As Hyundai automobiles evolve, their quality, style and technical concept improve at a pace that surprises even their most ardent defenders. If it’s true that the first Hyundai models were more rustic than elegant, and more fragile than even 1960s British cars, then the constant progress achieved by the automaker during the past two decades seems even more remarkable.

Take the Accent. It has come a long way from the lackluster Pony and the Excel models. Back then, all those small economy cars from the Hyundai stable had going for them was their low price, which undersold all the competition. The arrival of the first-generation Accent in 1995 signaled a “new and improved” philosophy in terms of mechanical refinement and manufacturing. And these improvements have continued unabated, as the Accent’s 2000 model demonstrates.

As designers set about transforming the Accent, they managed to give it a more sophisticated allure without sacrificing its qualities as a sub-compact. The GSi coupe, a hatchback, is a far cry from the Accent GT it replaces. Aerodynamic headlights, an egg-shaped grille and imposing rear spoiler contribute to its smart new look and emphasize its sporty aspirations. The cabin is well appointed, made even smarter-looking by improved quality material and finish. While the rear seats are comfortable enough, they are hard to get into.

With its leather-covered shift knob, its instrument panels displayed against a white background and sporty seats, the GSi really looks the part. Climate controls are a fair size and easy to reach; but the radio has tiny buttons that are hard to read. The oversized steering hub stores the car’s only airbag; the fact that the passenger is not entitled to such protection is an unforgivable omission in the 2002 model.

The GSi boasts a 4-cylinder, 1.6-liter engine producing 106 horsepower, whereas the standard GS hatchback comes with a 1.5-liter engine producing 92 hp that should deliver better performance. All versions come with the standard 5-speed manual transmission, while the automatic is optional.

On the road, this little Korean number defends itself respectably. The engine is relatively noisy, but not unpleasantly so.

PROS

• 1.6-liter engine
• Good road manners
• Precise steering
• Decent finish
• Excellent quality/price ratio

My test Fiesta SES came with the optional Push Button Start and the Ford SYNC hands-free communications and entertainment system. It’s a voice-activated system that can connect to your cellphone and offers services like 911 Assist, Vehicle Health Report and turn-by-turn navigational assistance.

Included in the SES and SEL trim levels are steering wheel-mounted audio controls and a four-inch multi-function screen that gives information. The ambient lighting system allows drivers to choose between seven interior accent lighting colours.

Second-row seating features a 60/40-split folding seat with adjustable head restraints, but leg room is quite limited and the large outboard head restraints restrict the driver’s rear vision. Cargo space is not managed as cleverly in the Honda Fit, which has the multi-folding seat system. While there’s a decent amount of cargo space with the rear seatbacks up, they simply flop forward on top of the seat cushion and you’ll probably have to remove and then store the head restraints.

Safety

Fiesta comes with seven standard airbags, which includes an extra driver’s knee airbag. It’s also one more airbag than you can get, even as an option, in a Fit, Yaris or Versa. The knee airbag helps prevent leg injuries and better positions the driver to survive a serious frontal impact. More than 50 percent of the welded body structure of Fiesta is made from high-strength steel and Boron steel (which has four times the strength of regular steel) is used in critical areas, such as roof pillars and side intrusion beams. Fiesta is also constructed to meet European pedestrian (impact) safety requirements.

The Sync system is also an indirect safety feature in that it allows drivers hands-free operation of a cellphone, car stereo and other technology without taking their eyes off the road or hands off the wheel.

Electronic stability control and anti-lock brakes are standard on all trim levels.

The Drive

In addition to outstanding highway fuel economy the Fiesta rides surprisingly well on the highway, for a small car. Some extra reserve power would be nice at highway speeds, but it certainly has no problem getting to high cruising speeds. Fiesta is quick off its mark from a standing start and its mid-range power is also impressive.

Its electric-assist steering has a nice light feel at low vehicle speeds and gets progressively firmer as speed increases; it’s a more natural feel than earlier electric-assist systems. Called EPAS (Electric Power Assist Steering), it has ‘pull-drift compensation’ to help the car track straighter in side wind conditions and another feature called ‘active nibble control,’ which dampens the transfer of for minor wheel/road vibrations to the steering wheel.

A tilt and telescopic steering wheel is standard on all versions of Fiesta. It certainly makes it a much easier task to find a comfortable driving position. And time spent behind the wheel is when owners will really appreciate the best attributes of Fiesta.

Its nimble handling characteristics are a terrific bonus and at the top of its class. When you eventually do have to pull into a gas station in a Fiesta, you’ll discover another pleasant surprise, a self-sealing fuel filler system that eliminates the need for a gas cap.

The Score

Cool looking and competitively priced, the new Ford Fiesta is a well engineered little car that’s a hoot to drive and a fuel-miser supreme.

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Ford Fiesta: Sporty compact roars back to grab a piece of the growing small car market

A returnee to the Canadian small car battlefield, the Ford Fiesta was forced to retreat to Europe for a number of years but is back with a vengeance.

It plunges back into our market wielding a base price of just $12,999 and sleek ultra-modern new styling lines that are the envy of its competitors.

The main reason behind this new small car offensive by Ford is that this market segment is expected to see sizable sales growth in the coming years. More than just a car launch, if all goes to plan, Fiesta will re-establish Ford in the small car market and phase two will see this platform spawn a whole range of other new small Ford vehicles.

Boasting best-in-class highway fuel economy, Fiesta also claims to set new benchmarks in small car safety and electronic media connectivity. Our North American edition of Fiesta is made in Mexico and in addition to the five-door hatchback body style, sold in Europe, it’s also sold here as a four-door sedan.

The Fiesta sedan comes in S, SE and SEL trim levels. The five-door hatchback body style doesn’t come in an ‘S’ trim and its price starts at $16,799 for an SE trim, which is $700 more than the SE sedan. The top-line SES (hatchback) and SEL (sedan) series offer optional leathery upholstery ($1,200) with contrasting colour piping. There’s also another ($500) upgrade package that includes push button start is also available.

Power comes from a Ti-VCT 1.6-litre 4-cylinder engine with twin variable camshaft timing that can provide up to 120 horsepower and peak torque is 112 ft-lb at 5000 rpm. Fuel consumption with the automatic is 6.9L/100 km in the city and 5.1 L/100 km on the highway (which is about 56 mpg).

My bright green (called Lime Squeeze) test Fiesta came with the 5-speed manual transmission but another nice surprise for buyers will be the performance of the optional PowerShift six-speed automatic transmission. Basically, it’s two manual transmissions in one that shift electronically, similar to Audi’s superb high-tech DSG transmission.

THE LOOKS

Called “Kinetic” design language, introduced with the Iosis concept vehicle, the Fiesta brings a fresh and compelling aesthetic that’s been lacking in our small car market. A sweeping design with over sized multi-element headlights and big wheel arches give it an athletic shape.

The hatchback Fiesta retains the Euro grille opening, while the sedan had Ford’s signature three-bar look. A standard rear spoiler sits on the top of the hatchback’s rear liftgate. On the sedan, a spoiler is optional and it fits on the trailing edge of the trunk lid.

THE INSIDE

A cell phone (think Razor) was the inspiration for the design of the centre dash switch assembly, which houses audio and HVAC controls.

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ROMEO, Mich.- Driving the 2012 EcoBoost-equipped Edge and Explorer at Ford’s proving grounds here brought home two truths for me. One, Ford’s new 2L I-4 EcoBoost is enough engine to do the job of moving both vehicles. Two, you have to want the fuel economy more than the snap a larger motor delivers when you kick it. Particularly uphill, on the test track, you can easily floor the EcoBoost and hold it there without feeling the need to lift. It pulls uphill – just.

What does help is the six-speed transmission that is standard with this engine. It quickly downshifts when the call for power hits, even two gears, but then that’s it. Foot on the floor, it pulls – just.

The other downside that sticks out (probably more for me than most) is the fact that towing is not recommended with the I-4 EcoBoost. In the Explorer (in particular) I think this is a loss. If you have even occasional need to tow, Ford suggests you spec the V6 in its SUV.

Still, EcoBoost is making inroads. In fact, Ford says by year end, it will have built 180,000 of these engines. And in the Explorer, the shift from the naturally aspirated V6 to the I4 EcoBoost is said to equal a 40-percent improvement in fuel economy. If F-series EcoBoost sales are any barometer, the same shift can be expected in the Explorer.

The Explorer, which was all- new as of last year, marked a move away from the truck-framed tough Explorers of the past anyway. So it’s probably best suited for this engine upgrade since its focus has changed to urban off-roading (such as bumping over curbs or rolling on to the soccer field by accident) rather than real boondocking.

The Explorer promises a fuel economy of seven litres per 100 kilometres on the highway and 10.4 L/100 km in the city, Fords says.

So, what makes the EcoBoost engines so special? Think high compression and fuel injection – in other words, diesel-like technology adapted to a less expensive gasoline gasoline engine. Other features include: twin turbos that spool up fast (a single one on I-4); an exhaust wastegate and throttle that work together; side-mounted solenoid-activated fuel injectors with seven-hole nozzles; twin-variable cam timing that is always changing based on power demand and exhaust runners that are integrated into the cylinder head, doing away with a heavy exhaust manifold.

Those are the highlights. However, in the case of the Edge for 2012, Ford has also added aerodynamic enhancements and other technologies such as side-door rocker moldings and active grille shutters. These shutters control vents that allow air flow through the grille when needed for the cooling system. They close when the temperature falls, making the car that much more aerodynamic.

On the Edge, the EcoBoost will be available on the SE, SEL and Limited models. It promises a 10 percent improvement in fuel economy versus the V6 engine. The downside of the EcoBoost addition in the Edge is that the Class II Trailer Tow package is not available.

As with most improved technology, it comes at a price. In the Edge, that will be an additional $1,000 on the SEL and Limited models or $1,200 on the down-market SE. In the Explorer, it’s $1,000 in any trim level, but only in the front-wheel-drive models. A four-wheel-drive Explorer still demands the juice of the V6.

These 2012 upgraded models can be ordered at your dealer now.

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A radio/cassette stereo system with four speakers, air conditioning, 15-inch wheels and disc/drum brakes with ABS. At the other end of the spectrum, the top-of-the-line GT1 offers radio/CD with eight speakers, 16-inch alloy wheels, 4-wheel disc brakes, cruise control and countless power-assisted features. Between the two extremes, the buyer is faced with a puzzling maze of options.

The buyer’s final decision could very well depend on mechanical components. The SE is powered by a 2.5-liter 4-cylinder DOHC engine, coupled to a 5-speed manual transmission, whereas the GT “imposes” the use of a 3.4-liter V6, fitted with a 4-speed automatic gearbox. I say “impose” because that’s the only configuration offered with the GT. The SE can be equipped with a V6 and automatic transmission.

The 4-cylinder behaves itself respectably enough, if matched with a manual gearbox, but it tends to come up a bit short when mated to the automatic. Incidentally, GM announced it will bring out a new 2.2-liter aluminum DOHC engine, with 138 horsepower, which would eliminate that rough aspect of the antiquated Quad Four. Until that happens, I’d recommend the V6 that despite its “archaic” configuration, does its job efficiently and consumes hardly more fuel than the 4-cylinder. And believe me, being “archaic”in this situation is not a bad thing.

Granted, driving the Grand Am isn’t like fooling around with a slick European car, but it’s satisfying all the same. On the SE base model, the suspension – MacPherson-strut in front and multi-link in back – was tuned for the car’s overall comfort, but certainly not at the expense of its balance on right corners.The plusher GT model boasts sport suspension and tires that offer even better grip. Steering its precise, if a tad inconsistent in terms of transmitting road feel. Braking on the SE is adequate under normal driving conditions, excellent and evenly distributed on the GT, thanks to the all-disc system.

So, for the moment at least, the Grand Am continues as best it can to maintain its position near the top of its class. Sooner or later though, GM should give the car what it truly deserves: a better chassis and more engine power worthy of its devastatingly handsome looks.

SPECIFICATIONS

Warranty                          3 years/36,000 miles (60,000 km)

Type                                    sedan/front wheel drive

Wheelbase/Length        107.1 in/186.2 in

Width/Height                   70.4 in/55.1 in

Weight                                 3120 lb (1415 kg)

Trunk/Fuel tank              14.6 cu. ft/14 gallons

Air bags                               front

Front suspension            independent

Rear suspension              independent

Front brakes/rear brakes            disc ABS

Traction control             yes

Steering                              rack-and-pinion, electronically assisted

Turning circle                  38 feet

Tires (front/rear)           P225/50R16

PERFORMANCE

Engine                                 V6 3.4-liter 12 valves

Transmission                    4-speed automatic

Horsepower                       175 hp at 4800 rpm

Torque                                  205 lb-ft at 4000 rpm

Other engines                     L4 2.4-liter DOHC 150 hp (SE)

Other transmission          5-speed manual (4L)

Acceleration (0-60 mph)             9.1 s; 10.4 s (4L)

Maximum speed                115 mph (185 km/h)

Braking (60-0 mph)          138 feet (42 m)

Fuel consumption              20.3 mpg; (11.2 L/100 km)

COMPETITION

• Honda Accord
• Chrysler Sebring
• Mazda 626
• Nissan Altima
• Oldsmobile Alero
• VW Jetta

For some people, the words Grand Prix stand for the most sophisticated type of racing on this planet. For others, Grand Prix is synonymous with one of the most popular brand-name cars in America. And this stylish Pontiac celebrates its 40th birthday this year.

As befits the occasion and as basic marketing principles dictate, Pontiac has come up with a special 40th anniversary version of the Grand Prix. The changes are strictly cosmetic, however, amounting to little more than a new shell. It would have been nice had Pontiac equipped it with the Oldsmobile Aurora’s 4.0-liter V8, in lieu of the 3.6-liter V-6- and engine that’s almost as old as the Grand Prix itself. An electronically controlled suspension, like the one in the Corvette, would have spiced things up, too. Instead, we have to contend with a hideous rear spoiler and hood-mounted air inlets -all “exclusive” to the Grand Prix – as well as various roof-mounted aerodynamic elements, similar to those you see on Nascar’s Winston Cup entries. In case you’ve forgotten, it was the great Bobby Labonte who won that famous cup in 2000, behind the wheel of a Grand Prix.

That said, let me admit that the exterior looks trendy enough, tastefully painted in cherry red. But the dual-tone interior – graphite and dark red – is suspect. Finally, the commemorative version comes in only two trim levels: GT and GTP.

Good touring car

Appearances aside, the Grand Prix is a remarkable touring car, excelling in cornering and able to change lanes rapidly with predictable agility. When pushed, it makes a terrific racket – the tires squeal in unison – but control is good and the average speed surprisingly high for a car of its size.

Oddly enough, the most “high-performance” model isn’t necessarily the most fun to drive under normal conditions. The SE, with its 3.1-liter V6 engine, is not as fast as models equipped with the more powerful 3.8-liter variety, but its suspension is more compliant and its higher-profile tires provide markedly better comfort.

PROS

• Flexible engines
• Excellent handling
• Growing reliability
• Precise steering
• Trendy silhoutte

The sky’s the limit at Porsche, I thought to myself after testing the 2002 Porsche Carrera 2 and 4 in Germany recently. I liked both models, which was surprising, given my aversion to anything 996. A Porsche 911 die-hard – and I mean the original model – I had trouble warming up to the new lines, as did scores of other car writers around the world. But Porsche seems to know what it’s doing, as demonstrated by the latest sales figures – and profits. To be sure, the Boxster contributed heavily to those positive numbers, but the 911 wasn’t that far behind, judging from its well-filled order book.

Right after the Porsche’s 996′s launch in 1997, the Stuttgart -based automaker began walking on eggshells. Would the car enjoy the same success as its predecessor? The answer took a long time in coming, four years to be exact. As far as Porsche is concerned, it’s definitely mission accomplished, judging by the just-released second-generation 996, which has beefed up horsepower and greater agility.

Car enthusiasts may wonder why a new look for the latter-day 911 at this early stage in its career. The reason is obvious – it’s to differentiate it from its lower-rung companion, the Boxster.

What’s new?

In my judgement, Porsche shot itself in the foot by restyling the 911 along the same lines as last year’s 911 Turbo version. This might annoy Turbo owners who are adamant that their sacred machine sports a look all its own. Unfortunately for Turbo fans, no modification has been planned for the 2002 model. They’ll have to wait at least another year.

And so, the Carreras – both 2 and 4 – use the same light clusters, front bumper and instrument pod found on the Porsche 911 Turbo. On the mechanical front, they feature VarioCam Plus, a system combining continuous camshaft adjustment and valve lift switch-over. Finally, some suspension components were “borrowed” from the Turbo/GT2 line, so that there’s precious little separating the Carreras from their big Turbo sister.

PROS

• Active safety
• Exceptional handling
• Remarkable performance
• Turbo look
• Winter driveability

The onlookers who suggested the BMW X1 has more than a passing resemblance to the 3 Series Touring wagon did not know how close to the truth they really were.

The X1′s proportions – length, width and the lower visual height of the greenhouse – do give it a wagon-like visage. However, the X1 and Touring share more than just a passing resemblance stylistically – the X1 is based on the Touring’s platform. Ditto many of the mechanical bits. Regardless, the X1 has style and a significantly more refined drive than one expects from a sport-ute, BMW or otherwise.

The X1′s 2,760-millimeter-long wheelbase delivers both substance and plenty of cabin space. Rear-seat space is generous and easily up to the task of supporting a pair of adults in comfort.

It also delivers on the utility demanded of an SUV. With the 40/20/40-split/folding rear seat upright, the X1 offers up 14.8 cubic feet of space. Folding all three portions bumps the capacity to a generous 47.6 cu. ft. The cargo area also features a low lift over, needed tie-downs and a privacy cover.

Move forward and the X1 is tastefully attired and loaded with the right kit – almost. The tester arrived with all the desirable power toys, a good navigation system, solid sound system and BMW’s iDrive controller. Likewise, the materials are rich – the two-tone finish certainly helps visually –  and the front seats are the models of comfort.

Visibility is also surprisingly good and not at all SUV-like. The taller seating position, large mirrors and uncluttered sight lines do away with most of the usual blind spots. Backing up the X1 up provides the only exception as the tall tail all but mandates the need for a backup camera. It proved to be the one deficiency.

At the X1′s pre-production preview and, later, at its production preview, all test vehicles were powered by in-line six-cylinder engines. At both events, I was impressed by the power at play and smoothness in which the six delivered its goods – BMW’s six-cylinders are still as good as they get. However, when I prayed the start button on the Canadian X1 tester something was wrong – it was not a six but, rather, a four-cylinder engine that fired up. Gadzooks!

The disappointment lasted just long enough for the transmission to shift from first into second. The 2.0-litre four-cylinder is just as sweet as the six and its power production is every bit as robust. The secret lies in the twin-scroll turbocharger that blows intercooled air into the engine.

The 241 horsepower is impressive; the torque generated more so. You see, this little mill twists out 258 pound-feet at just 1,250 r.p.m. Fire said torque through a sophisticated eight-speed automatic transmission (six of the gears key on performance, two are overdrives) and the X1 leaps off the line and effortlessly pulls to speed.

Testing with the transmission in its Sport mode pegged the zero-to-100-km/h time at 6.8 seconds.

The flip side of the powertrain’s personality is unusual to say the least. Drive it as though there’s an egg between your right foot and the gas pedal and it slips into its economy mode, with the engine barely pushing the tachometer needle over 1,400 r.p.m. Even at elevated highway speeds, the four still loafs along at surprisingly low revs. This, perhaps, explains the test average fuel economy of 9.7 litres per 100 kilometres – and it certainly was not being driven with an eye to economy.

Power is relayed to the road through BMW’s xDrive all-wheel-drive system. Under normal circumstances, it sends 40 percent of the power to the front wheels; the rest goes rearward. As with BMW’s other xDrive offerings, the X1′s system is both seamless and proficient.

In the ride department, the X1 again succeeds, being more wagon-like than SUV. To begin with, there is enough compliance in the suspension to deliver a cosseting ride. However, push the X1 toward the limit and the setup body roll to a couple of degrees.

The steering also responds as BMWs tend to do – razor sharp out feeling twitchy. It is such that it tend to forget this is not the Touring wagon.

Understeer is also a non-issue for reasons – the P225/50R17 tires for top-notch electronic stability (DSC). This electronic overseer only does all of the usual under oversteer corrections (in conjunction with xDrive), it has dynamic control that takes it to the next level. Switching it on allows the back to walk about before the nanny redo things.

The X1 is a welcome addition that bridges the gap between a traditional station wagon and a sport-ute. It is the latter’s utility, but it is a very distant relative in the manner in which it drives.

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Somewhere on the undulating curves of Calabogie, you learn to trust. Trust your instincts. Trust your abilities, modest though they may be. Trust that the race instructor beside you has pointed out the correct apex angle for a corner you can’t see.

You blast into the blind approach at full throttle, up and over the crest of a hill. The corner appears below you and you are careening through, your stomach lagging a few car lengths behind.

But mostly, you learn to trust the 2011 Subaru WRX STI. You learn to trust that it will go where it’s pointed. Trust in the safety net of face-saving, maybe life-saving technologies, that blend with sheer performance power to make you look like a better driver than you actually are.

They are capabilities that take you to the adrenalized edge and hold you there, teetering maybe, but safely, securely. We were at Calabogie Motorsports Park near Ottawa to test the 2011 Subaru WRX and the WRX STI. They are two top end stages in the evolution of Impreza, the humble econo car that is the entry-level vehicle to the Subaru lineup.

In fact, I had arrived at the track at the wheel of a basic Impreza, a four-door, five-seater sedan with the 170 hp 2.5-litre SOHC, listing at a $20,995 starting price and with all the urban-friendly utility and nimbleness of a standard small econo commuter.

But even at that modest level, the Impreza carries the genetic imprint of its rallying DNA – the flat-four boxer engine with its low centre of gravity and the all-wheel-drive security that is standard issue across the entire Subaru lineup.

2011 WRX

So let’s start with the first upgrade of Impreza, the WRX that, like its STI derivative is available in both four-door sedan and five-door hatchback model ($900 more than sedan).

Both models have adopted the new wide-body design along with more striking styling design. Subaru recently upgraded performance, so this year it’s about “adding more show to the go”.

“The new wide-body designs for the 2011 WRX give this performance icon a new level of street presence,” said Shiro Ohta, chairman, president and CEO of Subaru Canada.

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When it seemed as if I would be driving the 2011 Dodge Journey to a family reunion in Pittsburgh, as well as the Dodge Journey. The Journey is basically a Dodge Avenger mid-size sedan with an SUV type body shell and either two or three rows of seats. Like the Avenger, the Journey gets some significant improvements this year. The most important part is what you feel behind the wheel: steering and suspension have been retuned; new shocks and tires were fitted.

Dodge also has added Chrysler’s excellent new 3.6-litre V-6 engine, which is rated at 235 horsepower. It is standard on SXT, Crew and R/T AWD models. The base Journey gets a 2.4-litre four-cylinder rated at 173 horsepower, which seems anemic given this vehicle’s 1,700 kg-plus curbweight.

All Journeys come with front-wheel drive- and V-6 models can be fitted with all-wheel drive. The AWD system runs in front drive, with power routing to the rear wheels when needed.

Dodge lent a mid-level R/T model with all-wheel drive for a test drive that was truly surprising. I didn’t expect the Journey’s quiet, comfortable ride, which seemed more like that of a luxury vehicle. Of course, it came with a trade-off: There’s a lot of body lean while cornering, making it feel larger than it actually is, despite the improvements made to the car’s steering and braking feel. Alas, the brakes shuddered during hard stops.

The abundant power from the new V-6 is commendable, and fuel economy around town is exactly as promised. The automatic transmission allows smooth, prompt shifts while accelerating, but once cruising, it delays before downshifting.

The Journey’s personality – that of a pleasing family vehicle – comes though loud and clear not just in driving, but in its design. The handsome exterior styling has a crisp, tailored look. A new grille and face add a sophisticated touch.

Something else that caught me off guard  was the Journey’s vastly improved interior quality. The cabin is awash in soft-touch materials and padded surfaces. A new single-piece instrument panel is a model of simplicity. A large screen controls many of the car’s functions, including climate, audio and navigation. There are some redundant audio and climate controls beneath the screen.

The Garmin navigation system has a cartoony look that lacks the sophistication of the graphics used elsewhere on the screen. Its data also provided improper route or exit numbers and too often left out street names. This is a problem on other Chrysler products that use this system.

The rest of the electronic readout worked well. The speedometer and tachometer have the look of a sports watch. Unfortunately, the steering wheel blocked a corner of the speedo. An electronic readout between the two clusters can be adjusted to give you a digital speed readout to prevent an unnecessary visit from the boys and girls in blue.

The front seats were soft and flat but offered surprisingly good support hour after hour. The rear seat has good legroom and, once again, decent support. The seatback angle can be adjusted.

This Dodge was filled with thoughtful touches gleaned from Dodge’s minivan. The back of the front seats have small bag hooks. There’s a convex mirror that pops down so you can keep an eye on those in the rear seats.

Storage space abounds:

• The second row features underfloor storage bins.
• The front passenger seat cushion flips up to reveal a storage space.
• This is in addition to the deep centre console, a small covered well under the rear cargo hold and a large open bin ahead of the cupholders.