Honda Civic Si vs Suzuki Kizashi Sport GTS vs Volkswagen Jetta GLI

In the world of sport sedans, the BMW 3 Series is arguably the best car for the money. The redesigned 2012 328i, for instance, routes 240 hp and 260 lb-ft through a sublime RWD chassis capable of 0-60 mph in about 5.9 seconds, and a skidpad score neighboring 0.90 g. Better yet, the new turbo-four 3 Series comes standard with an intimate six-speed manual, achieves around 28 mpg combined (Camry four-cylinder territory), and coddles occupants in a chic cockpit that justifies the $35,795 starting price. If the 328i were a bottle of wine, you'd find it at BevMo! for $30, with a Robert Parker rating of 95 points. Problem is, many sport-sedan shoppers can't afford a $36,000 car, much less a $30 bottle of aged grape juice. Times are tight and palates prudent.

If you're a patron of Trader Joe's grocery store, then "Two-buck Chuck," the $2-a-bottle (in California) Charles Shaw label of wines, surely rings a bell. Suitable for many an occasion, whether cooking coq au vin, concocting sangria, or, yes, even drinking straight from a ritzy Styrofoam cup, Charles Shaw is far from exceptional and you wouldn't dare bring it to a dinner party -- "Oh...thank you?" -- but for cheap consumption that's still plenty satisfying, it's tough to beat. Think closer to 80 points.

For enthusiasts with slimmer wads of cash, we've gathered three Two-buck-Chuck sport sedans, all of which offer the BMW's blend of four-cylinder power, six-speed stick, and sport suspension, but trade in rear drive and posh amenities for front drive and more modest means. We're talking Honda Civic Si, Suzuki Kizashi Sport GTS, and Volkswagen Jetta GLI. The best news? Each of these roomy compacts starts at under $25,000.

With corkscrews packed, we headed to Central California's wine country, to the vineyards of Demetria Estate -- sorry, no Charles Shaw here, just lovely Santa Rita Hills pinots -- to see which of our three budget pours would prove the most enriching.

We performed instrumented testing, drove demanding road loops, and argued the pros and cons of each. The winner? Grab your two bucks.

3rd place:Kizashi Sport GTS

"You sure the Kizashi belongs here?" asked tester Kim Reynolds after he hustled the Suzuki around the figure-eight test. Mind you, that was before Kim crunched the data and realized the Kizashi tied for a best-in-test lateral acceleration of 0.90 g. Rather, Kim was referring to the same sensations we experienced on the drive loop: Through the course of a turn, the Suzuki would begin with ultra-quick turn-in (whoa!) followed by unnerving body roll (oh, no) followed by beautiful tracking (wait, what?).

The Sport GTS, differentiated by 18-inch lightweight alloys, aero body kit, and sport suspension with 0.4-inch-lower ride height, delivered odd sensations that made it extremely capable but not exactly confidence-inspiring. "So much lateral movement, it feels like the tires get sucked under you on right-hand turns," noted associate editor Mike Febbo.

In straight-line acceleration, the heaviest-in-test 3261-pound Kizashi, with its smooth-revving 185-horse 2.4-liter, laid down a 0-to-60 mph run of 7.7 seconds and a quarter-mile jaunt of 15.9 seconds at 86.9 mph, both tardiest of the group. On the road, it feels quicker than its numbers, but another 20 hp is needed. The six-speed box, seemingly sloppy rowing through the gates at a stop, was actually a pleasure to use and sportier than its longish throws would suggest. Heel-and-toe pedal placement? Excellent. Ditto for brake feel and the 112-foot stopping distance from 60 mph.

While our judges had mixed feelings on the Suzuki's styling, not one could argue with its compelling value. Wearing the cheapest base and as-tested price tags, the Kizashi dazzled with 18-inch wheels, auto climate control, rear side airbags, pushbutton start, and a 425-watt 10-speaker audio system. Further, rear-passenger and cargo measurements lodge nicely between the Civic's and Jetta's, with the trunk boasting a solid 13.3 cubic feet of space. "Suzuki should be happy with this highly competent segment player," said associate editor Nate Martinez. "It does well and offers a lot for its asking price. But it just doesn't stand out."

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2nd place:Civic Si

The ninth-generation Civic has gone through a rough patch since it debuted in spring 2011. Japan's natural disasters disrupted worldwide production, severely hampering sales, while enthusiast and consumer publications dinged Honda's onetime benchmark for a lack of progress and compromised quality. Ouch. Perhaps the most-powerful-ever 201-horse Si can save the day?

Not quite. Don't get us wrong -- we like much about the Si. Its accel times--0-60 mph in 6.4 seconds and the quarter in 14.9 seconds at 94.8 mph -- were briskest of the group. Its roadholding, at 0.88 g, was slightly behind the others but still notably sticky. And its 26.4-second figure eight tied with the Jetta's for best of test. Then there's the flick-of-a-wrist six-speed gearbox, whose short, precise action is nothing less than sublime. And though the previous 197-hp, 2.0-liter I-4, beloved for its lofty 8000-rpm redline and formula-racer soundtrack, has been laid to rest, its successor is a torque-ier (170 lb-ft versus 139) 201-horse 2.4-liter that provides a broader, more useable powerband while still delivering an Si-appropriate high-decibel concert.

Within this group, though, the Si's concert -- the wailing engine, not to mention abundant road noise that roars past what seems to be paper-thin sound deadening -- grows tiresome quickly. "Don't like the buzz of the engine at highway speeds," said road test editor Scott Mortara, referring to 3000 rpm at 70 mph, the byproduct of a short 4.76:1 axle ratio. Inside, red stitching and metal pedals brighten an otherwise blacked-out cabin, although the quarters feel tight and a tad low rent here.

For the youthful racer who doesn't mind abundant noise and enjoys the rush of a screaming motor, firm ride, and video-game instrument panel (we did like the VTEC light sequence that signals rpm levels), the Si is exactly what it should be. But for others, such as our 30-something foursome, the Si comes across like that middle-age guy who's always trying to relive high school. He's a friendly, fun dude; you just wish he'd grow up a little.

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1st place:Jetta GLI

Whereas the Si is a bit immature and the Kizashi somewhat senior, the GLI strikes the winning balance. It's a well-mannered grown-up not afraid to cut loose and have a good time. Compared with the speedy Civic, the Jetta is a smidge behind to 60 mph (6.5 seconds) and neck and neck at the quarter mile, but posts those times with a refined ease that makes the Honda seem hyper and the Suzuki tired.

"Sweet engine," observed Mortara of the GLI's 2.0-liter turbo. "Pulls great, even at low rpm, and it doesn't run out of pop until you're deep past the redline, almost 7000."

With that power comes -- surprise--the best mileage, in terms of both EPA ratings (22/33 mpg city/highway) and observed fuel economy (28.4 mpg). The miserly engine is also quiet at highway speeds, in turn making the largest, most comfortable package of the group a pleasurable place to pilot.

The GLI's taut suspenders, including independent multilinks in back, not only return 0.90 g of lateral acceleration but also a surprisingly smooth ride. And with a roomy backseat (38.1 inches of legroom), cavernous trunk (15.5 cubic feet), the highest-rated sport seats, and standard iPod interface, the Jetta makes for an ultimate long-hauler.

Negatives? Not many, really. The GLI's 60-0-mph stopping distance was longest of the three, but only 2 feet past the summer-tired Si's. The six-speed was not as slick as the Civic's but certainly a notch above the Kizashi's, and still a fun, engaging gearbox. (And if you don't want a clutch pedal, the GLI offers a dual-clutch DSG, unique among the three.) The as-tested price, on the steeper side in this group, came in about three grand dearer, but did include leatherette, power sunroof, and 18-inch wheels. For $24,265, the GLI can be had without those items, and except for the 18s we wouldn't miss them. Stability control cannot be turned off, hampering launches and lift-throttle oversteer, but at least it allows for some shenanigans. Regardless, the GLI backs up its slight premium with the sexiest styling (this is how handsome a Jetta can look), the most rewarding, most refined driving experience, and the best packaging. For an affordable, fun, front-drive sport sedan with a manual, VW has bottled perfection.

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Higher Aspirations

Residing between our three sub-$25,000 Two-buck Chucks and the Grand Reserve $36,000 328i are the $31,695 Acura TSX Special Edition and the 2013 Volkswagen CC, which will start around $29,500 when it goes on sale this spring. The TSX and CC share powertrains with the Si and GLI, respectively, but surround them in bigger, quieter, more upscale bodies. The TSX SE, now the only way to get a manual in the entry-level Acura, comes fitted with sportier fascias, distinctive 17-inch wheels, and a suede-trimmed interior with red stitching and gauge lighting. The SE is not especially speedy (0-60 mph in 7.0 flat) or sticky (0.83 g), but it absolutely excels in refinement and composure. From the silky-smooth six-speed gearbox and energetic 2.4-liter (which is downright quiet compared with the Si's) to the delicate steering and responsive yet supple suspension, the TSX glides along with surgical precision. If you want to be pampered in a way the Si can only dream about (and you have an extra $8K lying around), the TSX SE is the Honda of choice.

As for the refreshed '13 CC, we haven't had a chance to drive one yet, but given that its significant alterations have been limited to redesigned fascias, LED lights, and a three-person back seat, it's safe to assume it will drive similarly to the 2010 CC 2.0T Sport we last tested. And how'd we like the 2010? A lot. Associate editor Rory Jurnecka claimed, "For the dollar, there's nothing else like it on the road." Four-door "coupe" styling. Audi-esque interior. Zero to 60 mph in 6.8. And 31-mpg highway. You know, he's right.

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