The Forums Test Drive Team - READ ONLY

203 messages, Last post on Jun 14, 2008 at 6:22 PM

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Meet the Forums Test Drive Team!

The Forums Test Drive Team members will bowl you over with with their reviews! This discussion is "read only," therefore, only the Team members may post reviews.

The founding members of the Forums Test Drive Team: varmint, ateixeira, backy, rsholland, paisan and blueguydotcom

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#171 of 203 2006 Kia Rio LX by backy Oct 08, 2005 (5:41 pm)
With gas prices in the U.S. around $3.00 a gallon, small cars are gaining in popularity here. Thus it was excellent timing on Kia's part to recently introduce an all-new Rio sedan and Rio5 5-door hatchback. With these models, Kia will go head-to-head with other automakers who will soon unveil all-new small cars in the U.S.: Hyundai (Accent), Toyota (Yaris), Honda (Fit), and Nissan (Versa). I drove a white Rio LX sedan with a 4-speed automatic transmission and no options. Sticker price with destination was $13,905. This was the only Rio in the dealer's stock and had literally just rolled off the truck. It still was still wrapped in plastic on the outside and inside, and the radio and HVAC controls were not operational. Still, I was in a hurry and the last Rio they got in stock was sold the day it arrived. So the sales rep handed me the keys, told me to have fun, and and off I went. The first thing I noticed as I drove off the lot was that the engine made a faint rattling sound at idle, reminiscent of a diesel engine. This was the first time I had heard that type of noise in a test drive of a brand-new gas-engined car. But then, it was right off the truck. I didn't notice the noise after the engine had warmed up. Otherwise, the engine, a 1.6L, 110 hp CVVT unit, hummed under full throttle (but not excessively so) and was quiet when cruising on the freeway at 65-70 mph (engine revs were 2500 at 65). Acceleration with the automatic was adequate under gentle throttle. I didn't push it since it was brand-new, 6 miles on the odometer. Upshifts were smooth, and downshifts imperceptible. I really didn't notice the operation of the automatic at all--which is a good thing. You won't get neck-snapping take-offs with this car, but that's not it's mission. People will buy it for its EPA 29/38 mpg fuel economy ratings, not its power. Handling with the power steering was quick, even a bit twitchy. I thought to myself, this car would be fun to toss around town. The chassis felt rock-solid, and although bumps were felt, they were remote "thrums" rather than kicks. The car tracked well on the freeway, although it seemed a little skittish. I wondered if the tires were at the proper inflation. (When I returned, the sales rep volunteered that the tires were over-inflated from being on the truck, even before I could ask about it.) The most impressive thing about this smallest Kia is that it doesn't look or feel cheap. The white paint (after the sales rep peeled off the plastic wrap) was glossy, even, and smooth. All panels lined up perfectly, with narrow, even gaps. The wheel covers looked almost like alloys. Fat, sporty-looking black moldings protect the doors. As noted, the car is solid on the road, with no squeaks or rattles, and little noise at cruise except faint A pillar wind noise at about 70 mph. Inside, the tan interior has a quality look. There's a lot of plastic on the dash, but it has pleasing textures and colors (with a two-tone treatment), smooth--even Lexus-like--switchgear (with the exception of the temperature knob), clear gauges (including a tach), damped grab handles above the doors, and a meaty, 3-spoke steering wheel. What betrays the low price point of the car is that all the plastic surfaces inside are hard--even the armrests on the doors. There is a comfy fold-down right armrest for the driver, but none for the front passenger. There's a map light above the dash, but it's a single lamp. Also, storage space is limited. There are a few small storage bins around the dash and center console, but only the glove box and smallish bins on the doors to hold big stuff. The back of the passenger's seat has a pocket too. There are only three cupholders in the car: two in the front (actually only one if you smoke), and one Big Gulp-sized holder for the rear. One plus on the Rio is the multi-adjustable driver's seat with two knobs for height adjustment. With that and the tilt steering column, I was able to dial in a perfect driving position. The seat cushion felt a little small compared to that of, say, an Elantra, but it was comfortable. The seats are covered in an ivory tricot-type cloth which looked and felt fine, but I wonder how durable it will be (and how easy to keep clean). With the driver's seat set for my 5'10", 32" inseam frame, I was able to fit fairly comfortably in the back seat. My ankles were up against the front seat, but that part of the seat was padded and there was plenty of room under the seat for my feet. The backrest angle felt good and thigh support was OK. Headroom front and back was fine; the Rio has a raised roofline compared to the old model. I could see spending a couple of hours in the back with no problem, but in general I think it's an area best left for kids. The trunk is surprisingly roomy for a car this small, but it's quite shallow. The trunk expands via a 60/40 split folding rear seat. "Big deal", you say. Well, it's actually a nice surprise on an inexpensive car, considering Honda doesn't even put this feature on its $18,000 Civic LX. And maybe that's the best way to sum up the '06 Rio: it's a nice surprise. Kia has built a car that is a vast improvement over its predecessor. It's small on the outside, roomy on the inside (roomier than the Civic, for example), sips gas up there with the best of them, is fun to drive (as long as quick 0-60 times aren't important to you), and even has an aura of quality (as long as you don't start squeezing all the plastic trim inside). And like all Kias, it has a 5-year, 60,000 mile bumper-to-bumper warranty and a 10-year, 100,000 mile powertrain warranty. But what about value? At $13,905 for a car with crank windows, no power mirrors or locks, no cruise control, no ABS, and 14" wheels, the Rio (and Rio5) face some serious competition from the Chevy Aveo and even from slightly larger cars like the Suzuki Forenza and Reno, the Hyundai Elantra (which has lower pricing for '06), and even the Rio's stablemate, the Spectra. The Rio has in its favor standard side curtain airbags (in addition to front-row side bags) and better fuel economy than those cars. But within a few weeks, the Rio will face direct competition from its cousin, the all-new Accent--based on the same platform and offering many of the same features, but with standard ABS. And close on the Accent's heels will be all-new competitors from Toyota, Honda, and Nissan--all expected to start around $12,000. Personally, I think the Rio makes a more compelling case in 5-door guise, as the Rio5, due to its greater versatility and more attractive styling, which includes 15" alloys. Even then, I think the Rio will have its work cut out for it in an increasingly competitive small-car market. For now, I think the Rio is the best of a relatively small group of cars, which include the Aveo, ECHO, and (old) Accent. A few months from now? We shall see...
#172 of 203 2006 Ford Fusion S by backy Dec 03, 2005 (1:40 pm)
The new Fusion is Ford's latest attempt to entice buyers in the hotly-contested mid-sized family car market. It is the replacement for the Taurus. How does it stack up against able competitors such as the Accord, Camry, and the newly-redesigned Sonata? Ford clearly aims the Fusion at younger drivers who look for style and a sporty driving experience in their mid-sized cars. Thus I decided to test a stick-shift Fusion, which comes only with the 4-cylinder engine. My local dealer had only one 4-cylinder Fusion on the lot, and it was a base S model with no options. That was fine with me, as I wanted to see how a Fusion with no options would fare. The test car was Redfire Metallic with a camel interior (with black accents). MSRP was $17,795 including destination. For that, you get quite a lot of standard equipment, including power windows/locks/mirrors, 4-speaker MP3 stereo, 16" wheels with decent-looking plastic covers, 4-wheel disc brakes, tilt/telescope steering column, 60/40 split fold-down rear seat, speed-sensitive wipers, remote entry, A/C, two-tier center console with armrest, and height-adjustable driver's seat. What was missing was a few safety features that are increasingly standard on cars of this class, and even much lower priced cars: side airbags, side curtain airbags, and ABS. Those safety features are all available on the Fusion, but would add almost $1200 to the sticker price. What is not available at any price on the Fusion is electronic stability control, a useful safety feature that is standard or at least optional on most competitors. The exterior of the Fusion is dominated by five big horizontal chrome bars up front. It's an aggressive look that many people like; I'm just not one of them. Also noticeable on the Fusion is wide gaps around the hood and trunk lid--wider than on competitors like Accord and Sonata. The gaps were at least even, but lent an unfinished appearance to the car. The trunk itself is large--almost 16 cubic feet--and nicely trimmed; even the underside of the decklid is covered. The struts supporting the trunk lid are a nice touch, expanding usable trunk space while helping to protect luggage and groceries. The trunk expands easily by pulling knobs in the trunk to lower the 60/40 rear seat backs. They do not lie very flat, however. Sitting in the driver's seat, you get the feeling the car was designed to be more than just a family hauler, with its relatively low height and intimate interior. It feels more like the Accord in that respect than cars like the Camry and Sonata. The deeply-textured black dash and matching trim on the tops of the doors looked and felt good, as did the fat four-spoke plastic steering wheel (leather on the high-zoot SEL). But other trim did not exude the same quality feel. The deeply-textured ivory plastic on the lower dash in particular looked cheap, as did the plain black trim in the center stack (gloss black or woodgrain trim comes on higher-priced models). The chromed plastic door pulls and lock buttons are a plus. The gauges are clear, the radio controls are fairly intuitive (sound of the 4-speaker system was adequate), and the 3-knob HVAC controls were simple in operation if not up to the competition in feel. They are also low on the center console--a bit of a reach and downward glance to get to. Storage is adequate if not exceptional, with the highlights being a large two-tier bin under the center armrest and a lidded compartment above the center air vents. But there were no pockets behind the back seats and no bins on the rear doors. I was able to set a comfortable driving position using the manual (lever-type) seat height and seatback adjusters. When I had the seat height just where I wanted it, my hair was brushing the headliner, so I lowered it a bit. (I wonder how much room is available with the optional moonroof.) I would have preferred to have the front of the seat cushion a little higher; I found I could adjust seat bottom angle more to my liking with the power seat that is standard on higher trim levels. I didn't need the telescopic feature on the steering wheel, but it might be welcome for other drivers. With the front seat set for my 5'10" frame, I checked out the rear and found plenty of room for legs and feet, but my hair touched the headliner and I wanted more thigh support. There's a rear center armrest with cupholders to keep rear seat travellers more comfy. It is in driving where the Fusion really shines. The 160 hp I4 engine has decent pickup with the standard 5-speed stick, and has good low-end torque also so you don't need to row the shifter a lot. When I did, I didn't mind because the grip is meaty, the throws are short, and the clutch is easy to modulate (although not as light as, say, the Accord's). There is some engine noise when accelerating, but it's not excessive--just enough to remind you that you are driving a car. Wind and tire noise were not significant up to 60 mph (it was snowing, so that's as fast as I pushed it). Handling was precise, with no lean on turns and solid steering feel. The whole car seemed very solid, with no rattles or squeaks. The ride is firm, but well controlled and quiet. You will feel bumps, but not curse them. Despite sloppy, icy roads, the car moved along with assurance, and the non-ABS brakes worked well (although I did brake cautiously, given the conditions and the fact this was someone else's car). So how does the new Fusion stack up against competitors like the Accord, Camry, and Sonata? In the driving department, I think it is a worthy competitor to the Accord and in fact I like the ride quality of the Fusion better. It has a firmer ride and crisper handling than the Camry LE or Sonata GL/GLS. So mid-sized sedan buyers who put sporty handling at the top of their list should appreciate the Fusion. However, the Fusion is disappointing in other areas, notably in the lack of standard safety equipment, headroom, back seat comfort, the quality of some interior bits, and exterior panel fit. It warranty is also one of the shortest of the mid-sized class, with only 3 years/36 months for bumper-to-bumper and powertrain. Price-wise, the Fusion does well against competitors like Accord and Camry, and not quite as well against the Sonata when comparably equipped. Example: Fusion S with ABS and Safety Package: $18,985 Sonata GL with floor mats: $18,580 (Sonata includes features like ESC, 6-speaker stereo, heated mirrors, and leather-wrapped wheel; Fusion has telescopic wheel and speed-sensitive wipers.) All in all, the Fusion offers a fun-to-drive, reasonably-priced package for mid-sized car buyers, especially those who would like to buy a car from an American car company. Interestingly, though, the Fusion is one of the few cars in this mid-sized class not built in the U.S.--the Fusion is built in Mexico.
#173 of 203 Driving Ginger by ateixeira Mar 29, 2006 (6:43 am)
A Segway, that is. I got to try one of these recently, at a trade show here in DC. It was pretty interesting. They take a while to get used to. At firts you hop on and it feels totally awkward, like it's hard to keep your balance and stay still. You get used to it after only a minute or two, and then you can get around pretty well. It's actually kinda "fun to drive", I guess. I still don't see many of them around, but if you get a chance, try one out, it's definitely memorable. To bring the topic back to cars, I wonder if the technology could be used to assist a disabled person in driving. Basically you're using your feet to accelerate, brake, and turn left and right. Your hands only help you keep your balance. We're so used to two (or three) foot pedals and a steering wheel, but I wonder if a little out-of-the-box thinking could benefit folks with limited use of their arms. -juice
#174 of 203 Does anybody on this team drive cars anymore? by backy Mar 29, 2006 (7:13 am)
I wasn't about to post another review until someone else did. Doesn't anyone else on this "test drive team" test drive cars anymore?? Replies to this message: ateixeira (Mar 29, 2006 7:19 am)
#175 of 203 Re: Does anybody on this team drive cars anymore? [backy] by ateixeira Mar 29, 2006 (7:19 am)
Replying to: backy (Mar 29, 2006 7:13 am) Sure, post it up! I actually wrote that post for another topic, but then decided to share it here as well. -juice
#176 of 203 2006 Dodge Grand Caravan SXT by backy Mar 29, 2006 (4:17 pm)
I know what you are saying. "Ugh! A minivan!?" After that, you are probably saying, "A Caravan?? Those are as old as the hills. They can't compete with the latest models: Sienna, Odyssey, Quest, even the new twins from Kia and Hyundai." Well, not so fast. Guess which minivan sells more than any of them? The Caravan. And of course, we all know Dodge invented the minivan. And my wife really misses her Grand Caravan, which we gave up off lease two years ago to down-size to a hatchback. So I set out to see what Dodge has to offer in the ever-escalating minivan wars. I drove a 2006 GC SXT in Butane Blue, no options, $27,830 sticker. Butane Blue is kind of a light icy blue, my favorite color for the DC vans except Inferno Red--but the blue doesn't require as much upkeep and the red is an additional charge. The SXT is very well equipped out of the box. Features like dual power side doors, 3-zone HVAC, 6-speaker CD/cassette with steering wheel controls, ABS with traction, 5-spoke alloys, 8-way power driver's seat, Homelink, trip computer, and power rear vent windows (as well as the usual power options) are included. The interior decor is nothing to write home about, but the plastics (which abound) are sturdy, the controls are straightforward, and the cloth is grippy. The armrests are (padded) plastic and there is no fancy faux wood as on some competitors, but it's a clean, purposeful layout. The best feature of the GC is of course the Stow-n-Go seating. In a few minutes, both the 2nd and 3rd row seats drop flat into the floor. When they are not stowed, there's large bins in the floor. I could imagine how wonderful it would be to have the two covered bins in the center for my kids to stow all of their "stuff". (Dodge sells accessory plastic bins that fit into these wells and make it easy to cart the stuff away when it's time to drop the seats.) The amazing thing about these "magic seats" is that they are much more comfortable than you might think. The middle seats are on the smallish side compared to some other vans, but they use high-density foam and the seat bottom has good thigh support. I found them quite comfortable. They adjust fore-aft but not side-to-side as in some vans--the downside of hideaway seats. But I really like the rear seat. Most 3rd seats in minivans leave me flat--literally. The seat cushions are usually flat and too close to the floor--which may be fine for munchikins but not for teenagers or adults. The 3rd seat on the GC has great thigh support, so it is comfortable even for adults. Two adults would be very comfy in back, as they can spread their feet around the relatively small middle seats. Three--well, that's best left for kids. The 3rd seat is relatively narrow. It does flip over for tailgating, though. The rear seat is split 60/40 so it is easy to fold, and if you only have 5 people (like I do) you can fold most of the seat and haul a ton of stuff. OK, it hauls, but how does it haul? Quite well thank you. The GC SXT has a relatively low powered V6 for minivans these days, just 205 hp. But it has 240 pounds of torque. I am of the opinion that in vehicles like minivans, torque is more useful than gobs of power. And the van acquitted itself very well on the streets, hills, and highways around the Dodge dealership. It pulled smoothly up hills and onto freeways, with no gear hunting that can occur with some of the 5-speed automatics on some competitive vans. I never felt a need for more power. And the van handled very well for a 4400-pound box--more like a much smaller sedan. It wasn't exactly nimble, but it took curves without much lean and smoothed over the bumps without being floaty. It was also pretty quiet inside. I thought there was a little bit too much wind noise, then we discovered halfway through the drive that the rear vent windows were open. It doesn't hurt too that IMO the GC SXT is the best looking minivan, despite the fact that its current style dates to 2001 with a minor freshening last year. Now the best part: the selling price of this nearly $28,000 van is closer to $20,000--even under $20,000 if you lease it! Lease rates in my town are around $99/month with $3000 down, or around $219/month with 0 down, for 27 months. An incredible deal for a lot of van. It may not be the newest, trendiest van on the block, but it will beat any other van (except the T&C of course) for cargo versatility, drives competently and securely, and won't put a huge dent in your wallet doing it. It will be interesting to see what Dodge comes up with for their all-new Caravan for 2008.
#177 of 203 Ford E350 15 Passenger Van by ateixeira Mar 30, 2006 (6:36 am)
We rented a 15 passenger van, a Ford E-350, for a week's stay in Orlando with 3 families. 6 adults and 8 kids really filled that thing up, in fact I'd argue it was really only comfortable for about 13 people. One of us always had to squeeze in. The thing was a behemoth that had all the straight-line stability of Courtney Love after a night on the town. That thing wandered so badly you had to move the steering wheel back and forth constantly to keep it straight. It didn't beep when you backed it up, but it should have! I guess it's that recirculating ball steering. To top it off, the suspension was a bit stiff and if you sat over the rear axle you got some nice axle hop-induced motion sickness. I guess it got the job done, but this is something that you have to drive, not something you want to drive. I really prefer small vehicles. -juice
#178 of 203 2006 Mercury Milan I-4 Premier by ateixeira Apr 07, 2006 (9:13 am)
AMEX sent us a test drive offer, $50 to try out a new Milan, $500 if we buy one. Why not? Outside the car looks elegant enough, though I like the Fusion even more. Mercury uses the "satin nickel" which looks like plastic painted in a gunmetal metallic color. The same stuff covers the center console, which brings us to... The interior, which is surprisingly roomy, more so than the Mazda6 it shares a platform with. It felt wide, with good arm rests on both sides and good adjustability in the seats. Only a moonroof was lacking, this model was very well equipped for about $21k on the sticker, minus a $1000 rebate plus that $500 bonus cash certificate brings it to $19.5k before negotiation. Not bad, figure $18k or so street price, very competitive. Interior materials seemed mismatched. The leather did not feel or look like the vinyl that surrounded it, which really cheapened the interior. Plastics are also mixed, some nicely padded and others hard and very cheap feeling. At least they provide grab handles for every door and lit vanity mirrors, plus a padded headliner and decent carpeting for the price class. So, what's not to like? The drive was, well, boring. Just not very compelling at all, I felt no desire whatsoever to own this car. OK, maybe I should have tested a V6, but the coupon was for the 4 banger only, and current gas prices mean that's the economical choice. The steering is overboosted, and the ride is very soft, with lots of body roll. You could feel the transmission kick down, though it responded reasonbly quickly. It was the engine that screamed loudly in protest whenever you floored it, producing adequate acceleration, no more. That and the wind noise made it feel less refined than it is. So I guess I would not stop my Aunt Edna from buying one of these if she wanted another Mercury, but I wouldn't necessarily recommend one, either. -juice
#179 of 203 2006 Accent GLS vs. 2007 Yaris Sedan by backy Apr 08, 2006 (8:37 pm)
The small car field is bursting with new entries of late. Two of the new generation of little cars are the redesigned Hyundai Accent and the successor to the Toyota ECHO, the new-for-2007 Yaris. I tested the Accent GLS 4-door sedan back-to-back with the Yaris base 4-door sedan to see how these new entries from Korea and Japan stack up. The Accent was fully loaded, with 4-speed automatic (no stick Accents or Yarii were available to drive), mats, and the Premium Sport Package (A/C, power windows/locks/heated mirrors, remote locking with alarm, 15" alloys); list price was $15,410 including destination. The Yaris came equipped with 4-speed automatic, Power Package w/Steel Wheels (power windows/locks, 15" steel wheels, 60/40 split rear seat, rear window defroster, ABS, tachometer, AM/FM/CD stereo with 4 speakers), Cold Weather package, and keyless entry; sticker was $15,215. Note that the Accent has ABS, 6 airbags, 60/40 folding rear seat, rear window defroster, tachometer, and 6-speaker 172-watt CD stereo standard. The Yaris had only 2 airbags (side bags and curtains are a $650 option) but had power mirrors standard. I drove both cars over the same course, a combination of suburban streets, freeways, and some bumpy back roads with twisties that put the cars' suspensions to the test. Both cars were rock-solid and rattle-free, with a quality feel that belied their small size and price. But the ride quality was distinctly different. The Yaris had the firmer feel, and dealt with bumps with sharp but muted "thrums". The ride was not harsh, however. The Accent's softer suspension smoothed the bumps out, although they were still felt. It was more a "big car" ride than the Yaris. In turns, there was little body lean in either car although I didn't press the limits of either car with the salesperson in the passenger seat (well, OK, I did once for each car). The Yaris seemed a bit more planted but driving the Accent was pleasant also. Both cars tracked straight on the expressway. The Accent was a little quieter, except when revving the engine and then the Yaris' 1.5L powerplant was smoother than the Accent's 1.6L motor. But the Accent made up for that with lower revs at cruise (2750 70 mph vs. 3000 for the Yaris) which helped make for a quieter cabin. Wind noise was also a bit less on the Accent; it was noticeable in both cars, perhaps because of their fairly large mirrors. Tire noise was more prevalent on the highway with the Yaris. The automatics in both cars shifted smoothly; acceleration was more than adequate although they must both be pushed to the floor if you need a quick start on the freeway. So driving-wise, both cars acquitted themselves well. It was inside the cars where I felt the big differences. The Yaris had a black interior that, except for the silver-color center stack and high-tech audio controls, looked and felt cheap and not designed with ergonomics in mind. Some examples: the HVAC knobs were silver-colored plastic and did not have the typical Toyota silky smoothness. The black-with-color-specks fabric was monotonous mouse fur. The cupholders were oddly placed--the one for the driver was in front of the left air vent, and there was one that popped out of the center console for one back seat rider plus a square hole in the rear center armrest which I think was a cupholder but I'm not sure. There's no proper dead pedal as in the Accent (although at least there is a flat spot on the floor to rest your left foot). And there's those center-mounted gauges that seemed too far away, compounded by a light-colored speedo that was hard for me to read at a glance in the daylight. There were some quality touches in the cabin, for instance, a smoooth turn signal lever, damped oh-my-gosh handles above the doors, and chromed door pulls (OK, they were chromed plastic but chrome is chrome). But these were overcome by the biggest problem with the Yaris: its driving position. The Yaris sedan has a lever-type seat height adjuster. I tried for five minutes to find a comfortable driving position, and failed. Either the wheel was too far a reach, or I didn't have enough thigh support. I have the same problem with the Corolla (and some other cars too). Note to Toyota: buy an Accent and reverse-engineer its driver's seat. The Accent has a dual-knob height adjuster that allowed me to dial in a perfect seating position. This one feature made driving the Accent much more pleasurable than driving the Yaris. But the Accent's interior advantages didn't stop there. The Accent had a much more upscale interior than the Yaris. The seat fabric was a durable grey tweed with accent stitching (literally, "Accent" was stitched in script into each front headrest). The two-tone dash, with four normal gauges where God intended them to be placed in front of the driver, was a study in hard plastic but had rich textures that were repeated on the door panels. The stereo looked like it could have come from a $25k car. There were 8 cup and bottle holders spread around the cabin, including 2 in the rear center armrest. The padded plastic 3-spoke steering wheel was fat and had a tacky grain that was fun to grip. The visor mirrors in front were lighted. And the turn-signal stalk was just as silky as the one in the Yaris. If you are looking for lots of rear-seat room, these are not the cars for you. Two kids or small adults will be OK in the back for short trips. I am 5'10" and I had barely enough knee and head room in both cars. My head brushed the headliner in the Yaris; I had about 1" clearance in the Accent. My legs felt a little happier (more thigh support) in the Accent but not much. To its credit, the Yaris has a flat floor in back, so if someone is relegated to the rear center they will have more leg room than in the Accent, which has a short hump. Trunk space is not bad in these cars considering their size and short rear decks. The trunks are boxy and not very deep, and the trunk hinges lurk to crush your property. But both trunks expand through 60/40 folding rear seats (optional on the Yaris). Safety-wise, the Accent has an advantage because of its standard ABS and side bags/curtains. Both are available on the Yaris, but none of the 3 Yarii at this dealer had the side bags/curtains. My tester had ABS. I didn't brake hard enough to activate the ABS on the test drives; the brakes were smooth and strong on both cars. Both cars have 3 adjustable head restraints in back. Neither car has been crash-tested by the IIHS yet. Stability control is not available. (continued)
#180 of 203 2006 Accent GLS vs. 2007 Yaris Sedan - Wrapup by backy Apr 08, 2006 (8:38 pm)
Both cars as tested were priced within a couple hundred dollars of each other. The Accent was actually more expensive than the Yaris. But for my money, I would take the Accent over the Yaris for its superior driving comfort, smoother and quieter ride, standard safety features, and nicer interior. The longer warranty on the Accent is a plus also. The Yaris offers Toyota's historically strong resale value, a smoother-revving engine, and better fuel economy. That might be enough reason for some buyers to choose the Yaris. Also its styling is more daring than the Accent's. But consider that, comparably equipped, the Yaris lists for nearly $2000 more than the Accent (considering the $1000 rebate on the Accent). That difference helps balance the resale equation, and buys some gas along the way.