It’s the environment that’s to blame, really.  In 2004, the tC’s competitors were the Hyundai Tiburon and Toyota Celica GT, both of which cost more and had less power.  Now, though the compact coupe market is still generally a small one, cars like the Kia Forte Koup, Honda Civic coupe, Nissan Altima coupe and the upcoming Hyundai Veloster are prepared to shoulder the tC aside.  Scion’s ready for the fight, though; the redesigned tC follows the same general theme as before, but it’s got more aggressive looks and a new engine.  

Formerly somewhat conservative in appearance, the tC has gotten a subtle but effective makeover.  The coupe’s lines have been bulked up and made much more aggressive, and painted A-pillars give the impression of a windshield that wraps all the way around the front of the car.  The overall look is reminiscent of a full-size Hot Wheels car, and from certain angles you can practically see a giant hand pushing it back and forth, accompanied by “vroom-vroom” noises.  The tC’s new face is more aggressive thanks to slitted headlights and a narrower grille that puts more emphasis on the lower air intake.   The thick C-pillar has a sporty kick-up and puts a great deal of weight at the back of the car, so the tC looks poised to pounce at all times.  Eighteen-inch wheels are standard, as is a panoramic sunroof.

Real four-passenger seating and a large hatchback make the tC more versatile than you’d expect at first glance.  The high sills make for a bathtub-like experience, but this car is more spacious on the inside than it has a right to be.  A flat-bottomed steering wheel is a nod to road racers as well as producing additional thigh room for the driver.  The dash has a folded-paper texture which continues onto to the doors, and the instrument panel is focused strongly toward the driver.  Small-item space is generous, and an interior-brightening dual sunroof is available.  Tunes are a necessity, of course, and the tC’s standard eight-speaker Pioneer sound system borrows some speakers from the sophisticated Lexus LX570, among other places.  It’s also iPod compatible right out of the box.  An Alpine Premium Audio sound system with a 4.3-inch touch screen is optional, and includes a plug-in navigation unit.  A fully integrated navigation system with a 7-inch screen is also offered.

Under the hood, there’s an all-new 2.5 liter 16-valve four-cylinder engine.  In addition to being a bump larger, the tC’s new powerplant features Dual Variable Valve Timing and a variable-induction intake manifold.  Both of these advancements help to broaden the torque curve; as a result, the new engine offers a more relaxed drive and the tC feels like a much more expensive vehicle than it is.  Horsepower is up to 180, and the new exhaust has a more aggressive sound.  A choice of six-speed manual or six-speed automatic transmissions is offered.  The front-wheel drive tC responds well to the sport-oriented six-speed manual, and it’s genuinely fun to drive.

The new tC feels more refined, and it’s a little bit sportier, though it’s not an outright sports car.  McPherson struts are used in the front, with responsive double-wishbones at the rear.  Electronic power steering helps to reduce both noise and fuel consumption.  There’s some tire noise on the road, but it’s manageable and the ride is very comfortable.  When the road starts to twist, the tC’s handling is nimble and responsive, and there are disc brakes at all four corners to shave the speed when necessary.   Anti-lock brakes and Vehicle Stability Control  are standard.

If it’s possible for a car to be at once more grown-up and more youthful, the new Scion tC has succeeded at that paradox.  The racy new styling is backed up by improved performance, and it’s clear that Scion hasn’t lost sight of its intended customer base.  With an MSRP of $18,995, the tC also undercuts several of its competitors.  My tester was a bare-bones tC with no options whatsoever, but thanks to the high level of sophistication you wouldn’t have known it without looking at the window sticker.

All specifications are for the 2011 Scion tC.

Length:  174.0 in.
Width:  70.7 in.
Height:      55.7 in.
Wheelbase:  106.3 in.
Curb weight:  3060 lb.
Cargo space:   34.5 cu.ft.
Base price:  $18,995
Price as tested: $18,995
Engine:   2.5 liter DOHC inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 180 @ 6000
Torque:  173 @ 4100
Fuel capacity:  14.5 gal.
Est. mileage:   23/31

That changed for 2009, with the introduction of the Audi TTS.  The addition of Audi’s “S” badge means performance, and the TTS is no exception.  A comprehensive suite of engine upgrades serves to transform the TT from a sexy fashion accessory into a serious performer.  With more power under the hood, the TTS manages to neatly split the difference between serious sports car and comfortable daily driver.  Does it increase the TT’s street cred?  Well, if it’s any indicator, the organizers of the Tourist Trophy race chose the TTS as their official cars shortly after its introduction.

The TT’s inverted-bathtub silhouette has been basically the same since its introduction a decade ago, so it’s easy to forget that this is actually a rather striking car.  While driving it out in the wild, I noticed many heads turning as the TTS burbled past.  A compact, rounded body with radically short overhangs and an extremely low greenhouse make it clear that the TTS is a sports car, but its rounded edges and fender flares keep it from blending in with the long-hood, short-deck crowd.  The dramatically sloped rear end is a hatchback that actually provides a moderate amount of luggage space, and the head- and taillamps are blended smoothly into the curvy body.  The TTS gets redesigned bi-xenon headlamps with cool LED accents, unique eighteen-inch wheels, dual exhaust and a lower stance to subtly distinguish it from the rest of the line.  A retractable spoiler is standard and automatically deploys at about 75mph.

Entry into the snug cabin isn’t as difficult as the compact body would make it seem; Audi has done much to pack a lot of elbow room into the TT.  The seating position is a bit more upright than that of the average sports car, too, making the TTS comfortable enough for longish road trips.  The instrument panel and center stack could have been taken from an A4, and the satin-silver-on-black interior treatment is both luxurious and businesslike.  A feature unique to the TTS is the lap timer integrated into the driver information system.  The flat-bottomed steering wheel is a racing car influenced piece.  There is a choice of four interior themes, including silky Nappa leather.  The satin aluminum console has a tendency to reflect sunlight into the driver’s eyes at certain times of day, but that was my only quibble.  Visibility is better than you’d think, and the tiny rear seats will hold tiny people for short distances, though headroom is laughable.    Optional equipment includes a navigation system, LED interior lighting and of course an upgraded Bose sound system.

The 2.0 liter direct injection turbocharged four-cylinder engine offers both horsepower and torque in generous amounts, and the TTS moves with authority.  The TTS produces 265 horsepower, though Audi’s signature easy-on power and standard quattro all-wheel drive mean that it’s not neck-snapping off the line.  A drag racer it may not be, but the TTS runs quickly and eagerly to triple-digit speeds when urged.   The engine’s internals have been beefed up for more reliable high-performance driving.  The standard gearbox is Audi’s six-speed S tronic twin-clutch automated manual, and its hydraulic multi-plate clutch has been recalibrated for even faster shifting.  With all of this, the TTS shaves a full second off of the base TT’s 0-60 time, down to 4.9 seconds.

The TTS uses an aluminum-intensive spaceframe whose rigidity and light weight contribute mightily to entertaining handling.  The front suspension is also aluminum, and consists of MacPherson struts with lower wishbones.  At the rear the suspension is steel, and uses four-link construction.  The stable and solid road manners that have already made the TT popular translate to calm performance on the track.  The TTS can be so calm that you’ll get in a bit over your head before you realize it, in fact.  The TTS is also equipped with a magnetic adaptive shock damping system using magnetic fluid to change shock absorber response.  “Standard” and “Sport” settings allow the driver to choose more aggressive, taut suspension reflexes.    In Sport mode, the TTS cuts body roll to an absolute minimum and increases wheel bracing for absolutely flat cornering.  This makes freeway expansion joints a lot harsher as well, which is why Standard is much more useful for freeway cruising.

The TT has always seemed like a sort of junior partner to the bigger sports cars.  The TTS proves that the TT can be a serious high-powered sports car in its own right, however.    With rapid yet good-mannered acceleration and confident handling, the TTS can be taken seriously in the company of vehicles like the Porsche Boxster and BMW Z4.  Pricing for the high-octane TTS starts at $45,900.  My tester was equipped with an optional set of nineteen-inch wheels that pushed the sticker to $47,525.

Specifications: All specs are for the 2010 Audi TTS

Length:  165.3 in.

Width:  76.9 in.

Height:   53.0 in.

Wheelbase:  97.2 in.

Curb weight:   3075 lb.

Cargo space:  10.2 cu.ft. (seats up); 24.7 cu.ft. (seats folded)

Base price:  $45,900

Price as tested:  $47,525

Engine:   2.0 liter turbocharged inline four-cylinder

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower: 265 @ 6000

Torque:  258 @ 2500-5000

Est. mileage:  21/29

It’s not, though.  Don’t forget that Honda is “not about chasing market share,” as they put it.  This company has a strong corporate vision of sustainable performance, in marketing-speak.  In plain English that means that Honda has a good idea of the sort of cars it wants to build, and it’s not driven solely by focus groups or public opinion.  
Nowhere is this more evident than in the new CR-Z.  The sports car folks are underwhelmed, which could be the kiss of death to any other vehicle with sporting pretensions.  Not Honda.  The idea behind this car is that it’s a combination of café racer and hybrid.  And, indeed, it’s the smallest and least expensive hybrid currently for sale in the US.

The design is substantial, masking the car’s small size at first glance.  Many have cried blasphemy at the CR-Z’s obvious styling and nomenclature links to the Honda CR-X.  The hood and front end are similar to that of the Civic, but a low, narrow grille opening and strong hood lines are more similar to that of the S2000.  Extravagant “speed” lines mark the body sides and flow back to an abrupt, almost vertical tail.  It’s an extremely aerodynamic design, but it’s intensely sporty as well.

Inside, there’s a three-dimensional instrument panel , a soft-touch dash pad, high-gloss metal-foiled “chrome” trim.   The driver sits extremely low, because the CR-Z’s a very low car.  This is a two-seater, like the original CRX.  There’s no back seat, but a divider can be raised to put smaller objects within easy reach of the driver.  A three-mode rear cargo cover extends to cover the whole cargo area, but also has a “privacy” setting that keeps small items out of sight and holds them in place.   From the driver’s seat, the CR-Z is snug enough to feel sporty, but spacious and above-all, high-tech.  The “ambient meter” dash has a ring that changes color depending on the efficiency of your driving.  Improving economy is getting kind of like a video game, isn’t it?  Standard equipment includes keyless entry and automatic climate control.   Satellite radio, Bluetooth connectivity, a navigation system, and a 310-watt sound system are available on uplevel models.
The CR-Z makes a good errand-runner.   The large hatch with Honda’s signature auxiliary rear windshield is light, and opens onto a cargo hold that will hold over 25 cubic feet of stuff.

The 1.5 liter engine under the hood is one of the things that the CR-X fans don’t like.  Performance is the idea, according to Honda, but 113 horsepower doesn’t sound impressive on paper, especially considering the car’s 2600-pound curb weight.  The Integrated Motor Assist (IMA) hybrid system adds a bit of power, bringing the total output to 122 horses, but performance is definitely on the tepid side of average.   0-60 comes up in about ten seconds, as compared to just under eight for a MINI Cooper and about eight an a half for a Scion tC.  A “one-valve” VTEC variable valve timing system improves combustion efficiency.  This system has actually been around since 1994, when it was used in the Accord.  Though the IMA is essentially borrowed from the Insight, the CR-Z’s engine is larger and has four valves per cylinder rather than three.    Nevertheless, it’s not that impressive on the road, from a sporting standpoint.  As a ’round-towner, it’s pleasant and capable.  The CR-Z’s three-mode hybrid system is switchable, with Normal, Eco and Sport modes that change throttle response, power steering response and the amount of assist from the electric motor.  There’s a noticeable difference between the Sport, Normal and Eco modes, as well.  Eco is really, really slow, perhaps not surprisingly.  The Sport mode does a good job of making the CR-Z more responsive and fun to drive, if not honestly fast.  Additional fuel savings is provided by the idle-stop system which shuts the gasoline engine off at traffic lights.

A choice of six-speed manual or continuously variable automatic transmissions is offered.  Opting for the confident-feeling, short-throw manual makes it easier to take advantage of the low-end torque, but ultimately the CR-Z is not a performance car as most people know it.

On the road, the CR-Z has a stiff ride, reminiscent of the first-generation Insight.  It’s sporty-firm, rather than unrefined.  MacPherson struts are used in the front, with a torsion beam at the rear.  Underbody aerodynamics plus low height plus a stiff body mean that stability and responsiveness are sports-car swift.  The CR-Z has a wide track with cast-aluminum lower arms for weight savings, and a center of gravity that’s practically on the ground.  The electronic power steering is fast, with up to 30% more input than in other Honda vehicles, and stability control and anti-lock brakes are standard.

In the end, this is really a more refined, more mainstream version of the first Insight.  The CR-Z is more interesting than the average hybrid, almost-sporty without being a full-blown sports car.  Whether that’s a good thing or a bad one is up to you to decide.  Is it fun?  Sure, it is.  It’s not Miata-fun, it’s more of a tossable-subcompact kind of fun.  This is not an S2000 replacement by any stretch.  The light weight and wide track contribute to an engaging drive, however.  If you’re looking for the intersection of compact performance car and hybrid, it’s either this or the Ford Fusion.  CR-Z pricing starts at $19,200, making this one of the most affordable hybrids on the market.  Loaded up with a navigation system, the CR-Z tops out at just under $23,000.

All specs are for the 2011 Honda CR-Z.
Length:  160.6 in.
Width:  54.9 in.
Height:     68.5 in.
Wheelbase:  95.9 in.
Curb weight:   2637 lb.
Cargo space:   25.1 cu.ft.
Base price:  $19,200
Engine:   1.5 liter four-cylinder with electric motor/generator
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  122 @ 6000 (gas); 13 @ 1500 (electric)
Torque:  128 @ 1000-1750 (gas); 58 @ 1000 (electric)
Fuel capacity:  10.6 gal.
Est. mileage:   31/37

These days, there’s even more reason to forgive the Golf’s high price, thanks to a fresh redesign for 2010 and the return of the Golf TDI.  With diesel power, the Golf adds a significant increase in fuel economy without the usual tradeoffs that come from having a smaller, more efficient gasoline engine.  It’s also less complex than a hybrid-electric vehicle.  The Volkswagen TDI lineup has many loyal owners thanks to its reputation for frugality and reliability.  So what’s it like going diesel?

Pretty much the same as burning gas, actually.  The trick of the TDI is, of course, that it drives pretty much like everything else.  The 2.0 liter, 140 horsepower direct-injection common-rail engine is a “clean” diesel, so it’s emissions compliant in all fifty states.   With 236 pound-feet of torque, the Golf TDI rumbles off the line with considerably more confidence than you’d get from a similarly-sized gasoline engine.  On the road, the Golf TDI is somewhat quieter than its gasoline-powered stablemate, and there is no clatter at idle.   A six-speed manual transmission is standard, and VW’s DSG dual-clutch six-speed automatic is also available.  Best of all, of course, is the fuel economy.  This car gets an EPA-rated 30 mpg in the city and 41 on the freeway (the automatic bumps the freeway number to 42mpg), which puts it on par with several microcars and hybrids.   Driven frugally, the Golf TDI can travel 500 miles on a full 14.5-gallon tank.

I put that impressive range to the test, as well, and did a lot of driving during the week it spent with me.  From Detroit, Michigan, to Kalamazoo, Auburn Hills and Bowling Green, Ohio, the TDI roved the northern Midwest for seven days.  Thankfully, the Golf’s a good road-tripper in spite of its small size.  The suspension is independent front and rear, using MacPherson struts and coil springs.  The Golf TDI is tuned a bit sportier than the gasoline-powered version.  Golfs are sporty hatchbacks in any case, and it’s a pleasure to toss this well-planted little car into a corner.  Volkswagen has engineered the Golf TDI to communicate well, and it provides an entertaining driving experience.  Though it’s not an overtly sporty vehicle, it should be listed in the ranks of distinctly fun-to-drive compacts like the Mazda3 and MINI Cooper.  Four-wheel disc brakes with ABS and electronic power steering are standard equipment.  VW’s Electronic Stability Program (ESP) stability control is also standard.

Interior comfort is a cut above that of the average subcompact.  The layout and switchgear could have been borrowed from an Audi, and this is a good thing.  Audi needn’t worry; the Golf lacks the leather and real aluminum that set the German luxury cars apart, but the styling, fit and finish are premium-grade.  Even the standard cloth upholstery–VW calls it “Me2″ is above average.  The TDI adds a leather-wrapped steering wheel with multifunction controls.  The four-door hatchback’s rear seats fold down to open up a cargo area big enough to swallow a lawn mower, should you be moved to do so.  Heated seats are available, as are satellite radio, a touch-screen navigation system and a sunroof.  The Golf TDI is also available with Bluetooth connectivity.

The all-new styling is evolutionary.   The familiar black grille with a chrome VW logo flanked by flush-mounted headlights has been streamlined, and the new Golf appears from some angles to be smirking.  The tall, rounded greenhouse is devoid of chrome trim, and no moldings clutter the Golf’s taut sheetmetal flanks.   It’s a subtle change, but overall provides a cleaner, more upscale look.  The new model may be distinct from its predecessor, but spotting the Golf TDI isn’t easy.  The diesel is differentiated only by a “TDI” badge on its tail and oval fog lamps up front.  The Golf TDI is available as a two-door or four-door hatchback.

The all-new Golf remains a cut-above sort of compact car, and the Golf TDI offers outstanding fuel economy as well as big-car comfort and entertaining driving dynamics.  Golf pricing starts at $17,490 for the gasoline-powered version.  The frugal Golf TDI commands a small price premium, with stickers starting at $21,990 for the two-door and $22,590 for the four-door.  My well-equipped tester featured the DSG automatic transmission, a sunroof, heated seats and a navigation system, and stickered for $27,014.

All specs are for the 2010 Volkswagen Golf TDI:
Length:  165.4 in.
Width:  70.3 in.
Height:      58.3 in.
Wheelbase:  101.5 in.
Curb weight:   2994 lb.
Cargo space:   15 cu.ft. (all seats up)
Base price:  $21,590
Price as tested:  $27,014
Engine:   2.0 liter SOHC turbocharged diesel inline four-cylinder
Drivetrain:  six-speed dual-clutch automatic transmission, front-wheel drive
Horsepower:  140 @ 4000
Torque:  236 @ 1750-2500
Fuel capacity:  14.5 gal.
Est. mileage:   30/42

I just have to admit that automotive-journalistic integrity goes right out the window when it comes to the MINI Cooper.  Whether you’re a car guy who likes a responsive, excellent-handling vehicle, or a commuter who only wants to get from Point A to Point B, there are few finer pleasures than nipping through traffic in a MINI, and that’s just the way it is.  Personally I’d rather have a MINI than a Ferrari, even though I certainly wouldn’t be able to keep up with the Italian sports car.  It’s all about personality.

Personality aside, it stands to reason that more power can’t hurt either.  The MINI is available in two flavors; 115-horsepower Cooper and the 163-horsepower supercharged Cooper S.  I was smitten by the less powerful car the instant I drove it, and expected to be doubly seduced by the MINI Cooper’s more powerful sibling.  MINI’s parent company, BMW, has made a tradition of getting the braking and handling just right on a new car, increasing the horsepower to remarkable levels only after the car performs well in all other aspects.

Telling the two cars apart is easy, thanks to the big supercharger-feeding scoop that splits the hood of the Cooper S.  The more aggressive look is appropriate for the more aggressive of the two MINIs.  The cute one-box styling is the same, but the Cooper S looks much more purposeful thanks to bigger wheels, a body-colored grille and a taller spoiler.  Subtle touches like a racing-style chrome gas cap and chromed “S” badges on the sides remind onlookers that the Cooper S is just a bit more special.  At the rear, a dual exhaust exits at the center rather than off to the side.  The trademark cheerful two-toning and color-matched mirrors are still available, as are full-size roof decals, and the Cooper S is available in unique colors.  You can top your MINI with an American flag, a Union Jack, or a checkered flag, and there are certainly more designs coming.  Don’t forget the available hood stripes, full-length sunroof or foglights, either.  Personally we’d keep it simple, but the power of choice is a wonderful thing.

The MINI Cooper S slips on like a comfortable pair of shoes.  The high, boxy form translates to lots of headroom and shoulder room, and although it’s a snug little car, it’s not claustrophobic inside.  The arty, multicolored seats look flat but are grippy and comfortable, the better to hold passengers in place during the inevitable high-speed turns.  There’s a choice of leather or cloth colors as well.  The MINI’s interior trim can be color-matched to the exterior for select colors.  The central pie-plate speedometer and steering-column mounted tachometer are the same as the base MINI, as are the neat toggle-style switches and weirdly futuristic but nigh-useless storage bins on the door.  There are four seats, but forget about putting good friends in the back; for all practical purposes the MINI Cooper is a two-seater with a big padded package shelf.  Luxury-car options like heated seats, headlight washers and a navigation system are also available.  Worried about being run over by a big SUV?  There are six airbags in the MINI’s interior.

Twist the key and the MINI Cooper S barks to life with a noticeably rortier sound than the Cooper.  I was surprised to realize that I didn’t particularly notice the extra 48 horses, though.  The MINI Cooper S is powered by a supercharged 1.6 liter four-cylinder engine that pulls strongly from standstill to redline.  The wonderful powerband is surprising from such a small engine, but allows great flexibility on the freeway.  The Cooper S has a six-speed manual gearbox, instead of the base Cooper’s five-speed, and I wasn’t particularly enamored with it.  The bigger gearbox had stiffer, less precise throws than the five-speed I drove.  It offered a bit longer legs on the freeway, but at the cost of around-town smoothness.  Both MINI models will run triple digits on the freeway without breathing hard, a tribute to their German breeding.  Some passengers complained that the louder exhaust on the Cooper S begins to drone after a while, but that’s a matter of taste.

The MINI’s handling is very much something to write home about.  A multi-link rear suspension mimics that of rear-drive sports cars, helping to keep the rubber on the road back there.  The MINI is stiff without being punishing, and handling is almost telepathic.  Thanks to the Cooper S’ incredibly light weight (2678 lb) and available 17″ wheels and tires, it’s almost impossible to unsettle the little buzzbox.  Tight turns and freeway off-ramps can be taken at breathtaking speeds.  It’s compliant enough to handle dirt roads too.  The brakes are also exemplary, as can be expected from such a small car with discs at all four corners.  Anti-lock brakes, electronic brake force distribution and Corner Brake Control (CBC) are standard equipment.  CBC balances the braking force on each side of the car, minimizing instability when braking while cornering.  Traction control and stability control are also available.  In a MINI Cooper S, racing through the airport parking garage at midnight is fine entertainment for the price.

Speaking of price, that’s the other great thing about this little car.  Like Volkswagen’s retro Beetle, the funky Scion xB and Chrysler’s PT Cruiser, this hip little ride isn’t reserved only for those with deep pockets.  Pricing of the MINI Cooper in S format starts at $19,425.  Our test car stickered for $24,105, even after a leather interior, cold-weather package, stability control, rain-sensing wipers, a noisy Harman-Kardon sound system and xenon headlamps were added.  Base price for the Cooper S is $19,425.  For the record, we had just as much fun in the base 115-horse MINI Cooper, which loses some of the Cooper S’ styling touches and the six-speed tranny but retails for about $3000 less.  I’ll take one of each–both of them yellow!

Specifications:
All specs are for the 2004 MINI Cooper S, which we tested.
Length:         143.9 in.
Width:            66.5 in.
Height:            55.7 in.
Wheelbase:        97.1 in.
Curb weight:        2678 lb.
Cargo space:        5.3 cu.ft. (seats up); 23.7 cu.ft. (seats folded)
Base price:        $19,425 (2003 pricing)
Price as tested:        $24,105 (2003 pricing)
Engine:         1.6 liter supercharged four-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         164 @ 6000
Torque:         155 @ 4000
Est. mileage:        25/34

Sorry, this is just a regular RSX Type-S. Couldn't find a picture of an A-Spec.

Without much warning, a little blue rocket arrived in our driveway.  Those rounded cats-eye headlamps and the arched back identified it as an Acura RSX, but certainly some tuner had already gotten his or her hands on it, based on the big gray wheels and the big wing riding the decklid?

What we were looking at was the latest “factory tuner” car to come down the pipe.  With the proliferation of import hot-rod shops and modifications, it was only a matter of time before the manufacturers themselves got into the game.  If you just gotta have a hot-rodded RSX, but don’t want to void your warranty, the RSX Type S A-Spec may be what you’re looking for.

That mouthful of alphabet soup gets you a suspension setup that’s ready to go racing right out of the box.  This package was introduced quietly in 2002 as the Factory Performance package, but with the advent of similar factory tuners from Nissan, Mazda and Subaru, Acura changed the name to the much sexier “A-Spec” for 2004.

At a glance, it’s easy to mistake the A-Spec for a customized car, but that lower body work and big spoiler are factory-installed items.  The add-ons accentuate the RSX’s arched-back stance nicely, and the car looks poised and ready for action.  Up front, four round headlights and a deep “V” shape to the front end make the RSX one of the most extreme Acuras, visually.  The thin A-pillars are also an RSX hallmark, improving forward visibility and adding to the car’s visual rake.  The A-Spec features 17″ wheels; on our test car they were painted dark gray, making them stand out even more than if they’d been chrome.

From the racing-style driver’s seat, you’ll notice that the big wing out back is conveniently at cop-light level, so you’re not blinded by the flashing lights that may appear behind you if you don’t behave.  The interior is snug.  One passenger noted upon getting in that there was nothing in front of the passenger but a blank expanse of dashboard.  “This is definitely a driver’s car,” she said, and she was right.  The RSX is perfectly sized for one person, and crowded for two if there are personal items like purses or pop bottles involved.  RSX owners are advised not to put people in the back seat frequently, lest someone call Amnesty International.  The cargo area is generous enough for big recycling buckets or lots of groceries, and there’s a fixed cargo cover that swings up with the tailgate instead of having to be retracted.  Heated mirrors are a nice touch, and new for 2004.

The RSX’ wildly free-revving 2.0 liter iVTEC four-cylinder is always a delight.  Lightweight construction allows the engine to spin up to 8000 rpm, a speed at which would cause many other engines to quickly burst.  For the record, however, the RSX Type S doesn’t actually show much evidence of its 200 horsepower below 6500 rpm, and by that time it’s making a lot of noise.  Subtle launches are difficult in this car.  On the highway, the six-speed manual transmission allows more relaxed cruising, but we found ourselves wishing for more immediate power delivery.  A five-speed automatic is optional on the standard RSX, which also has a less powerful, 160-hp engine.  Both RSX engines are low-emissions powerplants with 110,000-mile tune-up intervals.  The A-Spec package does not change the engine or transmission.

The suspension, on the other hand, is seriously modified.  The A-Spec package takes the RSX Type S’ MacPherson strut front, double wishbone rear suspension and lowers it an inch.  “Track-tuned” shocks and springs account for the drop.  The strut tower bar and thicker rear stabilizer bar are already in place on the Type S.  These changes take the already responsive RSX to another level.  Super-sticky 225-series feel as though they could drive up walls if one were so inclined.  Given a smooth stretch of curved pavement, the A-Spec takes a nice set and just holds onto it.  We wished more than once that we could get it on a track.  Around town, the A-Spec package means a stiff ride; boulevard cruisers need not apply.  The sensitive tires and suspension make the A-Spec darty and nervous on rough pavement.  It won’t quite rattle your fillings loose, but it wanders around enough to require two hands on the wheel.  For drivers who like a sporty ride, the constant communication from the tires will be a pleasant thing; for drivers who are just trying to look cool on the way to and from work, it’ll get old quickly.  The standard RSX and RSX Type-S do not suffer from the same directional stability issues on bad roads as the A-Spec.

Anti-lock brakes are standard equipment.  Acura likes sticking mainly with one-price cars, so the RSX is nicely loaded for the price, with automatic climate control, a moonroof, and auto-up/down windows on the standard components list.

For amateur racers who want to go autocrossing on the weekends the RSX Type S A-Spec is a fantastic deal–a car that’s ready to dodge cones without losing its factory warranty.  All of the A-Spec modifications are covered by Acura’s factory warranty.  A six-speed RSX starts at $23,320.  The A-Spec package adds about $4800 to the bottom line, and doesn’t include installation costs.  The end result is a race-ready, street-legal hot rod for just under $30,000.  Not a bad deal, indeed.

The Fact Box:
All specs are for the 2004 Acura RSX Type S A-Spec, which we tested.
Length:         172.2 in.
Width:            67.9 in.
Height:            54.7 in.
Wheelbase:        101.2 in.
Curb weight:        2778 lb.
Cargo space:        16.0 cu.ft.
Base price:        $23,320 + $4800 for A-Spec
Engine:         2.0 liter DOHC 16-valve four-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         200 @ 7400
Torque:         142 @ 6000
Fuel capacity:        13.2 gal.
Est. mileage:        24/31

Jaguars can still run, though, and the days when they challenged Porsches and Mercedes on the track aren’t that far away.  The XKR arrives for 2010 to emphasize this facet of the marque’s history.  Powered by a supercharged version of Jaguar’s new 5.0 liter V8, this high-end sports coupe is a reminder that the folks from Coventry can put together a seriously fast and capable vehicle.  A Dodge Viper may get more attention, but the XKR is less likely to go insane, carry you into a tree and kill you.

The rush of a supercharged Jaguar V8 is an automotive delicacy.  It’s not just that there’s 510 horsepower and 461 pound-feet of torque on tap; it’s the delivery that makes it almost magical, an endless rush of power that shoves you back in your seat without ever becoming violent.  The new engine uses direct injection and variable cam timing, and though displacement and power have increased significantly, fuel economy’s also better.   A twin-vortex supercharger boosts power by 23 percent compared to last year’s XKR, and the dual exhaust provides the right soundtrack.  Plant your foot, and the XKR launches with the inevitability of death and taxes.  The six-speed automatic transmission is controlled by a unique dial-like interface, and delivers solid, confident shifts.  Steering wheel paddles offer manual gear selection, and the massive power is kept under control with a standard limited-slip Active Differential Control.  Not surprisingly, this car is adept at high-speed cruising, as well as boasting a sub-five second 0-60 time.

Jaguar’s been into lightweight body structures for a while, and the XKR’s stiff undercarriage is almost entirely aluminum.  Jaguar has ditched the awfully-named Computer Active Technology Suspension (CATS) active suspension with Active Dynamics.  Where CATS had only “soft” and “firm” settings, Active Dynamics offers a full range of automatic suspension settings.  The XKR controls body roll and pitch actively, tightening the suspension when necessary and measuring grip at each wheel to adjust where necessary.  Dynamic Stability Control is also standard.  In seat-of-the-pants terms, that means this car seems to cling to the road better the harder it’s pushed.  It’s responsive enough to be manageable in traffic without feeling cramped or ponderous.

Visually, the XKR is a subtle beast.  Extravagant wings and spoilers just aren’t Jaguar’s style, after all.  Since this car’s starting point is the sleek and handsome envelope body of the XK coupe, it’s already eyecatching enough.  The front end has been slightly revised with an oval grille that’s reminiscent of classic Jaguars.  The new taillights and side marker lamps are lit with LEDs.   The XKR is distinguished by a chromed lower grille and a redesigned lower rear valance panel.  A choice of nineteen or twenty-inch wheels is offered.

Interior comfort is provided in Jaguar style, which means firm seats, a snug cabin, lavish appointments and slightly confusing ergonomics.  Okay, the last was a cheap shot: Jaguar’s instrument panels have become much less inscrutable in recent years.  The XKR is technically a four-seater, but the rear seats are more useful as a package shelf than for transporting living human beings.  Consider this car a getaway vehicle for two.  The seats take some getting used to, with ten-point adjustability; some drivers will love them while others will hate ‘em.  It’s hard to dislike the dark oak with mesh aluminum trim and watch-style instrument panel, however, and this big Jag is comfortable enough to drive all night.  Standard equipment includes a seven-inch touch screen controlling audio and climate control functions, as well as the available navigation system.  High-end sound is provided by a 525-watt Bowers & Wilkins system.  Be sure to pack the handsomely finished cargo area with enough luggage for two, because you may not want to come home any time soon.

So, the XKR is a serious performer.  Of course, so are its competitors–the BMW M6, Mercedes SL500, Porsche 911 and even the Audi R8.  In this crowd, five-second 0-60 times and Velcro-like handling are par for the course, so what’s so exciting about another entry to the club?  What the XKR brings to the table is a subtle air of elegance.  Yes, it’s got stunning power, but it’s delivered with a rush rather than a sledgehammer blast.  The suspension is comfortable at low speeds and increases its sensitivity as needed.   The handsome interior appointments and amenities are matched by Mercedes and BMW, but there’s no substitute for the Jaguar’s confidence and sense of self, if you will.  Can a car have a sense of self?  It most certainly can.  Pricing for the XKR starts at $95,150, and the optional Nevis 20-inch wheels drove the bottom line of my tester over six figures, to $101,000.  That’s some serious money, but then the Jaguar XKR is a serious piece of automotive equipment.

Specifications:  All specs are for the 2010 Jaguar XKR.
Length:  188.7 in.
Width:  74.5 in.
Height:     52.0 in.
Wheelbase:  108.3 in.
Curb weight:   3865 lb.
Base price:  $95,150
Price as tested:  $101,000
Engine:  5.0 liter supercharged V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower: 510 @ 6000
Torque:  461 @ 2500-5000
Fuel capacity:  16.1 gal.
Est. mileage:   15/22

Even though construction materials for dream garages are cheap, I don’t say that as frequently as you might think.  This time I had a good reason to because the unassuming Volkswagen Golf you see here is a very special car indeed.  The 2004-only R32 is the hottest Golf ever to grace U.S. shores.  It’s also the first North American Golf with 4Motion all-wheel drive (which is called “quattro” when it’s used in the Audi TT).

At a glance, the R32 can be mistaken for a run-of-the-mill GTI.  It lacks the wings and flares that many other factory high-performance specials have sprouted.  A closer look reveals major design tweaks; big wheels, gaping air intakes and a rear roll pan with dual exhausts.  These modifications give it the look of a subtle custom job.  18″ wheels are standard, too.  Silver, red, blue and black are the only colors offered.

The seats are made by Koenig, and they’re some of the most comfortable in the industry (if you’re into racing seats that is), with grippy side bolsters and just enough height to keep taller drivers comfortable all day.  They’re not for everyone.  Neither is the fat, sporty steering wheel.  Satin aluminum and chrome trim dress up the usually drab interior.  Like the Golf that it’s based on, the R32 has room for four adults, even though it’s only a two-door.  It’s also well-equipped.  Standard stuff includes a Monsoon sound system, heated seats and automatic climate control.

Under the sheetmetal there’s some serious special-ness going on.  The R32 has MacPherson struts and lower wishbones up front, supplemented by a fully independent rear suspension that rides on its own subframe.  The R32 rides 22mm lower than the GTI, and shocks and springs have been beefed up accordingly.  The ride is impressively forgiving, for such a high-performance car.  The serious autocrossers will call it too soft, but the extra damping is welcome on cracked Rust Belt roads that tend to send stiffly-suspended cars packing.  The Haldex all-wheel drive system is preternaturally sure-footed, and led us to swerve back and forth on rainy pavement just for the joy of it.  In addition to improving wet-weather traction, the torque-sensing differential can split power front to rear to compensate for bursts of acceleration while turning, making the ride smoother.  Traction and stability control are included.  Big blue brake calipers proudly announce the R32′s anti-lock brakes.

The engine isn’t the same VR6 found in the GTI; it’s the larger 3.2 liter powerplant, borrowed from the V6-powered Touareg SUV, and more power is always a good thing of course.  Volkswagen fans have been salivating at the idea of a 240-horsepower Golf for years, and the R32 delivers just that.  The R32 is also about torque; with a relatively large-displacement V6 under the hood, the R32 will roll instead of stalling if you let the clutch out gently, just like a big diesel pickup will, thanks to the 236 foot-pounds of twisting power on hand.  On the freeway, there’s some exhaust buzz, but it’s far from irritating and the R32 is much more refined than its obvious natural competition, the Subaru WRX.  Because it’s not turbocharged, the power is available with just a stab of the pedal, regardless of engine speed.  The six-speed transmission shifts smoothly, but like most VW transmissions, doesn’t like to be rushed.  Want an automatic?  Don’t buy an R32, because you can’t get one.

The R32 also plays the luxury car role better, with a quiet interior and solid construction, which makes you less likely to wonder where all of your money went.

Did I mention money?  The only dark spot on the R32′s brilliance is that all of that equipment comes at a price.  A starting price of $29,100 is likely to turn off anyone who thinks that one Golf is pretty much like another.  With a leather interior added, my test car priced out at $30,625.  That’s competitive with the hot-shoe WRX STi and Mitsubishi Lancer Evolution, which are both more powerful and faster on a race track, but the R32 is much, much easier to live with.

It’s a 2004-only model, with a production run of only 5000 cars planned.  Of course, I’m hoping that they’ll find exactly 4,999 motivated drivers… leaving one R32 for me.  Move fast if you want one.

Specifications:
All specs are for the 2004 Volkswagen Golf R32, which we tested.
Length:         164.4 in.
Width:            68.3 in.
Height:            56.1 in.
Wheelbase:        99.1 in.
Curb weight:        3049 lb.
Cargo space:        14 cu.ft. (seats up); 38.8 cu.ft. (seats folded)
Base price:        $29,100
Price as tested:        $30,625
Engine:         3.2 liter DOHC 24-valve V6
Drivetrain:         six-speed manual, all-wheel drive
Horsepower:         240 @ 6250
Torque:         236 @ 2800-3200
Fuel capacity:        16.4 gal.
Est. mileage:        19/26

For 2005, the RSX Type S gets a minor design tweak and, of much more interest to performance buyers, a boost in horsepower and a re-tuned suspension.  These changes should help to keep the popular RSX near the top of the sports-coupe heap even in the face of redesigned competitors from Mitsubishi and Ford.

At first glance, the RSX seems to say anything but, “road trip.”  This stubby, four-place hatchback is shaped rather like an upside-down speedboat, with a tapered nose, aggressive four-unit and an arched silhouette.  On the RSX Type S, the side sills and body cladding are more noticeable than before, and the taillights have also been redesigned.  17″ wheels are standard equipment on the RSX Type S.  It’s a sports car that can double as a grocery-getter, not a long-distance runner.  Our test car was painted Blaze Orange Metallic, a brilliant and distinctive hue that impressed some onlookers and led others to call it “pre-rusted.”

Inside, there’s more than enough space for two people and a weekend’s worth of luggage.  The cockpit is open, with a low console and instruments clustered in front of the driver.  Titanium-colored trim accents the headrests, dash and door panels.  There’s lots of legroom up front, and the rear seats are habitable but far from capacious.  With the rear seats up, the trunk will hold sixteen cubic feet of stuff.  The interior is sparse but decently equipped, with automatic climate control, a moonroof, and side airbags.  The RSX has a nice Bose sound system.  On the road, there was space in the console for necessary travel incidentals like fast-food cups, snacks and maps.  Our only two complaints were a lack of leg support for taller drivers, an oft-repeated gripe of ours, and a lack of decent visibility to the rear.

We expected the biggest downer of the trip to be the RSX’s 2.0 liter four-cylinder engine.  Don’t get us wrong; this award-winning powerplant deserves all of the accolades it has earned.  Hotter cams and a larger intake for 2005 bump the RSX Type S’ horsepower to 210.  Around town, the i-VTEC variable valve timing system and the race-bred 2.0 impress, with seemingly limitless rev ability and high-rpm pulling power.  On the freeway, though, the RSX is turning between 4000 and 5000 rpm at all times, and Acura’s 2.0 is not a quiet motor at high revs.  We were pleasantly surprised to find that the RSX didn’t assault our eardrums too badly.  With the revs so high, power was available when it was needed, and fuel economy didn’t suffer as much as we feared it would, either.  The RSX impressed us mightily, and had no trouble dealing with the traffic of Toledo, Cincinnati, Louisville or notoriously congested Nashville.  The six-speed manual transmission is direct and responsive, thanks in part to carbon synchros in fifth and sixth that improve shifter feel.  The RSX is also a certified Low Emissions Vehicle (LEV).

The suspension consists of MacPherson struts with control links up front, and double wishbones at the rear.  For ’05, Acura has done a comprehensive retuning, with a lower ride height, new bushings and thicker stabilizer bars.  The front coils are inversely wound to reduce unwanted steering inputs from spring windup.  The RSX Type S is “track-tuned” with firmer springs and shocks and a front strut tower brace.  It’s stiff on the road, but not uncomfortably so.  Four-wheel disc brakes with ABS are standard equipment; fortunately, we never needed them during our trip.

All in all it’s good news for RSX owners and intenders; if you find yourself needing to make a long trip, your little Acura won’t punish you for it.  Acura’s one-price strategy makes buying one easy, too; the RSX Type S starts at $23,570.

The Fact Box:
All specs are for the 2005 Acura RSX.
Length:     172.4 in.
Width:        67.9 in.
Height:        54.9 in.
Wheelbase:    101.2 in.
Curb weight:    2840 lb.
Cargo space:    16.0 cu.ft.
Base price:    $23,570
Engine:     2.0 liter 16-valve four-cylinder
Drivetrain:     six-speed manual, front-wheel drive
Horsepower:     210 @ 7800
Torque:     143 @ 7000
Fuel capacity:    13.2 gal.
Est. mileage:    23/31

The new 350Z is an all-out, front-engine, rear-drive sports coupe, intended to take on Corvettes and BMWs, both on and off the track.  In fact, Nissan offers a “track” version of the 350Z, with all of the performance goodies in one package.   In short, the new Z picks up where the old one left off, adding a healthy dose of return-to-roots flair to entice buyers who fell in love with the original Datsun 240Z back in 1970.  It’s also obvious from the shape and performance that the new Z is more closely related to the 300ZX of the late 1990s than it is to Datsun’s long-nosed coupe.

The 350Z combines the taut, pulled-back family look of modern Nissans with the proportions of past Z cars.  It’s low and wide, of course, with projector-style headlamps and unusual vertical door handles.  The upper body leans in sharply toward the greenhouse along both sides to heighten the impression of speed.  Massive 18″ wheels are optional equipment, and they’re pushed out to the corners of the car to lengthen the wheelbase and give the new Z a tenacious grip on the road.  Neat triangular taillamps and twin exhaust pipes complete the look.  Sharp eyes will note the rear strut tower brace, a suspension component that runs through the luggage compartment.  Nissan has decorated it to match, “Z” logo and all.

Inside there are more nods to the 350Z’s forebears.  The instrument panel is a simple, no-nonsense unit with three large gauge pods.  There are also three ancillary pods in the center of the dash, hooded like those of the original Z.  The 350Z is light on non-functional, non-essential equipment (not counting the navigation system’s video display, of course).  No 2+2 model, the 350Z is a two-seater only.  The rib-hugging seats are comfortable enough for all-day trips, and for weekend getaways there’s space behind the seats for a moderate amount of luggage or even golf bags.  There’s next to no storage space in the cockpit, however.  Even the 12v outlet for a cell phone is located somewhat awkwardly behind the seats.  Got a CD case?  An extra bottle of water?  A tool kit?  Forget it.  Items larger than change or a wallet have to be placed in the cargo area, where there’s nothing to stop them from sliding all the way to the back when you stomp on the gas.

Nissan has traditionally powered its Z cars with six-cylinder engines, and the 350Z is no exception.  A 3.5 liter DOHC V6 knocks out 287 horsepower, and that’s without the help of a turbocharger or supercharger.  The all-aluminum, 24-valve engine uses a continuously variable valve timing system similar to those seen on some smaller-bore sports cars.  By changing the engine timing, the 350Z can make the most of the available power under acceleration from a stop, at constant cruising speeds, and in stop-and-go traffic.  On the road, it’s a bit twitchy, but our 350Z Touring model was equipped with a five-speed automatic transmission.  The six-speed manual would be the better choice; we grew to quickly hate the autobox, whose slow (but smooth) shifts seem to dull the 350Z’s catlike reflexes.

A fully independent multi-link suspension ensures glued-to-the-pavement handling.  It’s taut and responsive, just like a track car should be.  The downside is that even our “Touring” model, with a more on-road oriented setup, was downright vicious on rutted and potholed roads.  The 350Z tracks nicely, without as much of a tendency to follow the crown of the road as some big-tired sportsters, but a long highway trip will still be a bit of an endurance contest for sensitive backsides.  For what it’s worth, we found the 350Z to be lacking in the soul department as well.  It’s more of a track tool than a back-road buddy.

The 350Z may have the DNA of classic sports cars, but it’s got modern appointments as well.  Front, side and curtain airbags are available, as well as traction control and Nissan’s Vehicle Dynamic Control (VDC) traction control system.

The 350Z’s pricing is refreshing, at least.  Available in base, Enthusiast, Performance, Touring and Track models, the base price of $26,269 isn’t too far from what a new 300ZX cost six or seven years ago.  Our test car was a Touring model, and added a limited-slip differential, CD changer, leather seats, traction control and xenon headlamps to the base equipment list and about $5000 to the bottom line.  With the addition of a navigation system it stickered for $34,454.

Specifications:
All specs are for the 2003 Nissan 350Z, which we tested.

Length:    169.7 in.
Width:        71.5 in.
Height:        51.8 in.
Wheelbase:    104.3 in.
Curb weight:     3210 lb.
Base price:     $31,589
Price as tested:    $34,454
Engine:    3.5 liter DOHC V6
Drivetrain:    five-speed automatic, rear-wheel drive
Horsepower:    287 @ 6200
Torque:    284 @ 4800
Fuel economy: 19/26