Autos
Autos: Cruze and Fiesta are chic, compact cars
Domestic automakers kick it up a notch
The 2011 Chevrolet Cruze RS.
There’s not much good in a recession. But with cars, downsizing has meant upping the style, quality and features on compacts. For gay and lesbian car lovers, the result is a bonanza of fun, fast and highly affordable rides.
Surprisingly, two of the newest competitors to this segment — traditionally ruled by high-quality vehicles from Japanese, Korean and European automakers — are from Ford and GM. A lot hinges on these two cars, because compact cars traditionally are bought by the younger set — the next generation of car buyers. Here’s a look at how these two new domestic compacts stack up.
Chevy Cruze
$16,500
MPG: 24 city/36 highway
Cargo capacity: 15 cubic feet
From Chevettes to Cobalts, Chevy never had much compact mojo. Then there’s the new Cruze, which rolls into showrooms this month. The design is stellar, with an Acura-like hood, BMW-edged side panels and a tapered tush straight from the Infiniti playbook.
A two-tone interior has a chic twin-cockpit design, with bolstered sport seats, power doors/locks, tilt/telescoping steering wheel, eight-way adjustable driver seat and 10 airbags—all standard. So is the traction/stability control. And compared with the competition, the trunk is huge. The tight suspension and sharp cornering make the ride and handling superb for this class. Ditto for the braking and any pothole-avoidance maneuvers.
To better compete with trendy Euro compacts, there’s a top-of-the-line Cruze LTZ—at a rather pricey $21,500, which adds large alloy wheels, steering-wheel audio controls, sport-tuned suspension and rear-parking sensors. Still, the Cruze does have a few downsides, such as some cheap interior trim—though that’s not too surprising for cars in this segment. And while there’s a choice of two power plants, the base engine seems stuck in the mud.
Not so for the peppy turbo, which is no Formula 1 racer but does help the Cruze hit zero to 60 mph in a respectable 9.2 seconds. All in all, the Cruze proves that Chevy finally knows how to churn out a first-rate compact.
Ford Fiesta
$13,500
MPG: 28 city/37 highway
Cargo capacity: 12.8 cubic feet
Of course, the Chevy Cruze also is important in showing that GM — battered by bailouts and layoffs — is once again a serious player in the auto market. The Ford Fiesta, on the other hand, is all about fun. Just look at the marketing: the Fiesta Movement social media campaign had 100 Web-savvy drivers test-drive the car for six months to post their often whimsical impressions all over Twitter, Flickr and the like.
Then there were all those online webisodes, including one playfully comparing—tongue in cheek — the Fiesta with a Lamborghini. Luckily, the Fiesta lives up to the hype. It’s spunky, sporty and sprightly, with a punchy four-cylinder and easy-to-shift manual transmission that makes weaving in and out of even the worst traffic jams a blast.
Steering is precise, perhaps even best-in-class, and the suspension handles bumps as well as a $160,000 Porsche 911 — again, really. Three trim levels, with the entry-level S a truly barebones model: 15-inch steel wheels, four-speaker AM/FM stereo and power mirrors. The SE adds power doors/windows, some metallic cabin accents and CD player.
And the SEL really ratchets things up with LED parking lights, rear spoiler, ambient lighting, auto-dimming rearview mirror, premium sound system and voice-command navigation. There also are numerous options, including a Super Fuel Economy package to max out fuel savings via lighter wheels, special tires and some aerodynamic tweaks. Standard safety gear includes stability/traction control and a driver-knee bag, which is usually available only on high-end cars.
Cargo space is tight, but then the Fiesta is really a subcompact (versus the Cruze, which is almost a mid-sizer). That may explain why the Fiesta’s true competition may not be the Cruze, but a Honda Fit or Nissan Versa. Or, in Ford’s ideal world, even a Mini Cooper — the epitome of small-car chic.
Despite a U.S. political climate that has made electric vehicles about as welcome as a vegan at a Texas barbecue, automakers haven’t gotten the memo. The 2027 BMW iX3 and Rivian R2—in showrooms soon—prove the point. But think of them as distant cousins: one arrives impeccably dressed; the other probably has a kayak strapped to the roof.
BMW iX3
$62,000
Range: Up to 434 miles
0 to 60 mph: 4.7 seconds
Cargo space: 30.4 cu. ft.
PROS: Huge driving range. Distinctive styling. Cutting-edge interior.
CONS: Quirky digital controls. Only one U.S. trim level. Pricey options.
WHAT’S NEW: This is BMW’s first production model on its state-of-the-art Neue Klasse platform, radically changing the technology, cabin and electric drivetrain.
The iX3 arrives on our shores in one trim level, the iX3 50 xDrive. Load it up with options and you can sail well past $80,000.
Depending on configuration, this luxe EV delivers an astonishing range before recharging. And a dual-motor, all-wheel-drive system produces 463 horsepower, which allows you to tootle around as fast as a Porsche 718 sportster.
The new “Panoramic iDrive” spreads information across the base of the windshield, supplemented by a central display and steering-wheel controls. An available 3D head-up display adds even more info. It’s futuristic, busy and unmistakably BMW—like someone decided the dashboard needed its own coming-out party.
Then there’s the “Heart of Joy” computer, which coordinates the motors, braking and steering for sharper responses and smoother control. The name may sound like something from a self-help retreat, but the innovation makes the iX3 seriously entertaining to drive.
You also can charge the iX3 from 10 percent to 80 percent in just 21 minutes. Nice.
This isn’t merely an electric X3 with the gasoline bits removed. It’s a tech reset for BMW. Compared with the R2, the iX3 is more polished, more luxurious…but, alas, considerably pricier.
RIVIAN R2
$45,000
Range: Up to 345 miles
0 to 60 mph: 5.9 seconds
Cargo space: 28.7 cu. ft.
PROS: Affordable luxury. Rugged looks. Clever storage.
CONS: No smartphone integration. No glass-roof shade. Touchy touchscreen.
WHAT’S NEW: Everything—the R2 is Rivian’s all-new, smaller electric SUV, and it brings the brand’s adventure-first attitude to a price point far below the larger R1S.
If the BMW iX3 is wearing a beautifully tailored jacket, the Rivian R2 has its sleeves rolled up.
With edgy styling, this is no anonymous crossover wearing an EV costume. Chunky details. Upright proportions. Distinctive lighting all give off an outdoorsy vibe without turning the R2 into a rolling REI catalog.
There are four configurations, with pricing from $45,000 to $58,000. That’s a big difference from the BMW—and potentially the R2’s biggest weapon.
The stats aren’t shabby, either. Driving range is from 275 to 345 miles. The dual-motor, all-wheel-drive setup produces between 350 horsepower and a frankly bonkers 656 horsepower. And the high-performance model lets you zip from 0-to-60 mph in just 3.6 seconds.
Drag-racing credentials? Absolutely!
Inside, there is lots of clever packaging, with flexible seating and generous storage. This EV is designed to carry actual stuff, not merely impress your neighbors.
Yes, there are quirks. Rivian skips Apple CarPlay and Android Auto, while everyday controls—some of which are less than intuitive—live on the touchscreen. And the panoramic glass roof lacks a conventional shade. Huh?
For some owners, those will be minor annoyances. For others, they’ll become daily reminders that Rivian marches to its own beat.
Perhaps that’s not a bad thing, though. The R2 feels less buttoned-up, more mischievous. It’s the automotive equivalent of Billy Porter ignoring the dress code and somehow looking better than everyone who followed it.
Remember when buying a new car didn’t require the financial stamina of a “Succession” character? This summer, the average new-vehicle price hit $49,758—basically $50,000 with a little lipstick on it. That makes the Kia K4 hatchback and Nissan Kicks especially refreshing. Neither requires a second mortgage, a trust fund or a makeover to look good. And both prove you can still buy a new vehicle without selling your soul — or your vacation plans.
KIA K4 HATCHBACK
$25,000
Mpg: 28 city/34 highway
0 to 60 mph: 9.1 seconds
Cargo space: 22.2 cu. ft.
PROS: Edgy exterior. Roomy interior. User-friendly controls.
CONS: So-so base engine. Pricy turbo. No all-wheel drive.
WHAT’S NEW: Basically everything. The K4 hatchback debuted earlier this year, joining the K4 sedan.
Kia’s stylish five-door K4 boasts three trim levels. The first two use a capable four-cylinder engine, while the top-of-the-line model comes with a turbo.
That turbo provides some genuine zip, though it won’t blow your socks off. Think Janelle Monáe in a tailored suit, not Brad Pitt arriving at the F1 racetrack in a fireproof jumpsuit.
The real star, though, is the design. Sleek. Upscale. A tad mysterious.
Inside, another surprise: vast legroom and storage. Fold the backseats and you can toss in the usual road-trip clutter, plus that regrettable piece of furniture you bought after watching one too many HGTV shows.
Technology is also a bonus, including a digital key that lets you use a smartphone or smartwatch as a direct key fob. You can even share this digital key with friends or family. Just don’t share it with anyone who often loses their actual keys.
Despite some SUV vibes, the K4 remains unapologetically car-like. It sits lower. Feels more conventional. And offers hatchback practicality without itching to conquer the Rockies.
The biggest downside? No all-wheel drive.
Still, for shoppers who crave style, space and gadgetry, the K4 won’t break the bank. To me, it’s like finding a designer jacket at a thrift shop.
NISSAN KICKS
$23,000
Mpg: 28 city/35 highway
0 to 60 mph: 8.9 seconds
Cargo space: 23.9 cubic feet
PROS: Dashing design. Safety gear galore. All-wheel drive.
CONS: Bit pokey. Noisy engine. Limited rear visibility.
WHAT’S NEW: Redesigned last year with a bit more power, bigger cabin and bold looks, Nissan leaves the winning formula alone.
Like the Kia K4, the Nissan Kicks comes in three trims levels. But it also includes all-wheel drive — a nice plus when navigating snow, sleet or cratered alleys.
There’s an extensive suite of active and passive safety features. And the high ground clearance improves driver visibility, which is somewhat hindered in the back by thick roof pillars.
Styling is tastefully flamboyant. Dramatic lighting. Two-tone finishes. Cheerful, without being cartoonish. Miranda Priestly would approve.
Power, though, is more akin to Miranda’s art director Nigel Kipling. Dependable. Functional. Just not enthusiastic.
Inside, the mod cabin has large 12.3-inch displays, wireless smartphone connectivity and charging, and “zero gravity seats” designed to reduce driver fatigue and stiffness. Add in the stunning Bose Personal Plus audio system, with 10 speakers—including those integrated into the headrests—for an immersive 360-degree sound experience.
The Kicks doesn’t try to be rugged or luxurious. It simply offers a lot of everyday usefulness in a small package.
There is a trade-off. The engine gets noisy when pushed, and there are sportier (often pricier) competitors. But that’s hardly a crime. Not every vehicle needs to perform catwalk struts down the street.
The latest Honda Civic hatchback and Subaru Impreza are two of the segment’s stars. Both offer sensible pricing, excellent utility and enough personality to avoid feeling like appliances.
The Civic is more polished. The Impreza, more rugged. Luckily, neither is trying to be obnoxiously flashy.
HONDA CIVIC
$28,000
MPG: 30 city/38 highway
0 to 60 mph: 8.9 seconds
Cargo space: 24.5 cu. ft.
PROS: Fuel efficient. Spacious cargo area. Good resale value.
CONS: No all-wheel drive. Fussy infotainment. Low rear headroom.
WHAT’S NEW: Only minor updates for 2026. The biggest change carries over from last year’s refresh: the addition of the hybrid, which has become a star performer.
The Honda Civic hatchback won’t scream for attention. It won’t arrive wearing sequins and carrying a smoke machine. It’s more like Nomi Marks from “Sense8”: intelligent, sophisticated and impressively capable.
The styling remains handsome and clean. Long hood. Low roofline. Crisp lines everywhere.Honda resisted the urge to make this vehicle look like a spaceship or an angry robot. That’s refreshing.
Inside, the dashboard is simple and elegant. The honeycomb air-vent treatment remains one of the coolest interior details in the segment. Materials feel expensive. Controls are easy to understand. And visibility is excellent.
I love how the cargo space is generous, with rear seats that fold flat. A bicycle, several suitcases or enough supplies for an ambitious weekend road trip fit without much hassle.
Then there’s the hybrid. The system produces a healthy amount of power while delivering fuel economy that borders on the absurd. Around town, handling feels smooth, quiet and surprisingly quick. You almost glide through traffic. The standard gasoline engine isn’t bad, but the hybrid is stellar.
The Civic also shines on twisty roads. Steering is precise. Body motions stay controlled. The suspension strikes a sweet balance between comfort and sportiness.
Biggest weakness? No all-wheel drive. For drivers in snowy climates, that’s not so good.
Still, the Civic’s stellar combination of efficiency, quality, and driving enjoyment remains incredibly hard to beat.
SUBARU IMPREZA
$27,000
MPG: 27 city/33 highway
0 to 60 mph: 8.5 seconds
Cargo space: 20.4 cubic feet
PROS: All-wheel drive. User-friendly tech. Safety cred.
CONS: No hybrid version. Some road noise. Modest cargo room.
WHAT’S NEW: The Impreza receives relatively minor updates for 2026. Subaru continues refining this hatchback rather than reinventing it.
If the Honda Civic is urbane, the Subaru Impreza is unfussy. There’s a kind of Kristen Stewart energy here. Cool without trying too hard.
The styling isn’t dramatic, but it works. This hauler appears ready to tackle rain, snow, dirt roads or an impromptu weekend escape.
And all-wheel drive comes standard on every Impreza. (Most competitors only offer front-wheel drive or include all-wheel drive as a pricey option.)
The result: Slippery roads simply don’t create much anxiety. The suspension absorbs bumps nicely. Long trips are comfortable. Visibility is great, thanks to relatively thin roof pillars and large windows.
I like how the cabin is functional rather than fancy. Materials don’t quite match the Civic’s upscale vibe, but everything feels sturdy. A large infotainment screen dominates the dashboard and generally works well, though some drivers may prefer more physical buttons.
Cargo space is respectable, and the design makes loading bulky items easy.
Performance depends heavily on trim. The base engine gets the job done, but nobody will confuse it for a sports car. The RS trim’s larger engine provides more power and makes the ride livelier. But even then, acceleration remains merely adequate.
The Impreza’s real appeal lies elsewhere, with a mix that few rivals can match: hatchback practicality, standard all-wheel drive, strong safety scores and reasonable pricing.
Perhaps that’s the key difference between these two hatchbacks. The Honda Civic impresses immediately. The Subaru Impreza grows on you.
Fortunately, choosing between them is less stressful than deciding who gets the last mimosa at brunch.
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