[[posterous-content:pid___0]] Well, no longer. Today's economy car market has grown by leaps and bounds, especially in the past five years. The Honda Fit had something to do with that, showing consumers and other automakers that an economy car need not be a penalty box. Predictably, the Fit achieved meteoric sales, and the rest of the industry was forced to catch up. Today, the Fit is several years into its second iteration, and the industry is, in fact, catching up. Since our last look at this market niche in mid-2010, Toyota, Kia, Hyundai, Chevrolet, and Mazda have all released brand-new players, while the current Fit is three years into its life cycle. Who stands ahead of the pack in 2012? To find out, we invited the Ford Fiesta, Toyota Yaris, Kia Rio, Hyundai Accent, Mazda2, Chevrolet Sonic, Honda Fit, and Suzuki SX4 out for a couple days of testing and driving. The cars had to be five-door hatchbacks, and, to be equal, each had to have a manual gearbox. Ford said it didn't have a Fiesta for us, and neither did any rental agencies, but the other seven automakers were game. And so the shiftbox revolution was upon us, as we set out to determine where your money would be best spent. The results may surprise you.
SEVENTH PLACE: Kia Rio
Initial impressions were positive, with several judges preferring the Kia's exterior styling to that of others in the group. But as each climbed behind the wheel for some time on the road, discouraging comments became all too frequent.
"I am more and more convinced that Hyundai and Kia are not in any way related," said senior features editor Jonny Lieberman. "No rational person would ever think the Rio is related to the Accent."
That was a remark heard time and time again in a multitude of ways over the course of our driving loops, which included city streets, winding roads, and plenty of freeways. Though both the Kia and Hyundai are equipped with the same 138-hp, 123-lb-ft 1.6-liter direct-injected engine and in-house six-speed manual transmission, the driving dynamics of the two cars were night-and-day different.
"Thrashy, thrashy drivetrain. No grip, no road feel, very noisy," echoed Lieberman.
Kia's hyperactive traction control sapped any chance of a quick start. Two editors discovered the deficit after trying to launch the Kia through a busy, blind intersection.The Kia was also able to manage only mid-pack fuel economy with an average of 30.8 mpg, placing it fourth behind the five-speed Honda Fit.
"The cheapest interior here by a mile," summed up associate editor Mike Febbo. "I hate to say this, but I can't imagine anyone ever being proud to say 'I just got a new car' when referring to this Rio."
SIXTH PLACE: Suzuki SX4
The front-drive Suzuki (all-wheel drive is still available) felt to many like an underdog in this comparison. The car dates back to 2005 in Europe (2006 in the U.S.), and though a 2010 refresh on the original Giugiaro-penned design has helped keep its styling current, the rest of the car -- save for the new transmission -- can't help but feel a little old by now.
"With the exception of the slick shifter, everything about the SX4 feels tired and ponderous," lamented Lieberman. "If Suzuki doesn't care, why should we?"
Gripes also were voiced about the Suzuki's soft, uncontrolled ride; excessive wind noise around the A-pillar windows; vague clutch take-up; and a somewhat rough-revving engine. Despite these complaints, some felt the Suzuki possessed a very honest quality that was lacking in several other contenders.
Associate online editor Nate Martinez eloquently summed up the Suzuki: "The SX4 has been surpassed by a competitive set made up of more comfortable, more efficient, less expensive alternatives. You want to root for a tiny automaker, but there are so many better choices in today's market. Too bad the new global Swift isn't here."
FIFTH PLACE: Mazda2
What was it about the '2 that kept its fuel mileage so low? That modest engine and short-geared five-speed transmission were working harder to keep up.
Per Lieberman: "The poor '2 had to run around at 5500 rpm for most of the loop. Seriously, where's the torque?"
"In this thing, you really notice the lack of power. There's nowhere in the rpm band where it feels quick," agreed Febbo.
Interior space was another concern. Associate online editor Benson Kong, not a bear of a man by any stretch, even felt a little cramped.
"The Mazda2 definitely felt the tightest from the driver's seat," said Kong. "The door panel is constantly hugging your left side, and the small footprint makes all the surrounding traffic seem extra-close."
In the end, Febbo pinned down the ideal Mazda2 buyer: "The '2 is a great city car. If you're buying it as an in-town commuter or you live in an area with restricted parking, it would make a great choice." Funny -- the design was optimized for the European market.
FOURTH PLACE: Honda Fit
For example, Honda still hasn't given the little Fit a six-speed manual. Equipped with only five speeds and a not-too-tall fifth gear, the Honda buzzes along at over 4000 rpm at freeway speed. It still places third in observed fuel economy with a 31.0-mpg rating, but that's over a full mpg less than both Yaris and Accent. That also doesn't make up for the fact that the Fit is anything but a relaxed freeway cruiser.
"It's annoyingly loud," commented Kong. "The road noise paired with the zinging engine on the freeway really kills the Fit for me."
THIRD PLACE: Toyota Yaris
"The back seat is large and might be the very biggest in the test," said Lieberman.
What really solidified the Yaris' position in the top three is a little party trick called mega fuel economy. At the end of our drive loop, the little Toyota managed an observed fuel economy of 32.3 mpg, good enough for second place behind the Hyundai Accent. Along just the freeway portion of our loop, the Yaris managed to pull off a heady 40 mpg -- 2 mpg better than its EPA rating. Color us impressed.
SECOND PLACE: Chevrolet Sonic
Perhaps the Sonic's most impressive characteristic was its quiet, composed, relaxed freeway ride. A combination of a six-speed transmission, effective noise insulation, and a well-composed suspension had us sailing along with traffic in silent comfort and with a mere 2300 rpm registering on the motorcycle-inspired tach.
"I'd say it's status quo for manufacturers to underrate the importance of ride quality in this segment," Kong said. "For Chevrolet to take it more seriously deserves commendation."
Other editors agreed, including Herr Lieberman.
We also found the engine one of the most refined in this group, though a little turbo lag and lack of top-end power were somewhat disappointing. Cargo space was impressive, with the Sonic placing second to the Fit at 19.0 seats-up cubic feet. Kudos also went to the clear motorcycle-inspired gauge layout, though feelings were mixed on the exterior styling, ranging from overdone to just right.
Where did the Sonic fall behind? It had more torque than any other car in this comparison at 148 lb-ft and tied for second in the horsepower race with 138 hp, but it was third-slowest in acceleration. It also scored just fifth place in fuel efficiency, eking out 30.6 observed mpg.
"The Sonic is a solid effort, overall," my notes read. "It's not quite as exciting to drive as I'd hoped, but it more than makes up for it in refinement."
FIRST PLACE: Hyundai Accent
Plus, pretty much all the techy college-kid turn-ons are present and accounted for. Bluetooth, iPod integration, satellite radio -- all here. The engine is the same 138-hp direct-injection mill found in the Rio, but here it feels stronger, smoother, and less noisy (improved sound insulation is likely to thank for the last two), and the six-speed transmission helps the Accent stay relaxed at freeway speeds. While not quite as quiet and comfortable at a high-speed cruise as the Sonic, the Accent is really the only contender that comes close.
"In many ways, the Accent is the most mature car here," concurs Lieberman.
The Accent's styling helps, too. Love or hate Hyundai's "Fluidic Sculpture" design language, most judges thought the Accent's interpretation was the best yet (Veloster excluded), appearing much more subtle and restrained than the Sonata. Interior styling had some takers and some passers, with plenty of praise for Hyundai's build quality but a few thinking the layout was a bit too busy.
We had other gripes. The Accent's steering continues to be a blemish on an otherwise solid car, with off-center response lacking in feel and precision. We also noticed a bit of extra movement in the car's suspension over certain surface imperfections, as is common with other Hyundai/Kia models. Still, the car remained reasonably well composed over twistier sections of our road loop, and was even called "sporty" by one evaluator, who rationalized his remark with, "though I suspect it's by accident."
"The Accent hits the mark on blending value, performance, and efficiency, so my hat's off," Kong summed up.
Well done, Hyundai.
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