College Cars Online

The Good: Sports-car performance, sedan convenience, inspires Kobe Bryant-levels of confidence.

The Bad: Not as fuel-efficient as the EPA would have you think, transmission a bit rebellious.

The Verdict: A near-perfect harmony of speed, style and substance.

The best automobiles are more than transportation appliances. Sure, they move you from place to place just as well as any car, truck, golf cart or Segway – but they do so much more. They inspire passion. They inspire lust. And, like Hugh Grant in any number of estrogen-tastic romantic comedies, despite their flaws, you ultimately come to love them wholeheartedly.

The Audi S4 is one of those cars.

On the surface, the S4 doesn’t seem very different from the A4 on which it’s based. While the S4 receives unique bumpers, a mildly different grille and quad tailpipes in lieu of the A4’s twin pipes, only the hardest core of enthusiasts are likely to notice. It’s a stealthy approach to speed – in stark contrast to the in-your-face aggression of potential competitors like the BMW M3 or the Mercedes-Benz C63 AMG.

(Of course, Audi insists the S4 doesn’t compete with those macho models, instead preferring to stack its stealth sports sedan against the “regular” six-cylinder entry-level luxury sedans – specifically, the BMW 335i, which the S4 is locked onto like a Tomahawk cruise missile.)

The trend of stylish subtlety continues inside, where the biggest variation from the A4 are a pair of sport bucket seats up front – though a handful of other differentiators, such as S4-branded gauges and steering wheel, pop up around the interior. But lack of style was never really a problem with the A4 (at least from my point of view), and the S4’s differences, though minor, add a bit of panache to the car’s looks.

Pop the hood, though, and the changes become a lot more apparent. Instead of the turbocharged 2.0-liter inline four-cylinder in the A4, the S4 runs wild with a 333-horsepower supercharged 3.0 liter V6 capable of propelling the S4 from 0 to 60 in 4.9 seconds, according to both Audi and Car and Driver.

But those numbers seem so cold and abstract compared to those 333 horses. This car is fast. Whee! Fast. The supercharger has effectively no lag (a major advantage blowers have over turbochargers) – punch the throttle, and you’re thrown back into your seat and on your way to that inevitable court date. (“Reckless driving,” my ass…)

While the S4 is based off a front-drive platform (indeed, you can buy a FWD A4 if you really want, but good luck finding one), it thankfully comes with standard all-wheel-drive, which harnesses those gallivanting ponies and sticks them to the ground with the expected Germanic efficiency. Between it and the electronic stability control, even the slipperiest Vermont roads were easily negotiable.

That said, though, click off the ESP, and the S4 will hang its tail out in curves all day long if you want it too (especially on those aforementioned icy dirt roads). I spend the better part of ten minutes baking donuts in the fresh snow of an Asian fusion restaurant parking lot – including several continuous loops around a blue spruce in the middle of the lot. (And I don’t regret it one bit, Ma.)

While a six-speed manual transmission comes standard, my tester put the power down through a seven-speed dual clutch transmission. In the past, I’ve been quite happy with this type of transmission (both in the Audi TT-S and the Mitsubishi Lancer Ralliart), and the S4 was no exception – in automatic mode, shifts are as smooth as a slushbox, while in manual mode, it cracks off shifts with Barry Allen speed.

Adding a seventh, higher gear to the mix adds some virtue to the car’s hefty serving of vice, allowing the S4 to reach an EPA-claimed 28 mpg on the highway and 18 mpg in town. Of course, the EPA test cycle was designed by an engineer who drives like Ralph Nader in a snowstorm, so real-world mileage is a bit lower; I averaged 22.45 miles per gallon over a week of mostly highway driving.

The dual clutch ‘box isn’t perfect, however. Even in manual mode, flooring the throttle in high gear causes the car to drop down several cogs to put you in the heart of the powerband again. In automatic mode, this certainly makes sense, but presumably any driver who’s enabled manual mode wants to make his or her own decisions – and if he/she wants to, say, test top-gear acceleration along the New Jersey Turnpike without being unexpectedly flung towards the Pennsylvania state line, that’s his or her perogative.

Less startling but more annoying, the aluminum paddles on the back of the steering wheel are on the small side – small enough to be all but invisible behind the spokes at 9 and 3 o’clock. I presume this was an intentional move to keep them out of the way for drivers who don’t want to be bothered with shifting for themselves – but it seems kind of a burn to the enthusiasts who, presumably, make up a hefty percentage of the S4’s clientele.

Quibbles aside, the S4’s powertrain makes for one hell of a fun ride; luckily, when the road turns curvy, the suspension and chassis proves more than capable of cashing the checks the supercharged V6 loves to write all over the pavement. As with true sports cars, the S4’s limits will almost always lie beyond those of your nerves (at least on public roads).

Push the car into turns, and it urges you on, encouraging and emboldening you. While the steering can be heavy at low speeds, it lightens up as the car builds velocity, never feeling floaty or disconnected. Few cars instill as much confidence in their drivers as the S4 does.

On a side note, this was the first Audi I’ve tested lacking the Audi Drive Select system, which allows the driver to adjust the suspension, steering and drivetrain’s responsiveness. To what degree the ADS improves non-“S” models, I’m still unsure, but given my experience with the S4, I’d be hard-pressed to imagine how the system could improve on the car’s dynamics – at least, not enough to warrant its $3,950 price.

Of course, sport sedans promise a measure of convenience along with performance – after all, as Mitt Romney learned, society tends to frown on strapping your dog to the roof of your car; there will be times you need that extra room. Not surprisingly, the S4 offers all the convenience of the A4 it’s based on – it just goes faster. Granted, it’s still on the smaller end of the sedan spectrum; it’s possible to fit three adults and a week’s worth of luggage into the car, but let’s just say my backseat-dwelling father would probably not enjoy repeating that drive from Boston to New York City anytime soon. (Especially since he had to share the rear bench with several large bags.)

The Bottom Line:

For anyone seeking maximum driving excitement for around $50,000 without sacrificing utility, the S4 is as good as it gets. It’ll take winding back roads like a sports car at noon and let you drive octogenarian ladies to and from dinner at night. The S4 packs 95 percent of the fun of a sports car with 100 percent of the comfort and handiness of a four-door luxury sedan.

As an automotive journalist, people often ask, “If you could have one car, regardless of price, what would it be?” Usually, I’ll respond with my supercar crush du jour, then offer a quippy remark about the fun factor overwhelming the little inconveniences – crappy gas mileage, hefty insurance rates, lack of room, tricky behavior in town, and so forth.

But today? I might just tell them, “Audi S4.”

Base Price/Price As Tested: $48,125/$53,450

0-60: 4.9 seconds (courtesy Car and Driver)

Fuel Economy: 18 city/28 highway (EPA estimate); 22.45 mpg (observed)

Key Competitors: BMW 335i/335xi, Ford Taurus SHO, Cadillac CTS

 

In what could be the coolest piece of automotive video advertising to come out of Germany since BMW handed a group of directors their entire lineup and Clive Owen's lanky frame, Mercedes-Benz appears to have driven its SLS supercar up the wall.

Literally.

Of course, could is the key word here. From the footage, it's not entirely clear whether the volks at Mercedes actually sacked up and went for this testosterone-fueled stunt, or whether, like your prom date, they just faked the climax.

Most of the Interwebs seems to believe it was faked, citing everything from the over-rendered appearance of the vehicle at the Moment of Truth to the fact that only Chuck Norris possesses the ability to barrel roll a car inside a tunnel. As much as it pains us to admit it, we think it's probably faked, too. I mean, don't you think if Mercedes was gonna attempt this feat, they'd bring a couple journalists along to see (and Tweet about it)?

The bright spot of news here, though, is that the SLS looks a helluva lot better in motion than it does in static pictures. I mean, that B-pillar is still as ugly as Jay Leno in the morning, and the SLR packed a lot more visual Sturm und Drang. But based on the video (and that exhaust note!), we're willing to move the SLS from the "Not Interested" column to "We'll Consider It."

(*Cough, cough - loan us one, Mercedes - cough, cough**)

But unfortunately, very close to those two columns in our Enormous Anal-Retentive Spreadsheet of Cars is one entitled "Why Didn't They Build It, God?" Populated for years by such cars as the Cadillac Sixteen, Chrysler ME412 and Bentley Hunaudières, the next-generation Acura NSX was one of the most recent and grieved-over additions to the list. Powered by a 5.5 liter, 600+ horsepower V10 routed through a race-optimized version of the company's Super-Handling All Wheel Drive!, the NSX2 was nearly finished with development (including running the Wagnerian Nürburgring racetrack in 7 minutes 37 seconds on its first try) when Honda pulled the plug to focus on "fuel-efficient vehicles." Dicks.

To this day, for Hondaphiles and auto enthusiasts, "Where Were You When They Killed The New NSX?" prompts the same sort of emotional jolt as asking "Where Were You When Kennedy Was Shot?" Perhaps the only real peace to be found was in Honda's announcement that the finished product would have looked very similar to Acura's 2007 Advanced Sports Car Concept, a supercar-shaped dose of Valium if there ever was one.

That's it - preach it, Homer.

Then today, Honda releases photos of their HSV-10 GT race car - and it's like seeing that girl you always wanted to ask out in high school on the cover of the Victoria's Secret catalog.

This is what the NSX was going to look like, isn't it, Honda? Don't bullshit me here. I can see it in that rear angle. You were all set to unleash a 625-horsepower AWD supercar that looked like a furious Ferrari 599 GTB, and you killed it? What were you thinking?

Was it that you were going to lose money on each one you sold? Well, of course you were - Toyota's losing money on every Lexus LFA they sell, and they're going for $350K. You were gonna sell a comparable car for 47 percent of the price - it would have been cheaper to upholster every Accord in the world in mink.

But a car like the NSX isn't about the cost. It's about Showing Your Power. Screw any argument about "bringing people into showrooms" or "generating interest in the brand" - nobody goes into a Chevy dealership to ogle a ZR1 then thinks, "Gee, this Cobalt must be just as cool, since it's right next to the Corvette!" An unprofitable supercar is an automaker's way of saying, "Our cars are so successful, we could literally afford to flush wads of cash down the toilet. But instead, we're gonna take that money and build a car so cool, people will idolize it for the rest of the century."

One more thing, Honda: you also have to keep up with the Joneses. Toyota has the LFA. Nissan has the GT-R. And you're out several million bucks in R&D with nothing to show for it. Ball's in your court.

Well, it's mid-January again, and all you car nuts out there know exactly what that means - it's Detroit Auto Show time! Because as the Detroit Tourism Board will tell you, there's no better time to venture to America's home-grown Thunderdome than when it's cold enough to freeze mercury.

Still, so long as the heat in the Cobo Center works, journalists from across the globe will cram their North Face parkas and .357 Magnum Colt Pythons into overnight bags and journey to Motor City for one of the largest auto shows in the world. This year was a bittersweet one for the three home-team automakers: bitter for GM, who saw four divisions exorcised from its corporate ranks after tossing all its self-respect into Lake Michigan by declaring bankruptcy and taking federal bailout money; but sweet for Ford, who managed to avoid Chapter 11 and saw its first profitable quarter in nearly two years.

And Chrysler? Well, they're owned by Fiat now. Actually, do they even count as one of the Big Three anymore?

Regardless of whether Chrysler considers their home in The Boot of Italy or The Mitten of Michigan, in the minds of most people, they still count as a good ol' American boys. Unfortunately, Chrysler/Fiat considered new model revelations and press conferences excessive expenditures this year, and simply left their models out on the floor for perusal. (At least they showed up, unlike Porsche and Nissan. Uncool, guys.) Luckily, though, plenty of other new models and concepts came into the light at the show. Here are the best.

Audi e-tron concept

Astute readers of this blog may be thinking, "Didn't I already see the e-tron?" And the short answer is, yes, you did. But not this one. Audi has, somewhat inexplicably, decided to use the exact same name for this smaller electric sports car concept as they used for their larger, R8-based version. The difference, you see, is that the R8-based original is just called "e-tron," while this new concept is...the "e-tron." Come on, Audi! You're German - Germans make up new words all the time by smashing them together. Couldn't you call it the "Smallersilverelectricsportscar?"

Regardless of what you call it, the baby e-tron will reportedly run from 0-60 in 5.9 seconds with a top speed of 124 mph, thanks to a pair of electric motors with a combined output of 204 horsepower. Of course, since the baby e-tron is just a concept, this could be entirely hypothetical; the show car may well be powered by a hamster on a wheel for all we know.

More importantly for car fans, the e-tron 2-seater's design may be a preview of Audi's rumored upcoming R4 sports car. There's no way to know for sure, but Audi could do a lot worse than pattern the R4 on this aggressive-looking concept. Slap the S4's 333-hp supercharged V6 in there and stack it up against the Porsche Cayman (Whoops! VW owns Porsche now) - er, BMW Z4, and they could have a winner on their hands.

2011 BMW 740i/740Li

This isn't the first time BMW has sold a 740i in the States - two generations of 7-series ago, it was the mainstay of the lineup - but it is the first time since 1992 that Americans can order a six-cylinder engine in the car. The last version, the 735i, made do with a mere 208 horsepower; the new 740i packs BMW's sublime turbocharged 3.0 liter inline six making 315 horsepower.

 Presumably, Bimmer is bringing the six-cylinder 7 our way in order to improve its fuel-economy standings; odds are, if you can afford the $71,025 base price, you're probably not too concerned with saving cash at the pumps, and if you really wanted to be green, you'd buy a loaded Prius and pocket the extra $40,000. Still, for the handful of high-powered executives who don't care about power (Do I see one standing in the back? No? Okay.), the 740 offers pretty much all the luxury features of its pricier brethren for a nice discount.

Buick Regal GS Concept

From the land of seemingly oxymoronical concepts comes this high-performance Buick. Okay, "high-performance" is a bit of an exaggeration - the all-wheel-drive GS runs with a turbocharged 2.0 liter four-cylinder making 260 horsepower, a mere 40 more than the current top-of-the-line Regal. But the GS has a six-speed stick shift! I don't think there's been a manual Buick since Clint Eastwood was a sex symbol.

Buick promises the GS achieves 60 in less than 6 seconds, which probably means 5.9. What they haven't promised is a production version; however, it seems pretty likely, as it would give Buick a strong card to play against Acura and Lexus. Buick has made impressive strides in the last few years in making their cars more attractive and elevating their quality towards the levels of other luxury makes; adding high(er) performance models would be a logical next step. It's probably safe to expect the GS in the showrooms by spring 2011.

2011 Cadillac CTS-V Coupe

It wasn't long ago that the idea of a high-performance Caddy would have seemed just as paradoxical as a fun-to-drive Buick; however, since the first-generation CTS and the introduction of the V-Series line of kickass Caddies, the idea has latched onto the car enthusiast population like an alien face-hugger.

And the new CTS-V Coupe is probably the sweetest Cadillac yet.

Everything you love about the regular CTS-V, just in a sleeker two-door package. Same 556 horsepower supercharged V8, same choice of six-speed stick or auto - just two fewer doors. Sure, there's less room in the back, but come on - how often do you use those rear doors anyway? Besides, chicks dig coupes. Just ask Batman.

Pricing will probably be a few grand more than the CTS-V sedan, so figure a base one will set you back around $67,000 when they land in showrooms this summer - a few grand more than its main competitor, the BMW M3. But the Caddy has 142 more horses. And, like George Thorogood, it's American Made. So give it a little love.

Cadillac XTS Platinum Concept

The last ten years or so have been lean times for folks interested in full-sized American luxury cars. Mafia dons, Fortune 500 executives, and your Grandpa Larry have watched with sadness as their beloved Town Cars, Park Avenues and DeVilles drifted off into the ether, leaving them with a difficult choice - buy European (I ain't buying no Nazi car!), downsize (I don't feel safe in this thing!) or move into a luxury mega-SUV (I can't see my grandson behind me in the driveway!).

Luckily, it looks like CEOs and coots alike will be able to breathe a sigh of relief soon. While technically a concept, the XTS is likely a very strong indicator of Cadillac's upcoming full-sized sedan, slated to replace the STS and the DTS - both of which, remarkably, are still available at your local Caddy dealership.

In concept form, the XTS is powered by Cadillac's 3.6 liter V6 direct injection V6 coupled to a plug-in hybrid system; combined, the car puts out 350 horsepower and 295 lb-ft of torque through a six-speed auto. It's unclear from the press release how the electric and gasoline powertrains interact exactly, but we'd bet both can be used to drive the wheels - unlike the Chevy Volt, where the gas engine is used simply as a generator for the batteries and electric motor.

Hopefully, any production version of the XTS won't differ significantly from the show car's sleek lines, which (in our eyes) meld the CTS with the Mercedes-Benz S-class. Plan on a choice of V6 and V8 powerplants upon launch, with a hybrid option soon afterwards. As for when it lands in dealerships - summer or fall 2011 seems like a safe bet.

And on a side note, GM's vice-chairman and Main Car Bro Bob Lutz announced Cadillac will indeed be producing its own version of the Chevrolet Volt, based on the Converj. It won't be hitting the streets until sometime after 2012 (assuming we're still alive by then! DUM DE DUM!), and will probably be pretty faithful to the concept - two doors and edgy styling over the Volt's four doors and slightly bland looks. And it'll probably cost more than $50,000. But I'd still buy one.

Chevrolet Aveo RS Concept

Like the looks of this Aveo RS? Then you'll probably like the regular Aveo when it hits the ground next year. Just strip off the spoilers, the ground effects, and throw on some more conventional headlamps. With its sights locked squarely on the Honda Fit, the Aveo will take the bottom rung in Chevy's lineup.

The concept has a turbocharged 1.4 liter inline four-cylinder engine under the hood pumping out 138 horsepower, and routing it to the front wheels through a six-speed manual. If they're smart, Chevy will actually produce a high-performance version of the Aveo; we've been wishing Honda would do a Fit Si for years, and if the Chevy is anywhere near as fun to drive as the Fit, they could sell a boatload. Hell, we'd probably buy one.

2012 Ford Focus

Not to be outdone in the small-car department by their arch-foes at GM, Ford unveiled the next-generation Focus in Detroit - and as Peter Griffin would say, it seems freakin' sweet. For the first time, the Focus sold here in the States will be nearly identical to the version sold in Europe, which should mean European-style (i.e. better) handling and materials when it lands here early next year.

Equipped with a 2.0 liter inline four-cylinder making 155 horsepower and 145 lb-ft of torque, the Focus comes with your choice of six-speed transmissions - manual or "dry-clutch automatic," which is just a fancy term for the sort of dual-clutch gearbox found in everything from the Ferrari 458 Italia to the Volkswagen Golf. Ford also announced a electric-powered version, which should be coming our way in later 2011.

Coming in both five-door hatchback and four-door sedan forms, the new Focus boasts a bevy of cool features most people probably wouldn't expect on a compact car, from an assisted parallel-parking system (complete with rearview camera) and an eight-inch dash-mounted touch screen. Pricing hasn't been announced, but expect it to be pretty much in line with its competitors - the Honda Civic, Toyota Corolla, Nissan Sentra, and upcoming Chevy Cruze.

2011 Ford Mustang GT

Hot on the heels of upgrading the V6-powered Mustang to 315 horsepower, Ford is throwing a new 5.0 liter V8 under the hood of the 'Stang GT, bumping power up to 412 horses. While still down a few ponies  to the Camaro SS and Challenger SRT8, the revised 'Stang should be lighter than its fellow muscle cars, giving it an edge in the curves (and probably on the straights too).

Pricing is still unknown, but since the installation of the new V6 didn't jack up the base Mustang's price very much, expect to pay around the same amount for the 5.0 as the old 4.6 liter V8. (Anal-retentives, please not the emphasis placed on the word around. There, did it once more just to ensure you understood.)

GMC Granite Concept

As the first American entrant into the "funky box"category of small cars pioneered here by the Scion xB, the Granite raises the style bar a few notches higher. Up 'til now, the small boxes like the xB, Kia Soul and Nissan Cube had convenience in spades, but good looks weren't part of the deal.

But the Granite manages to make boxy look badass. Running the same engine as the Aveo RS Concept in a more utilitarian package, performance isn't really the name of the game here - 138 horses is adequate, nothing more, nothing less.

However, GMC insisted on extolling the Granite as a "flexible, functional social space...equally at home at the cabin or the club." News flash, PR flaks - any place with more than one person is a social space.

2011 Honda CR-Z

Though we've already seen it in leaked brochure photos, it was nice to finally see Honda's new sporty hybrid coupe in the metal for the first time at the show. Looking pretty much like what you'd expect the Insight to be had it remained a coupe,  the tiny Honda promises to be a pretty fun drive. 

With a 1.5 liter inline four under the hood connected to Honda's "Integrated Motor Assist" hybrid bits, the CR-Z (the "Crazy?") puts down 122 horsepower and either 128 or 123 lb-ft of torque, depending on whether you choose the six-speed manual or the CVT. (The manual has the higher torque figure, because manuals are awesome that way.) Fuel economy is estimated at 31 mpg city/37 mpg highway for the stick, and 36/38 mpg for the CVT - so if you do a lot of city driving, it might be worth it to go auto. Maybe.

The CRaZy will go on sale here in the latter part of 2010, in two forms - base and EX. The base model will hardly be a stripper, as it will reportedly feature a six-speaker CD/USB stereo, automatic climate control, stability control, power everything, keyless entry and cruise control. Should you feel compelled to move to the EX, you'll add a 360-watt seven-speaker stereo, xenon headlights, and Bluetooth, among other features. The base sounds pretty good to us, honestly. No details on price yet, but our fingers are crossed for the base model to land under $20,000.

2012 (?) Mercedes-Benz CLS

Sadly, the next-generation of Mercedes's four-door "coupe" wasn't really at the show. However, M-B did have a model showing off the basic shape of the new CLS. From the looks of it, it seems Mercedes was trying to replicate the shape of the car under a sheet; however, the guys at egmCarTech thought it looked more like Robert Patrick's liquid-metal T-1000 oozing into the shape of a car, and quite frankly, we have to agree. But if the car is as pretty as the display implies, it won't need to shape-shift to snare people's attention.

Mini Beachcomber Concept

Do you miss the Mini Moke? (Hell, do you even know what the Mini Moke is?) Well, for those of you with a fondness for the old pseudo-off-roader still found carving up beaches on St. Barts, Mini has just the car for you.

Well, you can't actually buy the Beachcomber. It's more of a concept version of Mini's upcoming small SUV, which will probably be called the "Countryman." (We're still pulling for the "Countrymouse," but only if they rename the Cooper the "Citymouse.") When the actual Mini-SUV hits the dirt roads, don't expect to see the Beachcomber's removable doors or spare-tire-like "backpack;" do expect the elevated ride-height, knobbier tires and available all-wheel-drive. Hopefully we'll be seeing the production version sometime this year.

Volkswagen New Compact Coupe Hybrid Concept

No, we didn't add the "new" to the name - Volkswagen did. Frankly, we're not sure why, since so far as we remember, there wasn't an Old Compact Coupe Hybrid Concept. But whatever they call it, we're grateful, because the NCCHC promises to be a pretty sweet little ride.

Coming across like a Honda CR-Z Plus, the NCCHC packs a 1.5 liter turbocharged and supercharged inline four connected to enough hybrid pieces to provide a combined 177 horsepower and 45 miles per gallon. I believe the technical term for that is "win/win."

While the car may be called a concept, it looks pretty damn production ready to us. Of course, VW's thrown us curveballs before - remember the Nardo supercar concept? - but there's a world of difference between producing a quarter-million-dollar supercar and an inexpensive hybrid sports car. Hell, just ask Honda - who canned the new NSX most of the way through its production cycle. Luckily, rumor has it the NCCHC will be heading stateside as a coupe version of the new Jetta - hopefully with hybrid powertrain intact.

All in all, it wasn't a huge year for the Detroit show. No show-stopping concepts, no earth-shaking revelations - just a whole bunch of pretty exciting new cars. And to be frank, we're okay with that. Given the last couple years in the automotive world, a little piece and quiet seems rather nice, doesn't it?

For the last Burst of News of 2009, we’ve decided to keep things short, since, let’s face it, you’re still playing with your new Christmas toys and already pre-gaming for New Year’s Eve.

First out of the gate, some excellent news for all fans of cheap speed (and apart from drug dealers and overprotective mothers, who isn’t?). With Toyota and Subaru’s jointly developed rear-wheel-drive coupe coming down the pipe, other Asian automakers are scrambling to pump out small, inexpensive sports cars to compete with the Toyobaru. (While Toyota is now calling the concept version the FT-86, we still prefer the portmanteau.)

According to Inside Line, Nissan is considering a new small sports car for the 2011-2012 time frame, to slot under the 370Z. Should the coupe receive the green light, it will likely pack a 200-horsepower, 1.8 liter turbo four cylinder, along with the same six-speed manual/seven-speed auto choices from the Z. Insiders say styling may resemble the company’s 2005 Foria concept – which would be a shame, ’cause the Foria is kinda homely to our eyes. As for a name, we’re hoping Nissan axes the 240SX moniker for our shores. (Note to Nissan: don’t use the letters “S” and “X” next to each other in your car’s name.)

"I shall call it...MINI-Z!"Okay, fine, here's the Foria.While Mazda would seem to already have a strong foe for the Toyobaru in the Miata, it seems they’re not content to place all their hopes on The Car That Saved The Roadster. Instead, they’re replacing the Jack LaLanne-like RX-8 with a new RX-7. Given the name change, it’s likely the new car will ditch the tiny suicide doors of the RX-8 and return to the two-door layout of the prior RX-7. A new version of Mazda’s Renesis rotary engine will be plopped under the hood, likely pumping out between 200 and 250 horsepower. According to Inside Line, Mazda hopes to keep the price around $25,000 when the car hits the streets – hopefully as early as 2011.

Adieu, wacky RX-8. You will be missed.However, Toyota and Subaru are facing threats from across the Sea of Japan, as well. AutoCar claims Kia is drafting up plans for a RWD sports car based off the Hyundai Genesis Coupe’s platform, and featuring styling similar to the Kee Coupe Concept. However, in a surprisingly earnest admission, Kia design director Peter Schreyer says the company needs to “grow a little more in stature” before the marketplace would be ready to accept such a sporty Kia, adding the car could be ready in around five years. We say: Kia, grow a pair and put this baby on the market in two. Charge a grand less than Toyota and Nissan, and with the Genesis Coupe’s chassis and a cleaned-up version of the Kee body, you’ll sell every one you can crate over here.

This is of course in addition to the Honda CR-Z Hybrid headed for our shores in latter 2010; while the CR-Z’s front-drive hybrid layout means it won’t exactly be a direct competitor for the spate of RWD coupes, you can bet at least a few people will be cross-shopping the Toyobaru and Co. with the Honda.

Thanks to Temple of VTEC for this leaked CR-Z image.

For some folks out there, though, cost isn’t an issue when it comes to buying a car. We here at CCO, sadly, don’t belong to that fraternity of rock stars, trust fund babies, and un-dateable social media founders; however, should our platinum-plated ship come in (a Powerball ticket also would do it), most of us would put the Ferrari 599 Fiorano right at the top of our list of purchases. (As in, we’ve figured out how long it would take to get to Miller Motorcars of Greenwich, CT and place our order.)

So when we saw what one wealthy bastard fellow had done to a perfectly good 599, we wanted to pull an Elvis and put a couple .44 Magnum hollow-points through our television. No, we don’t browse the Web on our TV – it’s just that the prick gentleman in question happens to be the son of John Walson, inventor of cable television.

"Hello, U.N.? I'd like to report a crime against humanity."

Edward Walson (bet he doesn’t like being called Eddie, either) used a portion of his shit-tastically huge inheritance to commission Ferrari’s Special Projects Division (Motto: “Cooler Than Your Job”) to whip up this golden turd after being inspired by a one-off Ferrari from the 1968 Federico Fellini film Tony Dammit. This is like asking Lockheed’s Skunk Works to take an F-22 Raptor and attach two extra wings because you always wanted an X-Wing starfighter.

While Walson and Ferrari call it the P540 Superfast Aperta, the rest of us would rather just call it  a mistake. So if you happen to see this monstrosity parked on the street, please, do every car lover (and person with sight) a favor and drive your car into it at high speed. (Safety first, though – reverse into it, please.) If this 599 could talk, it would be begging to be put down. Don’t make it suffer.

Blessedly, our other piece of Ferrari news today is much sunnier. According toQuattroruote (the article’s in Italian), the Italian automaker will be unveiling its new hybrid system in a 599-based concept at the 2010 Geneva Motor Show. Fuel economy is expected to receive a 35 percent bump, allllll the way up to 14 miles per gallon. Should the electric motor power the front wheels as we previously reported, Geneva will be unveiling a 599 with all-wheel-drive, improved handling and more miles per gallon. It’s as though God heard the prayers of every Ferrari-lover in New England.

A Ferrari 599 GTB, in what is obviously New Hampshire.Finally, Aston Martin has released a few images of the completed version of its Cygnet concept, and it looks as adorable as a cartoon owl. Which is to say, pretty damned un-Aston Martin like.

The Aston Martin CygnetOwly

The Cygnet – which we remind you is pretty much a Toyota iQ under those pretty headlights – remains a concept for the moment, though Aston’s press release reiterated the company’s desire for the car to “become a production reality,” in an apparent effort to negate the machismo imbued upon the brand from the last three Bond movies. (And that Daniel Crag musk doesn’t come off easily.)

If Aston really wants an environmentally friendly micro-car for their line, we’d like to make the same suggestion we made to Mercedes-Benz when they brought to Smart over here (and by “made,” we mean “yelled at a billboard”): MAKE IT ELECTRIC. Yank out that dinky gas engine and strap in an electric motor with enough torque to chirp the tires. If it’s supposed to be a city car, low-speed performance is far more important than top speed. You only need enough juice to make it 50-75 miles, anyway; any further than that, and your driver will probably want to take their other Aston anyway.

Anyway, that’s it for us this year! Happy New Year, and here’s to an exciting and successful 2010!

The Good: Powerful engine, lots of performance for little money.

The Bad: Torque steer can be intimidating, uncooperative shifter.

The Verdict: A sports car for the poor - with room for four.

When arranging for us to test the Mazdaspeed 3, the Mazda PR representative seemed almost a little contrite about our opinion of the regular Mazda3 we reviewed last August. “I hope it finds your favor better than the Mazda3 did,” he remarked in an email.

We were a little puzzled. After all, it wasn’t that we disliked the 3; it was a playful little economy car, even if it was laden with malapropos features like heated leather seats and xenon headlamps that turned with the front wheels. It was just awfully pricey - $24,455 is a lot to pay for a compact car.

But if they were concerned we were going to be harsh on the Mazdaspeed3 for the same reasons we took the regular 3 to task for…no worries, Mazda. Because the Speed 3 is not an overpriced compact car. It’s a vastly underpriced sports sedan.

Like any good sports car, the Speed 3’s greatness ultimately boils down to two factors: the engine and the suspension. And this engine is a doozy – a 2.3-liter inline four-cylinder with a hefty turbocharger bolted to it, pumping the little engine up to 263 horsepower and 280 lb-ft of torque. Given the car weighs a mere 3,221 pounds dry, this adds up to some serious whee!

But unlike most cars with this much power, the Mazda directs all that power to the road through the front wheels, and the front wheels alone. When so much power is directed through the same wheels being used to aim the car, it results in torque steer – when the force of the engine is strong enough to tug the car off course. In most front-wheel-drive cars, the condition is too slight to be noticed – but in the Speed 3, it’s as subtle as the latest Roland Emmerich film.

Mazda’s official line is the torque steer adds to the car’s fun factor, and while I certainly wouldn’t want the front wheels doubling as the drive axle on most performance cars…I gotta agree with the good folks at Mazda. It is pretty damn fun – once you get used to combating the wrenching wheels. (Though extensive driving may lead to the development of Popeye-like forearms.)

But the torque steer wouldn’t be much fun if the car didn’t blitz off the line like Reggie Bush. (And yes, I know that defensiveplayers blitz, while Reggie is an offensive player.)

(Ed: Actually, Terrell Owens is an offensive player – Reggie is just a running back. Zing!

 

Oh, come on! That was gold!)

Sorry about that. The point being, this little sucker is fast. Given a twenty-foot gap to accelerate between the stop sign and the angry traffic of the FDR Drive, I revved up the engine, dumped the clutch – and wasn’t entirely sure I hadn’t been rear-ended by a Super Duty.

Having the turbo on your side means you’ve got power pretty much whenever you want it. Turbo lag is just apparent enough to be noticeable, without giving you the sort of hyperdrive effect seen on such cars as the old Porsche 930. By highway speeds, the tight-ratio six-speed manual gearbox has the engine spinning fast enough to make passing power availableright frikkin’ now – and that’s just a safety feature, dude.

As for that stick shift – while I have to award major props to Mazda for only offering the Speed 3 with a manual transmission, the tranny itself does have a couple flaws. While running the engine at higher RPM on the highway is great for keeping the turbo in play, it doesn’t do much for fuel economy. And sixth gear is located awkwardly far down and to the right; several times I tried to upshift from fifth gear only to be shunted back into fourth. A firm hand is required to enable top gear.

As for the car’s handling, the suspension and tires don’t let the promise of that ballsy engine down. The Speed 3 romps around corners with glee; from the first turn you take, it’s apparent the car wants to be driven hard. Steering feel is a bit heavy at lower speeds; however, it loosens up as velocity increases, and while it may not be the most communicative steering rack out there, it’s not really complaint-worthy, either.

Thankfully, Mazda managed to find a pleasant balance between sporty and ridiculous in the car’s styling. While some automakers tend to slap all sorts of gaudy accoutrements on their sporty low-priced models, Mazda was content to leave the already wild-looking 3 more or less alone. The biggest difference can be seen up front, where the Speed 3 boasts a deep hood scoop and a gill-like guard on the front air intake that only plays up the regular 3’s marine life resemblance.

In addition, the Speed 3 only comes in 5-door hatchback form, which prevents it from suffering from the odd-looking pinched rear common to the sedan version of the 3. Be it in regular or speedy form, the hatch is by far the more coherently styled of the Mazda3 lineup.

Inside, things remain pretty similar to the conventional 3. The seats, while cloth instead of leather, are just as comfortable as the bovine thrones in the Grand Touring edition we tested several months ago. The only real differences are a handful of little touches – red trim on the seats and shifter, and a small electronic boost gauge between the tach and speedometer to tell you how much exhaust the turbo is forcing back into the engine.

As for options, the Speed 3 forgoes many of the fancy options hoisted on our last high-end tester – and is little the worse for wear. My tester was equipped with the only big-ticket item on the options list: the $1,895 Tech Package, which adds a 10-speaker Bose stereo with 6-disc CD changer and satellite radio, a keyless entry system allowing the driver to lock, unlock or start the car without removing the key from his or her pocket, and a navigation system.

About that navigation system…well, it’s not the greatest factory guidance system out there. The screen is conveniently mounted high on the dash, close to the driver’s eyeline; however, it’s about the size of a Triscuit. The only way to control the system is via small buttons on the steering wheel, meaning the driver can’t delegate programming duties to a passenger. Plus, while the computer claimed to automatically dim the screen at night, it failed to do so in my car – forcing me to drive around with a blindingly bright square of light in my eyeline. Ultimately, I had to pull over and manually switch it over to night mode – and switch it back and forth every twelve hours or so.

Still, for all its faults, the navigation system did seem as though it had been put together for people who love to drive. While heading back to New York City from Pennylvania’s Bucks County late one night, the system pointed me down a series of increasingly smaller and windier rural New Jersey roads instead of sending me straight to the four-lane highway I’d taken on the way down. I don’t think the back roads were any quicker – but they were certainly more fun.

 

The Bottom Line:

Even in this day and age, when automakers are making 550-horsepower sport-utilities and muscle cars roam the streets once more, the Mazdaspeed 3’s combination of performance, frugality and usability stands out. For less than $24,000, Mazda has created a car that can seat four adults or carry a good amount of cargo while performing like an honest-to-God sports car.

This is the kind of car that reminds people who love to drive where that love comes from. It was in pursuit of cars like this that led me to start College Cars Online – affordable, fun cars suited for young people. If we awarded a College Cars Online Car Of The Year (we’re not – but stay tuned for next year), the Mazdaspeed 3 would be at the head of the pack.

Base Price/Price As Tested: $23,945/$25,840

0-60: 5.8 seconds (courtesy Car and Driver)

Fuel Economy: 18 city/25 highway (EPA estimate)

Competitors: Subaru Impreza WRX, Volkswagen GTI, Honda Civic Si