Top 10 Cars To Modify

TOP 10 CARS TO MODIFY

10 . FORD FOCUS ST

It's understandable if you find yourself thinking of the 2013 Ford Focus ST as an exotic model imported from Europe.

The sleek lines of the bodywork surely suggest innovative European style. A 252-horsepower turbocharged engine with direct fuel injection surely suggests exotic European technology. A poised, comfortable ride combined with agile, fluent handling surely suggests European tuning. But as it turns out, the 2013 Ford Focus ST is built in Michigan, and it can be had at a discount price, just as you'd expect from anything made in America.

As small cars have lately taken a more premium aspect in appearance, so, too have these cars also morphed into the kind of high-performance packages that appeal to grown-ups as well as kids. The Honda Civic Si, Mazdaspeed 3, Mini Cooper S, Subaru WRX and Volkswagen GTI all have become respectable as well as fast, and the Ford Focus ST takes its place among them.

To be sure, the Focus ST makes its mark in this group with performance, thanks to its turbocharged 2.0-liter four-cylinder engine, quick-shifting six-speed manual transmission and clever electronics that help make this powerful front-wheel-drive car tractable and easy to drive quickly. Yet more surprising is the availability of features and options that you would expect only from a car with a far grander price, notably the MyFord Touch and Sync electronics interface for the audio and navigation systems.

Just like the Ford Focus itself, the 2013 Ford Focus ST looks and feels as if it should be priced higher, which is just about the highest compliment that can be paid to any automobile. In a way, it offers the best of both worlds offered by the GTI and Mazdaspeed. For performance, it keeps up with the Mazda and outperforms the GTI. And for refinement, it matches the VW and bests the Mazda. It's also much more practical than a Cooper S.

The Focus ST does have a couple drawbacks -- namely the finicky-to-use MyFord Touch interface and the lack of an automated transmission -- but overall we think it's raised the bar for the hot-hatch class.

9 . CHEVROLET COBALT SS

Now, Along with more efficient performance, the ’09 Cobalt offers customer focused enhancements that build on a package of choices, convenience and safety features that other competitors can’t match. And with an industry best five year/100,000-mile powertrain warranty, an Insurance Institute for Highway Safety “Best Pick” for safety and a lower MSRP than many popular competitors, it is no wonder the Cobalt is one of the most popular choices in the small car segment. It ranks third in new registrations in a field with 20 competitors.

“No matter how you compare it against the competition, it’s clear that Cobalt is a winner,” said Ed Peper, Chevrolet general manager. “Cobalt’s value is more than a competitive price and a long list of standard features. It’s in the performance, refinement and dependability of the car, as well as the wide range of model and option choices.”

If the Corvette caused jaws to drop, certainly the Cobalt SS heading the index will leave them on the floor. In this case, the Cobalt has found a particular sweet spot when it comes to balancing fuel economy with all-out performance. The turbocharged 2.0-liter Ecotec four, which has 260 bhp on tap, deserves the lion’s share of the credit with its EPA city rating of 22 mpg and its highway average of 30 mpg. Remember, this is the same engine that vaulted the Solstice GXP into the top 10 over its normally aspirated sibling. But also the work done by GM’s Performance Division on the car, including some heavy track time at the Nürburgring, pays huge dividends in the fun department. Not only is the car quick (0–60 in 5.5 sec.), it sticks as shown by its 0.92g on the skidpad and 72.4-mph slalom time. Throw in launch control, no-lift shifting and a range approaching 400 miles all for a sticker that’s under $25,000 and you have fast and frugal defined.

8 . BMW 3 SERIES

Though it’s more expensive than many competitors in the class, auto reviewers agree that the 2013 BMW 3-Series offers powerful, fuel-efficient engine choices, capable handling and a spacious back seat.

The 2013 BMW 328i sedan is powered by a turbocharged four-cylinder engine, which most reviewers agree offers a winning combination of power and fuel economy. A six-speed manual transmission is standard, while an eight-speed automatic is available as a no-cost option. Critics say that the automatic transmission shifts quickly and smoothly. 

The EPA reports that the 328i sedan gets 23/33 mpg city/highway with the automatic transmission, which is quite good for an upscale midsize car. If you want more power, 335i sedans come with a turbocharged six-cylinder engine that earns similar fuel economy. Coupe and convertible models, which are based on the previous generation, see slightly lower fuel economy estimates. Historically, the 3-Series has been regarded as one of the best-handling sedans in the class, and reviewers maintain that although the 3-Series grew larger with its 2012 redesign, it still offers thrilling handling and a composed ride.

High-quality materials impress reviewers who’ve test driven the 2013 3-Series. They say that the 3-Series cabin features logically placed controls and exceptional build quality, though a few auto writers say that BMW’s iDrive system could be easier to use. Some critics also note that leather seats ought to be standard at the 3-Series’ price point, but others point out positive attributes, such as the sedan’s spacious back seat. Standard features on the 328i sedan include rain-sensing windshield wipers, dual-zone automatic climate control, Bluetooth phone connectivity, a USB port and iDrive, which features a 6.5-inch color display. Options and features available in packages include wood or aluminum trim, navigation, lane departure and forward collision warning systems, an upgraded Harman Kardon stereo, a moonroof, parking sensors and a backup camera.

7 . FORD MUSTANG GT

The 2011 Ford Mustang looks virtually the same as last year’s model, but new engines and other improvements make it a better drive—and better equipped—in just about every way. With either the all-new 412-hp V-8 in the GT or the new 305-hp, 3.7-liter V-6 in the base models, it’s both faster and more fuel-efficient. Highway fuel economy rates as high as 31 mpg with the V-6, or 31 mpg for the GT.

V-8 pony-car aficionados will be thrilled to hear that the "5.0" is back. With lots of torque, good throttle response, and a rev-happy, rorty attitude, the new engine feels just right and enables the sort of performance that only exclusive tuner versions could provide a few years ago.

To match the new powertrains, the 2011 Mustang models get upgraded brakes, as well as body and suspension enhancements; they all get electric power steering. The Mustang received a complete refresh last year, for 2010, with reshaped sheetmetal on the outside, along with an updated center stack and audio controls; those changes carry through to 2011.

Just as before, the Mustang is available either as a Coupe or Convertible, both in GT or V-6 form, and the Convertible comes with a reasonably tight, well-designed soft top. Ford is finally catching on to both the Mustang’s personalization potential and its appeal with tuners; both models can be equipped with special paint schemes, hood scoops, and such, and new to the V-6 is a performance package—aimed at weekend racers—that adds most of the GT’s goodies for an affordable price.

6 . SCION XB

The 2013 Scion xB ranks 19 out of 40 Affordable Small Cars. This ranking is based on our analysis of published reviews and test drives of the Scion xB, as well as reliability and safety data.

The 2013 Scion xB has a spacious cabin and a comfortable ride, but many rivals offer more modern transmission choices and earn better fuel economy estimates.

Critics say the 2013 Scion xB isn’t especially fun to drive, but they also note that its four-cylinder engine should provide adequate power for most drivers. On the downside, some reviewers say that both the manual and automatic transmission choices are a gear or two short of the transmissions found in many rivals, which some say hurts not only the xB’s performance, but its fuel economy. At 22/28 mpg city/highway, the xB’s fuel economy estimates are low for the class. Most critics say that the xB has a comfortable ride and strong brakes.

Test drivers say the xB’s interior offers great seating and cargo space. They report that the xB’s cabin materials are fairly hard to the touch, but don’t seem too displeased given the xB’s price point. The xB comes standard with a six-speaker Pioneer stereo, HD Radio, satellite radio and a USB port. A number of interior and exterior accessories are available through Scion’s dealer network, including a BeSpoke stereo upgrade that adds navigation and allows you to stream Internet radio through a smartphone.

5 . SUBARU WRX

In all honesty, we were hoping to be introducing an all-new 2013 Subaru Impreza WRX and WRX STI in this space. By all accounts, the new sport-tuned models would have been based on the redesigned Impreza that debuted last year. We were hoping that the improvements in fuel efficiency and interior quality would have carried over to the WRX, but alas, we must wait yet another year.

To the Subaru's credit, the WRX and STI still offer thrilling performance, even as they start their ride off into the sunset. The Impreza WRX generates 265 horsepower and features a well-tuned and balanced chassis that allows for hard cornering on a track or on winding canyon roads. Then there's the added benefit of all-wheel drive to help improve traction in inclement weather or while powering quickly out of tight corners. The WRX STI further enhances performance with a more powerful turbo that kicks output up to 305 hp, plus limited-slip differentials both front and rear to get that power to the pavement.

Outside of performance, however, the 2013 Subaru Impreza WRX and WRX STI come up short of the competition. A certain lack of refinement is most noticeable within the interior, where hard plastics abound and the fit and finish seems unimpressive. The navigation and audio systems are also a sore spot, as they suffer from indifferent performance and frustrating controls.

In dramatic contrast, the new 2013 Ford Focus ST provides a much nicer cabin with up-to-date electronics. The Focus ST doesn't out-perform the WRX in terms of performance numbers, but it's just as rewarding to drive at full throttle. The handsomely appointed 2013 Volkswagen GTI is also worth checking out, although it is even more outclassed by the WRX when it comes to performance. The even sharper WRX STI variant of this Subaru gets you into a different sporting class altogether, and at that level its archrival 2013 Mitsubishi Lancer Evolution comes into play.

With the likelihood of a much improved WRX and STI set to debut next year, we find it hard to recommend a 2013 model. At the very least, we'd wait to see what finally arrives. If time is of the essence, we'd steer shoppers toward the aforementioned alternatives.

4 . MITSUBISHI LANCER EVOLUTION

As it turns out, rumors of the 2013 Mitsubishi Lancer Evolution's demise were greatly exaggerated.

The scuttlebutt last year was that the Evo was out of the game, with an eco-conscious, hybrid-powered replacement waiting in the wings. In fact, the tried-and-true Evo X is back in the saddle for 2013, guns blazing with that familiar mix of turbocharged acceleration and phenomenal all-wheel drive handling.

If you're worried that the Evo is a little long in the tooth now, don't be. Although the regular Lancer sedan feels a little outdated, the Lancer Evolution's unique turbocharged 2.0-liter inline-4 and twin-clutch automated manual transmission are still among the best in the business. As for the exclusive all-wheel drive system, it's an all-time great; it keeps the car on course with such precision that we can't imagine how it could be improved. And the Evo has more than enough technology to compete with its contemporary rivals.

The Lancer Evolution's weaknesses are well-known by now. It's stiff, it's noisy, it's cheap inside and the steering wheel doesn't telescope. If this sort of thing bothers you, go buy a BMW. Enthusiastic Evo drivers will relish leaving you in the dust on twisty two lanes.

Yep, it's the same old Evo for 2013 and that suits us just fine. With all the numb, gadget-packed transportation pods on dealer lots these days, it's refreshing that Mitsubishi stubbornly keeps building one of the most capable and engaging cars in the world.

3 .NISSAN 370Z

Sports cars usually come attached to scary, unreachable price tags. The 2013 Nissan 370Z is an exception, however. It offers thrilling performance, precision handling and muscular styling without causing heart palpitations when you read the price sticker. This has been the Z-car philosophy for decades, and as the car's competitors have come and gone, the Z continues a fine tradition of providing driving fun at reasonable prices.

And fun it most definitely is. The Z's 332-horsepower V6 produces straight-line performance on par with V8-powered American muscle coupes like the Ford Mustang, while its smaller dimensions and superior handling help deliver an altogether more dynamic and involving driving experience. Stepping up to the Sport package not only brings along a limited-slip differential and upgraded brakes, but also the Z's real ace in the hole for the sports car game as well. This would be the SynchroRev Match feature for the six-speed manual transmission, which automatically blips the throttle when downshifting to perfectly match engine and wheel speed. It'll make you feel (and sound) like a professional race driver. (We wish more cars came with such a feature, including Zs without the Sport package.)

The 370Z is also notable for more than just its dynamic talents. Surprisingly, the interior is luxurious and the ride is comfortable, so long road trips are possible. The number of available features is also quite impressive, and there really isn't that much separating a loaded 370Z Touring from the mechanically similar 2013 Infiniti G coupe and convertible besides their extra seats and trunk space. Only an abundance of road noise and dearth of rear visibility take away from what is a pleasantly livable sports car.

We've touched on some of the 370Z's competitors, but none are truly the same in nature. The Z roadster lines up pretty well on paper with two-seat drop tops from Germany, but is much cheaper and sadly quite simply not as nice. The cars that perhaps come closest to the Z's value sport coupe recipe are the all-new 2013 Scion FR-S and 2013 Subaru BRZ twins. They don't offer anywhere near the same straight-line performance as the 370Z, but they are monumentally talented around corners. They also cost considerably less than the Z, while being more practical and capable of drawing just as much (if not more) attention than the 370Z.

Don't be surprised if future Z cars follow a similar, back-to-basics path as the "Toyabaru" twins, but that doesn't take away from the 2013 Nissan 370Z's range of performance talents or its surprisingly user-friendly nature.

2 . VOLKSWAGEN GTI

Putting the 2013 Volkswagen GTI up on a spreadsheet against its competitors makes the venerable German hot hatch a tough sell. After all, it gets bested by its rivals in acceleration, braking and handling tests. Even its cargo volume is just midpack. All of which cause some hesitation when you consider that a well-loaded VW GTI crests the $30,000 mark.

But there's more to the GTI than numbers. Its compliant suspension soaks up bumpy city roads without sacrificing a tight, sporty character. The interior is uncommonly upscale with premium materials, classy and restrained design, supportive front seats, roomy rear quarters and a quiet, well-damped cabin with the ambience of an entry-level luxury car.

Under the hood is a turbocharged 2.0-liter four-cylinder making 200 horsepower. That's as much as 60 hp less than the hot-hatch competition. Yet the GTI's mill still makes for a spirited drive, delivering useful power down low for swift passing maneuvers and quick bursts of acceleration. It also sounds cool, with a pleasant exhaust rumble. The turbo inline-4 pairs with a six-speed manual transmission for purists or a dual-clutch automated manual transmission to ease the pain of congested commutes.

However, there are better choices if speed and handling are your main priorities. The Mazdaspeed 3 and Subaru WRX both outgun the GTI in a straight line, while the Mini Cooper S bends more nimbly around corners. We also highly suggest considering the new Ford Focus ST as it combines impressive power with GTI-levels of refinement. But overall, the 2013 VW GTI is still more than the sum of its numbers, as it can dutifully carry you through the work week, then put a grin on your face as you find the quicker, curvier roads out of town for the weekend.

1 . HONDA CIVIC SI

The Honda Civic took a rare stumble in the 2012 model year. A redesign cheapened its interior, left it looking less cohesive than ever, and watered down the appeal of its typically perky powertrains and front-drive handling. At the same time, the competition grew more sophisticated and feature-rich. In one of the quickest turnarounds ever seen from Honda, Civic sedans were refreshed with new faces, new interior finishes, and retuned suspensions, all to shore up its reputation as one of the leaders of the compact-car class.

The 2013 Civic is substantially refreshed; the changes reset our take on the look and feel of the vehicle. New light gets shed on the Civic's Accord-influenced exterior: the front end clearly mimics the Accord’s face, from the new "open-mouth" lower bumper to the  black honeycomb mesh grille. The Civic also dons integrated fog lamps for the upper trims and new clear-lens cornering lamps (plus a chrome finishing bar in back and new Accord-like rear bumper design). In all, it looks more sophisticated from the outside. Inside, Honda hasn’t completely redesigned the funky contours of the instrument panel, but it’s redone pretty much all of the materials and surfaces, subbing in requisite soft-touch dash materials.
Performance is one area where the 2013 Civic is mostly unchanged--although some modest suspension changes (firmer springs, stiffer anti-roll bar, quieter bushings, and quicker steering ratio) go a long way toward making this staid compact sedan feel a little perkier again. Much of the lineup continues with the 140-horsepower, 1.8-liter four-cylinder engine, paired with either a five-speed manual or five-speed automatic transmission. Si models get a more muscly 201-hp, 2.4-liter four, and Civic Hybrid models will be back with their IMA mild-hybrid system that provides EPA ratings of 44 mpg, city and highway. Front brake rotors also get an upgrade in size, although we've noted that brake feel is a little mushy.

Honda has made major gains in refinement translate to a far more pleasant cabin experience. Its body has been stiffened with more high-strength steel, side pillars have been upgraded, and thicker windshield and front door glass have been applied—as well as more soundproofing for the dash, floor, doors, and rear tray. The difference is that you barely hear the engine when it's idling, road noise has been cut way down, and the softer dash materials make even the acoustics inside feel a bit softer. Interior appointments essentially carry over--with decent front seats but back-seat accommodations that could be better contoured. Ride quality isn't any worse than that of last year's model, and it actually feels a bit more settled.

The 2013 Civic has received some structural upgrades, and based on crash tests, its occupant protection is better than ever. It's achieved top 'good' ratings in the new small overlap frontal test, and it's now an IIHS Top 

By : Automotive News & Super Modified Sports Cars

Posted by : Shahen Tharammal

2015 Subaru WRX

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PRICE : For 2015 Subaru WRX $37,500 

A car built for Canadian winters, the all-wheel drive Subaru WRX has long been a perennial favourite for northern drivers who’ve still got a taste for sporty driving. The 2015 Subaru WRX has made its world debut at the LA Auto Show, and its packed full of the same Subie goodness that’s made it an enthusiast household name.

The big news for the new WRX is its employment of a continuously variable transmission (CVT) in place of its old 6-speed automatic. Hot shoes will not like this news item one bit – but before you throw your helmet at the screen, please note that a proper H-gate 6-speed manual is still available, putting power down through all four wheels exactly as your gear selection wills it.

A new 2.0-litre turbocharged flat-four does duty in the WRX spinning, spinning out 268 horsepower and 258 pound-feet of torque between 2,000 and 5,000 rpm. A new 2.5 litre turbo flat-four is rumoured to power the all-new WRX STI when it launches – mated only to a 6-speed manual.

At 1,562 kilograms (3,443 lbs) the new 2015 WRX is 59 pounds heavier than the outgoing model, but the 2015's additional power and torque will easily offset this weight gain. From a standing start, the new WRX will reach 60 mph (96 km/h) in 5.4 seconds - a seriously fast acceleration time for a non-STI car.

Even the regular non-STI WRX on display at the LA Auto Show looked rally-ready with plenty of STI styling cues. We sincerely hope that when the new WRX STI does launch, it shows up with its traditional gold wheels.

Fuel economy figures are as follows: the 6-speed manual is projected to return 11.2 L/100km (21 mpg) city and 8.4 L/100km (28 mpg) highway while the CVT-equipped car will get a rather unimpressive 12.4 L/100km (19 mpg) city and 9.4 L/100km (25 mpg) on the open highway.

Canadian pricing and availability are yet to be released, but expect the 2015 Subaru WRX to appear in Canadian show rooms in the first half of 2014.

EXTERIOR

Befitting of Subaru's flagship performance model, the Subaru WRX exterior presents a performance all-wheel drive car with aggressive yet refined styling.

The front end was built using a nose cone design for a dynamic solid shape, starting with Subaru's unified design motif, the hexagonal grille. The intrepid shape of the new hawkeye headlights is paired with the aggressive wide and low styling the WRX is known for.

For side design, the bottom end of the A-pillar was extended 200 mm toward the front from the previous model and the C-pillar now smoothly transits into the trunk surface for a flowing silhouette. Front fender ducts and special sharp side sill spoilers show off the sporty nature of the Subaru WRX.

The rear design further enhances the WRX's appeal as a performance model. The diffuser-integrated bumper and twin dual mufflers emphasize the low center of gravity and driving performance. Specially designed rear combination lamps were given a thin shape to highlight vehicle width. A small rear spoiler also enhances aerodynamic performance.

A shark fin antenna is used to match the body and add more refinement to the styling.

New alloy wheels (17x8J) in dark gun metal were designed to be more rigid and lighter.

LED lighting is employed for the headlights (low beams and clearance lamps), tail and brake lights and high-mounted brake light in an effort to improve fuel efficiency by saving power.

WR Blue Pearl and Crystal White Pearl are two new exterior colors.

INTERIOR

The Subaru WRX interior is all about high performance. The driver's seat was designed to be like a cockpit?the moment the driver opens the door, they get transported miles from their daily life.

For the first time, the WRX gets a D-shaped steering wheel for a sportier impression. The grip shape is easy to hold onto with a small diameter for improved operability and tactile feedback, making for a more appealing driving experience.

As a symbol of the racing spirit, a silver ring engraved with the letters "WRX" rests around the shift lever on manual models.

Befitting a high performance vehicle, the seats are designed with superior holding ability.

Decorative carbon trim panels and metal trim accents have been arranged around the interior, centered on the controlling elements. This gives the interior a quality feel and harkens back to the Subaru WRX racing image.

The meters employ a dual dial layout with horizontal needles, 3.5-inch full color liquid crystal display and aluminum rings for improved functionality and a quality feel. The attention to detail gives a refined, performance feel of a high performance car. The red-based lighting elicits a performance racing image, made even more noticeable by its contrast with the white needles.

As another racing symbol, the multi-function display is equipped with a boost pressure display screen.

The interior is solid black from roof to floor, bringing the whole interior together and allowing the driver to concentrate on driving. Quality materials soft to the touch are used in places the passenger will touch frequently for a more quality interior feel.

Red is used throughout on stitching and meters in homage to the WRX racing image.

Models equipped with navigation systems support Aha Radio.

The Subaru WRX uses harman/kardon audio systems custom tuned to acoustically fit the WRX.

PURE POWER IN YOUR CONTROL

The product concept "Pure Power in Your Control" was established during development of the new Subaru WRX. This concept aims to reach an even higher order of "absolute speed" and "driving excitement" for sports sedans, the goal pursued in successive generations of WRX models.This product concept was embodied to maximize the potential of the turbo Boxer engine and the pursuit of ultimate control performance, allowing drivers to steer the vehicle exactly as they imagine. To this end, the body has been made lighter and more rigid, integrating extensive chassis reinforcements.

CHASSIS

The electrically assisted power steering has a quicker ratio now, changed from 14.8:1 in the previous WRX to 13.3:1. The steering-gear mounts are 230 percent stiffer than the Impreza’s. The front brake discs now measure 12.4 inches, up from 11.6, and are clamped by opposed-piston calipers. They hide behind new wheels that are 5 percent more rigid but the same mass as the old wheels and wear 235/45R-17 Dunlop SP Sport Maxx summer tires.

While the new WRX doesn’t offer? much more power, it does have a lot more ?stiffness. The springs, dampers, crossmembers, subframe bushings, and front? control-arm bushings and attachments? are all stiffer. The front and rear anti-roll bars are meatier, the rear trailing-link bushings are upgraded, the struts are thicker, and Subaru added stiffening plates to the front suspension mounts. Overall, torsional rigidity is up 9 percent over the regular Impreza and 41 percent compared with the outgoing WRX. Subaru claims the car can pull 1.10 g in corners—plenty good for an Impreza.

DRIVETRAIN & SUSPENSION

One of the few vehicles truly comfortable on nearly every type of road, the WRX hardly belies its rally heritage.

Filtering out only the roughest pavement, the WRX's suspension is remarkably compliant. Credit goes mainly to the stiff structure, which lets Subaru pick and choose suspension bits to deliver a nearly luxury-grade ride that wouldn't feel out of place in a sporty car stickering for twice as much.

We pushed the WRX hard through some of Northern California's most scenic byways, challenging the car on a virtual rally stage of pavement types. On the glassy smooth stretches of Highway 1 along the pacific, we reveled in the car's near lack of body lean. In tight corners on a mountain road so narrow it was rarely marked with a center stripe, the WRX's quick steering was devoid of any hint of the vagueness that so often plagues electric setups.

We could have wished for a touch more road communication through the tiller, but this is still one of the finest electric systems we've experienced short of Subaru's own BRZ.

What surprised us the most was the WRX's high comfort level on the highway. Aside from a little more tire roar than we wanted to see, it was a smooth and silent operator.

On the power front, the WRX provides robust acceleration now with the benefit of virtually no lag. We did find first gear to be a little short in the stick shift model, but that's clearly not a problem with the CVT. The six-speed is a joy to operate, feeling far more refined than its five-speed predecessor.

Each of the CVT's three drive modes revealed its own unique personality. Frankly, we didn't much care for Intelligent, which seemed too eager to keep revs low. Sport livened things up, especially with the gear lever slipped into manual mode with its six pre-set ratios. Even though they aren't real gears, they present a reasonable enough facsimile that we enjoyed slapping our way through them with the paddles. Sport#'s eight fake gears were two too many, on the other hand.

ALL-AROUND SAFETY

Following Subaru's safety philosophy of all-around safety, all areas of safety performance have been enhanced. With Subaru symmetrical full-time AWD at its base, active safety was further enriched on the 2015 WRX by making the body lighter as well as improving rigidity and chassis performance along with the VDC system. All of this gives the WRX the best hazard avoidance in its class, ensuring the driving experience is exciting but safe in every scenario. In terms of passive safety, the all-new WRX employs greater use of high-tensile steel. While helping to reduce weight, these changes also enable a stronger body with world-class safety performance in collision tests from the front, rear and sides. Collision-absorbing material has also been added in the side engine compartment for increased pedestrian protection.

HANDLING

If the WRX powertrain didn't sway you, maybe the big-diameter anti-sway bars will. In concert with the WRX's very good electric power steering, and its defeatable traction systems, the WRX's drum-tight suspension setup gives it awesome transient responses and the elusive road-glue formula so, so lacking from anything with "Si" in its name these days.

From electronica to hardware, the WRX goes overboard to deliver godly grip. Both WRX AWD systems have electronic torque vectoring--not active side-to-side torque distribution, but a light application of brake to the inside front wheel to tighten up the WRX's cornering line, to a point. And the WRX's stability and AWD systems get their own control: Normal, Off, and a Traction mode that lets you flip off the stability nanny aids but leave on torque vectoring.

Aside from the obvious props given to the WRX's all-wheel drive and low center of gravity, there are higher-rate springs and stiffer shocks; beefier crossmembers and subframe bushings; stouter strut tubes; and more front-end body structure that tightens up the basic Impreza body for small-overlap crash tests but also pays dividends in handling. All of those make it easier for its electric steering to do more with a motor and a rack than most compacts: it feeds in natural amounts of weight and reaction from the road from a tighter ratio than the one in the basic Impreza. It follows kinky roads with admirable precision, though like a lot of electric systems coupled to summer tires, the WRX finds every groove in textured concrete roads and wants to follow most of them.

That might not be as frustrating as it sounds, because the WRX is set up so stiffly, you'd do well to debate its use as a daily driver.

Frigid temps are no friend of first drives, but we had no choice but to flog our WRXs through some sub-freezing numbers, to work it out of a funk and back into one. They took a while to warm up, but the 17-inch, Dunlop SP Sport Maxx RT tires weren't the limiting factor in our hairpin- and pothole-filled path across Napa County. The brakes were. Oppressively numb, with poor pedal stroke and feedback, they discouraged any nuanced footwork. It could have been the ambient temperatures, at least for a little while, but until we learned to stomp on them remorselessly, we couldn't carry WRX-grade speed into the tastiest corners.

PERFORMANCE

They're oxygen-starved by the WRX's new turbo four, which is the same tart performer that's in the 2014 Subaru Forester XT--the Best Car To Buy over at The Car Connection. There's nothing not to love here, outside maybe of the warm blast of forced-induction noise that drops by with anything more than a hair of throttle. The 2.0-liter four has direct injection, a twin-scroll turbo and intercooling, and its own cam profiles and valve-spring rates, for a net 268 horsepower, and peak torque of 258 pound-feet that hangs around from 2,000 rpm to 5,200 rpm. We'd say this thing pulls like a train--if trains weren't run by ginormous diesels, and didn't sound instead like David Coverdale's own Conair hair dryer, on the Tumble Dry High setting he seems to prefer.

The WRX's stock and trade transmission is a six-speed manual. It's a cog over the five-speed unit in the last WRX, and its first- and second-gear carbon synchros don't mind a little slam-shifting through its long lever action. In this transfer case, the WRX's all-wheel-drive system has a viscous coupling at the center that splits power 50:50 front to rear, and can shuffle torque front to back as traction needs arise. All told, the manual WRX hits 60 mph in about 5.4 Subaru-estimated seconds, about the same as the last-generation car.

So here's where the trolls begin to win over some of the weaker members of the herd. There's an automatic transmission back on the options list, not just an automatic but a continuously variable transmission.This CVT is not as inequal as other CVTs, though. As we've found in the Forester, it's cleverly programmed (in "SI-Drive") to act like a paddle-shifted automatic when it needs to, and to relax into a fuel-saving CVT idiom when it doesn't.

In "Intelligent" mode, it does the fuel-economy thing, adjusting its pulleys more gradually, tipping in throttle more hesitantly. In Sport mode, the throttle response quickens--and when the lever's moved to Manual, it actuates a program that uses paddles to act like a six-speed automatic. (The WRX will snap into that mode any time throttle use goes higher than 40 percent, too).

Then there's the Sport Sharp mode, the one that feels most convincingly like a good dual-clutch transmission. It actuates an eight-step program for the CVT, with full manual control via those paddles, delivering clean ratio changes without any of the shift shock a conventional torque-converter automatic might dole out. It's no PDK in terms of shift quickness or sheer mechanical complexity, but it must be the CVT that's most fully realized the possibilities inherent in the design.

All told here, the CVT-equipped WRX in its most aggressive mode can reach 60 mph in about 5.9 seconds. It also has a different all-wheel-drive system, one with a planetary-gear center diff and a 45:55 torque bias, and linkage to the WRX's steering and yaw sensors to change torque split.

Gas mileage isn't super wonderful: the manual's rated at 21/28 mpg or 24 mpg combined, the CVT at 19/25/21 mpg. Subaru says if you left the CVT in Intelligent mode all the time you'd edge closer to 24 mpg combined--but who has that kind of self-restraint anymore?

ENGINE

The 2015 Subaru WRX is equipped with a new high-performance 2.0-litre horizontally opposed DIT engine for improved power delivery with an eye on efficiency. The WRX's new DIT engine boasts improved performance over the outgoing model, producing a maximum 268 horsepower at 5,600 rpm and 258 lb. ft. of torque from 2,000 to 5,200 rpm while maintaining a high level of environmental performance.

SAFETY & FEATURES

The WRX should carry on with the Impreza's excellent crash-test scores--very good on the NHTSA scale, top-drawer according to the IIHS. It adds a driver knee airbag to its standard-equipment list, as well as adjustable front headrests and a rearview camera. The camera's output is displayed on a small 4.3-in. LCD screen that doubles as a boost gauge display, a VDC monitor, and an audio readout.

It's serviceable, but a prettier display takes over some of those functions when the optional navigation system's installed. We're no fans of Subaru's stabs at infotainment, but the display is bigger, and adds harman/kardon audio with 9 speakers and 440 watts of sound, along with Aha smartphone connectivity.

Among other standard features, the WRX now comes with standard automatic climate control; a flat-bottomed steering wheel that tilts and telescopes; Bluetooth; HD Radio; a single-CD player; and steering-wheel audio and phone controls. Other major options include a power driver seat; heated front seats; a sunroof; and pushbutton start.

The 2015 WRX goes on sale early in 2014.

SPECIFICATION

► Length : 4,595 mm

► Width : 1,795 mm

► Height : 1,475 mm

► Wheelbase : 2,650 mm

► Engine : 2.0-liter Horizontally-Opposed direct injection turbo "DIT" engine

► Displacement : 1,998 cc

► Transmission options : six-speed manual or Sport Lineartronic

► Max output : 268 hp / 5,600 rpm

► Max torque : 258 lb.-ft. / 2,000-5,200 rpm

► Tire size : 235/45 R17

► Seating capacity : 5

TRANSMISSION

The 2015 Subaru WRX also represents the first time a manual transmission has been paired with the DIT SUBARU BOXER engine. A new, optional Sport Lineartronic transmission provides greatly improved shift response for a sportier ride than the high-torque Lineartronic CVT found in the 2014 Subaru Forester XT.

 A new six-speed manual transmission optimizes the gear and gear stick ratio from the outgoing five-speed model to keep engine speeds lower, enabling better fuel economy and quieter driving at high speeds. The newly introduced Sport Lineartronic transmission draws out the full potential of the 2.0-litre DIT SUBARU BOXER engine in terms of power, torque and environmental friendliness, allowing for a rewarding driving experience. In Subaru Intelligent Drive (SI-DRIVE), selecting Sport Sharp (S#) switches to eight-speed shifting. SI-DRIVE's Sport Sharp mode within Sport Lineartronic emulates traditional shift points to let drivers feel the WRX's impressive power and performance.

2015 SUBARU WRX (VIDEO)

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By : Automtoive News & Super Modified Sports Cars