At 3590 lbs. (1630 kg), the slightest touch on the right pedal will propel the car as though it were a space shuttle, accompanied by the gorgeous deep-throated gargle of its eight unbridled cylinders. The stopwatch confirmed this sensation, clocking a 0-60 mph time of 5.2 seconds. The G-Force tires, when they are at the proper operating temperature, exhibited remarkable traction on the little slalom circuit made available to us. Bear in mind that the Camaro doesn’t like tight turns. To ward off untimely understeer, you have to slow down properly before entering a turn, even if it means resorting to first gear to get back up to speed on the straightaway. The brakes are reasonably effective, but they are not quite on a par with the powertrain when it comes to sport driving. They require, among other things, a firmer pedal.

Predictable behavior

On the road, the two coupes exhibit the same characteristic: a curt suspension that can’t really handle bad roads (notorious in Michigan), but is fine on smooth surfaces. Visibility is limited due to the low driving position and the long hoodline. Footroom is so bad in the front that an Auto Guide journalist dubbed the GM coupe “the only one-seater on the market.” Despite the narrow cockpit, the driver – or more aptly, pilot – wil in

l appreciate the contoured Sport seat, which hugs your body shape snugly and provides excellent support. Unfortunately, those gorgeous seats are available only on the Firehawk, which explains Pontiac’s greater popularity, or so they claim. And to think I prefer the Camaro…

Thanks to a 6-speed manual transmission – not always easy to manipulate – and the gigantic torque generated by that awesome GM V8, both the Camaro and Firebird cruise at 60 mph at 1400 rpm and fuel consumption is 18 mpg. But don’t get excited, these are not Honda Civics, and the minute you hit the city, consumption will jump to 12 mpg.

If you are single; if your passenger has very small feet; if you lust after strong sensations and can tame a 345-hp machine; if you’ve got another car for winter driving; and if you don’t mind being called a dinosaur, treat yourself to the last “pony car” from GM. The power/price ratio is unbeatable.

SPECIFICATIONS

Warranty                                3 years/36,000 miles (60,000 km)

Type                                         coupe 2+2 /rear wheel drive

Wheelbase/Length             101 in/194  in

Width/Height                        74 in/52 in

Weight                                      3593 lb (1630 kg)

Trunk/Fuel tank                   7.6 cu. ft/17 gallons

Air bags                                     front and side

Front suspension                  independent

Rear suspension                    rigid axle

Front brakes/rear brakes                disc

Traction control                    yes

Steering                                     rack-and-pinion; power assist

Turning circle                         38 feet

Tires (front/rear)                   P275/40ZR17

PERFORMANCE

Engine                                         V8 5.7-liter

Transmission                            6-speed manual

Horsepower                               345 hp at 5200 rpm

Torque                                          345 lb-ft at 4400 rpm

Other engines                             V6 3.8-liter 200 hp; V8 5.7-liter 305 hp

Other transmission                  4-speed automatic; 5-speed manual

Acceleration (0-60 mph)       5.2 s; 6.6 s (305 hp)

Maximum speed                         162 mph (260 km/h)

Braking (60-0 mph)                   131 feet (40 m)

Fuel consumption                       12 mpg (18.9L/100 km)

COMPETITION

• Ford Mustang

NEW FOR 2002

• G-Force tires (option)

ANN ARBOR, Mich.- Kia’s popular Forte lineup is expanding for 2011 with the addition of the Forte5, a five-door hatchback. It joins the Forte sedan and the two-door Koup in Kia’s new line of compact models that made their debut a year ago.

This hatch adds another level of function and practicality, with a generous rear cargo area to complement the already roomy cabin area. Behind the flat-folding 60/40-split rear seats, there is 19.4 cubic feet of space for cargo, compared with 14.6 cu.ft. in the four-door sedan.

It should be noted, however, that you have to remove the headrests to fold the seatbacks flat, and there’s a drop-off from the folded seats to the cargo area floor, so one can’t simply slide bulky items on to a flat deck. On the plus side, though, the space is certainly usable as the torsion beam rear suspension eliminates protrusions in the cargo area to accommodate components such as struts, shocks or springs.

The Forte5 is offered in three trim levels – LX, EX and SX – with further variations within those groupings for a total of 11 different iterations ranging in price from the base LX at $16,695 to the fully loaded SX Luxury, which tops out at $26,195.

The engine choices are shared with the Koup and sedan – either the 2.0-litre four-cylinder, with 156 horsepower and 144 pound-feet of torque, which is standard in the LX and EX, or a 2.4L four that kicks out 173 ponies and 168 lb.-ft. of torque. This engine is limited to the SX models.

All Fortes, including the new hatchback, will benefit from Kia’s shift to six-speed transmissions across the lineup. The Koup and sedan step up from a five-cog manual gearbox, while the automatic adds two speeds. The improvements in the automatic tranny are particularly noticeable, with far smoother gear changes that are also crisp in their execution. The additional cogs also have a positive impact on performance, with both engines demonstrating decent pep off the line yet impressively quiet in highway-cruise mode.

During an afternoon spent driving all three trim levels of the new Forte5 around the scenic secondary roads on the Ann Arbor and Finger Lakes Regions of Michigan as well as some stretches on interstates, both the 2.0L and 2.4L four-bangers proved to be more than capable of delivering response and performance that should be at least adequate for most drivers.

The larger four did have more jump in its step – as one would expect with 17 more ponies and additional torque available – but it also seemed to be a tad noisier, especially under hard acceleration.

What was unexpected, however, was the difference in ride quality when one moved from the base LX or mid-range EX to the sportier SX. While the ride was smooth and quiet in the first two models, one quickly learned there’s a price to be paid in comfort and cabin noise with the higher-end SX.

The shift to 17-inch alloy wheels with lower-profile (P215/45R17) tires from the base LX’s 15-inch steel rims and P195/65R15 rubber, or even the 16-inch alloy wheels and P205/55R16 tires on the EX, resulted in a noticeable increase in ride harshness and the transfer of road noise on rougher surfaces. For example, the shorter, stiffer side walls of the sporty 17-inch tires don’t absorb the shock of impacting with road seams as well as the taller, higher-profile sizes.

Adding to the situation is the fact the suspension settings have been tweaked on the SX to add a slightly sportier flavour. Folks who enjoy flinging their Forte5s around on wonderfully twisty country roads probably won’t mind the change in ride quality but, for most consumers, I’d suggest they opt for the smoother ride of the other two models – and they’ll still get surprisingly solid handling, too.

Kia has made huge advancements in the styling of its products since European design guru Peter Schreyer joined the brand four years ago after stints with Audi and Volkswagen. This Forte5 is the latest to show the impact of Schreyer’s design expertise – a very pleasing look that draws attention in a segment not typically recognized as a styling leader.

The Forte5′s nimble appearance is largely due to the shorter rear overhang, which has been trimmed 190 millimetres compared with the Forte sedan. While the wheelbase is identical at 2,650 mm, the overall length has been reduced from the sedan’s 4,530 mm to 4,340- and the difference has come off its butt. For comparison, while the Forte5′s wheelbase is 50 mm longer than that of a Toyota Matrix, its overall length is 26 mm shorter.

Interior room has not been compromised, with the Forte5 providing the same front and rear legroom as the sedan, which, even with the front seat well back on its track still had decent space behind for an adult’s lower limbs.

Shoulder room, too, is identical, while the Forte5 does provide a 20 mm more headroom, thanks to its higher rear roofline.

The 2.0L engine, with the six-speed automatic, has a fuel consumption rating of 8.0 litres/100 kilometres in city driving and 5.5 L/100 km on the highway, while the 2.4L four is rated at 9.0 in the city and 6.2 on the highway.

The Forte5 broadens the already popular appeal of Kia’s compact lineup with a model that delivers attractive styling, good dynamics and decent performance – attributes that should make it a winner with consumers.

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The main issue was going slow enough. The new Passat, promised Transport Canada, gatekeeper of Canadian fuel-economy standards, should sip but 4.9 litres (4.4 if it were a manual version) of low-sulphur diesel per 100 kilometers of highway travel were I just able to keep the rambunctious family sedan down to 100 klicks an hour.

That’s pretty heady stuff, roughly equal to the figures posted by the latest Hyundai Sonata Hybrid, previous generations of the Prius and, perhaps most surprisingly, 0.1 L/100 km less than its own Jetta TDi, which also boasts a 2.0-litre turbocharged diesel engine.

Its onboard computer would still register a frugal six or so L/100 km, but I determined to test the veracity of VW’s claims of hybrid-equaling miserliness, so I kept on trying to slow down.

Eventually, through much imposition of willpower (that should read cruise control), I managed to cruise a scientifically acceptable number of kilometers, not at the required 100 but a close-enough 110 (and unless you’ve ever cruised anywhere at exactly 100 km/h, don’t ask why I was not more rigorous in my evaluation). Under these circumstances, the new Passat TDi averaged 5.0 L/100 km. I’ll repeat that: five litres of semi-refined diesel at a not-quite-grannyish 110 km/h. Perhaps, just this once, we can trust Transport Canada.

What makes this all the more wonderful, of course, is the turbo-diesel version of the Passat is just so darned refined. I end up saying this about every successive generation of Volkswagen diesel, expecting eventually to run out of superlatives if only because the Germans must eventually run out of ways to further improve the combustion-ignition engine. But no, our friends from Wolfsburg have managed yet more tweaks, and the Passat’s four-cylinder 2.0L diesel is now more refined than many a gasoline engine.

Indeed, the TDi is significantly quieter, better-sounding and vibration-free than Volkswagen’s own 2.5L inline, which is now the base engine in the 2012 Passat (a VR6 version is available at more expense than the diesel, but anyone sampling the TDi will find the VR6 superfluous, not to mention more expensive and thirsty).

And don’t be fooled by the typically-low-for-a-diesel 140 horsepower. It’s backed up by a stout 236 pound-feet of torque. Feeling every bit as torquey as a mid-displacement V-6, it’s only after 4,000 r.p.m. that the TDi runs out of puff, and by that time you’re well into the license-losing region of speed-limit scofflawing.

Mated to the smooth-shifting, double-clutch six-speed DSG manumatic transmission, it makes for a wonderfully sophisticated powertrain, even before you start factoring in that almost-too-good-to-be-true fuel economy. Besides 4.9 L/100 km on the highway, Transport Canada promises 6.9 L/100 km in the city. Due to my seemingly leaden boots, I averaged a still quite frugal 7.8.

The other thing that noticeable is the Passat sacrifices a little for the new Volkswagen policy of pricing competitively with its Japanese competition.

Volkswagen claims the 2012 Passat’s base price of $23,975 is $3,800 less than last year’s and a whopping $7,000 less than the 2008 model. Admittedly, that’s with the 2.5L inline five, and engine markedly inferior to the 2.0T turbocharged four that was the last car’s mainstay. But even the base version of the TDi, is less expensive than the last Passat TDi offered back in 2005 ($32,090).

Befitting the Passat’s station in life, that basic car (Volkswagen Canada calls it the Trendline+) is fairly well-equipped with dual-zone climate-control air conditioning, electronic stability control and a tire-pressure monitoring system. The problem occurs when you want a more dramatically turned-out Passat. Then things start getting expensive in a hurry.

A Comfortline-equipped Passat TDi easily exceeds $30,000 and, though you get a power driver’s seat and a power sunroof, the aforementioned seats don’t get covered with leather until you opt for the $33,775 ($35,400 with the DSG automatic) Highline model.

Of course, in that mix you also get sport seats, Sirius satellite radio and a Fender-tuned Panasonic audio system. How cool is that? I can remember worshiping the Fender name in university (when I actually cared about audio systems). Besides the substantial 400 watts of bass-pounding goodness, it also seems to offer better treble and less distortion. Name-brand audio systems are finally moving down into affordable cars.

What you also get is a roomy interior that Volkswagen claims offers the most rear legroom in this segment (thanks to the longest wheelbase in the class, says automaker). It’s an about-face from the previous Passat, which was short on both counts and, in an unusual twist, this largesse is available only in North America; Europe and the rest of the world get a smaller car wearing the same badge.

VW purists will lament that the Passat is no longer built on the same platform as the Audi A4. A few will miss its more distinctively European styling. Some will even lament that Volkswagen’s cost-cutting binge has seen wonderful 2.0T replaced by the 2.5L five as the base engine.

But no one will miss the hefty price tag that often saw the Volkswagen competing in Audi’s price range. And if they opt for the TDi version, they probably won’t miss stopping at the pumps so often.

THE SPECS

TYPE OF VEHICLE: Front-wheel-drive mid-size sedan

ENGINE: 2.0L turbocharged diesel 14

POWER: 140 hp @ 4,000 r.p.m.; 236 lb.-ft of torque @ 1,750 to 2,500 r.p.m.

TRANSMISSION: Six-speed manu-matic

BRAKES: Four-wheel disc with ABS

TIRES: P2315/55317

DESTINATION CHARGE: $1,365

TRANSPORT CANADA FUEL ECONOMY (L/100 KM): 6.9 city, 4.9 hwy.

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Surrounded by enthusiastic journalists at the New York Auto Show, Ron Zarella, GM’s president of North American operations, was asked about his company’s plans to improve its position in the compact and subcompact market. The question was raised in light of the success of the Ford Focus, currently the world’s best-selling car. Zarella shrugged his shoulders and admitted that it was going to take at least a few more years before the current Chevrolet Cavalier and Pontiac Sunfire models could be updated or eventually replaced.

Then, speaking quite candidly, he added: “We’re devoting most of our energies to developing new light trucks and SUVs, because that’s where the money is. The Cavalier and Sunfire will just have to wait.” And who can blame him really? Especially when you consider the fact that both models continue to be ranked among the most popular cars on North American roads.

Introduced in 1981 as 1982 models, Cavalier and Sunfire only underwent major make-overs 13 years later, in 1995. Fortunately in 2000, both the exterior and dashboard of the Cavalier and Sunfire were modified to obtain a more contemporary look. Although these were minor changes; they were good enough to help both models stand up well to the competition. As a matter of fact, it’s hard to find fault with the quality of their ergonomics and dashboards. Controls are easy to reach and instrument displays are generously sized, and therefore easy to read. Sunfire has the edge, but in my opinion both cars look fine.

Nothing is ever perfect, mind you, and the pair’s principal flaw is the poor-quality plastic used in the cockpit, the number of parts that don’t even fit well together, and the hideous fabric seat coverings that look as if the material had been purchased at a clearance warehouse. Frankly, this sort of gaffle is inexcusable, Worth noting, however, is the fact that the fabric and upholstery were treated with “Scotchgard” protector. These cars have been around for ages and GM could quite easily have upgraded the cockpit, which already benefits from the models’ spacious cabin both front and rear.

PROS

• 2.4-liter engine
• Roominess
• Efficient transmissions
• Irreproachable ergonomics
• Average comfort

CONS

• Disappointing reliability
• Poor finish
• Rough 2.2-liter engine
• Weak resale value
• Mediocre tires

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To make sure that the Cavalier and Sunfire can keep up with the competition, which is semi-transformed every five years. Too often, though, GM engineers continue to recycle their mechanical components over and over, despite the fact that these same components were originally chosen for reasons of economy.

The standard engine is a 2.5-liter 4-cylinder with pushrod-actuated overhead valves, upgraded from the 2.2-liter engine that came with the first Cavalier way back in 1981. Even Pontiac rejected it at the time, opting instead for a 1.8-liter SOHC engine. On the other hand, the car is fitted with a modern and efficient 5-speed manual transmission made by the German company Getrag. Despite its ancient configuration, the noisy and torquey engine copes well with the 4-speed automatic transmission.

But without a doubt both compacts fare better when fitted with the modern 2.4-liter DOHC engine whose 150 hp puts them at the head of their class. The Ford Focus, for example, only has a 130 hp engine, while the Neon boasts 132 horses.

City Slickers

The team responsible for the Cavalier and Sunfire are never shy about admitting that their mission was to come up with a car that carries itself with dash and elegance, with a spacious cockpit, a decent-sized trunk and a drivetrain that is easy to build and maintain.

They managed to achieve all of the above. But they did so without too much consideration for driveability, performance, attention to detail and execution.

As a result, handling is mediocre on all models of these two car families, with excessive body roll while cornering, vague steering response and a spongy brake pedal. All this isn’t so bad, but if you’re a sport driver, then you’re guaranteed to fall asleep at the wheel. And only the rudimentary ABS brakes will wake you up: the mechanism is overly sensitive and very noisy.

What the Cavalier and the Sunfire have going for them are their looks, a most complete range of standard equipment, inexpensive spare parts, an extensive network of dealers across the country and favorable financing terms. If you want more, then you’ll have to look elsewhere.

SPECIFICATIONS

Warranty                                    3 years / 36,000 miles (60,000 km)

Type                                              sedan / front wheel drive

Wheelbase / Length               104 in / 181 in

Width / Height                         68 in /55 in

Weight                                          2679 lb (1215 kg)

Trunk / Fuel tank                    13.6 cu. ft / 14 gallons

Air bags                                         front

Front suspension                       independent

Rear suspension                         rigid axle

Front brakes / rear brakes     disc ABS/drum ABS

Traction control                         yes (optional)

Steering                                           rack-and-pinion, power assist

Turning circle                               36 feet

Tires (front/rear)                        P195/7OR14

PERFORMANCE

Engine                                               4L 2.4-liter

Transmission                                  4-speed automatic

Horsepower                                     150 hp at 5600 rpm

Torque                                                155 lb-ft at 4400 rpm

Other engines                                   4L 2.5 liter 115 hp

Other transmission                         5-speed manual

Acceleration (0-60 mph)             12.4 s; 9.1 s (Z24 man.)

Maximum speed                               99 mpg (160 km/h)

Braking (60-0 mph)                         143 feet (43.5 m)

Fuel consumption                              32.3 mpg (7 L/100 km)

COMPETITION

• Chrysler neon
• Daewoo Nubira
• Ford Focus
• Honda Civic
• Hyundai Elantra
• Kia Spectra

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The quality of material and assembly are first rate. The cabin is roomy enough but could be even better, considering the car’s exterior dimensions.

Buick takes its customer pampering vocation seriously, offering excellent cabin and sound insulation, comfortable front seats and a good-size rear bench. But once again, the bucket seats have minimal lateral support, and so are not conducive to sporty driving. But don’t count the Park Avenue out just yet – with the Grand Touring package, this Buick can be as sporty and quick as the better performers from the imported bunch.

Exemplary road manners

Many people decry the 3.8-liter V6 engine, saying it’s too old-fashioned. But although it dates back many moons, the third-generation version does its job quite well, thank you. The normally-aspirated version, with 205 hp, is just about its limit, though acceleration is peppy enough. Unfortunately, the old-fashioned pushrod and rocker valve actuation system becomes unhappy at higher rpms and the engine “runs out of steam” as the tachometer needle moves up. For everyday driving, though, the Park Avenue handles nicely, and its fuel economy is modest, given its large size. The Ultra is fitted with a supercharged version of the 3.8-liter, producing 240 horses. This time around, engine breathing is excellent and you can charge ahead from 0-60 mph in slightly less than 9 seconds. Acceleration is such that you can go from 37 to 75 mph in less than 5 seconds. Wow!

Though big, the Park Avenue’s road manners are remarkable, whether on the highway or any twisting back-country road. Detractors or not, the magnetic-variable-effort power steering is precise while providing too little feedback; the chassis is satisfactorily rigid and the suspension well tuned. Braking, too, is powerful. You’d be surprised to discover that this sizeable machine is more than capable of obliging your temptation to drive it like a sports car!

It’s too bad that Buick’s reputation isn’t higher than its current level. Is it a lack of means or imagination?

SPECIFICATIONS

Warranty                                   3 years/36,000 miles (60,000 km)

Type                                            sedan/front wheel drive

Wheelbase/Length                113.8 in / 206.7 in

Width / Height                         74.8 in /58.3 in

Weight                                          3946 lb (1790 kg)

Trunk /Fuel tank                     19.1 cu. ft / 19 gallons

Air bags                                        front and side

Front suspension                      independent

Rear suspension                        independent

Front brakes/Rear brakes     vented disc ABS

Traction control                       yes

Steering                                         rack-and-pinion, variable assist

Turning circle                             40 feet

Tires (front/rear)                     P225/60R16

PERFORMANCE

Engine                                           V6 3.8 liter

Transmission                              4-speed automatic

Horsepower                                 205 hp at 5200 rpm

Torque                                           230 lb-pi at 4000 rpm

Other engines                              V6 3.8 liter supercharged 240 hp

Other transmission                   none

Acceleration                                 9.1 s; 10.6 s

Maximum speed                         106 mph (170 km)

Braking (60-0 mph)                   140 feet (42.8 m)

Fuel consumption                        17.7 mpg; 16.7 mpg (Ultra) (12.8; 13.6 L/100 km)

COMPETITION

• Acura RL
• Cadillac DeVille
• Chrysler 300 M
• Infiniti Q45
• Lincoln Continental

NEW FOR 2002

• Armrest/standard rear storage
• New trim for dashboard and stoors
• Redesigned center console

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Many will wonder why General Motors “returned to the scene of the crime” with a vehicle based on the Pontiac Aztek, one of the industry’s biggest flops a year ago. But, rather than “stoning” GM in public, let’s give it credit for boldness and determination. After all, Pontiac’s setback was mostly to do with its looks, which were too different to suit the majority of buyers.

Ironically, style is precisely what the new Buick RendezVous is noted for. Even though its exterior has yet to win universal approval, I’m sure you’ll agree that it looks much nicer than the Aztek. Its front end and profile, for example, are more in keeping with today’s approach. The rear fascia, however, still looks ordinary. Designers tried hard to disguise the vehicle’s height, but couldn’t quite shake that minivan shape.

The cockpit is also well executed, with an elegant dashboard whose instrument displays, set against a silvery background, confer a classic and appropriate touch. But flow-directing adjustments for the ventilation outlets need rethinking, as does the location of other outlets. A few people will also find fault with the patterns of the fabric seat coverings. But these are minor details; all in all, the RendezVous is a nice car. What’s more, it gives you the option of third-row seating, which Buick claims can comfortably accommodate any two adults. On the other hand, legroom and ventilation in the rear are barely adequate. Visibility, too, is limited owing to the huge C pillar and the miniscule rear window. Fortunately, the third seat can be folded flat. When it’s deployed, there’s practically no room for luggage. Worth a mention is the fact that, to accommodate third-row seating, engineers had to opt for an independent rear suspension on the front- and all-wheel drive models, that, in addition to ensuring excellent roadholding, allows the third seat to fold down flat and doesn’t intrude on trunk space.

Balance, please

Despite a relatively low cockpit floor, the RendezVous offers a minivan-style driving position. Combined with a rather high center of gravity, this should discourage any temptation to sports-drive the RendezVous.

PROS

• Buick more elegant
• Tried and true engine
• Spaciousness
• Independent suspension standard on Buick
• Optional AWD

CONS

• Controversial styling (Aztek)
• Pronounced understeer (Aztek TA)
• Lacks power
• Average rear ventilation
• Some less-than useful accessories

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These complaints don’t mean handling is bad, however. Far from it. Both understeer and body roll are under control even though the front of the car carries much more than half (64%) its total weight. When braking, you will never forget that you’re working on a 3500-lb mass, and on top of that, the brake pedal is a tad too stiff, and steering is heavy. On the other hand, the standard four-wheel disc brakes with ABS are powerful. Traction control is optional.

Fantastic V6

Power is supplied by the excellent 3.5-liter DOHC V6, paired to a highly responsive 4-speed automatic gearbox. Thanks to 230 lb-ft of torque, it takes a mere 6.5 seconds to go from 50 to 75 mph (80 to 120 km/h) – leaving the Ford Taurus in the dust. For 2002, GM is offering a 5-year or 62,500-mile (100,000 km) warranty, in order to clear its Intrigue inventory.

Despite all the foregoing qualities – good acceleration, excellent road manners, powerful brakes, above-average overall comfort – I can’t say that the Intrigue is fun to drive. There’ something lacking, and I can’t quite put my finger on it: maybe it’s the steering, which I find a tad uncommunicative, or is it the “not quite there” suspension? Too much weight in the front? Or the inadequate front seats? Or could it be simply a question of image: the image of a carmaker who hasn’t quite succeeded in…reshaping its image?

Buick cousins to the rescue?

Will the Buick Century and Regal – which share the Intrigue’s platform – pick up where the latter has left off? Time will tell. In the meantime, neither measures up to the Oldsmobile. The Century, the homelier of the pair, will no doubt appeal to buyers who have grown weary of those huge 1970s sedans. It’s quiet, spongy (seats and suspension), and acquits itself reasonably well – that is, on smooth surfaces and at low speeds. The less homely Regal (I was going to say “sportier”) will not feel quite so lethargic if you opt for the boosted, 240-hp version of the V6, but I must warn you that for all those extra horses, it doesn’t perform any better than the Century.

All in all, if you insist on buying a GM car no matter what, the Intrigue is your best bet. So, hurry before they’re all gone.

SPECIFICATIONS

Warranty     5 years / 60,000 miles (100,000 km)

Type     sedan/front wheel drive

Wheelbase /Length     109 in / 195.9 in

Width / Height     73.6 in / 56.7 in

Weight     3435 lb (1558 kg)

Trunk/Fuel tank     16.3 cu. ft /18 gallons

Air bags     front

Front suspension     independent

Rear suspension     independent

Front brakes / Rear brakes     disc ABS

Traction control     yes

Steering      rack-and-pinion, power assist

Turning circle     40 feet

Tires (front/rear)     P225/60R16

PERFORMANCE

Engine     V6 3.5-liter

Transmission     4-speed automatic

Horsepower     215 hp at 5600 rpm

Torque     230 lb-ft at 4400 rpm

Other engines     none

Other transmission     none

Acceleration (0-60 mph)     8.3 sec

Maximum speed     109 mph (175 km/h)

Braking (60-0 mph)     145 feet (44.2m)

Fuel consumption     19.1 mpg (11.9 L/100 km)

COMPETITION

• Acura TL
• Chevrolet Impala
• Chrysler Intrepid
• Ford Taurus
• Honda Accord V6
• Nissan Maxima

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The GLI is the exclamation point on the Jetta range – the sporty version of an otherwise average sedan. With its 200-hp two-litre turbo mill taken directly from the Golf GTI parts bin, the new compact sedan gets a big boost in performance as well as improvements to the interior.

Besides being 75 kg lighter than its 2009 predecessor, it has unique body panels, side skirts, sporty front and rear fascias (large honeycomb grilles feed an enlarged intake system), fog lights, lightly smoked taillights and dual exhaust tips that identify it as something a bit more special.

One well-equipped trim is being offered with a choice of six-speed manual or direct shift automatic transmission (DSG). Four-wheel ABS disc brakes with bright red calipers and 17-inch alloy wheels are standard, along with VW’s cross differential system with electromechanical power.

A fully-independent sport suspension with stabilizer bars and rear four-link design reduces ride height by 15mm and equates to a more responsive, better-handling chassis.

The comfortable and spacious cockpit features a standard soft-touch dash, Bluetooth mobile phone connectivity, keyless entry, push-button start, dual-zone electronic climate control and leatherette upholstery. The tilt-telescoping multifunction steering wheel comes via the GTI (with built-in paddle shifters for DSG models) and the manual adjustable sport seats are very comfortable for daily usage.

The Sirius-ready six speaker standard Premium 8 radio comes with touchscreen control and six-CD changer, auxiliary input and media device interface with iPod connectivity. An optional Fender system adds two more speakers, a sub and 400-watt amplifier to appease audiophiles.

Class-leading (967mm) legroom and decent (943mm) headroom, a wide centre armrest and pass-through, plus 60/40 split folding capabilities make for a functional and comfortable rear cabin that open to a nicely-finished 447-litre trunk.

On normal roads, the GLI drives great with either tranny. I prefer the manual, as it’s much smoother out of the hole and more fun. However, the DSG is said to get slightly better mileage. The paddle shifters on the back of the steering wheel are handy on the track, but I find the DSG overrides my gear choices on several parts of the technical Mosport driver development track.

The optional luxury leather  package is nice; however, the wide seat bottom is very slippery and nowhere near as supportive as the GTI seats are, even for light track use. The stainless steel/rubber pedals are placed well for heel-and-toe downshifts, but left-foot braking is tricky since the large dead pedal is needed to support the body.

On this car, left-foot braking is important because you can not turn off the ESP program. I find this technique lets me utilize the acceptable amount of body roll engineers have left in the chassis to toss it lightly (not throw it violently) into corners for better turning and faster exits before the nannies step in electronically. The steering system has good weight and feedback; brakes are solid and withstand lapping sessions without issue.

The GLI is the only German sports sedan in the compact segment. It performs better than a Sentra Spec V on both roads and tracks, but is hard-pressed to keep up with a Civic Si sedan on anything but a banked oval. The overall package is still enticing, but, even though it costs $2,800 less than its 2009 predecessor, its $27,745 base is still quite expensive for this segment.

Fortunately, at this upper end of the category, neither Kia nor Hyundai have a flagship compact performance four-door, and the Mazdaspeed3 doesn’t come as a sedan.

Time will tell if this GLI can contribute to the model’s success, but props to VW for having the stones to build it.

FACT FILE

Configuration: front engine, front wheel drive

Available engines: 2.0L turbo 4 cyl. (200 hp/207 lb.-ft)

Available transmissions: six-speed manual, six-speed automatic with sequential shift

Fuel economy ratings (L/100km): combined – 8.2 (manual), 7.6 (automatic)

Warranties: four years/80,000 km (basic), five years/100,000 km (powertrain)

Competitors: Honda Civic Si, Mitsubishi Lancer Ralliart, Nissan Sentra SpecV, Subaru Impreza WRX

Strengths: Quiet engine, interior, cargo and storage

Weaknesses: can’t turn off ESP, expensive to buy and fill up

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The new fuel-economy standards are going to force automakers to go to new lengths to increase gas mileage, especially when it comes to making cars more aerodynamic.

President Barack Obama’s announcement that automakers have agreed to a 54.5 mile-per-gallon national average fuel-economy standard by 2025 will force big changes.

The new standard is the “single most important step” to cut U.S. dependence on foreign oil, Obama said. It will mean the average motorist can fill up every two weeks, instead of every week.

Automakers need to take major steps to coax buyers into smaller vehicles, cut fuel use with turbochargers and hybrids, slash vehicle weight and take other measures. But every little step will matter, too, such as how easily speeding cars slip through the air.

“Every manufacturer will have to squeeze every tenth of a mile” per gallon, says Nissan’s Mark Perry.

How better aerodynamics are paying off:

• Chevrolet Malibu: The 2013 model will see a significant improvement in aerodynamics with a shape approaching the wind drag of the Chevy Volt extended-range electric car, the best of all GM models. Some of the aerodynamic design on higher-end vehicles is finding its way to small cars, says John Bednarchik, a GM aerodynamic performance engineer.
• Hyundai Accent: The entry-level subcompact gets a 2.1 percent improvement in gas savings from reduced wind drag. Among other things, the car is fitted with an underbody panel to keep air from becoming trapped underneath, a feature previously found in more expensive cars.
• Ford Focus: The new version, which went on sale earlier this year, is seven percent more slippery than the one it replaced. Among the changes were more aerodynamic side mirrors,wheel wind deflectors, a panel underneath the front end, shutters that close behind the grille at higher speeds and moulding on the front roof pillars aimed at smoothing out air.
• Nissan Versa: The new subcompact that went on sale this summer is more than an inch lower than the one it replaces, to make it more aerodynamic.
• Honda Civic: The new version has a rear spoiler and wheels that have a flatter surface to prevent trapped air. It gets a 1.3 km-per-litre improvement. “It’s the best fuel economy for a sedan with an automatic transmission in the industry,” says Honda’s Kurt Antonius.

Designers and engineers have tried to perfect exteriors in wind tunnels since the gas shortages of the 1970. They keep finding new tricks – including the smallest ones.

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