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

You don’t see many entry-level compact coupes these days.  They were popular for about fifteen minutes a few years ago, and then the market got all sensible with crossover vehicles and hatchbacks again.  High-end two-doors are common enough, and the new muscle car war has plenty of big-engined coupes leaping into the fray.  But if you’re looking for a trunk-backed coupe at the sub-$20,000 end of the market, what do you have?  There’s the Scion tC, of course, and the Honda Civic coupe.  Ford’s Focus will be available as a two-door coupe for the rest of 2010 at least, but it’s gone once the next-generation Focus arrives in early 2011.  The Chevrolet Cobalt coupe is going the same way; its replacement, the Cruze, won’t have a two-door model.

This lack of immediate, obvious competition puts the Kia Forte Koup in a convenient place.  Not only does the car benefit from Kia’s ongoing crusade to make entry-level cars that a delight to own, but it doesn’t have many direct competitors.  As a sport-ified, more eyecatching version of the handsome new Forte sedan, the Koup is a distinct new model for Kia, and presents an interesting personal-coupe counterpoint to the boxy but equally hip Soul.

Even if there were a gaggle of competing vehicles waiting in the wings, the Koup’s chances of standing out in the crowd would be good.  The Forte’s strong design has been made more aggressive in this car.  Kia’s new family grille is bolder, mesh-clad and blacked out on the Koup, and a prominent lower intake matches it.  The Koup’s short greenhouse is made sleeker by frameless doors and a strong C-pillar.  A high trunk gives the car a sporty silhouette, and distinctive silver and black seventeen-inch wheels are available to fill out the fenders.   At the rear, dual exhaust outlets and a diffuser under the rear bumper complete the sporty look.

The Forte Koup is designed to be an affordable car that new owners will be proud of, so the interior is outfitted with rich-feeling materials and an eyecatching design.  The cloth seats have strong yet soft bolsters that grip during cornering but won’t pinch larger bodies.  The monochromatic dash is broken up by varied textures, so it doesn’t look like a low-cost afterthought.  Kia’s included the sound system “mood lighting” featured in the Soul on the options list as well, for buyers who want to have “light-switch raves” when the sun goes down.  Satellite radio and Bluetooth connectivity are standard, and the standard six-speaker sound system pumps out ample tunes.  Because the Forte Koup lives in the real world, there’s a 12.6 cubic-foot trunk for hauling groceries and other necessities as well.  My tester was a sporty Forte Koup SX, with special red-stitched seats, a standard trip-computer display and aluminum trim inside.

Basic power is provided by a 2.0 liter four cylinder with continuously variable valve timing.  The Forte Koup makes 156 horsepower in base form.  The sportier Forte Koup SX gets a bigger 2.4 liter four that raises the ante to 174 horsepower and offers more grunt than any of its competitors.  This car is powerful enough to feel confident in traffic without being overwhelming to drive.   The power is confidence-boosting but it’s not going to trigger your Inner Drag Racer.  Four gearboxes are offered; a five-speed manual and four-speed automatic on the base model, and a six-speed manual and five-speed autobox for the Forte Koup SX.  The six-speed manual is blessed with a light but grabby clutch, similar to other Kia products I’ve driven.

The Forte Koup shares its MacPherson struts with the rest of the lineup, but the track has been widened and the suspension tuned for tighter handling.   The Koup rides about two and a half inches lower than the Forte sedan, contributing to a more planted feel during hard left-right maneuvers.  The tradeoff is that up-down motions aren’t well controlled, and the Koup really doesn’t like potholes–some bumps led us to fear that we’d shattered one of those handsome wheels!   On the plus side, the interior is reasonably quiet at freeway speeds.  The four-wheel disc brakes are adequate, though the ABS is easily triggered by rough pavement.  Traction control and stability control are standard equipment.

At the end of the day, the Forte Koup stands out nicely, whether it’s compared to the other small coupes in its class or even to some hatchbacks.  Eye-catching styling (especially when the car is painted in the brilliant orange hue Kia calls “Copperhead”) is paired with friendly around-town manners and decent economy into a winning package.  Kia’s outstanding warranty coverage doesn’t hurt, either.  Forte Koup pricing starts at $16,595.  The fun money is on the Koup SX, whose sticker starts at $17,695 for a manual transmission.

All specs are for the 2010 Kia Forte Koup SX.

Length:  176.4 in.
Width:  69.5 in.
Height:     55.1 in.
Wheelbase:  104.3 in.
Curb weight:   2859 lb.
Cargo space:   12.6 cu.ft.
Base price:  $18,695
Engine:  2.4 liter inline four-cylinder engine
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  173 @ 6000
Torque:  168 @ 4000
Est. mileage:   22/32

Sharp eyes have probably guessed that the G35 Sport Coupe shares some genes with Nissan’s all-new 350Z, and they’re right. The differences are telling ones, however.  The G35 Sport Coupe has an eight-inch longer wheelbase than the Z, and it’s just a smidgen taller.  Compared to the G35 sedan, the wheelbase is the same, but the Sport Coupe is shorter and wider.

Even though it shares its face with the more conservative G35 sedan, this coupe stands out on the road.  The low, wide stance looks great.  The car is dominated by smooth, sheer expanses of sheetmetal.  The bodysides are free of chrome or rub strips for a simple, purposeful look.  Which isn’t to say that the G35 Sport Coupe looks cheap, however.  Vertical stacked headlamps under clear covers and a wide family grille leave no doubt that this is an Infiniti.  The G35 Sport Coupe’s grille is slightly oval-shaped, in contrast to the sedan’s rectangular unit, and if you’re a big fan of subtle industrial design there’s a pretty compound curve where the headlight and grille meet.  Out back, the G35 Sport Coupe has a flat, chopped-off rear end that’s reminiscent of (but not quite) a “Kamm” tail as seen on classic Alfa Romeos.  The LED-studded taillights are large and flush with the bodywork.  The fastback design looks like it should be a hatchback, but the G35 Sport Coupe features an unusually roomy trunk.  Overall it’s got great road presence.

This car has good “interior” presence, too.  There’s more and less space inside than you’d expect.  Front seat passengers are treated well, with comfortable, well-bolstered chairs and more headroom than the G35 Sport Coupe’s low stance suggests.  This is a four-seater, however, in “grand touring” fashion.  The back seat is best for slouchers, as headroom is compromised by the drastically sloped backlight, but the stretched wheelbase allows for plenty of rear-seat legroom.  The T-shaped dash is shared with the G35 sedan, and standard equipment includes a six-disc in-dash CD changer, side-impact and side-curtain airbags and bright electrofluorescent gauges.  We had two complaints; first, the knob-less radio controls are kind of obnoxious and hard to get used to.  That’s not a big deal.  Our second issue is more significant, because for a sporty car, the G35 Sport Coupe is awfully hard to see out of.  It’s especially hard to place the right front corner, which can make for harrowing times on a twisty road or autocross track.

That’s forgivable in your average, dim-witted luxury sedan, but the G35 Sport Coupe is intended to go out and straighten those curvy roads.  Visibility aside, it’s a good companion for those sorts of missions, too.  The suspension is fully independent, of course.  Extensive use of aluminum in the suspension reduces unsprung weight and improves on-road response.  Nissan’s Vehicle Dynamic Control stability control is standard.

Nissan’s excellent 3.5 liter V6 provides power.  Thanks to rear-wheel drive, the G35 Sport Coupe lives up to the “sport” part of its name.  The engine has been tweaked, for twenty more horses than the G35 sedan.  That 280 horsepower is controlled by a “drive-by-wire” electronic throttle for quick but efficient response.  A choice of six-speed manual or five-speed automatic transmissions is available.  We drove the automatic, but wish we’d have had a stick.  The autobox is somewhat slow-witted, which makes the G35 hard to play with as it’s usually shifting for comfort instead of performance.

G35 Sport Coupe pricing starts at $29,100 for an automatic-equipped, “5A/T Coupe” model.  A leather-and-amenities equipped model is $31,400, and the sporty “6M/T Coupe” carries the six-speed manual and larger brakes for $32,050.  The options list is short; a Bose sound system, sunroof, 18″ wheels and a fancy satellite navigation system whose 6.5 screen rises out of the dash Buck Rogers-style are highlights.  Six-speed-equipped G35 Sport Coupes also get big Brembo brakes.

Specifications:
All specs are for the 2003 Infiniti G35 Sport Coupe, which we tested.
Length:         182.2 in.
Width:            71.5 in.
Height:            54.8 in.
Wheelbase:        112.2 in.
Curb weight:        3422 lb.
Cargo space:        7.8 cu.ft.
Base price:        $29,100
Price as tested:        $33,915
Engine:         3.5 liter 24-valve DOHC V6
Drivetrain:         5-speed automatic, rear-wheel drive
Horsepower:         280 @ 6400
Torque:         270 @ 4800
Fuel capacity:        20.0 gal
Est. mileage:        19/26

That is in no way hyperbole, either.  Last year’s CLK was an excellent car, a perfect wallflower that would take you to the most expensive restaurant in town in style and then beat the pants off of a Ford Mustang GT on the way home.  That car’s still here, under the surface, but now it’s drop-dead gorgeous.  We think the new CLK500 is one of the best-looking cars on the road today, in fact.  If nothing else, the redesign makes you wonder less where your $60,000 went.

The new CLK looks every bit its price tag.  The now-familiar four-oval face has been raked sharply back, in the style of Mercedes’ show cars and the SL.  The windshield and rear window are also steeply raked, and if you look close you’ll see that the new CLK500 is a true pillarless hardtop.  Once a vital part of any automaker’s lineup, this B-pillarless body style all but disappeared in the 1970s.  Its return is a welcome thing.  With front and rear windows open, the CLK500′s cockpit is airy and cheerful, a perfect setting for a four-person cruise.  Accenting the wide-open interior is a slight rise in the car’s beltline.  The CLK500 is distinguished from the smaller-engined CLK320 by its black and chrome grill, a unique lower front fascia, and AMG-style wheels.  Overall it’s much more striking than the coupes from BMW and Acura that it competes with.

Inside, the CLK exudes relentless luxury.  It’s also bigger than its predecessor, especially for rear-seat passengers.  You’re treated to a laid-back driving position, and a wonderful color-keyed interior in Mercedes style.  The CLK does everything dramatically; even the cupholder emerges regally from the dash out of a hidden slot.  The CLK features a cool “outer-ring” analog speedometer, which has a needle that pivots around the outer edge of the gauge.  This frees up the center of the round gauge for a driver information display, as well as a cool, video-game style cruise control display.  Poring over the car with an engineer friend revealed many of the behind-the-scenes perks Mercedes includes that make the CLK500 seem so effortlessly cool.  You’ll probably never notice that the rear-seat heat vents have their own separate blower fan, for instance, or the seatbelt support which “presents” the belt forward to easy arm’s reach when you enter the car, then retracts when the engine is started.  The owner’s manual is required if you intend to wade through the car’s many, many functions (especially the radio), but if you read the directions, the car can do just about anything.  It’s equipped as well as any full-zoot luxury sedan, with rain-sensing wipers, “theater” lights that dim instead of just going off when the door is closed, and optional high-intensity discharge headlamps.

On the road, the CLK500 is about as wonderful as coupes get when it comes to high-speed cruising.  BMW’s monster M3 is faster, of course, but the Mercedes is arguably more fun to hang out with.  The 5.0-liter V8 is shared with the CL500 coupe, and puts out 302 horsepower.  We’re big fans of Mercedes selectable five-speed automatic transmission, too.  Unlike other “manumatics” which require the driver to choose a mode with the gearstick before being able to change gears, Mercedes uses an always-on, bang-up/bang-down system that’s a lot more useful in the real world.  That said, we still wish the CLK500 was available with a true manual tranny.  The TouchShift is silky smooth on the freeway, but when it comes to serious automotive playing, it just isn’t the same without a clutch pedal.

What the CLK500 excels at is eating long stretches of freeway.  It uses twin-link struts in the front and a five-link setup in the rear.  The ride combines the poise of a sports car with the smoothness of a luxury car.  It’s less communicative than the ultra-responsive M3, but driving the CLK500 fast is still rewarding.  A “staggered” wheel setup puts wider tires on the rear and makes the rear-drive CLK less inclined to break loose in fast turns.

The concern that sent the pillarless hardtop away in the first place was safety.  Obviously, without a center pillar, side-impact protection is a grave concern.  Mercedes has addressed this issue with a thick tubular “halfway” pillar that stops below window height.  Front, side and side-curtain airbags are standard.  To prevent accidents, Mercedes’ usual array of active safety equipment is along for the ride also:  anti-lock brackes, traction control and stability control, and Brake Assist.  Mercedes’ Tele Aid emergency service system is also included.

Now for the bad news.  Like every other wonderful Mercedes product out there, you get what you pay for.  CLK500 pricing starts at $52,865, and the options stack up quickly.  Our test car was equipped with a sunroof and rear sunshade, six-disc CD changer, a hands-free Mercedes telephone, heated seats and rear parking assist.  That bumped the bottom line up to $61,125.  The six-cylinder CLK320 offers most of the same luxury as the CLK500 with less powerful performance, and starts at about $45,000.

Specifications:
All specs are for the 2003 Mercedes CLK500, which we tested.
Length:         182.6 in.
Width:            68.5 in.
Height:            55.4 in.
Wheelbase:        106.9 in.
Curb weight:        3585 lb.
Cargo space:        10.4 cu.ft.
Base price:        $52,865
Price as tested:     $61,125
Engine:         5.0 liter 24-valve V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         302 @ 5600
Torque:         339 @ 2700-4250
Fuel capacity:        16.4 gal.
Est. mileage:        16/23

The Crossfire rocketed into production after making its debut in early 2001 as a concept car.  Chrysler showed a production version barely a year later, and it’s hitting dealers now.  This baby coupe fits into roughly the same market niche as two-seat coupes like the Audi TT and Ford Thunderbird.  It’s transportation for one or two people, with high style, and nothing more.  But that’s not a bad thing; the Chrysler division needed a flagship, and the Crossfire serves that purpose admirably.

There’s no mistaking Crossfire for anything else on the road, thanks to the silhouette.  A long hood sweeps up to the windshield and almost immediately drops to a dramatic fastback with a distinct, trapezoidal rear window.  Because of the turret-top look, comparisons to the similarly low-roofed Audi TT are probably inevitable.  The Chrysler has more relief and look-at-me power than the minimalist TT, especially in its louvered side aspect.  Lines abound; the hood is raked by character lines, and a central “spine” runs from the grille to the tip of the Crossfire’s boat-tail.  Up front, quad headlamps flank a bold grille in Chrysler’s latest family style; out back, large taillights and a prominent Chrysler logo ensure easy identification.  The car hunkers down over big wheels–18″ up front and 19″ at the rear.  Dual exhaust pipes exit in the center, like they did on all the old race cars.  If you sense a bit of European mystique lurking in the oh-so-American lines, that’s because it’s built in Germany by long-time coachbuilder Karmann.

Inside, sharp automotive eyes will quickly discern the reason for the Crossfire’s rapid blast from fantasy to production; it shares a lot with the Mercedes SLK.  Seats, dash architecture and switchgear are shared with Mercedes’ littlest roadster.  Around these set pieces Chrysler’s designers have created a unique, three-tone interior that any SLK would be jealous of, however.  The details are the coolest; the hood “spine” is mirrored in the dash and in the headliner, and the black-on-white gauges could be oversized vintage wristwatch dials.  The Crossfire was just right for our narrow, six-foot-nothing frame, but taller and wider drivers will probably find the accommodations snug.  Luggage space?  There’s not much, but Chrysler does offer special fitted luggage for the Crossfire.  Rear visibility is limited thanks to the tiny back window, and at 55 mph a pop-up spoiler more or less eliminates it entirely.

On the road, it’s quickly clear that the Crossfire isn’t a hard-core sports car.  The 215-horsepower, 3.2 liter V6 comes more or less whole from the Mercedes SLK and produces adequate but not overwhelming power.  Hooked up to an optional smooth, five-speed automatic transmission, it’s more relaxed around town than most hot rods.  The Mercedes engine has the long freeway legs that the manufacturer is known for, and the Crossfire is happiest on the interstates.  The five-speed automatic is selectable, but uses Chrysler’s AutoStick instead of Mercedes’ click-up, click-down manumatic.  We prefer Mercedes’ tranny.  A six-speed manual transmission is the standard gearbox, and helps to increase the Crossfire’s sportiness quotient.

Keeping the rubber on the road is a suspension consisting of double wishbones up front and a multi-link rear.  This setup is pleasant enough on the SLK, but the additional body stiffness provided by the Crossfire’s fixed roof gives it slightly more responsive handling than its topless Mercedes counterpart.  Anti-lock brakes are standard, and the Crossfire also features Mercedes’ Electronic Stability Program (ESP), a combination of traction control and yaw control that keeps the car on the straight and narrow when a loss of control is sensed.  The Crossfire also has a tire pressure monitoring system.

Pricing is about par for the course for a luxury coupe.  The Crossfire’s base price of $34,495 (including destination charge) is comparable to that of the Audi TT.  The only options are the five-speed automatic transmission and high-performance Continental tires.  With fitted luggage, heated seats and dual-zone climate control on the standard-equipment list, it’s obvious that the Chrysler Crossfire is yearning for the open road.

Specifications:
All specs are for the 2004 Chrysler Crossfire, which we tested.
Length:         159.8 in.
Width:            69.5 in.
Height:            51.4 in.
Wheelbase:        94.5 in.
Curb weight:        3060 lb.
Cargo space:        7.6 cu.ft.
Base price:        $34,495
Price as tested:        $35,570
Engine:         3.2 liter, 18-valve, SOHC V-6
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         215 @ 5700
Torque:         229 @ 3000
Fuel capacity:        15.9 gal.
Est. mileage:        18/27

Funny thing is, the lack of critical acclaim hasn’t hurt Saturn’s fortunes in the least.  The lineup has expanded to include a larger sedan and wagon and just this year Saturn debuted its first sport-utility vehicle.  It wasn’t that long ago that Saturn built its two-millionth car.  With things so rosy, it was time for Saturn to go back to the drawing board on the car that began its tradition of repeated dissings by the media in the first place.  Enter the new Saturn ION.

The ION replaced the bread-and-butter S-series in 2003, and it wasn’t an easy task.  With the quantum leaps in quality and amenities made by subcompact Hondas and Toyotas in recent years, Saturn had to find a way to remain competitive, add some much-needed sizzle to the lineup, and retain its loyal buyers, all with the same car.  Better yet, it appears that the ION succeeds at each of these goals.  For 2004, the new car gets some interior tweaks and a high performance Red Line version of the coupe.

The first and most obvious improvement over Saturns of old is the design.  The ION has shades of Infiniti and Oldsmobile in its new face, but it doesn’t copy anyone in particular.  The swept-back look of the front end meets a vertical rear-door cutline for an interesting silhouette, and the tail is angular and tall.  The 16″ wheels have an interesting cross-shaped hub.  The three-door coupe has become a Quad Coupe, with a half-door (Saturn calls them “rear-access doors,” or RADs for short) on each side to improve access to the rear seat.  It also has distinctive styling from the sedan.  Plastic body panels attached to a steel spaceframe, a Saturn trademark, are used on both models.  In addition to the striking design, ION takes personalization to new heights.  The roof rail panels which arch over the windows from A-pillar to C-pillar are available in contrasting or matching colors from the factory, and additional panels can be purchased in a variety of patterns and colors and changed like cell-phone faces, according to the ION driver’s mood.  Leopard, Blue Bubble, Silver Braid and Brushed Steel are just the first patterns available for 2003.  Admit it; you’ve always wanted to put leopard spots on your car, just for a while, haven’t you?

There are more removable panels inside the ION.  The trim surrounding the shifter, radio controls, and instrument pod can be swapped out to match the arch-panels outside the car.  Don’t worry about getting bored of an overly quirky pattern; they pop in and out easily.  Further distinguishing the interior, the instrument panel is centrally located.  The Toyota ECHO also uses this gimmick.  It’s not as disorienting as you’d expect; getting used to the gauges being in the center doesn’t take long.  More distracting is the thick A-pillar, which can block forward visibility.  The steering wheel is an unusual affair, with a large round center hub and relatively narrow diameter.  It looks neat but we wish it were wider.  The ION is well-appointed inside, and the CD player is MP3-ready.  XM satellite radio is also available.

Under the hood is an all-new “Ecotec” 2.2 liter four-cylinder.  GM plans to use this small engine in several car lines; it’s currently shared with the four-cylinder Saturn L-Series and the compact Chevy Cavalier and Pontiac Sunfire.  With 140 horsepower on tap, it keeps up with traffic easily, but the Saturn is a commuter at heart.  The little all-aluminum sixteen-valve engine is quiet and efficient, and meets Low Emissions Vehicle (LEV) standards.  A clever noise-reducing innovation that most owners will likely never notice is the mounting of engine accessories such as the alternator and air conditioning compressor directly to the engine block, rather than using brackets that may transmit noise.  Saturn isn’t alone in using a simplified accessory system, but it helps to keep the ION feeling more expensive than it is.  The engine isn’t a powerhouse, but high-rpm street combat is anathema to Saturns anyway.  The engine’s unwillingness to pump out the horses at high revs will be a moot point to most owners.  A five-speed transmission built by Getrag is standard, and it’s a bit notchier than we’d like thanks to a cable-operated shifter.  The five-speed automatic saps some power though, and we preferred the stick.  Later in the year, the ION will share the VUE’s continuously variable transmission.

The suspension is more conventional.  Struts are used up front, with a semi-independent torsion beam rear end.  The torsion beams in the rear do more for improving space in the trunk than they do for ultimate handling performance.  Nevertheless, the ION is decent over the road, and confident on the freeway thanks to a long wheelbase (compared to the competition) and a wide track.  Balance is improved by mounting the battery in the trunk.  Anti-lock brakes are optional.

Another thing most buyers won’t notice is the electric power steering.  It feels no different from a conventional hydraulic system, but Saturn says that fuel economy is improved because the engine has one less pump to sap its power.

One of the happiest aspects of the new Saturn is the price.  The sedan has an MSRP of $10,995, with three simple trim levels (called 1, 2 and 3) available.  The ION1 is a stripped-out base model, but the sub-$14,000 ION 2 has air conditioning and a CD player standard.  IONs can be optioned to rival the best competitors, too.  Side-curtain airbags, a six-disc CD changer, auto-dim mirrors, and GM’s OnStar emergency service system are all available.  It all adds up to one of the better small sedans available for 2003.  Never thought you’d hear one of us car writers say that about a Saturn, did you?

Specifications:
All specs are for the 2004 Saturn ION.
Length:     184.5 in.
Width:        67.2 in.
Height:        57.4 in.
Wheelbase:    103.2 in.
Curb weight:    2766 lb.
Cargo space:    14.7 cu.ft.
Base price:    $10,995 (sedan)
Engine:     2.2 liter 16-valve inline four-cylinder
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     140 @ 5800
Torque:     145 @ 4400
Fuel capacity:    13.5 gal.
Est. mileage:    24/32

But look, down there at the end of the bar, that’s the Chevy Monte Carlo SS.  The last of the full-time regulars.  The newcomers don’t give Monte Carlo much respect–they don’t like the style, or the dynamics, or what have you.  But let me tell you, Monte Carlo’s got something they don’t.  It’s got history.  All that style those young fellas are laughing at is there for a reason.

Back in 2000, the Chevrolet Monte Carlo underwent a much-needed a return to its roots, of sorts. After years of slapping the name onto slightly dressed up Lumina coupes, Chevy gave the Monte Carlo an all-new design which recalled classic Monte Carlos (Yes, classic: the first Monte Carlo was introduced in 1970, thirty-two years ago) and gave the new car a much-needed identity.  In what seems to be the twilight of the personal luxury coupe, the Monte Carlo has rediscovered some of the things that made it a trendsetter back in the day.  For 2003 it soldiers on with a new set of 16″ wheels and available XM satellite radio.

It’s tempting to dismiss it as just another tasteless General Motors design, but the Monte Carlo’s face has history behind it.  Foremost on the Monte Carlo’s prow is a red and chrome badge like the one that graced the original car, back in 1970.  Apart from the retro badge, the newest Monte Carlo is a thoroughly modern design, with a grille-less nose and headlamp units that bulge to approximate round headlights.  The Monte Carlo has a “Chevy” look, but doesn’t resemble any of its stablemates.  The long hood and short tail profile is classic American coupe, of course.  The car has a “Coke-bottle” shape which is enhanced by creases above the wheel wells.  The shape makes it look almost svelte, but the Monte Carlo is actually close in size to the massive original model.  The C-pillar is thick, also in the coupe tradition, but large side windows reduce the blind spot.  Out back, the rear view is the Monte’s most retro angle.  The taillights are stacked round units under clear covers whose shape mimics that of classic Monte Carlos (1973, to be specific), and they look great.  The body-colored bumpers are shaped like the much-reviled, government-mandated chrome I-beams of 1973 and onward.  The look is very unique, and clearly calls to mind the car’s heritage, for better or for worse.  Monte Carlo loyalists won’t be disappointed.  Dual exhaust outlets and a small spoiler indicate the SS model.

Big, heavy doors require a second parking space to open fully.  Inside, the Chevy recalls the Seventies yet again, with a cavernous black interior.  The ribbed, perforated leather front seats could have been pulled straight out of a 1970 Monte Carlo, except they’re more comfortable than any seat of that vintage.  You can spend all day in them.  And just like the coupes of old, there’s space for human beings in the back seat, as well as cupholders and an auxiliary power outlet that the old Monte never even thought of. The Monte Carlo is well equipped for its personal-luxury mission, with dual climate control, CD/cassette, and full instrumentation.  The instrument panel has an interesting multi-layered design.  There’s a trip computer and information center, but it’s located high up in an overhead console and is hard to see.  Another classic Monte Carlo badge adorns the glovebox.  The only break in the mood is the console-mounted shifter, which looks like it was lifted from an older Chevrolet, and not in a good way.

At first blush, we were surprised that the Monte Carlo wasn’t particularly fast–but then we remembered that Monte Carlos have never been particularly fast.  The car’s weight allows for comfortable freeway cruising, and it’s as docile at 65-70 as any autobahn-bred German car.  Beyond that speed, it may be another matter entirely.  The Monte Carlo’s weight is most noticeable under hard acceleration, when the 200 horsepower V6 is doing all it can but just can’t cope with almost 3400 pounds of car.  Chevrolet’s 3800 V6 is an excellent engine–it has been voted onto the Ward’s Auto World “Ten Best Engines” list repeatedly–but the Monte Carlo’s mass gets the better of it.

Bracing under the hood, a magnesium beam that supports the dash, and much attention to noise, vibration and harshness issues keep the Monte Carlo feeling solid.  A four-wheel independent suspension is beefed up with larger stabilizer bars for duty in the Monte Carlo SS.  It isn’t clumsy when the road gets twisty, but this car is far too heavy to be considered agile.  The SS features traction control as standard.  The system is an intrusive one, cutting the power to the wheels when it senses slippage.  Some drivers may find the occasionally unresponsive gas pedal annoying.  Braking duties are handled by discs in the front and drums in the rear, and the Monte Carlo stops well for its size.  The nose wanders a little bit under extremely hard braking, but the car doesn’t lose its composure.

Being a Chevrolet, the Monte Carlo represents a great value.  Prices start at $23,860 for a Monte Carlo SS, and that price gets you dual climate controls, cruise, remote entry, foglamps, and an engine-monitoring message center.  A driver’s-side airbag is also available.  Below the SS on the pricing list is the more sedate Monte Carlo LS, with a standard 180-hp V6 and an even lower price.

Admittedly, a Toyota Solara is objectively the same, and probably a better car than the Monte Carlo, dynamically.  But it lacks one thing the Monte Carlo has in spades:  personality.   In a Solara, you’ll never catch yourself shouting the lyrics to an old song on the radio just because you haven’t heard it in forever.  The Monte Carlo encourages it.  Most coupes these days will get you to work and back, but the Monte Carlo will make you smile.  It’s got a kitschy soul, but that’s better than no soul at all.

Specifications:
All specs are for the 2003 Chevrolet Monte Carlo SS.
Length:     197.9 in.
Width:        72.7 in.
Height:        55.2 in.
Wheelbase:    110.5 in.
Curb weight:    3391 lb.
Cargo space:    15.8 cu.ft.
Engine:     3.8 liter V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     200 @ 5200 rpm
Torque:     225 @ 4000 rpm
Fuel capacity:    17.0 gal.
Est. mileage:    20/29

As part of Mercedes’ attempt to broaden its appeal in the US, the C230 Sports Coupe’s mission in life is to make Mercedes-Benz’ unique blend of performance, quality, and luxury available to buyers all across the economic scale, rather than just the super-rich.  Based on the new-for-2001 C-Class sedan, Mercedes’ “two-door debutante” is the only “premium hatchback” currently for sale in the United States.  And as the price leader, it’s Mercedes’ all-important introduction to new buyers.

For those who aren’t intimately familiar with the marque, the C230 Sports Coupe’s styling is classic Mercedes.  Like the rest of the C-Class, it has oval headlamps and a wide chrome grill whose basic look dates back to Mercedes cars of the Sixties.  The hatchback body is proportioned nicely despite being chopped seven inches, with only a hint of stubbiness at the tail end.  The classic Mercedes nose keeps the C230 Sports Coupe from looking like an economy car.  This is the long-hood, short-tail look popularized by classic muscle cars, taken to extremes.  16″ alloy wheels are standard.  At the rear, there’s a small window in the hatchback, reminiscent of Honda CRX and Mazda MX-3, which improves visibility slightly.

Not doing much for visibility but helping the mood inside tremendously is the optional “panorama sunroof.”  Check this option box, and the C230 Sports Coupe arrives with a full-width sunroof over the front seat passengers, and a second glass panel over the rear seat.  Retractable covers make the C230 Sports Coupe’s interior bright and airy, even on rainy days.  The front section of the glass roof can be opened just like a sunroof as well.  Should you choose to move farther up the pecking order into more expensive Mercedes cars (or trucks) in the future, the interiors will remain familiar places.  The C230 Sports Coupe shares the C-Class’ “rainbow” speedometer/tachometer and driver information center, and adds cool upholstery to the seats.  Our three ergonomic complaints are all typical of Mercedes.  First, the psychotic sound system’s vague, confusing controls will require repeated trips to the owner’s manual.  Second, the sound system’s insistence on varying volume with speed means that the radio is perpetually too loud or too quiet.  GM cars also have this feature, but unlike Mercedes’ it can be turned off.  Lastly, the C230 Sports Coupe has a pedal parking brake, whose operation in a manual transmission-equipped car can require some foot-jockeying.

Once on the road, it’s a good idea for Mercedes tyros to remember that Mercedes cars do not care how fast you are going.  Period.  The C230 Sports Coupe is capable of the same effortless autobahn cruising as every other Mercedes product we’ve tested.  For drivers used to other cars, this can be a shock.  Even a capable Corvette or Celica tends to accompany high speed with a certain amount of drama, if only to remind you that you’re really, really exceeding the speed limit.  There are no such indicators from the C230 Sports Coupe.  Forty, eighty, and one hundred twenty miles per hour all feel the same.  It’s an amazing feat for a small car.  Don’t say we didn’t warn you.

The slick freeway manners come thanks in part to a 2.3 liter supercharged 16-valve four-cylinder.  Not only does this engine–shared with the SLK roadsters–pump out 192 horsepower, but a wide torque band makes that power available just about whenever it’s requested.  With its belt-driven supercharger, there’s almost as much off-the-line grunt as a six-cylinder engine, but without the larger motor’s fuel consumption.  Standing starts on extremely steep hills brought out a bit of four-cylinder breathlessness, but the belt-driven, nearly silent supercharger took care of them in short order.  The motor is hooked up to a very smooth-shifting six-speed manual transmission.  An automatic is also available.  The six-speed has longish throws, but straddles the line between sporty and easy to drive very well.  The C230 Sports Coupe’s top speed is reached in sixth gear, and is faster than you ought to be going on public roads.

The suspension does its part to contribute to the C230 Sports Coupe’s Mercedes experience.  Compared to its four-door counterpart, the Sports Coupe is slightly lowered, and the shocks are stiffer.  A three-link front suspension does wonders for steering feel, especially at high speeds.  At the back, a multi-link rear is similar to the C-Class sedan’s but has been stiffened to keep the rear-drive car from getting too tail-happy.  Four-wheel disc brakes and Mercedes’ Electronic Stability Program (ESP) are also standard.  ESP combines skid control and a panic-braking-assist systems into a general traction control package, and as on other Mercedes (we keep saying that, don’t we?) its function is almost seamless.  The C230 Sports Coupe is more than capable on the freeway, and it doesn’t mind an occasional twist thrown its way either.  It’s not a full-fledged sports car–an Honda S2000 or BMW M3 would leave it for dead on a race track–but the C230 Sports Coupe is willing to play.

Best of all, the C230 Sports Coupe isn’t a stripped-down, bargain-basement Mercedes.  Standard equipment includes anti-lock brakes, an antitheft system with a cool infrared key (instead of the typical metal and plastic affair), cruise control, front and side air bags, and heated mirrors.  Mercedes’ Tele Aid emergency service system is also included.  Not a bad deal for $24,950.  The panoramic sunroof adds $995 to the bottom line; our test car stickered for $26,590 and was more than a bargain at that price.  Audi and BMW are also poised to roll out “premium compacts” in the next few years, but it’s a sure bet none of them will have anything like the C230 Sports Coupe’s Mercedes mystique.

Specifications:
All specs are for the 2002 Mercedes C230 Kompressor Sports Coupe, which we tested.
Base price:    $24,950
Price as tested: $26,590
Engine:     2.3 liter DOHC supercharged 16-valve I-4
Drivetrain:     six-speed manual, rear wheel drive
Horsepower:     192 @ 5500
Torque:     200 @ 2500-4800
Est. mileage:    19/29

Mercury needs an image, badly.  Don’t worry, though, parent company Ford is working on it.  The current lineup is moving quickly to phase out the number of blatant Ford clones–the Mountaineer just underwent a complete redesign which gives it some visual distinction from the Explorer, for instance.  The Grand Marquis soldiers on, pleasing the middle-age and above buyers who have always bought it.  And down at the other end of the lineup is the Cougar, to give Mercury an “in” with the younger buyer.  Mercury desperately needs to appeal to a younger demographic.  The Cougar is a nice effort, but is it the right one?

The design is three years old, but still looks up-to-date.  The overwhelmingly triangular and feline Cougar makes an interesting contrast to the “geo-mechanical” Mitsubishi Eclipse, smooth and round Acura RS-X and the similarly catlike Toyota Celica, with whom it competes.  The Cougar’s headlights and grille ride a smooth, crisp character line that undulates around the front of the car and arches over the rear wheels.  This arch leads into the slightly tapered tail, which is accentuated by the triangular taillights.  The taillights literally stand out from the smooth, aerodynamic body with a pair of large round “bubbles” on the triangular surface.  The only disharmonious elements are those that have been added for the Cougar Zn Edition; the large, fake hood scoop and multi-angled spoiler.  The Cougar looks better without both.  Seventeen-inch wheels with black accents are part of the Zn package as well.  The bright yellow paint is, of course, a matter of taste.

If there was any doubt as to if the Cougar belongs in the same club as the coupes from Mitsubishi and Toyota, it is dispelled from the driver’s seat; one of the prerequisites for this club seems to be poor rear visibility.  The Cougar’s cabin is snug and friendly for two; the rear seat should be considered decorative.  Black leather bucket seats with a bright yellow Cougar logo identify the Zn model; that yellow cougar is on the floormats as well.  Mercury has foregone the typical bland Ford dash for a multi-hued, multi-textured cockpit.  The Cougar’s put together from nice materials, and the complete lack of cheap-looking plastic is refreshing.  Look closely; the pedals have aluminum pads, a classy, sportscar touch.  Overall it’s a nice place to drive from.

Here’s the real problem; the Cougar doesn’t know how to dance.  The 2.5 liter DOHC V6 in our test car was hampered by a decidedly non-performance-oriented four-speed automatic transmission.  It’s a smooth-running motor, and 170 horsepower should be perfectly adequate for the Cougar, but downshifts take far too long in coming.  The shifter is also reluctant to hold a gear for hard acceleration.  On the freeway, the tranny settles down and lets the motor work, but there’s still a tendency to hunt for gears on long grades.  The available five-speed manual should be an improvement; it’s also available with a high-output version of the 2.5 V6 that adds twenty-six more horsepower.

With a fully independent, multilink suspension similar to that of other great-handling Fords like the Focus and Contour, the Cougar Zn should at least be a lock for a decent handler, right?  Well, not exactly.  The Cougar Zn is much like a high-performance car–say, a Celica–that has retired, quit exercising and let itself go.  The muscles are still there, but the reflexes seem to be gone.  Even with that big, grippy 17″ wheel and tire combo, it’s slow to react to steering inputs.  The ride is firm, but lacks the confident, planted feeling of the better sports cars.  Anti-lock brakes and traction control are optional.

On the plus side, it’s not expensive.  Cougars start at $17,200.  The Cougar Zn starts at a bit over $20,000, which includes an in-dash six-CD changer, and the special Zn trim.  Our test car added traction control, side airbags, and a leather interior, and stickered for $23,665.

The Cougar is a good car, so long as it’s not asked to be a serious performance car.  Buyers drawn by the boy-racer looks should take heed; those spoilers are writing checks that the Cougar Zn won’t be able to cash, compared to its competition from Honda and Toyota.  This is the soul of the old, plush, boulevard Cougar wrapped up in a new, svelte shell.  Compared to more conservative cars like the Pontiac Grand Am or Saturn coupe, however, the Mercury Cougar makes an excellent, less staid alternative.

Specifications:
All specs are for the 2001 Mercury Cougar Zn, which we tested.
Length:     185.0 in.
Width:        69.6 in.
Height:        52.2 in.
Wheelbase:    106.4 in.
Curb weight:    3200 lb. (est.)
Cargo space:    14.5 cu.ft.
Base price:    $20,595
Price as tested: $23,190
Engine:     2.5 liter 24-valve DOHC V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     170 @ 6250
Torque:     165 @ 4250
Fuel capacity:    15.5 gal.
Est. mileage:    20/29

6/2009 update: Cougars aren’t too thick on the ground these days, though the folks who have them are very proud of them.  I know this, because when this review originally ran, I got hate mail and high-school grade death threats from a bunch of irate Cougar owners who were incensed that I that the gall to not love the car.  Hell, I didn’t even think I panned it that badly–it was a decent car, just not awesome.  That said, if y’all are still out there, my opinion of the Cougar hasn’t changed, and the years have not been kind to its gimmicky “New Edge” styling, either.  It’s decent and it’s different, and that’s what it’s got going for it, end of story.

Now Oldsmobile’s clock is running out, just as the former Rocket Division is getting its feet back underneath it.  General Motors has announced its plans to phase out Oldsmobile by 2003 or so.  It’s a shame, because cars like the Aurora and Alero are likely to disappear as well.  The Alero arrived in 1999 to replace the unloved Achieva, and was a success out of the gate.  Forget about relics like the 88 and 98; the Alero  is playing from the same deck as the revolutionary Aurora which singlehandedly brought Oldsmobile into the new millenium.  Based on a platform, shared with Pontiac’s Grand Am, the Alero takes personal luxury in a different direction from the attitude-laden Grand Am.  Labeled as a compact, it’s bigger than a Honda Civic, but smaller than a Chevy Monte Carlo, and its handsome, understated styling could be called an automotive version of business casual.  For 2001 the Alero adds updated antilock brakes, improved sound systems, and a GL2 model with a sporty suspension and a five-speed transmission to the lineup.

The Alero’s face echoes that of the larger Aurora, for a strong Oldsmobile family look.  The headlights wrap into turn signals, with a grilleless nose in between and twin air intakes under the bumper.  It’s the “New Oldsmobile” look, and it’s more modern than the Grand Am (the Alero compares favorably to it in nearly every aspect, actually).  A smooth profile sweeps upward at the C-pillar and ends in a short tail.  Large, jewel-style taillights dominate the Alero’s rear end.  From a distance, the car looks larger than it is, thanks to the shared design characteristics with the full-size Aurora and midsize Intrigue.  Our GL2 test car featured the new 16″ wheels as well.  The car got a lot of approving looks from people on the sidewalk, which is certainly an impressive feat when you consider its sub-$20,000 base price.

Squeezing through one of those heavy coupe doors (not only are they heavy thanks to their size, but it’s hard to get one fully open in a regular parking space without bashing the car next to you; as a result, they frequently fall closed on ankles and shoulders during ingress and egress), you’ll find yourself in a miniaturized Intrigue interior.  Seats are soft, and a nicely-sized console is home to a pair of cubbies.  Thanks to that “compact” designation, there’s plenty of hip and knee room up front.  Back seat passengers don’t fare too badly either.  It’s also of slightly better quality than the often cheap interior appointments sadly found in downmarket General Motors products.  A word to the purchase-minded, however; our test vehicle’s light interior seemed to stain easily; the car arrived with dirt smudges on the steering wheel and trim that wouldn’t wash off.  Dark-colored interiors will likely remain new-looking for much longer.

On the road, the Alero is impressive.  Equipped with a 2.4 liter four-cylinder and the new five-speed manual transmission, the Alero GL2 coupe we tested quickly proved to be a good commuting companion.  Unlike the typical clumsy GM “personal luxury” coupe, the Alero is nimble and easy to handle in traffic.  The five-speed felt a little clunky, but allowed us to make the most of the 150 horsepower on tap.  Freeway manners are one of the things GM does well, and the Alero is no exception.  A 3.4 liter V6 is also available in Alero coupes and sedans, but it’s an automatic transmission-only option.

Underneath the skin, the Alero rides on a fully independent suspension with MacPherson struts at all four corners.  It’s a good setup, especially with the larger wheels that come with the GL2 package.  When pressed hard, the Alero is a much more deliberate car than a nimble sports car, but it’s no sweat to drive fast.  The biggest tradeoff is a great deal more body roll than in more sport-oriented cars.  Four wheel disc brakes with ABS are standard equipment on all Aleros.  Traction control is also standard.

With all of this standard equipment, the price is surprisingly low.  The Alero GL2 which we tested started at $19,525.  With the optional sunroof and enhanced sound system installed, the price was $20,465, which is a great deal less expensive than some comparable and even much smaller cars.  Add that to the Alero’s decent build quality and pleasant road manners, and you’ve got a recipe for a winner.

Unfortunately, hanging over all of that is a big, fat downside:  the death sentence that Oldsmobile is currently under.  It’s unlikely that GM is going to commute it and spare Olds.  But even though the end of the road is likely to send buyers running from the showrooms (or maybe not; Olds posted some of its best sales months in recent years just after its impending demise was announced), we still recommend the Alero, for as long as GM continues to build them.

Specifications:
All specs are for the 2001 Oldsmobile Alero GL2 coupe, which we tested.
Length:     186.7 in.
Width:        70.1 in.
Height:        54.5 in.
Wheelbase:    107.0 in.
Curb weight:    3060 lb.
Cargo space:    14.6 cu.ft.
Base price:    $19,525
Price as tested: $20,465
Engine:     2.4 liter DOHC 16-valve four cylinder
Drivetrain:     five-speed manual, front wheel drive
Horsepower:     150 @ 5600
Torque:     155 @ 4400
Fuel capacity:    14.3 gal.
Est. mileage:    20/30