NOTHING beats back-to-back testing for delivering a definitive verdict on all topics related to dynamics, as Car of the Year proved.
With its chassis honed at Holden’s Lang Lang proving ground and on the challenging roads around Victoria’s Gippsland region, no Spark is a dynamic duffer.
But away from the lower-speed demands of urban warfare, it becomes clear that the Spark’s handling and steering shine brightest when taking advantage of the far superior grip of the up-spec LT’s 185/55R15 Continental Premium Contact tyres.
Gone is the smaller-tyred LS’s propensity to lose adhesion as lateral forces build, resulting in a lack of true commitment from both its front and rear ends in tight cornering.
The LT, on the other hand, has greater handling reserves, more consistent roadholding and much crisper response.
It also steers better, thanks not only to a leather-bound steering wheel but also firmer and more linear steering weighting, courtesy of its broader footprint.
The LT may not ride like the supple LS in town, but everywhere else, its sharper, more adjustable nature enhances the Spark’s driver appeal.
And the CVT is really quite good. It steps off the mark well and seems to extract the best from the Spark’s torque-light atmo 1.4.
Ideally, GM’s base 1.0-litre turbo-petrol three-pot with 170Nm from 1800-3700rpm (as per the three-door Opel Adam in Europe) would be a thrummy delight under the Spark’s bonnet, but at this price-sensitive end of the market, it’s pointless speculation (though, in future, an inevitability).
Packing three adults into our Spark manual is no challenge for its packaging efficiency, but you definitely notice the detrimental effect on its performance.
Again, its somewhat thirsty all-aluminium engine is an amazingly tractable little unit, but it demands plenty of revs if you’re in a hurry. And with pre-Christmas deadline stress looming large, that was always.
Sydney’s warm weather has also demanded liberal applications of soothing air-con, which the Spark achieves effortlessly.
But with the chiller off, there seems to be a disparity between the outside temp and what’s coming through the dashboard vents, as if heat-soak from the engine bay is infecting the ventilation.
What hasn’t happened, though, is a cooling of affection for this redder-than-Santa Spark.
Sure, I desperately miss the grunt and grumble of the twin-turbo AMG that this baby Holden replaced, but every time I’m faced with a tiny parking space or gap in traffic, there’s a winning smugness to accompany this $13,990 special.
Read part two of our Holden Spark long-term review here!