2009 Honda City i-Vtec

To appeal to the scientifically derived profile of today's compact car buyer, the product has to be honed to tight tolerances. A smidgeon extra length here or a less than stunning power to weight ratio or performance/economy compromise will put product sales on the wrong side of the ledger. Mass market vehicle products can be very profitable if the right balance is struck. Companies' fortunes often turn on such decisions.

ATL Honda's new entry into the sub-compact wars - populated locally by the 1.3-litre Toyota Yaris ($2.167 million), 1.6-litre Nissan TIIDA ($2.488 million) and the 1.5-litre Chevrolet Aveo (est. $2.3m) - is the 'City'. Currently priced at $2.633 million, the City has cribbed the front end of the FCX Clarity (Honda's green issue Hydrogen Cell vehicle) in terms of looks. City is 4,395 mm long with a 2,550 mm wheelbase and has a front track of 1,992 mm with 1,475 mm between the rears.

Five-speed automatic

It comes with a 1.5-litre inline four which develops 118 hp at 6,600 rpm and 107 lb ft of torque at 4,800 and is mated to five-speed automatic. Front suspension is McPherson strut and rear is Torsion - Beam. As tested, it costs $2.63 million (subject to exchange rate) and for that you get air, tilt, power windows, locks, 12V outlet, beverage holders, rear window defroster, keyless entry 180-watt stereo with MP3 capability (iPod Jack) and CD player, which also reads MP3 CDs. So much for the brochure.

The City's 'office' was pleasant, with high-quality materials used throughout. Stereo was adequate, with a speaker mounted in each door, ergonomically correct switchgear complemented dials which weren't blocked by the steering wheel, and City is probably the only car in this class that offers a dead pedal.

Meaty torque curve

City was a taut, well-balanced drive. It is quite peppy off the line which suggests a meaty torque curve. For those who remember, this bad boy is reminiscent of the old B16 VTEC engine; it seems as if a high valve lift component is added at about 4,300 rpm. Our tester really began moving after that mark on the tach. It is important to note, however, that this is an i-VTEC engine, cam phasing is part of the engine management's bag of tricks, so it is supposedly more fuel efficient. While that is good, being green and all that, this tester is glad that it is a rev-happy unit as well.

Likes: Engine, driving dynamics, fuel consumption (though we think it can be pulled into excessive consumption by an overly exuberant right foot), modern styling and a beeper that sounds when the handbrake is left up, a worthy feature; AC cooled in minutes in the broiling sun.

Dislikes: Trunk aperture on the small side; doesn't look as if it can take a 100-lb cylinder free and clear, although trunk space is good; the front end design makes a table on top of the fender; fender has no inner bracing or swage support, so people sitting there will leave a dent.

Also, while we like the fact that the front of the car is a huge pedestrian saving crumple zone, we bemoan the unfinished look the engine bay has towards the front of the engine. Looks like it could use a few more splash shields.

City brings utility and real resale value to the table, and even though it is the most expensive in class, value-wise it is a player in this increasingly competitive market.

mario.james@gleanerjm.com