending on the model choice, the Ranger comes in three body versions: a short bed Flareside, a short bed and a long bed. Unfortunately, none of the three can accommodate a full-sized sheet of plywood. When it comes to power, the 3.0- and 4.0-liter V6 are better than the base 2.5-liter four-cylinder. The manual transmission is imprecise and balky, but the five-speed (yes, five!) automatic runs efficiently and smoothly. The four-wheel drive system is a real wonder and is virtually indispensable in winter.

PROS
Efficient automatic transmission
Practical four-door model
Model choice

CONS
Imprecise manual transmission
Rear-wheel drive hard to handle in winter
Questionable box design

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * * *

REVIEWS AND ROAD TESTS

Still alive

While General Motors is packing suitcases for its Camaro and Firebird, the Ford corporation is confirming its faith in the Mustang. To show the courage of its convictions, the blue-oval make gave the Mustang last year retro styling, independent rear suspension (only on the Cobra), souped-up engines,and traction control.

In more ways than one, all of these changes result in a more well-balanced and more sophisticated Mustang, but they also make it obvious that you can’t make something new with something old.What do you think of this Mustang? Powerful? For sure. Also tacky given its imitation side airscoops and the chrome stallion glued to its grille, just like in the old days. And things get worse. Open the long doors and you discover a passenger compartment with virtually no ergonomics at all. Still very narrow, the bucket seats provide minimal support when the vehicle corners and are hard to adjust. This makes it difficult to find the ideal driving position — a must on a car that bills itself as this sporty. Once you sit down you’re faced with a molded and dull-looking dashboard whose only quality is housing detailed and easy to read instruments. Other flaws: the need to push down on a latch to remove the ignition key, small radio controls, questionable assembly quality, and the lack of storage spaces, to name but a few. On the convertible version the top is particularly hard to fasten to the windshield pillars — at least on the model we test drove. Enough said.Just how sporty the Mustang is depends on which version you choose (base, GT, Cobra). The base model is the least sporty, but though purists may not like it, it’s still the most popular (60% of sales). Ford is well aware of the fact and as a result in the past years has introduced a number of changes to it — the aim being to make it even more appealing — beginning with a 3.8-litre V6. Meanwhile the GT version gets a 4.6-litre V8.

We happened to test drive the base version, equipped with the V6. For the occasion it was coupled with a five-speed manual transmission, a combination that proved interesting.

The V6 is economical and energetic, though not particularly smooth. As for the manual transmission, its lever is a bit stiff but shifting is progressive.

The Mustang’s handling depends on road conditions. In other words, if the asphalt is as smooth as the felt on a pool table, the Mustang’s handling is civilized and very satisfactory; on the other hand, its suspension has a hard time handling potholes and similar road defects and the solid rear axle on the base version and the GT skips and hops (the Cobra’s independent rear suspension is better at handling rough roads). The Mustang’s precise and linear steering system makes cornering easy and provides good handling in the city. Brakes are powerful but at times, they’re hard to gauge.

The Mustang has made surprising progress once again. Whether you like it or not, the base version (V6) is still the lineup’s most consistent, most civilized and — how lucky! - - most affordable alternative.

PROS
More civilized
Good V6 engine
Competitive pricing

CONS
Tacky looks
Uncomfortable bucket seats
Some poorly designed controls

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Still hangin ’ around

Who would have thought, fifteen years ago, that the Grand Marquis, with its rear wheel drive and bulky V8, would still be available in 2001? Fans of this Ford - formerly known as a Mercury…- have saved it from certain death. In return, the Grand Marquis improves yearly, with new refinements and accessories.So, do you like the Grand Marquis’s "new" look? Regardless, this time out no one can say that Mercury didn’t use common sense. You no longer hit your noggin as you climb into the rear seats and the trunk’s new shape gives it a few more litres of volume, although you still need to use your imagination and creativity to make optimal use of available space. But let’s get back to the passenger compartment : its styling is conservative, and only crucial instruments are permanently on view, other instruments only light up when it’s too late to take action. In any event, the airy interior, comfortable bucket seats and usable space are a credit to the exterior dimensions to this sober mid-size.With classic and therefore sturdy architecture (according to its fans) the Grand Marquis reproduces almost all the mechanical features that have earned it a reputation for reliability. The 4.6-liter SOHC V8 is still on duty to power this living room on wheels, in exchange asking only for the black gold it loves so dearly. We’re tempted to say that the Grand Marquis’s handling earns praise as soon as it makes its way onto a bona fide highway, but that wouldn’t be fair. In fact, if you’re willing to sacrifice a bit of comfort, opt for the performance/handling package - it makes for a more exciting ride, with wider tires, a heftier anti-roll bar and sportier springs and shocks. As a bonus, the 4.6- liter V8 has an extra 15 horses that drivers will have no problem capitalizing on. The only problem: cornering and bumpy roads result in jerky body movements.

Let’s take the next exit for a jaunt downtown, where we’ll soon be cursing the car’s awkward maneuvering or its size, which makes it almost impossible to find a decent parking space. In winter, the Grand Marquis prefers the cushy comfort of a garage to snowy or icy roads, even though it has an optional limited slip differential and a traction control system. Between you and me, this senior citizen is well beyond the age of sliding and skating!

PROS
Roomy interior
Performance/Handling package
Comfortable ride

CONS
Large size
Minimal trunk space
Stark instrument panel

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Mission accomplished

Still wet behind the bumpers and already an award winner (Car of the Year in Canada and the United States), the Ford Focus is entering the North American market with its head held high, certain that it can change our perception of "small" cars. With refreshing styling, welcoming interior dimensions and good handling, the Focus obviously has all the assets it needs to attract buyers.The latest and versatile addition to the family is available in four versions: a 3 door hatchback, a 5 door hatchback, a 4 door sedan and a wagon, each with a different trim. Equipment is detailed and prices are competitive. The passenger compartment is bright and tastefully designed (the only jarring note: fake wood inlays) and a fully adjustable driver’s seat makes for comfortable outings.The standard engine (110-hp output) deserves to be ditched in favour of the its alternative (with 130 horses) to ensure better performance (acceleration and pick-up) and to capitalize on this model’s energy. The precise and responsive steering system makes the Focus agile in the city and its firm suspension controls body movements (roll when cornering) while keeping passengers comfortable.

PROS
Roomy interior
Good road stability
Excellent ergonomics

CONS
Marginal engine power (110 horses)
Ugly fake wood inlays (ZTS)
Exaggerated styling

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * *

REVIEWS AND ROAD TESTS

Mission accomplished

Still wet behind the bumpers and already an award winner (Car of the Year in Canada and the United States), the Ford Focus is entering the North American market with its head held high, certain that it can change our perception of "small" cars. With refreshing styling, welcoming interior dimensions and good handling, the Focus obviously has all the assets it needs to attract buyers.The latest and versatile addition to the family is available in four versions: a 3 door hatchback, a 5 door hatchback, a 4 door sedan and a wagon, each with a different trim. Equipment is detailed and prices are competitive. The passenger compartment is bright and tastefully designed (the only jarring note: fake wood inlays) and a fully adjustable driver’s seat makes for comfortable outings.The standard engine (110-hp output) deserves to be ditched in favour of the its alternative (with 130 horses) to ensure better performance (acceleration and pick-up) and to capitalize on this model’s energy. The precise and responsive steering system makes the Focus agile in the city and its firm suspension controls body movements (roll when cornering) while keeping passengers comfortable.

PROS
Roomy interior
Good road stability
Excellent ergonomics

CONS
Marginal engine power (110 horses)
Ugly fake wood inlays (ZTS)
Exaggerated styling

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * *