Chevrolet Cobalt SS Supercharged vs. Honda Civic Si vs. Scion tC Supercharged vs. Volkswagen GTI
Introduction
At the foot of the northernmost runway at Los Angeles International Airport, tucked up against the side of a parking garage and equipped with outdoor seating that provides patrons with up-close-and-personal views of a Boeing 747’s landing gear, sits a bustling In-N-Out Burger joint. Part of the In-N-Out fast-food chain that blankets the southwestern part of the U.S., this particular restaurant is notable for its LAX location, within clear view of visitors and tourists who are landing on the adjacent runway as well as those who are traveling down Sepulveda boulevard as they depart Southern California. This convenient spot capably serves the multitudes that have gotten hooked on the delicious hamburgers, fresh-cut French fries, and homemade milk shakes that In-N-Out has served since 1948, people who need their fix as soon as they step off the plane or want to indulge just one more time before they head for wherever home is.In-N-Out is successful because it makes inexpensive, pleasurable, quality food, and people love to have a good time on a dime rather than a dollar. Of course, there are compromises to be made. The menu is limited to burgers, fries, shakes, and sodas. There’s usually a line to reach the counter, and the wait for your order number to be called is interminable while sitting on the cold, hard swivel seats, head swimming in the intoxicating aroma of grilled onions and grease while your stomach growls uncontrollably. But when that red plastic tray of yummy goodness lands on your table, the wrapper of the cheesy Double-Double is peeled back, you take that first eager bite, and your taste buds revel in the toasted bun, the crispy lettuce, the creamy dressing, and the steaming beef, you feel like you’ve gotten far more than your five bucks worth of happiness.
Bang for the buck: we Americans want it in everything, not just food. With the run-up in gas prices during the past year, this in-bred emphasis on value has become increasingly important when it comes to our choice of vehicles, too. Smaller, fuel-efficient, but still well equipped models are more appealing than ever, and consumers are becoming increasingly educated about the effects of global warming, making it even more important to burn as little fuel as possible. These shifts in the market have most experts predicting that compact cars are back to stay in a big way, and help to explain the media frenzy over and dealer mark-ups on econo-boxes like the new Honda Fit and Toyota Yaris. Clearly, until household budgets can swallow the new reality of paying three bucks for a gallon of gas, small cars will be high on consumers’ shopping lists – if not for a primary vehicle, then as a commuter car and grocery getter.
Enthusiasts have been hit harder than many people by rapidly escalating gas prices, because they typically choose performance models with larger engines and fatter price tags. Because they make bigger loan payments and pay more at the pump, people who love to drive are also eyeing the small car market with renewed interest – but not vehicles like the Fit and Yaris equipped with fuel-sipping engines and little horsepower. Instead, these consumers are seeking out the “cheap thrills” on the market, cars that take the value inherent in compacts while adding go-fast goodies that make them genuinely fun to fling down a favorite road. Commonly called sport compacts, these performance-tuned pocket rockets are available in a range of models and styles, from roadsters like the Pontiac Solstice to crossover SUVs like the Mazda CX-7.
To find out just how easy it is to blend performance and practicality into a single vehicle, we decided to round up a selection of sport compact coupes that were new for 2005 or 2006. (Well, two are actually three-door hatchbacks, but that’s close enough.) After a week of driving the four cars during the typical SoCal commute, on twisty mountain roads, and at a local race track, we found each to have it merits, but only one proved to match In-N-Out Burger’s irresistible blend of price, quality, and tasty goodness, making it the four-wheeled equivalent of a Double-Double with grilled onions and extra pickles.
The idea of a sporty, compact car is not new. Turn back the clock, and you’ll find them in every decade since Henry Ford stuffed a V8 engine into the 1932 Model 18 sport coupe almost 75 years ago. Historically, these types of cars were two-door coupes or sedans, a smaller model equipped with a larger engine. This formula eventually produced the 1964 Pontiac GTO, and the muscle car was born, leaving vehicles like the original Chevrolet Camaro, Ford Mustang, and Pontiac Firebird to serve consumers looking for an affordable blend of fun and function. Ever since then, automakers from around the globe have served this need, sparingly at times, but consistently.
Today, the phrase “sport compact” conjures images of ten-year-old Hondas with aftermarket coffee-can exhaust outlets, oversized body kits, slammed suspensions, and useless decklid wings that vibrate from trunk-mounted subwoofers while their drivers hasten the deterioration of their hearing. In reality, a range of factory-tuned sport compacts with mature design and detailing are available for the taking, running the gamut from convertibles like the Pontiac Solstice and sedans like the Nissan Sentra SE-R to wagons like the Toyota Matrix XRS and hatchbacks like the Mini Cooper S. Even SUVs are getting smaller and sportier: check out the new Acura RDX and Mazda CX-7, for example.
For this comparison test, we chose to stick with tradition, limiting eligible players to models with one door for the driver and one door for the front passenger. From that list, we made sure America, Europe and Japan were fairly represented by selecting long-standing entrants that have been completely redesigned for 2005 or 2006, and then tossed in a newcomer that has successfully captured the attention and expendable income of Generation Y, the Echo Boomers, Millennials, the Net Gen, or whatever else you want to call the large group of people that started arriving on the planet about the same time disco was dying. Each combatant was fitted with front-wheel drive, a manual transmission, a four-cylinder engine that makes around 200 horsepower, and mechanical tweaks for greater performance. Here’s a closer look at the Chevrolet Cobalt SS Supercharged, Honda Civic Si, Scion tC Supercharged, and Volkswagen GTI:
2006 Chevrolet Cobalt SS Supercharged:
Whitney Houston was saving all her love for you, not chasing the dragon, when the 1986 Chevrolet Cavalier Z24 debuted with a “high-output” 120-horsepower V6, 14-inch wheels wearing Eagle GT performance tires, and a tasteful ground-effects body kit. Over the next 15 years, the Z24 badge was slapped onto coupes, convertibles, sedans, and hatchbacks, each concocted of equal parts performance tweaks and paint-and-sticker trim. By the time the Cavalier’s overextended run ended in 2005, the Z24 had been replaced by the virtually ignored LS Sport model.
Twenty years after it arrived on the market, the Cavalier Z24’s descendant is the 2006 Chevrolet Cobalt SS, a sleek coupe equipped with a 205-horsepower supercharged four-banger, 18-inch forged aluminum wheels wearing Pirelli PZero Rosso performance tires, and a tasteless wing towering over the trunk lid. Look past the boy-racer spoiler, and you find a serious performance car hiding under the Chevy’s econo-coupe clothing. The suspension was tuned on Germany’s famous Nürburgring race track, equipped with MacPherson struts up front and a torsion beam axle in back. Yeah, you read that right: a torsion beam rear suspension. When you drive this car, though, you can’t even tell. Four-wheel-disc brakes, vented in front and equipped with ABS, are also part of the deal, and the steering is calibrated specifically for the SS Supercharged model. A five-speed manual transmission with a 4.05:1 axle ratio puts power to the pavement through the front wheels. The Cobalt SS also gets special trim inside and out.
For 2006, Chevrolet added regular-strength versions of the Cobalt SS to the lineup in coupe and sedan format. These models are not supercharged, and can be equipped with an automatic transmission if you can’t shift a manual gearbox. Our test car was a standard 2006 Chevrolet Cobalt SS Supercharged coupe equipped with XM satellite radio for $325. The sticker price was $20,815 including the $590 destination charge, ranking the Cobalt as the most affordable car in the test.
2006 Honda Civic Si:
Honda first affixed a red “Si” badge to the Civic CRX in 1985, creating a sensational little two-seater with a fuel-injected 1.5-liter engine making 91 horsepower, which wasn’t bad for a car weighing just under 2,000 pounds. The following year, the Civic Si hatchback debuted, with the same powertrain and extra weight but with a larger cargo area and four-passenger capacity. The on-again, off-again Civic Si gained size and power through the years, switched from hatchback to coupe and back, and enjoyed varying levels of popularity, but it never wavered from its mission of delivering efficient performance in a lightweight package.
Two decades on, the 2006 Honda Civic Si is a two-door coupe making 197 horsepower and weighing as much as that original model did with a few dudes the size of Larry The Cable Guy on board. That makes its 2.0-liter four-cylinder’s engine’s paltry 139 lb.-ft. of torque an acute liability. Another upgrade unique to the Si includes a short-throw six-speed manual transmission with a helical-type limited slip differential and a 4.76:1 gear ratio, which transfers power forward to 17-inch alloy wheels shod with 215/45 Michelin Pilot all-season performance tires. A sport-tuned, speed-sensitive electric power steering system with quicker response than other Civics guides the Si, while four-wheel-disc brakes with ABS and electronic brake-force distribution bring it to a stop. Suspension is four-wheel independent, MacPherson struts in front with a reactive-link double-wishbone arrangement in the back.
Sport-bolstered front seats, aluminum trim bits, and a rev-limit indicator are included on the inside, while a unique decklid spoiler and special sport grille differentiate the Si from other Civics on the outside. Standard equipment includes a 350-watt sound system with a six-disc CD changer and an iPod input jack, side-impact and side-curtain airbags, and a power moonroof. Factory options include a voice-controlled navigation system with touch screen, XM satellite radio, and a digital audio card reader, in addition to Michelin Pilot Exalto summer performance rubber that can be swapped in for $200. Honda dealers can install a variety of add-ons – including 18-inch wheels and tires.
Our sample 2006 Honda Civic Si included the factory navigation system, which added $1,750 to the base price of $20,840 for a total sticker of $22,590 including the $550 destination charge. Those requiring more interior space or the added convenience of two additional doors will want to wait for the Honda Civic Si Sedan, which debuts sometime next year.
2006 Scion tC Supercharged:
Scion is a new brand created by Toyota to reach Generation Y, and the tC is the sportiest, most expensive model in the youth-oriented lineup. Though not a direct replacement, the Scion tC arrived just as the Toyota Celica was sent to the executioner. First appearing in America for 1971, the four-seat Celica gained in popularity until designers apparently began spending too much time in the Metropolitan Museum of Art’s Salvador Dali gallery during the late 1980s and 1990s. By the time the Celica’s styling returned to normal in the form of a beautifully-sculpted wedge for 2001, loyal buyers had moved on, despite the availability of a high-revving 180-horsepower engine and six-speed manual gearbox in the GT model.
Enter the Scion tC, designed to appeal to youthful buyers looking for an upscale look without paying an upscale price. The standard engine is a torquey 2.4-liter inline four-cylinder making 160 horsepower. Your choice between a five-speed manual or four-speed automatic puts the power to the ground through the front wheels, sharp-looking 17-inch alloys wearing 215/45 Bridgestone Potenza tires. With a double-wishbone suspension front and rear, four-wheel-disc antilock brakes with electronic brake-force distribution, and rack-and-pinion steering, the Scion comes ready to play right out of the box.
Our test car, however, came equipped with the dealer-installed Toyota Racing Development supercharger, which boosts power and torque for an additional $3,200 plus installation costs ($480 in dealer labor for a tC with a manual transmission at Longo Scion in California). The end result is an estimated 200 horsepower at 6,200 rpm and 184 lb.-ft. of torque at 4,200 rpm. Our test sample also came with a TRD Performance Exhaust system ($525), as well as other overpriced add-ons such as a ground effects kit ($995), a rear spoiler ($385), and an OBX shift knob ($59). Side-impact and side-curtain airbags ($650), floor mats and a cargo mat ($145), an iPod-compatible Pioneer audio deck ($260), and a Scion Security System ($469) brought the as-tested total to $23,403 – not including dealer installation fees for the added parts. Yikes.
If you’ve got even more money to spend, you can have the dealer upgrade the tC’s suspension, install a quicker shifter and a performance clutch, and add 19-inch Racing Hart wheels shod with Pirelli PZero tires. Plus, there are numerous ways to “optomize” your Scion tC through aftermarket parts vendors, from a navigation system to illuminated cupholders. You could literally double the Scion tC’s base price with aftermarket parts, if you choose. Hey, personalization has its price.
2007 Volkswagen GTI:
In 1983, Volkswagen decided that Europeans shouldn’t be having all the fun, and brought the GTI to American shores, creating an instant classic and a horde of imitators that never got the recipe quite right. Though our GTI wasn’t as potent as the European model, it made 90 horsepower from a four-cylinder engine larger than what came in the standard Rabbit, along with a close-ratio five-speed manual transmission, bigger wheels and tires, sport-tuned steering, and better bolstered seats. Sharp-looking alloy wheels and blacked-out trim were also part of the package, making the Rabbit GTI a handsome “sleeper” in its day. Of the four cars assembled for this test, the GTI is the only continuously running nameplate of the bunch.
Today’s GTI still gets nice wheels and similar trim, along with the same kinds of performance tweaks that made the original an icon. A turbocharged, direct-injected four-cylinder whips up 200 horsepower and a thick wallop of torque, transferred to the pavement through a six-speed manual gearbox or an optional Direct Shift Gearbox (DSG) sequential manual that has been touted by critics as the best of its kind at any price. Standard 17-inch wheels with 225/45 Continental Sport Contact2 tires keep the GTI glued to the ground, or you can choose optional 18-inch rims equipped with 225/40 summer rubber. This year marks the first time the GTI gets a four-wheel independent suspension, with MacPherson struts up front and a four-link setup in back. Four-wheel-disc antilock brakes with electronic brake-force distribution are standard, along with electro-mechanical power rack-and-pinion steering. The GTI also includes a stability control system, the only car in the group available with this technology.
Our test car was painted Candy White, a 2007 model fresh in the media fleet and not equipped with an accurate window sticker, so all prices are from 2006. It came with Package #1 ($1,370), which adds a power sunroof and XM satellite radio, and with the $630 destination charge tossed in, it ran $23,990, making it the most expensive car in the test. If you’re interested in a sedan, check out the Jetta GLI, which is the exact same car with two extra doors and a ginormous trunk for a few hundred bucks more.
Powertrain
Nobody buys a sport-compact coupe to toodle along in traffic with the commuting masses. These cars are made to slice and dice between the office drones trudging along in their look-alike Accord and Camrys, sipping Starbucks and listening to National Public Radio, so getting the powertrain right is critical. Each of our contestants came equipped with a four-cylinder engine, but before you groan about a lack of motivation, check the stats: the least powerful car registers 197 ponies on the horsepower scale. Since these cars are frequently used as daily transpo, torque is just as important when shopping lanes during rush hours because the car needs to respond quickly and take advantage of holes in traffic. As important as horsepower and torque, however, is a sport-compact car’s transmission. The shifter needs to feel good, the clutch needs to be easy to engage, and the last thing you need when zipping around Grandma in her pristine Buick LeSabre is a missed shift.
Scion tC Supercharged: Fourth Place
Despite its $3,200 supercharger and 200 horsepower, the Scion tC Supercharged slipped into last place by less than a tenth of a point because of its gearbox. The juiced 2.4-liter motor pulls strongly, but wasn’t as lively or as rev happy as our two favorites, and at least one test driver complained that it was too easy to bang into the tC’s rev limiter in lower gears. We did prefer the Scion’s engine to the torque-deficient Honda Civic Si, mainly because its supercharger provides quicker, low-effort response to a prod of the gas pedal. Plus, it’s important to note that the Scion scored the second best average fuel economy of the test, at 22 mpg. However, every editor on staff complained about the Scion tC’s long-throw gearbox, griping about the lack of a sixth gear for highway driving, kvetching about a balky clutch, and moaning about the add-on OBX gearshift knob. Of course, you can swap out the standard five-speed transmission for a close-ratio unit with a performance clutch, but that’s gonna cost extra – like every other go-fast goody in the Scion’s bag of tricks. The other cars in the test do just fine right out of the box.
“Lacks torque, must keep revs high. Very long throws, buzzy at highway speeds – needs a sixth gear.” – Blackett
“Aggressive shifting is difficult with so much third-gear real estate.” – Chee
“More responsive than Civic; less than or equal to Cobalt. Tranny feels sloppy.” – Perry
“Strong but not lively like GTI; more like SS but without a revvy nature. Easy to bang rev limiter. Long throws, clutch a bit balky.” – Wardlaw
Honda Civic Si: Third Place
Ten years ago, everyone was very impressed with Honda’s Variable Valve Timing and Lift Control (VTEC) technology, which extracts maximum power and efficiency from a four-cylinder engine. Today, it’s clear that Honda needs to get on board with supercharging and turbocharging. Yes, output of 197 horsepower from two liters of displacement is an impressive engineering feat, but 139 lb.-ft. of torque just ain’t getting the job done. To make this mofo move, you’re spending a ton of time high in the rev range, shifting between second, third, and fourth gears and making plenty of noise about the fact that you’re driving harder than most cops would like. This is fun at first, but gets old after awhile. Even though the Civic Si returned a test average of 23 mpg including a good flogging at the track, and despite a six-speed manual gearbox that is sheer joy to row, it barely beat out the Scion tC Supercharged for a third-place ranking in the powertrain department.
“What a dog. Slightly more power above 6,000 rpm, but you have to wait awhile for revs to climb and there’s not much of a payoff. Big disappointment.” – Blackett
“Live high in the revs and you’ll enjoy this car, or low enough not to be bothered. The transmission – loved it, even though it makes you work.” – Chee
“Low on torque until VTEC kicks in. Great shifter, short and smooth.” – Perry
“Dearth of power unless you flog it. Lots of racket, not much forward thrust. Tight little shifter.” – Wardlaw
Chevrolet Cobalt SS Supercharged: Second Place
Who could predict that GM’s rather unrefined Ecotec four-banger could be turned into such an entertaining powertrain? Equipped with a supercharger and making 205 horsepower as well as 205 lb.-ft. of torque, the Chevy Cobalt SS Supercharged was a crowd pleaser, its greatest strength the ability to entertain no matter where we drove it – city, country, highway, or race track. This flexible character helped us to overlook the Cobalt’s 19.6 mpg test average, but ultimately we decided that the Chevy’s lack of refinement and less entertaining torque band relegated it to second place.
“Engine has good power; builds strong and steady through the revs. Slick five-speed with short throws.” – Blackett
“Ribbons of power, and transmission is well matched. All in all a pleasure to drive, either taking corners or going straight.” – Chee
“Very sporty, pulls hard, lots of torque at all RPM.” – Perry
“Doesn’t feel as lively as GTI – torque band not as thick. Clutch takes up high – easy to slip it. Not the most refined powertrain.” – Wardlaw
Volkswagen GTI: First Place
We’re big fans of Volkswagen advertising these days, making friends with our fasts and un-pimping our autos, but hopefully not getting T-boned in an intersection after a lovely evening out with friends. However, this is not why the Volkswagen GTI comes in first as our choice for best powertrain. Smooth, refined, and whooshfully responsive, the GTI’s 207 lb.-ft. torque peak is spread across a Kansas-flat plateau stretching from 1,800 to 5,000 rpm, where the 200 horsepower pick up the slack from 5,100 to 6,000 rpm. The result is an exceptionally responsive car, one that rushes to speed with grace and alacrity, one endowed with what seems like an endless well of power. The Volkswagen GTI is a real thrill ride.
“Nice off-the-line power. Don’t feel the turbo – no lag. Pulls well in all gears.” – Blackett
“Too quick to redline, but only because you simply can’t drive this car any way but flat out.” – Chee
“This car pulls hard, definitely the smoothest. Loves to rev. Lots of torque. Smooth shifter.” – Perry
“Tons of thrust. Smooth and responsive, but shifter is a bit rubbery with average throws. Heat affects turbo.” – Wardlaw
Street Driving
The point of buying one of these four cars is to have fun while driving, period. Otherwise, you’d be saving your money by choosing the less entertaining models on which these four sport compacts are based, spending it instead on the newest tomes featured in the Quality Paperback Book Club’s monthly catalog, or maybe getting your Pomeranian a pedicure to match your own. That means a sport compact must possess thrilling handling in addition to a punchy powertrain. It must turn the task of driving into an adventure to be relished rather than a chore to be endured. Finally, since a car like this is usually used as a daily driver, it must balance impressive feats of braking, steering, and grip with a ride quality that won’t fuse your spine’s lower vertebra. Our winner meets these criteria with ease.
Scion tC Supercharged: Fourth Place
For cruising around town, the 2006 Scion tC Supercharged works just fine once you get used to the poor brake pedal feel. It’s quick, it’s got a nice ride quality thanks in part to its long wheelbase, and when you don’t ask much of the tC, it comes across as a good value for the dollar. The trouble is, the Scion tC isn’t a great performer out of the box, nevermind those standard 215/45 Bridgestone Potenza tires mounted to handsome 17-inch alloy wheels. The steering is vague, the body rolls excessively, and the anti-social brakes don’t get any better. The result is a car that’s little fun to drive, therefore missing the main reason for choosing a sport compact car in the first place.
“Brakes feel squishy, a little nerve-racking in hard corners. Lots of body roll, vague and unresponsive steering, floaty and detached ride – feels ready for a leisurely Sunday drive rather than aggressive cornering.” – Blackett
“Really vague steering, needs a suspension kit in order to compete with these other vehicles, most compliant ride, not really fun to drive.” – Chee
“Understeers, gets twitchy under hard cornering and braking, difficult to drive fast, firm but not harsh ride.” – Perry
“Terrible brake pedal feel. The car grips well and the tires don’t squeal, but the body rolls and the steering is awful. Long wheelbase provides good ride.” – Wardlaw
Honda Civic Si: Third Place
Our 2006 Honda Civic Si was not equipped with the summer tire option, Michelin Pilot Exaltos that add $200 to the bottom line. Based on our test team’s comments, this would have been $200 well spent, because each driver rated the Civic’s handling on the standard 215/45 Michelin Pilot HX MXM4’s as merely adequate. Some also thought the Civic’s brakes were too touchy, and that the electrically-assisted steering filtered out too much road feel even if the assist levels and responsiveness were spot on. The taut ride helped to make the Civic Si feel more buttoned down in the city than the smooth Scion, and the quick steering made it easy to maneuver in traffic. Still, we didn’t enjoy driving the Civic as much as the other two cars in this test, whether commuting around town or blasting along our favorite two-lane roads.
“Very touchy but effective brakes. Dances too much on high-speed sweepers, and the steering is hard to modulate – it’s not tight enough, and needs more road feel.” – Blackett
“Felt some fade when the brakes heated up. On twisty roads, the back end loses composure pretty quickly and the tires really squeal. During regular driving it feels nicely buttoned down, right up there with the GTI as far as providing an enjoyable daily ride.” – Chee
“Corners OK but you have to work really hard to wring it out. Suffers typical understeer. Firm ride – surprisingly firm for a Honda product.” – Perry
“Instant brake pedal response – almost touchy. Decent grip could be better with summer tire option. Steering is almost surgically precise with perfect assist levels. Body rolls some, but you can almost drift this car. Pleasingly taut ride.” – Wardlaw
Volkswagen GTI: Second Place
Volkswagen could have taken first place here, if not for its brakes. Considering how capable this car is otherwise, the poor braking system is an even greater disappointment. Three out four of our test drivers complained about fade and feel, which kept us from confidently exploring the GTI’s other performance parameters during the twisty road portion of our loop. Around town, where brake fade was not a problem, the GTI was the perfect companion, providing an exceptionally absorbent ride on the broken and crumbling streets of Los Angeles while simultaneously serving up the responsive handling required to slice and dice through the city’s notorious traffic. If you decide to buy a new GTI, your first upgrade should be a better set of binders.
“Lots of brake fade when they’re hot and abused. Responsive steering with good road feel, and it’s a great feeling to grip the GTI’s thick leather-wrapped wheel and slice through the twisties.” – Blackett
“Too much pedal play for the brakes. Tire grip is excellent with very little squeal.” – Chee
“Good brakes with good feedback. GTI understeers but isn’t twitchy, though the steering is a bit light at speed. Best ride quality of the lot.” – Perry
“Brakes are not confidence inspiring. Body roll is an issue, and the tires give up when pushed. The GTI’s steering is excellent, and the ride is soft, smooth, but 100-percent communicative.” – Wardlaw
Chevrolet Cobalt SS Supercharged: First Place
Based on our week-long testing of these four cars, Chevrolet’s Cobalt SS – surprise! – does the best job of delivering a grin each time you drive it, whether with the docility required in a car used primarily to travel from Point A to Point B or when hammering it along a favorite back road. GM engineers did their homework in producing the Cobalt SS, and despite its torsion beam rear suspension, this is the car we’d prefer to drive on a daily basis for its ability to entertain at all times, whether the venue is a city street, an Interstate highway, or a twisty mountain two-lane.
“Good brake pedal modulation, no fade, panic stops are quick and sure. Tight steering, excellent grip, neutral cornering attitude, and great stability – though at speed there’s a tiny bit of play in the steering. Cobalt delivers a comfortable ride except over potholes, which noticeably disrupt the ride quality.” – Blackett
“The brakes are not too touchy and accurate in stopping. Cobalt is superbly planted in corners, but ride quality is pretty bouncy.” – Chee
“Good brake pedal feel, best handling of the group with a chassis that relays what’s happening at all times, Cobalt never felt out of shape or twitchy, ride was a little stiff but not bad for a car of this type.” – Perry
“Brakes feel great with no fade, instant response, and great modulation. Tires produce terrific stick, body roll is well controlled, the steering feels good and responds quickly, and the Cobalt produces an excellent ride quality given the handling capability. It communicates clearly without beating up occupants.” – Wardlaw
Track Driving
If Brian Williams just sat in a studio at 30 Rockefeller Center, reading a Teleprompter every night, he would lose credibility. That’s why he dons fatigues and embeds himself with troops in Iraq, that’s why he rolls up his sleeves and slogs through the muck of New Orleans, that’s why he squirts Deep Woods Off all over himself and flies to Phuket in the aftermath of disaster. Williams needs to be as good in the field as he is under the lights, experiencing the big news stories personally, or he will lose the trust and respect of his viewers. With performance-tuned cars, the same theory applies. Even though few people take their cars to a track and drive ‘em like they stole ‘em, a sport-compact that’s as capable in a racing environment as it is on public roadways is more credible than one that falls apart at the slightest hint of serious exercise. So off we went to Willow Springs raceway in the desert north of Los Angeles on a hot, muggy late-spring day, to see just how credible our quartet of sport-compacts was when driven the way their marketers, if not their engineers, intended.
Scion tC Supercharged: Fourth Place
Given our disappointment with the Scion’s powertrain, brakes, steering, and suspension, it’s no surprise that it fell way behind on the Streets of Willow road course. Still, it performed better in a controlled environment threading through twists and turns that each driver had memorized than on a public road with unpredictable bumps, dips and blind corners. Compared to the other three cars, however, the Scion tC Supercharged’s lack of steering feel, excess body motion, long throw shifter, and greasy tires made it the most work and least entertaining ride on the race course, even if it’s supercharged engine was less work to exercise than the Honda Civic Si’s rev-happy powerplant.
“Camry-esque. Soft ride, numb steering, lots of understeer, too much dive and squat, but it does a better job of gaining speed than the Civic on the front straight.” – Blackett
“Not a track car, but it did an OK job pretending to be one. Vague steering and soft suspension are main issues.” – Chee
“My least favorite car on the track. Excessive understeer, long shift throws, and the car gets twitchy under hard cornering and braking. Driving the Scion fast is difficult.” – Perry
“Inside tire spins plenty exiting a turn. Tires get greasy and tail gets sloppy. Steering feels better on the track than on the street, brakes feel OK and showed zero fade. Lots of body roll and the nose pushes wide in turns. Still, the Scion performed better than I expected.” – Wardlaw
Volkswagen GTI: Third Place
Though the GTI didn’t exhibit any deal-breaker faults on the track, our test drivers didn’t have as much fun in the Volkswagen as they did the two remaining contestants, relegating this “excellent all-arounder” to third place. Volkswagen offers lower-profile 18-inch summer tires as a $750 option for the GTI, and if you plan to spend more time on curvy blacktop than clogged boulevards, you’ll want to consider ordering them, if for no other reason than to get the sensational brushed aluminum wheels on which they come mounted. All but one driver complained about grip at the Streets of Willow course, and the optional performance rubber would likely have helped the GTI place higher in the rankings. Otherwise, everyone loved the turbocharged engine’s broad, flat torque curve, which helped the GTI attain the highest Turn One entry speeds of any car in the test. The shifter was also applauded, and while we all noticed the GTI’s body roll, it didn’t bother anyone. As for the brakes, well, the desert heat and heavy use didn’t do them any favors. They still sucked.
“Brakes shudder and suffer some serious fade, tires scrub and lose grip early, body exhibits some roll in the corners.” – Blackett
“At Willow, this was the only car I was able to get up to 90 mph on the front straight, but the GTI felt more like a bull charging around the track when I wanted it to dance instead.” – Chee
“ This is a fun car with lots of torque and great handling. Heel-and-toe shifting was easiest in the GTI, and though the nose pushes a bit, the body doesn’t roll much. It’s easy to just get in and go fast in the GTI.” – Perry
“Body roll and the tires seem to limit the GTI on the track. Steering, shifting, acceleration are excellent, once you get the body to settle down and the front tires to hook up. The brakes could be better, but I didn’t find the same fade and feel issues that I did during the street drive. A terrific all-arounder.” – Wardlaw
Honda Civic Si: Second Place
Honda needs to add a turbocharger to the Civic Si right away, because other than its utter dearth of torque and the VTEC engine’s narrow warp-speed band of added power, it proved to be a terrific car to drive on the track. The Civic was utterly predictable, a “serious track tool,” and “one heckuva ride” around the Streets of Willow road course. Generally, we agreed that the brakes performed well, that the all-season Michelin Pilot tires ultimately gripped as hard as we needed them to even if they complained vociferously about the treatment, and that the steering was sharp and precise. We spent lots of time shifting the terrific short-throw gearbox between second, third, and fourth gears, but despite our best efforts, the Civic Si achieved the slowest maximum velocity of the four cars at Turn One. It is this lack of speed that relegates it to second place in this portion of the contest.
“More power, please! The tires feel and sound like they’re gonna give up, but they hold on well. The steering feels good on the track – much better than on the street. Excellent brakes.” – Blackett
“This high-revving beast proved itself weak-kneed on the track, and I felt some brake fade when the discs heated up. Still, this is one heckuva ride, showing all of its best attributes on the track, where no one will ever drive it.” – Chee
“Predictable on the track, but lacks torque for quick corner exits and achieved the slowest Turn One speed of the group. Have to keep the Civic revved high, shifting plenty. Steering is a bit numb, and the car will get tail happy under hard braking in corners.” – Perry
“The Civic Si is a serious track tool once you master the VTEC engine’s power band. The downside is constant shifting – this was the only car than needed fourth gear on the course. Shifter is a delight, steering is excellent, tires are noisy but grip well, brakes are infallible. This is a slick piece of work.” – Wardlaw
Chevrolet Cobalt SS Supercharged: First Place
Chevy has hit an enthusiast’s home run with the 2006 Cobalt SS Supercharged. One editor, fresh from a hot-lap session at the Streets of Willow, jumped out and exclaimed: “That Chevy is awesome!” Seriously, have you heard anything remotely close to that come out of an automotive journalist in the past couple of decades? One member of our team thought the 215/45R18 Pirelli PZero Rosso tires got a little skittish in the corners, and another wished for a more communicative brake pedal, but otherwise every aspect of the Cobalt SS jelled together to create the most fun and memorable car to drive on the track. Now, if Chevrolet could just apply the same focus and attention to detail it has lavished upon the Cobalt SS’ powertrain and underpinnings to the rest of the car, they’d have an unbeatable sport compact car on their hands.
“Much better brakes than the VW. Pulls hard in the straights. Nice feedback through the wheel. Excellent body control, and I was able to push the car through corners with no worries.” – Blackett
“Fun to drive aggressively and nicely planted, but the tires get a little skittish during hard driving. Going to the track and have to choose? Pick the Cobalt SS.” – Chee
“My top choice for the track. This car goes exactly where you point it. Great acceleration and handling, with no twitching or surprises. Definitely the most controllable car of the group, and second fastest for me on the front straight.” – Perry
“The Chevy rocks! I drove most of the course in third gear, and the Cobalt was never short on power or feeling out of breath. The brake pedal doesn’t communicate as clearly as I’d like, but the shifting, acceleration, suspension, and steering are all spot on. This car is a big confidence builder.” – Wardlaw
Comfort
There is no excuse for building an uncomfortable car, because the basic requirements are clear. The seat must be soft yet supportive, dressed in upholstery that doesn’t cling to clothing, bolstered enough that you won’t slide around behind the wheel, and equipped with separate height and bottom cushion angle adjusters. The sills and armrests on the door panels should be wide and soft, and a center armrest is always welcome especially if it adjusts for individual preference. The steering wheel should offer infinite tilt and telescopic adjustment to make a perfect driving position easier to find, and it should be soft and substantial to grip. Getting into and out of the car should be easy, the interior should be isolated from the annoyances that occupants don’t wish to hear, and it should be simple to load cargo into the trunk. These are the tenets of comfort, adhered to by some of the least and most expensive automobiles on the market alike. Yet, as made clear in this test, some car companies just don’t get it.
Chevrolet Cobalt SS Supercharged: Fourth Place
Saturn builds a car very similar to the 2006 Chevrolet Cobalt SS Supercharged. Same engine, same suspension, same everything under the body panels. Inside, the Saturn Ion Red Line gets lovely Recaro sport seats. The Cobalt gets flat-as-Kansas buckets that look like they were ripped out of a mid-70s Camaro, crappy upholstery and all. What the heck? Yeah, they’re comfortable enough when going in a straight line, but the Cobalt SS is so much fun to fling around and the lack of any bolstering whatsoever detracts from the quality of the driving experience. Also, there’s no telescopic steering wheel in the Cobalt, hard plastic bites into your knees when bracing for turns, and there’s no center armrest, either.
The rear seat is comfortable, but is jammed into a space with little leg, foot, or head room. Getting into and out of the car is more of a chore than other cars in this test, thanks to long, heavy doors and seatbelts that block access to the rear bench. Add the teensy little trunk opening, the excessive liftover height, the lack of a trunk lid close assist grip, and what some of our test drivers found to be a loud, rattling interior with lots of suspension racket making itself known, and the Cobalt SS lands in last place for comfort.
“Soft but comfortable front seats, cheap leather, minimal bolstering that gives way under the slightest pressure. Knees rest on hard plastic, no center armrest. Tight rear seat with little leg and foot room. Tiny, useless trunk opening with high liftover.” – Blackett
“Front seats lack support, and there’s no center armrest. Rear seats: Get me out! Really small trunk opening, but a really big trunk – who designed this thing?” – Chee
“Front seats are comfortable but lack bolstering for hard driving. Tight rear seats, as expected in a car like this. Easy to get into the front seats, difficult to wriggle into the rears.” – Perry
“Seats suck in the twisties – zero bolstering. Hard plastic bulge on door panel eats into my left knee when bracing for turns. No telescopic steering wheel = arms-out driving position. Front seat offers good straight-line highway comfort, despite lack of center armrest. Loud inside, with lots of rattles and suspension racket. ‘Refined’ is not the word that comes to mind.” – Wardlaw
Scion tC Supercharged: Third Place
When it comes to automotive design, the price paid for a rakish roofline is usually headroom, especially if the seats are mounted high enough to provide proper support. And so it was with the 2006 Scion tC Supercharged, which proved harder to get into and out of (up front) than the other cars, and which felt a bit confining despite a standard panoramic glass sunroof. The front seats were comfortable though, equipped with a twist knob that delivered added thigh support as necessary. Both front windows featured automatic down and up operation, matched only by the Volkswagen. Scion provides soft spots to rest elbows on the center console and the door panel, and the tC is rather quiet inside, though one driver noticed a rattle from the dashboard.
Climb in back, which is easy to do since both front seats slide forward to create a wide space to pass through, and you’ll find almost luxurious levels of leg space. Trouble is, your head is crammed into the rear glass, so short people are the only ones who will find riding in the tC’s rear quarters to be an acceptable proposition. The tC’s trunk is small and shallow, but beautifully trimmed. The rear 60/40 split folding seats flop down flat to take advantage of the Scion’s hatchback design, but need a shove to get locked back into place. The hatch is light and easy to close with the provided assist grips.
Overall, the Scion tC Supercharged proves comfortable enough, but doesn’t stand out in any particular way like the two other cars in this comparison test.
“Better bolsters than Cobalt. Thin steering wheel with cheap leather. Padded center armrest sits too far back, but at least it has one. Knees rest on hard plastic. Minimal headroom – feels more confining than others. Good rear leg and foot room, but very tight headroom. Easier to get in back than Honda or Chevy. Fully-lined cargo area, and a true hatch with a long, flat load floor.” – Blackett
“Front seats are sturdy, with good legroom but lacking in thigh support. Rear seats: ugh! No shoulder room, no headroom, no elbow room. Getting in back is easiest of the lot, with a big opening to crawl through. Rattles from the dash are very un-Toyota-like. Hatch is light, seats are easy to fold, but trunk is too shallow and liftover is too high.” – Chee
“Easy to find a good driving position, and there’s nice front thigh support. Lots of knee and foot room in back, but headroom is tight. Minimal wind and tire noise. Lots of cargo space with easy-release flat-fold rear seats.” – Perry
“The Scion provides a good driving position on seats covered in sticky cloth that holds you still. Bolstering is minimal, but the car has trouble exceeding the seats’ ability to hold you in, so no big whoop. Rear seat offers good leg space, but headroom is really tight and the backrest is uncomfortably reclined. Low slung nature, with wide doors and sills, makes entry and exit harder up front, but climbing into the back is pretty easy for a car like this. The trunk isn’t big and I hate the stupid cargo cover that clips into the rear headrest posts, but it is beautifully finished for a car in this price class.” – Wardlaw
Honda Civic Si: Second Place
Tall people need to take a close look at how the 2006 Honda Civic Si’s emergency brake affects comfort levels. Our two taller drivers complained long and loud about how it constantly poked them in the knee, calling the issue a deal breaker that would keep them from buying the car no matter how good it was or inexpensive it was. That’s too bad, because otherwise, at least for people seated up front, the Civic Si is quite comfortable, with supportive and well-bolstered sport seats, a small tilt-and-telescopic steering wheel is that is good to grip, and generous leg room. Climbing aboard, however, you’ll want to take care that you don’t bump your head on the rakish A-pillar, or bump the car next to you with the long door.
Getting into the back seat isn’t easy, especially when entering on the driver’s side. The space is tight, both when climbing in and once you’re situated in the seat. Inexplicably, Honda finishes the front seatbacks in hard plastic, which is very unfriendly to knees already confined in a small space. Foot room, however, is quite good, and the rear floor is flat. The Civic’s trunk opening is large, the cargo space is usefully shaped, and the rear seat folds in a 60/40 split. However, the rear seat doesn’t fold flat, and the trunk lid is unfinished and offers no close assist grip.
Despite these nits, and the problem with the emergency brake, the 2006 Honda Civic Si takes second place in the comfort category.
“Good seats in front, with bolsters that hold the body tight. Padded upper door sills are too high to make them comfortable places to rest an elbow. Watch your head on the raked-back A-pillar when getting in. Tight rear seat with minimal head and leg room. Lots of tire and road noise, and engine is loud when pushing into higher rpms, but it’s a sound enthusiasts will enjoy.” – Blackett
“Comfortable, well-bolstered front seats and good legroom, but the emergency brake hurts my knee at all times. The rear seat is cramped but could be worse. The trunk is deep and easy to access.” – Chee
“Best seats of the group, with a perfect driving position and great bolstering. Narrow access to rear seat, but foot and knee space is good. Rear headroom is tight. Plus, I couldn’t find a release lever to slide the front seat forward and let myself out.” – Perry
“Great bolstering, small steering wheel is good to grip. Driving position is good, but the soft, contoured upper door panel is a bit too high for comfort. The emergency brake constantly jabs into my right knee, a deal-breaker that would keep me from buying a Civic. Inhospitable rear seat, with hard front seatbacks making the lack of leg room even worse. Quietest and most refined car in terms of interior noise. Trunk has a large opening and is usefully shaped, but the lid is unfinished and offers no close assist grip.”—Wardlaw
Volkswagen GTI: First Place
Slip into the 2007 Volkswagen GTI’s soft, plaid-upholstered sport seats, and you’ll sink into the comfort that only chairs as supportive and well-bolstered as these can provide. You won’t be able to squirm much in these seats, which hold you in tight, but neither will you go wanting. The meaty tilt-and-telescopic steering wheel is a joy to hold, and though the upper door sills are hard they’re also rounded on the edges for comfort. Check out the center armrest; it slides forward as necessary, and it also collapses so that it won’t get in the way when you’re rowing through the gears.
The VW GTI’s comfort extends to the rear seat, where there’s plenty of head and leg room, as well as vents for heating and air conditioning. The GTI’s tall roofline and front seats that slide forward with ease make it simple to step into and out of the rear passenger area. And because the GTI is a traditional two-box hatchback design, it swallows cargo unlike any car in the test. Flop the rear seats down to create a cube-shaped container capable of toting up to 46 cubic feet of cargo.
Because the 2007 VW GTI is the most comfortable front and rear, because it’s easy to get into and out of, because it blends these traits with utility unmatched by any car in the test, and because it’s muted and refined when underway, it wins the comfort category.
“More comfortable than Civic, with softer cushions and better bolsters. Rear comfort is a huge improvement over the Civic, with lots of room and vents for heat and air conditioning. Plus, since both front seats tilt and slide forward, and the GTI has a tall roofline, getting in and out of the back is easiest of this group. Huge hatch opening and easy-fold seats make this the most cargo-friendly car in the test.” – Blackett
“Seats are firm but comfortable, with good bolstering and knee support. There’s plenty of room in back, but the rear headrests are difficult to adjust. Lowest liftover height of the lot, and the cargo space is easy to access and offers plenty of room.” – Chee
“I have a hard time finding a good seating position in this car. The seats are fine with decent bolsters, but I like to sit low and that doesn’t work well in the GTI. Rear seats offer lots of headroom and decent foot room, and the cabin is well insulated from noise. The rear seats don’t fold flat, and I thought the rear hatch release was frustrating.” – Perry
“Exceptional front seats, wonderful tilt/telescopic steering wheel with a flat bottom and fat grips, slick adjustable center armrest, hard but wide upper door sills. Rear seat cushion is a bit low, but there’s tons of foot and head room. Knee space is a bit snug. The front seats feature memory return – nice. I detected several interior rattles, and thought wind, road, and tire noise was excessive. Sunroof reverberation is awful at just about any speed. The rear seats need coaxing to flop down, don’t fold completely flat, and are hard to raise.” – Wardlaw
Quality
Everybody wants quality, but few people want to pay for it. Few car companies want to pay for it, either, because quality is the result of using superior materials and applying greater attention to detail during the manufacturing process. Quality requires craftsmanship, and craftsmanship requires money, which cuts into the profit margins. When you’re General Motors, spending an average of $1,500 for every car you build on the pensions and health benefits of thousands of retirees, quality is clearly what suffers to pay for the overhead. Don’t despair, however, because some car companies manage to provide quality without asking much out of the consumer’s pocket in return, and if you assume that it’s the Japanese that delivered in this comparison test because of their long-standing reputation for doing so, guess again.
Chevrolet Cobalt SS Supercharged: Fourth Place
Perhaps not surprisingly, the 2006 Chevrolet Cobalt SS Supercharged is bringing up the rear in the quality race, and yet it’s a huge improvement over its ancestor, the Cavalier Z24. However, this is a comparison test between the Cobalt, the Honda, the Scion, and the Volkswagen, and the Chevy is the dumbest guy in this particular room. Let’s start the complaining with the glossy, hollow-sounding, low-rent plastic GM is using to construct the majority of the Cobalt’s cabin. It contrasts sharply with the decent leather on the seats, the soft padding on the upper door panels, the nice mesh headliner, the appealing pillar covers, the attractive gauges, and the solid knobs that control the stereo and climate system. The silver trim on the dash looks OK, but fits poorly with visibly rough edges from the manufacturing process.
In terms of build quality, several parts and pieces will pop out and off when a little pressure is applied – they are clearly designed for easy assembly rather than longevity. To GM’s credit, it’s hard to find many seams inside the Cobalt that don’t line up properly, and the exterior is put together decently. Even so, the doors didn’t fit well, especially the front passenger’s, and the rear fascia was bowing out slightly on each side. But what really put a bad taste in our mouths was the clunking, rattling noise that the front suspension developed after turning 25 hot laps at the track.
Our last remaining domestic car makers, Ford and GM, seem to think that design, marketing, and performance will help them to recapture sales lost to the likes of Honda, Nissan, and Toyota. Wrong. The answer is quality. Until the American car buyer can trust that a Chevy is going to run for as long as a Honda, with as few trips back to the dealer as a Honda, and with as nice an interior as a Honda, the American car buyer is going to choose the Honda over the Chevy – no matter how fun it is to drive, how good it looks, or how vigorously Chevy waves the American flag in an effort to win sympathy votes.
“Pretty low-rent interior; shiny plastics prevail. Flimsy e-brake handle, tinny fake alloy trim, cheap but soft leather. Outside, the front fascia is loose, B-pillar stickers show orange peel effect of paint underneath, and there are big gaps where the body kit has been glued on.” – Blackett
“Dash plastics feel like bad plastic, seat leather feels like good plastic. Silver dash trim looks like someone cut it into sections with a butter knife during assembly.” – Chee
“Plastic looks low grade, and feels cheap, too. Whole front fascia is loose, side sills are loose, and gaps are uneven inside and out.” – Perry
“It’s like all the crappy plastic left over from the current-gen Silverado has been trucked over and dumped off at the Cobalt factory. The leather is good for the price point, and some materials – like the mesh headliner – are actually quite nice, but the overwhelming preponderance of glossy, hollow, rough-edged plastic bits makes you feel like you’re slumming it.” – Wardlaw
Scion tC Supercharged: Third Place
More than most Toyota products, the 2006 Scion tC Supercharged contained details that reminded us of its relatively low starting price – things like the wafer-thin sunroof covers and the flimsy panel that hides the stereo from view. However, it was the tC’s sloppy detailing on the outside that caused it to sink so far below the other two cars in the test as to land in third place for quality.
Most of our staff thought Scion did a terrific job of making the tC feel upscale on the inside. The textured pattern of the dash and door panels, the blue-hued “technical” pattern in the seat fabric, the silver trim panels, and the stylish metal OBX gear shifter all imparted a look of understated substance. Combine this ambience with parts-bin Toyota switchgear – some of which is shared with Lexus models, too – and an elegant headliner solution where it meets the sunroof, and the tC looks and feels like a quality piece of work. An examination of our test car’s exterior, however, dropped the Scion in the rankings. First off, the stick-on “TRD Supercharged” badges look like they came out of a box of Cap’n Crunch. Our car also had a front fascia that was bowing out under the left headlight, uneven hood gap tolerances, and minor variance in door fit. But the most egregious issue was the adhesive used to attach the rear spoiler to the hatchback lid. It had leaked out on the right side, and looked awful.
Still, the Scion is a big step up from the Chevy in terms of quality. It just couldn’t beat the Honda or the VW in this particular test.
“CHEAP! Rubbery plastic on the dash and doors has a weird grain, and the plastic on the instrument cluster is tinny. The center armrest and stereo panel cover are rickety, the steering column cover is loose, and the rear pillar covers don’t fit flush. Glue is showing around the rear spoiler.” – Blackett
“Nice materials, nice grain, nice buttons with nice tactile feel. Mouse-fur headliner, C-pillar covers are falling off, and molding on driver’s side doesn’t match up with the sheet metal at the wheel well.” – Chee
“Plastics and faux aluminum trim look cheap, and the leather on the steering wheel looks like vinyl. Interior gaps and tolerances are good, and the rear deck lid fits perfectly. Hood gaps are off, and the glue tabs for the rear spoiler are exposed.” – Perry
“Terrific graining for the dash and door panels that juxtaposes nicely with the blue pattern on the seats. Center console and lower door panel plastic looks and feels cheap. Stylish gear shifter, and high-quality switchgear throughout. Sunroof covers won’t last long, but silver trim looks good. The stereo cover panel feels fragile, but interior build quality is decent. Huge hatch gaps are even but spoiler adhesive is leaking out from the right side, and the “TRD Supercharged” decals look and feel terrible.” – Wardlaw
Honda Civic Si: Second Place
Despite rave reviews of the 2006 Honda Civic Si’s interior materials, the car slotted into second place in this category because of half-hearted execution. Build quality inside and out was not what we’ve come to expect of a Honda, with rough-edged seams, misaligned parts and pieces, loose bits of trim, and an obviously crooked trunk lid that each of us mentioned in our notes. Nevertheless, most potential customers will be knocked out by the standard suede-like materials decorating the seats and door panels, the upscale mesh headliner, the soft-touch dash and door panel surfaces, and the Acura-grade gauges and switchgear. It is in these areas, critical visual and touch points, where Honda is making sure that the Civic Si impresses, and to great success. We just wish greater care had gone into assembling the final product.
“Nice suede-like seats, mesh headliner, soft-touch dash and door sills, and leather-wrapped steering wheel. The driver’s seat creaks, the rear pillar covers are loose, and the trunk lining is starting to separate. Big gap differences around the trunk.” – Blackett
“Overall, nice interior materials. Rear pillar covers are loose and misaligned. Trunk lid is crooked, fascias and sheet metal don’t match up perfectly.” – Chee
“Suede seat fabrics and door inserts look and feel good, and the leather-wrapped steering wheel is great. The navigation/audio system isn’t centered in the dash, and there is a sharp, exposed edge where the suede door inserts meet the plastic trim. The trunk lid exhibits fitment issues.” – Perry
“Suede trim is nice but shows every speck of lint. Silver plastics display some rough edges like the Cobalt. Lower dash plastic a bit glossy, but the best of the four cars. Beautiful metal shift knob. Acura-grade switches and controls. Excellent perforated leather on the steering wheel. Luxury grade finishing where the headliner meets the sunroof. Inside, there are more rough seams than befits a Honda, while on the outside the rear fascia and the trunk lid didn’t fit well.” – Wardlaw
Volkswagen GTI: First Place
Assessing the quality of a new car isn’t the same as predicting how it’s going to hold up over time. Reviewers must concern themselves with the specific vehicle being reviewed, not what the historical data says might happen – especially when dealing with a completely redesigned model that has a different powertrain under the hood. That said, Volkswagens have not been known for durability over time, but based on our examination of the 2007 GTI, that might be changing.
We needed to look hard to find problems with the GTI’s build quality, which ranks among the best we’ve ever seen on any car. With few exceptions inside and out, gap tolerances were even, the parts fit together flush, and everything was tight and solid. Still, at least one member of the test team heard numerous rattles inside of our sample GTI, which doesn’t bode well over the long haul but falls right in line with previous experience in VW products. At least the interior won’t make you feel like a cheap chump while you listen to them chatter over bumpy pavement. This car is a premium ride in all but its name. Even the plaid seat fabric looks good.
Quality is a Volkswagen GTI strong point when the car is new. Just don’t forget to consider the historical data when making your own decision about how it’s going to age once the warranty expires.
“Quality seat fabric, mesh headliner and pillar covers, and durable low-gloss plastics with matching grains. Center armrest plastic is a little loose, and the driver’s seat base plastic cover pops off easily. Rear hatch shows uneven tolerances.” – Blackett
“Excellent materials that feel sturdy and durable. Gaps are tight and consistent, except for the rear hatch.” – Chee
“Cloth upholstery looks to be of high quality, lots of padded plastics inside, and trim appears to be real aluminum. Very tight gap tolerances inside and out, but the left hatch shut-line is much wider than the one on the right.” – Perry
“Premium all the way. Nothing about the interior says cheap, and the plaid cloth gives the car an added dose of character. Lots of little rattles inside this car, but the interior shows near perfect fitments to the trim and panels. Almost flawless exterior build quality, with hatch tolerances a touch off.” – Wardlaw
Design
Going fast is just one part of the sport compact ownership experience: looking good is important, too. You don’t want to be revving your little engine and blasting the latest track from Snoop loud enough to shatter storefront windows only to have the honeys see you in some raggedy-ass hooptie (though it would seem many of today’s youngsters don’t mind if the honeys see them in raggedy-ass hoopties, proving the maxim that negative attention is still better than no attention at all – Ed.). Your ride has got to be hot, yo. Don’t forget, though, that design is just important inside the car, where the layout and operation of the controls makes it easier to get that turn signal flipped on, that stereo cranked down, and those windows powered up for privacy before Johnny Law decides to issue a citation – again.
Chevrolet Cobalt SS Supercharged: Fourth Place
Chevy ruined the Cobalt SS Supercharged with The Wing. The Wing is too big. The Wing attracts the wrong kind of attention. The Wing blocks rear visibility. We don’t like The Wing. We wish The Wing would just go away. Aside from The Wing, the Cobalt’s main problem is a dearth of storage areas, which means there’s nowhere to put all the little things we carry around with us today – cell phones, iPods, Blackberrys, etc. Add to this shallow cupholders that have difficulty holding just about any kind of beverage, and the Cobalt makes the daily grind that much more difficult.
Otherwise, from a design perspective, the Cobalt works. Interior décor includes enough silver plastic, chrome accenting, and light-gray coloring to keep the cabin from resembling a black hole, and for extra cost you can even specify red, blue, or yellow seat and door panel inserts. The control layout is simple, with clearly labeled buttons and knobs controlling the stereo and climate systems, and other secondary switches are located right where you expect to find them. We also think the Cobalt SS is a good looking car except for The Wing, and each of us pointed specifically at the 18-inch wheels as a positive characteristic of the car.
You know what that means, right? Next year, The Wing will get larger – might even be accompanied by an oversized “aero package” – and Chevy will redesign the wheels.
“The muscle car of compacts. Gorgeous 18-inch alloys, nice body kit, just get rid of the rear spoiler or change to a less conspicuous one. The rear wing also cuts visibility. Nice interior appearance – just don’t touch anything and put sunglasses on before looking at the low-grade, high-gloss plastics in sunlight.” – Blackett
“Lose the spoiler. Otherwise, this is a nice, simple design with spectacular wheels. But c’mon Chevy, you’ve got to do cupholders better than this. Too shallow, no padding, nothing to grip the drink. My latte is fallin’ if I shift hard.” – Chee
“Wing is too big and heavy. Car still looks good, though, and the wheels look sharp. Seats look good with ‘SS’ embroidered on them. Very basic, simple dash controls.” – Perry
“Fantastic wheels. Good looks. But that wing has got to go. It’s ugly, and it causes a major visibility problem. Boy racer boost gauge is nice nod to aftermarket. Simple controls with clear markings, but I think the cruise control in our test car was broken – I couldn’t get it to work.” – Wardlaw
Scion tC Supercharged: Third Place
Love it or hate it is the design theme for the 2006 Scion tC Supercharged, and our staff’s division about what to love and what to hate resulted in a third-place ranking for this car. With the tC, Scion wanted to reach buyers who dream about owning a luxury car like a BMW or Lexus, but can afford little more than a mainstream Toyota. Thus, the car receives a sleek roofline, handsome 17-inch alloy wheels, and upscale design cues inside and out. That panoramic glass sunroof and the side signaling mirrors come standard, for instance, and if that kink in the C-pillar reminds you of a certain German brand, so be it.
Inside, Scion took a similar tack, giving the tC plenty of silver metallic plastic trim and a unique pattern for the dashboard and door panels designed to resembled fine Japanese parchment. The stereo is hidden behind a cover, a snazzy looking satellite-ready Pioneer head unit with a CD player that can also be outfitted to connect to your iPod. The climate system is similarly stylized, and these two components follow a distinct form-over-function philosophy. Good thing the rest of the controls are straight out of the Toyota parts bin, meaning that they are clearly labeled, and operate with precision befitting a Lexus let alone a Scion. Of course, Scion and aftermarket companies give buyers plenty of options to customize the interior, from LED lighting in the cupholders to special air fresheners.
Regardless how owners trick their tCs out, one thing is certain. This is a clean, contemporary design that should age well.
“The Scion’s 17-inch wheels are second only to the Cobalt’s in terms of appeal. Nice swept back, smoked headlight lenses. Love the open roof and the signaling side mirrors. Hate the grain on the dash and door sills, and why cover the radio with that crappy cover? Speaker grilles make it hard to use the door panel pockets.” – Blackett
“Nicest exterior design of the lot – a well-executed, stylish coupe. Love the sunroof, the easy layout, the obvious buttons with big, clear graphics that clearly communicate the point.” – Chee
“Funky design, but it grows on you. Understated yet aggressive, with no obnoxious wings. Need to lose the stupid ‘Supercharged’ badges. Strange gauge cluster, horrible shift knob, and silly radio cover – but I give points for originality. Stereo has small controls and too many buttons.” – Perry
“Bland but stylishly upscale with simple forms and surfaces as well as great-looking wheels. Wheelbase looks too long for the Scion’s proportions, though. Nice brushed metal appearance for gauges. Cool, unique grain on dash and door panels. Terrific mesh cloth and seat insert fabrics. Kick-ass shifter. Slick stereo cover. Center console iPod jack. Fussy stereo and climate control design – form seems to precede function, and white-on-silver markings are hard to see.” – Wardlaw
Volkswagen GTI: Second Place
Evidently, our editors are able to find beauty in cars that is greater than skin deep, because the 2007 Volkswagen GTI landed in second-place for its overall design. The car won significant points for its interior control layout, the only demerits awarded to odd markings for some secondary controls, a cruise control stalk hidden behind the steering wheel, and a trip computer that defied logic in its operation. Furthermore, the GTI is littered with handy spots to stash stuff, from one-liter water bottles that can be secured in the door panels even when slamming around a race track to a huge glove box. We even liked the plaid cloth seat inserts and the real brushed aluminum trim was a hit with our staff.
What didn’t bowl us over was the GTI’s exterior styling. First, the profile is that of a traditional two-box hatchback, which doesn’t quite measure up to, say, images of Angelina Jolie’s lips or Brad Pitt’s pecs on the sexiness scale. Second, our test car was equipped with the standard silver-painted multi-spoke 17-inch alloys, not the gorgeous 18-inch brushed aluminum wheels that are available as an option. Third, the GTI’s wide-eyed look and mustachioed countenance are quite unappealing. Good thing, then, that once you’re sitting inside the Volkswagen GTI, gripping its lovely flat-bottomed steering wheel that is bulging in all the right places, enjoying its smart design and simple control layout, you can’t see what the GTI looks like on the outside.
“Stands out most among the group. Aggressive, boxy, but with subtle details like the wheels and red-trimmed honeycomb grille. Attractive and upscale interior using real alloy trim – only VW can carry off plaid seats. Stereo delivers poor sound and loses its signal too easy.” – Blackett
“If this is what my fast looks like, it needs to go on a diet. The GTI is a bit dowdy, too subtle for what it is, in my book.” – Chee
“Flies under the radar with its tame look and basic wheel design. The GTI’s steering wheel is awesome, and I like the aluminum trim. The stereo and climate controls are simple and basic, but the steering wheel buttons use symbols with which I am unfamiliar.” – Perry
“If you cannot appreciate Euro-purposeful design, this car holds zero appeal. Plus, it’s a hatchback. Love the plaid seat inserts and brushed aluminum interior trim. Rubber floor mats are an interesting addition. Plenty of storage spots, and thoughtful touches like the hand grips on the steering wheel and the adjustable center armrest. Excellent stereo and climate control layout. Trip computer is befuddling.” – Wardlaw
Honda Civic Si: First Place
Representing an amalgam of futuristic design cues, the 2006 Honda Civic Si is a bit off-putting at first, but is easy to love with familiarity. Better yet, this is a car certain to age well, looking as contemporary 10 years from now as it does wacky today. In reviewing the staff’s notes, it’s clear that each of us finds specific elements of the Civic Si appealing, from the way the hood and front fenders meet to the design of the steering wheel. Fortunately for Honda, enough of these individual elements blend together to create an appealing whole, even if the result is a little strange.
If there is room for criticism, it’s with the compromises that come with ordering the optional navigation system. Controlled using the touch screen, voice commands, the little joystick, or a combination thereof, the navigation system itself is relatively simple as this technology goes. But because the radio is bundled with the unit, user-friendliness suffers. For example, our Civic Si had a teeny, tiny little volume knob, and no tuning knob. The buttons surrounding the touch screen are also small, and the screen itself suffers from glare even when set to its highest contrast.
What lands the Honda Civic Si in first place for design, however, is that style hasn’t won out over practicality. This car is not different for the sake of being different. Take the dashboard design, for instance. It sure looks like a jumbled mess, but when you’re sitting in the car, using the controls and displays, it works brilliantly. We might still be trying to make up our collective minds about the Honda Civic Si’s appearance, but there’s no doubt that it takes the win in the design category.
“The Civic looks sleek and aggressive on the road, not as impressive sitting still. Love the smoked headlights, tiered hood and fenders, and subtle ‘Si’ badges. The interior is funky, but you get used to the split-gauge design quickly. Honda includes an iPod jack, but radio buttons are small with optional navigation system.” – Blackett
“Simple, logical, driver-oriented interior with gorgeous steering wheel. Very intuitive layout, love the big tach, and enjoyed using the digital readouts up top.” – Chee
“Very stylish, with flowing lines and sharp-looking wheels. I would lose the VTEC decals. High marks for effort on the interior. I like the display at the top of the dash, the simple tach, and the great steering wheel design. Everything is easy to see and access. Hated having to go through navigation acceptance screen to access the radio every time I restarted the Civic.” – Perry
“Call it ‘cab-way-forward.’ The Civic straddles the fence between appealing and distasteful. Resembles a bell curve in profile. Fantastic wheel design. Interior has a jumbled appearance with far too many cut-lines, panels, and parts. Space-age steering wheel is cool, and while I dislike the HUD-style gauges at the top of the dash, they do work well. Stereo controls compromised by navigation system – small volume knob, no tuning knob. That’s too bad – all other controls are simple and easy.” – Wardlaw
Final Rankings
Want to know which of these four sport compact cars you should buy? Based on our extensive test driving, the car you need to put at the top of your shopping list is the Volkswagen GTI. It’s incredibly fun to drive, it’s extremely comfortable and easily capable of carrying four passengers, it offers the kind of utility you need for daily living, and – based on our test sample – it’s well assembled. Trouble is, it returned the worst fuel economy of our quartet of sport compacts. If fuel economy is important to you, our second-place finisher, the Honda Civic Si, deserves attention. Not only is the Civic frugal with fuel, it’s inexpensive and boasts an impeccable reliability history. Skip the navigation system, and the Civic Si would have carried the lowest price of the cars we tested. Some people like to “buy American,” whatever that means these days. The Chevy Cobalt SS Supercharged is made in Ohio by honest-to-God United Auto Workers, and it’s a blast to drive even if it reeks of cost cutting. Finally, if you need a good looking set of wheels and the budget dictates spending significantly less than $20,000, try a standard Scion tC without the pricey supercharger. Just don’t challenge the GTI, Civic Si, or Cobalt SS in a run ‘fer pinks.
Scion tC Supercharged: Fourth Place (Score = 6.4/10)
We applaud the fact that Scion tC buyers can tailor their sleek, upscale coupes with a wide variety of mechanical and cosmetic enhancements, but the end result doesn’t compete on equal footing with the other three sport compacts we assembled for this test. Well, at least not at a competitive price. Though the supercharged engine is strong and relatively thrifty with fuel, it’s not as thrilling as the motors in the Cobalt or the GTI. Our particular test sample also exhibited some build quality concerns, and few of us liked the layout and operation of the stereo and climate controls. Handling, however, is the Scion’s major downfall. Certainly, for a price, this can be corrected with Toyota Racing Development parts or through the aftermarket, but then you’ve got a tC that’s significantly more expensive than the other players. Our recommendation: Stick with the stock tC and save some cash.
Chevrolet Cobalt SS Supercharged: Third Place (Score = 7.1/10)
Chevrolet is closer than most people can accept to unseating the Honda Civic Si as our second-place finisher in this contest. The car is terrific fun to drive, is reasonably comfortable, looks good for the most part, and returned almost 20 mpg despite a good flogging at the race track. The main problem with Cobalt SS Supercharged, aside from the rear wing, is with quality. Our test car’s front suspension started to come unglued after the Willow Springs hot laps, half the materials inside this car should be considered an embarrassment to the world’s largest automaker, and the seats do nothing to hold you in when cornering at the Cobalt’s impressively high limits. If Chevy offered a spoiler delete option, and gave customers a reason to be proud of the car by infusing it with dependability and quality materials, the Cobalt would close in on the GTI for the number-two slot on our score card. Our recommendation: Buy the extended warranty.
Honda Civic Si: Second Place (Score = 7.3/10)
Plan to wring the Honda Civic Si out for all its worth if you expect to play with its 197 ponies, because this a docile little coupe unless you drive it like you hate it. The steering, braking, and handling are terrific, and the Civic gets good gas mileage while providing the peace of mind a strong reputation for durability, a low price tag and good fuel economy can bring. Plus, the cutting-edge design is going to age well, so if you buy today you can drive the Civic Si for years before it starts to yellow with age. Just remember that taller people may not like the location of the emergency brake handle. Overall, this is fun little car begging for a turbo or supercharger. Our recommendation: Buy this because your head tells you to.
Volkswagen GTI: First Place (Score = 8.0/10)
Fugly styling aside, the Volkswagen GTI is the best all-around sport compact on the market today, a fitting stature since it was the first of the modern breed of pocket rockets when it debuted waaaaaaaay back in 1983. It combines a terrific powertrain with impressive handling and supple suspension tuning, tosses in comfort for four occupants and a useful cargo area, and is assembled with precision out of quality materials. The brakes could be better, and VW needs to find a way to get its products to stop rattling inside after the first few thousand miles have been put on the clock, but otherwise we’ve got no complaints about the new GTI. Call your Volkswagen dealer for the best cheap thrill on the road. Our recommendation:Buy this because your heart tells you to.
Specifications
| Chevy Cobalt SS | Honda Civic Si | Scion tC TRD | VW GTI | |
| Price as Tested | $22,315 | $22,590 | $23,403 (not including supercharger installation) | $23,990 |
| Engine Size/Type | 2.0-liter supercharged inline four-cylinder with variable valve timing | 2.0-liter inline four-cylinder with variable valve timing | 2.4-liter supercharged inline four-cylinder with variable valve timing | 2.0-liter turbocharged inline four-cylinder |
| Horsepower | 205 at 5,600 rpm | 197 at 7,800 rpm | 200 at 6,200 rpm (est. by Scion) | 200 between 5,100 and 6,000 rpm |
| Torque | 200 lb.-ft. at 4,400 rpm | 139 lb.-ft. at 6,200 rpm | 184 lb.-ft. at 4,200 rpm (est. by Scion) | 207 lb.-ft. between 1,800 and 5,000 rpm |
| Transmission | Five-speed manual | Six-speed manual | Five-speed manual | Six-speed manual |
| Curb Weight | 2,925 lbs. | 2,877 lbs. | 2,967 lbs. (est. by Scion) | 3,308 lbs. |
| EPA MPG (city/hwy) | 23/29 mpg | 23/32 mpg | 22/29 (without supercharger) | 23/32 mpg |
| Observed MPG | 19.6 mpg | 23 mpg | 22 mpg | 18.4 mpg |
| Greenhouse Gas Emissions | 7.2 tons annually | 7.0 tons annually | 7.5 tons annually (without supercharger) | 6.9 tons annually |
| EPA Air Pollution Score | 3 out of 10 | 6 out of 10 | 2 out of 10 (without supercharger) | 6 out of 10 |
| Length | 180.3 | 174.8 | 174 | 165.8 |
| Width | 67.9 | 68.9 | 69.1 | 69.3 |
| Wheelbase | 103.3 | 104.3 | 106.3 | 101.5 |
| Height | 55.7 | 53.5 | 55.7 | 58.4 |
| Legroom (f/r – in.) | 42.0/32.2 | 42.6/30.3 | 41.6/33.6 | 41.2/35.3 |
| Headroom (f/r – in.) | 38.7/35.7 | 37.8/34.7 | 37.6/36.6 | 39.3/38.5 |
| Max. Seating | 5 | 5 | 5 | 5 |
| Max. Cargo (cu. ft.) | 13.9 | 11.5 | 35 | 46 |
| NHTSA – Driver | Four Stars | Five Stars | Five Stars | Not tested; Jetta received Four Stars |
| NHTSA – Front Passenger | Five Stars | Five Stars | Four Stars | Not tested; Jetta received Four Stars |
| NHTSA – Front Side | Four Stars* (without side airbags) | Not tested | Four Stars (without side airbags) | Not tested; Jetta received Five Stars (with side airbags) |
| NHTSA – Rear Side | Four Stars | Not tested | Four Stars | Not tested; Jetta received Five Stars |
| NHTSA – Rollover | Four Stars | Four Stars | Four Stars | Not tested; Jetta received Four Stars |
| IIHS – Front Offset | Coupe not tested; Sedan received Good rating | Coupe not tested; Sedan received Good rating and is a Top Safety Pick – Gold winner in class | Not tested | Not tested; Jetta received Good rating and is a Top Safety Pick – Silver winner in class |
| IIHS – Side Impact | Coupe not tested; Sedan received Acceptable rating with side curtain airbags and Poor rating without side curtain airbags | Coupe not tested; Sedan received Good rating with side and side curtain airbags | Not tested | Not tested; Jetta received a Good rating with side and side curtain airbags |
| Side Airbags | Not Available | Standard | Optional | Standard |
| Side Curtain Airbags | Optional | Standard | Optional | Standard |
| Stability Control | Not Available | Not Available | Not Available | Standard |
| Powertrain Warranty | 5 yr./60,000 mi. | 5 yr./60,000 mi. | 5 yr./60,000 mi. | 5 yr./60,000 mi. |
| Standard Warranty | 3 yr./36,000 mi. | 3 yr./36,000 mi. | 4 yr./50,000 mi. | 4 yr./50,000 mi. |
| Roadside Assistance | 3 yr./36,000 mi. | None | None | 4 yr./unlimited mi. |
* Safety Concern – During the side impact test, the head of the driver dummy struck the windowsill, causing a high head acceleration. Head impact events resulting in high accelerations have a higher likelihood of serious head trauma.
Opinion – Blackett
Scion tC Supercharged: Fourth Place Pick
It only took a few miles in the Scion tC to realize it would suffer some pretty serious bruising in this comparison, despite the supercharger bolted onto its 2.4-liter four-banger adding about 40 horsepower. On paper, the power was right, and outfitted as it was, the tC was actually the priciest ride in the group.
As it turned out, the Scion’s tweaked engine was the only thing worth writing home about. It was leagues above the torque-deprived screamer packed under the Honda’s hood, offering a good dose of power available across the rev range – it was even possible to chirp the tires with a quick drop into second. But that transmission – yikes. The shifter was mounted too high, the gates were vague so rowing was a sloppy chore, and our tester’s optional OBX shift knob featured an unnatural grip pattern. Making things worse was a suspension setup that seemed completely blindsided by the engine’s capability. On the track and while attempting lively runs along curvy back roads, the tC was all about rear squat upon acceleration and front dive on braking. Get a hold of the unresponsive steering long enough to head into a turn, only to be rewarded with lots of body roll and a game of butter-fingers with the Bridgestone Potenza 215/45 tires. Good times, I tell ya.
Already bleeding from the handling test, an evaluation of the Scion tC’s quality served an overdose of anticoagulants into the gaping wounds. Most of the plastics were hard, many with differing grains, a fuzzy headliner was held in place with Velcro, the center armrest was rickety, the door armrests didn’t sit flush, and I swear I could read Warranty Repair Waiting to Happen on the flimsy radio cover. The exterior featured a loose grille, large and irregular gaps around the hood and hatch, and excess glue seeping out around the rear spoiler.
Chevrolet Cobalt SS Supercharged: Third Place Pick
If this comparison test had focused only on track time or the power to surprise, the Chevy Cobalt SS would be the clear winner, at least in my mind. So often we see rides sprayed in bright paint, festooned with oversized rear wings and useless side skirts, and rolling on sweet wheels, only to find that handling has been served up as the sacrificial lamb. Quite the contrary with the Chevy (yeah, Chevy!) – with the Honda Civic Si being the possible exception, the Cobalt SS outmaneuvered the competition on the Willow Springs road course and proved to be a nagging menace to the other offerings en route to the track. The supercharged engine was always eager, though off-the-line power was less impressive than what was available as revs climbed. The fine-tuned exhaust note had a nice raspiness to it – unfortunately it just sounded buzzy from the driver’s seat. Unlike the sloppy Scion, the Chevy’s five-speed manual tranny featured short throws, making power shifts a cinch. Best of all, after hours of testing abuse, this bowtie-wearing pocket rocket averaged 21 mpg.
Though the powertrain was noteworthy, it was the Cobalt’s handling that really made it shine. Helped in large part by sticky 215/45R18 Pirelli PZero rubber, the Chevy tracked well in high-speed corners and offered plenty of feedback through the leather-wrapped steering wheel. Steering got a bit too light at higher speeds, but body roll was controlled, and there was nary a bit of understeer. On one particularly tight corner on the track, the inside front tire had a tendency to light up on exit, a point much less evident on the other competitors. Even so, the Cobalt SS was a blast thanks to its quick runs from corner to corner, and its ability to muscle through the twisties with no traction or stability concerns.
Despite all the praise, there were some serious issues that relegated the Cobalt SS to third place, behind the weaker Honda and less agile Volkswagen. I could handle the stiff ride – that was to be expected in this group. I was even OK with the tight rear seat, since that was an affliction shared by all but the GTI. What didn’t pass muster were the low-rent materials arguably worse than those in the Scion, the questionable build quality, and a trunk opening so small as to make cargo space almost pointless. The Honda was a bit better, while the hatch designs offered by Scion and Volkswagen were far superior. Granted, toting ability may not be at the top of a sport compact shopper’s priority list, but it will be the first time they need to carry a few suitcases to the airport. And those cheap interior plastics? They’ll be a disappointment from day one.
Honda Civic Si: Second Place Pick
Equal only to my surprise at the Chevy’s handling prowess was my surprise at how disappointing the Honda Civic Si is as a daily driver. I’ve admitted time and time again that I’m not the biggest fan of VTEC and the need for hammering an engine to stratospheric extremes to tap maximum power. However, with the prize being 197 horsepower, I figured working the Si might be worth it.
Wrong. On the track, it wasn’t until I was three-quarters of the way down the longest straightaway before VTEC kicked in, making it clear how long it took just to get into the Si’s sweet spot. The competitors felt a lot more powerful a lot sooner. After getting to that coveted spot in the rev range, I made the mistake of upshifting and losing momentum, requiring another long wait for rpm’s to rise or a quick downshift back to second. To its credit, the Si’s engine sounds great when it’s wound out, and the six-speed manual shifter is quick and precise. But one thing’s clear – 139 lb.-ft. of torque is woefully inadequate in this car, and the 197-horsepower rating feels optimistic. On and off the track, brake feel was excellent and free of fade. Handling, however, was a bit of an anomaly. Out on the streets, the Si felt as though it was dancing atop the blacktop rather than interacting with it, there was more body roll than exhibited by the Cobalt SS, and the steering was touchy and lacking road feel. I was disappointed that this new ride was not more in touch with the road and more responsive to my inputs. But put the Honda on the track and it proves easy to toss around corners and fling through chicanes. Maybe that’s because at the track there’s less worry about flitting off the asphalt into a stand of hemlocks.
Placing second ahead of the Cobalt SS wasn’t so much due to the Honda’s strengths as much as it was the Chevy’s weaknesses. The Cobalt was a quality misfit, a point not compensated for by the decent powertrain. Though the Civic Si had its share of issues, like loose pillar covers and a creaking driver’s seat, overall the materials were richer and assembled better than in the Chevy, and though still small, the trunk was more useful. Also helping to give the nod to the Si were its comfortable front bucket seats, smaller and sportier multi-function steering wheel, slightly better visibility thanks to a less conspicuous rear spoiler, and a great deal more interior storage space. All told, while the Honda Civic Si might not be the relative thrill that is the Chevy Cobalt SS, it is a higher quality, user-friendly machine that makes the daily grind a lot more bearable.
Volkswagen GTI – First Place Pick
Whether it’s because of image, price, power, looks, efficiency, or utility, surrendering the keys to various press cars is usually a simple affair. They may be fun to drive, intimidating enough to make Governor Schwarzenegger yield in his Hummer H1, or cool to be seen in while cruising Main Street, but there’s always something that makes them more appropriate for other people and not me.
Except in the case of the Volkswagen GTI. If VW sells the People’s Car, consider me one of the people, or at least a people wannabe. From the smooth turbocharged engine to the useful interior, there’s just so much that this car does right. My colleagues may harp on the design as being awkward, but be warned – those guys are old and not a one of ‘em sees very well. Therefore, the long nose and tall grille shall henceforth be referred to as stylish. The boxy design shall be commended for standing apart from the generic form afflicting so many competitors and for the interior spaciousness it affords. The plaid pattern on the cloth seats should be considered an exercise in daring to be different.
It’s more than its uniqueness that makes the GTI a wonderful car. The 200-horsepower engine is turbocharged, but because it’s so smooth and lag is nonexistent, you’d either have to look under the hood or just take our word for it. Better yet, 207 lb.-ft. of torque is available at only 1,800 rpm, availing drivers to excellent off-the-line response. When coupled with the slick six-speed manual transmission, the wide torque band allows one to leave the GTI in third gear and tap into gobs of power as desired. The tranny is less precise than you’ll find in the Civic, but it’s a minor concession when you’re getting the VW’s engine in the deal. Handling is a perfect blend for the sport compact buyer subjected to the reality of commuting combined with the occasional track day or run through the canyons. Though not as tight as the Chevy Cobalt SS, the VW GTI features minimal body roll and responsive steering with plenty of road feel through the thickly-padded steering wheel. The GTI also offers the best balance of all the rides tested here – softer and more comfortable than the Chevy or Honda, yet much more composed than the sloppy Scion. The only negative involves the brakes – I noticed a significant amount of fade after exercises on back roads and the track.
A great driver’s car – that may be enough for the majority of sport compact buyers. However, choose the GTI and get a lot more. Consider it a bonus in the form of Audi-grade interior materials, such as a mesh headliner and padded plastics throughout; a rear seat with relatively simple access and room for average-size adults; plenty of space inside for carrying a bike without a rack; best-in-test build quality; and real alloy trim for the dash. Collectively, these features make the GTI feel like a bargain at $23,990, one that will stimulate a giddy grin with each crank of the key.
Opinion – Chee
Chevrolet Cobalt SS Supercharged: Fourth Place Pick
It hurts to place this amazingly fun track car in last place. Hurts, really, because of all the good times, around the turns and down the straights, the marvelous gearing, the superb engine and the tight, aggressive grip this car exhibited, lap after lap. Ah, memories are such sweet things. But sadly there’s the dark side, the things you don’t want to recall about the experience, like cheap plastics, bad fit and finish, a practically useless trunk, and a wing on the back that shouts: Hey there, Mr. Officer, sir, please give me one your fine citations…
But I digress. The 2006 Chevrolet Cobalt SS comes in fourth on my scorecard because as hoot-and-hollerin’ fun it was on a track, it was equally disappointing on the streets. But it comes in first on the track, delivering ribbons of power within gear ratios that will make you want to cheer. The vehicle is superbly planted, though a little skittish during hard cornering, with just a little squeal coming from the tires. This thing is faster than your fast. It makes your fast run and hide. On the track, drive the Chevy Cobalt SS. It’s just that simple, as is this regrettable fact: drive something else on your way there.
On virtually every aspect of interior design, comfort, and fit-and-finish, the Cobalt came in last. There’s less legroom, the seats lack proper support, and the surrounding plastic feels cheap and tawdry, with misaligned pieces front and center. Case in point: the black trim around the window is a sticker instead of paint, and the opening to the trunk – which is nice and large – is probably too small for an average-sized suitcase. Then there’s The Wing. Yes, The Wing, which turns a nice and simple design into a juvenile boy-racer car. Come on – anyone over the age of 20 has got to cringe when they see The Wing.
Scion tC Supercharged: Third Place Pick
Remember in gym class, when the kids with medical conditions were excused from certain activities? For their own good, you know, and it doesn’t really add to the educational experience to have a skinny 14-year-old gasping and wheezing, trying to block a 300-pound classmate.
That kid is the Scion tC, and it shoulda been excused from the track. Point is, on the track, the tC stumbled and fumbled its way around with a suspension setup that felt decidedly over matched. While the power was okay, even good, handling was a slippery business. Aggressive shifting was difficult with so much third-gear real estate, and we were happy that it got around the course without blowing up or dropping its wheels. The power you get from that supercharged engine can be most enjoyed during your daily drive, and, indeed, it is a very nice ride in that setting. Just try not to take it on a challenging twisty road or a track. You’ll find, if you do, that the tC is outmatched, with touchy brakes that grow progressively worse as they heat up, and vague steering that betrays itself when you tug on it.
The 2006 Scion tC shines in other areas, however, which is why it ranks ahead of the Cobalt SS to me. Inside, the cabin is comfortable, except in the back, where even a small child would complain about the space and seating position. Getting back there was the easiest of the lot, though, with an easy-to-use seatback release and a big opening through which to crawl. Seats were sturdy and comfortable, though they lacked thigh support. Build quality, was, overall, acceptable, ranked as such because there were several very un-Toyota-like rattles and vibrations coming from the dash. The sunroof, the interior and exterior design, and the multi-colored audio display clearly make the Scion tC the coolest car of the lot, just as long as you keep it off the track or tight canyon roads.
Honda Civic Si: Second Place Pick
The first time you drive it you will shake your head and wonder what the heck Honda did to your beloved Civic Si. The second time around, you will grudgingly admit that it is a little fun. By the third or fourth time around, you won’t be able to wipe the dirty little smile off your face. You can fling this little beast around, yo, and while it’s a gutless little cat – just wait until you hit a corner and let the Si go to work. Just live high in the rev range and you’ll enjoy this car, but be warned: around the track you’ve gotta earn it, flying through the gears and wringing out every last drop of power. On canyon roads – where you don’t really want to go drifting, the Si is a bit troublesome, mainly because the brakes heat up and lose their composure, and the back end wants to flip out. It’s a polite daily driver, though you always know – if you can just get to that lonely desert road or track – what awaits, up where the revs are high and the Si earns its badge.
Inside, it’s much the same story. The seats are second only to the GTI, but there’s that nasty little parking brake that’ll get ya, sooner or later. The back seat is good, almost livable, though the cupholders are a bad joke and headroom is tight. The most glaring problem with the Si, actually, is assembly quality. Yep – things were already falling off this car, from the headliner in the back to the C-pillar covers that were loose and also misaligned. Overall, things feel loose – joints, fascias, and more, a sad outcome to a nicely designed car that sports quality materials – just lousy construction. That’s a shame, and hopefully just a blight on our particular test vehicle, because the overall design is excellent if not as sexy as the Scion tC. Inside, the layout is simple, logical, and driver-oriented, with a gorgeous steering wheel and a tachometer that would bite your snout if you let it. That’s fitting for a car that grows on you as the revs go up and the fun really begins.
Volkswagen GTI: First Place Pick
This fast is fat. This fast is fun. This fast is in fact flawless, or virtually so, which puts it at the top of my scorecard. From the track to the turnpike, here is a performance vehicle that’s a choirboy one minute and a beer-swilling frat dude dressed in plaid pants the next.
It prefers the plaid pants.
Just get it on the track, and you’ll see. It falls just short of the Chevy Cobalt SS, and the Civic Si gives it a run for its money in terms of pure fun. None of the cars were as easy to get up to speed as the GTI, and, despite a nasty little traction control issue, none save for the Cobalt SS felt as planted while cornering. Grip was simply excellent, with very little squeal from the tires during twisty road driving. Indeed, your fast would have to be a very crazy fast to shake the GTI loose.
That’s a problem. Well, kind of a problem. On the track, without the front-end planted, the GTI’s traction control system kicks in and tries to correct. That’s like grabbing a tiger by the toe, and really ruins the good times. On twisty roads, however, where it’s not all-out track driving, this was the most refined car of the bunch even though it felt as though there was a little too much brake pedal play. Almost as a bonus, however, the GTI can button itself up and become a proper little commuter car, though it always seems to be whispering in your ear: pssst…let’s take the long way home.
If you do, you’ll be comfortable all the way to dinner, as the GTI exhibits little jitter or harshness. There’s something to be said for that, for having a car that’s comfortable to have fun in, with an interior that can handle wild driving yet remain roomy and spacious. It’s a nicely designed ride on the inside, with acceptable legroom, good seat bolstering, and nice materials surrounding the occupants. From the plastics to the plaid cloth upholstery, everything feels like quality. The back seat has more room than any of the other vehicles, with elbow room carved into the side panels that makes it even more roomy. Believe it or not, this is an actual four-passenger, four-seat car – hooray! We found only three little blips in the back: the front seats are hard to move, the entry and exit opening is small, and the headrests are tough to pull up, digging into your back when you first sit down and causing you to twist around and yank them into place. The trunk is well designed, with plenty of room and an excellent liftover height.
Whoever would have thought that your fast would have a practical side. Humph. The GTI’s major shortcoming is the design: it looks like a frumpy fast that needs to go on a diet. But if so, that’s okay. It’s what’s on the inside that counts, and for the GTI what’s inside is a nicely executed interior that goes perfectly with the beast that lies waiting, and growling, under the hood.
Opinion – Perry
Scion tC Supercharged: Fourth Place Pick
As I have gotten older, I have learned to look past superficial good looks and really dig for qualities that make the overall package something you can live with. Unfortunately, there is always a process of give and take and the 2006 Scion tC Supercharged is a perfect example of such compromise. In my book, the tC scored best on looks but comes in last with regards to handling. The tC just couldn’t hold its own against the other competitors. Inside, I feel the aftermarket shifter needs four inches cut from its height, the throws need to be shorter, and the silly knob needs to be replaced with something that is actually functional. How about a sixth gear while we’re at it? The seats need additional bolstering and I also would need more readable gauges for a daily driver. From a performance standpoint, I couldn’t live with the Scion’s buzzy engine at freeway speeds and the lack of low-end torque. The tC runs best in the high revs but that is where it gets buzzy, so as a possible daily driver it ranked lowest on my list. In the car world, good looks might get you noticed but if you don’t have other qualities to offer you might just find yourself getting traded in on a new model.
Chevrolet Cobalt SS Supercharged: Third Place Pick
Had you told me before we left on our drive that I would find the Cobalt SS the most fun car of this group to drive, I would have scoffed and taken the keys to one of the other cars. Not being a fan of American cars in general, especially the ones on the lower end of the price spectrum, I was shocked at how well the Cobalt SS handled every turn we threw at it. It just kept begging to be pushed harder. Unfortunately, from a daily driver, I need more than just handling and performance. The engine lacks the smooth refinement of the GTI or the Civic and the fact that it has only a five-speed transmission really led to its downfall on my list. However, the Cobalt’s biggest downfall is the cheap materials that make up the interior. The Cobalt just feels like a rental car compared to the likes of the Civic Si and Volkswagen GTI. Comfort is a critical issue, too, especially considering the amount of time people spend in their cars these days. The Cobalt’s seats do offer comfort but need additional bolstering. The Cobalt’s styling is okay but the street-racer wing is passé and I don’t feel the Cobalt’s looks will hold up well over time. Residual value is also a consideration for me when buying a car and the Cobalt can’t hold a candle to the other competitors. When you look at the Cobalt as a package it lacks more than it has to offer and the good just doesn’t outweigh the bad.
Volkswagen GTI: Second Place Pick
Once you look past the plaid interior – it looks like a bad pair of golf pants was used to make the seats – the 2007 Volkswagen GTI is a car that has a lot to offer. The GTI’s seats are comfortable with decent bolstering, performance is as amazing as it is smooth, and the looks, though not supermodel status, are not bad. The GTI’s handling shined both on the street and at the track, falling second only to the Cobalt SS (I can sense the PR guys at VW shuddering right now). My biggest issue with the GTI is that I can’t find a driving position that feels comfortable to me. I like to sit low and finding a position where the GTI’s seat is low and the steering wheel height is correct just doesn’t work for me. I give praise to the engineers for the drivetrain, though. The GTI pulled the fastest speed for me into turn one at the Streets of Willow and the torque at every point on the rev range made driving the GTI a blast to drive. The engine pulls hard and smooth all the way to redline and the six-speed transmission is easy to shift. Plus, the GTI’s engine offers minimal buzz at freeway speeds. One negative is the amount of body roll the GTI exhibits in tight turns, but otherwise this car is a delight to drive. All in all, the GTI is a great car but the comfort factor keeps it in second place for me.
Honda Civic Si – First Place Pick
Okay, the 2006 Honda Civic Si doesn’t offer up (in my opinion) the best looks, the best performance, or the best handling – so why did it make the top spot on my list? Because as package I feel it is the car that is most livable as a daily driver. Remember the give-and-take philosophy from my Scion write-up? Well, I’m willing to settle for what performance the Si has to offer because it isn’t that far off the mark. The Civic Si isn’t the best looking either, but is still a handsome design. Handling isn’t a top prerequisite for me so it slides by because it has so much to offer where it really matters, comfort! The Civic Si has the best interior of the group and the seats are heads and tails above the other competitors. Toss in the smooth, short-throw six-speed transmission and interior surroundings that have a look and feel of quality, and you have a car that you can be comfortable in whether sitting in traffic or traversing favorite back roads. Throw in traditional Honda reliability and the Civic’s reputation for great resale values, and you have an unbeatable ride. Honda knows how to package a car and even with the Civic’s shortcomings, it still comes out on top in my book.
Opinion – Wardlaw
Scion tC Supercharged: Fourth Place Pick
Driving dynamics hampered the Scion tC Supercharged’s ranking on my personal must-buy list. I scored the car third overall based on the strength of its outstanding interior design, its ride quality, and its stylish detailing, but when it comes to buying a sport compact car, the powertrain, brakes, steering, handling, and fun-to-drive factor are critical elements. Despite its expensive dealer-installed supercharger and competitive power ratings, the tC just didn’t feel as eager to run as the other cars. I downgraded the steering and brakes, too, and though these two components behaved in a more predictable fashion on the Streets of Willow race course, on city streets and country two-lane roads they were disappointing in terms of response and refinement. The end result is a lively but dull car.
Erase the Scion tC Supercharged performance pretensions, however, and this is a terrific daily driver. It’s comfortable, features a smooth ride quality thanks to its long wheelbase, is equipped with a handy hatchback design that masquerades as a stylish coupe, is constructed with high-quality interior materials, and looks more upscale than the base price would lead you to believe. If you’re shopping this segment but can’t afford the $20,000-plus price tags of the other three cars, grab a base Scion tC and skip the Toyota Racing Development add-ons. The standard 160-horse engine offers enough verve for most drivers, and you won’t suffer the indignity of spending a wad of extra cash only to have your ass handed to you by a Chevy Cobalt – because you won’t be tempted to race the Cobalt in the first place.
Chevrolet Cobalt SS Supercharged: Third Place Pick
Believe it or not, the Chevy Cobalt SS Supercharged could easily overtake the Honda Civic Si on my personal choice list if three things happened: it would need to lose the stupid rear wing, GM would have to spend the money it cost to create that monstrosity on upgrading the cabin’s interior materials and build quality, and the seats need to be ripped out and replaced with something that can actually keep up with the car on the twisty road. Seriously, how many negative reviews is it gonna take for GM to realize that it needs to spend some development dollars on the inside of the car if it expects to win repeat buyers, or expert recommendations? The Cobalt SS is a thrill a minute, no matter where you’re driving it, and it even looks good – especially the wheels. But that interior is junk, and that wing is juvenile. Obviously, the cabin is where the company is cribbing cash to pay for its legacy pension and health-care costs, because the Cobalt SS Supercharged isn’t exactly an inexpensive set of wheels.
The flat, featureless buckets inside our test car were worthless and inexcusable – especially since the Saturn Ion Red Line, which is the same car but a whole lot uglier inside and out, gets outstanding Recaro seats as standard. Our Cobalt’s grip far exceeded the seats’ ability to hold me in place, and when driving the car hard I was constantly distracted by attempts to anchor myself with the steering wheel. Still, it was clear from the first run down Spunky Canyon Road and the first lap around the Streets of Willow that somebody at General Motors knows what they’re supposed to be doing. The Cobalt nails every important mechanical ingredient of a sport compact car. It even has a trendy boost gauge molded into the A-pillar. But between the lousy materials, sloppy assembly, craptastic seats, and suddenly clunking front suspension after an afternoon at the track, it’s clear that plenty of people at General Motors are still clueless. That’s too bad. This is an extremely fun car at an extremely competitive price.
Honda Civic Si: Second Place Pick
My first exposure to the Honda Civic Si was almost exclusively on a track and nearby smooth, flat, blacktop two-lane roads in rural Illinois, and I found the car a real thrill to drive. However, on my home turf of Los Angeles, the Civic didn’t impress me as much. In this setting, the car was more work than fun.
All the power sits in the top third of the rev range, and while you’re waiting for the VTEC variable valve timing to open the floodgates, the other three cars in this test are pulling away. The Civic is loud, too, and you certainly oughta be paid for your extra patience and aural pain with more power than the Civic delivers. Drive the Si in the mountains, and you’re constantly shifting between second, third, and fourth gears while the guy in the Cobalt is blasting along in third. On the track, where you can run near redline all day long without raising the ire of the local police, the Civic Si came into its own, but still required more shifting than the other three cars. Honda is turning to turbocharging to bump power ratings these days (read: Acura RDX), and a blown Civic Si would be a sweet treat, indeed.
I know, I know. All you Temple of VTEC freaks are now calling for my head. Here’s why you can just calm down and relax. Regardless of my dissatisfaction with the Si’s performance in my little geographic corner of the country, I’d still buy this before saving a few hundred bucks with the Chevy Cobalt. In the real world, this car offers exceptional value. It’s nimble in urban environments, is equipped with a kicking sound system, and for our as-tested price of $22,590 it included a voice-activated navigation system. Plus, it’s stylish, made of quality materials, and has a good-sized trunk. Personally, I can’t get comfortable in this thing because of the sticky seat fabric and the location of the parking brake handle, which continuously pokes into my right kneecap, but that’s more a function of my funky body shape than anything else. If you were shopping for a sport compact car, I wouldn’t hesitate to recommend the Civic Si.
Volkswagen GTI: First Place Pick
This is an ugly car, but it’s so comfortable, so much fun to drive, so practical, and built with such care that I’d buy it in a heartbeat – even if it does cost the most. The Volkswagen GTI thrills you no matter what kind of road you’re on, no matter what the weather conditions are, no matter how much traffic there is. It is a superbly capable all-arounder, usually not the best at any single thing, but a top performer in all areas. In fact, my single problem worth mentioning is the exterior styling, which, if ordered in black with the optional 18-inch wheels, resolves the issue because that repulsive decal on the front bumper would be masked by the color coating the rest of the car and the optional wheels are just so damn hot.
Dynamically, the GTI’s brakes could use some attention. When driving hard, I didn’t like the pedal feel, and when they heated up they began to fade. Inside, I disliked the trip computer, which reset the average fuel economy after extended rest periods, making it impossible to track total fuel economy for a single tank of fuel. Otherwise, the Volkswagen and I got along quite nicely. The front seats were incredibly comfortable and supportive, the driving position was perfection, and the materials used to construct the cabin were of higher quality than the other cars. I appreciated the simple stereo and climate control layout, the big and secure bottle holders molded into the front doors, and the retro plaid upholstery. Need to move something big and boxy? Fold the seats, pop the hatch, and you’re good to go with a whopping 46 cubic feet of cargo space. Plus, our particular VW’s assembly quality, inside and out, was nearly flawless. This is definitely the sport compact car I would buy today, even if it does have a face only its mother could love.
Photos by Ron Perry