ArcaMax

And would also make the Trax a lot more fun to drive - which ought to be a priority here given the nature of this animal. It is a small, city-minded runabout meant for typically younger - one would assume, more enthusiastic - buyers. Automatics are hard to argue with from a Spockian rational perspective, but the manual has and likely always will have an emotional draw an automatic will never be able to deliver.

In a similar vein, a boost gauge would up the emotional appeal of this little 'ute. It already has a sporty, motorcycle-style gauge cluster dominated by a large analog tachometer with a digital LCD speedo offset to the right. Chevy could take a cue from Mini (and Kia) and imbue the Trax with some cosmetic pep by adding a boost gauge that showed not just boost - the raw numbers - but the power swell as it did so. Maybe the gauge lighting could automatically shift from blue to red. Something like that.

Sex it up a bit.

Like the old Tracker, the Trax is a short-wheelbased ride (just 100.6 inches) which often makes for a twitchy handling ride. This was in fact one of the critiques leveled at the old Tracker, which had both a short wheelbase and a high center of gravity. Which had the predictable results if you got stupid and tried to make it corner like a Corvette. But there was a legitimate problem, too. A sudden steering input (deer swerve) at normal speeds - and while pointed straight ahead - could (and sometimes, did) result in a violent pitching that ended up with you ditching. Or, rolling.

Chevy fixed that by adding a bit more wheelbase (100.6 inches) vs. the old Tracker (97.6 inches) and also keeping the center of gravity closer to the pavement. Even though both are roughly the same height overall (65.9 inches for the Trax vs. 65.6 for the final year/2004 Tracker) the Trax is not role-prone. Nor is it twitchy. The suspension has been dialed in to slide when pushed, gently understeering rather than violently oversteering. Backing off the throttle if you go into a corner too hot and heavy will usually resettle the Trax - whereas the Tracker, once it broke loose, was pretty much going to run its course.

It's not a particularly exciting vehicle to drive - but that has its good points, too. This would be a fine car for a teenager or first-time driver. It's forgiving - and it's just powerful enough to mix with day-to-day traffic.

It's also an exceptionally easy vehicle to maneuver in traffic - the boon of its ultra-stubby dimensions (just 167.2 inches long overall; for some some sense of scale, an Impala sedan is 201.3 inches long overall - a difference of nearly three feet.) That, in turn, gives it a turning circle of just 36.7 feet (vs. 40 feet for the Equinox - a difference of more than three feet).

The other reason people will buy this over - well, the Sonic, for example - is that it's got that "crossover" feel to it. You sit up a little taller in the saddle. Better visibility - and you feel a little safer as a result.

AT THE CURB

Though based on the Sonic, it's not a rebodied Sonic. It is a slightly stretched - and raised up - Sonic. About 8.2 inches longer - and 6.2 inches taller. The latter figure, incidentally, being much closer to the old Tracker's (65.6 inches vs. 65.9 for the Trax). But it's less boxy than the Tracker, with a more in-tune-with-the-times (and trends) backswept (rather than upright) windshield and side glass that "dives" in the oppositedirection - the beltline swooshing up from the A pillar to meet the rear sail panel. The forward edge of the front door side glass is actually lower than the A pillar - a styling touch that's becoming popular. "SUV" elements include the blocky (they invariably call it "bold") front end, with barred (and bow-tied) grille plus some pressed into the sheetmetal haunches over the wheelwells.

Chevy did a good job here. The problem - for Chevy - is that Honda and Mazda may have done a better job. Preliminary photos of the pending CX-3 show a pint-sized centerfold. Ok, maybe that's a bit much. But take a peep between the plain brown wrapper for yourself. The newest - and littlest - Mazda - is a looker. The new HR-V also. And both are more space-efficient. That could be a bigger problem for the Trax.

The HR-V, for instance, has 3.5 inches more rearseat legroom (39.3 vs. 35.8) and almost two inches more shoulder room (54.5 vs. 52.8 for the Chevy). That's a difference you can feel - in both cases. And the Honda's got more space for cargo, too: 59 cubic feet total vs 48.4 for the Chevy.

In defense of the Trax, the Honda is slightly longer overall (169.1 inches, so 1.9 inches to be precise) but that's a negligible difference in terms of parking/maneuvering - while the extra inches (and cubic feet) inside aren't.

As for the Mazda, it's not out yet - so specs weren't available for comparison when this review was written in late June. But Mazda is really, really good at making small cars feel big. It is probably worth a wait-and-see.

The Trax's rear seat bottoms do fold forward, though - a cool trick. And the little Chevy offers a warren of storage cubbies (15 of them) and that makes up for the smaller cargo area behind the second to some extent at least. And even base trims come with a quite nice (quite similar to what you'd find in a Cadillac) seven-inch touchscreen as well as keyless entry/remote start. Electronic Park Assist is available but hardly necessary given this little runabouts abbreviate dimensions and excellent all-around visibility.

You can order an eighteen-inch wheel and tire package, too - but test ride a Trax fitted with these before you buy. Large - tall - wheels and short (stiff) sidewall tires always make whatever vehicle they're fitted to ride a T34 tank. But when the vehicle is relatively small - and relatively light - it also tends to make it ride bouncier as well as firmer. If you like the look - and have a resilient rear - by all means, go ahead.

THE REST

Probably the biggest "sell" is the relative affordability of the AWD-equipped Trax. Nice as the Honda HR-V, when optioned with its AWD system, its MSRP climbs to $23,215 - a difference of nearly $1,600 vs. the AWD-equipped Trax LS ($21,620). That's a chunk of change at this level.

Pricing info for the '16 CX-3 Mazda was not available when this review was written - and that could go either way. The Mazda could be the best deal of the three. Or, not. We'll have to wait and see.

One thing that is known - about all three - is that none will get diesel power even though at least one (the Mazda) is available with it in export markets. The reason being our government's hostility toward diesels, expressed in the form of almost-impossible-to-clear emissions mandates. European diesel-powered cars are not "dirty," incidentally.

European governments are simply more reasonable. They see the value of 50 and 60 MPG vehicles (vs. 25 and 30 MPG vehicles) as being worth a literally infinitesimal quantity of soot per car. Nothing you could see with your eyes - or smell with your nose. Ask a Berliner or a Londoner. Better yet, ask your congresscritter how come you can't have such vehicles.

THE BOTTOM LINE

If you liked - and miss - the Tracker, odds are you'll like this new Trax, too

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www.ericpetersautos.com or EPeters952@aol.com for comments.