Cosworth appears to be stepping in to help upgrade the Toyota 86 (Subaru BRZ/Scion FR-S) platform as the market continues to wait for a forced-induction edition from the factory.

The tuner has released a teaser video for its “FA-20″ Power Package, referring to the sports coupe’s 2.0-liter boxer engine. Customizations appear to include a body kit and exhaust and engine components, potentially with suspension tweaks on the list.

“At Cosworth our ability to engineer and manufacture complete engine systems for our customers is a key capability,” the company said in a statement. “For 2014 we are bringing this to our Performance Parts range – providing complete performance upgrade kits that have been designed and validated as a system to provide guaranteed levels of power and reliability.”

The FA20 engine platform will be the first in line for the Cosworth Power Package treatment. Specific details remain undisclosed, though the language hints at a significant power upgrade, such as a turbocharger or supercharger, rather than just an exhaust system and aesthetic enhancements.

Additional details are expected to be revealed ahead of the Power Package’s summer debut.

General Motors has rehired a former public-relations executive to help lead the response to the ongoing recall controversy.

Tony Cervone will return to serve as senior vice president of GM global communications, reporting directly to chief executive Mary Barra.

The executive formerly served as vice president of global communications strategy and operations at the end of this 10-year career with the company. He left early in 2009 ahead of the bankruptcy and government bailout, later working for United Airlines and most recently as executive VP of group communications for Volkswagen Group of America.

“Tony brings an ideal mix of outside perspective and experience that complements a deep background in GM and today’s global auto industry,” said Barra. “I’ve worked with Tony in the past and he has my trust and respect. I know he’ll be another catalyst for change on our leadership team.”

Cervone is one of several top executives to return amid the recall crisis. The company earlier this month announced the resignation of its senior VP of global communications, Selim Bingol, and the rehiring of former PR head Steve Harris on a contract basis.

“It’s a great time to rejoin GM,” Cervonne said in a statement.

The company also recently enlisted crisis-communications expert Jeff Eller to help formulate a PR strategy.

Analysts are watching GM closely as it announces more recalls and continues to face criticism and government inquiries, which have already led to a $35 million record fine from the Department of Transportation. So far sales are continuing to grow, with numbers up for March and April, though the increases fall short of the industry average.

Hyundai has announced a recall for Tucson compact crossovers with 2011 through 2014 model years.

The company has discovered an assembly issue that allows the Tucson’s steering-wheel airbag to come loose from its mounting. The retaining bolts may not have been properly torqued from the factory.

“An air bag assembly that is not properly mounted may result in an increased risk of injury to the driver in the event of a crash,” the National Highway Traffic Safety Administration report notes.

Loose airbag assemblies have been reported in warranty claims for at least 141 vehicles out of 177,000 that are currently in the field. The problem was initially spotted in December, at which time the company changed its assembly procedure and monitored service reports. Warranty claims began to accelerate into 2014, leading to the safety recall.

The company has not officially associated the problem with any accidents or injuries.

Recalled vehicles will be brought in to have the existing bolts torqued to higher specifications.

In truth, it’s only about a year that we’ve been waiting for Volkswagen to bring its new GTI over from Europe, but that time has seemed to stretch out into an eternity. If patience were really a virtue, we’d be Mahatma Gandhi by now.

VW’s hot hatch has long balanced performance, practicality and value better than nearly any other model on the market, so we’ve naturally been anxious to see the latest, greatest iteration on these shores.

Was it worth the wait? You bet.

Charting the Changes

It’s never easy to replace an icon, but that’s exactly the task Volkswagen was faced with in redesigning the GTI. While the basic formula and exterior design have changed little, what lies beneath the sheetmetal is new and improved in nearly every way.

Power comes from Volkswagen Group’s turbocharged and direct-injected “EA888″ 2.0-liter four-cylinder, which produces 210 horsepower and 258 lb-ft of torque – gains of 10 ponies and a substantial 51 lb-ft of twist over the outgoing GTI. A six-speed manual with short throws and an impressively easy-to-modulate clutch is standard, and a quick-shifting six-speed dual-clutch automatic is offered as an option.

Despite the extra output, mileage is up to 25 mpg in the city (+4) and 34 mpg on the highway (+3) for the stick, and two-pedal models have also improved to 25 city mpg (+1) and 33 highway mpg (+1). Credit the new motor, a more slippery shape and a lighter structure for the improvements.

Like the 2015 Golf on which it is based, the seventh-generation GTI is underpinned by Volkswagen Group’s MQB modular component set, a flexible architecture that trims as much as 82 lbs. from the hatchback’s curb weight.

Even as mass has been whittled away, the content level has crept up. A 5.8-inch infotainment touchscreen, VW Car-Net connected services and a Driving Mode Selection system join the torquier turbo four as new standard features of the base model, now known as the GTI S, which also comes with heated front seats and 18-inch wheels.

Pricing starts at $25,215 – on a content-adjusted basis, VW says that’s down $700 from last year – while $28,215 SE and $30,415 Autobahn trims tack on goodies like leather upholstery, navigation, a Fender-branded audio system, a rearview camera and a sunroof. Three- and five-door models remain available, although only the latter can be had in range-topping Autobahn form.

Notable (read: fun-boosting) options include an $800 adaptive damping system and a $1,495 Performance Package that ups the horsepower count to 220, brings larger brakes and adds an electronically controlled mechanical limited-slip differential.

Unlike the previous model, which was assembled in Germany, the new GTI will be built in Mexico for the North American market.

Looking the Part

Subtle evolution is the order of the day outside, where the crisp and conservative lines of the normal Golf are dressed up with an aggressive front valance, a honeycomb grille with a red graphic that extends into the headlights, unique wheel designs and a spoiler atop the hatch. A lowered ride height, special fender badges and twin exhaust pipes provide the finishing touches.

As expected, the interior is an exercise in Germanic refinement and restraint. Though understated, the dashboard is furnished in upscale materials, and all the important controls fall readily at hand. A flat-bottomed-steering wheel, sports seats, aluminum-look pedals and a GTI-specific instrument panel provide a little bit of attitude and differentiation for what is otherwise a very handsome, but standard-issue Golf cabin.

Manual-equipped cars get another model-specific touch in the form of a funky golf ball-style shifter knob, and base models naturally are fitted with the plaid cloth seats that have been a GTI hallmark for decades.

Gripes? We do have a few. For one, the 5.8-inch touchscreen looks slightly low rent, especially with the glossy black plastic surround that makes it seem like a placeholder for a larger display. Things are also somewhat dark and severe inside, especially in cars without the plaid upholstery, although oversized windows do provide a bit of a respite from the darkness within. All in all, those are relatively minor complaints for an interior that noticeably eclipse rivals like the Ford Focus ST and Subaru WRX in terms of material quality and ergonomics.

A welcome surprise, given the weight loss, is that cargo capacity has actually expanded due to incrementally increased exterior dimensions and better packaging. Behind the rear seats, space has climbed to 16.5 cubic feet (+1.2), while maximum acreage with the rear seats folded down is now 52.7 cubes (+ 6.7). Bring on the Costco runs!

On the Road

Should big box stores inspire in you the same feelings of vague apprehension and overwhelming drowsiness that they do for us, at least the GTI can make getting there a memorable experience.

While the outgoing GTI’s motor wasn’t exactly a slouch, the new mill’s 258 lb-ft of torque can only be described as a big step forward. Not only is there copious grunt down low in the rev range, things don’t really begin to taper off until you approach the redline. Both the slick stick and surgical-feeling dual-clutch are excellent for extracting the most from the motor – choosing a gearbox here really comes down to personal preference.

Pick Sport from the Drive Mode Selection system, which also includes Normal and Individual settings, and the GTI prepares for extra-spirited backroads romps by sharpening the throttle response and steering. The latter, which has switched from hydraulic- to electric-assist, is precise and responsive no matter the mode, though a modicum of feedback has gone missing in the transition.

Spring for the optional adaptive dampers, and more sedate Comfort and Eco modes are added for commuting or indulging the odd hypermilling impulse. Comfort mode subtly softens up the already livable ride of the standard suspension, which does a commendable job of both limiting body roll while providing occupants with a reasonable degree of protection from poorly maintained roads.

Whether the GTI is thrown into a curve with ham-fisted abandon or methodical precision, the Performance Package’s torque-vectoring diff keeps things calm and composed by sending power to the outside front wheel to quell understeer.

Leftlane’s bottom line

It may have taken longer to arrive than we’d have liked, but the GTI is otherwise hard to fault. A high-bandwidth car that’s even more polished than its capable predecessor, it excels as a family hatch in the daily grind, a sporting machine on a Sunday afternoon, and in a multitude of other roles.

Better late than never, indeed.

2015 Volkswagen GTI base price range, $25,215 to $30,415.

Photos by Nat Shirley.