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.