For 2012, the Focus finally appears in the same form as overseas, and the result is a significant upgrade.  The all-new 2012 Focus spans the range of the compact spectrum, with affordable entry-level versions and enough amenities available to turn it into a premium compact.

Since the equally European Fiesta got here first, the styling will be familiar to Ford buyers.  The Focus shares the Fiesta’s dramatic curves and motion-capturing body sculpting.  The car appears to have been formed by the wind flowing over it, eschewing the previous Focus’ flat-planed look.  A large lower grille hints at a huge performance-car air intake, though it’s mostly stylized bumper, and the headlights could have been borrowed from a Volvo.  The flanks are sculpted similarly to those of the Taurus, but the Focus doesn’t mimic its big brother outright.  Uplevel models get a touch of window chrome, turn signal repeaters in the sideview mirrors, and larger wheels.

The interior is comfortable and up to modern small-car standards–which are on par with what was expected of medium-car standards a few years ago.   The new Focus has a well thought-out interior, with unexpected shoulder room and a quiet ride on the freeway.  The seats are taller than those of the average subcompact, and ambient lighting creates a pleasant atmosphere in the cabin at night.    A high-tech upgrade is the MyFord Touch system, which replaces most of the ancillary controls with a single large touch screen in conjunction with the SYNC infotainment system.  Information can be displayed on the personalization-friendly screen by tapping or voice command.  HD radio, a pushbutton start, a backup camera and the ability to turn the Focus into a mobile Wi-Fi hotspot are all available.  Ford’s even offering a cool active parking assist system that will aid in parallel-parking the Focus.

One of the Focus’ chief virtues has always been that it’s fun to drive, and Ford has kept that quality intact.  MacPherson struts are used up front, with Ford’s “Control Blade” multilink independent setup in the rear.  This suspension serves the Focus well, and it tracks confidently, offering a decent amount of feedback.   Combined with a stiff body structure and electronic power steering, this setup makes the Focus nimble around town, and downright enjoyable when the road gets curvy.  Even on standard tires, the Focus is confident and eager to tackle a twisty road or two.  A torque-vectoring system provides a limited-slip differential, balancing power between the front wheels and reducing the understeer that’s common to front-wheel drive vehicles.  Strong brakes add to the feeling of confidence.  Anti-lock brakes and stability control are standard equipment.

There are updates under the hood as well.  The Focus is powered by an all-new 2.0 liter four-cylinder engine.  Higher-tech than the previous 2.0, the Focus’ new powerplant uses direct injection and variable independent camshaft timing, resulting in a 20-horsepower improvement.  The added ponies bring the total to 160, and the new Focus is somewhat sprightlier as a result.  A six-speed dual-clutch automatic transmission is available to aid the steady upward creep of Focus fuel economy–the 2012 model’s now rated at 28/40 with the automatic,  and it doesn’t feel sluggish or underpowered on the highway.  A five-speed manual is also available for sport-minded buyers, though fuel economy drops slightly.

The new Focus’ arrival isn’t just cause for celebration among die-hard Blue Oval fans.  The new Focus stands out as a compelling choice in an already competitive market, and by improving this car with a European feel Ford’s helping to improve the breed as a whole.  Of course, that doesn’t matter quite so much to the average buyer.  What does matter is that the Focus is an excellent vehicle that’s affordable, too, with pricing starting at $17,295.  My tester was a Focus SE with heated seats, SYNC and a sport package and stickered for $21,150.

All specs are for the 2011 Ford Focus SE.
Length:  178.5 in.
Width:  71.8 in.
Height:      57.7 in.
Wheelbase:  104.3 in.
Curb weight:   2907 lb.
Cargo space:   13.2 cu.ft.
Base price:  $17,295
Engine:   2.0 liter DOHC direct-injection inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive
Horsepower: 160 @ 6500
Torque:  146 @ 4450
Est. mileage:   26/36

Although it shares its basic structure with the Subaru Impreza, the WRX STi is more than just a hot-rodded economy car.  This car takes Subaru’s rallying experience and applies it to a production car.  Nearly every mechanical part of the WRX STi is unique to the model.  For 2011, the WRX STi raises its performance ante with a new suspension and lightened equipment.

It’s clear from the first glance that the WRX STi is spoiling for a fight.  In rally-car style, the STi is available as a four-door sedan or five-door hatchback, just like the roadgoing version, but freakishly blistered fenders and a massive spoiler make it clear that there’s some serious driving business to be taken care of.  The deep chin spoiler has a low air intake, fog lights and brake cooling ducts at the outer edges, while the grille and headlamps are contained in an efficient, dark-trimmed slash.  A gaping hood vent feeds the engine and offers additional brake cooling.  The STi’s side aspect is dominated by the rear fender flares which give the car muscular, athletic haunches, like a sprinter ready to explode off of the blocks.  The front and rear spoilers aren’t just for show; they are a system designed to reduce lift at high speeds, and the eighteen-inch wheels are lightweight racing-style units.  Deep underneath all of that go-fast gear, the Impreza’s crisp character lines are just barely visible.

On the interior, the overwhelmingly black and silver STi features Alcantara seats that are bolstered for spirited driving and a unique dashboard and console.  All of the trim is done in shades of dark and light metal.  For 2010 Subaru offered an STi “Special Edition,” with some of the interior appointments that the sporty kids don’t need taken out and a few go-faster goodies added, and for 2011 the Special Edition tweaks are standard on all STi models.  The industrial-felt headliner, made of the material that lines the trunks of cheap economy cars, isn’t all that bad, really, and Subaru left the soft-touch surfaces and Alcantara steering wheel intact so it doesn’t feel like they’ve cheapened it at all.   Bluetooth, satellite radio and a navigation system are available.

Under the hood, a 2.5 liter turbocharged and intercooled “boxer” four-cylinder produces 305 horsepower and 290 pound-feet of torque.  Those numbers go a very long way, even in a 3400-pound car.  Subaru’s Dual Active Valve Control System (DAVCS) variable valve timing is used to boost response.  The electronic engine control can be tweaked while driving with Subaru’s unique SI-DRIVE system.  “SI” stands for “Subaru Intelligent;” with this system, a rotary knob on the console allows the driver to select between three levels of powertrain responsiveness:  Intelligent, Sport and Sport Sharp.  The STi does torque-y, point-and-squeeze joy very well, on account of its rally-car heritage, and the burble of the massively turbocharged flat-four is intoxicating.  All-wheel drive and limited-slip differentials front and rear are standard equipment, and a six-speed manual transmission is the only gearbox offered.  The STi features a multi-mode center differential that enables the selection of up to nine different levels of torque balance, so that the WRX STi driver can fine-tune the car’s handling to his or her preference.

A faster steering rack and new double-wishbone rear suspension set the WRX STi’s suspension apart from the Impreza.  Subaru has further improved handling for 2011 with a lower ride height and stiffer suspension bushings.  Stiff inverted struts and a double wishbone suspension are used in the front, and double wishbones at the rear.  The WRX STi features Brembo brakes and a race-bred Super Sport anti-lock brake system that is sensitive enough to control braking at each individual wheel.  This system reduces understeer in high-speed turns.  Vehicle Dynamic Control stability control is standard equipment, and on the STi the driver can select the level of intervention, or turn it off completely.

The WRX STi proves that a car doesn’t have to be the biggest vehicle in the showroom to be the most impressive.  High horsepower, light weight and tenacious handling make it one of the premier sports cars available today.  Getting the best of the best carries a price premium, of course.  WRX STi pricing starts at $34,720 for the four-door sedan and $36,720 for the five-door.  That represents a seven or eight-thousand dollar price walk over the WRX…and if you’re looking for performance, it’s worth it.

All specifications are for the 2011 Subaru WRX STi 5-door

Length:  173.8 in.
Width:  70.7 in.
Height:      57.9 in.
Wheelbase: 103.3 in.
Curb weight:   3373 lb.
Cargo space:  19.0 cu.ft. (seats up); 44.4 cu.ft. (seats folded)
Base price:  $36,720
Engine:   2.5 liter turbocharged horizontally-opposed four-cylinder
Drivetrain:  six-speed manual, all-wheel drive
Horsepower: 305 @ 6000
Torque:  290 @ 4000
Fuel capacity:  16.9 gal.
Est. mileage:   17/23

A light redesign for 2005 gives the Focus a more grown up face, but its happy-go-lucky nature has only been strengthened.  The hard-core SVT Focus model has gone into the bunker with the rest of Ford’s Special Vehicle Team and is not available for ’05, but many of the SVT Focus’ go-fast goodies are available on a new mainstream model, the Focus ST.  The new design also (hopefully) means that the quality control problems that surfaced on the early Focus models in 1999 are long gone.

We’d like to credit the slightly more conservative styling for this being the first Focus we’ve test driven that didn’t net us a speeding ticket.  The edgy, triangular styling has been softened and squared off, giving the Focus a closer family resemblance to the all-new Five Hundred sedan.  The slope of the nose is less dramatic, and the clear-lens headlights look more upscale.  The diamond-pattern grille is more vertical.  Some Focus fans we know are unhappy with the revisions, but we like the new look.  The Focus is available in two-door hatchback, four-door sedan, five-door hatchback, and station wagon body styles–or, ZX3, ZX4, ZX5 and ZXW, to use their official names.  Our test car, a bright red Focus ST ZX4 sedan, compares nicely to Toyota’s Corolla size-wise.  The Focus ST is only available in the ZX4 sedan body style, and adds a chrome exhaust tip, unique 16″ wheels and subtle body cladding for a sportier look.

The interior benefits from some design changes as well.  Ford has taken some of the drama out of the Focus’ radical triangular dashboard, replacing it with a more squared-off, symmetrical unit.  It’s somewhat more bland, but also easier to use.  We liked the new radio control layout, but were unhappy to find that the center armrest still gets in the way when trying to shift, even in its folded position.  There’s finally space for small items too, with a large open center cubbyhole big enough to hold a PDA, small purse or several CDs.  A new driver’s side cubby is large enough to hold several compact discs, but its door had an obnoxious habit of falling open and smacking our left knee.  The optional Audiophile sound system can play MP3s, and includes a trunk-mounted subwoofer, good for tunes but not so good for hauling groceries.  The Focus ST gets a special interior with sport seats and silver-faced gauges, and the Focus can be had with leather if you want.  On the safety front, side airbags are available.

What hasn’t changed is the Focus’ ability to be a happy playmate.  The Focus ST gets a 2.3 liter four-cylinder engine that’s evolved from the SVT Focus’ power plant, and the 151 horsepower it provides is just about perfect.  It’s not overwhelmingly powerful, but it’s hardly tepid, either.  The Focus ST has enough power to chirp the front tires at will, and merging onto the freeway is a delight.  It’s docile enough, however, that wet weather won’t require undue attention.  We like the Focus ST’s five-speed manual transmission and shifter a lot as well.  It’s weighted and designed to appeal to drivers, with solid, positive shifts and just the right pedal and shifter feel.  There’s no automatic transmission option on the Focus ST, but regular Foci can be had with a four-speed automatic.

When the roads get twisty, few small sedans in this class can touch the Focus.  The ST’s MacPherson strut front and multi-link independent rear suspension provide a level of communication and control matched only by the chassis wizards at Volkswagen and the odd all-wheel drive car.  The Focus understeers, but allows the rear end to slip just enough to tell an experienced driver where the limit is, and even to steer with the throttle.  In real-person English, this means that the Focus ST feels confident around corners, even high-speed ones.  It never feels like it’s about to fling itself off the road, and emergency maneuvers can be performed without fear.  The available traction control offers an additional measure of confidence.  Anti-lock brakes are standard on the Focus ST and optional on other models.

Looking for fun in a small, affordable package?  Don’t assume that Toyota and Honda have that market covered, because Ford’s Focus is very much a worthy competitor.  In sporty ST format, the Focus is ready to go and play with the Mazda3 and Volkswagen GTI.  Our test car featured heated seats, a moonroof, side airbags and a leather interior, and this fully loaded, top of the line Focus hit the streets at just $20,615.

Specifications:
All specs are for the 2005 Ford Focus ST ZX4, which we tested.
Length:         175.2 in.
Width:            66.9 in.
Height:            56.3 in.
Wheelbase:        103.0 in.
Curb weight:        2697 lb.
Cargo space:        14 cu.ft.
Base price:        $17,705
Price as tested:        $20,615
Engine:         2.3 liter DOHC inline four-cylinder
Drivetrain:         five-speed manual, front-wheel drive
Horsepower:         151 @ 5750
Torque:         154 @ 4250
Fuel capacity:        14.0 gal.

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

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

If the all-wheel drive, 227-horsepower WRX was a replica of a rally car for the street, the STi is the real thing.  STi stands for “Subaru Tecnica International,” and it’s the high-performance and racing division of Fuji Heavy Industries, Subaru’s parent company.  That badge means that this is no toned-down replica.  This monster Impreza has a bigger engine, a six-speed manual transmission, and other rally-proven parts to make it the king of the road.  Or the dirt road.  Or the snowy road, or the rain-slick road…you get the point.

The STi features new front and tail styling common to the 2004 Impreza lineup, with redesigned headlamps and a more rounded front bumper.  The back of the car is more angular than before.  The familiar WRX fender blisters remain, and Subaru’s giant-killer is no less aggressive looking.  The WRX’ race-bred engineering means that the majority of the styling changes are also functional.  Air resistance, airflow and engine cooling have been improved as a result of the new face.  The Subaru faithful will know the bigger and badder STi by its larger hood scoop and taller spoiler.  The hood is aluminum, and the spoiler is a dual-plane unit that really does improve high-speed stability, unlike many of the cosmetic, stick-on tall spoilers seen on customized cars these days.  High-intensity discharge (HID) headlamps and 17″ light-alloy wheels are standard equipment on the STi.

Inside, the WRX is already a driver’s car, with aggressively bolstered seats and a special Momo steering wheel.  The STi adds special Escaine fabric seats with the STi logo and a unique instrument cluster with DCCD display, 160-mph speedometer, and LED lights in the tachometer.  The ignition key is designed to look like the kill switch from a rally car.  It’s definitely enough to get any gearhead in the mood to drive.  What aren’t so obvious are the weight-saving measures undertaken by the racers at Subaru Tecnica International.  The STi doesn’t come with a radio, although it does have air conditioning.  The rear windows have special lightweight glass.  Front and side airbags are standard.  The STi needs little more than a roll cage to go racing.

Under the hood, more displacement equals more power.  While the current WRX doesn’t lack for power with its 2.0 liter powerplant, the 2.5 liter engine in the STi increases the bang for the buck factor.  It’s turbocharged and intercooled, and produces a staggering 300 horsepower at 6000 rpm thanks to Subaru’s Active Valve Control variable valve timing system.  Power delivery is smooth, without the peakiness common to big turbos.  Six-speed manual transmission and limited-slip differentials front and rear are standard.  The powerplant is hooked up to a unique all-wheel drive system with a dual-mode Driver Control Center Differential (DCCD).  When in “automatic,” the DCCD varies torque front to rear depending on conditions.  When the chips are down, the driver can select “manual” and choose between six levels of center differential locking, allowing traction to be adjusted front to rear to compensate for varying conditions, roads or driving styles.  It also allows purists to reduce the level of computerized meddling.

The STi has a lightened suspension, to improve handling response.  It’s slightly lowered compared to the WRX, for a lower center of gravity, and the front suspension control arms are made of aluminum.  Rally-type inverted struts front and rear are more resistant to damage on rough roads.  On the road, it’s firm and frisky.  The ride isn’t quite as punishing as that offered by the Mitsubishi Lancer Evolution, the STi’s natural enemy.  We found the STi to be nominally less predictable than the Evolution, but its smoother ride is a convincing equalizer–the Subaru is easier to live with.

Like any self-respecting rally car, the STi can stop hard as well, thanks to unique twelve-plus-inch brakes from renowned manufacturer Brembo.  Subaru’s Super Sport Anti-lock Braking System improves stopping distances by independently controlling each wheel.  This optimizes braking during hard cornering and makes the car easier to control.

A WRX STi will set you back about $30,995, about five thousand more than the standard “Rex.”  That sounds about appropriate for Subaru’s new performance flagship.  Pricing of the rest of the 2004 Impreza and WRX line, which shares the STi’s revised front and rear styling, remains in the $17,000-25,000 range.

Specifications:
All specs are for the 2004 Subaru WRX STi.

Length:     173.4 in.
Width:        68.1 in.
Height:        56.7 in.
Curb weight:    3263 lb.
Cargo space:    11.0 cu.ft.
Engine:     2.5 liter turbocharged and intercooled DOHC “boxer” four-cylinder
Drivetrain:     six-speed manual, all-wheel drive
Horsepower:     300 @ 6000
Torque:      300 @ 4000
Base price:    $30,995
Fuel capacity:    15.9 gal.
Est. mileage:    18/24

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 the SRT-4 is in serious need of a Valium should be obvious from the outset.  More than just a collection of add-on spoilers and big wheels, this Neon (“SRT” stands for Street Race Technology) is actually packing a 215-horsepower, 2.4 liter turbocharged four-cylinder.  Dodge says it’s the second-quickest car in its stable, with a 0-60 time bested only by the mighty Viper.

This is no “sleeper” performance sedan.  Compared to a stock Neon, the SRT-4 looks aggressive and powerful–and maybe even slightly insane.  A large Viper-style crosshair grille all but erases the front bumper, and a functional hood scoop has been added to the Neon’s usually cheerful face to feed air to the turbo.  17″ wheels with low-profile tires are standard.  Nearly all of the trim is painted body color, for a menacing monochromatic look.  Dual exhaust outlets jut from the rear bumper, and there’s a tall hoop spoiler on the trunklid.  This is in no way a nondescript piece of machinery.

It’s the same story inside.  An aftermarket-style turbo boost gauge complements the white-faced gauges, so you’ll never forget what’s under the hood.  The dash, shift knob and pedals are accented with satiny silver trim.  The racing-style seats are heavily bolstered for lateral grip, and seem to pull you in and hug you to the car.  They’re comfortable, if a bit hard.  The good things about the Neon’s ergonomics remain in place; visibility is great (despite the spoiler in the rear window) and all of the ancillary controls are within easy reach.  Our only complaint was that the shifter seemed a bit too far down for even our long arms to reach comfortably.  We expect lots of SRT-4 owners will opt for taller aftermarket shifters.

We also expect lots of SRT-4 owners to be buying new tires after melting the original ones.  Turn the key and crank it to life, and the SRT-4 is ready to go, go go.  The 2.4 liter’s responsive, thanks to 16-valve, DOHC construction, and it doesn’t take long for the turbo to spool up and those 215 horses to scream for release.  Give it some gas and release they will, through whichever front tire has the least traction.  The engine is a sweet one, but the SRT-4 needs a limited-slip differential, badly.  Wheelspin frequently reduces this psychotic Neon to one-wheel drive, and while the single smoking wheel is amusing, it doesn’t do much good acceleration-wise.  When it can find traction, the SRT-4 is fast, rowdy fun.  A heavy-duty five-speed manual transmission is standard equipment.  The SRT-4 will still return 30-mpg fuel economy on the freeway, too.

Handling has been upgraded with firmer struts and springs front and rear, and Dodge took the advice of Sports Car Club of America (SCCA) amateur racers among its engineers when developing the suspension.  Body roll has been all but eliminated, and the SRT-4 handles as well as the track-only Neon American Club Racer (ACR) model of the mid-1990s.  Big eleven-inch disc brakes live at all four corners, and anti-lock brakes are standard.

Best of all, the Neon SRT-4 leads the bang-for-the-buck pack with a sticker price below $20,000.  It’s only a McDonald’s Extra Value Meal shy of twenty grand, but it’s still a bargain.

Specifications:
All specs are for the 2003 Dodge Neon SRT-4, which we tested.
Length:         174.4 in.
Width:            67.4 in.
Height:            56.0 in.
Wheelbase:        105.0 in.
Cargo space:        13.1 cu.ft.
Base price:        $19,995
Price as tested:        $19,995
Engine:     2.4 liter DOHC 16-valve turbocharged four-cylinder
Drivetrain:     five-speed manual, front-wheel drive
Horsepower:     215 @ 5400
Torque:     245 @ 3200-4200
Fuel capacity:        12.5 gal.
Est. mileage:        22/30

8/2009 update:  Obviously, the SRT-4 got that much-needed LSD in 2004, which more than likely improved its manners tremendously.  Unfortunately, I never got to drive one, so I can’t say for certain.  Any owners out there want to confirm?

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