By John LeBlanc

PHOENIX, ARIZ.—Compact luxury crossover historians will tell you the 2004 BMW X3 was the vehicle that jump-started this new class. Soon after, you couldn’t walk into a new-car showroom without bumping into a small, premium crossover. For Honda’s Acura luxury brand, it was the RDX that debuted in 2006.

At the time, the five-passenger RDX was considered one of the more fun-to-drive vehicles in the new segment. It came with the brand’s first production turbocharged engine, and a version of Acura’s Super Handling all-wheel-drive system, first seen on the flagship RL sedan. Since then, though, winning over buyers has become tougher for the Acura. Fresher competition from Audi (Q5), BMW (X1), Infiniti (EX), Kia (Sorento) and Mercedes-Benz (GLK) relegated the Acura to also-ran status. But Acura is hoping an all-new model for 2013 will make its RDX a contender once again. About all that remains from the last RDX are those three letters.

Based on the also-new-this-year Honda CR-V, the Acura crossover drops its turbocharged four-cylinder for a naturally aspirated six, gains one more gear in its six-speed automatic transmission, replaces the Acura-exclusive rear-torque-vectoring SH-AWD system for the CR-V’s simpler setup, and loses its somewhat awkward exterior looks for a more generic style, mostly inspired by the larger Acura MDX. Acura says the base RDX gains about $3,400 in standard features over the outgoing model. But, at $40,990, it’s only $500 more than the 2012 model. Depending on how you equip its rivals, the pricing is about midpack: more than a $38,495 Kia Sorento EX-Luxury (which adds third-row seating) or $38,500 BMW X1, but less than a $41,600 ’Benz GLK. The only RDX option is a $3,000 Tech package, which adds navigation, an upgraded sound system and a power tailgate.

One of the biggest beefs with the old RDX was the lack of refinement under its hood. The noisy and harsh turbo four wasn’t one of Honda’s better efforts in regards to refinement. Although the Infiniti EX and Kia Sorento offer more horsepower, the RDX’s new 3.5 L with 273 hp is much smoother than the older model’s blown-four, and delivers 33 more horsepower. With the extra gear in the new autobox, the RDX scores better fuel economy, too: 10.7 L/100 km in the city (versus 11.7) and 7.4 on the highway (compared to 8.7). Note, though, that an X1 scores 9.2 and 6.4, respectively.

Driving enthusiasts will also miss the older RDX’s fun-to-drive nature. To a certain degree, the first-generation RDX drove more like a sports compact. Its light steering was sharp and communicative with no slack at turn-in. Body motions were kept well under control, and it always felt very well planted — even when you forgot you were driving a crossover and not an Integra Type-R. In the search for more mainstream buyers, though, Acura has softened the RDX’s steering responses. And the combination of the longer wheelbase and new AWD system (which only distributes torque front to rear instead of the old setup that would also add grunt to the outside rear wheel to aid in cornering) makes the 2013 model less agile when cornering hard.

Even with steering-wheel paddle shifters, I found the new RDX felt slower when accelerating at highway speeds than the last one (I’ll blame the nine less pound-feet of torque and the taller gear ratios). However, if I remove my helmet and Nomex racing suit and look at the RDX the way a potential customer would, Acura should have a hit on its hands. As a family station wagon with all-weather driving capabilities — with more power, features and prestige than the mainstream CR-V can offer — the RDX delivers. I spent most of my day’s drive time on wide-open Arizona dessert roads, northeast of Phoenix. In this environment, the RDX is much quieter than the outgoing model. And the extra millimetres in its wheelbase not only add much-needed legroom for rear occupants, they also deliver a smoother ride — something the typical crossover driver should appreciate.

I also suspect Acura will sell a lot more RDXs based on its new looks. The last model had unconventional proportions, highlighted by its prominent beak and “Knights of the Round Table” grille. Aided by the longer wheelbase and slightly shorter roof height, the new RDX looks a lot more conventional, with a rear design reminiscent of the larger MDX, and a front grille that shouldn’t offend anyone.

So while Acura officials at the RDX launch talked about injecting emotion into the brand (i.e. the reborn NSX super car coming for 2015), the RDX is definitely a step in the opposite direction. It focuses more on improved fuel-economy, more luxury features and practicality, and easier-on-the-eyes styling — values customers in this segment care about more than sports compact handling.

2013 Acura RDX

WHAT I LIKED: Conventional styling, roomy and comfortable interior, excellent highway driving characteristics.

WHAT I DIDN’T: Rivals offer better fuel economy.

PRICE: $40,990

ENGINE: 3.5L V6

POWER/TOURQUE: 273 hp; 251 lb.-ft.

FUEL ECONOMY: 10.7 L/100 km city; 7.4 hwy.

COMPETITION: Audi Q5, BMW X1, Infiniti EX35, Kia Sorento, Mercedes-Benz GLK

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GENEVA—For many car fans, the annual Swiss auto show held here at the foot of the Alps is strictly a “look-but-can’t-buy” proposition. While the auto industry has become a lot more global, regional regulations and consumer tastes still mean there are plenty of debuts here that will not be coming to Canada.

Sports and performance cars traditionally dominate this event because it kicks off the European spring driving season. And there were a gaggle of models that Canadian driving enthusiasts will need a passport and an overseas flight to enjoy.

One of my favourites this year was the new Audi RS4 Avant, seen above, a high-performance sports wagon that could blow the doors off a few so-called sports cars.Packing the same 450 horsepower V8 from the RS5 coupe, and the S4’s torque vectoring rear differential, this all-wheel-drive grocery getter can scoot from zero to 100 km/h in around five seconds, and top out at an unlimited 280 km/h.

With less than half the RS4’s power, the new Volkswagen GTI Cabriolet, left, isn’t quite as quick. But the idea of a ragtop version of the VW sports compact sounds more appealing to driving fans than the Beetle convertible we’ll get instead.

One Euro sports compact we may eventually get is the subcompact Ford Fiesta ST. Harnessing a new 1.6-litre turbocharged four-cylinder with 178 hp, Ford’s marketing department said it is “open to introducing the high-performance small car to other regions, including North America.”

A direct competitor to the Fiesta over here could be the new Peugeot 208 GTi. In an attempt to generate warm memories of its legendary 1983 to 1998 205 GTi supermini, the French automaker debuted its 200 hp hot hatch in concept form, but I expect it will go into production eventually.

While Canadians love diesels, Americans, well, not so much. Which is why we won’t be getting a new range of BMW M automobiles. A new “tri-turbo” 3.0-litre six-cylinder diesel engine making 381 hp and a whopping 546 lbs.-ft. of torque powers four M Automobile models: a 5 Series sedan and wagon and the X5 and X5 SUVs.

Speaking of “fun and practical” Euro-only rides, this year’s show also saw plenty of station wagon models that we SUV/crossover-loving Canadians will never see this side of the Atlantic Ocean. Perhaps the most-gorgeous new hauler in Geneva this year was the Jaguar XF Sportbrake. Its natural rivals include luxury midsize wagons like the Canadian-market Cadillac CTS and Mercedes-Benz E-Class. But for now, Jaguar has no plans to bring it to our country.

If you wished some (any!) automaker would step up and give the Volkswagen Golf Wagon some competition in Canada, this year’s show had plenty of candidates. Chevrolet, Hyundai, and Kia debuted their respective wagons of their Cruze, i30 (our Elantra) and Cee’d (our Forte) compacts—and all three are available with diesel mills, like the Golf.

It’s not a wagon, but the new Seat Toledo would be a nice replacement for all those older Mazda6 Sport owners looking to trade-in. Essentially a restyled version of our VW Jetta sedan, the Toledo offers a practical-but-stylish rear hatch. Or how about a subcompact people hauler — with no B-pillar for easy access — based on our Fiesta? That’s the new Ford B-Max, left, a mini-people hauler, that sadly, we Canadians will more than likely never see.

Of course, as anyone knows who’s had to park in a crowded European city like Geneva, the value of a small, easy-to-park car can’t be overstated. And this year’s show saw a plethora of small (and really small) cars we likely won’t see in Canada unless gas prices go even higher. The all-conquering Volkswagen Group continued to roll out variants of its new family of city cars, starting with the four-door hatchback version of the existing two-door Volkswagen Up!, and the virtually identical Seat Mii, and Skoda Citigo. While aimed at the European market, the Tata Megapixel concept is an extended-range hybrid (like our Chevrolet Volt) city car. Its makers in India claim it has a 900-kilometre range.

Small and luxurious cars were also popping up like weeds here in Geneva.

The all-new Audi A3, left, debuted as a two-door hatchback. A four-door hatch is a given, but we Canadians will only see a four-door sedan model at some point. Targeted right at the small Audi (and forthcoming front-drive BMW 1 Series) were new compacts from Mercedes-Benz and Volvo. The new Mercedes-Benz A-Class is lower and more aggressively styled than its more upright predecessor. The small ’Benz also gets a new family of four-cylinder gas and diesel engines ranging between 1.6- and 2.0-litres.

The new Volvo V40 four-door hatchback replaces both the S40 sedan and V50 wagon — but only in Europe, as we Canadians are being left with the older-generation C30 two-door hatch only.

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By John LeBlanc

NICE, France – Whether they are hyper-French super minis, molto bene-Italian hot hatches or English-cottage-industry sports cars, Canadian driving enthusiasts have been forced to adopt a “look, but don’t touch” stance towards a variety of niche European cars not sold in our country. Arguably the one car that elicits the strongest feelings of unrequited love, though, is Volkswagen’s Scirocco.

Back in the early 1970s, the Scirocco was one of the German automaker’s key vehicles in getting customers to think of VWs other than archaic, rear-engine cars with cute names (that would be the gazillion-selling Beetle). Replacing the Beetle-based Ghia coupe in 1974, the 2+2 Scirocco was a sexier looking two-door of the radical-for-VW front-drive Golf compact hatchback. The car became popular with those looking for an affordable European coupe, spawning copycats like the Renault Fuego.

But after two generations of Sciroccos in Canada, the more expensive Corrado replaced it in 1990. When the Corrado went away five years later, so did the idea of an affordable VW coupe. Flash forward thirteen years, and VW shows up to the 2006 Geneva auto show with its Iroc concept, a preview of an all-new third-generation Scirocco that went on sale in Europe two years later.

Like the original, the latest Scirocco based on contemporary Golf mechanicals—but not in Canada. VW has never imported (it’s built in the same Portuguese factory as the VW Eos retractable hardtop convertible) the aggressive-looking hatchback coupe into this country. Yet after driving a 2012 Scirocco BlueMotion TDI for a day, in and around the French Riviera port of Nice, I’d say that’s a pity.

Dimensionally, the Scirocco is wider yet lower than the Golf.  And if all you did was sit in the coupe’s driver’s seat, it would be easy to dismiss it as merely a Golf with one less rear seat and a more voluptuous body. The coupe uses the Eos’s dash design, but Golf owners will recognize every other knob and switch in the Scirocco. Swivel your head around, though, and the view gets very coupe-like. Instead of a three-across bench, a pair of bucket seats is buried into a cosy rear compartment. With the lower roofline, headroom for backseat passengers is obviously less than the Golf, but rear legroom is equal to the compact hatch.

Like many VWs, the Scirocco is available in Europe with a wide range of four-cylinder gas and diesel engines, from a 122 hp 1.4-litre to a range-topping 265 hp 2.0-litre turbo four that is also showing up in the Canadian-market 2012 Golf R this year. My lime-green Scirocco was powered by the same 2.0-litre turbo-diesel found in Canadian VWs, rated in Europe at 138 hp and 236 pound-feet of torque.

The “BlueMotion” part of the badging allows VW to claim this is the cleanest and most fuel-efficient Scirocco ever. With stop/start technology, battery regeneration, low-resistance tires, and a gearshift light to nudge you into changing gears up or down for the best fuel economy, the six-speed manual transmission scores an incredible 4.5L/100 km combined city and highway rating. My six-speed dual-clutch automatic model sips almost as parsimoniously at 4.9.

Admittedly, acceleration in the TDI Scirocco didn’t blow my lederhosen off. Zero to 100 km/h takes between 9 and 10 seconds. Even when I selected the gearbox’s Sport Mode, which firms up the Scirocco’s Adaptive Chassis Control (see below) and adds steering heft, the revs drop slightly, but forward progress isn’t substantially accelerated. Illustrating its low-revving diesel engine nature, the party’s over around 5,500 rpm. If European buyers need/want more urgency, they can pop for the 265 Scirocco R, which will shave about three seconds off the TDI’s 0-100 km/h time.

Whatever mill is powering the Scirocco, the car is a pleasure to drive. The Scirocco’s extra width and lower height deliver more sports cars driving experience than the Golf GTI. And, like our Golf GTI, there’s the typical Teutonic firmness and feedback that permeates the coupe’s steering, handling and ride qualities. But the Scirocco feels even more planted and flatter in the corners, never feeling tail-happy like the GTI can when being hustled through back-to-back twisties. Much of the credit goes to the Scirocco’s Adaptive Chassis Control. ACC offers three drive settings: Normal; Sport; and Comfort. Electrically regulated shocks are connected to a control that calculates the optimum setting for each wheel from information received from the steering, braking, engine, transmission and driving assistance systems. VW says, this allows the ACC to react continually, up to a thousand times per second.

Alas, as much as I liked driving the Scirocco for the day, the chances of it going on sale in Canada are slim—for now at least. Some have argued the 2+2 would steal sales away from the similarly priced Golf GTI. Whatever. If VW Canada ever decided to sell a Scirocco, it won’t be this model. There’s an all-new Golf set to arrive within the next year. If a Scirocco ever came here, it would have to be the next generation model based on that new Golf.

Although offering the Scirocco in Canada may seem like an illogical business plan, I think the coupe offers a different enough driving experience and lifestyle statement than the Golf GTI to warrant the move. If VW replaced the Eos with the more engaging Scirocco, driving enthusiasts wouldn’t shed a tear. But then love, especially the unrequited kind, is never logical, is it.

First Drive: 2012 Volkswagen Scirocco BluemotionTDI

WHAT I LIKED: Sexy bodywor; more stable handling than Golf GTI; Bluemotion TDI version offers hybrid-like fuel economy

WHAT I DIDN’T: Not as roomy in the back as the Golf; TDI isn’t exactly fast off the line; can’t buy it in Canada—yet.

Est. Base price: $32,000

Type of vehicle: FWD, four-passenger hatchback/coupe

Engine: 2.0-litre diesel I4

Power: 138 hp

Torque: 236 lb-ft

Fuel Economy L/100 km: 4.9L/100 km combined

Transmissions: Six-speed manual, six-speed dual-clutch automatic

Competition: Audi TT, Mini Cooper, Volvo C30

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By John LeBlanc

With many of the features found in more expensive full-size models, the mid-size luxury/sports sedan segment can offer a great deal of relative value. Especially if you prefer to drive the car instead of being chauffeured around.

Here is a trio of such mid-sizers, each with four-doors, room for five, and the promise of driving fun. Plus, this being Canada, all three come with available traction at all wheels:

THIRD PLACE: 2012 BMW 528i xDrive

Redesigned for 2011, the “big” news this year for BMW’s 5 Series sedan is the introduction of the entry-level four-cylinder 528i model.

On paper, the turbocharged 2.0-litre matches last year’s 3.0L six in horsepower (241), yet betters it in torque (258 to 230 pound-feet), and fuel-economy — obviously this model’s raison d’être.

With a mandatory eight-speed automatic transmission, the all-wheel-drive 528i xDrive is rated at 8.8L/100 km in the city, and 5.9L on the highway. That’s substantially less than the competition here — the Audi A6 3.0 TFSI Quattro and Infiniti M37x, rated at 11.3/12.0 city and 7.4/8.3 highway, respectively. However, what you gain with the BMW sports sedan at the pumps, you lose in performance and refinement.

Taking 6.6 seconds to go from zero to 100 km/h, the BMW is about one second behind the competition. And fans of BMW’s silky inline-sixes will be disappointed. Compared to the Audi and Infiniti sixes, the BMW four is smooth, all right. But the sound it makes is more of a whine than its purring rivals. Plus despite being down on cylinders and power, the 528i xDrive’s $56,900 sticker (all starting prices) is still more than the M37x.

Spun off the larger 7 Series, the 5er delivers a high level of refinement and luxury features inside. But when driven with verve, it feels much larger and more cumbersome than its rivals.

Beyond its engine bay, the biggest let down can be found at the 528i xDrive’s tiller. The lack of steering feel had me checking to see if there really was a blue and black propeller logo on this car’s hood.

SECOND PLACE: 2012 Infiniti M37x

Also all-new in 2011, the mid-size M is the antithesis of the limo-like BMW. With an aggressive handling setup, the Infiniti feels smaller than its size chart says.

When hustled, the M37x feels solid, and comers flat. I liked the way the car steers too: direct and accurate. I only wish the steering ratio was a bit more linear. And — at times — road imperfections were felt more readily than in the smoother-riding BMW and Audi.

I tend to favour naturally aspirated engines, like the Infiniti’s 3.7L six. And with 330 hp on-board, it trounces the forced-induction BMW and Audi mills. Off the line, though, torque is what you want. And with only 270 lb-ft the M37x is 55 behind the A6.

Starting at $54,900, the M37x has the lowest MSRP of this trio. But I didn’t feel it sitting in its cockpit. The Infiniti offers a more sensual and elegant cabin than the more austere Teutonic sedans. Build quality and passenger comfort is excellent, and with an active noise control system standard, the Infiniti was by far the quietest mid-size sedan I’ve driven in some time.

Debits?

Although its seven-speed automatic gearbox knocks-off down- and upshifts in an immediate fashion, it doesn’t help the Infiniti in the fuel economy department. And as stylish as the M37x’s interior is, I like the more logical layout of the A6’s central controller setup and higher resolution central screen.

FIRST PLACE: 2012 Audi A6 3.0 TFSI Quattro

The last-generation A6 sedan was no slouch. Through the years it had been slowly creeping up the lists of critics like yours truly, with excellent cabin ergonomics, gutsy engines, and Audi’s class-leading all-wheel-drive system: a.k.a. Quattro. And now with an all-new model for 2012, you get a sense that Audi should be penalized for piling on, as the $58,800 A6 3.0 TFSI Quattro betters the competition here in the majority of areas that matter to customers in this segment.

For starters, the A6’s powertrain has been measurably upgraded. With 310 hp and 325 lb-ft (increases of 10 and 15, respectively) the Audi’s supercharged six comes mated to an automatic gearbox, now with eight gears (two more than the outgoing model). That helps fuel economy and still delivers prompt responses from your right foot when called upon.

Where Audis in the past have sacrificed ride quality for athletic handling, not so with the new A6. It offers a sinewy feel through the corners, but doesn’t suffer some of the harshness the M37x exhibits. And this may shock Bimmer fans, but the A6’s steering feels more natural and intuitive than the 535i xDrive’s setup.

With such an overall competent package, some drivers may ask for more power in their A6. That should be rectified when the 420 hp S6 comes later this year. But until then, know the current A6 is the best all-around mid-size luxury sports sedan you can buy.

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ST. TROPEZ, FRANCE—There have been some interesting sibling rivalries throughout the ages, from the Bible’s Cain and Abel to television’s Bart and Lisa Simpson. But not within Porsche’s sports car family.

Since the first Boxster two-seater arrived for 1997, it’s never challenged its older, larger (and much more expensive) 911 2+2 sibling when it came to out-and-out driving performance. Until now. Because after a day tearing around the French Alps in Porsche’s all-new 2013 Boxster, I’d say the German sports car maker has an old-fashioned family feud on its hands.

A quick history lesson: During the mid-1990s, Porsche was in dire financial straits. And two of its two most bitter rivals, BMW and Mercedes-Benz, were set to debut entry-level sports cars, the Z3 and SLK, respectively. As competitive as the German car industry is, there was no way this challenge would be unmet. So to speed up and reduce development costs, Porsche used the front half of its 911 2+2, replaced its rear seats with a mid-mounted engine — and voila — the entry-level Boxster two-seater was born.

However, going against everything you learn in Economics 101, the less-expensive Boxster (and its Cayman counterpart, which was introduced about a decade later) has never been able to overcome the 911’s three-decade head start in the minds of Porsche buyers. In fact, the much pricier 911 outsold its Boxster/Cayman siblings two-to-one in Canada in 2011. But that sales ratio may change with the arrival of the all-new 2013 Boxster here this June. Prices start at $56,500 for the base Boxster, and an additional $13,000 for the more powerful Boxster S. That’s right in line with the likes of the Audi TT, BMW Z4, and Mercedes-Benz SLK, but substantially less than the base $106,900 911 Carrera Cabriolet convertible.

Visually, the new Boxster looks less fragile and more planted to the ground than the two previous generations, and there are many Boxster design details that relate it to the forthcoming 918 Spyder Hybrid super sports car. Laymen will notice a wider front end (inherited virtually intact from the new 911), larger side engine air intakes, and a rear spoiler shape that blends artfully into the Boxster’s tail-lights. Porsche has also managed to lower the roadster’s cloth roof to give it a lower profile and centre of gravity. Shorter overhangs, and the use of large, 19- or optional 20-inch wheels also give the smallest Porsche more presence on the road.

Inside, the two-seater certainly doesn’t feel like half the price of its 2+2 sibling. Style-wise, there’s a new, large central information screen, a sloping centre console (again, 918 inspired), and a solid, durable feeling consistent with the more upscale 911.

You’re probably not reading this if all you care about is that the Boxster’s air vents line up with surgical person (they do). You probably want to know if the new Boxster is a better driver’s car than the new 911 Carrera Cabriolet. The quick answer is, yes, surprisingly so.

I spent some time driving a 2.7L Boxster equipped with the optional ($3,660) Doppelkupplungsgetriebe (or PDK) seven-speed dual-clutch autobox. Rated at 265 horsepower and 206 lbs.-ft. of torque, there’s nothing “wrong” with the 2.7/PDK combo for everyday roadster driving. But if you’re serious about having a more engaging sports car driving experience, I’d pop for the other Boxster I drove later in the day: a base S with the six-speed stick, optioned with Porsche’s Active Suspension Management and Torque Vectoring systems, a spec that would retail for $73,020.

Over the Boxster 2.7, the S’s engine’s displacement goes up to 3.4L, with 315 hp and 265 lb-ft. Of course, bench-racing 911 owners will scoff at those numbers. On paper, the top-line Boxster S is no match to the 911 Carrera, as the bigger Porsche uses a similar 3.4-litre six, yet comes in with 350 hp and 390 lb-ft. Porsche, though, has done a remarkable job in reducing the Boxster’s weight. So on the street, the difference in real performance is almost negligible. While the slowest Boxster — the base 2.7/manual — takes 5.8 seconds to go from zero to 100 km/h, the quickest — the Boxster S/PDK/Sports Chrono (with its launch control feature) equals the six-speed manual 911 Cab’s 5.0 second time. My manual gearbox Boxster S is only 0.1 seconds behind.

Beyond the stoplight grand prix, if you’re buying a Porsche convertible for Sunday morning back-road coffee runs, the argument for little brother grows even more. There’s no mystery why a Boxster is more nimble and easier to drive swiftly than a 911. Compared to the rear-placement of the 911’s mill, the mid-chassis placement of the Boxster’s engine defines its overwhelming handling characteristic — balanced. With a near-ideal 46:54 front-to-rear weight distribution, there are less centrifugal actions tugging on your intentions when connecting apexes in the 100 kilogram-lighter Boxster S (1,350 vs. 1,450 for the larger Porsche.)

On the extremely narrow Alpine passes on which I drove the Boxster S, every one of my inputs received a quick and immediate reaction. In the past, like the 911 with which it shares its front end, the Boxster’s steering could sometimes get too light at high speeds. Not so with the 2013 model. The new electric steering seems to anticipate my intentions telepathically, with a lovely linearity not found in other e-steering systems.

Also inherited from the new 911 is the Boxster’s optional $1,510 Torque Vectoring system. Working with a mechanical limited-slip rear differential, the car’s brain applies moderate brake pressure to the inside rear wheel when cornering to make up for my lack of driver talent.

As good as the new 2013 Boxster is (and what it portends for the next Cayman), there will always be customers who’ll have nothing but a 911. Its position as a status symbol with Baby Boomers has yet to wane. Unintentionally or not, though, Porsche has given its younger Boxster (especially in S trim) enough ammunition to legitimately make a case for itself over its bigger brother 911.

So what kind of Porsche sports car buyer are you? The type who wants the purist driving experience? Or the kind who wants to impress your neighbours?

2013 Porsche Boxster/S

WHAT I LIKED: Purest of Porsche sports cars; telepathic steering; comfortable cockpit; relative bargain.

WHAT I DIDN’T: Only two seats.

BASE PRICE: $56,500/$69,500

ENGINES: 2.7/3.4-litre flat-six

POWER: 265 hp/206 lbs.-ft; 315 hp/265 lbs.-ft.

FUEL ECONOMY: (L/100km) 6M: 11.4 city, 6.3 hwy, 7A: 10.6 city, 5.9 hwy/6M: 12.2 city, 6.6 hwy, 7A: 11.2 city, 6.2 hwy

COMPETITION: Audi TT, BMW Z4, Mercedes-Benz SLK, Nissan 370Z

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By John LeBlanc

ARJEPLOG, SWEDEN—Classic car buffs have the Concours d’Elegance at Pebble Beach. New car fans have the auto shows in Detroit or Geneva. But if you’re into cars that officially don’t exist — the camouflaged prototypes that automakers don’t want you to know about — you need to be here, in the small town of Arjeplog, set in the far northern reaches of Sweden’s Lapland.

Nestling the Norwegian border, the 1,500 residents of Arjeplog live a quiet existence for most of the year. Many in the area’s half-dozen Lapp communities still herd reindeer like cattle. But since the early 1970s, during the winter months, the town’s population has tripled with the arrival of car company engineers testing yet-to-be-launched vehicles.

If you’ve seen a grainy spy shot of a prototype with a snowy background, it was probably taken near Arjeplog. The combination of the area’s remoteness (just 56 kilometres from the Arctic Circle), consistently heavy snowfall, frigid air (the record low was minus-66 degrees Celsius in 1966, but it was minus-46 two weeks before I arrived), and 8,800 lakes has turned the area into the epicentre of winter car testing in Europe. During my short stay here, I spotted camouflaged prototypes from BMW, Mercedes-Benz, Volvo, Hyundai, and Kia zipping in and around the town.

Sometimes, though, Arjeplog gets less secretive visitors. The local Arjeplog Times noted that England’s Top Gear television show recently visited, filming an episode involving a Ferrari FF and Bentley Continental GT on “an icy replica” of the Silverstone racetrack.

If not as exotic as a Ferrari or Bentley, Volkswagen Canada shipped media here to test-drive its new 2012 Golf R sports compact, primarily at the automaker’s winter test facility on frozen Lake Lullebode, where it also hosts a winter Driving Experience customer program. As a fan of fast and affordable rides, I’ve been anxious to drive the latest Golf. It’s been two years since VW Canada announced it would bring the car to Canada. Was it worth the wait? With all-wheel-drive and a 256 hp version of the front-wheel-drive Golf GTI’s 200 hp 2.0-litre four-cylinder engine (a setup also used in the Audi TT-S), the R is considered by its fans to be the “Ultimate Golf”.

It’s certainly the “ultimate” in Golf pricing. At $39,650, the R is about $9,300 more than a base GTI. But at least all Canadian Rs will come “loaded” (leather sport seats, navigation, 18-inch alloys, sunroof, etc.), which brings the price difference with a comparably equipped GTI to around $4,000. Against rivals like the $41,998 Mitsubishi Lancer Evolution and $39,095 Subaru WRX STi — each come with much less standard equipment — the VW is a good deal.

I also like the VW’s stealthy nature. Unlike the Evo or STi, the R doesn’t shout its performance credentials with outlandish bodywork. Except for the enlarged air intakes on its front fascia, an 8 millimetre lower ride height, and various “R” badges, it doesn’t look that different from a cooking GTI.

The Canadian Golf R differs little from the European models VW had me drive, but there are some differences. First, all Canadian Rs will come with four doors, while Europeans get the option of the two-door. We also don’t get VW’s excellent Active Chassis Control system (which customizes the steering and suspension), the race track-ready bucket seats, an automatic gearbox (a six-speed manual is the lone choice), or the extra 14 horsepower the Euro R employs.

Belying the Golf R’s $40k sticker, the VW’s interior is way ahead of the cheaper-feeling Mitsu or Subie, more comparable to the $57,900 Audi TT with which it shares its platform. All the bits the driver touches feel robust, firm and unbreakable.

As I expected, the R’s lowered suspension feels tauter and more buttoned-down than the GTI. Its beefy R-spec tiller steers the car with a natural feel and weight. And while on paper the Evo and STi offer more advance and sophisticated AWD setups, the Golf R’s AWD system still delivers a fun-to-drive experience. Like all transverse-mounted VW Group products (i.e. Audi A3; TT), the Golf R uses a Haldex type AWD system, essentially a pack of clutches in the middle of the car that transfers power back and forth.

In a straight-line with full traction, 96 per cent of the engine’s juice is directed to the front wheels, with 4 per cent left over to keep the rear wheels “on-call” when needed. And, believe me, at every corner on the more than seven kilometres of frozen track, I needed it. In these extreme winter driving conditions, the Golf R acts like two different cars through a corner. When entering, the AWD R it’s a FWD GTI; you lift off the throttle to get its nose to tuck in and its rear end to slide out, allowing you to line it up at the apex. Squeeze the throttle gently, send the majority of the torque to the VW’s rear wheels, and the Golf R powers out like a rear-drive car. Done properly, you can four-wheel-drift the Golf R until the reindeer come home. Or until the sun sets on frozen Lake Lullebode. Which at this time of year, means around 5 p.m.

So after two years of anticipation, the Golf R definitely delivers on its promise as the Ultimate Golf. It amps up the GTI’s driving characteristics considerably, and offers the extra control that only all-wheel drive can bring in wintry driving conditions. And, fully-equipped as it is, I’d call it a bargain as well.

2012 Volkswagen Golf R

WHAT I LIKED: Stealthy exterior looks; balanced handling; world-class interior.

WHAT I DIDN’T: Stability control can’t be negated; rivals’ AWD more sophisticated; limited availability.

PRICE: (base/as-tested) $39,650/$39,650

ENGINE: 2.0-litre turbocharged I4

POWER: 256 hp / 243 lbs.-ft.

FUEL ECONOMY: (L/100km) claimed 10.9 city, 7.5 highway

COMPETITION: Audi TT-S, Mitsubishi Lancer Evolution, Subaru WRX STi

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