The 1st generation Honda Insight seems tiny compared to anything short of a Fiat 500.

Yet I do a lot of driving with it. Commuting. Shopping. A whole lot of errands and an occasional light haul are all par for the daily course.

As for the hatch… I only use it for the really big stuff.

The proverbial pecking order goes like this.

I use the passenger seat for paperwork and other small items.

The floor is used for the big, heavier bulky items.

If someone needs to ride with me, which is rare, I just put the paperwork on the far left side of the floor or wedge it between the seat and the center panel.

So I’m not much for the ‘junk in the trunk’ club. But what about you? How often do you use your trunk? Or hatch? Or whatever you call that large elongated rear end of yours?

Before 2011, if you were looking for a hot hatch but wanted something MINIer than a Cooper, your options were limited to the less than smart Smart BRABUS. With fuel costs on the rise and fuel economy targets looming, MINI and Fiat are hoping to tempt “sporty” shoppers into something smaller and more practical. This week we have the MINI answer to the question: why doesn’t MINI make a heavier John Cooper Works (JCW) without back seats? We kid, we kid. But in all seriousness, why would you buy the MINI Coupé instead of the four-seater JCW Cooper, JCW Roadster or even the sexy Italian we tested last week?

Click here to view the embedded video.

Exterior

The modular car strategy has been around for some time, but few auto makers take the “one sausage, different lengths” school of design to these heights. The MINI Coupé is instantly familiar with its large headlights, hood scoop and perky side view mirrors. To “coupify” the basic building blocks of the MINI brand, the engineers raked the windshield back, lowered the roof, ditched the hatchback for a “liftback” with a faux-trunk and added the infamous ” backwards baseball cap” spoiler. MINI prefers to call this design cue a “helmet,” but to my eye it’s just funky. And not in the groovy kinda way. Completing the look is a spoiler that deploys from the faux-trunk at 50MPH and retracts at 40 MPH. My bottom line: if you wan an attractive 2-seat MINI, just buy the Roadster.

While this may be splitting hairs, MINI tells us the Coupé is based on the Roadster which is based on the Cabriolet which is ultimately based on the Cooper. This game of semantics lineage is important because while the Coupé rides on the same 97.1-inch wheelbase as the Cooper, it inherits all the chassis stiffening from the Cabriolet and the Roadster, then adds the rigidity imparted by a solid top. Oh, and it ditches the Cooper’s rear seats.

Interior

All MINI models share more than just their design DNA – the interior bits are shared across the range, too. This is by no means a dig against MINI, as on the whole MINI’s parts bin is a nice place to be. As with every other MINI, the interior greets you with a ginormous round speedometer front-and-center and more chrome toggle switches than you can imagine. As always, the speedometer’s location means it’s more of a styling exercise than a useful gauge and thankfully MINI continues to provide a digital speed readout in the tachometer on the steering column. If you were hoping the MINI Coupé would improve on the few problem areas of the modern MINI, you’ll be disappointed. The same blend of first-rate stitched leather and bargain-basement headliners still exist.

The relative roominess of the Cooper gives way to a cabin that feels cozy, bordering on “tight.” The raked exterior design required moving the driver’s seat rearward which yields a seating (position relative to the wheels) that is similar to many RWD coupés. Headroom is still fairly good despite the lowered roof thanks to the novel way the headliner is molded with “divots” above the driver and passenger. Although this is unlikely to be a feature tested regularly, these “head wells” mean the MINI Coupé is one of the few cars I have tested recently where you can sit in a comfortable driving position wearing a helmet and not have it constantly hitting the ceiling.

Infotainment

The infotainment system on the JCW Coupé is a basic, 6-speaker AM/FM/XM/HD Radio/CD unit. That’s right, iDevice  integration and a Bluetooth interface are $500 extra. If you’re a gadget hound like I am, be ready to open your wallet because the options list is extensive, full featured and high-priced. An extra $500 (or $250 if you planned to get the armrest anyway) gets you the MINI Connected system (without navigation). MINI Connected is essentially BMW’s iDrive (circa 2011) with a rounded LCD and a more minimalist control interface. Like iDrive, Connected provides an elegant, snappy interface for browsing your tunes along with iPhone app integration. As with BMW’s iPhone app, you can Tweet, Facebook, stream internet radio, Google, and view some additional “sport” themed instrumentation on the LCD.

MINI takes the app thing to a new level with their “Dynamic Music” and “Mission Control” apps. Dynamic Music plays digitized, beat-heavy, music that changes as you drive. Speed up and the tempo increases while the system adds more instruments. Flip your turn signal on and cymbals start ringing out of the speaker on the side that you’re indicating. Mission Control plays canned phrases in stereotypical British accents in response to driver inputs. Floor the MINI and the system says “fulllll throttle!” Press the Sport button and several canned voices have a conversation about sporty driving. While it is entertaining for a day or two, I can’t imagine owners using this option daily.

Like a gateway drug, once you have MINI Connected, it’s hard to say no to the $750 nav. Once you have the nav, it’s easy to up-sell the $750 Harman/Kardon speaker system. After all that’s been added, your MINI sales rep will tell you “if you select the Technology Package you can add the parking sensors for half price” ($250.) Total up-sell: $2,750 and we have only just begun. The JCW Coupé has a base MSRP of $31,900 ($32,050 for 2013), but if you’re buying “off the lot,” expect to pay around $38,000 according to our survey of 4 local MINI dealers. Our tester rang in at $38,450 and included metallic paint, the Connected system with navigation, chrome accents, black headlamps, sport stripes, white turn signals, chrome mirror caps and the up-level speaker system. This represents a nearly $2,000 premium over a similarly equipped four-seat JCW hatchback.

Drivetrain

Powering the JCW Coupé is the same 1.6L four-cylinder engine shared with every MINI model (as well as select BMW, Citroën and Peugeot models), only this one’s had a twin-scroll turbo and direct-injection bolted on. New for 2013 is a variable valve event system based on BMW’s Valvetronic technology to reduce emissions (power output remains the same.) The JCW tuning increases power to 208HP at a lofty 6,000RPM and torque jumps to 192-lbft from 1,850-5,600RPM. MINI incorporates an “over-boost” function to bump torque to 207 lb-ft (2,000-5,200RPM) automatically under the right conditions. A six-speed manual is the only cog-swapper on JCW models in 2012, but for 2013 MINI has announced you’ll be able to have the car shift for you. MINI has yet to release official pricing on 2013 options, but expect the Aisin six-speed automatic to add around $1,250.

Drive

Before our week-long stint in the JCW, I had an opportunity to drive a similarly equipped JCW Coupé on Mazda Raceway at Laguna Seca. The impression that resulted is a classic problem in our business. The JCW Coupé impressed with impeccable track manners, incredible grip, perfect poise in the corkscrew, moderate steering feel and a feeling of confidence. Note that I didn’t say “fast.” Sorry MINI fans, with only 208 horses motivating 2,811lbs, the power to weight ratio ends up around 13.5:1 (lbs:HP.) This means the JCW Coupé scoots to 60 in 6.6 seconds, notably slower than the Volvo XC60 R-Design we had last month (5.6 seconds) or even a V6 Camry (6 seconds).

Back to the problem with testing a road car on a track. First and most obvious, the only place you’ll find perfect pavement in California is on a track. The rest of us must contend with potholes, loose pavement, stop-light races, off camber corners, and parking lots. The “glued to the ground” handling feel the JCW exhibited on the track was replaced by a vehicle that felt decidedly unsettled over corners with broken pavement. The increased chassis rigidity, stiffer springs  and run-flat tires that made the JCW Coupé a delight on the track also make it a back killer on Highway 101. The road noise that wasn’t a problem when you were wearing a helmet was a problem when you’re trying to have a hands-free conversation on the speakerphone. On the track you’re looking forward, on the road, the roof design and B pillars cause enormous blind spots while the seating position and small rear window make rearward visibility poor with the spoiler down and nearly non-existent with the spoiler deployed. Keep in mind, these trade-offs are nothing new, many manufacturers follow exactly the same formula to create performance versions, especially those with low curb weights.

There is little practical reason to buy the JCW Coupé over the regular hatchback JCW Cooper, unless you live in an area with three-person HOV lanes and your carpool is a dynamic duo.The regular JCW Cooper delivers 99% of the fun for nearly $2,000 less, has two extra seats, more cargo room and is far more attractive. If money is no object MINI has an even better solution for you: the MINI JCW Roadster. The drop-top MINI two-seater solves all the aesthetic issues of the Coupé and goes topless to boot. The problem? The price. A roadster is $3,300 more than the Coupé in 2012 and $4,350 more for 2013.

Because of how great the JCW Coupé felt on the track, I spent an entire week trying to find a compelling reason to buy one over the regular JCW Cooper hatchback. I’m still searching. Likewise the MINI Coupé seems to be the answer to a question few have asked. If you are one of the few people I met that liked the way the Coupé looked, or you just want one of the rarest MINIs around, then the JCW Coupé is for you. Everyone else should stop at the Fiat dealer and check out an Abarth on their way to buy the JCW Cooper hatchback.

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MINI provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested:

0-30: 2.8 Seconds

0-60: 6.6 Seconds (I’m sure a professional driver could eek out a 6.4)

1/4 Mile: 15.0 Seconds @ 98MPH

Average fuel economy: 25.6MPG over 754 miles

The 2012 Yaris! It’s a car! That might sound like the strangest marketing claim for a new car ever, but if you dig deeper it is Toyota’s attempt at saying “OK, we get it.” Why? Because Toyota, like most manufacturers, has had trouble staying on message with basic transportation. Need proof? Look no further than the Corolla. The Corolla was a small, cheap and cheerful vehicle that has since grown into a 15-foot long sedan that weighs almost 3,000lbs and can reach $20,000 with options. No matter how nice a Corolla might be, cheap to buy it isn’t.

It’s a hatchback!

Part of getting back on message with the Yaris was simplifying the lineup by ditching the sedan leaving the 5-door Michael Karesh snagged back in February, and the cheapest Toyota in America: the 3-door hatchback I had for a week. Why no sedan? Toyota tells us it accounted for less than 30% of sales so it had to be euthanized in the name of progress. Further simplifying things, there just two trims for the 3-door hatch (L and LE) and three for the 5-door (L, LE and SE) reducing the possible number of configurations from 25 in 2011 to 9. Yep, 9. In addition, there are essentially no options on the Yaris, you pick the number of doors, manual or automatic, select from 8 available paint colors, cruise control and away you go for $14,115 to $17,960. Never before has buying a Toyota been this simple.

It has a steering wheel!

There may be a color palate to choose from on the outside, but inside all 3-door Yaris models get the same grey-on-black interior thanks to Toyota’s streamlining. Plastics are as hard as you would expect in a car that starts under 15-grand, but the doors and dash do get a thin coating of squishy soft-touch plastics (it’s the grey part in the picture). Compared to the outgoing Yaris, the 2012 is positively normal with the instrument cluster returning to a normal position in-front of the driver. Keeping costs in check, the only model that sports a tachometer is the “sporty” 5-door SE model Michael reviewed. Our tester, as with the rest of the lineup gets a round blank spot that illuminates at night to remind you that you didn’t pop for the SE. Our LE tester had the only two options going: cruise control for $250 (available only on 3-door LE models with the automatic) and floor mats for $180. So what’s the difference between the L and LE? The LE buys you a standard automatic transmission, body colored mirrors, a better radio (L and LE both have standard USB/iPod jacks), a driver’s seat with 2 more directions of motion, a 60/40 folding rear seat (the L’s rear seat folds flat as one unit), audio controls on the steering wheel, chrome door handles, Bluetooth speakerphone, power windows and remote keyless entry. The price for these jewels? $1,510.

Click here to view the embedded video.

It moves!

The Yaris has an engine! The 3-door and 5-door Yaris share the same thoroughly modern 1.5L four-cylinder engine with variable valve timing. The 106HP come to the boil at 6,000 RPM but despite this, it isn’t as “peaky” as many small engines. Torque is rated at 103 lb-ft at a lower 4,200 RPM. I’d like to say this makes the Yaris quick off the line, but the lack of a tach really hampered my fun with the 5-speed manual. Adding insult to injury, our LE tester mates the modern engine with an ancient 4-speed automatic. The lack of cogs is the most likely reason the Yaris misses the 40MPG mark with the 5-speed manual posting 30MPG city and 38MPG highway and the automatic dropping to a ho-hum 30MPG city and 35MPG highway according to the EPA. I experienced an average of 31MPG on my daily commute. If these numbers bother you, then you’re missing the point of the Yaris which strangely enough isn’t to be the most efficient small Toyota, but the cheapest to buy.

It Turns!

Out on the road the Yaris’s short 98.8-inch wheelbase, light curb weight of 2,300lbs and somewhat stiff springs combine to make for a choppy ride on washboard pavement. All 3-door Yaris models come with 10-inch vented discs up front, drum brakes out back and 175 width, 65 series tires on steel wheels. Despite being shod with tall all-season rubber, the lightweight Yaris handles surprisingly well with a well-balanced chassis, direct (albeit numb) steering and a tight 30-foot turning radius. Thanks to the fairly wide stance and “wheels in the corners” design, the 3-door is actually a willing companion when the going gets twisty. Because the chassis is a willing dance partner on windy mountain roads, the budget nature of the braking system becomes more obvious than in the previous generation with smoke and fade following a session of aggressive corner carving. While I doubt many shoppers will feel the need to push their subcompact to the limits, beware that the chassis writes checks the brakes can’t cash.

There’s competition!

While many Toyota shoppers are brand monogamists who won’t so much as look at another woman car, the Yaris is positioned as an entry-level vehicle hoping to attract the younger generation and train them to be a lifelong Toyota customer. While it’s easy to compare the 5-door Yaris to the slick 5-door Hyundai Accent with its refined interior and more efficient and powerful drivetrain, it has a few too many doors. Indeed, all the competition save the Fiat 500 and Golf have too many doors. Compared to the Golf (starting at $17,995) the Yaris’ cheaper interior and old-school cog swapper can be forgiven because of the low sticker price, and compared to the Fiat, the Yaris is simply more car. In many ways the Yaris’ fiercest competitor is in the family: the all-new Prius c. Based loosely on the unholy marriage of a Yaris and a Prius to begin with, the baby Prius starts at $18,950 and with a solid 50MPG average (as tested by TTAC) vs the Yaris’ 30MPG average (as tested by TTAC), it wouldn’t take long to save the $3,325 difference in MSRP.

I started scratching my head about the Yaris at the release event for the Prius c a few months ago and after spending a week in the Yaris I’m more confused then when I started. It’s not the Yaris’ fault. It’s a cheap car that fulfills the mission of cheap and cheerful transportation with a totally unexpected dose of fun and simplicity. The problem is Toyota makes a much better car; the Prius c. With 50 MPG on tap and $4.40 gasoline in Northern California it would only take 55,500 miles to break even. If you’re worried about a loss of fun, despite the 200lb heavier curb weight of the Prius c, it handles almost as well as the Yaris and the hybrid drivetrain actually helps solve the braking complaints. If you’re in the market for a compact car, it seems the Yaris is really only a good option if you really want a new car but can’t stretch yourself to the Prius c or one of the other more premium subcompact options.

Toyota provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30: 3.05 seconds

0-60: 9.0 seconds

1/4 Mile: 17.02 seconds @ 79.5MPH

Average economy: 30.5MPG over 689 miles