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

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

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

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

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

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

All specifications are for the 2011 Scion tC.

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

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

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

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

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

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

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

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

All specs are for the 2010 Kia Forte Koup SX.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Audi’s high-performance S4 lineup gets a new addition for 2004.  The S4 sedan and Avant wagon are joined by an S4 version of Audi’s slick A4 cabriolet, bringing high power and athletic poise to an already impressive four-place convertible.  Intended to give fits to BMW’s M3 convertible, and Mercedes’ CL-class roadster, it’s the only V8-powered all-wheel drive car in its segment.

From the curb, this beast is far more unassuming than its other German competitors.  All that sets the S4 Cabriolet apart from the A4 Cabriolet are larger air intakes up front, dual exhaust outlets at the rear and a red and silver “S4″ badge.  There are a subtle few aluminum accents that aren’t present on the A4.  Otherwise, the S4 Cabriolet shares the bar-of-aluminum-soap design that graces the rest of the handsome A4 lineup.  The top is fully automatic and has a scratchproof glass window.  It looks best with the top down; the design is what the art gurus would call “clean.”  The S4 Cabriolet is equipped with 18″ wheels.

The interior is monochromatic to a severe degree, especially in our black leather-upholstered test car.  Audi’s S4 models have unique instrument clusters with grey dials and a thick, sporty steering wheel.  Audi likes to offer interiors with a custom-tailored feel, so S4 Cabriolet buyers can select one of four different dash-inlay materials, and a dash of wood would certainly serve to lighten the mood.  The seats are comfortable, and there’s room for four inside the S4 Cabriolet.

Of course, the best thing about this car is the powerplant.  The 4.2 liter V8 offers an unexpected roar when throttled hard, and triple digits are reached with ease.  How did they stuff a V8 under the S4′s stubby hood?  It’s a compact engine; engineers relocated the auxiliary and cam drives to shorten it.  Power output is 344 horsepower; Audi’s five-valve intake system helps to boost the power of this relatively small V8.  “Small” is relative at the gas pumps, too; the S4 Cabriolet is subject to a gas guzzler tax, thanks to its 15-mpg thirst.  But fuel economy isn’t the point here; power and poise are.  A choice of six-speed manual or six-speed Tiptronic transmissions is offered.  Both are serious performance units; the available “manumatic” Tiptronic can be shifted with steering wheel-mounted paddles, if you’re a fan of clutchless shifting.

Audi’s quattro all-wheel drive system is standard equipment on all S4 Cabriolets, so performance in all weather conditions is excellent.  The ride is stable and sure-footed, to the point of being somewhat sterile.  That’s due in part to this chassis’ capability.  Aluminum suspension components are used extensively to improve the car’s reflexes.  Up front, a four-link setup is used, with trapezoidal links at the rear for a fully independent setup.  Combine the grippy suspension with all-wheel drive traction and Audi’s ESP stability control system, and it requires a truly stupid driver to un-stick the S4 Cabriolet.  To keep body flex to a minimum, the S4 Cabriolet’s structure includes lots of high-strength steel and additional bracing.  This has resulted in a somewhat heavy body; this relatively petite car scales in at just over two tons.  Thanks to the 344 horses under the hood, of course, it doesn’t feel at all overweight, and the added structure makes for a secure ride even at triple-digit speeds.

On the road, steering response was slower than we expected, but far from sluggish.  Audi’s Servotronic steering system varies the power boost to keep it responsive at all speeds.

On the safety front, anti-lock brakes with Brake Assist are standard equipment, of course.  Invisible to the occupants are rollover hoops that pop out behind the rear seats in the event of a rollover to protect the passenger cabin.

Is the S4 Cabriolet the ultimate performance convertible?  Possibly.  Is it a value leader?  We doubt anyone would say so.  Pricing for the S4 Cabriolet starts at $53,850.  Our lovely silver test car, with a Bose premium sound system and Sirius satellite radio, hit the streets at $58,595, including a $1,700 gas guzzler tax.  That’s roughly $14,000 per passenger, and considering the S4 Cabriolet’s performance and poise, you just might not have any trouble finding three friends to chip in.

Specifications:

All specs are for the 2004 Audi S4 cabriolet, which we tested.
Length:         180.0 in.
Width:            70.0 in.
Height:            54.8 in.
Wheelbase:        104.5 in.
Curb weight:        4089 lb.
Cargo space:        10.2 cu.ft.
Base price:        $53,850
Price as tested:        $58,595
Engine:         4.2 liter DOHC V8
Drivetrain:         six-speed manual, all-wheel drive
Horsepower:         340 @ 7000
Torque:         302 @ 3500
Fuel capacity:        16.6 gal.
Est. mileage:        15/21 (six-speed manual)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Don’t be so quick to laugh.  The Genesis coupe is nothing like the luxurious sedan whose name it shares –sufficiently different that we find ourselves wondering, as others have, why they even share a name.  That said, this car’s too big to be the successor to the recently departed Tiburon, or even the “Son of Tiburon.”  If anything, it’s the Tib’s big brother.
The Genesis Coupe features a long, broad hood and a steeply raked greenhouse with a racy tail.  The design carries hints of several Hyundai concept cars–the Talus contributed its greenhouse, and the HCD8 predicted the basic shape of the Genesis Coupe.  Don’t remember either of those concepts?  It’s not important, they’re just ancestors.  The Genesis Coupe is a wide, low car with a planted stance.  Eighteen-inch wheels are standard, and nineteens are available.  Dual exhaust tips are also standard, and high-intensity discharge headlamps are available.
On the interior, the only thing the Genesis coupe shares with the sedan is a Hyundai badge.  The laid-back, sporty cockpit of the Genesis coupe is large enough to be comfortable for two, with decent rear-seat room.  It’s also snug enough to feel intimate, a prerequisite for any dedicated sports car.  Front, side and side-curtain airbags are standard equipment.  Bluetooth connectivity and iPod auxiliary jacks are included in the standard sound system.   Available equipment is just like that of the competition, including keyless entry and pushbutton start, a 360-watt sound system, heated seats and mirrors, sunroof, backup alarm, and a navigation system.
The Genesis sedan makes much of its V8 engine, the first in Hyundai’s lineup, but unfortunately the Genesis Coupe makes do with a choice of four- or six-cylinder power.  A 2.0 liter DOHC turbocharged four-cylinder with Hyundai’s continuously variable valve timing (CVVT) is the standard power plant, producing 210 horsepower.  For more oomph, Genesis Coupe buyers can step up to a 3.8 liter V6 that makes 306 horses.  That’s enough to rival some V8s for power, if not noise, and the V6 Genesis Coupe is happy to light up the rear tires when requested.  Continuously variable valve timing and a variable intake system ensure efficient and smooth power delivery throughout the rev range.   Dual-outlet exhaust systems are available with both powerplants.  Six-speed manual transmissions are standard with both engines.  Automatic offerings are a selectable SHIFTRONIC five-speed for the 2.0T and a six-speed SHIFTRONIC for the 3.8.   Both versions can be manually shifted with the gear lever or by steering wheel paddles.  A limited-slip differential is available.
Thanks to a relatively low 3200-pound curb weight, the Geneis Coupe is reasonably peppy.  That said, in standard form, the Genesis Coupe 2.0T needs more power and suspension work to be considered anything more than “sporty.” Luckily for Hyundai, that’s exactly the point.  The stable rear-wheel drive platform is available as a clean-slate vehicle that’s a good start for improving performance, and a clean slate is exactly what it is.   Subframe-mounted MacPherson struts up front and a five-link rear provide a stable platform, and the Genesis Coupe features sturdy anti-roll bars front and rear and a wide track to help keep it planted in the curves.  The suspension shows noticeably less “Hyundai waddle” than the rest of the lineup, as it should, though it’s still a bit softer than most of the competition.  Hyundai also offers a “Track” suspension, with stiffer front and rear springs, staggered-size nineteen-inch wheels and revised shock valving that reduce body roll even further.  Four-wheel disc brakes with anti-lock are standard, and the Track model gets larger discs clamped by race-ready four-piston Brembo calipers.   Stability control is also standard equipment.
This car is definitely no Tiburon, and I mean that in a good way.  It’s easy to see why Hyundai chose to split the Genesis name, too; not only does the car depart similarly from previous Hyundai’s, but the manufacturer is hoping that its new rear-drivers will be the start of a new level of respectability for the brand.  Whatever they call it, it’s priced attractively.  Pricing starts at $22,750 for the Genesis Coupe 2.0 with a manual transmission.  V6 power comes in at $25,750.

Specifications:  All specs are for the 2010 Hyundai Genesis Coupe
Length:  182.3 in.
Width:  73.4 in.
Height:     54.5 in.
Wheelbase:  111.0 in.
Curb weight:   3294 lb.
Cargo space:   10.0 cu.ft.
Base price:  $22,750
Engine:   2.0 liter DOHC turbocharged inline four-cylinder
Drivetrain:  six-speed manual, rear-wheel drive
Horsepower: 210 @ 6000
Torque:  223 @ 2000
Fuel capacity:  17.2 gal.
Est. mileage:   21/30