Join us as we review the new 2010 Kia Soul that just recently hit the showroom floors. The Kia Soul enters the compact car market, going up against the Scion xB and the new Nissan Cube. Like its competitors, the shape is boxy, but unlike the others, the Soul’s style boasts more of an expensive design, leaving the childish and cutesy touches at home.

The 2010 Soul comes with two engine options. The base engine is a 1.6-liter four cylinder that produces 122 horsepower at 6300 rpm and 115 lb-ft of torque at 4200 rpm, mated to a 5-speed manual transmission. If you want an automatic tranny or more power, you can opt for the 2.0-liter four cylinder that makes 142 horsepower at 6000 rpm and 137 lb-ft of torque at 4600 rpm mated to either the 5-speed manual or 4-speed automatic transmission. Either way, with the Soul barely weighing in at 2800 pounds, you’ll be able to zip around town.

But most important in this economy is the best bang for your buck at the best price. The Kia Soul starts at a base price around $13,300, topping out around $17,000. Even with the inexpensive price tag, you’ll be pleasantly surprised with the necessary amenities like a sunroof, customization features like the speakers with adjustable lighting, and luxuries like a back up camera in the rear view mirror.

We recently tested the re-designed 2009 Subaru Forester. The ’09 Forester boasts a new look, from the front to the back and also gained a few inches of ground clearance for those who like to explore off of the beaten path. Despite the new higher ground clearance, the Forester still has the lowest center of gravity in its class, where its main competitors are the ever-popular Honda CR-V and Toyota Rav-4.

This rugged SUV from Subaru comes with two engine options. We tested the 2.5 L 4-cylinder engine that produced 170 horsepower at 6,000 rpm 170 lb-ft of torque at 4,400 rpm mated to a manual transmission. The other option is the 4-cylinder turbo engine from the WRX sedan, mated to an automatic transmission. Yes, that’s right, a turbo paired to an automatic transmission. Subaru, unfortunately, will not offering turbo motors with manual transmission in Foresters.

Everything about the 2009 Forester is practical, from the gas mileage, to the interior features and price. For an SUV, the Forester does not disappoint in its fuel economy numbers, getting 20 mpg city and 26 mpg highway. The interior design has also improved with nice features like the over-sized sunroof and consideration for backseat passengers with the sliding cupholders and ample legroom. Lastly, and in the current economy, most importantly, the cost of the Subaru Forester can almost be called cheap, starting at a base price of $22,495 and an as-tested tag of $24,011.

If you’re in the market for a Honda Accord or Toyota Camry but can’t stomach the cost, you should consider the 2009 Hyundai Sonata Limited. Included in the base price of the Sonata Limited edition are most of the goodies like dual zone climate control, heated seats, keyless entry, and iPod/USB integration that usually run up the final cost. Our tester came with the less powerful of the two engine options, the 2.4-liter 4-cylinder that produces 172 horsepower at 6,000 rpm and 168 lb-ft of torque at 4,000 rpm. The other option is the higher performing 249 horsepower, 3.3-liter V6 engine. The fuel economy on our tester was one of the few in the large car class that meets the EPA standards, getting 22 mpg in the city and 32 mpg on the highway.

Once you factor in the safety ratings, all of the amenities offered in the base price, and the fuel economy, the 2009 Hyundai Sonata Limited can only be described as a value buy, costing a mere $24,955, as-tested.

Though fuel prices have gone down a bit over the past few weeks, it seems “fuelish” that consumers would go back to their big SUV, gas-guzzling ways. If you need utility for five in a great, small package, you should strongly consider the 2009 Honda Fit.
 

The Fit is now in its second generation, and the 2009 model is all-new. The new Fit features a “super-forward” design that pushes the wheels out to the corners, offering a spacious interior that belies its diminutive exterior dimensions. A new larger windshield and large front quarter windows ensure a clear, unobstructed view to the front. Side and rear views are also very good – a safety feature sometimes overlooked by consumers on ten-minute test drives.
 
It should also be noted that despite Fit’s small size, it is a very safe platform. The introduction of Honda’s Advanced Compatibility Engineering (ACE) body structure contributes to enhanced safety and is combined with improvements to body rigidity for crisp handling and a surprisingly quiet and comfortable ride. Expect high marks for Fit in U.S. Government and insurance industry crash testing.
 

With the trend downward in size, many consumers recall the days when going “small” meant sacrificing comfort and convenience. But things have always been different with Honda, as they’ve built their reputation on building subcompact and compact cars with features steps above their MSRPs. Fit continues this trend with a very high level of standard content, regardless of trim level. On base models for example, standard features include a great sounding deluxe sound system with iPod connectivity, premium finishing details inside and out (like varied materials inside and a chrome exhaust finisher and side sill moldings outside), a tilt and telescoping steering column, keyless entry, ten cupholders, myriad storage areas, steering wheel mounted audio and cruise controls, six airbags, antilock brakes with electronic brakeforce distribution, and Fit’s “Magic Seat.” Magic Seat is built into the 60/40 split rear bench, and allows the rear seats to be folded flat into the floor with the flip of a single lever, even with the front seats in their rearmost position.

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Tall drivers and passengers will enjoy Fit’s abundant headroom, though legroom is expectedly tight. Wide bodies will enjoy not rubbing arms with passengers. Even at 6’9” and 275 pounds, my test drive in the Fit through upstate New York’s hilly terrain was enjoyable and not just because of the spacious interior. Pushing the Fit’s 1.5-liter i-VTEC four cylinder was downright enjoyable. If you opt for the more expensive Fit Sport, you can choose a sweet shifting five speed manual with steering wheel-mounted paddle shifters. The Fit accelerates smartly, and handles curvy roads like sporty cars that cost thousands more. Quiet and nimble, driving this car won’t cause any “fits” of frustration.

My only gripe about the 2009 Fit is the lack of electronic stability control on base models. It’s simply not available on that trim level. Choose the Fit Sport however, and you get stability control standard, as well as the ability to choose optional DVD based, satellite-linked navigation. The 6.5-inch, voice recognition, touch screen navi system opens to reveal PC card playback capability, further enhancing audio choices.
 
The 2009 Honda Fit is priced between $14,500 and $18,760 depending on trim levels, transmission choices, and whether you choose optional navigation. Purchasing this well done offering from Honda could help keep your resources in “fit” condition.

Mazda has had a string of notable successes lately. The MAZDA3, CX-7 and CX-9 have all exceeded corporate sales expectations and have planted the Japanese automaker firmly on the map. With the 2008 MAZDA5, Mazda hopes to continue the positive sales trend.

The 2008 MAZDA5 Multi Activity Vehicle (MAV), if marketed correctly, should re-write the small utility segment. Think of it as the ultimate urban people mover. It’s styled like a mini Minivan. It’s not as long as a Honda Odyssey, yet still transports six in comfort. It’s not as powerful as a Toyota Sienna, yet the MAZDA5’s proven 2.3-liter four offers smart acceleration. It’s not as thrifty as a Ford Escape Hybrid, but you can’t put the starting five and the coach in an Escape. Who needs more size when less will do just fine?

Now in its third year of production, the ‘08 model features significant upgrades. The 2008 MAZDA5 got a significant makeover, with a new front fascia, grille, headlights and taillight design. The overall design is athletic, superbly masking its people moving duties.

Inside, much has been updated for the MAZDA5’s Sport, Touring and Grand Touring trim levels. Electroluminescent gauges have been added along with second row heating/cooling vents with fan-speed controls, front passenger inboard armrests, second row passenger outboard armrests, and audio auxiliary input jack (full iPod integration is optional). New shift panel and center console designs add a sporty flair. Five-speed automatic or manual transmissions are standard depending on trim level.

Grand Touring models add a security alarm, Bluetooth hands-free phone system, a leather-wrapped shift knob, auto on/off headlights, LED taillights, heated door mirrors and rain-sensing wipers.

For the driver and up to five invited guests, Mazda’s aim was to make the cabin as spacious and comfortable as possible. Three features contribute to the MAZDA5’s roomy interior: a low profile fuel tank, a compact multi-link rear suspension, and a stepped floor. The latter permits excellent legroom for all – especially those sitting in rows two and three. In the third row, legroom is a generous 30.7 inches. In row two, legroom is a comfortable 35.2 inches. Second row seats slide and recline and can be folded flat without removing their headrests. They feature a one-touch lever that automatically tips the seatback forward and slides the cushion to its front-most position to allow access to the third row.

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The third row seats are split 50:50. They can be tipped forward individually and folded flat, creating 44.4 cubic feet of storage capacity. Fold the second row and the load floor area is over 63 inches long.

Interior storage space includes an illuminated glovebox, half-liter bottle holders in each front door pocket, a removable tray/net between second row seats, and under second row storage bins.

On the safety front, standard advanced front air bags use sensors to measure seat occupants’ weight, severity of the impact, and distance from seat to dash, before deploying. The front side and side curtain airbags that protect occupants in all three rows of seats are also standard. Additionally, three-point seat belts and head restraints are standard for all six seats.

MAZDA5 pricing begins at $17,995. Nicely equipped models will set you back about $25K. Comparison shop and do the math. If you are a young family who needs a vehicle with room to grow with, or a Boomer with the desire for a fun-to-drive ride with space to spare, you should consider this solid offering from Mazda.

Over 25 years ago, the seeds were planted for the smart fortwo. Back then, Mercedes-Benz tabled a design that they didn’t feel could meet their stringent safety requirements with 1972 technology.

Ten years ago, technology caught up, and a creative and technical collaboration between Mercedes-Benz and Swatch brought the smart fortwo to the world. Since then, almost 800,000 of the iconic little car have been sold worldwide.

Now, the second generation smart fortwo is arriving on U.S. shores. It is sure to turn heads in this land of super-size everything. Will it succeed amid a sea of Hummers and Expeditions? More importantly, will it survive?

When we were invited to have some seat time in the smart fortwo before it was available to the general public, we heard it all from our friends and family: “It looks too small to be comfortable.” “Just wait until you get in a wreck!” “Do you have to rub it on the carpet to make it go?”

All jokes aside, we were pleasantly surprised at this little miracle of engineering. Before we go further, let us emphasize that we were amazed at how safe the smart fortwo is. In fact, we would feel safer in it than in some larger cars we have driven. We’ll talk more about the safety aspect later. Be prepared to throw away your preconceived ideas of what a car this size must be like. You are almost certainly wrong. We know; we were wrong and had no choice but to revamp our own opinion after driving it and seeing its capabilities.

Exterior Styling
First though, let’s get some basics out of the way. The smart fortwo is only 8.8 feet long (106.1 inches). This means that you could fit two of them in a typical parking space end to end! It is available in three models: the smart fortwo pure at $11,590, a nicely-equipped smart fortwo passion at $13,590, and a convertible smart fortwo passion cabriolet at $16,590. The optional ‘Comfort Package’ with heated leather seats and power steering is something which we think most people will choose to get.

A striking feature on the exterior of the fortwo is the sharp black (optionally metallic silver) line that runs along the bottom of the sides and flares up behind the rear doors over the top of the car. This is a fantastic example of form following function: this is the smart’s tridion safety cell. The other body panels (available in six colors: black, yellow, white, blue, red, and silver) are actually changeable should an owner wish to mix and match (no word on the cost, however).

Interior Styling
Inside, the fortwo is spartan and purposeful, but it doesn’t feel cheap. In fact, everything feels solid, from the way the doors close to the buttons on the dash.

The smart fortwo is 5.1 feet wide, and also 5.1 feet tall. By comparison, a Mercedes S-Class is a foot wider, but the smart is actually 3 inches taller! That translates into a cabin which can comfortably seat two adults that are well over 6 feet. smart claims that a 6’5″ adult can sit comfortably; we’re not that tall, but based on the amount of headroom we had, we believe them.

The instrument cluster features a large speedometer mounted in the traditional location, with all controls for the mp3-CD capable radio and A/C system within easy reach of the driver and very intuitive. Our smart was equipped with an optional TomTom navigation system; a nice touch.

The fortwo has a surprising amount of cargo room: 7.8 cubic feet up to the beltline; 12 cubic feet if you fill it to the roof. That’s enough for golf clubs! An optional fold-flat passenger seat provides even more carrying capacity.

Safety
We said that we were surprised to find out just how safe the smart fortwo is. Its tridion safety cell wraps the occupants and protects the integrity of the cabin much as a roll cage in a race car would. The short length of the car, and its wheelbase being almost as long as the car itself, aids the tridion cell in protecting the occupants. Most crashes will actually have to involve one of the wheelbases, with tires acting as extra bumpers and axles helping to dissipate energy.

We saw a smart which had been rear-ended at 50 mph; the doors could still be opened and the seating area was unscathed! This is part of why the smart fortwo has earned a 4-star crash rating in the U.S.

Powertrain & Performance
The fortwo is rear-engine, rear-wheel drive, and is powered by a 3-cylinder 1.0 liter engine. The transmission is a automated manual (think BMW SMG or Ferrari F1) 5-speed transmission. This was one of our only two complaints about the car. When we left the car in automatic mode, as we think most U.S. drivers will do, the time between shifts seemed excessive. It is possible that this was just our pre-production model, however.

The smart isn’t going to win any races: 0-60 mph comes in 12.8 seconds. However, acceleration is adequate for highway merging, and we found the car to be quite stable even at speeds of 80 mph.

Where the fortwo really shines is fuel economy. It is rated at 40 highway/33 city using the EPA’s 2008 standards. Keep in mind that all 2008 models will have lower numbers that those you are accustomed to due to the new standards. By 2007 standards, the smart fortwo would have been rated at 45 highway/40 city. For those with long commutes or those who believe in global warming, the smart is, well, smart.

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Driving Impressions
We drove the fortwo on a combination of busy city streets and highways. Driving in town was a pleasure, with the maneuverability and easy parking of the smart really shining. The smart was comfortable on the highway, although its short wheelbase could make for a slightly rocky ride at times.

We mentioned above our impression of the transmission. Our only other complaint was with the air conditioning in our test model. It had trouble keeping up with a humid day in the mid 70s. We hope that this was also due to it being a pre-production model. Once we get to drive one in the Texas summer, we’ll let you know what we really think.

Conclusion
The smart fortwo is being brought to the U.S. by Penske Automotive Group (PAG). You know Penske from motorsports, but did you know that PAG is the second largest automotive retailer in the U.S., with 165 dealerships in 19 states?

We got to sit down for dinner with Roger Penske, chairman of smart USA, Penske Automotive Group, and Penske Corporation, a transportation services company. With his company’s expertise and network of dealerships, he has been able to provide a network of service and sales support nationwide. His enthusiasm for the future of smart in the U.S. is easily evident and definitely contagious.

While there were some secrets he wouldn’t divulge, he did tell us that by the end of 2007, over 30,000 deposits in smart’s “$99 Reservation Program” had been placed. While production figures for the first year have not been released, we believe that more than the first year of smart fortwo’s in the U.S. has already been spoken for.

That is a lot of smart customers!

Base Price: $13,590
Price As Tested: $15,380
Date Available: January, 2008
Body Style: 2-door compact
Engine & Torque: 1 liter, in-line 3 cylinder, gas; 70 hp @ 5800 rpm; 68 lb ft @ 4500 rpm
Transmission: 5-speed automatic manual
Wheels & Tires: 175/55R15 rear; 155/60R15 front
Warranty: 2 years/24,000 miles
Fuel Economy: 33/40 MPG
0 – 60 MPH: 0-60 mph: 12.8 seconds
Top Speed: 90 mph

Sold in other markets as the Tiida, Nissan’s entry into the suddenly-crowded “B”-segment–think Honda Fit, Aveo, Yaris, etc.–will be the Versa for 2007. Surprisingly roomy inside, it’s one of the biggest platforms to fit into the B category.

The Versa also sports one of the largest motors in the B-segment. It’s a 122-horse 1.8-liter, and it feels decidedly peppy when driven back-to-back with the competition. Electric power steering is also featured, and we were mightily impressed with the Versa’s tracking. Leave it to Nissan to build the sportiest entry in the subcompact class.

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We drove an SL model, which runs around $17,000. Base Versas start at just $12,500, though, but you lose the keyless start, the sunroof, the subwoofer-equipped Rockford Fosgate 6-disc stereo, and more goodies. Either way, the Versa promises to be first-rate transportation on a budget. Our only complaint would regard a distinct lack of storage space in the interior–there isn’t much in the way of cubbies, nooks and crannies for all your stuff.

Hyundai this year debuted their all-new high-volume midsize Hyundai Sonata sedan, at what CEO Bob Cosmai called “the most important launch in our history.” We first experienced the car in the San Francisco Bay area, at a generous junket that couldn’t help but leave a favorable taste in our mouths. Since then, we’ve had a week’s worth of seat time in the mainstream four-door that Hyundai hopes will help it crack the 1-million annual sales mark. Our overall impression was good; Hyundai continues to catch the competition unawares by offering competent cars like the Hyundai Sonata for not a lot of cash.

First off, the new 2006 Hyundai Sonata is a looker; almost Audi-esque in design, but not ostentatious. In this segment, you have to appeal to a broad cross-section of consumers, many of whom embrace stylistic anonymity–thus the bland design of the segment’s major players; Honda’s Accord and Toyota’s Camry. Still, the Koreans did add a little aggressiveness in the overall elegant design, especially evident in the sporty wheels on GLS and LX models and the headlight cluster that almost seems to sneer at you. Subtle chrome accents and slanted taillights that resemble the back end of Lexus’ new IS series are also attractive, and upscale. Not one character line here is out of place; the Sonata looks rich, sporty and successful.

Step inside, and the upscale theme continues in the interior. The layout, features, materials and execution are all well ahead of the previous model, and entirely in line with the competition. Soft-touch plastics, leather and solid-feeling controls seem expensive, reinforcing Hyundai’s ‘more-for-less’ corporate mantra. There’s nothing amazing here, or even distinctive, unless you count the slightly odd shape of the climate control knobs. But you get heated seats, a surprisingly adequate stereo system, power everything, and keyless entry. XM radio, which is now standard in all Hyundai products, adds another entertainment option. No nav system is yet available–we’re sure that should Hyundai get around to offering one, it’d be efficient yet significantly cheaper than anyone else’s. The only complaint we’ll offer regards the seats–we found the bottom cushions in front too small for some drivers, so pay attention and be sure you’re comfortable before you make a purchase.

Our test Sonatas have all been V6-powered models (GLS and LX); due to the value pricing Hyundai expects to sell a majority of these, even though four-bangers make up the bulk of the market elsewhere. Power is more than adequate for this category; the V6 makes 235 horsepower. That’s on the happy side of average and behind only a couple competitors (Altima and Accord). It’s also enough for a 7.5-second run to 60 mph. For the tree-huggers in the crowd, the V6 Sonata is an Ultra-Low Emissions Vehicle, returning 20/30 mpg city/highway. The V6 gets a five-speed automatic; a stick-shift comes only with the coarser 162-hp inline four.

Although we’ve only driven that four briefly, we found it to be similar to the base-engine offerings from Honda and Toyota. It actually makes two more horsepower than theirs; but is a bit noisier and not as smooth. Still, for the money–the four-cylinder Japanese entries cost as much as a Hyundai V6–it’s entirely competitive. In fact, the Sonata mirrors the other entries in just about every dimension as well; it’s wheelbase (107.4″), length (188.9″), height (58″) and width (72.1″) are all within an inch of the other two.

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Time behind the wheel showcases the Sonata’s newfound prowess. A dynamic leap forward from the previous model, we think it’s every bit as competent as a contemporary Accord or Camry. The tires don’t squeal unless you’re really pushing it; the body leans but no more than you’d expect. The suspension layout is expectedly pedestrian, but works well; the front double-wishbones and multilink rear provide a nice blend of comfortable ride and grip. The 17″ rims on the uplevel models add even more stickiness, but compromise ride a bit. At between $1,800 and $4,500 less than its Japanese brethren (a base GL costs $17,895, while a loaded LX is $22,895), we can’t help but be impressed.

Hyundai stresses safety in this car, saying occupant protection was a primary concern during the design process. Cosmai said, “We don’t want customers to have to decide between safety and savings.” The new Hyundai thus comes standard with anti-lock brakes (ABS), traction control, six airbags, and electronic stability control (ESC)–rare in this class.

Hyundai–and subsidiary Kia–is on the move, with profits up 14% in the last quarter alone, and market share over 5.4%. Consumers are beginning to feel better about the brand, after a dismal initial launch in the early ’90s. Now they have that 10-year warranty backing up the claims of improved quality, and Hyundai places high in just about every J.D. Power report. Still skeptical? Consider this: sales are up 364% since 1998, placing Hyundai at the #4 import slot. That million-unit goal may still seem optimistic with current sales still under half that–but by 2010, if Hyundai can keep putting out vehicles this good, at these prices, the achievement will be no surprise at all.

It’ll be a long time coming, but sooner or later, the public at large will realize that GM really has screwed together some decent automobiles of late. The base Cobalt is a case in point–sure, its Cadavalier predecessor was so bad they had to drop the name altogether for the economy car’s replacement, but this new one is actually a competitive car.

And although Joe Consumer has yet to recognize the many good qualities of the Cobalt, GM hasn’t given up on it yet. In fact, they’ve proliferated the model line. Taking a page from Honda’s wildly successful Civic, which earned serious street cred by both being an excellent canvass for rice-rocket tuners and by offering straight-from-the-factory performance in the Si models, Chevy has unleashed an SS option for the Cobalt coupe.

SS, for the uninitiated, stands for “Super Sport,” and since the early 1960s the best & brightest Chevys have worn that badge. The Cobalt SS is one of a wave of SS models for 2006, including hotted-up versions of the TrailBlazer and redesigned Impala. From our time with this little screamer, we’d say this might well be the best of the bunch.

It all begins with a supercharged 2.2-liter Ecotec four, breathing out a hefty 205 horses. This is a wildcat of a motor; the boost gauge on the A-pillar might look gaudy, but the engine deserves it. Chevy says the package makes for a 6.1-second 0-60 time; we have no reason to doubt that. If you’ve driven a Neon SRT-4–or just read last month’s review–you’ll have a feeling for the driving experience. Otherwise, imagine a Civic on methamphetamines. And think fun.

It’d be a whole lot less fun, though, if the chassis and suspension weren’t up to the task, however. Fortunately, they are–this little car really does feel at home on the road course. A rigid superstructure is where it starts, upon which fat sway bars, stiffened springs and shocks, and 18″ rims with 215/45 rubber complete the deal. We did take it out on a track, and were impressed with its tracking, stability, and tossability. The layout is front-wheel-drive, so of course there’s some understeer to deal with, but at least the torque steer has been dialed out to an impressive degree. All told, this car would compete well with anything in its class, on the track or off.

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It’s also fun to look at–especially if you’re in this car’s under-30 demographic. Older drivers might find the tall spoiler and ground effects somewhat hokey, but the kids love that stuff these days. The round taillights do lend a bit of Corvette to the rear view, though, and the rims are slick enough to pass for aftermarket. The overall profile is wedge-shaped, which itself speaks to the Cobalt SS’s mission.

The interior has its share of joy too, with color-matched leather inserts in the seats and a thick, leather-wrapped steering wheel. The switchgear and controls are better than ever before, and everything is ergonomically placed for spirited driving. Perhaps most surprising is the amount of space inside, for both passengers and cargo–although the hatchback that you’d expect from the fastback shape is absent, meaning loading bulky items is hard if not impossible.

It’s also a lot of fun to get a good deal–and here the Cobalt SS shines. At $21,430 to start (without incentives…), and about $23,000 as tested, you get a lot of car for the money. For once, the hot hatch, import tuner, and general pocket-rocket segment has credible competition from Chevrolet. While Ford’s Focus SVT (now mourned since its 2004 passing) and Chrysler’s not-named-a-Neon SRT-4 have shown that Detroit can turn out a fiery & fun four-banger, Chevy previous efforts have been lackluster at best. No longer. Now, the purveyors of the Corvette and a multitude of capable yet somnolent SUVs, has given us a compact to be proud of. God bless America.

The Germans are a curious bunch. They build some of the world’s finest cars, with features and functionality that truly push the boundaries of modern technology (see BMW M1, Porsche 959, Audi RS6). They get us all frothy with anticipation and just when we’re ready to sign for that third mortgage, they decide to keep those treasures all to themselves. It’s like running out of hot water mid-shower; oh, the cruelty.

Enter Volkswagen. Some twenty-five years ago, the German automaker unveiled a sporty yet functional hatchback for the masses – in Germany. That’s right, no one this side of England would be able to get their hands on the little rocket from Wolfsburg. Cruel. Very Cruel.

Apparently all of our kicking and screaming paid off, because in 1982, VW caved and brought the original EA337 (known to the commoner as the GTI) over to America, and as a result invented the now popular “hot hatch” category.

Fast forward to early 2002 – once again, Germany has outdone itself and released a 25th anniversary version of the GTI – the 337. And, true to the automaker’s twisted sense of humor, they tried to keep it all to themselves. However, thanks to the popularity (and power) of the Internet, 1500 very lucky Americans are now enjoying the 337 for themselves. The GTI 337 was brought to America largely thanks to the vocal group of loyalists over at vwvortex.com, and we thank them for their dedication and tenacity.

For just under $23,000, the GTI 337 buyer gets quite an impressive vehicle. Options? What options? Colors? Well, hope you like Reflex Silver with a black interior (accented with red stitching). Leather? How does cloth sound? Sunroof? Try again.

The good folks from Wolfsburg wisely decided to include all of the standard options that come with the GTI and then elected to spice things up a bit in the performance and appearance categories with the help of some very well chosen components from the Audi parts bins. You say your car has 17″ wheels? Cool. The 337 has 18″ wheels, lightweight BBS RC’s wrapped in ultra sticky 245/40/ZR18 Michelin Pilot Sports.

Cool wheels are only the beginning. The 2002 GTI 337 boasts a slew of goodies, including:

– 180hp 1.8L 20-valve intercooled and turbocharged 4-cylinder motor
– Six speed MQ350 manual transmission with upgraded clutch and pressure plate
– 315mm (12.4″) vented front and 256mm (10″) vented rear brakes with red powder coated calipers and 4-wheel ABS
– Improved suspension, lowered approximately 1″ at each corner
– Recaro front seats, wrapped in “LeMans” black cloth with red stitching and accents
– Votex body kit with front valence, side skirts, rear valence and hatch wing
– Red accent stitching and leather wrapped 3-spoke steering wheel
– Aluminum pedals
– Monsoon Sound

At first glance, 180 horses may not seem like a lot of power, but when you consider that the GTI 337 weighs in at a fairly-svelte 2,850lbs and that the boosted 4-cylinder musters 174 ft/lbs of torque from 1,950rpm through 5,000 rpm (read: FLAT torque curve) you’ll want to make sure you have your attorney on speed dial. Add a performance chip to the perky 1.8-liter motor and you’ll be enjoying 200+ horsepower and nearly 250lb-ft of torque.

The all-new six-speed transmission is geared to take advantage of the 337′s wide powerband. Thanks to the fairly abundant torque and the relatively short gearing, you’ll find yourself dancing on the gas pedal in an attempt to manage the wheelspin through first and second gears. On the highway, sixth gear keeps engine revs to a very civilized 2800 rpm at 70mph.

While it’s fun to talk about the 337, it’s even more fun to drive it. Even the most reserved and conservative drivers will find themselves running the motor up through the revs and taking turns a little faster than they normally would.

Drop your keister into the 337 and the first thing you’ll notice is the supportive driving posture afforded by the Recaro seats. The side bolsters are firm and hold you in place when you decide to turn up the pace a bit. Lumbar support is adjustable, and very effective – perfect for those longer trips.

Insert the switchblade-style key into the ignition, give it a twist, and the engine springs to life – at idle the 3″ exhaust burbles with a hint of tenacity – floor it and the whistle of the turbo is quickly overpowered by the rumbly exhaust. No fart-can buzzing here, just a throaty, muscular growl.

But, we’re getting ahead of ourselves. Snick the golf-ball adorned shifter into first gear, ease out the clutch, and you’re off – drama free. Take it up to about 3,000rpm, shift into second and continue on your merry way. Unfortunately, this Good Samaritan driving style isn’t habit forming. With each depression of the drive-by-wire go-fast pedal, the 337 seems to taunt you… “Come on, floor it – you know you want to – I’m a turbo – boost is fun!”

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Eventually, you succumb to the 337′s devious taunting and you start to get on it. You quickly realize that this engine loves to be revved. The turbo builds boost efficiently and effectively, with little turbo lag. Combined with the smooth shifting and perfectly ratioed 6-speed, the 1.8T remains in the powerband ALL of the time. Up shifts are flawless- the rpm’s drop progressively as you row through the gears. Downshifts at speed are just as much fun – the pedals are placed so that heel-toe braking isn’t a problem.

Speaking of braking, the GTI 337′s brakes will drop anchors with the best of them. Thanks to large 315mm (12.4″) vented front rotors with 256mm (10″) vented rear rotors and upgraded Pagid 566 pads, brake fade is non-existent, even after repeated 70mph-0 stops. The brakes have a solid, modular feel and provide excellent feedback. Turning and braking doesn’t upset the chassis – everything remains stable and predictable.

How’s the handling? Well, let’s see…have you ever driven a go-kart? Turn-in is immediate; moderate understeer prevails as you push the car harder and harder. It’s only at the very extremes of traction that the GTI 337 wants to oversteer. We feel that the combination of the improved suspension and the gummy Michelin’s make this one of the easiest cars to drive fast. Our car is fitted with an aftermarket 28mm rear sway bar, which is supposed to introduce a little more oversteer, but again, it’s not very noticeable unless you’re really pushing the cornering limits.

Ride quality is on the firm side – as a result of the 40-series rubber and stiffer springs, you’ll definitely feel the bumps, expansion joints and various road surface irregularities. Cabin noise is respectable, although the Michelin’s transmit quite a bit of road noise to the passengers. One would expect the ultra-high performance Michelins to wear quickly, but our test vehicle appears to be quite easy on the tires (despite the copious amounts of driver induced wheelspin that the vehicle regularly sees). With nearly 6,000 miles on the clock, our Michelin’s are still showing 7/32nds of tread depth – impressive for such a serious performance tire.

VW seems to be improving on its build quality, too. We’ve had no issues with the vehicle, other than a few very minor squeaks and rattles that are apparently quite common to the Mark IV chassis. Operating costs after 6 months and 6,000 miles include only gas and oil changes, and we’re happy to report that our fuel mileage has averaged on the high side of 26mpg.

All in all, the GTI 337 represents one of the finest vehicles to come from the Volkswagen stable. The perfect combination of power, agility and panache makes for a very desirable vehicle, especially when you factor in the limited production run of 1500 units.

Should you tire of the engine’s stock 180hp, know that many aftermarket performance parts exist for the 1.8T, which makes upgrading very easy and rewarding – we know of several 1.8T’s that run low 14-second quarter miles with only minor modifications. Something to keep in mind the next time you encounter one of VW’s hot hatchbacks…

Roadfly Test Data:
Curb Weight – 2887lbs
0-60mph – 5.9 seconds
º mile – 14.74s @ 94.2mph
70-0mph – 156ft
Observed Fuel Economy – 26mpg overall
Price as optioned: $22,775
Modifications: APR 93 octane chip, Forge Diverter valve, AutoTech 28mm rear sway bar