Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market…

2019 Buick Encore Essence AWD Road Test

2019 Buick Encore Essence AWD
This is the final year for the first-generation Buick Encore, but it’s still a very relevant and popular subcompact SUV. (Photo: Trevor Hofmann)

Buick might be the world’s most global brand. Yes, Buick, General Motors’ problem child that only continues to exist due to its relevance in China. Granted, it’s been part of the Chinese market since emperors ruled, while the brand more recently positioned itself well as a purveyor of true premium products that suited Chinese market tastes to a tee, both stylistically and luxuriously, but China isn’t the only reason Buick can claim such jet-setting status.

The Regal GS (see the latest version here) I most recently reviewed, for instance, was designed cooperatively by GM’s German and Australian divisions, with input from its Chinese and North American operations, and assembled in Rüsselsheim, Germany, and Shanghai, China, for the Chinese market, the latter factory also producing the LaCrosse that I tested and reviewed way back in 2017 (see the 2019 LaCrosse here), although our version of Buick’s flagship sedan is built in GM’s Detroit/Hamtramck Assembly.

2019 Buick Encore Essence AWD
The design might be aging, but it’s tall profile makes it very spacious inside despite being one of the smaller SUVs in its class. (Photo: Trevor Hofmann)

Even more exotic, the compact Envision crossover SUV (see the updated version here) I covered the same year, while related to the Chevrolet Equinox and GMC Terrain, was mostly designed and produced in China, and is actually the first mass-produced vehicle to follow that Chinese production path (not without ever-changing regulation challenges).

The only American-made vehicle to remain under the Buick brand after the LaCrosse is discontinued later this year will be the mid-size three-row Enclave SUV (see the redesigned Enclave here), produced in Lansing, Michigan. Even the upcoming mid-size five-passenger Envoy, based on the new Chevy Blazer, will likely hail from GM’s Coahuila, Mexico facility, where the Blazer is currently built, but it’s possible the new Enspire, slated to fit between the Encore and Envision, will be built at the GM Fairfax plant in Kansas, being that initial plans to bring it over from China aren’t looking as appealing as they once did.

2019 Buick Encore Essence AWD
Buick added its revised grille for the Encore’s 2017 mid-cycle update, and we think it looks much better. (Photo: Trevor Hofmann)

Lastly, the Encore being reviewed here is the product of GM’s South Korean enterprise that resulted from taking over Daewoo, and is built in Bupyeong-Gu, Incheon alongside the Chevy Trax, which is virtually the same vehicle under the skin.

The Encore will be completely redesigned for 2020, although we won’t see it until spring. The current model hasn’t changed noticeably since it was given a thorough and attractive refresh for 2017, with its basic underpinnings remaining unchanged since it first came on the scene in 2012. I’ve tested it all the way through the years, and always enjoyed it for what it was and still is, a comfortable yet surprisingly quick, highly fuel-efficient, well-featured, roomy little urban runabout with decent all-season capabilities.

2019 Buick Encore Essence AWD
These 7-spoke chrome alloy wheels are optional with top-line Essence trim. (Photo: Trevor Hofmann)

For the reasons just stated, I think the Encore is one of the smarter vehicles to buy in its subcompact near luxury class, at least for those of us who prefer a bit of premium pampering. The 2019 model starts at a mere $26,400 plus freight and fees, and tops out at just over $41k with all options and most useful accessories added, which is where most others in the luxury subcompact SUV class start off, but to be fair to the BMW X1, Mercedes-Benz GLA, Audi Q3 et al, the little Buick is not fully in this class.

First off, it’s a Buick, and outside of China the name doesn’t conjure up as much prestige as Cadillac, which unfortunately doesn’t wow the neighbours as much as one of those just-noted German brands, or for that matter Lexus. Lexus just entered this market with a model that more closely targets the type of comfort/efficiency-first buyer that the Encore attracts, and the UX has quickly run up the sales charts to displace Audi’s Q3 in third behind the BMW X1 and Mercedes-Benz GLA-Class, or fourth if we include the Encore in this list, but once again it’s priced closer to mainstream volume-branded subcompact SUVs than anything in the luxury sector, so it would be unfair to do so.

2019 Buick Encore Essence AWD
Essence trim provides the no-cost option of a two-tone leather interior. (Photo: Trevor Hofmann)

Just the same, with 10,637 Encores sold in Canada last year it continues to do pretty well in the mainstream sector too, placing fifth out of 17 volume-branded subcompact SUVs in 2018, with all others priced cheaper, excepting the near-luxury Mini Countryman that starts at $31,690 and reaches over $50k before adding accessories. That top-line Mini is one of the best performing subcompact SUVs at any price, however, where Buick’s buyers are more interested in comfort, quietness, and fuel efficiency, as noted earlier.

If you hadn’t already noticed, the Encore is small. In fact, it’s smaller than both Countryman generations, the older Mini not as large as the current one, and smaller than all premium-branded subcompact SUVs. Nevertheless, it’s larger than Honda’s HR-V, Kia’s Soul, Ford’s EcoSport and a few other mainstream subcompact SUVs, while it’s smaller than Nissan’s Qashqai, Toyota’s C-HR and Jeep’s Compass, in fact sized closer to Mitsubishi’s RVR, Nissan’s Kicks and Hyundai’s Kona, and almost identically to Jeep’s Renegade and Mazda’s CX-3. Yet it’s tall, so much so that few will run out of headroom, while its available cargo capacity is surprisingly generous.

2019 Buick Encore Essence AWD2019 Buick Encore Essence AWD
The updated instrument panel gets luxurious soft-touch elements and very good infotainment. (Photo: Trevor Hofmann)

With all seats lowered the Encore can haul up to 1,371 litres (48.4 cubic feet) of gear, and the 60/40-split rear seats lay flatter than most rivals thanks to a folding process requiring each lower rear cushion to be flipped forward first, before manually lowering each headrest, and then tucking each backrest in behind. The process is a bit more labourious than most competitors, but the final result makes it well worth the effort. Buick dedicates 532 litres (18.8 cubic feet) to cargo behind those rear seats, which is about as much as a full-size sedan’s trunk. Even better, for those moments when you need to transport something really long and awkward, like some extra 2x4s for the extension you’re building or that perfect area rug you saw at the country fair or garage sale, you can lay the front seatback flat as well for up to 2.4 metres (8.0 ft) of extra storage. The Encore’s passenger/cargo flexibility truly makes it a practical companion to ease daily life.

2019 Buick Encore Essence AWD
The nicely shaped, thick-rimmed steering wheel is made from particularly soft leather, and even includes a heated rim. (Photo: Trevor Hofmann)

If you want something easy to drive, with excellent sightlines in all directions thanks to a tall ride height and large greenhouse, you can’t get much better than the Encore. Its ride is very good, a Buick trademark, soaking up road irregularities with ease, while its MacPherson strut front and compound crank (torsion beam) rear suspension proved agile enough too, not so much as some of its fully independent sprung premium competitors, but easily up to most of its volume-branded rivals. Buick’s QuietTuning makes a real difference when it comes to reducing road and wind noise, of course, thanks in part to standard active noise cancellation, but it also adds to the Encore’s feel of quality, this process requiring more insulation than average, which results in a sense of solidity and better than average workmanship.

2019 Buick Encore Essence AWD
The mostly conventional gauge cluster includes a fairly large colour multi-info display at centre. (Photo: Trevor Hofmann)

Buick can outfit your Encore with front-wheel drive or all-wheel drive, the latter costing $2,000 and therefore boosting the base model’s price up to $28,400, while the standard 1.4-litre turbocharged four-cylinder engine can have its sequential multi-port fuel injection replaced with Spark Ignition Direct Injection (SIDI), which raises output from 138 to 153 horsepower and torque from 148 lb-ft to 177, and its six-speed automatic transmission upgraded to include Start-Stop technology that shuts the engine off when it would otherwise be idling, and automatically restarts it when the brake pedal is let off, all for just $1,030 extra.

My tester included both upgrades and the combination made a massive difference off the line (especially in the wet), when powering up to highway speeds, when exiting corners and during passing manoeuvres, transforming the feel of the little SUV from a eco-commuter SUV into a feisty little pocket rocket. With a curb weight of 1,386 kilos (3,056 lbs) the AWD model doesn’t need a lot of power to get moving, while its overall lightness makes the Encore easy to slot through congested city traffic too, not to mention it helps keep fuel costs down.

2019 Buick Encore Essence AWD
Buick’s infotainment interface is easy to use, fast, and fully featured. (Photo: Trevor Hofmann)

Transport Canada rates the base FWD model at 9.4 L/100km in the city, 7.8 on the highway and 8.7 combined, while the same engine with AWD is good for 9.9 city, 8.1 highway and 9.1 combined. Offsetting the extra power of SIDI with auto idle-stop actually reduces overall fuel use to 8.9 city, 7.5 highway and 8.3 combined with the FWD model or 9.4, 7.9 and 8.8 respectively with the top-line AWD SIDI version, making this upgrade a true “have your cake and eat it too” scenario.

The automatic gearbox, which shifts nicely and is a lot more enjoyable to drive than a continuously variable transmission or CVT, especially when factoring in the thumb-actuated rocker switch that allows for do-it-yourself manual mode after pulling the shift lever to its rearmost position, adds sporty feel to the driving experience, albeit only a little. Rev too high and the engine is a bit on the buzzy side, normal in this class amongst entry-level SUVs. Interestingly, the transmission will hold its gear in manual mode without shifting if you so desire, which does add an element of sportiness that most of its competitors don’t allow for, but all said the Encore is best enjoyed at a more relaxed pace, where it makes the most of its compliant ride and overall comfort.

2019 Buick Encore Essence AWD
Dual-zone automatic climate control is expected at the Encore’s price point. (Photo: Trevor Hofmann)

The Encore includes one throwback feature that shows its age, a well-made, sturdy handbrake lever between the two front seats, that’s not leather-wrapped incidentally. It’ll likely give way to an electromechanical one for the next-generation Encore, but I certainly didn’t mind seeing it there and almost used it all week without noticing.

While the handbrake is a non-issue, the rake and reach of the Encore’s tilt and telescopic steering column is a definite bonus. It allowed me to set up the driver’s position ideally for my long-legged, shorter torso five-foot-eight body, that, when matched up with its power-actuated driver’s seat, resulted in a comfortable driving position that also left me fully in control. To be clear, only the lower cushion is powered with the backrest needing manual recline, while the two-way powered lumbar support just happened to meet the small of my back quite well. This said it might not line up with your lower back, or at least not the way you like it, so you may want to check this feature during your test drive. Hopefully Buick will offer four-way lumbar adjustment in the upcoming 2020 model.

2019 Buick Encore Essence AWD
The Encore’s 6-speed automatic is more engaging than a CVT, while its thumb-actuated manual mode makes it even sportier. (Photo: Trevor Hofmann)

As mentioned, those front seats are very comfortable, the driver’s even providing a minivan-style folding armrest, but other than their Shale beige leather upholstery (Ebony black or Brandy wine are available too) and nice contrast stitching there’s nothing fancy about them. For instance, there’s no forced ventilation or even perforations in the leather to cool off during summer, but the three-way seat warmers were downright therapeutic in there hottest setting, and the heatable steering wheel could be set up to automatically turn on with the ignition. I love that, and only wish the seats would do likewise.

Buick simplified the Encore for 2019, with Preferred, Sport Touring and Essence trims, the base model including 18-inch alloy wheels, proximity-sensing keyless access with pushbutton ignition, a large 8.0-inch infotainment touchscreen incorporating a rearview camera with active guidelines, Apple CarPlay and Android Auto, and many other features, while additional standard features include a hard cargo cover and 10 airbags to go along with other passive and active safety features, while the move up to $28,400 Sport Touring trim adds fog lamps, a rear rooftop sport spoiler, and remote engine start.

2019 Buick Encore Essence AWD
The driver’s seat is comfortable, but could use more premium functions. (Photo: Trevor Hofmann)

My tester was outfitted in top-tier $31,700 Essence trim, albeit with AWD and the upgraded engine so its base increased to $34,730. Essence features include a heated steering wheel rim, heated (front) leather-upholstered seats with driver’s memory, an auto-dimming rearview mirror, a universal garage door opener, and side blind zone alert with rear cross-traffic alert.

The last two items can be had in the two lesser trims as part of a Safety Package, along with a three-prong household-style 120-volt power outlet located at the rear of the centre console, while my Essence trimmed tester was upgraded with the $1,110 New Safety Package II incorporating the above items as well as forward collision alert, lane departure warning, rain-sensing wipers, an air ionizer, plus front and rear parking assist. It also featured the $3,050 Experience Buick Plus Package, which first removes $650 because it includes everything in the just-noted New Safety Package II, while adding special seven-spoke 18-inch chromed aluminum wheels, a navigation system, and a powered glass sunroof.

2019 Buick Encore Essence AWD
The Encore’s rear seating area is spacious and fairly comfortable for its size. (Photo: Trevor Hofmann)

It all made for a nice little subcompact luxury utility, with a better interior than you’ll find in most non-premium rivals and only slightly short from achieving the interior finishing of the true luxury set. Details like fabric-wrapped A-pillars set it apart, while its soft-touch dash top and door uppers, both front and back, are nicer than average too, as is the beautifully padded and stitched leatherette instrument panel bolster that begins to the left of the primary gauge cluster before visually continuing below the centre touchscreen and then widening as it crosses ahead of the front passenger.

2019 Buick Encore Essence AWD
The rear seats take a bit of work to fold down, but the process results in a truly flat load floor with more cargo room than most rivals. (Photo: Trevor Hofmann)

The dash looks elegant and provides a good background for the instruments, the gauge cluster traditional in layout, with an analogue tachometer to the left and speedometer to the right, plus the usual gas and temperature gauges hovering over a nice full-colour multi-information display that’s quite comprehensive in its capability, albeit not a more modern fully digital gauge cluster as offered by a number of premium brands.

A sporty, thick, nicely shaped steering wheel frames the gauges elegantly, while the leather it’s wrapped in feels very upscale. The attractive satin-silver trim that’s added to the lower portion of the wheel feels cool to the touch and therefore comes off as genuine aluminum. There’s more on the instrument panel as well as chromed door handles to bling things up, as well as some de rigueur piano black lacquer tastefully applied in key areas.

2019 Buick Encore Essence AWD
If you want to transport longer items, merely drop the front seatback as well. (Photo: Trevor Hofmann)

The centre touchscreen shows off Buick’s latest interface design that mimics Chevy’s impressive system layout, albeit with fewer colours and a more sophisticated looking blue on black look. Both work well, with this one providing accurate navigation, easy to use audio functions, a good backup camera with aforementioned active guidelines, plus more, but there was no overhead camera option, which was a bit disappointing in this class and price point. Also disappointing was its lack of wireless smartphone charging capability (aren’t we getting spoiled), but I suppose it wouldn’t have been easy to fit one in as the rubberized tray provided at the base of the centre stack wasn’t even large enough to fit my medium-sized Samsung S9 smartphone. Yes, this SUV’s age does show through here and there, but at least there were USB charge ports close by, not to mention an auxiliary input and 12-volt charger.

2019 Buick Encore Essence AWD
The Encore is a truly practical all-season urban runabout. (Photo: Trevor Hofmann)

I imagine Buick will take care of wireless charging and the other shortcomings I’ve mentioned thus far in the upcoming second-generation Encore, but they don’t need to update the dual-zone automatic climate control interface, which uses traditional buttons and knobs for all functions, resulting in an easier process than being forced to hunt around for the same features in an infotainment interface.

I’ve allowed myself to get a bit more granular with this review than I planned to, but the Encore deserves this attention to detail. It might be an old model on its way out, but this little Buick represents very good value in every respect, which is no doubt why it sells so well. You can choose to wait until spring 2002 for the new one, which will likely improve on this aging Encore in every way, or you can opt for tried and tested.

No doubt Buick would be happy no matter which of these two choices you make, but to sway you towards the 2019 they’re offering up to $5,390 in additional incentives. To learn more, check out CarCostCanada where you can find pricing on all trims, packages and individual options, plus information on available manufacturer rebates and otherwise hard to get dealer invoice pricing.

It’s not too often that the cheapest and stingiest choice ends up being the most enjoyable, but such is the case with Nissan’s Micra.  Cheap? How does $10,488 sound? If you were in the market for…

2019 Nissan Micra S Road Test

2019 Nissan Micra S
Now that’s an easy face to fall for. Nissan’s 2019 Micra even looks good in base S trim. (Photo: Karen Tuggay, Canadian Auto Press)

It’s not too often that the cheapest and stingiest choice ends up being the most enjoyable, but such is the case with Nissan’s Micra. 

Cheap? How does $10,488 sound? If you were in the market for this little city car last year it probably sounds $500 too high, because the Micra was one of Canada’s only new sub-$10k cars for its entire four-year existence (except for the $9,995 Chevy Spark and Mitsubishi Mirage when it went on sale to clear out end-of-year stock), but thanks to a new standard 7.0-inch centre touchscreen featuring an integrated backup camera and some other updates, it’s a bit pricier this year. You can see all of the trims and check out previous years’ pricing at CarCostCanada, where you’ll also find rebate info and dealer invoice pricing. 

Its new list price still beats inflation (according to the Bank of Canada inflation calculator), as well as the Mirage by $510, and now that I think of it the Micra also beats the Mirage by 31 horsepower, 33 lb-ft of torque, 400 cubic centimetres of engine displacement, one cylinder, one rear suspension stabilizer bar, one-inch of standard wheel diameter, 20 millimetres of standard tire width, 32 litres of additional passenger volume, 41 mm of front headroom, 29 mm of rear headroom, 0.5 inches of standard centre touchscreen, six litres of fuel tank volume, and the list goes on. 

2019 Nissan Micra S
Its tall hatch profile and retrospectively rounded design adds a classic small car touch. (Photo: Karen Tuggay, Canadian Auto Press)

All said it would be unfair not to mention that, while the Mirage is about as sporty as a Kenmore dryer on spin cycle, its claimed fuel usage nears hybrid levels of efficiency at 6.5 L/100km combined city/highway in manual form and just 6.2 with its optional continuously variable transmission (CVT), compared to 7.9 L/100km for the Micra’s five-speed manual and 8.0 for its available four-speed automatic. 

2019 Nissan Micra S
Even the Micra’s backside looks good thanks to well proportioned taillights. (Photo: Karen Tuggay, Canadian Auto Press)

The Mirage beats the Micra in a number of other notable ways too, such as standard auto off headlamps, LED taillights, body-colour mirror caps, exterior door handles and liftgate handle, a chrome rear garnish, standard power door locks with remote access, power-adjustable side mirrors, powered front windows, air conditioning, Apple CarPlay and Android Auto smartphone integration, two more standard stereo speakers, a driver’s knee airbag, 79 additional litres of cargo capacity behind the rear seats, 511 more litres of cargo space with the seats folded, two more years or 40,000 more kilometres of basic warranty, five more years or 60,000 more km of powertrain warranty, etcetera, while year-over-year sales of the Mirage were off by just six percent compared to 39 percent for the Micra. 

2019 Nissan Micra S
The Micra’s lower fascia looks quite sporty thanks to a big gaping engine vent and smaller corner ducts. (Photo: Karen Tuggay, Canadian Auto Press)

That last point might make it look as if more people like the Mitsubishi, but just 2,351 Canadians took a Mirage home last year compared to 5,372 that opted for the Micra. It’s easy to see they didn’t make their choice by comparing standard features and fuel economy, because the Mirage clearly comes out on top in these categories, so why all the Micra love? 

2019 Nissan Micra S
They might only be covers over steel wheels, but their 15-inch diameter makes for better performance than some rivals. (Photo: Karen Tuggay, Canadian Auto Press)

Take both cars for a drive and you’ll immediately understand. The Micra is so much fun you’ll be wondering why everyone’s making such a fuss about SUVs, whereas the Mirage feels best when idling in bumper-to-bumper traffic. If the latter describes your commute and you never plan on driving up to Whistler or Kelowna via the Coquihalla for a weekend getaway, by all means go all in on the Mitsu, but if you want a car that has the power to keep up with traffic while climbing steep grades, let alone is sporty enough in stock trim to compete in its own spec racing series, choose the Micra, and while you’re at it watch a few segments of the highly entertaining Micra Cup (see below for Race 1 of the 2018 season). 

2019 Nissan Micra S
A cool detail that normally goes unnoticed are these sculpted curves on the rooftop that may or may not aid aerodynamics. (Photo: Karen Tuggay, Canadian Auto Press)

Rather than applying lipstick to a pig and trying to pass it off as the prom queen, Nissan invested its Micra money into a formidable direct-injection 1.6-litre four-cylinder engine good for 109 horsepower and 107 lb-ft of torque, compared to 78 and 74 respectively for the Mirage, plus a sporty feeling five-speed manual transmission with nice, progressive clutch take-up, wonderful steering feel, a front strut, rear torsion beam suspension with stabilizer bars at both ends, 15-inch wheels on 185/60 all-season tires, and overall driving feel that punches way above its 1,044-kilo welter curb weight. 

2019 Nissan Micra S
The taillights’ classic design enhance the Micra’s rear styling. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, how a city car takes to the corners may not matter as much to some folks as others, but let me know how you feel about that after you’ve just managed to avoid an accident thanks to the fleet footedness of your much more agile Micra. Due to such well-engineered suspension systems, I’m thankfully able to share a number of near misses that could have been bent metal at best, so handling is as much of a safety issue as braking performance, which I must say is pretty good on both cars despite their front disc, rear drum setups. 

2019 Nissan Micra S
We’re not going to try and pretend the Micra has an upscale interior, but it’s roomy and everything works as advertised. (Photo: Karen Tuggay, Canadian Auto Press)

I know, many buying into this class will likely care more about colour choices and styling than performance and safety, and when it comes to visual appeal I think the Micra has an edge in this respect too. While both are quite seasoned, this generation of Mirage Hatchback having arrived on the scene in 2012 and the current Micra in 2011, albeit in Canada during the spring of 2014 as a 2015 model, the little Nissan looks well proportioned and actually quite sporty from all angles. 

2019 Nissan Micra S
Hey kids, this little toggle is for manually adjusting the side mirrors, which is a lot easier to use than what I had to do to adjust the mirrors in my parents car when I was a kid. (Photo: Karen Tuggay, Canadian Auto Press)

Inside my base S trimmed tester, the word spartan comes to mind. Maybe minimalism might be kinder, because it does brighten things up with silver metal-like accents in key areas, and a nice, sizeable 7.0-inch centre touchscreen filled with a colourful interface, this especially true when placing the shifter in reverse and enjoying the big new backup camera on the display, while Bluetooth audio, Siri Eyes Free, and plenty of other functions provide a fully up-to-date user experience, but the black cloth seats come up a bit short on creativity, and the three-dial HVAC system is, while perfectly functional, easy to use, and adorned with blue and red highlights on the temperature knob and some backlit orange elements elsewhere, hardly exciting. 

2019 Nissan Micra S
Here’s another one for the kids: see the hand crank below the door handle? It’s for manually winding the window up and down. (Photo: Karen Tuggay, Canadian Auto Press)

The steering wheel is new, and in its most basic form gets a fresh set of metallic silver audio system and Bluetooth phone switchgear on its leftmost spoke, but the two-dial gauge cluster hasn’t changed for as long as I’ve been testing this car, my first review being a 2015 version of this very Micra S, with its only option being a sparkling coat of Metallic Blue paint. This 2019 tester’s $135 worth of Magnetic Gray paint aside (the price of optional paint hasn’t gone up one cent), the gauge package is large and easy to read in any light, while the little LCD gear selector, odometer, fuel gauge, and trip computer display, capable of showing current and average fuel economy plus distance to empty) is kind of cool in a retro Seiko digital watch sort of way. 

2019 Nissan Micra S
The base Micra S looks a lot more modern with steering wheel switchgear and a display audio system. (Photo: Karen Tuggay, Canadian Auto Press)

I reviewed 2016 and 2017 examples of the top-line Micra SR too, the former in a beautiful blue-green Caspian Sea hue (that’s still available), and the second in a less playful Gun Metallic grey (that’s been replaced by this car’s aforementioned Magnetic Gray—Metallic Blue is now only available in upper trims, incidentally), but Charcoal Cloth (black) is the only interior colour choice, albeit upper trims get some patterned colour woven into the seat inserts that’s a big move up in visual stimulation. 

2019 Nissan Micra S
Now you can adjust audio volume, search for stations and answer a call from this new steering wheel switchgear. (Photo: Karen Tuggay, Canadian Auto Press)

What else do you get with the base Micra? The new infotainment system and steering wheel switches aside, the Micra S comes with thoughtful little luxuries like rubberized knobs for the manual winding windows, cool little toggles for manually adjusting the side mirrors (although you’ll need to stretch across the car or ask for help to set up the one on the passenger’s side), carpeted floor mats front to back, and did I mention the genuine cloth seats? Of course, I’m poking a little fun at the expectations of our first world life, because very few cars available on the Canadian market have wind-up windows these days, let alone require a key to get into each front door as well as the rear hatch. Seriously there’s not even an interior latch to remotely release it, but once it’s unlocked you have the luxury of opening and closing it at will. 

2019 Nissan Micra S
I happen to have a fondness for ’70s-era LCD watches, so the Micra’s gauge clusters is kind of cool in a retro sort of way. (Photo: Karen Tuggay, Canadian Auto Press)

Standard features of note that have not yet been mentioned include tilt steering, micro-filtered ventilation, variable intermittent wipers, an intermittent rear wiper, two-speaker AM/FM/CD/MP3/WMA audio with Radio Data System (RDS) and speed-sensitive volume control, a USB port and aux-in jack, a four-way manual driver’s seat, 60/40 split-folding rear seatbacks, and more. 

2019 Nissan Micra S
The base model’s centre stack now gets a 7.0-inch touchscreen above a classic three-dial DIY manual HVAC system. (Photo: Karen Tuggay, Canadian Auto Press)

If you want air conditioning and/or cruise control, not to mention an upgraded steering wheel featuring switchgear on its right spoke, simply opt for the Micra S with its available automatic and these features come standard. That upmarket move requires a surprisingly hefty $3,810 resulting in a new total of $14,298 before freight and fees, which, once again to be fair to the Mitsubishi, is $2,100 more than the Mirage CVT that already includes the autobox-infused Micra upgrades as standard. The thing is, you’ll be hard pressed to get up a steep hill in the Mitsubishi, while you’ll be hard charging in the Micra. 

2019 Nissan Micra S
Bright and colourful, the new touchscreen is a car cry more advanced than the old Micra’s LCD centre stack readout. (Photo: Karen Tuggay, Canadian Auto Press)

The fancier cloth isn’t all you get when moving up from the Micra’s base S trim to its $15,598 mid-range SV or $17,598 top-tier SR grade, with the former trim’s standard features list swelling to include the automatic transmission, body-coloured mirror caps and door handles, power locks with auto-locking, powered windows, heated power-adjustable side mirrors, chrome interior door handles, cruise control, air conditioning, four-speaker audio, a six-way manual driver’s seat with a folding armrest, etcetera, while factory options for this trim include a $400 SV Style Package with 15-inch alloy wheels and a rear spoiler. 

2019 Nissan Micra S
Now that’s a decent sized backup camera, providing a nice clear image that really helps when parking. (Photo: Karen Tuggay, Canadian Auto Press)

The top-line Micra SR gets the same rooftop spoiler and its own set of aluminum wheels, although its standard machine-finished rims grow to 16 inches and ride on 185/55 all-season rubber, while the rest of its standard features list includes upgraded sport headlights and taillights, front fog lamps, side sill spoilers, chrome exterior accents, a chrome exhaust tip, a leather-wrapped steering wheel, a leather-wrapped shift lever with the manual transmission (which once again comes standard), even nicer Sport cloth upholstery, and more. 

2019 Nissan Micra S
It might be simple, but the MIcra’s HVAC system is perfectly functional. (Photo: Karen Tuggay, Canadian Auto Press)

Paint colours aside there aren’t any factory options for the Micra’s two upper grades, but Nissan provides plenty of dealer-installed accessories no matter the trim, and some really celebrate the car’s sporty nature. For instance, there are Colour Studio packages that include contrasting coloured mirror covers and sport stripes available across the line for $219, or alternatively you can swap out the body-colour door handles on SV and SR models with the same contrasting colour from the aforementioned City Package by choosing the $461 Trend Package, while the $599 Intensity Package ups the ante with a contrasting coloured rear hatch finisher and a custom “Premium Package” emblem. 

2019 Nissan Micra S
This is the transmission performance drivers will enjoy most, while top-line SR trim includes a leather-wrapped shift knob. (Photo: Karen Tuggay, Canadian Auto Press)

Alternatively you can get all of the above individually, as well as colour centre wheel caps, a rear rooftop spoiler (for S and SV trims), a chrome exhaust tip (ditto), etcetera, plus a whole host of more conventional accessories like all-season floor mats, a cargo mat, bicycle and ski/snowboard/wakeboard carriers, and more. 

2019 Nissan Micra S
The driver’s seat is comfortable and headroom impressive. (Photo: Karen Tuggay, Canadian Auto Press)

I should mention that the Micra and Mirage aren’t the only hatchbacks vying for your attention in this class. As noted earlier, Chevy’s little Spark is also a credible competitor for about $500 less than the Micra, while it bridges the gap (more like a chasm) when it comes to performance thanks to 98 horsepower and 94 lb-ft of torque (still 11 hp and 13 lb-ft less than the Micra), and fuel economy that’s rated at 7.2 L/100km combined, plus it offers an identically sized 7.0-inch touchscreen with standard CarPlay and Android smartphone integration, etcetera. It was redesigned for 2019, which spurred the strongest year-over-year growth within Canada’s entire small car sector (including larger subcompact and compact models) at 24.2 percent, resulting in 4,945 units and second place in the city car segment. 

2019 Nissan Micra S
Rear seat roominess is good, and the outboard positions quite comfortable. (Photo: Karen Tuggay, Canadian Auto Press)

At the other end of the positivity spectrum Fiat’s much pricier $22,495 500 lost even more ground than the Micra at -68 percent and just 269 units down the road during the same 12 months—year-over-year Micra sales were down 39 percent, incidentally. The Smart Fortwo, which doesn’t really face off directly against any of these five-place competitors due to having just two seats, now being solely electric and thus starting at $29,050 and wearing a new EQ badge, saw its sales shrink by 13.9 percent to 317 units last year, while the entire city car segment has been contracting in recent years due to the cancellation of the all-electric Mitsubishi i-MiEV last year and the Scion iQ the year before. 

2019 Nissan Micra S
The 60/40-split rear seatback comes standard, and should provide enough of space for most small car owners’ needs. (Photo: Karen Tuggay, Canadian Auto Press)

Glancing back at that list of rivals and it’s not too unreasonable to surmise some future cancellations. Truly, if it weren’t for Daimler’s brilliantly innovative Car2Go sharing program (it was first) it’s highly unlikely the Smart brand would exist anymore, at least in our part of the world, while both Fiat, which is repositioning itself as a boutique premium brand like Mini, and Mitsubishi, that’s only having any notable success with Outlander compact SUV that saw growth of nearly 50-percent last year due to a plug-in hybrid version, may not make it through the next inevitable recession. 

2019 Nissan Micra S
You don’t get a flat loading floor, but I’d rather have more cargo space. (Photo: Karen Tuggay, Canadian Auto Press)

I mean, if Fiat only managed to sell 596 vehicles brand-wide up until October of 2018, which is a 73 percent drop from the year prior, and then conveniently forgot to mention the brand in its monthly and yearly totals in November and December, there’s a pretty good chance they’re about to say arrivederci to the North American markets sooner than later. We sourced the information from Automotive News Canada that reported 645 calendar 2018 sales for a 72.4 percent downturn compared to the 2,339 units sold in 2017, but that’s still got to be beyond challenging for the Italian brand’s 55 independent retailers. 

2019 Nissan Micra S
This is a formidable engine for such a small, lightweight car, and reason enough for the Micra’s straight-line performance advantage. (Photo: Karen Tuggay, Canadian Auto Press)

I’ve driven all of the above so therefore it’s easy for me to understand why the Micra is Canada’s best-selling city car, not to mention more popular than plenty of other small cars including the Mini Cooper at 4,466 units, the Honda Fit at 3,520 (although a flood at its Mexican assembly plant was the cause of its 29.9 percent downfall), Chevrolet Sonic at 2,836 (which will soon be discontinued), Volkswagen Beetle at 2,077, Ford Fiesta 1,323 (also cancelled), and Hyundai Veloster at 1,077 units (but it’s more of a niche sport model). I’m not saying this final list of cars aren’t more appealing than the Micra overall, but when value is factored into the mix, only the Honda Fit measures up. 

While we most likely won’t see a redesign of our Canadian-exclusive Micra anytime soon (most other markets received an all-new Micra in 2017), because it’s not available in the U.S. and therefore may not warrant the investment, it’s possible that a change in market conditions could see it quickly become even more popular than it already is with price- and interest rate-sensitive first-time and fixed-income buyers. Still, as much as I’d like to get my hands on the more up-to-date version, the current Micra offers so much value for its asking price and provides so much fun at the wheel that it’s impossible to beat, and now that Nissan has given this base model new life with a fresh infotainment touchscreen it’s even better than ever, putting the new 2019 Micra S high on my budget conscious shoppers recommendations list.

Nissan Micra Cup 2018 – RACE #1 (37:56 – Note: race starts at 4:55):

Many concept cars deserve to be built, but few actually see the light of day. Apparently the Honda Urban EV concept, the biggest little hit of the 2017 Frankfurt motor show, has beaten the odds. The Urban…

Honda Urban EV concept is heading for production in 2019

Honda Urban EV Concept
Honda’s Urban EV Concept, which was a hit in Frankfurt and continues to light up the internet, is heading for production. (Photo: Honda)

Many concept cars deserve to be built, but few actually see the light of day. Apparently the Honda Urban EV concept, the biggest little hit of the 2017 Frankfurt motor show, has beaten the odds.

The Urban EV, or whatever Honda finally calls it, will enter production in 2019, as per an announcement at the Geneva motor show earlier this month. It will be part of a new range of plug-in vehicles from the Japanese automaker, which already includes the much larger mid-size Clarity five-door hatchback, currently available in North American markets and Japan.

Honda Urban EV Concept
Any resemblance to the original first-generation ’70s-era Honda Civic hatchback was purely planned from onset. (Photo: Honda)

One look at the oddball Clarity and another at the cute-as-a-button Urban EV is all you’ll need to speculate on sales leadership, the former only capable of purveying 2,455 units across the entire U.S.A. in all of 2016 and another 2,087 in 2017, and the latter immediately becoming the star of the Frankfurt show and an internet sensation since.

The retrospective city car pulls fond memories from Honda Nation’s formative members, its general shape and unique details more than just reminiscent of the brand’s first-generation 1972–1979 Civic hatchback. While we can’t be sure the production model will replicate this Urban EV concept’s design when it debuts later this year or early next, Honda would be smart to keep it as close to a match as possible.

Honda Urban EV Concept
The Urban EV’s diminutive size should make it a serious performer, both dynamically and with respect to range. (Photo: Honda)

Unfortunately, Honda hasn’t revealed anything about the new car’s power unit, but we can expect range in the vicinity of Nissan’s new Leaf that manages 240 km on a single charge, while charging times should be similar as well (about eight hours on a 6-kW charger or 80-percent in just 40 minutes when hooked up to a fast charger).

While most North American consumers consider small cars as nothing more than inexpensive commuters, the production Urban EV will be priced closer to premium models. This is nothing new in the plug-in electric world, with the just noted Leaf starting in the mid-$30k range before topping out in the low-$40s, and Chevrolet’s smaller subcompact Bolt starting in the low-$40k range and escalating from there (less government rebates in BC, Ontario and Quebec).

Honda Urban EV Concept
Seen here in its design stage, the Urban EV has a great looking backside as well. (Photo: Honda)

Along with its puppy dog allure, Urban EV customers will likely be treated to an upscale cabin that lives up to its lofty price point. The concept includes a massive one-piece tablet-style digital gauge cluster and infotainment touchscreen combination that spans the entire dash top, smaller secondary displays integrated into each door allowing enhanced sideview monitoring, beautiful wood inlays across the dash and doors, and even unusual loveseat-style front and rear bench seats with throw pillows and wooden side tables. No doubt the production version will bring things back down to earth with regular front bucket seats and a simpler rear bench, but it’s possible something similar to the prototype’s digital displays will stay.

Honda Urban EV Concept
For such a little car, it certainly has a large display screen. (Photo: Honda)

Conceptual features we hope make the grade are exterior message boards integrated into the front grille and rear deck lid, which light up to say whatever you want to adjacent motorists or passersby, such as “hello” up front or “back off” in behind, while some sort of graphical hand gesture might be useful too.

We also like the circular LED headlight surrounds that mimic the original Civic’s incandescent headlamps, while the LEDs in the rear also look good, but we certainly wouldn’t want to clean the myriad white spokes on the alloy wheels, and would probably find the rear-hinged side doors difficult to live with too.

2017 Honda Clarity Fuel Cell
The Clarity, shown here in its fuel cell setup, is an unusual design that hasn’t sold in high numbers. (Photo: Honda)

Conceptually we like the idea of the Urban EV’s Honda Automated Network Assistant (HANA), a concierge-type service introduced early last year as part of the brand’s NeuV autonomous vehicle, that can store personal data for paying parking fees, charging credit cards at drive-thrus, and much more, while it also incorporates artificial intelligence (AI) for detecting the emotions behind a driver’s judgments after which, based on that driver’s previous choices, it can make new recommendations and potentially even take over when necessary. The Urban EV includes the Honda Power Manager concept as well, which is a smart system for home energy.

2017 Honda Clarity Fuel Cell
Which would you rather have, this Clarity or the Urban EV? (Photo: Honda)

By 2030 Honda plans to have two-thirds of its vehicles fully or partially powered by electricity. This would include gasoline-electric hybrids like the Accord Hybrid, plug-in hybrids such as the Clarity, battery-electric vehicles like the Oregon- and California-market Clarity Electric, and fuel cell vehicles like the California-only Clarity FCV (the latter two only available via lease). Additionally, the third-generation 2019 Honda Insight Prototype was introduced at the Detroit auto show in January, with Accord-like styling in a slightly downsized plug-in package that should prove very popular for more reasons than just its good looks—it’s also expected to be available throughout the U.S. and Canada.

2019 Honda Insight Prototype
By 2030 Honda plans to have two-thirds of its vehicles fully or partially powered by electricity, with the new Insight playing a key role. (Photo: Honda)

Markets in mind, the production Urban EV isn’t expected to be heading to North America due to its diminutive size, with Honda still believing that buyers in this part of the world prefer larger cars. A good argument could be made for the Urban EV when comparing Clarity deliveries to those of the subcompact Bolt, the little Chevy selling more cars in Canada last year (2,122 units) than the big Honda did in the entire U.S. market (see above), not to mention more than 10 times the number of Clarity examples delivered south of the 49th (23,297 units). Adding insult to injury, hybrids normally outsell full EVs by a considerable margin, while making matters worse (for Honda) the Bolt ($43,095 CAD and $37,495 USD) is much more expensive than the Clarity ($39,900 CAD and $33,400 USD). This in mind, we think a production Urban EV would sell at least 10 times better than the Clarity.

We’ll keep our fingers crossed for clearer minds at Honda Canada and American Honda to prevail, and look forward to seeing the production Urban EV when it arrives.

Listen up. Just in case you haven’t already heard, there’s no better new car for your money than Nissan’s Micra. For just $9,988 plus freight and dealer fees, which makes it the least expensive…

2017 Nissan Micra SR

2017 Nissan Micra SR
Nissan’s 2017 Micra remains a great looking little entry-level hatchback, especially in top-line SR trim. (Photo: Karen Tuggay, Canadian Auto Press)

Listen up. Just in case you haven’t already heard, there’s no better new car for your money than Nissan’s Micra. For just $9,988 plus freight and dealer fees, which makes it the least expensive new car in Canada, the 2017 Micra represents the best value in the entire auto industry.

What’s more, it’s so much fun to drive that Nissan Canada developed a spec racing series dubbed Nissan Micra Cup to tout its performance prowess, a smart way to change common perceptions about life with an entry-level sub-subcompact economy car.

In case you’re wondering, the Micra Cup racing-spec car is no more formidable off the line than the stock machine being sold for less than $10k, its DOHC, 16-valve, 1.6-litre four-cylinder engine making an equal 109 horsepower and 107 lb-ft of torque, which is sports car territory when factoring in its scant 1,044-kilo (2,302-lb) curb weight.

2017 Nissan Micra SR
The black mirror caps, door handles and stripes are from an accessories option package. (Photo: Karen Tuggay, Canadian Auto Press)

To put that last claim into perspective, the pre-owned 1985 Toyota MR2 mid-engine sports car that I managed to talk my boss into giving me for a daily driver after a particularly good sales month (I sold cars for a Toyota dealer in the late ‘80s) tipped the scales at a nearly identical 1,035 kilograms (2,282 lbs) and made 112 horsepower and 105 lb-ft of torque from its AE86 Corolla-sourced 1.6-litre four. It was ruddy quick for its era, and while I won’t directly compare Toyota’s brilliant little “Twin Cam” and its sonorous 7,500-rpm redline to the Micra’s more utilitarian 6,600 maximum spin, both cars utilized standard five-speed manuals and optional four-speed automatics.

2017 Nissan Micra SR
The 16-inch alloys, rocker extensions, additional chrome, unique headlights and tail lamps, plus more comes with RS trim. (Photo: Karen Tuggay, Canadian Auto Press)

Rather than be forced to respond to all the MR2 faithful’s hate mail pointing out the obvious benefits of a short-throw manual gearbox, lower centre of gravity, mid-engine rear-wheel drive chassis layout, etcetera ad nauseum, let’s just agree that owning a modern-day subcompact with a similar power-to-weight ratio to a revered classic sports car can result in plenty of smiles at the wheel, whether you have the talent of current 2017 Micra Cup season leader Olivier Bédard, or simply enjoy a spirited drive while commuting back and forth to work, university, or running errands.

2017 Nissan Micra SR
Just because it’s inexpensive doesn’t mean the Micra comes without flair, the roof getting these cool sculpted swoops to aid aerodynamics and style. (Photo: Karen Tuggay, Canadian Auto Press)

In truth, today’s Micra has more in common with Toyota’s superb little 2004–2005 Echo Hatchback, which was also a tall, two-box front-drive subcompact, albeit with a 1.5-litre four making 108 horsepower and 105 lb-ft of torque, a five-speed manual or four-speed automatic, and once again a featherlight curb weight of 944 kg (2,081 lbs). It was a cute looking little hatch as well, especially in sportier RS trim, a car I’d love to pick up with its base manual gearbox in good condition. Being that the base Echo Hatch started at $12,995 back in its day, the pricier RS still fetches $4,000 to $5,000 now, which makes the 13-year newer Micra seem all the more appealing.

2017 Nissan Micra SR
The 2017 Micra SR offers a lot for just over $16k. (Photo: Karen Tuggay, Canadian Auto Press)

As you can probably tell from the photos, the 2017 Micra SR currently in our garage sells for considerably more than the base S model Nissan woos us down to its dealerships to check out. While the Micra S starts at $9,988, it moves directly up to $13,648 when adding the aforementioned automatic, an upgrade that also bundles in air-conditioning and steering wheel-mounted switchgear complete with cruise controls (the base model’s “naked” steering wheel looks a bit odd in a new 2017 model).

I should also mention these features come alongside a standard menu that includes tilt steering, a trip computer, variable intermittent wipers, an intermittent rear wiper, AM/FM/CD audio with speed-sensitive volume control and an aux jack, fabric seat trim, 60/40 split-folding rear seatbacks, vented front disc and rear drum brakes with ABS, electronic brake-force distribution and brake assist, stability and traction control, all the expected airbags, plus more.

2017 Nissan Micra SR
Upgraded sport upholstery includes cool blue and black patterned seat inserts for a classier effect. (Photo: Karen Tuggay, Canadian Auto Press)

Second-rung SV trim, available from $14,048, makes those last items standard no matter the chosen transmission, while also adding illuminated audio and Bluetooth phone controls to the left spoke of the steering wheel, powered windows and locks, the latter featuring remote keyless entry with a panic alarm, body-colour power-adjustable heated side mirrors, body-colour door handles, two more driver’s seat adjustments for a total of six, a flip-down driver’s seat armrest, upgraded cloth upholstery, chrome interior door handles, two more stereo speakers totalling four, and more.

2017 Nissan Micra SR
Rear seat comfort and roominess is… we’ll tell you all when we publish our upcoming road test review. (Photo: Karen Tuggay, Canadian Auto Press)

Put beside these two models the top-line Micra SR seems ultra-luxe, thanks to unique sport headlights and taillights, fog lamps, chrome around those fogs as well as the front fascia’s lower grille, side sill extensions, a rear rooftop spoiler, a chromed exhaust tip, and machine-finished 16-inch alloys with black painted pockets on 185/55 all-season rubber (instead of 15-inch steel wheels with covers encircled by 185/60 all-seasons) on the outside, plus a leather-wrapped steering wheel rim, a leather-wrapped shift knob (on manual transmission models), sport fabric seat and door insert upholstery, a 4.3-inch colour display audio system with an integrated rearview parking monitor, a USB port, and more for $16,188 plus freight and fees.

2017 Nissan Micra SR
Likewise for luggage space… more details to come. (Photo: Karen Tuggay, Canadian Auto Press)

My $17,188 tester, which includes $1,000 for the automatic transmission, adds $135 for Gun Metallic grey paint while boasting a $460 Colour Studio Trend package from the accessories catalogue featuring coloured mirror caps, door handles, and side sport stripes (glossy black the chosen “colour” in this instance), boosting the as-tested price to $17,783. Despite the Micra’s fabulous base price, I’d be tempted to choose this very trim and accessories package upgrade because it looks so great and drives so well, minus the autobox for improved performance and a lower price.

I’ll go into more detail describing this 2017 Micra SR’s driving dynamics in my upcoming review, while also going into more detail about features usability, interior quality, comfort, roominess, and more. I might even talk sales numbers, being that the Micra outsells all of its key competitors by a grand margin, even shaming larger subcompact models when it comes to popularity. Of course all this makes sense, the Micra being a street-legal race car and all. Come back soon for my full review…

Cars don’t come more basic than the Mirage in Canada, but here at TheCarMagazine.com we celebrate simple. After all, where else can you buy a new car for just $12,698? Over at Nissan where the equally…

2017 Mitsubishi Mirage G4

2017 Mitsubishi Mirage G4
The nicely equipped 2017 Mitsubishi Mirage G4 is all about comfort and economy. (Photo: Karen Tuggay, Canadian Auto Press)

Cars don’t come more basic than the Mirage in Canada, but here at TheCarMagazine.com we celebrate simple. After all, where else can you buy a new car for just $12,698? Over at Nissan where the equally small and even simpler Micra hatchback sells for just $9,988 and is a whole lot more fun to drive.

The Mirage focuses more on comfort, especially in new four-door G4 guise, which is how Mitsubishi dressed up our 2017 loaner. We’ll leave our thoughts about styling for the upcoming review, but suffice to say it excites our eyes as much as it’s 78 horsepower 1.2-litre three-cylinder ignites our Evo X aspirations, but then again its as-tested 6.9 L/100km city and 5.7 highway fuel economy put a smile on our faces.

2017 Mitsubishi Mirage G4
Its tall profile provides a roomy interior. (Photo: Karen Tuggay, Canadian Auto Press)

That’s with the optional continuously variable transmission (CVT), the base model quite not quite as thrifty with its five-speed manual gearbox. The CVT comes standard in $18,298 SEL trim, lesser models including the $14,498 ES 5MT and the $15,698 ES CVT.

As tested the G4 SEL is actually very well equipped with 15-inch alloys, auto-off halogen headlamps, fog lamps, heated power-adjustable body-colour side mirrors with integrated turn signals, variable intermittent wipers, cruise control, a multi-information display, a leather-wrapped multifunction steering wheel with tilt, piano black and chromed interior accents, micron-filtered auto climate control, Bluetooth phone connectivity with audio streaming, voice activation, a USB port, remote powered locks, powered windows, four-speaker display audio with Apple CarPlay and Android Auto (Porsche doesn’t even offer the latter), a rearview camera, premium fabric upholstery, heatable front seats, a rear centre armrest with integrated cupholders, hill start assist, all the expected active and passive safety equipment including a driver’s knee airbag, and more.

2017 Mitsubishi Mirage G4
The infotainment system even includes Apple CarPlay and Android Auto. (Photo: Karen Tuggay, Canadian Auto Press)

As noted earlier, the Mirage was built (in Thailand incidentally) for comfort, while it’s also built for peace of mind thanks to a 10-year comprehensive and 160,000 km powertrain warranty (can’t get that at Nissan, or anywhere else for that matter).

As for convenience, the trunk is well proportioned for a subcompact city car at 348 litres, while it offers a lot better security for your belongings than the more accommodating 487-litre hatch.

A full review is on the way, so if you’re looking for a simple, straight-forward commuter car that’s great on fuel, plenty comfortable, feature filled, and backed by an incredibly good warranty, you’d best come back to find out what we think about everything else…

The Micra changed everything when it hit Canadian roads under $10k a couple of years ago, even the fully suited SR auto trimmed model reviewed today barely breaking $17k. This car is well equipped with…

2016 Nissan Micra SR Road Test Review

[caption id="attachment_61694" align="alignright" width="200"] Photo: Trevor Hofmann, Canadian Auto Press[/caption] This may be the cheapest car in Canada but it certainly doesn't look like it, and it absolutely doesn't drive like it. The $9,988 Micra comes standard with style as well as a fun-loving attitude that sets it apart from compacts costing thousands more. I tested base S trim with its sole five-speed manual transmission last year and absolutely loved it, so this time around I was truly looking forward to spending a week in the top-line SR, but would it be as good with a four-speed automatic? [caption id="attachment_61695" align="alignleft" width="200"] Photo: Trevor Hofmann, Canadian Auto Press[/caption] In a word, no, but it's still plenty enjoyable. Fortunately Nissan doesn't "reward" Micra buyers who want more features by forcing a standard autobox into the mix like it does with the Versa Note, so you're free to increase your daily dose of good times while leaving a cool $1,000 Read Full Story