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

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

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

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

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

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

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

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

Not that five-door sports cars are a rarity.  In fact, the Mazdaspeed3 is a member of a rather crowded market segment.  It’s a good thing that the Mazdaspeed name has a bit of racing cred behind it, because it’s got competition from Subaru, Mitsubishi, Nissan, Honda, Volkswagen, Dodge, Chevrolet and MINI just waiting for a chance to steal its thunder.

When it comes to sporty cars, curbside appeal is paramount.  The Mazdaspeed3 isn’t a subtle upgrade.  If the standard Mazda3 is smiling, the Mazdaspeed3′s exaggerated fender flares and front fascia present a mischievous, slightly crazed grin to the world.  This is a car that’s up to something, even if you don’t know what it is.  A new hood scoop feeds cool air to the intercooler, and the obligatory side skirting lowers the Mazdaspeed3 visually.  At the rear, a roof spoiler and fascia changes give the car an angry look.  The rear fascia’s lower panel is metallic gray and matches the front grille.  Big 18×7.5 inch wheels fill the wheel wells, and they’re styled to match those of big brother RX-8.

The cockpit is sporty, but not so serious that it’s hard to live with.  An upgraded interior provides sporty seats with a red graphic pattern that matches the dash and door panels.  Red stitching is used on the seats, doors and shift knob, and the Mazdaspeed3′s interior is overwhelmingly black and red, especially at night, when the instrument panel and auxiliary controls light up red as well.  The Mazda3 lineup benefited from an upgrade in 2009 that added upscale materials, a revised dash that sports a boost gauge in the Mazdaspeed3 and a high-mounted driver information display.  The navigation screen is nicely located high in the dash, but its small size can make it a bit hard to read.  While the map is too small, the screen’s perfect for listing satellite radio information and alerts.  Opt for the Tech Package and the Mazdaspeed3 comes with a BOSE surround-sound system, navigation, keyless entry and pushbutton start and Sirius satellite radio, among other attractive amenities.  Even if it’s stripped down for performance, though the Mazdaspeed3′s five-passenger seating and up to 42 cubic feet of cargo space make it a useful daily driver.

A 2.3 liter direct-injection turbocharged engine powers the Mazdaspeed3.  263 horsepower doesn’t seem like much in these days of 300-horsepower Subarus, but that’s still muscle-car territory.  The Mazdaspeed3′s engine output has been optimized, with reduced turbo lag and outstanding response throughout the rev range.  Torque steer is present under hard acceleration, but minimal and mitigated by a standard limited-slip differential.  A six-speed manual transmission is standard.  Shifts are light and positive, though not as effortless as what you’ll get in the MX-5 or RX-8.  The Mazdaspeed3 feels like a very sport-oriented hatchback rather than a full-blooded sports car, in spite of its claimed 155-mph top speed.

Most of the fun to be had is in letting that turbocharger spool up and squirt you through traffic without a care.  This is fun whether the road is dry or slick, in fact.  The stability/traction control is a bit overactive and will kill the fun early–no rally-car hijinks in the Mazdaspeed3, at least not when the system is turned on.  Without it, on the other hand, winter handling is compromised thanks to all of that power being channeled through the front wheels.  Snow tires are a must in regions that get white Christmases.

My tester was shod with Blizzak winter tires in deference to the season.  The snows blunted the Mazdaspeed3′s reflexes somewhat, but proved to be indispensable when a winter storm dropped six inches of snow on Detroit.  A compact “hot hatch” might not be the first vehicle to pop to mind when tackling snow, but the Mazdaspeed3 acquitted itself well in spite of a ride height that’s about half an inch lower than standard.  The suspension uses the same architecture as the Mazda3, but the spring rates and stabilizer bars have been made beefier to sharpen response.  Entertaining handling is enhanced by a super-stiff bodyshell that offers one of the best combinations of handling and comfort out there.  That said, on a bumpy road, the Mazdaspeed3′s stiffer springs and dampers will make themselves known very quickly.  The Mazdaspeed3′s massive four-wheel disc brakes are fully electronic and have been track-tested.

Mazdaspeed3 pricing starts at $23,195.  The Mazdaspeed3 is the top performer of its family, but it lacks the ferocious insanity of the Subaru WRX STi, to which it bears a passing resemblance.  Then again, it costs almost ten grand less, which is a definite plus no matter how much horsepower you’re talking about.  So where does the Mazdaspeed3 fall in the modern sports-car spectrum?  This car is close in spirit to the Lancer Sportback Ralliart, though it lacks that car’s all-wheel drive, and the Nissan Sentra SE-R.  This is an entertaining, daily-drivable package that doesn’t require a ridiculous entry price, and that’s what makes the Mazdaspeed3 more fun than some cars costing twice as much.

Specifications:
All specs are for the 2010 Mazdaspeed3

Length:  177.6 in.
Width:  69.7 in.
Height:  57.5 in.
Wheelbase:  103.9 in.
Cargo space:   17.0 cu.ft. (seats up); 42.0 cu.ft. (seats folded)
Base price:  $23,195
Price as tested:  $25,840
Engine:   2.3 liter turbocharged four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 263 @ 5500
Torque:  280 @ 3000
Fuel capacity:  15.9 gal.
Est. mileage:   18/25

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

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

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

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

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

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

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

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

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

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

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

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

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

That’s why the SVT Focus is something of a surprise.  The last time sporty hatchbacks were all the rage, in the early 1980s, Ford all but ignored the niche, offering slightly tarted-up economy cars like the Escort GT and EXP.  Creating legends just wasn’t part of the plan, and the seminal “hot hatches” came from less reserved minds at Volkswagen and Dodge.  Now hot-rod economy cars are popular again, and this time, Ford has put a more decisive foot into the water.  The already fun-to-drive Focus has been reworked by the rubber-burning, tire-squealing minds at Ford’s Special Vehicle Team, who are best known for 300-horsepower Mustangs and fire-breathing pickup trucks.  So…is the SVT Focus committed enough to compete with the new breed of radical hot hatches?

Looks can be deceiving, so don’t dismiss it with just a glance.  The Focus hatchback’s shape is definitely distinctive. SVT has improved the looks somewhat with 17″ wheels, some subtle body cladding and unique grille inserts.  You can get an SVT Focus with high-intensity discharge headlamps too.  Look closely; the headlight surrounds are darker, giving the SVT Focus a distinct frown.  The fact remains that the Focus is a tall car, though, and no amount of cladding or big wheels can disguise the vast expanse of sheet metal between the rear wheel well and roof.  Some days we like it, others it looks like a really big Skittle.

On the inside, it’s a different story.  With more sporting seats and a fat three-spoke wheel, the SVT Focus offers a wonderful driving environment.  The chairs are tall, comfortable, and supportive for hard driving.  Pedal covers are intended to make race track-friendly heel-toe downshifts easier.  Aluminum accents dot the cabin liberally.  Cooler yet, the seats can be accented to match red, blue or black exteriors.  SVT has also ditched the Focus’ annoying armrest, which blocks the driver’s elbow while shifting.  Unfortunately, with the armrest went just about all of the enclosed storage in the cabin, so if you’re going to carry something, it’s going to be in sight.  A 60-watt sound system with a CD player is standard with the Focus.  The optional Audiophile system adds 230 watts, a CD changer and a subwoofer to that.  The 8″ sub thumps nicely, but takes up a chunk of cargo space.  It’s all a matter of priorities.  Neat fingertip radio controls are included with both systems, the better to keep your hands on the wheel.

Ungainly looks aside, the SVT sticks to the road with absolutely phenomenal tenacity.  Stiffer springs are used at both ends, of course, and larger stabilizer bars add to the Focus’ already good handling.  The power steering’s boost has been adjusted as well, for better driver feel.  The SVT Focus will hang on well past the “oh-no-it’s-going-to-spin” point, without understeer or oversteer.  SVT has also beefed up the brakes, with standard four-wheel discs and ABS.

For all the nice trim, though, there’s something missing.  Perhaps it’s the car’s personality.  The SVT Focus is wonderful fun to drive, but the car itself doesn’t beg to be driven.  The hardware is there, but where’s the personality?  In of itself, that’s not a significant flaw, but with quirky, friendly cars like the Mini Cooper to contend with, the “X” factor might be a vitally important one.

Under the hood, there’s a massaged version of the Focus’ 2.0 liter four-cylinder.  The SVT Focus has stronger connecting rods and lightweight pistons, a special dual-stage intake manifold and variable cam timing, all for a 40-horsepower boost, to 170.  The engine has a pleasant, burbling exhaust note.  For all that, the SVT Focus’ power feels merely adequate, even when funneled through the standard six-speed manual transmission.  It hasn’t got the visceral punch of the over-200-hp Subaru WRX.  Given the kind of power we’ve come to expect from SVT, it’s a bit of a letdown.  It’s in the running with the 163-hp Mini Cooper and the 192-hp Mercedes C230 Sport, but you won’t get anyone to cry uncle while racing over the lunch table.  Then again, you don’t have to slow down as much for corners, either.

Front and side airbags are standard on the SVT Focus.

The best thing about the little sports cars is that they’re not that expensive, of course.  The SVT Focus starts at $17,995.  It’s pricier than the average economy car, but offers a great deal more bang for the buck than a full-on sports car–and you can get a load of groceries in the trunk.  For 2003, the SVT Focus will also be available as a five-door model.

Specifications:
All specs are for the 2003 Ford SVT Focus, which we tested.
Length:         168.1 in.
Width:            66.9 in.
Height:            56.3 in.
Wheelbase:        103.0 in.
Curb weight:        2750 lb.
Cargo space:        18.6 cu.ft.
Base price:        $17,995
Price as tested:        $18,670
Engine:         2.0 liter four-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         170 @ 7000
Torque:         145 @ 5500
Fuel capacity:        13.2 gal.
Fuel economy:        21/25

That’s hard for some sports-car purists to swallow, because the RSX, like many Acuras and most Hondas, doesn’t have much in the way of a personality.  The quirks and nuances that endeared thousands of drivers to MGs, Mustangs and Alfa Romeos are all but absent in the latest version of Acura’s low-priced sports car.  It’s even hard to give it a nickname; when this car was called the Integra a year ago, the car guys who were “in the know” shortened it to the hip, “Teg.”  With the 2002 redesign however, the name went as well in favor of an alphanumeric combination that‚s more similar to the rest of the Acura stable.

The name’s not all that’s changed.  New from the ground up, the RSX features a refined design and a sophisticated suspension.  Acura may have managed to scrub almost every last vestige of personality out of this car, but what’s left is a driving experience that’s almost like a video game.  The high-performance Type S model takes up where the Integra GS-R left off.  Fans of video games like Gran Turismo III and Need for Speed will feel right at home driving the baby of Acura’s family.

At a glance, the RSX looks kind of like an upside-down shovel, with a distinctively beaked nose and a body that’s arched like an angry cat.  The glassed-in, rounded headlamps are similar to the unique quad projector lamps of the Integra, a design trick that may have single-handedly started the current round-headlight craze.  The body is smooth and uncluttered, almost to the point of being uninteresting.  Look closer, though.  It’s clear that Acura’s stylists weren’t asleep at the wheel when you take a closer look at elements like the complex body lines surrounding those headlamps.  The wheels look too small, but a large percentage of RSX buyers are likely to install larger performance wheels anyway.  The RSX is available only as a handy two-door hatchback.  Our potent Type S test car was indistinguishable from the standard RSX–only experienced spotters would notice the bigger 16″ wheels and subtle Type S badges.  Those wheels, by the way, look too small for a proper performance car, but Acura probably figured most Type S owners would change them anyway.

What’s it like inside?  Acura has improved upon the plastic-on-plastic look of the Integra with this car.  All of the ancillary controls are high up, Honda-style, and within easy reach of the driver.  The gauges have a cool metallic gray backing, and they’re lit up in red at night.  The cockpit wraps around the driver, but it’s not so snug as to be claustrophobic.  The seats are very snug, and the heavy bolstering ensures that you’ll stay in place when the RSX is in combat mode.  The hatchback is of course a helpful thing when it comes to making the RSX a car you can live with on a day-to-day basis, although we found the cargo cover to be a needlessly complex affair.  That’s a very minor complaint, considering the RSX’s purpose in life.

That purpose is, of course, performance.  Unlike parent company Honda did with its Civic last year, Acura did not forget about the legion of import hot-rod fans out there who eagerly awaited the replacement for their beloved “Teg.”  The RSX Type S features a 200 horsepower, 2.0 liter DOHC engine, whose 7900-rpm redline results in seriously high-strung performance.  Honda’s race-developed I-VTEC variable valve timing system allows the RSX’s engine to pull strongly all the way to redline just like an Indy car.  The downside is a comparatively low torque rating of 142 lb/ft., which demands that the RSX be given high revs before anything interesting happens.  Once revving, it puts down the power with deceptive ease, but the car doesn’t seem to be having much fun along the way.  A similarly equipped Integra Type R or Honda S2000 sings a much more joyous song at high rpm.  The RSX Type S comes with a six-speed manual transmission as standard equipment.  The six-speed transmission’s well-spaced ratios serve the high-strung engine well, but the RSX sometimes balks at rapid downshifts.  The performance is in no way a letdown, it’s just that the RSX feels more like a driving tool than a playful buddy.  Despite its heavy performance bent, it’s possible to take an RSX shopping without feeling like you’ve got a tiger on a leash.

That feeling of effortless performance is heightened by the suspension.  The MacPherson struts up front are supplemented by control links which boost cornering ability, and double wishbones in the rear do the same.  The Type S improves on the handling of the base RSX with stiffer springs and additional strut bars, to tighten the suspension for track duty.  On the road, the Type S is blessed with lightning-quick reflexes that enable it to keep pace with any of its competitors in the suddenly very crowded sport-compact market.  Cars like the Ford SVT Focus and Subaru WRX may have more personality than the RSX, but they won’t have an easy time outrunning it.  And isn’t that what it’s all about?

Specifications:
All specs are for the 2002 Acura RSX Type S,  which we tested.
Length:     172.2 in.
Width:        67.9 in.
Height:        54.7 in.
Wheelbase:    101.2 in.
Curb weight:    2778 lb.
Cargo space:    17.8 cu.ft.
Base price:    $23,170
Price as tested: $23,650
Engine:     2.0 liter DOHC 16-valve four-cylinder
Drivetrain:     six-speed manual, front wheel drive
Horsepower:     200 @ 7400
Torque:     142 @ 6000
Fuel capacity:    13.2 gal.
Est. mileage:    24/31

7/2009 update:  Muscle car of the future?  Well, kind of.  Seven years down the road, sport compacts are firmly established as a venue for hot-rodding, though they usually call them “tuner cars” these days.  The RSX remains one of the more sought-after platforms, even a few years after its demise, so it’s uncommon to find an unmolested one in the used car market.

The largely European sport of World Rally Championship (WRC) racing involves a driver, a navigator, and a car sturdy enough to thrash as fast as possible over nasty, twisty unpaved roads, through mud, snow, or ice.  The navigator’s job is to call out directions to the driver; the driver’s job is to execute the specified course as rapidly as possible. The car’s job is to go fast and not break.  Rallies can cover hundreds of miles, and take several days to complete.  Over the years, the cars have naturally become ever stronger and faster.  Many modern rally cars feature high-horsepower engines, acceleration capable of shaming any Ferrari or BMW, and have all-wheel-drive systems and suspensions rugged enough to hammer along roads that would rip the wheels off of the average sport-ute, at over eighty miles per hour.   And Subaru is a consistent top competitor in this grueling motorsport.

All of that is what has trickled down into the WRX.  The result is no ordinary Japanese hot rod; it’s a road-going rally car capable of hauling a load of groceries one moment and embarrassing a Mustang GT the next.

The WRX arrives wearing the sheetmetal of the newly redesigned Impreza.  We like it, but not everyone does.   Rounded headlights in subtle pods and a nicely sculpted hood greet the world from the front, but the massive hood scoop and big, round foglights are a big hint that the WRX is no shrinking violet economy car.  Our test car’s gaping, intercooler-feeding maw ate a bird whole while cruising down a rural road; all of the air intakes are functional.  The fenders are flared to accommodate standard 16″ wheels.  The WRX wagon is more of a five-door hatchback than station wagon, with its short cargo area, but it’s a highly convenient conveyance nonetheless.

Most driving enthusiasts will find the WRX’s interior nearly perfect.  The seats are aggressively bolstered, to keep occupants in place during the brutally hard cornering that this car is capable of.  A nice, fat-rimmed Momo steering wheel, special seat cloth and perfectly spaced, racing-style pedals are also reminders of the WRX’s performance nature.  As for its roadgoing nature, the new body style also incorporates a generous amount of headroom..  The Impreza’s new instrument panel is handsome, with silver accents around the radio controls and air vents livening up the otherwise dark interior.  Overall it’s not quite as upscale an interior as the Audis and BMW’s you’ll be outrunning, but that just gives the WRX an underdog feeling that it perhaps doesn’t quite deserve.  There are two cupholders; one’s in the way of the shifter, and the other slides out of the dash to block the radio.  Subaru’s standard six-disc CD changer is a bit fussy to use, as well.

But so what? If you’ve got time to sip coffee and play with the radio while driving, you’re not using this car properly.   A 227-hp 2.0 liter turbocharged and intercooled flat four gets the WRX up and into action in a serious hurry.  Subaru’s all-wheel-drive is standard, of course, allowing the WRX launch like the proverbial burning feline on nearly any surface.  Of course, a five-speed manual transmission is standard.  It’s a bit balkier than some sports transmissions, sometimes difficult to shift smoothly.  An automatic is also available, and features the Variable Torque Distribution (VTD) system used in the larger Subaru Outback H6-3.0 VDC.  And on top of that a limited-slip differential is also standard, to make absolutely certain that that power gets to the road.  It’s almost impossible to spin a tire, whether the WRX is diving into a corner, accelerating out of one, launching from a dead stop on a pea-gravel road or splashing through a deep puddle.  The WRX will happily bite the tail of a current BMW 325xi or Audi A4 turbo.  The Impreza’s usual competition, from Dodge and Volkswagen, can’t even come to this party.

The suspension takes inspiration and tuning directly from the WRC car.  It’s fully independent, of course, with MacPherson struts up front and a dual-link strut setup in the rear.  A raised roll center is based on that of the rally car, and makes the WRX more tossable, as do the low-mounted engine and all-wheel drive.  Sudden transitions are handled with near-perfect poise.  Slamming on the brakes mid-turn is an invitation to a spin in most cars; the WRX merely takes a tighter line.  With all of the grip available and the turbocharger happy to pour horsepower to the wheels, many sliding situations can be corrected with a counterintuitive stomp on the gas!  The ability to power out of uncertain situations is bred into rally cars, and the WRX has a healthy dose of it.  ABS and side airbags are standard.

It’s at the top of the Subaru Impreza line, and because it competes with much pricier cars from Germany (even though it’s based on a humble economy car), the WRX is nicely equipped.  Standard equipment includes an in-dash CD changer, cruise control, power windows, and keyless entry.

Specifications:
All specs are for the 2002 Subaru WRX.

Length:     173.4 in.
Width:        68.1 in.
Height:        56.7 in.
Wheelbase:    99.4 in.
Curb weight:    3140 lb
Cargo space:    11.0 cu.ft.
Engine:     2.0 liter DOHC turbocharged boxer four-cylinder
Drivetrain:     five-speed manual, all-wheel drive
Horsepower:     227 @ 6000
Torque:     217 @ 4000
Fuel capacity:    15.9 gal.
Est. Mileage:    19/26

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