The average price of a new car is fast approaching the $30,000 mark. But the entries that make up this list are anything but "average." After several meetings and some very heated discussions among our staff, we've come up with a dozen of the most enjoyable machines that are sure to elicit a smile and/or raise the pulse rate of anyone who loves cars. Foreign or domestic; coupe, sedan, 5-door or convertible; supercharged 4-cylinder all the way up to a good ol' pavement-thumping American V-8, there's a wealth of riches to be had for less than 30 large in today's automotive marketplace.
There can be only one ... After our editorial staff put each car through its paces by logging plenty of test miles on both an autocross course of our own design and a half-street/half-freeway loop around Southern California, we sat down to make the very difficult choice of selecting one winner -- the very best from a great group of cars.
Chevrolet Cobalt SS Supercharged || Get a Quote
Let's face it, if you are reading this, you are passionate about cars: big ones, small ones, expensive rides as well as pocket-rockets. Sure, we all have our own preferences when it comes to automotive entertainment, but given the opportunity, we'll jump into just about any fun car we can to give it a good run. And the Cobalt SS Supercharged is no exception.
As one editor put it, the Cobalt SS is "one of the best kept secrets in the marketplace." A potent supercharged powerplant with linear power delivery provides an entertaining 205 bhp. The acclaim from editors about the engine was summed up with such comments as "nice and smooth, packs a nice punch ... and a cool exhaust note." The handling was admired as predictable and nimble. The shades of understeer were brushed off as "easy to adapt your driving style to." Many of us wished for a more refined gearbox, though dynamically, this car was surprisingly fun to drive. Why surprising? Well, because it just doesn't send shivers of excitement up your spine. Some editors said the styling and level of quality were turnoffs. Ouch! Do those things negate the positive points of the Cobalt SS? In the words of one editor, "This is certainly a good car, but is it good enough to be better than the rest of the group?" This group is the best under $30,000, so take the $23,000 Cobalt SS for a run up your favorite twisty road ... you may be surprised! -- Richard M. Baron (back to top of page)
Ford Mustang GT || Get a Quote
Landing a V-8-powered Mustang GT must push the $30,000 ceiling, right? Wrong: With a bargain base price of only $26,320 (standard equipment includes an AM/FM 6-disc CD/MP3 sound system, air conditioning, stainless-steel dual exhaust, power windows, mirrors and door locks and traction control), we had enough wiggle room to add extras, among them interior color accents ($175), upgraded anti-theft system ($295), 18-in. aluminum wheels ($825), and side airbags ($370).
While not quite as fleet of foot through our autocross (especially the tighter sections) as some of the others, the GT was still a blast to drive. Many editors commented on the V-8's easily modulated powerband that made for effortless throttle-steer. Some loved the 5-speed manual's operation, calling it "smooth" and "appropriate for a big V-8"; others thought it a bit notchy or too long of throw. Universally panned were the brakes, which just don't match the engine's performance.
Away from the track, the Mustang GT was one of the best loved of the bunch. Just about everyone raved about its good ergonomics, interior/exterior styling and, of course, that throaty American V-8. Also, its somewhat soft suspension setup that hurt it at the track was just right out on the road.
The dozen cars in this feature are a great bunch. But the Mustang GT-offering new-millennium pony-car styling and at least two more cylinders than the rest, along with a plentiful standard equipment package for under $30,000 -- stands out in this crowd. -- Jim Hall (back to top of page)
Got revs?
The Civic Si most certainly does.
When most engines are falling flat, the Si's 197-bhp 2.0-liter is just coming into its own, the 6,000-rpm VTEC switchover point feeling like a turbocharger suddenly kicking in with a shot of boost. Hang on 'til the 8,000-rpm redline, select the next ratio (with what is perhaps the best front-drive shifter on the market), and start the fun all over again.
It's an addictive (albeit ticket-attracting) routine, and although the Si is soft on power down low, there's enough to keep up with everyday traffic without having to explore the upper reaches of the large front-and-center tachometer. This impressive powertrain reminds us that Honda is a maker of fantastic engines, and this one is harnessed in a rigid body structure that's reasonably spacious, despite a steeply canted windscreen that bothered some taller drivers. And although the suspension is sporty, the Si didn't shine in our autocross. It tended to be caught between gears at low rpm, and understeer heavily in the tight stuff, largely because it was fitted with all-season Michelin HX MXM4 tires instead of the usual Michelin Pilot Exalto PE2s, which provide more grip. Nevertheless, based on other track experiences we've had with the Si, we know it's a good predictable chassis that's far more amenable to real-world curves than carving cones.
Why spend 30 large when you can buy a great-looking Si, with nav, for around 22? Just think of what you could do with that extra eight grand ... -- Andrew Bornhop (back to top of page)
Mazda MX-5 Miata PRHT || Get a Quote
When the assignments for this particular story were drawn from a box, I was "conveniently" absent. Therefore, I predicted that the honor of writing about the least popular car here would be suspiciously bestowed upon me, but thankfully the case was otherwise. My name drew the Mazda MX-5 Miata, a car that has defined its segment since its emergence 16 years ago and is still one of my all-time favorites -- the only downside was that it only came as a convertible.
Now with the new Power Retractable Hard Top (PRHT), the compact 2-seater may well be the perfect sports car in my book. Mazda product guy Shiro Yoshioka had told me years ago of the possibility of a retractable hardtop because the roadster had alienated coupe enthusiasts (like myself), and because many women complained that their hair became a mess -- they refused to put the top up because the car didn't look as good.
It takes the PRHT 12 seconds to complete its function each way, with the driver needing to secure the center-mounted latch manually to the windshield header. I left the top up the entire time, and found the PRHT to be a step slower than its soft-top counterpart (it's about 90 lbs. heavier), but much more enjoyable on the open road. The car is still a delight to throw around corners, and it has better rigidity thanks to its new lid. And perhaps most important of all, the car now looks better, top up or down. -- Sam Mitani (back to top of page)
I like Mazdas because they're "rorty" (definition: sporty with just a tad of raucousness). So it should come as no surprise that the company's Mazdaspeed variants are even rortier. And so it is with the Mazdaspeed3, a stylish, tidy and highly rorty 5-door hatchback. The car is powered by a turbocharged, intercooled, direct-injected 2.3-liter inline-4 producing enough torque that it's actually limited in first and second gears.
In fact, a couple of our drivers disliked the Mazdaspeed3's torque steer when cornering with a heavy throttle foot. (Just lift off a tad, I say.) Another purist found the handling a bit imprecise. "Floppy" was his term. And a couple of staff members were insensitive enough to confuse "rorty" with "noisy." Imagine!
But, generally, we found the Mazdaspeed3 to be sporty, agile, tossable and fun. Summed up one, "There's good harmony here." Said another, "This is an enthusiast car with which I could live, even after the new wore off."
On such mundane matters, I even fit in back with adequate headroom, quite a feat (for Mazda designers, not me). That is, unlike several of the others in this price range, the Mazdaspeed3 is an eminently practical package, especially with its rear folding seats and high-opening hatch. Prices start at $22,240. With every option known to Mazdaspeedhood (navigation, Sirius plus six-month subscription, trick compass/auto-dim mirror with HomeLink, etc.), you still can't get it to $27,000. Again, in marked contrast to some of its other "under-$30K" counterparts. Plus, it's Mazda-rorty. -- Dennis Simanaitis (back to top of page)
Mini COOPER S JCW || Get a Quote
Because we couldn't get our hands on the upcoming second-generation Mini Cooper S in time for this test, we took the current car outfitted with the John Cooper Works tuning kit. The kit adds an enhanced Eaton supercharger, modified cylinder head, redesigned airbox, higher-flow fuel injectors, a reprogrammed electronic control unit and a freer-flowing stainless-steel exhaust. The result is 207 bhp (compared with 168 stock), at a premium of $6,300.
Suspension tweaks aren't part of the JCW package, but the Mini Cooper S remains one of the best handling front-drive cars. Its short wheelbase and light curb weight of just 2,620 lbs. made it a nimble little terror around our autocross course. Quick steering and the ability to rotate made R&T Specials Editor Andy Bornhop enthuse that it has "no real vices, just impressive abilities."
While just about everyone thoroughly enjoyed the Mini on the track, its quirky interior and jiggly ride hurt it on the street. There is simply no excuse for the tachometer to be partially blocked by the steering wheel, and a speedometer in the center of the car doesn't make a lot of sense, either. We also have yet to find anyone that likes the Mini's front seats, Design Director Richard M. Baron calling them a joke: "You sit on them rather than in them, and the adjusters are crude and cheap feeling."
So while we'd be the first to tell you the Mini is a blast to drive on a canyon road, we'll also remind you that there are other cars out there for your $30,000. -- Mike Monticello (back to top of page)
Photos By Jeff Allen, Brian Blades, Chris Cantle, and Marc Urbano from Road & Track
