  2014 Mid-Size Sedan Comparison. Click image to enlarge |
Originally published March 24, 2014
Review by Jacob Black, Jonathan Yarkony, Peter Bleakney, Steven Bochenek and Jeff Wilson; photos by Jeff Wilson and Justin Couture
Introduction, Jacob Black
The mid-size family sedan segment remains one of the most important in the automotive industry. The segment is one of the key verticals for most manufacturers, and anyone worth their salt has a hand in this game – almost always with a competitive and value-packed effort.
This month, we rounded up seven of the best efforts all within $3,200 of each other. The cheapest was $34,190, the most expensive $37,370 (all prices cited with destination in). That’s one of the closest price spreads we’ve had in an Autos.ca test.
The sales-leading Ford Fusion is here – this time with the brand new 1.5L EcoBoost engine, and so are the venerable Honda Accord and Toyota’s stalwart Camry, both in V6 trim. Nissan is here with the Altima, also rocking a V6. Chevrolet put up their 2.0L turbocharged Malibu and Kia answers with a 2.0L turbo in the Optima. Rounding out the group for this comparison is an Autos.ca Top Pick and AJAC Canadian Car of the Year Mazda6 with the only engine on offer, a 2.5L four-banger.
Missing is the Hyundai Sonata (an all-new model is debuting at April’s New York Auto Show), the Chrysler 200 (new models won’t be on fleet until late spring/early summer, but a First Drive will be coming later this week) and the Volkswagen Passat TDI (it got stuck in Halifax).
Between them, we had seven of the top-ten selling mid-size sedans for the year so far. The Fusion leads the bunch at 1,768, followed closely by Accord (1,653) and Camry (1,413). Of our bunch, the Nissan Altima is next (and fifth overall) with 1,089 while the bottom three of the top 10 overall are Optima (974), Malibu (533) and Mazda6 (269).
Don’t let those sales numbers fool you, though, this was no runaway victory for anyone – this was a very, very close race. So do the results of our test match the sales rankings?
7th Place: 2014 Chevrolet Malibu LTZ, Peter Bleakney
The Chevrolet Malibu LTZ wasn’t finding a whole lotta’ love here, not least because it had the highest as-tested price ($37,370) and posted the second-worst fuel consumption numbers. Oh dear.
But let’s look at the good stuff. Of the three turbocharged four-cylinder engines in this group, the Malibu’s direct-injection EcoTec 2.0L was the strongest and smoothest. Indeed, it was largely absent of the four-pot boominess generally associated with modern blown fours. It was Senior Editor Yarkony’s fave mill of the day.
Tweaked for 2014, the 2.0L makes the same 256 hp as in 2013 but gets an additional 35 lb-ft of torque for a substantial peak of 295 lb-ft at 3,000 rpm. So in the haul-ass department, the ‘Bu showed our Fusion’s pretty face its plain derriere.
The six-speed automatic transmission was decently behaved too, but as with most cars these days it is programmed for maximum fuel efficiency. So it upshifts early and resolutely hangs on to taller gears for as long as possible. Downshifts are not exactly forthcoming either. If you wish to select your own cogs, there is a rocker switch atop the gear selector that, like Vegemite, you will try only once. Steve Bochenek noted: “The manual shift button feels like you’re calling for an elevator.”
The Malibu is first and foremost a credible long distance cruiser. The cabin is hushed and the ride is smooth. Additionally, the front seats seemed to be designed for the long haul. Too bad about the cabin aesthetics. In this company, it looked overwrought and cheap. The fake wood was particularly offensive, and the audio was deemed just okay. At least the controls are legible and easy to fathom. Inside the big hoop of a centre console is a large and crisp LCD screen that houses MyLink which proves to be one of the better interfaces.
I noticed a weird distortion in the rearview mirror that managed to make the Fusion look like a startled guppy.
The Malibu’s backseat accommodations got lowest score in this group due to relatively tight legroom and shoulder room. On the plus side, the trunk was deemed the largest and easiest to access, and the rear seats scored best for child seat installation due to ease of installation and centre position Isofix fasteners – something no other car here had.
For 2014 the Malibu gets a new front fascia that matches that of the Impala. Apparently it’s not enough to lift this Chevy out of the styling doldrums as it got the lowest score for exterior appearance.
It’s hard to fairly assess a car’s handling on winter tires, so the squirrelly behavior we experienced would likely be quelled on its regular footwear. That said it’s obvious the Malibu is a cruiser with no real athletic pretentions.
As Jeff Wilson put it, “In isolation, I think most of us would agree that the Malibu isn’t a bad car.” Problem is, this ain’t isolation.
Pricing: 2014 Malibu LTZ Sedan
Base Price (Lowest trim): $24,995
Base Price: $34,715
Options: Colour-touch navigation with MyLink – $795, all-weather floor mats – $160
A/C Tax: $100
Freight and PDI: $1,600
Price as Tested: $37,370
6th Place: 2014 Kia Optima SX Turbo, Steven Bochenek
It’s remarkable how fast the quality of vehicles in this category is progressing. More than an example, the Kia Optima is the yardstick.
When introduced in 2011, it garnered a lot of praise from such international design shows as the Red Dot Awards and Automotive Brand Contest. Domestically, just months later, the 2012 LX and Hybrid trims were voted Best New Family Car in the Under and Over $30K categories, respectively, by the Automobile Association of Canada. In my neighbourhood while I had it for a week that June, an agog cabbie chased me in his taxi for half a block to ask what I was driving. That certainly never happened before, nor since.
Earlier this month, the 2014 model placed second last in our group comparison in Etobicoke. Yes, things change fast these days.
We voting drivers were unanimous about the Optima’s gorgeous looks. It has a sporty look and fluidity of lines, suggesting speed even when motionless. (About the only awards Kia’s Chief Design Officer Peter Schreyer has yet to win are a Nobel and papal sanctification.) So the Optima tied for first with the brooding Fusion and sleek Mazda6 for best exterior styling.
Inside, it fared even better, winning outright for interior styling and it deserved to. The cockpit is laid out smartly, enveloping the driver with helpful tech everywhere — yet without overwhelming. Features and dials are where they ought to be, easy to find when you’re liable to need or want them. So it’s little wonder the Optima also tied for first for its gauges and info screens.
Beyond the attractive design, the Optima was lauded for the included features. One writer remarked that its interior – leather everywhere – could sit respectably beside a vehicle twice its cost.
Kia has baked heated seats into the price of many of its cars for years now, practically embarrassing other manufacturers with the bevy of bling with which they spoil you. Well, the Optima SX’s front and rear seats are heated. Plus it was the only car of the day to have cooled front seats. Despite the seemingly endless winter we’re experiencing this year, for at least four months of twelve, black leather wants cooling or to be white.
Following up on promise of the slick exterior, the four-cylinder turbo direct-injection engine beckons good times and delivers them on the back of 274 ponies with plenty of turbo punch and almost no lag.
Where the Optima also shone was the usability and integration of the touchscreen and manual controls. The UVO infotainment system is intuitive and, frankly, just works. Which helps explain why its eight-speaker stereo tied for first with the Altima. It also comes standard with SiriusXM satellite radio.
But a good stereo that fights with leaking road noise is rendered less potent. The Optima placed last in the noise/harshness category.
And so begin the steps backward for each two forward.
Let’s talk space. Up front, it lacks in terms of cabin storage, placing last, though it did tie for second in the ‘purse test’ (an aptly named first for Autos.ca; test-team member Stephanie Wallcraft dropped her purse into the passenger’s space of each car and checked how challenging it was to reach it). And in the back, the Optima didn’t place well either, with little shoulder room and flexibility for three passengers. Mind, none of these cars would be recommended for three adults in back who weren’t deeply friendly. The Kia offers 1,415 mm versus the winning Fusion’s 1,444, not even 30 mm difference.
(Interestingly, all these sedans offered superb cargo space with easy access to accommodate a hockey bag, ladder and baby stroller. A quirk of design? None seemed like they had much trunk. Though the Optima tied for last with three of the seven, just like the rear-seat space test, the category was strikingly close, as in litres.)
The taller of us were concerned about the seat positioning, our lids brushing the roof. Perched high, you think you’d see well, but the Optima’s sightlines pose a constant challenge. Such a pretty ride could easily get scratched in close quarters. One driver remarked what a good thing the reverse camera was included.
And what of the drive? Immediate feedback from the road was softened by winter tires and numbed by loose electric steering. Furthermore, compared to the other testers, the Optima handled softly just when you wanted more firmness. All of which cost in the turns, affecting a driver’s confidence. So the Optima placed last for the feel of its steering and braking.
That turbocharged four-banger does squeeze out plenty of power, but even in manual mode, paddling between gears, the shifting lacks attack. Between the sexy body and lionhearted engine, you want to push this car. Which leads to greater costs at the pump. The Optima tied for last spot in both the observed and EPA fuel economy categories. (The Fusion tied for observed, Malibu EPA.)
Pricing: 2014 Kia Optima SX Turbo
Base Price (Lowest trim): $24,695
Base Price (SX): $34,795
Options: Colour $200
A/C Tax: $100
Delivery: $1,485
Price as Tested: $36,580
5th Place: 2014 Nissan Altima 3.5 SL, Peter Bleakney
This sedan proved to be a bit of a sleeper, taking most of by surprise, mainly because its four-cylinder stable mate didn’t fare so well in a previous Autos.ca family car comparo.
What a difference a bent-six and posher trim level make. Jacob enthused, “The Altima surprised me a lot. It was an enormous amount of fun to drive.”
Frankly, I expected the Altima to fare better here, although it should be noted the final adjustments for value dropped it from fourth to fifth spot.
To this reviewer, the Altima’s interior design and ambience proved the most desirable and functional here. It trailed in the quality fit/finish category (not entirely sure why… I’m guessing the weave-patterned plastic on the console irked some reviewers [Bingo! –Ed.]), but where the Altima shines is in the clarity of its 3D-style “fine vision” major gauges and the simple elegance of the centre console that presents all functions in a clear and logical fashion. The LCD screen is big, the interface is easy to use and, hurrah, ponying up for this model begets a heated steering wheel.
The $1,100 Technology Package here included navigation, blind spot warning, lane-departure warning and moving object detection.
Standard is an excellent nine-speaker Bose audio system that was the class of the field here. Add in the sumptuous leather chairs, the best NVH score and this Altima felt the closest to a bona fide luxury sedan.
No complaints with the drivetrain either. Yarkony said, “The growly V6 hauled ass and the CVT worked a charm.” Pull the shift lever back to the sport position and those massive Maserati-grade shift paddles swiftly call up six “virtual” gears.
The Altima is a mid-pack handler with a somewhat floaty demeanour – again, tuned to keep the backsides happy. The real issue is the somewhat enigmatic steering that zaps confidence when pressing into a bend. There’s no indication of what’s going on down front, so while you might be making decent time on an offramp, it sure isn’t much fun.
The steering feel is better than the truly weird Optima’s helm, but it trails the others in this field. That said, my wife drove this car for a week and had no complaints.
Which pretty much sums up the Altima 3.5 SL. It’s a smooth operator, and while this conservative Nissan may not have the dynamic acumen and sizzle of the Fusion or Mazda6, its comfort, build quality and undeniable pace make for a compelling offering that will keep you happy in the long haul.
Pricing: 2014 Nissan Altima 3.5 SL
Base Price (Lowest trim): $23,698
Base Price (3.5 SL): $31,898
Options: Technology package – $1,100, Metallic paint – $135, Carpeted floor mats – $120
A/C Tax: $100
Destination: $1,575
Price as Tested: $34,928
4th Place: 2014 Toyota Camry SE V6, Jeff Wilson
Toyota seems intent on trying to shed its stodgy image these days. Our recent Autos.ca comparison test of the top compact cars revealed a new and dramatically improved Corolla that is anything but synonymous with bland.
At this year’s North American International Auto Show in Detroit, Toyota’s press event revolved around the wickedly aggressive FT-1 concept that is likely to become the next-generation Supra.
If all that’s not enough proof of a more passion-hungry Toyota, how about this: the Camry tester provided for this comparison was finished in fire engine red paint and wore sporty-looking 18-inch gunmetal alloy wheels. Normally a crimson Camry would stand out simply for not being beige, but in this group both the sleek Fusion and upscale Optima wore red dresses too, making Toyota’s mid-size sedan look nice but still not sassy enough for the ratings, placing among the bottom dwellers.
Still the traditional Toyota common-sense function over form is evident here, earning the Camry a best-in-test score for both front seat ingress and outward visibility. A tall greenhouse may not be as fashionable, but it is more practical.
This is pretty much where the story ends for Toyota’s victories amongst this group. The rear seat comfort was panned by our testers, tying with the Malibu for the least-favourite place we’d like to pass the time with a companion.
Perhaps the biggest disappointment with the Camry was its lack of features and amenities. Editor Black expressed his ire: “Really Toyota? $34K and no auto climate control? I thought you wanted to sell cars.” Despite leather (and ultra-suede) sport seats and interior materials of a decent quality, the overall design and infotainment system’s small screen (and dated graphics) do not help to make the Camry feel like a value leader in this test.
The Toyota did win back some affection in the driving department where its enthusiastic V6 (268 hp) not only helped keep the Camry moving briskly, it also delivered an observed fuel consumption level of 10.8 L/100 km during our test day – second best of the day.
The SE trim means a sportier suspension tune that generated a few complaints from the group’s more fragile testers and kudos from the more serious drivers amongst us who were pleasantly surprised by the Camry’s competent handling.
The Toyota Camry’s mid-pack place in this test is more a testament to it being a generally good, all-round car. But there are three other cars that add more features and more passion to their mid-size sedans, winning our testers over.
Pricing: 2014 Toyota Camry SE V6
Base Price (Lowest trim): $23,750
Base Price: $29,740
Options: Premium package – $3,020
A/C Tax: $100
Freight and PDI: $1,620
Price as Tested: $34,480
3rd Place: Honda Accord V6 Touring, Jeff Wilson
Not another car in this test was as polarizing in terms of exterior styling for our testers. Jacob Black harshly declared, “The outside is as ugly as the interior is unwelcoming.” Yikes.
Others in our group merely found the Accord bland, while those of us exhibiting the greatest aesthetic sensibility and taste recognized Honda’s sparkling blue mid-size sedan as being the most classically clean design in the test. Three years from now when the automotive fashion trend shifts away from flame-inspired swoops and arcs and some of the other sedans in this test look woefully dated, the Accord will still look like… well, like a very sensible and tasteful mid-size Honda.
The Accord’s interior was coveted particularly for its spacious and comfy rear accommodations – making use of an airy cabin and tall greenhouse rather than the Fusion’s deeply scooped seats to produce its generous head- and legroom dimensions. The front passengers are treated to heated leather seats that proved comfortable for most of our testers.
Although the material quality was deemed high, the layout and functionality of the Accord’s dash controls was rated only a whisker better than the despised MyFord Touch mess found in the Fusion. While Honda does employ a large and crisp primary infotainment screen, a secondary, duller touchscreen and controller knob complicate the operation of the system. What’s more, the stereo’s sound was described as “brittle” and just “okay” by our resident audiophile and musician, Peter Bleakney.
Like the Camry and Altima, our Accord tester came fitted with a 3.5L V6. Free-revving, refined and melodic, this stellar 278-hp mill is the most powerful engine in our test and is the defining element of the car, not to mention the highest-rated by our drivers.
Coupled to Honda’s crisp-shifting six-speed automatic, this transmission keeps the frisky engine happy while still helping to return an EPA-certified 9.4 L/100 km fuel consumption rate (combined). In fact, in our observed economy, the hard-driven Accord still delivered 11.2 L/100 km – a third-place showing in the test – superior to every one of the smaller, turbocharged four-cylinder engines.
The Accord balances a supple ride without giving up its handling competence, making it “both a practical option and dynamic standout in the segment,” so says Jonathan Yarkony. None of our testers disagreed. He does, after all, hold the purse strings, and rather closely, I might add. However, he was not alone in his appreciation of the Accord’s driving qualities, the Accord scoring wins in power, ease of driving, ease of parking and the top rated automatic transmission.
While other drivers in our test group might be smitten by the sexier styling on the two higher-ranking competitors, it’s the refined, sensible and easy to live with Accord that is my recommendation as the best all-rounder in this field even if it is the second-most expensive. Sometimes you get what you pay for.
Pricing: 2014 Honda Accord V6 Touring
Base Price (Lowest trim): $23,990
Base Price (V6 Touring): $35,400
Options: Nil
A/C Tax: $100
Freight and PDI: $1,695
Price as Tested: $37,195
2nd Place: 2014 Ford Fusion, Jacob Black
The top three in the looks department at this test were quite clearly Jacob Black, Stephanie Wallcraft and Jeff Wilson the Ford Fusion, Mazda6 and Kia Optima. And it was the Fusion that edged ahead by just one tenth of a point over the other two, though as Jonathan noted; “Fusion, in this sexy red dress with black shoes looked killer while the white somewhat flattened the Mazda’s curves and creases.” So it was essentially a tie. Bottom line? Fusion has bulk curb appeal.
And the Fusion does more than impress visually. It feels heavier, more solid, more refined out on the road. It feels like a more premium car than its price tag suggests and that impresses.
“On the road its handling manners are really quite good and makes the Ford feel like it has spent time in Europe being tuned,” Jeff Wilson raved. “The engine doesn’t sound like the tiny mill that it is and the power is perfectly decent for this group.” That’s despite the Fusion’s tiny 1.5L EcoBoost (that’s Ford-speak for “turbo”) four-cylinder, by far the smallest of this group. Despite the smaller engine, the 1.5L tied for the worst fuel economy of the day with the Kia Optima’s 2.0L turbo – size and economy are not always linked.
The Fusion also impressed for its interior quality and space – though disappointed with the finicky and slow MyFord Touch system. It rated last for usability and ergonomics as a result of that hot mess.
The rear seats were the widest of the group and gave a genuine three-adult option. “It would have had the best shoulder space as well,” Stephanie said. “Most of the others were pretty tight with the three of us in there, but the Fusion gave us more wiggle room than most.” The driver’s seat also rated highest for comfort and driving position, and with top marks for ride comfort, the Fusion was, surprisingly, the comfort champ.
Apart from its generous interior, quality ride and stunning looks, the Fusion also performs well at pace – coming in second only to the Mazda6 in handling. The Fusion scored consistently high right across the scoreboard, and won on the score sheets of both Stephanie Wallcraft and Jonathan Yarkony. It was Fusion’s consistent quality that earned it the runner-up spot, and helps explain its sales dominance too.
Pricing: 2014 Ford Fusion SE 1.5L
Base Price (Lowest trim): $22,499
Base Price: $24,599
Options: Equipment group – $3,000, Floor mats – $150, SE Tech package – $850, active park assist – $600, reverse sensing system – $400, navigation – $800, intelligent access – $500, 19-inch wheels – $700, rear inflatable seatbelts – $190, driver assist package – $1,500
A/C Tax: $100
Freight and PDI: $1,565
Price as Tested: $34,954
1st Place: 2014 Mazda6 GT, Jonathan Yarkony
I can hear the critics already: “Not another Mazda winning another Autos.ca Comparison… How much are they paying you guys?” Well, nothing actually, and we even pay for our own gas. Say what you will, but to us here at Autos.ca, it is merely validation of all the other accolades the Mazda6 has been receiving.
While the Autos.ca Top Picks rely on our contributors voting based on their own experiences with these cars, they might not have recently driven every model in the category or driven them within a close time period. AJAC conducts same-day back-to-back testing for Canadian Car of the Year, but does not always include all of its direct competitors, necessarily. In fact, of the Mazda6’s four competitors in the 2014 Family Sedan Over $30K group, only the Accord Hybrid can be considered in the same mid-size sedan segment, but the Hybrid is clearly in a different niche.
But we had the Mazda6 up against the stiffest competition it could face: top-spec models from its top competitors on the sales charts.
We knew going in that the Mazda6 would be outclassed in the engine department, sporting a lowly 2.5L SkyActiv four-cylinder making a modest 184 hp and 185 lb-ft, and indeed it brought up the rear in the engine department. Although it makes more power than the Fusion 1.5 Ecoboost (178 hp/177 lb-ft), the Fusion delivers peak torque at 1,500 rpm to the 6’s 3,250. Despite all our thrashing, the Mazda6 turned in the best fuel consumption numbers on the day, posting 9.4 L/100 km on the day, living up to EPA predictions (which had it tied with the Fusion 1.5 for best combined rating at 8.1)
Then again, wringing out that engine may not have been a bad thing, especially working with Mazda’s fine six-speed manual transmission. That’s right, a family sedan with a manual transmission. A rare beast indeed, but it was judged the best transmission of all by a wide margin. What can we say? We love us a good manual transmission (you may recall that the Dart’s manual transmission in the Compact Car Comparo did it no favours). And it is good, helping the 6 score top marks in driving enjoyment without giving up much on ease of driving, where it remained mid-pack. Combine that with top scores in handling (but near the bottom in comfort) and steering/braking feel, and there is no question this is the driver’s car for drivers that like to work for their kicks.
However, it wasn’t all zoom-zoom and rainbows coming out of its tailpipes. Steven Bochenek warns: “I really did like it but, like others, was surprised that it wasn’t quite the second coming we’d all expected.” What were the issues? Two main things stuck out: the infotainment system and the NVH.
Jeff Wilson noted that “complaints of buzziness and tinniness were heard in reference to the 6 throughout the day.” And Peter Bleakney piled on, “rides too stiff, feels tinny and too much road and suspension noise,” not to mention his assessment of the stereo was that it was likewise “disappointingly thin”. Others noted that in this company, the touchscreen seemed tiny and fussy, though it still scored mid-pack for usability because of hated systems found in the Fusion and Accord, and it gave up a lot of points on interior functionality, trailing the leaders in ease of entry, rear seat comfort and child seat installation.
However, it made it all back with a splendid driver’s seat and driving position, where everything is supported and controls fall to hand naturally and comfortably – and it’ll only get better when they add the centre console HMI controller as in the Mazda3. It also came out on top for interior quality thanks to rich leather, soft plastics and finely actuated knobs and switchgear – everything just feels a class above here, even if it looks fairly unassuming inside.
And finally, the Mazda6 arrived with the lowest as-tested price, but still included all the key features like sunroof, leather, navigation, 19-inch alloys, proximity entry and push-button start, HID headlights, back-up camera, auto-climate control and even added blind-spot monitoring with rear cross-traffic alert. That was enough to help it squeak out a narrow edge in value over the Fusion, and it had the top score even before adjusting for price – and don’t forget, the 6-speed automatic, which has proven itself a capable transmission in previous testing, is a no-cost option on the Mazda6, so that would not have changed this result, except perhaps improving fuel efficiency at the expense of some driving joy.
Although the results were close (for the whole group, really – these are all very effective at their mission), the Mazda6 was a clear winner, if not the hands-down favourite of every driver or a unanimous winner amongst our judges.
Jeff Wilson summed it up neatly: “Kudos to the automotive designers who bring us cars like the Mazda6. Not only does it serve as a sensible mid-size sedan, but it looks damn good doing it too, plus it’s honestly fun to drive thanks to its great handling.” The Mazda6 never trailed by much in any of the practical, mundane categories, and despite a power disadvantage, was both easy and entertaining to drive, and sealed the deal with stellar fuel efficiency and commendable value.
Pricing: 2014 Mazda6 GT
Base Price (Lowest trim): $24,495
Base Price (GT): $32,195
Options: Snowflake white pearl paint – $200
A/C Tax: $100
Freight and PDI: $1,695
Price as Tested: $34,190
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
