Somewhere behind the xB in terms of curbside crowd-drawing ability is the xD.  Unchanged since 2008, the xD is perhaps exempt for the moment from the pressure to be the attention-getter of the family.  In fact, there’s a chance it might’ve been cancelled by now if it weren’t for the upsurge in gas prices.  And it’s precisely that upswing that keeps the xD, which isn’t fresh in hip-car terms, from being hopelessly out of date.  

In some ways, the market has caught up to the xD, rather than the other way around.  At its introduction it was notably smaller than most subcompacts; since then, the Honda Fit, Nissan Versa, Ford Fiesta and Chevrolet Sonic have arrived to take bites out of the sub-subcompact trough.  The xD keeps up with the rest of its class in this respect.  Scion’s known for interiors that are bigger than you’d expect, and the xD provides enough space for four or five passengers as well as 10 cubic feet of cargo space.  Fold the rear seats and the rear area triples in size.  The seating position is odd, favoring short-legged drivers, but it’s also tall enough to provide a measure of confidence on the road.  The rear seats recline, and the xD’s center-offset instrument panel is a Scion hallmark.  A Pioneer stereo with USB and iPod jacks is standard equipment, and the optional Alpine system features a 4.3 inch touch screen, subwoofer outputs and HD radio capability.  A navigation system is also available—still a relative rarity on cars this size.

Wedge-shaped styling sets the xD apart, and dates it somewhat at the same time. A high beltline, distinctive hood line and heavy D-pillars give the xD a hunkered-down, heavyset appearance that helps to hide its petite size.  The xD is arguably the most Toyota-like of the lineup thanks to its angular headlamps and split air intakes.  Turn signals are integrated into the mirrors for a more upscale look.  Scion badge or not, the xD doesn’t stand out at the curb.

The xD looks like a moderately stylish economy car, because that’s what it is.  It drives like it, too, with an independent L-arm front suspension and a torsion beam in the rear.  This isn’t the most sophisticated setup, but it’s been good enough for economy cars for a decade or so.  This car’s adept at nipping around town, and a tallish seating position provides good visibility.  On tight urban streets, it’s comparable to the Nissan Versa or Mazda2, but not as entertaining as either of them.  The xD is a competent driver, nimble in parking lots and easy to park—all of which are virtues for a city car.  Brakes are discs in the front and drums at the rear, and the xD stops like an economy car, too.  Anti-lock brakes and stability control are standard.

It wouldn’t be much of an economy car if the economy wasn’t there.  The xD is motivated by a 1.8 liter four-cylinder that makes 128 horsepower.  This engine is one of the most significant things setting the xD apart from other small cars like the Toyota Yaris, whose 105-horse engine is merely adequate.  The xD’s got enough power to be confident when surrounded like bigger vehicles.  Variable valve timing and lightweight components contribute to efficiency.  The xD is available with a choice of five-speed manual or four-speed automatic transmissions.   Fuel economy is respectable, at 27 city/33 highway.

Scion’s smallest is surprisingly conventional, considering the brand’s cutting-edge reputation.  The xD is a stylish, five-seat five-door; it may be a bit less stylish than some of its more recently-introduced competitors, but it makes up for that with a tried-and-true chassis and drivetrain.  Scion can add some flash to it, but the xD is at its best in basic form.  Pricing for the xD starts at $15,845 and includes just about everything except the upgraded sound system.

All specs are for the 2011 Scion xD.
Length:  154.7 in.
Width:  67.9 in.
Height:      60.0 in.
Wheelbase:  96.9 in.
Curb weight:   2665 lb.
Cargo space:   10.5 cu.ft.
Base price:  $15,845
Price as tested:  $16,585
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 128 @ 6000
Torque:  125 @ 4400
Fuel capacity:  11.1 gal.
Est. mileage:   27/33

Perhaps that’s why Mazda softened its normally aggressive family face for its latest entry-level vehicle.  The Mazda2 enters the lineup for 2011 a step below the Mazda3, and it’s definitely styled with an eye toward the “cute” end of the spectrum.  With excellent road manners and 35-mpg fuel economy in its corner, the Mazda2 is also not just another adorable face; there’s some genuine substance to back it up.

The Mazda2 shares DNA with the new Ford Fiesta, and like the Fiesta it’s new to the United States but not to Europe and Japan, where it’s been on sale since 2007.  The Fiesta made it here first, but only by a nose, and the relationship is evident in the Mazda2’s stubby dimensions and narrow track.  The ultra-lightweight sheetmetal is all Mazda, however, from the grinning front air intake to the upswept character line that ends at the taillights.  The overall look is somewhat bulbous yet cohesive, though thanks to a decidedly monochromatic color palette it looks a bit less expensive than the Fiesta.  Available options like handsome alloy wheels and foglights prevent the car from looking cheap.  Of course, one man’s “upmarket” is another man’s “cluttered,” and proponents of clean design will appreciate the Mazda2’s simple lines.  Leaf-shaped headlights flank a petite version of Mazda’s family grille.  The Mazda2 is available as a five-door hatchback only, and its cute styling looks best in candy colors.

The Mazda2′s interior is a bit more reserved, taking cues from its larger siblings and adding a dose of Euro-compact sensibility.  The shifter lives in a raised console “pod” that eats up less interior space than a full-length console would, and shiny piano-black trim around the radio controls helps to brighten things somewhat.  The instrument panel is simple and easy to read, with sparing silver accents.  Curved surfaces help to enlarge the Mazda2′s interior visually.  The cabin’s big enough for four, or five in a pinch, and the 13 cubic-foot cargo area doubles in size with the seats folded.  Air conditioning, keyless entry and a rear wiper are all standard equipment.

The electronic powers steering has quick ratios that can take a bit of getting used to, especially in conjunction with the short wheelbase.  It seems twitchy at first, but once you get used to it the Mazda2 will hold its line at surprising speed through some turns; it’s good to be a lightweight.  To keep the curb weight down, Mazda employed many of the same design tricks it used on the MX-5 Miata roadster.  The suspension consists of MacPherson struts up front and a torsion beam at the rear.  It’s communicative and stable, and this little commuter’s actually fun to drive, in keeping with a certain marketing tagline that doesn’t need to be repeated here. When it comes to driver aids, the Mazda2 is well-equipped, with a standard-equipment list that includes anti-lock brakes, stability and traction control, and a tire pressure monitoring system.

Under the hood, a 1.5 liter four-cylinder engine produces 100 horsepower.  That may not seem like much, considering there are more powerful blenders, but clever tuning of the engine and throttle response enables the Mazda2 to keep up with traffic and respond quickly enough that you’ll never feel like there’s a serious lack of power.  “Lively” is a good word to use, if you’ve got to pick one.  A choice of five-speed manual and four-speed automatic transmissions is offered.  Better yet, the engine is relatively relaxed on the freeway, contributing to a quiet cabin for such a small car.  Like most subcompacts, the freeway is not the Mazda2′s natural habitat, but it will roll along with the semi trucks confidently.

Like the Mazda3 and Mazda6, the Mazda2 hits the streets with a happy grin on its face.  Of course, there are plenty of other smiling faces in the under-$20,000 price range these days.  The Mazda2 is set apart by its decent level of standard equipment and by its Mazda DNA and pleasant driving dynamics.  Pricing for the Mazda2 starts at $13,980 for the base model and $15,435 for the better-optioned Touring.  Automatic transmissions add about $900 to the bottom line in both models.

All specs are for the 2011 Mazda2.
Length:  155.5 in.
Width:  66.7 in.
Height:     58.1 in.
Wheelbase:  98.0 in.
Curb weight:   2359 lb.
Cargo space:   13.3 cu.ft. (seats up); 27.8 cu.ft. (seats folded)
Base price:  $16,235
Price as tested: $16,985
Engine:   1.5 liter inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 100 @ 6000
Torque:  98 @4000
Est. mileage:   27/33

“No,” I replied.  “It’s here now.”  I wasn’t just being pedantic.  In spite of its uncommon electric drivetrain, what’s most interesting about the Chevrolet Volt is how ordinary it is.

There’s a preconception that electric cars are little more than glorified golf carts, and the Volt should help to put that fallacy to rest for good.  Powered by electrons instead of burning gasoline it may be, but the Volt is capable of handling day-to-day life just as well as a Cruze or a Civic.
The biggest clue that the Volt is an electric vehicle is one that many onlookers won’t notice: the grille is solid, rather than being an air intake for the engine.  The lines are rounded at the front and sharp at the rear.  Other than that, the flying-doorstop design of this five-door fits with the rest of the Chevy family.  At the rear the roof slopes to an almost horizontal tailgate with secondary glass in the vertical section.  A full-length sunroof is available.

The Volt’s interior is unabashedly futuristic, with a smooth satin-silver band that flows around the interior and marks the large center console.  The Volt is bigger than you’d expect on the inside, with comfortable seating for four and 10.6 cubic feet of cargo.  The instrument panel is a reconfigurable seven-inch display screen.  HVAC and stereo controls are touchpad-based, making for a clean dash free of traditional buttons, and an information display with a touch screen is molded smoothly into the upper section.  The info screen includes programmable settings for the car’s powertrain, allowing the driver to select low- and high-efficiency modes wherein climate control and other functions can be set for maximum comfort or maximum battery life.  As you may have guessed, high-tech is the name of the game, of course, and a navigation system, Bluetooth connectivity and a high-efficiency Bose sound system are standard equipment on the well-equipped Volt.  A remote-start system and smartphone app that allows OnStar to communicate vehicle status to your phone are also available.

Push the start button, and…nothing happens.  The Volt comes to life with a programmed “whoosh” startup noise to let you know it’s ready to drive, but as long as the batteries are up there’s no telltale engine vibration.  The propulsion system is called “Voltec,” and uses a 16-kilowatt-hour battery pack and a 111-kW electric motor to provide full-electric power.   That’s a common enough setup for electric vehicles. Where the Volt goes beyond is with its 84-horsepower 1.4 liter gas engine.  Unlike in hybrid-electric powertrains, the Volt’s gas engine serves only to charge the batteries when the car is not plugged into a wall outlet.  This extends the Volt’s range far beyond the twenty-five to thirty miles provided by the battery alone.  When drawing its power from the gasoline engine, the electric motor can take the Volt up to 379 miles.  The gasoline engine is only used to power the electric motor, so it can operate at peak efficiency most of the time, which helps to maximize fuel economy.

The horsepower equivalent of the electric motor is about 149, but what’s really significant is the 273 pound-feet of torque that’s on tap from a standstill.  The Volt moves away from traffic lights with the gusto found of an average V6.
The Volt works best for short errands and commuting.  Battery charging takes about four hours with a 240-volt outlet, and nine to twelve with a standard 120-volt household plug–and it’s damned amusing going to work and asking if there’s someplace you can plug your car in for the day.  The twelve-hour charging cycle means that it can be ready to go every morning, but if you’re driving more than thirty miles during the day you’ll be burning gas.  I managed to use the Volt for everyday running about for three days without discharging the battery or altering my driving style, but the moment a longer trip was required–a thirty-mile jaunt out of town, for instance–the gasoline engine had to kick in.  This isn’t an entirely bad thing, however.  The “range-extended” electric vehicle concept promises to remove many of the limitations that have traditionally made electric cars a nonviable choice for many Americans.

Around town, the Volt’s low stance is noticeable.  To keep things aerodynamic, Chevrolet has put this car low to the ground, and the front spoiler’s flexible bottom section scrapes noisily on most driveways.  This aerodynamic advantage also provides a responsive ride, however, and the Volt drives like a vehicle bred for the suburbs.  It’s responsive and solidly planted, thanks in part to the massive T-shaped battery under the floor that keeps the center of gravity low.  MacPherson struts are used up front, with a torsion-beam rear suspension, and StabiliTrak stability control is standard equipment.  It’s not afraid of freeway travel, either.  The Volt feels a bit lighter than average, but it’s not intimidated by bridges or large trucks.  Regenerative anti-lock brakes stop the car without drama and trickle energy back into the battery at the same time.

A few years ago, much of this would have seemed like an engineer’s pipe-dream, but the Volt’s brought its concept-car goodies to the street, and–surprise!–it behaves just like a real car.  As far as pricing goes, the Volt is one of Chevrolet’s flagships and a technological showcase, so in spite of the bowtie badge, it doesn’t come cheap:  the MSRPis $40,280.  After goodies like a leather interior, rear camera and park assist and polished wheels were added, my tester stickered for $44,180, which is an awful lot to spend on what’s basically a family car.  That said, it’s arguably the family car of the future, so perhaps the premium is just a part of the cost of having the first one on the block.  Why dream of the future when the present is so exciting?

All specs are for the 2011 Chevrolet Volt
Length:  177.1 in.
Width:  70.4 in.
Height:      56.3 in.
Wheelbase:  105.7 in.
Curb weight:   3781 lb.
Cargo space:   10.6 cu.ft.
Base price:  $40,280
Engine:   1.4 liter DOHC inline four-cylinder
Battery:  288-cell lithium-ion battery pack
Drivetrain:  111-kW drive motor and 55-kW motor-generator
Horsepower:  (gasoline) 84 @ 4800; (electric) 149
Torque:  273 @ 0
Fuel capacity:  9.3 gal.
Est. mileage:   93 full electric; 37 gas only; 60 combined

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

For the most part, the Ford Fiesta is remembered fondly, at least among car people.  The European subcompact made a brief appearance in the U.S. from 1978 to 1980, and at the time was seen as a “compromise” car, the sort of vehicle that you bought because you were on a tight budget and couldn’t swing the MSRP or fuel cost of a larger vehicle.  It wasn’t until long after the Fiesta was gone that folks began to appreciate its good qualities, like decent handling and robust build quality.  

The Fiesta nameplate is getting a second chance in North America for 2011, and this time it won’t take thirty years for buyers to appreciate it.  It’s not like you haven’t heard of the 2011 Fiesta; Ford’s been touting it since its European introduction two years ago.  The Fiesta’s targeted at the Toyota Yaris and Honda Fit, but it’s not very much like either of them.  The Fiesta’s most like the Nissan Versa–it’s a “real” car, featuring “real-car” amenities in a small, enjoyable package.  750,000 Fiestas have already been sold, so this car is old news to the rest of the world.  The new small Ford brings plenty of excitement to the U.S. market, though.

The excitement starts at curbside.  In both four- and five-door format, the Fiesta’s sheetmetal is what Ford calls “kinetic design,” and this car looks like it’s in motion at all times.  Trapezoidal lower grille and wrapped headlight units provide a visual link to the rest of the Ford lineup, and a strong side line bisects the front wheel well, similar to the Focus.  Details like LED parking lamps and crystal headlamps add distinction.  The styling is sporty and dynamic without being aggressive; the Fiesta relies on taut, angular lines rather than spoilers and hood scoops to make its statement.  For anybody who might miss the message, the Fiesta is available with a bold color palette, however.  New colors like “Yellow Blaze” (it’s actually orange) and lime green will ensure that you see the Fiesta on the road.  Exterior graphics are available as a dealer-installed option.

Since when did a subcompact car have to make a statement?  You can look at “premium” compacts like the MINI Cooper and Volkswagen New Beetle for your answer.  These days, small cars aren’t necessarily a compromise.  Ford wants the Fiesta to be a car that buyers want to buy because of its merits, rather than a compromise purchase.  To that end, the Fiesta is appointed and equipped in a manner fitting of a much larger vehicle.  The complicated dash looks like the face of one of Michael Bay’s Transformers, with red lighting and painted silver trim.  A fat steering wheel and decent lateral support on the seats will appeal to enthusiast drivers.  The seating position is low, and the Fiesta’s size is evident in the fact that there’s almost no rear-seat legroom with six-footers up front.  Small though it may be, it’s as comfortable and solid-feeling as much larger vehicles.   Seat heaters and pushbutton start are unusual in a car this size.  A range of high-visibility options brightens things even further.  Mood lighting is available, as are several upholstery colors.  The Fiesta is a small car that doesn’t compromise when it comes to comfort and convenience.

Ford’s smallest is breaking new ground in terms of driver convenience, as well.  Got a Bluetooth phone?  The Fiesta can use it as a modem to connect to Sync services, enabling you to get news reports, directions and business information piped into your speakers via a voice-controlled system.  Turn-by-turn navigation information will appear on the four-inch multifunction display in the dash as well, enabling the Fiesta to offer the next best thing to a GPS system.  This feature is standard on the Fiesta for three years.

Yet another unprecedented infotainment feature is AppLink, which enables the Sync system to link with smartphone applications like Pandora, OpenBeak and Stitcher.  AppLink allows these internet apps to be controlled with the Fiesta’s dash buttons or by voice, and uses the central information screen to display information.  Using this, the Fiesta can read your Twitter tweets to you, find your favorite Pandora radio stations, and bookmark songs.

Power comes from a 1.6 liter four-cylinder whose TiVCT variable valve timing system is shared with the 2011 Mustang.  120 horsepower isn’t much on paper, compared to the Mustang, but the Fiesta only weighs about 2600 pounds so it makes very good use of the 112 pound-feet of torque available.  A five-speed manual transmission is standard.  Ford’s new PowerShift six-speed automatic is the optional gearbox, and it’s one of the most sophisticated transmissions in its segment.  The twin-clutch automatic is computer controlled and basically works like an automated manual.  Don’t go looking for a torque convertor or fluid pump (you know, just in case that’s the first thing you do with a new car); it doesn’t use them.  On the road, the PowerShift is so smooth that shifts are practically undetectable other than by engine noise.  The small and light package works, and the Fiesta’s good for 30/40 fuel economy.

The suspension uses MacPherson struts in the front and a twist-beam rear axle.  Ford’s done a fantastic job of tuning the car for entertaining performance, and the Fiesta feels happy to be driving, especially on curvy roads.  If you’re looking for a small, frugal vehicle but were (quite rightfully) turned off by the horrible road manners of the Toyota Yaris or Chevy Aveo, the Fiesta could be the answer to your question.  Electronic power steering (EPS) is standard, and features “active nibble control” and “drift-pull compensation.”  The latter helps to cancel out the need to countersteer when there’s a heavy crosswind, while the former smoothes out shaking caused by tire or brake issues.  Traction control is standard.  The front-disc, rear-drum brakes may seem like a throwback to a decade ago, but the Fiesta stops with an honestly sporty responsiveness.

With the arrival of the Fiesta, “entry-level” becomes a lot less of a stigma than it once was.  This flyweight doesn’t just dazzle with high fuel economy numbers, but with look-at-me styling and unique infotainment features.  Pricing’s set at $13,995 for the sedan and $15,795 for the hatch.

All specs are for the 2011 Ford Fiesta five-door.
Length:  160.1 in.
Width:  67.8 in.
Height:     58.0 in.
Wheelbase:  98.0 in.
Curb weight:   2575 lb.
Base price:  $15,795
Engine:   1.6 liter DOHC inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  120 @ 6350
Torque:  112 @ 5000
Fuel capacity:  12.0 gal.
Est. mileage:   30/40

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

Just because it isn’t the showman of the family doesn’t mean the xA has less to offer, though.  Once you get it out of the shadows, this happy little buzz bomb is one of the most stylish commuters going.  With a tough stance for its diminutive size and a price starting below $13,000, the xA is tangible evidence of Scion’s assertion that inexpensive cars don’t have to feel cheap or be boring.

You wouldn’t know to look at it, but the xA and xB share engines, transmissions and quite a bit of DNA.  That’s where the similarity ends, however.  The xA is a wedge-shaped four-door hatchback, with a high roof and character lines that make the it look smaller than it is.  We were surprised by the car’s size when we got up close.  Exaggerated, aggressive fender flares and a wide grille give the impression that the xA would rather not be trifled with, even if it isn’t very large.  We like the rear end the best; the almost vertical backlight, blacked-out window frames and hint of a spoiler are vaguely reminiscent of “hot hatches” from the Eighties, in a good way.  The 15″ wheels look small in this day of monster 20″ alloys.

Like in the xB, customers can order changeable footwell, cupholder and audio system lighting.  A handy enclosed storage cubby in the dash also lights up inside.  The xA’s styling preaches to the hipper-than-thou crowd inside and out, but there are a number of very thoughtful domestic touches as well.  With plenty of room for four inside (five can squeeze in) and handy cargo hooks in the rear and on the backs of the front seats, the xA makes a tempting alternative to other bantamweight competitors like the Kia Rio and Saturn ION.  With all four seats up, the cargo area holds only 11.7 cubic feet of stuff, but that expands to 32.8 with the seats down.  The fit and finish is better than what we’ve seen on those cars, as well.  Scion didn’t cheap out on the dash materials and upholstery just because its much of its target market was born after 1983.  The centralized dash pod is easy to read, with a white-faced speedometer and a black-faced tachometer.  Other cool points are the six-speaker Pioneer sound system, which can read MP3 files and sounds better than the average econobox player thanks to extra sound deadening.

The xA is powered by a 1.5 liter four-cylinder that’s similar to the one used in the Toyota ECHO.  108 horsepower doesn’t sound like much, but then this is a 2300-lb car.  It’s geared nicely, with 105 lb-ft of torque available at 4200 rpm.  The flyweight xA is more than capable of keeping up with any 300-horsepower SUV that lines up next to it.  We liked the five-speed manual transmission best.  A four-speed automatic is optional.  The xA feels light on the highway, and doesn’t like high-rpm acceleration, so plan on-ramp assaults carefully.  Around town, the small size and low-end torque make it an absolute darling for rush hour and parallel parking.

Speaking of the size, Scion took the bronto-SUVs that roam our freeways into account.  The underlying structure up front forms an energy-absorbing trapezoidal cage.  “Compatibility” crash tests were performed to judge the xA’s safety in collisions with larger vehicles, and the xA is equipped with standard anti-lock brakes and optional side and side-curtain airbags.  Whether this will be enough to overcome the traditional American bias against small cars remains to be seen.

Keeping the tires on the road is Toyota’s familiar MacPherson front, torsion-beam rear setup.  The xA is nimble and quick around town, and a delight to pilot even in heavy traffic.  The suspension is responsive, which means that it’s probably a bit stiff for some tastes.  Scion thinks that it’s what the hipsters the xA is aimed at are looking for though.

Perhaps the most notable aspect of the xA is that, like the rest of the Scion lineup, the emphasis is on personalization.  The xA is sold as a single-price car, with the automatic transmission as the only factory option.  From there, Scion buyers proceed to a buffet line full of add-ons, from strut tower braces for better handling to roof racks to subwoofers.  The boutique nature of the Scion is almost like that found in Rolls-Royce and Maybach, only it costs a great deal less.  $12,480 is the suggested price for the xA.  The franchise started in California this summer, and will work its way across the country during 2004.  The subcompact market is about to get a lot cooler.

Specifications:
All specs are for the 2004 Scion xA, which we tested.
Length:         154.1 in.
Width:            66.7 in.
Height:            60.2 in.
Wheelbase:        93.3 in.
Curb weight:        2340 lb.
Cargo space:        11.7 cu.ft. (seats up); 32.8 cu.ft (seats folded)
Base price:
Price as tested:     $
Engine:         1.5 liter DOHC 16-valve four-cylinder
Drivetrain:         five-speed manual, front-wheel
Horsepower:         108 @ 6000
Torque:         105 @ 4200
Fuel capacity:        11.9 gal.
Est. mileage:         32/38

If Kia hopes to get some attention, it couldn’t have hoped for a better object of desire than the Soul.  Aimed at buyers looking for more style and personality than the average econobox offers, the Soul is an “urban activity” vehicle with a funky, boxy look and a range of quirky equipment to go along with it.  While Scion readies its next hip leap forward, the Kia Soul aims to be the hottest ride going for the club kids.
That’s not to say that the Soul will only appeal to eighteen year-olds, however.  The success of Honda’s Element among a wide range of buyers suggests that it’s not just twenty-somethings who like the box.  Designed at Kia’s Southern California studio, the Soul is definitely boxy, but it’s got personality as well.  Kia’s new corporate grille is the centerpiece of a rounded front end, giving the Soul a unique grin. The tall, squared-off body has a rising beltline meeting a slightly sloped roof, which injects a dose of drama.  All of the roof pillars except the rearmost D-pillar are hidden.  At the rear, vertical taillights emphasize the Soul’s cargo-carrying ability.  Available sixteen- or eighteen-inch wheels and black trim give the Soul a sporty, modern look.  The slab sides and big flat tailgate are just crying out for some MINI Cooper-style factory decals, though Kia hasn’t committed to making any available yet.
This top hat-shaped do-all is available in four trim levels; base, Soul+, Soul! (say “exclaim”) and Soul Sport.   They’re distinguished mostly by equipment; the Soul+ adds body-colored exterior trim and keyless remote entry as standard.  Things begin to get interesting with the Soul!, as a sunroof, fog lamps and eighteen-inch wheels join the standard-equipment list.   The Soul Sport gets the most visual distinction, with a roof spoiler, ground effects and unique front and rear fascias.
Interior treatments are just as cool as the exterior styling.  The boxy outside makes for a roomy inside, and Kia spices it up with a standard two-level glovebox and standard satellite radio.   From a practical standpoint, the Soul offers a tall, comfortable seating position and a three-dial instrument panel with LCD lighting.  USB jacks for MP3 players are located in the center console.  The Soul! and Sport are rife with club-kid styling tricks, including available sound-activated LED lights inside the speakers and a cloth interior with an oversized houndstooth pattern.  Bluetooth connectivity and a 315-watt sound system with subwoofer are also available.
The 1.6 liter four-cylinder engine under the hood of the base Soul suggests that this is no sport compact, and that’s pretty much true.  122 horsepower will only go so far, after all, even with a relatively lightweight 2500-pound body.   Fuel economy, on the other hand, is a healthy 26/31, and makes the Soul a funky yet frugal do-all.  Soul+, Soul! and Soul Sports come with a 2.0 liter four-cylinder that makes 142 horses and improves the fun factor slightly.  Even with the standard five-speed manual transmission, the Soul drives like an economy car rather than a performance car.  That ain’t a bad thing, of course; plenty of people will be just fine with a cool-looking, economical daily driver.  A four-speed automatic transmission is also available for those who don’t want to shift during rush hour.
The Soul is a competent car but probably won’t do much for hard-core enthusiasts, at least not in stock form.  MacPherson struts are used up front, with a torsion beam at the rear.  It’s a fairly standard economy-car suspension layout, and it shows.  On the road, the Soul feels rubbery, both in its suspension response and the controls.  The Soul Sport improves things somewhat, with firmer springs and stiffer shock settings as well as larger anti-roll bars, though steering response remains somewhat distant and body roll a constant companion.  Standard safety equipment is generous, and includes anti-lock brakes, Electronic Stability Control and traction control, and a tire pressure monitoring system.  Kia’s 10-year, 100,000 mile powertrain warranty also applies to the Soul.
Kia calls this car “a new way to roll,” and it’s a frugal one, too.  Soul pricing is surprisingly easy on the wallet, as is Kia’s style.  $13,300 is the MSRP for the base model, and the Soul+ starts at $14,950. The Soul! and Sport each start at $16,950.  Load it up with all of the available options, and a Soul Sport tops out at $18,600.  With vehicles like this in the lineup, it’s no wonder that Kia’s outlook is a cheerful one, no matter what’s going on in the world around it.

Specifications:  All specs are for the 2010 Kia Soul Sport.
Length:  161.6 in.
Width:  70.3 in.
Height:      63.4 in.
Wheelbase:  100.4 in.
Curb weight:   2800 lb. (2560 lb. base)
Cargo space:   19.3 cu.ft. (seats up); 53.4 cu.ft. (seats folded)
Base price:  $16,950
Engine:   2.0 liter inline DOHC four-cylinder
Drivetrain:  five-speed manual transmission; front wheel drive
Horsepower:  142 @ 6000
Torque:  137 @ 4600
Fuel capacity:  12.7 gal.
Est. mileage:   24/30

Volkswagen’s GTI has been around for a long time, but its “street cred” is as powerful as ever.  With a choice of powerful turbocharged four-cylinder or V6 engines packed into a compact, well-built and great-handling body, nobody’s going to point and laugh when you pull up to the show ‘n’ shine in one.

The body has been more or less untouched for several years, but the GTI still looks handsome and modern.  It’s boxy, but the edges of the box have been rounded off, the seams and shutlines smoothed out so the GTI radiates an air of quality.  The standard 17″ wheels look nice.  When we arrived at the show, we found one of VW’s yellow twentieth-anniversary GTIs to park next to.  This special edition features unique wheels and badging, and showgoers compared the two GTIs favorably.  Both versions sport blacked-out taillights, VW’s signature “stinger” antenna, and dual exhaust outlets.

Inside, there are appointments befitting a $20,000 sports coupe.  The seats are chair-height and just right for keeping passengers in place during hard cornering.  Volkswagen’s signature violet gauges were popular among our passengers, as were the red LEDs hidden in the back of the rearview mirror to cast ambient light at night.  The GTI is comfortable for four, thanks to a relatively high roof and its squared-off body style, but getting into the back seat of this two-door can be difficult.  And one last quibble:  the dash-mounted cupholders are practically useless.

But who needs to eat or drink when you’ve got V6 torque in a compact car?  The autobahn-bred GTI is solid and silent on the freeway, and will accelerate strongly even in sixth gear.  The 200 horsepower, 2.8 liter VR6 six-cylinder engine is also notably quiet, even under hard acceleration.  The comparatively large displacement allows the GTI to remain calm where other speedy four-cylinders are screaming, and as a result the VR6 feels refined and relaxed at speed.  The available 1.8 liter turbocharged four-cylinder produces an impressive 180 horses, but lacks the VR6′ seamless rush of power.  Our VR6 test car was equipped with a silky and direct six-speed manual.  This transmission will not suffer slam-shifting; the GTI prefers to be treated like the car of the competent driver.  Smooth driving inputs are rewarded by speed.  The GTI has a way of making you feel like you know what you’re doing, the way some old sports cars used to.  It’s a fun car to drive fast.

Compared to some other hot hatchbacks, the suspension is squashy.  That just makes the GTI easier to live with, though.  It’s not racetrack-sharp, but it’s not race-track harsh.  In fact, the GTI acquitted itself very nicely on violently bumpy roads.   MacPherson struts up front are coupled with a traditional torsion beam in the rear.  Volkswagen has dialed a healthy amount of positive caster into the suspension to keep the wheels level when the GTI is running hard, and torque steer is negligible.  Anti-lock brakes and traction control are standard equipment, as are front, side and side-curtain airbags.

The GTI may be the most refined of the small hot rods out there.  In addition to the sporty-yet-comfortable ride, standard equipment includes heated mirrors, a CD player and cruise control.  With a price starting at just $21,995, you’ll be tempted to show off the window sticker as well, when you find yourself at the inevitable car show.

Specifications:

All specs are for the 2003 Volkswagen GTI VR6, which we tested.
Length:         164.9 in.
Width:            68.3 in.
Height:            56.7 in.
Wheelbase:        98.9 in.
Curb weight:        3036 lb.
Cargo space:        18.0 cu.ft.
Base price:        $21,995
Price as tested:        $24,715
Engine:         2.8 liter DOHC V6
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         200 @ 6200
Torque:         195 @ 3200
Fuel capacity:        14.5 gal.
Est. mileage:        21/29