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Car Reviews

2023 Volkswagen Golf GTI S

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VW’s GTI packs plenty of performance, even with an automatic …

Volkswagen fans know all about the Golf GTI, the sporty hatchback has been a mainstay performance friendly version of its compact runabout for 40 years.

Golfs (and Rabbits) have been VW’s go-to entry-level car basically since the original Beetle was discontinued in the US in 1979. While this current version looks crisply styled, to be honest, Golf styling has remained somewhat like that of the Porsche 911, consistent through the decades.

What changes, naturally, is all the interior features, the safety gear, along with the engine and tranny.

This GTI S has more power, a more modern dash and interior, plus a 7-speed automatic transmission with a Tiptronic (manual-shift) feature. One can argue all of that is both good and, well …

Let’s start with the big positive, the 2.0-liter turbocharged I4, same as in the Jetta sedan Autobahn model I tested last year. It cranks a generous 241 horsepower with 273 pound-feet of torque. That’s sufficient to jazz this hatch to 100 on a highway entry ramp, but be sure to select the Sport drive mode. It changes shift points for faster acceleration.

The Comfort setting is fine most of the time and Eco is good when trying to stretch mileage. Note too that there’s considerable turbo lag upon acceleration in these two modes.

If power to the pavement is your goal then you’ll certainly want to use the paddle shifters behind the steering wheel. With those you can manually control shift points and really rev this sweet-sounding engine to the max for quicker picker upper power. In Sport mode the exhaust tone also sounds throaty, a win for those who enjoy hearing their car engine flex its muscles.

An even better solution, for the power hungry, is a 6-speed manual transmission, which is standard and saves a buyer $800 over the automatic. Ironically the automatic (thanks to computerization) is more efficient than the manual, so is rated at 24 mpg city and 34 mpg highway by the EPA. I managed 29.6 mpg and the turbo drinks regular unleaded.

Folks with a little more cash and a craving for more oomph can move up to the Golf R with AWD, an adaptive suspension, and an amazing 315 horsepower from its turbo I4. Entry price is $44,390. The R comes only in red or gray.

Watch our video: https://youtu.be/wMzaRqZhFgA

The tested S model, the entry-level GTI, was Reflex Silver Metallic, a bright silver. Naturally there’s GTI badging and the seats also carry the GTI moniker, as does the flat-bottom steering wheel.

While power is impressive, it’s the handling that likely will sell sporty hatch aficionados on GTI. Steering is light and responsive and allows a driver to aim and shoot for any corner’s apex. The chassis here is well tuned for fluid handling and stability in corners.

Then there’s the ride. As with many VW’s and German makes, the sporty nature of the car leads to a firm (some might call it stiff) ride. That isn’t an issue on most highways, but around town it can be a bit wearing. Note too, if you like most of this package, but prefer a somewhat better ride, the VW Jetta sedan’s wheelbase is a couple inches longer.

Inside? Well, I remember wearing plaid pants in the 1970s and when the Golf GTI first came out it followed the fashion trend with cloth plaid seats to distinguish it from other models, not to mention it displayed how hip and trendy the GTI was. Well, VW continues the tradition, for better or worse. The gray and red plaid on the black cloth seats looks nice now, but I’d question how long before an owner might tire of the swingin’ ’70s look. I’m sure Austin Powers would approve.

Whatever you think of its look, the seats are extremely supportive and comfortable with major side bolsters on both cushions. Seats are manual to save weight and include a pump handle to raise or lower the seats. Ironically though, the seat backs are powered. Front seats also are heated.

Remember plaid? VW brings it back in the GTI.

The black interior does feature some red stitching on the steering wheel and a few accents to those plaid seats. Dash and door trim is a flat black mesh pattern and the console and shifter are surrounded by shiny gloss black trim, a reflection catcher on sunny days.

The dash is all digital now although the infotainment screen remains on the small side, not to mention (but I will) that it is overly complex to say the least. It took me half a day to get the radio to offer me channels to select from, and then the Favorites feature did not work like any I’ve experienced before, necessitating manually adjusting to the station if I’d moved on to another. First world problem? Yes, but not user friendly and not something you want to fiddle with while driving.

Also, the radio tuning and volume knobs are tiny.

Speaking of which, the transmission shift lever on the console is also wee, requiring just a finger tap or flick to change gears. I’d prefer something more substantial.

This info screen is a terror to tune or adjust.

I love the VW flat-bottom steering wheel as it looks sporty, like the car, and also provides a bit more legroom, a help to taller drivers. But us short folks will prefer to flip up the manual tilt/telescope steering wheel to get in and out of the car as the steering column is quite deep so can be quite the right knee thumper when entering or exiting.

Note too that VW now puts all the light functions on a touchpad on the dash to the left of the steering wheel, which was fine because it’s rarely used if set to automatic. However, the climate controls and drive modes are on another touchpad below the info screen. That occasionally adjusted itself without me touching it, so not sure if it was motion sensitive or just a road vibration set it off. But a couple times the climate control fan jumped to high speed.

On the brighter side, VW includes a wireless charger under the center stack, plus a couple plug-ins.

Rear seat room is moderate, yet enough that four adults can zip about, but comfort dictates this is primarily a two-person vehicle. The rear seats split and fold flat, but there’s a goodly amount of cargo space under the hatch before folding the seats. I like hatches too because most, like the Golf, have a rear window wiper, a benefit in Wisconsin’s climate.

The GTI S is the base model here, starting at $31,625 with a 6-speed manual. This was the automatic version and listed at $32,425, including delivery. There were no options added.

One might consider moving up to the SE trim at $36,425. For the extra cash it adds a sunroof, fancy 480-watt Harman Kardon stereo, and an illuminated grille for some spiff.

A special 40th Anniversary trim sneaks in between these models at $34,150 and offers some additional graphics.

Move all the way up to the Autobahn trim and get 19-inch wheels vs. 18-inchers on S and SE, plus the SE added features. Price grows to $40,165. To compare with similar models look at the Mazda 3, Honda Civic Si and Hyundai Elantra N.

VW pricing is smartly value-oriented for a sporty entry-level hatch, until you get to the higher trim levels or go crazy and bump up to the high-horse R models. Your call, but for fun’s sake, do get a manual tranny!

FAST STATS: 2023 VW Golf GTI 2.0T S

Hits: Sporty handling, good power when using paddle shifters, nice engine tone, heated well-shaped seats, flat-bottom steering wheel, wireless charger, big cargo area, rear wiper, value pricing and decent gas mileage.

Misses: Firm ride, turbo lag on acceleration, overly complex radio tuning and info screen, plaid seats, tiny finger shift lever, climate controls sometimes activate themselves, steering column so deep knees hit it when exiting the car.

No denying these are spiffy VW wheels!

Made in: Wolfsburg, Germany

Engine: 2.0-liter turbo I4, 241 hp/273 torque

Transmission: 7-speed automatic w/Tiptronic

Weight: 3,206 lbs.

Wheelbase: 103.6 in.

Length: 168.8 in.

Cargo: 19.9/34.5 cu.ft.

MPG: 24/34

MPG: 29.6 (tested)

Base Price: $32,425

Invoice: $31,172

Major Options: None

Test vehicle: $32,425

Sources: VW, www.kbb.com

Photos: Mark Savage

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Car Reviews

2023 Acura Integra A-Spec Tech

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Acura’s hot horsey hatch is back, finally …

Here’s a recipe for success – hot hatchback styling, 200 horsepower, slick-shifting 6-speed manual tranny, a bright red suede and leather interior, and a rockin’ stereo.

Acura insists on adding its luxury nameplate and requisite big toothy grille into the spicy blend that is the new Integra A-Spec Tech. That’s a top of the line Integra with all the goodies, but a surprisingly affordable entry price.

Who says your automotive tastebuds can’t be stimulated at a reasonable price?

First, let’s refresh. The Integra was Acura’s racy entry-level hatchback for years, but disappeared (why oh why?) all the way back in 2006, before marketers at the Honda luxury brand finally realized its buyers were quickly skewing older and there was nothing much to offer Gen Y or Z.

Boom, take the spirited 1.5-liter turbo I4 from its kissin’ cousin, the Honda Civic SI and design a bit more upscale 4-door hatch to capture a more youthful market, entry-level luxury sport car types.

Propulsion from said turbo 4 is a spritely 200 horsepower with192 pound-feet of torque. Turbo means quick and exciting power, and linking it with a fine short-throw rev-matching 6-speed manual and the fun has begun. Rev-matching means the car automatically blips the throttle as you downshift. Cool!

While there’s some road noise here the engine itself is another silky Honda winner that operates well within itself so it doesn’t feel stressed, especially if you shift a bit before redline.

Handling is sporty too with MacPherson struts up front and a multi-link suspension in back to tame the ride and help give the car a sport-tuned feel. The Integra rides on a 107.7-inch wheelbase that’s just enough to eliminate severe ride over crater-pocked Wisconsin roads.

Plus Acura goes with three drive modes that can be toggled into action on the console. Comfort is best in town, while Normal ups the acceleration just a bit and then Sport turns on the afterburners and stiffens the steering feel considerably. In essence, this covers the buyer from luxury up through sporty.

The electric variable ratio power steering offers some reasonable road feedback too, again putting the emphasis on sporty, not racy.

I like Integra’s look, especially its nose and profile, but then I think hatchbacks are always slicker than sedans. Acura and Lexus noses are definitely in-your-face but the hood and headlights blend well into the massive grinning grille here.

Inside, well, brothel red suede and leather gives this a sexier look than most hatchbacks and premium sport coupes. The suede is standard on the Tech model and this fun factory look works with the dark metallic gray (Liquid Carbon, $500 extra) exterior. Naturally the dash and door tops are black to take the edge off the flamboyant seats and door panels.

Cooler yet (IMHO) are the metallic mesh air vent covers and gray metallic textured dash trim, and satin chrome door releases, trim, etc. This looks youthful and decidedly less mature than most luxury makes. It’s NOT your dad’s Acura!

The info screen is easy enough to use and is a fine 9-incher, up from a 7-inch model in the base Integra. The digital driver’s screen is easy to read too with some adjustability and red gauge needles too.

Acura’s dash is a nice mix of buttons, knobs, and touchscreen functions. Knobs tune the radio and climate controls, along with a few directional buttons. This trim also adds awireless charger under the center stack.

Pedals are stainless steel for a sporty look and the steering wheel a thick leather with red stitching to match the seats. I’d prefer a flat-bottom wheel in any sporty car, but this one didn’t impede entering and exiting as the power seats and power tilt/telescope wheel were simple to adjust for driving and egress comfort.

With short folks up front there’s plenty of legroom for adults in the rear seat, and even average size folks will fit fine. While the seats look and feel high-class, in a sporty car like this I’d expect more hip support, the bottom cushion being a bit too hard and flat. The rear seats are pretty comfy though. Trunk space behind them is generous, plus the seats fold down flat. The cargo well is deep and there is a bit of a reach over the tail when loading the trunk.

Overhead is a standard-size sunroof with manual shade.

But the big deal for audiophiles is a 16-speaker ELS Studio Sound system with two overhead speakers to rock the occupants. It sounded super too and was easy to tune via the touchscreen.

Snazzy door design includes a chrome stereo speaker cover.

Safety equipment is solid too with smart cruise control, collision mitigating braking, front and rear parking sensors, lane departure warning and lane keeping assist, forward collision warning, cabin departure mitigation, which warns if you’re about to open a door into traffic.

For the record, moving up from the base model to the A-Spec gets you the 10.2-inch driver’s digital screen, stainless steel pedals, contrast stitching on the seats, sport-tuned suspension, and 18-inch alloy wheels, up from 17-inchers. It also makes the manual tranny an option.

Going this top level with the Tech package means that suspension is adaptive (3 modes), plus adds the suede seat inserts, bigger info screen and the rockin’ stereo.

Pricing? Well, you can go base and get an automatic CVT (Continuously Variable Transmission) that will not put an emphasis on acceleration or performance and pay just $32,495, including delivery. Options are available, but not the 6-speed.

Move up to that A-Spec and it’s just $2,000 more and the manual is available. Or move up to the Rev-matching manual version that is the A-Spec Tech as was tested. Price is an incredible $36,895. All this one added was the special paint color for $500 to hit $37,395. With average car prices now exceeding $45,000, that’s a deal!

 That turbo needs its capsaicinoid for pep, and here that’s higher octane fuel, so go premium. Of course one can use regular, but power will drop off a bit over a couple tankfuls. Yet you’ll be getting 26 to 36 mpg says the EPA, so maybe the extra cost for premium won’t hurt too much. I got 30 mpg in a mix of city and highway outings and was happy to use all the horses the Integra had to offer.

Folks seeking sporty hatches with a 6-speed stick are today’s unicorn hunters. Yet Acura/Honda happily has more than one answer.

If you don’t need a luxury nameplate, consider a $30k Honda Civic SI that packs the same powerplant and 6-speed manual, weighs 200 pounds less, is two inches shorter, and features blander styling. It’s even rated a tad quicker by Car and Driver magazine, 6.8 seconds 0-60 mph vs. 7.0 for the Acura. Your tush will never perceive a difference.

Yet if  you want a bigger blast, know that the habanero version, Integra Type S, is coming this month as a 2024 model and will add a 2.0-liter turbo I4 that generates 300+ horsepower to the mix!

Spicier indeed, but with a hotter price tag at $51,995.

FAST STATS: 2023 Acura Integra A-Spec Tech

Hits: Sharp-looking hatchback, peppy power, sporty handling, good ride and slick six-speed manual transmission. Sexy interior, red suede/leather seats, metallic mesh air vents, power driver’s seat, 3 drive modes, good screen, wireless charger, stainless steel pedals, heated front seats, sunroof, snazzy stereo. Good cargo space.

Misses: A bit noisy inside, needs flat-bottom steering wheel, seats firm and need more hip support, prefers premium fuel.

Made in: Marysville, Ohio

Engine: 1.5-liter turbo I4, 200 hp/192 torque

Transmission: 6-speed manual

Weight: 3,150 lbs.

Wheelbase: 107.7 in.

Length: 185.8 in.

Cargo: 24.3 cu.ft.

MPG: 26/36

MPG: 30.0 (tested)

Base Price: $36,895 w/delivery

Invoice: N.A.

Major Options:

Special paint, $500

Test vehicle: $37,395

Sources: Acura, www.kbb.com

Photos: Mark Savage

Car Reviews, Electrics

2023 Nissan Leaf SV Plus

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Leaf is a low-cost leader among EVs …

All credit to Nissan for being the first major car maker to launch an all-electric model, the Leaf. Seems like yesterday.

But no, Leaf has been around more than a dozen years and remains the most affordable electric, and one that still is eligible for a $7,500 tax credit. Not only that, Leaf is a cute hatchback that has abandoned its awkward birthing looks to be a useful city car that most of us could afford.

Equally as important, it can be plugged into a standard 110/120 outlet and charged enough overnight to run a typical day’s errands or the jaunt to work and back. Is it the car you’ll want to drive cross country? Probably not, but the tested Leaf SV Plus would get you to Madison and back on a full charge.

Nissan’s Leaf still is short of range compared to most other EVs, this top-level SV Plus having 212 miles on a full charge, while the base Leaf offers just a 149-mile range. Cold weather will cut into that some too as I had the test car on a morning that started about 10 degrees with a noontime of 24. While the digital dash claimed 212 miles of range on a 100% charge, a roundtrip to church (about 8 miles) sucked 22 miles of range.

On a 40+ degree day the mileage use was about 2.5 miles per percent, so range was near the full 212, depending on if I were to engage the Power mode instead of Eco. That boosts acceleration noticeably, but cuts about 10 miles off the battery range. Turning off the radio and climate controls also  saves 5-7 miles, but most of us prefer heat and A/C in the proper seasons.

For the record, Nissan says recharging Leaf at a fast charger (only a few even available in Milwaukee at a South Side Walmart) can boost its battery power from near 0 to roughly 80% in 40 minutes. That’s slower than most other electrics that can do a similar charge in about half the time to 30 minutes. If you install a 240-volt charger in your garage a full charge can be had in 11.5 hours for the longer-range SV Plus, or 7.5 hours for the base Leaf.

For practical purposes though, an overnight charge will net you 30-40 miles of range for the next day, and lets face it, most of us would try not to run our batteries to zero.

So let’s turn our attention to driving, a key element for any vehicle, yes?

Watch our video review: 2023 Nissan Leaf SV Plus review by Mark Savage – YouTube

Well, the Leaf rides on a 106.3-inch wheelbase and with its lithium-ion batteries tucked into the car’s floor its center of gravity is low, something most electrics can tout. That helps the car corner well and feel well-planted on the road, although this is front-drive and no AWD is available. Steering is quick.

The car’s 214 horsepower and instantaneous 250 pound-feet of torque help it smoothly slip away from any stoplight. In Eco mode that’s nothing special, but press the Eco button on the console and Power mode engages to help Leaf shoot away from most any other vehicle at a stoplight. It’s fun, like other electrics.

There’s also an e-Pedal function that allows for one-pedal driving. Engage it on the console and there’s more regenerative braking pull to quickly slow the car once you take pressure off the accelerator. Not only does it aid in slowing and stopping, it helps slightly recharge the batteries to extend range. If e-Pedal is not engaged the car coasts like a standard vehicle would once you let off the accelerator.

Ride is the only downside, and it’s not atrocious, just jiggly. Our crumbling streets stir up the interior a bit, but I’ve witnessed tougher rides in $75,000 trucks and SUVs. Note too there’s some road noise and some whine from the electric motor, which becomes most noticeable at slow speeds. The Leaf also chimes when backing up to alert pedestrians that the hatchback is moving since there’s no engine noise to warn them.

Inside the tested dark metallic blue SV Plus featured a mostly black plastic interior, at least for door trim and dash. The seats are a soil-resistant soft cloth, black with blue horizontal stripes. It’s attractive and the headliner was gray.

There’s no sunroof, but the SV Plus does perk up the accessories vs. the base model. This one comes with two-level heated front seats and a heated steering wheel and side mirrors, a heat pump for quicker interior warm-ups, plus a 360-degree camera, 8-way power driver’s seat, cargo cover and the premium paint job. SV Plus also adds smart cruise control and steering assist to the safety suite, which comes with automatic emergency braking with pedestrian detection, lane departure warning, blind-spot warning rear cross-traffic alert and rear automatic braking standard.

I like the flat-bottom steering wheel that helps open up knee room for easy egress and the fine touchscreen that makes radio and info control easy. The driver’s digital gauges can rotate between screens, but a wise driver likely will leave up the one telling how much charge is left.

If an inexpensive EV can feature a flat-bottom wheel, all cars could!

Seats themselves are well shaped and supportive and there’s room enough for four adults assuming normal stature. Cargo space is good behind the rear seats, but those split and fold down if needed. The hatch is manual.

A simple gauge cluster shows speed and charge remaining.

Sadly there is no wireless charger here, but plugs are available just above the open bin at the center stack’s base. Yet there is Apple CarPlay and Android Auto connectivity and Nissan Connect allows you to use your smartphone to check the car’s charge level. Satellite radio also is standard.

The orange cap covers the standard wall charge plug, the gray for fast chargers.

From a practical standpoint the two charging outlets are in the nose under a flap remotely released from the left dash. One outlet is for a fast charger, the other for a 240- or 110-volt outlet with an adapter. A satchel in the trunk is provided to stow the charging cable.

Pricing, as alluded to earlier, is attractive for Leaf, especially if you want a second car for city driving, mostly. The base model with the 149-range lists at $29,135 including delivery. It only packs 149 horses, but you’d be buying this version totally for efficiency.

The more well-equipped SV Plus starts at $37,135, with delivery, and the test car added just $160 kick plates so settled at $37,295, well below the average cost for a new vehicle. Note too that Leaf is still eligible for a $7,500 tax credit as this is built in the U.S., in Tennessee. There’s also an 8-year, 100,000-mile battery warranty.

If price alone isn’t enough to get you to turn over this new Leaf, well, there are a few competitors to consider. Each has a longer range. Prime competitors include the Hyundai Kona with a 258-mile range, Chevy Bolt at 259, and Kia’s Niro at 250 miles. Bolt costs about $32k, Kona $35k and Niro $41k. Again, most charge at least somewhat more quickly than the Leaf, but none beat its entry-level pricing and some may not be eligible for a tax credit.

FAST STATS: 2023 Nissan Leaf SV Plus

Hits: Useful hatchback, good acceleration (and power mode), quick handling, reasonable charge times, flat-bottom wheel, heated seats/steering wheel, power driver’s seat, 360-camera, smart cruise, solid safety equipment, comfy seats, nose-mounted charging, e-Pedal mode, fine touchscreen, and modest cost.

Misses: Ride is a bit jiggly, some road road noise, just 212-mile range, no wireless charger or sunroof.

Here’s the charge cable bag in the trunk.

Made in: Smyrna, Tenn.

Engine: 160kW AC Synchronous Motor, 214 hp/250 lb.-ft. torque

Transmission: 1-speed direct driveautomatic

Weight: 3,900 lbs.

Wheelbase: 106.3 in.

Length: 176.4 in.

Cargo: 23.6-30 cu.ft.

MPGe: 121/98

Range: 212 mi./212 observed

Base Price: $37,135 (includes delivery)

Invoice: N.A.

Major Options:

Kick plates, $160

Test vehicle: $37,295

Sources: Nissan, www.kbb.com

Photos: Mark Savage

Car Reviews

2022 Hyundai Veloster N

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N versions mean economical fast fun and high fashion too …  

Folks who bemoan the lack of low-cost cars, especially models that are fun to drive and exciting to look at need to be moaning less.

This week’s hot wheels came in the form a Hyundai Veloster N swathed in Performance Blue paint and featuring orange accents. Mature autophiles will immediately think Gulf Oil Le Mans racer paint scheme. Yes!

Veloster is a hot hatch and only comes in Hyundai’s performance-oriented N trim now as it focuses its marketing on younger drivers and those that particularly enjoy athletic driving. If this were a high-end car it would be considered a halo car for the brand. But Hyundai is clever, delivering the modestly priced Veloster N as a compact rocket sled of a car that delivers the racy feel that its looks promise.

First, the Veloster N comes standard with a 6-speed manual transmission so the boy racers and us older folks who enjoy a clutch will be doing the happy dance.

Second, the only engine is the former performance-package boosted 2.0-liter turbo I4 that pounds out an impressive 275 horsepower. That, as far as I can find, is the most power for this market, just beating out Subaru’s impressive WRX by 7 horses.

Third, there’s a limited-slip differential underneath that cuts wheel spin and torque-steer, a common malady of high-horse front-drive wanna-be racers.

Fourth, Hyundai’s Veloster is shod in Pirelli P Zero performance tires for massive grip, IF you’re pushing the N to its limits.

Fifth, for looks and potentially for performance (top speed is 155 mph), Hyundai equips the Veloster N with a 2-stage rear spoiler that looks serious, and is.

Veloster N sports a big black spoiler over the rear hatch! Snazzy lights too!

Sixth, the drive mode selectors (blue paddles on the steering wheel hub) allow five choices, Normal, Sport and Eco on the left, N and N Custom on the right. Those firm up the suspension and quicken throttle responses for more aggressive starts. Likely you’ll only need Sport, but if you are hitting the track, the N and N Custom may be more appropriate.

Seventh, and finally, the Veloster boasts big ol’ discs front and rear for strong on-track braking. The front discs are 13.6-inchers and the rears are 12.4-inch rotors. These discs deliver a firm brake pedal feel that helps buoy a driver’s confidence. And yes, the calipers are orange to match the car’s other trim too. Cool!

Watch Mark’s cool video: Mark Savage reviews the fun 2022 Hyundai Veloster N – YouTube

The upshot is a hatchback that runs up to 60 mph in 4.8 seconds, says Hyundai. And my highway entry-ramp test shows that’s possible, as are triple digits by the bottom of the ramp. Now the test car featured Hyundai’s fine 8-speed automatic, so I didn’t have to do the shifting, yet the push back into the seat was still quite effective when tromping the accelerator.

Twin pipes in back give the Veloster some impressive burble and bluster!

Better yet, from an aural standpoint, the tranny coordinates with the exhausts (two BIG pipes) to deliver a satisfying burble at every downshift as you lift slightly going into corners. Hey, your passenger doesn’t know you’re not doing this yourself, right?

Cornering itself is quick and tight but with only moderately firm steering effort, so the Veloster isn’t tiring at all and encourages a driver to clip off a corner’s apex while getting quick on the gas for maximum exit speed.

The price you pay, as in most sports-oriented cars, is a stiff ride that only gets stiffer in the performance driving modes. Even in Normal the ride is so firm you’ll want to dodge as many potholes as possible, although ironically, railroad tracks didn’t seem to upset the suspension much.

Veloster’s fun is in its quick throttle response and steering, sort of like a very refined go-kart.

Inside the Veloster N looks as special as its exterior with N logos on door sills, shifter and seat backs. Seats are black cloth and faux leather with a blue racing stripe up the middle of each front seat and chrome trim bejeweled with the N logo, just below the headrest. A textured dark gray trim keeps the doors and dash serious looking and prevents interior reflections.

Sharp, but manageable interior here, another well-planned Hyundai cockpit!

The manual front seats are extremely supportive, especially for the hips and lower back, and the driver gets a pump handle on the seat’s outward edge to raise and lower the seat, making an easy adjustment for tall or short drivers.

Hyundai continues with stylish and practical dash layout that is simple and driver friendly. The center info screen is a modest 8 inches, but wisely not a distraction and easy to tune. Buttons for it and climate controls are large and intuitive.

Racy big bolster seats with cutouts in the seat back’s top. Cool!

Veloster’s rear seat is primarily for storage and slipping small folks in for a quick drive to the grocery. Surprisingly there’s a third door here too. It’s on the passenger’s side with the release built into the rear side window trim, so relatively unnoticeable. That small rear door opens forward like a regular door too, helping rear seat riders gain easier access than flipping the passenger seat forward. It also is helpful for loading groceries into the rear seat.

Storage room under the hatch is reasonable and the rear seats split and fold down.

Love the blue seatbelts, and they are easy to reach.

Other pluses inside include an Infinity stereo with 8 speakers, although you’ll need to crank it a bit to hear as the interior is fairly noisy, not helped by the performance tires. There’s also Bluetooth connectivity, an overhead SOS system and satellite radio, although that’s a 90-day trial.

Missing is a wireless charger, although a 12-volt, USB plug and phone charger outlet are in the open bin just below the center stack.

I’d also like to see a D-shaped (flat-bottom) steering wheel to go along with the car’s racy looks, and although it would add cost, heated front seats and a heated steering wheel would be preferred for our climate. There’s also no sunroof here, but if you’re intending this for some track time, such a roof is probably not a priority.

Safety features that are useful, such as blind-spot warning, stability control, forward-collision avoidance assist, lane following assist and keeping are standard, and the lane keeping can be turned off. Bravo! No smart cruise here, but again, this is a driver’s car.

A rear door on the passenger’s side makes it easier to crawl in the back seat.
The door release is hidden in the window trim.

Gas mileage is decent for a performance-oriented car, rated 20 mpg city and 27 highway. I split the difference at 22.9 mpg in aggressive highway and normal city driving.

Now to the pricing, the most pleasant surprise for those bemoaners. The 6-speed manual-equipped Veloster N lists at $33,545, including delivery, while the tested automatic goes for $35,005 with delivery. There were no options.

That’s a modern marvel of economy as the average new vehicle cost exceeds $45,000. Note too that there are several other modest cost performance hatchbacks or sedans available for car lovers and those who enjoy driving.

Twin pipes and a diffuser below, big spoiler up top. Serious racer cred!

Honda’s Civic Si has considerably less power, the Volkswagen Golf GTI is closer and has a nice ride, considering, and the Subaru WRX is just a smidge under Veloster’s power, but starts several thousand dollars lower. Next week, I’ll be driving Toyota’s GR86 sports coupe. So we’ll see how it stacks up.

FAST STATS: 2022 Hyundai Veloster N 

Hits: Hot hatch with spoiler, racy steering feel, bodacious power, super grip, supportive seats, stylish dash with easy buttons and info screen, third door, pump handle to raise seat height, high-value pricing.

Misses: No wireless charger, heated seats or steering wheel, no sunroof, stiff ride, cramped rear seat. Needs a D-shaped steering wheel.

WOW!

Made in: Ulsan, South Korea

Engine: 2.0-liter turbo I4, 275 hp/260 torque

Transmission: 8-speed wet dual clutch automatic

Weight: 3,106 lbs.

Wheelbase: 104.3 in.

Length: 167.9 in.

Cargo: 19.9-44.5 cu.ft.

MPG: 20/ 27

MPG: 22.9 (tested)

Base Price: $35,005 (includes delivery)

Invoice: $33,784

Major Options: None

Test vehicle: $35,005

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

Diecast cars, Fun Stuff

Diecast: Autoart 1973 Nissan Skyline GT-R

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Skyline 2000 GT-R (KPGC110) a rare, racy hatchback …

Just as the oil crisis was putting the kibosh on performance cars in the U.S. in 1973 it also was squishing a newly revised Nissan offering in Japan.

The cool Nissan Skyline 2000 GT-R, the second generation GT-R, was a performance oriented fastback that for all its styling looked like a surefire winner in both Japan and the U.S. market where it was likely headed. Think sportier Datsun B210 if you must, but it also looked like a kissin’ cousin to the sporty Toyota Celica fastbacks of the time.

The GT-R was code named KPGC110 and just 197 were made as the oil and emission restrictions of the time put a quick end to its production. That makes this GT-R among the rarest Nissans.

Leave it to Autoart to create a stellar 1:18 scale diecast reproduction of the Skyline so you can round out your 1970s performance car collection, or Datsun/Nissan cache. My sample was the snazzy silver version, going for $230, but chock full of amazing details.

The History

Skyline models were originally made by Prince Motor Co. The Japanese firm had made aircraft during World War II but transitioned to cars afterward, even making an electric car originally. Yet its Skyline model, launched in 1957 was a success and by the 1960s was being raced. Nissan bought up Prince in 1966 and the boxy Skyline GT-R model of the day, coded KPGC10 ended up winning 52 races in three years into the early 1970s.

The second generation Skyline 2000 GT-R kept the same engine, but became the first Japanese car with four-wheel disc brakes, aimed at improving its racing ability. The rear-drive car used the S20 engine a 2.0-liter inline 6-cylinder that made about 158 horsepower. A five-speed manual was standard.

GT-R also carried a rear spoiler, black fender cladding, a mesh grille and independent suspension all around. Styling included quad taillights, which remain a GT-R feature still. Ultimately production of the car lasted just four months.

The trunk opens to reveal a full-size spare sunken into the floor.

On the folklore side of things, the short-run Skyline was nicknamed the Kenmeri Skyline, the name taken from a popular TV commercial for it at the time which featured Ken and Mary, an American-looking couple.

One more thing. At auction last year a 1973 Skyline went for $455,000. Impressive!

The Model

               I like the bare bones look of performance in this rich silver fastback from the bolted-on style black fender flare cladding to the black open-face steel wheels with four bolts showing and blackwall tires. No fancy chrome hub caps or rally wheels here!

               Atop the front fenders and lining up with the front edge of the wheel wells are large twin black mirrors to help assure a driver gets a wide view of what’s on either side. This has the feel of an early rally car, but with all the features required for street driving.

               Open the large hood and that inline 6-cylinder with Nissan and 2000 atop its block looks massive for such a compact car. All the wiring and plumbing are here along with a master cylinder for those disc brakes, and massive red air cleaner along with battery, hood dampers atop the suspension towers and of course a fan and radiator with cap.

               A fine black mesh acts as the grille with quad headlights framing it and a black Skyline 2000 GT-R license plate below. Front wheels are steerable and the trunk also opens to reveal a full-size spare (remember those?) neatly sunken into the floor and a jack molded alongside.

               Taillights are an authentic clear red with chrome trim on the outer and inner rings, and the Skyline features a GT-R logo on the blacked out tail along with the keyhole and a Skyline logo too. The rear bumper, like the front, is chrome with imbedded turn signal lamps and two thin exhaust tips jut out below the bumper. On the trunk’s lip is a body-colored spoiler.

               Tires are labeled as Bridgestone Radials with sizing number, all in a flat black on the tires, so you’ll need a lighted magnifying glass to properly read those, if you care to.

               Chrome trims all the windows and door releases, which are flat on the doors, and the door trim along the rocker panels also feature a chrome strip.

Inside is a black interior with deeply ribbed bucket seats up front and a bench in back while the dash is silver-faced with accurately detailed gauges. The steering wheel is a black three-spoke sport model with silver spokes. A park brake handle is found on the console just behind the tall shift lever with what looks like a wooden ball shift knob.

The door panels are somewhat shiny black with a textured panel midlevel, plus a chrome trim strip, door release and window crank.

Again, a sumptuously detailed, and rare, model from Autoart.

Vital Stats: Nissan Skyline 2000 GT-R

Bare bones black steel wheels with four lug nuts say this Skyline is serious about racing.

Maker: Autoart
Scale: 1/18
Stock No.: 77471
MSRP: $230

Link: Autoartmodels.com

Diecast cars

Die-Cast: DNA Collectible’s VW Golf GTI Clubsport S

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Golf GTI Clubsport S a hot hatch even in 1:18 scale …

Never as a teen or 20-something driver did I think Volkswagen would create a performance-oriented hatchback.

The Beetle was about to go away, the Rabbit was new, and the Dasher was sort of sportier looking, but really, not so hot. Yet over the years VW’s Golf has evolved, and in GTI trim has become a darned racy hatchback with great handling and good power.

Well, in Europe VW has taken the Golf even further, and that’s what DNA Collectibles shows off with its new 1:18 scale Golf GTI Clubsport S, a sizzling hot hatch only available overseas, at least for now. This fits right in with DNA’s, well, DNA of producing rare and limited run models from makes such as VW, Audi, Volvo, Saab, and Subaru. The GTI is No. 37 among its releases during its first several years of creating fine resin die-cast vehicles. Continue reading Die-Cast: DNA Collectible’s VW Golf GTI Clubsport S →

Car Reviews

2021 Mazda3 Turbo Premium AWD

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Turbo adds kick to Mazda3,  AWD gives it traction …

It’s possible that the current new generation of drivers will never know how much fun it is to pilot a car. Sad!

Crossovers and trucks are so big, so dominant in the marketplace that it’s almost unbelievable that some automakers are still making cars. Several have stopped, or scaled car models way back.

Thankfully Mazda is not one of them.

In fact, the Japanese automaker continues to improve its entry-level sedan/hatch the Mazda3. Last year it added all-wheel-drive to the sporty car and this year it ups the ante with a more powerful engine to deliver even more fun. Bravo! Continue reading 2021 Mazda3 Turbo Premium AWD →

Car Reviews

2021 Subaru Crosstrek Ltd.

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Crosstrek merges hatchback styling, crossover utility …

Mix a love of hatchbacks with a need for AWD and you have the recipe Subaru has nearly perfected in its 2021 Crosstrek.

I’ve loved hatches for years and really, if you think on it, isn’t that what all crossovers are? But crossovers aren’t very slick looking as a class, so thank goodness for Subaru and the tall hatchback design of its revamped Crosstrek, tested in its top-level Limited trim.

The first thing, beyond its sporty looks, that everyone should want to talk about for 2021 is its new engine that gives it 30 more horsepower. A little oomph is always welcome. The engine itself isn’t new, already powering Subaru’s Forester crossover, but it’s new to Crosstrek, now standard in its Sport and Limited trim levels. Continue reading 2021 Subaru Crosstrek Ltd. →

Car Reviews

2020 Lexus UX 250h Luxury

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Whatever it is, little Lexus hybrid is a cute mileage champ …

Determining if a vehicle is a hatchback or a crossover can sometimes cause consternation. Take the case of Lexus small hatch/crossover, the UX.

That name provides no clue as to what this is, other than there’s an X in the name, so the vehicle designers probably considers it a crossover. Most of the time crossovers offer AWD or 4WD and again, the UX sort of splits the difference. Continue reading 2020 Lexus UX 250h Luxury →

Car Reviews

2020 Mazda3 AWD Premium

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Stylish Mazda3 AWD, a car for drivers who love to drive …

Some people still enjoy driving a car, its feel, its handling, its sharp engagement of power, yet their bank accounts don’t allow for a BMW.

What to do?

Mazda has an answer, its Mazda3 in either sedan or hatchback mode. Both are driving dandies. This week’s drive was aboard a dark metallic gray ($300 extra) Mazda3 Premium sedan, its top of the line trim. Making it even better, this one added all-wheel-drive, something only Subaru’s Impreza offers in this price range and market segment. This car was made for Wisconsin.

First, the Mazda3 is a sharp looking compact sedan with a handsomely styled nose and a fabulous looking, and quiet, interior that speaks of luxury, not economy. And, if you want sporty handling to pair up with sporty looks, this is one of the few primo choices that regular folks can afford.

Mazda starts by making its formerly optional 2.5-liter SkyActiv-G I4 engine standard across the Mazda3 lineup (sedan and hatch). It is both fuel efficient and peppy, generating 186 horsepower with a torque rating to match. Not only that, it drinks regular unleaded and expels minimal emissions. The engine is no rocket, but when you engage the electronic Sport drive mode via the console toggle, it leaps to action, zipping the Mazda3 to highway speeds with vigor.

In Normal mode the sedan hesitates a bit upon acceleration, but still has good power, just seems less energetic. Gas mileage doesn’t suffer. I managed 28.0 mile per gallon in about a 50/50 mix of city and highway while the EPA rates this at 25 mpg city and 33 mpg highway, again on regular gas.

Much of that you can attribute to Mazda using a fine 6-speed automatic transmission to engage the power. No CVT (Continuously Variable Transmission) here. Sometimes those can be a bit lackadaisical as they aim to save fuel instead of instilling excitement. Note though that the automatic is all that’s available in the sedan and just one Mazda3 model, the Premium trim hatchback, offers a manual.

So while the Mazda3 will scoot pretty well, it’s more sports car peppy than muscle car macho. What it does well is create a joyful, fun feel for the road due to its fine handling. The Mazda3 turns into sharp corners with authority and purpose. There’s good feedback to the wheel that is appropriately firm, but not heavy. That translates to an entertaining, athletic drive.

Ride continues to improve from generation to generation in the Mazda3 and this longer 107.3-inch wheelbase helps create a well-controlled ride. However, Mazda returned to a torsion bar rear suspension (think previous-gen Mustang), away from a multi-link. I’ve enjoyed driving many a car with torsion-bar suspension, but this feels just a bit choppy on our distressed Midwest roads. Ride is never uncomfortable, but you’ll definitely know when you square up on a pothole.

Remember too this model added all-wheel-drive, so traction is improved in wet, sloppy weather, a norm much of the year for Wisconsin drivers.

Cream and black leather interior makes this a stylish entry-level sport sedan that many folks can afford.

As much fun as the Mazda3 is to drive, you’ll feel like you’ve slipped into at least an entry-level luxury sports sedan inside the Premium edition.

This sparkly gray tester featured a cream and black leather interior. The dash, doors and seats are all coated in leather, the seats being perforated (yes, and heated). The appearance is stylish and eye-catching. Trim is thin chrome on the dash and doors with satin chrome trim on the black leather wheel’s hub. The console’s face is black gloss with more black leather trim along its sides.

There’s a fine Bose sound system here and its chrome speaker covers on the doors add a bit of a jeweled looked to the interior. Fit, finish and quality inside look much improved from earlier models and the cockpit is much quieter too.

I like Mazda’s dash layout as it’s clean and easy to understand, and the infotainment screen is a sizeable 8.8 inches, plus is nicely tucked into the dash top’s center. That’s a styling improvement from earlier models.

Sadly (and I know I’ve said this before), Mazda doesn’t use a touchscreen, instead sticking with a big knob on the console to control the infotainment system. This is similar to the likes of BMW and Audi, not a good thing. This system isn’t intuitive. Just changing the channel is tough, and forget about setting or deleting favorites. Radios need to be simple enough to tune with a button punch while driving.

That somewhat spoils this otherwise fine interior for me.

Otherwise, the Premium model is a winner, coming with a full list of safety features, such as blind-spot warning, lane departure warning and assist, smart cruise control, automatic emergency braking, adaptive front lighting and driver attention monitor. The latter is touchy, occasionally setting off a series of beeps and flashing a steering wheel image on the center instrument panel screen.

Nicely designed doors and release lever, plus the radio’s speaker cover looks sharp.

I also found the lane control to be overly strong, really turning the wheel hard away from a centerline to the point of being insistent. Sometimes, it must be noted, there is something that you’re avoiding on the road and you need to quickly adjust the wheel yourself to avoid that pothole, hubcap, mystery item, etc.

Overhead there also is a panoramic sunroof, and the car includes heated seats, a power driver’s seat with two memory settings, visors with extenders, paddle shifters behind the wheel, push-button start and a head-up display. Dual climate control also comes on the Premium model.

Seating is comfortable in front with mild contouring, and note that the heated seats get really warm, so the lowest setting is most used after a couple minutes of bun warming.

Legroom is particularly cramped in back, especially when a taller passenger or driver is up front, necessitating the front seat be pushed well back. Think of this as a back seat for kids primarily.

The rear seats split and fold flat to boost cargo room, which is a reasonable 13.2 cubic feet before seats are lowered. Releases in the trunk allow a driver to put the seats down without opening a rear door too.

Also, it should be noted the sedan is about eight inches longer than the hatchback to create expanded rear seat and cargo room.

There are a couple other concerns though. First, the Mazda3 automatically applies the park brake every time the car is turned off, or put into Park. That might make sense if this had a manual transmission, but it does not. This means the driver must press a brake release button every time the car is started, just to get it rolling. Can’t say how many times I put the car in Reverse only to have it strain against the parking brake as I tried to back from a parking space. It’s a small thing, but annoying daily.

Second, the A-pillars are rather large, somewhat blocking front side views at intersections, and while I was happy to have a wireless charging station ($275 extra), this one is in the storage box/armrest between the front seats. So to access it you must raise the armrest, which is awkward it you need to access the phone while driving. It’s also easy to forget the phone in the box.

Enough whining, the happy news beyond how this drives, is pricing. This upscale Premium version with AWD started at $28,820, including delivery. AWD is about $1,400 extra on a Mazda3 sedan. With just a few minor options the test car ended up at $30,645, a bargain at today’s prices.

Yet a base model with 16-inch wheels and tires, cloth interior, etc. starts at $22,420 for the sedan and $24,520 for the hatchback, considered a premium model of sorts. Android Auto and Apple CarPlay are now standard on all Mazda3s.

Good looking taillights give the car a more upscale look.

Select and Preferred trim levels come with 18-inch wheels and tires and leatherette interiors plus dual-zone climate controls. Preferred adds the power driver’s seat and memory features, a 12-speaker Bose sound system, heated seats and XM radio.

Premium gives you the bigger alloy wheels, adaptive lighting, fancy leather interior materials, the head-up display, sunroof and paddle shifters.

Even at the top-end of its trims the Mazda3 is a delight to drive, offering better styling inside and out than many of its competitors.

FAST STATS: 2020 Mazda3 AWD Premium

Hits: Sharp looker and sporty handling, peppy acceleration in Sport mode, controlled ride, plus AWD and good gas mileage. Quiet, luxury interior at value pricing, heated seats, large screen, panoramic sunroof, wireless charger and full complement of safety equipment.

Misses: Park brake sets automatically every time the ignition is turned off and is annoying to disengage each time you start the car, awkward rotary knob to adjust infotainment screen, large A-pillar restricts view, wireless charger location not convenient.

Made in: Mexico

Engine: 2.5-liter SkyActiv-G I4, 186 horsepower

Transmission: 6-speed automatic w/manual mode

Weight: 3,248 lbs.

Length: 183.5 in.

Wheelbase: 107.3 in.

Cargo: 13.2 cu.ft.

MPG: 25/33

MPG: 28.0 (tested)

Base Price: $28,820 (includes delivery)

Invoice: $27,624

Major Options:

Cargo mat, $100

Illuminated door sill trim, $425

Machine gray paint, $300

Frameless auto-dim mirror, $275

Navigation SD card, $450

Wireless charging pad, $275

Test vehicle: $30,645

Sources: Mazda, kbb.com

Photos: Mark Savage