We borrowed a 3.5SE six-speed model for evaluation, since the priorities of this magazine tend – as you’ve possibly noticed – toward the sporting lunatic fringe. All models get the same engine – Nissan’s ubiquitous VQ-series 3.5-liter V-6 – which seems tunable for almost any application.

In the Maxima, the V-6 produces 265 horsepower and 255 pound-feet of torque, much of which is available throughout a broad engine-speed range. In fact, so torquey is this engine that the driver must take care to launch with relatively few revs on the dial to avoid abusing the clutch.

Thanks to an electronic drive-by-wire throttle that in our test car had a mind of its own, that was easier said than done. In fact, the distinctly nonlinear response we got from our car made performance testing difficult, rendering effective wheelspin modulation a real challenge.

Which probably explains why this car looks slower on paper than the last Maxima we tested in October 2002, requiring 6.4 seconds to achieve 60 mph (instead of 6.0) and 15 seconds flat to cover the quarter-mile. The last Maxima took only 14.7 seconds to do the same job.

Such are the risks one runs with pre-production cars, so don’t be surprised to see the figures improve when we test a final-spec production Maxima. However, what probably won’t improve is the fairly pronounced torque steer that afflicted our car. Because the Maxima is built on the same front-engine, front-wheel-drive large-car platform as the Altima, it exhibits the same weaving responses to aggressive throttle application, and the same wheel-tugging steering fight.

This sort of insolence cost the Altima dearly in our mainstream-sedan comparison test last month, helping relegate it to a sixth-place tie, and we’re disappointed to see the same symptoms manifested so clearly in the new Maxima. Audi has a well-publicized suspension geometry that quells this kind of thing, and most of the other players in the front-drive, high-torque category have dealt with it to a reasonably satisfactory extent. So why not Nissan?

It raises questions about possible cost-cutting measures necessary for an aggressive model-rollout strategy. Although this may prove to be a gamble that pays off as Nissan’s business case improves, it’s a regrettable flaw in an otherwise attractive product.

For this 2004 rebirth, Nissan kept the Maxima concept close to the current formula, with changes to interior dimensions so slight they are unlikely to be noticed. For example, front headroom is reduced by 0.8 inch, and rear hiproom increases by 1.1 inches. Basically, there’s still enough space in this car to comfortably convey four adults, even with a new arched roofline that trims rear headroom by 0.3 inch.

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The Fit’s chassis has been redesigned and upgraded, too. First, the body structure is overhauled, incorporating Honda’s Advanced Compatibility Engineering structure, which, with the aid of super-computers, identifies key stress- and load-bearing areas of the structure.The result is a stronger, lighter, and more rigid platform to tie the suspension pieces to. Of course, with the new subframe, the suspension is recalibrated as well. In fact, although the design of the front and rear suspension has not changed, Honda has redesigned every piece of the front steering and suspension to take advantage of the stiffer front end. As you might expect, the biggest place where that improvement shows up is on hard and fast cornering, on and off throttle. With the longer nose, newly designed lower control arms, and reprogrammed electric power steering (it’s faster now), the handling feels more precise and confident when pushed. Additionally, the rear torsion beam suspension has longer trailing arms and newly calibrated bushings, freeing up more interior space and reducing rear body roll. The new Fit will likely be a touch quicker to 60 mph (most likely in the low 9s) and considerably quicker around our figure-eight test. It’s also worth mentioning that the steering feels much more confident as a result of the new suspension mounting points and the electric power-steering recalibration. The helm remains quick and sporty (thank you, Honda, for not numbing the new system for the masses), preserving the agile feel of the Sport model.

The bottom line here is that this second-gen Fit gives more in every way for a small bump in price. Will this vehicle continue to play well with Gen-Yers, yet lure those looking for a better downsizing option? From what we’ve seen, both groups should get everything they need. This new Fit does it all in spades, which could translate to as many as 100,000 units next year. Honda says this segment is likely to keep growing in 10-percent leaps for the next several years. No doubt the Versa, Yaris, and Scion vehicles will need to respond. Let’s just hope their upgrade checklist is as long and as thorough as Honda’s was this time around.

Base-model 2009 Fits will start at $15,190 for the manual trans; the Sport automatic will start in the $17,550 neighborhood; and a fully loaded Fit Sport with Nav and VSA will play in the $19,400 ballpark. Certainly no longer cheap, but it’s still a big bang-for-the-buck player.

FIND THE PERFECT FIT

1. Basic Fit – (a)Manual $15,190 (b) Auto 15,990 (c) Features: 14- or 15-inch wheels, plain front bumper, black side mirrors, telescoping steering wheel, aux jack, MP3/WMA playback, visor vanity mirrors, passenger-seat back pocket, driver window auto up/down, auto door locks by speed.

Expected Sales Percentage: 20

2.  Sport Fit – (a)Manual $16,700 (b) Auto $17,550 (c) Features: 15- or 16-inch alloy wheels, sporty front bumpers, side sill garnish, rear wing spoiler, foglights, exhaust tips, body-color side mirrors, cruise control, keyless entry, security system, USB connect, leather-wrapped steering wheel, paddle shifters (auto only), sound-system tweeters, driver-side armrest, map lights.

Expected Sales Percentage: 70

3.  Sport Fit W/Nav – (a) Manual $18,550 (b) Auto $19,400 (c) Features: Same goodies as the Sport Fit, but with navigation system and Vehicle Stability Assist.

Expected Sales Percentage: 10

2009 HONDA FIT

VEHICLE LAYOUT                    Front engine, FWD, 5-pass, 4-door hatchback

ENGINE                                        1.5/117-hp/106-lb-ft SOHC 16-valve 1-4

TRANSMISSIONS                       5-speed manual; 5-speed automatic

CURB WEIGHT                           2500-2600 lb (mfr)

WHEELBASE                               98.4 in

LENGTH x WIDTH x HEIGHT        161.6 x 66.7 x 60.0 in

0-60 MPH                                     9.5 – 11.5 sec (MT est)

EPA CITY/HWY FUEL ECON          27-28/33-35 mpg

CO2 EMISSIONS                         0.63-0.66 lb/mile (est)

ON SALE IN U.S.                         Currently

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Take the Fit. Honda brought it into the U.S. in 2006, reluctantly and with low expectations, hinting it would be happy to sell 50,000 units. Fuel prices jumped and now Honda’s looking to sell a tick over 90,000 units by the end of this year. Which is perhaps why Honda is introducing an all-new Fit for 2009.

The first thing you’ll notice about the Fit is its more stylish and aerodynamic look. It’s as if the nose and tail have been pulled from one another to give it a more forward-leaning, angular stance. Honda says its biggest challenge was to keep the Fit looking like a minicar but make it bigger in every dimension. The overall shape of the vehicle is longer by 4.2 inches, wider by 0.5 inch, longer in wheelbase by 1.9 inches, with more shoulder and headroom as well. Other key exterior changes include larger front quarter windows; larger, shapelier headlights, and sportier body-kit-like moldings.

The interior also gets a host of upgrades. Seats on all trim levels are new, with the Sport-model cloth seats a huge improvement over those of the previous generation, providing gobs more lateral and vertical support. The rear seats, in particular, take advantage of a lower floor and offer a one-touch pivot-down fold-forward control (called Magic Seat) that turns the rear area into a cavernous storage bin with almost 60 cubic feet for cargo space.

Honda has still managed to include 10 cupholders, eight storage slots, and even two hidden compartments for maps and iPods or to keep contraband from prying eyes. The gauge cluster and HVAC configuration are completely new and have a more refined, most-definitely non-entry-level fees to them now. In fact, the Fit will offer a full nav system and vehicle stability-control system (packaged together) on the highest trim level. Unfortunately, that doesn’t make a loaded Fit a cheap date anymore, listing for a smidge over $19,000 (fully loaded Sport).

We got behind the wheel of a Sport model with the automatic transmission, which includes paddle shifters. For something this small and inexpensive, it’s one of the most fun cars we’ve driven in a long time. Honda still offers the 1.5-liter I-4, but due in large part to several key improvements to the engine – most notably the use of a new i-VTEC system – it offers better performance and better breathing efficiency, both of which add to improvements in horsepower and torque. Honda has accomplished this while making a one-mpg improvement to the car’s overall fuel economy (27-28 mpg in the city, 33-35 on he highway)

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The 2.0-litre with automatic works really well partly due the amount of horsepower Kia can extract from such a relatively small engine but mainly due to the ability of the six-speed automatic to make the most of what it has to work with.

Michigan is beautiful in the fall made more so by the crimson and gold leaves lining wonderful back roads with a smattering of traffic.

People there tend to keep to the speed limit, making passing a non-issue outside of town, the same being said about merging from the on-ramp onto four-lane highways.

The controls were logically placed and easily marked which Kia has become good at doing. All in all, the Kia Forte 5 makes the same favourable impression as the Sedan and Koup and helps live up to the Kia motto of “the power to surprise.”

SPECS

front-engine, front-wheel-drive

2.0-litre DOHC inline four-cylinder

(156 hp, 144 lb-ft); 2.4-litre DOHC inline

four-cylinder (173 hp and 16 lb-ft of torque

Fuel: Manual 2.0-litre 8.1/5.7L/100 km city/highway; Auto 8.0/5.5L/100 km;

Manual 2.4-litre, 9.2/6.2L/100 km,

Auto 9.0/6.2L/100 km

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Only when that unholy din is subdued does the GT3 RS sound anything like the smooth, sophisticated Porsche 911 we’ve all come to know and love.

But sitting in neutral, ticking away at its sub-1,000- r.p.m. idle with not even a hint of the orchestral exhaust music that awaits, the GT3 has already announced it is a race car. Although the ruckus is admittedly slightly attenuated from that of a track-only IMSA car or purebred Le Mans racer, there’s no mistaking all those mechanical grumblings for anything other than a highly tuned machine scrubbed of all unnecessary amenities (the carpeting is shaved to save weight, for gosh sakes), sound-deadening material and anything else not specifically dedicated to wringing every last ounce of speed out of its 4.0-litre highly tuned boxer six-cylinder.

Squint hard enough and the RS’s impatient idle is so authentic the Porsche factory’s parking lot is really Circuit Paul Ricard’s pit lane, the security guard is your pit crew and that uniform he’s wearing is really a Nomex fire retardant suit.

But there’s a third act, one that involves the twin conical aftermarket air filter kits feeding the larger 53-millimetre intake tubes. As the revs stretch for that last 2,000 r.p.m. to the RS’s 8,500-r.p.m. redline, those great honking intakes start making a sucking sound so convincing you start worrying for the poor birds flying overhead lest they get caught in the vacuum and are barbecued atop some high-compression Mahle pistons.

Naturally, all this assumes you have time to pay attention to this aural delight. All the internal-combustion music is the direct result of one seriously breathed-on boxer motor, one Porsche claims is churning out 493 horsepower. That’s the most ever from a normally aspirated 911 motor and within spitting distance of the immortal, twin-turbo-charged Turbo S.

Indeed, Porsche says the GT3 accelerates to 100 kilometers an hour in just 3.9 seconds, a time rendered even more impressive when you consider the RS is only available with a retro-tech six-speed manual gearbox that lacks the launch-control trickery of the Turbo’s PDK tranny.

But, in truth, neither the symphonic engine note nor the acceleration is the big surprise – the former because Porsche’s engines always sound sporty; the latter because even I can read press kits and 493 h.p. driving only 1,360 kilograms of car is always a recipe for ungodly acceleration.

Rather, it’s the amazing tractability of this motor that continued to astound long after I got used to just how quickly it could make the telephone poles fly past. This engine is tuned within an inch of its life.

Porsche didn’t start with its latest high-tech direct-injection boxer six when it created the new GT3 RS, but something called the Mezger engine – posed by the old block design – but to lengthen the stroke rather than bore the cylinders. That means those poor 102.7-mm pistons are traveling an almost Formula One-like 22.8 metres per second when the GT3 spins all the way to 8,500 r.p.m.

Engines like these are supposed to be highly strung beasts, temperamental in their comportment and ready to grenade at the slightest provocation. Instead, the GT3 is a model of civility (apart from the aural cacophony of meshing gears and booming exhaust, is easy. Street-legal it may be, but a daily driver it is not. Besides that stiff clutch, slightly reluctant gearshift lever and all that noise, there’s a suspension as stiff as Mike Huckabee’s speech delivery (the adjustable suspension offers two settings – immovable and intractable), tight-fitting, non-adjustable Recaro sports seats (conventional seats are available as a no-cost option) and brakes more sensitive than a Greek civil servant asked to give up his pension benefits.

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It is called the Kia Forte 5, and as the name implies, it’s a five-door compact hatchback. But with up to 550 litres of cargo volume, it is a station wagon both in capacity, utility and appearance.

Sharing the same architecture as the Hyundai Elantra Touring, the taut lines at the front penned by Kia chief  designer, Peter Schreyer, must by necessity give way to the more rounded lines at the rear to accommodate all kinds of cargo space.

It still is a very handsome design and a world away from the drab looks of the pre-Shreyer era. The Forte 5 will be available with a choice of two, inline four-cylinder engines starting with a 2.0-litre producing 156 hp and 144 lb-ft of torque found in the entry-level LX and the mid-level EX.

The other is the trusty 2.4-litre “world engine” used by a number of manufacturers besides Kia. It produces 137 hp and 168 lb-ft of torque and is used in the top trim SX.

A six-speed manual is standard for all three models with a six-speed automatic optional. Fuel consumption starts at 8.1/5.7L/100 km city/highway for the 2.0-litre manual to 8.0/5.5L/100 km for the automatic. With the 2.4-litre, the manual returns 9.2/6.2L/100 km while the automatic gets 9.0/6.2L/100 km while the automatic gets 9.0/6.2L/100 km.

Notice how advances in transmission engineering are starting to make the automatics more fuel efficient than manuals which has been historically the opposite for decades.

Six airbags, electronic stability control, traction control, anti-lock four-wheel disc brakes, brake assist and electronic brake force distribution are all standard and this is in a car. I drove both the LX and EX models starting with the LX with automatic.

Besides all the safety stuff the LX is surprisingly well equipped for the price with standard power windows/locks/power and heated mirrors; Bluetooth connectivity, 60/20 split rear seat and steering wheel-mounted audio controls.

One thing you can’t get on the base LX is air-conditioning. Rolling around outside Ann Arbor, Michigan, usual co-driver and I discussed how far and how fast Kia has developed in such a short time.

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