AutoGuide Under $30,000 Performance Car Shootout – Part Three: And the Winner Is…

Yesterday we eliminated five cars from the 2014 AutoGuide Under $30,000 Performance Car Shootout.

That leaves the final three, which are all completely different takes on affordable fun. Weren’t we surprised when the numbers were tabulated and the top cars included not just all-wheel drive, rear-wheel drive and front-wheel drive rivals, but a hatchback, a sedan and a coupe.

The Scion FR-S is a low-slung, rear-wheel drive sports coupe built without compromises. The Ford Fiesta ST is a sub-compact hatchback jacked on steroids. And finally we have the sensible, all-wheel drive Subaru sedan, that also just so happens to deliver awesome amounts of turbocharged thrust.

This is it, time to crown a victor. Who is your money on?

The Fiesta ST is an interesting case of the whole being greater than the sum of its parts, or at least it feels that way. Statistically, it was consistently mid-pack, but because it was the most enjoyable front-wheel drive machine in the competition and 3rd most fun overall (behind the two rear-wheel drive entries), it moved up the overall rankings into a strong 3rd place, less than a point behind the winner.

The Scion FR-S woke us up to the fact that faster doesn’t always mean more fun when it first hit the market a few years ago, and the Fiesta ST continues this trend but adds a real hoonigan spirit to the equation. It’s just such a spirited little hot hatch, torque steer and all. Yes, the interior’s cramped and the ergonomics are a bit odd depending on your body shape, but once you stomp on the go-pedal you really do forget about all that and just revel in the urgency with which it accelerates and carves a corner.

We don’t care that it’s almost 2-seconds a lap slower than its big brother, the Focus ST, because it’s the rawness of the Fiesta’s performance that engages and entertains me as a driver. It looks immature, it feels immature, and that’s exactly why it’s so much fun to blast around in. It’s the Fountain of Youth on 4-wheels, and we love it.

More analytically, what we love most about the Fiesta ST is that you can pitch it into corners like a rallycross car, or you can drive it into corners like a road racer and it’ll carve a perfect arc and scoot out onto the straights as tidily as you’d like. It’s a rare thing for a front-wheel drive chassis to offer such a wide range of driving styles and such an immediate willingness to change directions, and it’s this freedom of expression that epitomizes a true driver’s car.

The haters will gripe about the Scion FR-S not having enough power or being equipped with too narrow and low grip a tire, but the track data shows it to be quicker down the front straight than all but the WRX and GTI, a trick it achieves by carrying more speed out of the final corner and onto the straight than the more powerful Fords or the Juke. The WRX and Focus ST did spike slightly higher peak corner g-forces in one or two places, but over an entire lap the FR-S had the highest average cornering g-forces and cornering speeds.

So we’re afraid the Internet thugs are going to have to troll somewhere else, because the FR-S is exceptionally fast in the corners and deceivingly fast down the straights as a result. And the thing is, it’s not only consistently faster in the corners than any other car in this group, it’s also far more willing to rotate, drift and then straighten out with no drama or loss of momentum. If the Fiesta ST frees you to drive it in more than one way, then the FR-S frees you to drive it in an infinite number of ways, or at least at far greater yaw angles.

We will admit, though, that this chassis could easily handle more power. We know from first-hand experience that with a lightly tuned FR-S that makes an extra 25-hp, the FR-S really comes alive and starts to embarrass much more expensive and more powerful cars around the race track. We would love to see a 2.5L engine in the FR-S, or perhaps a hybrid version where the electricity is used to boost performance rather than fuel efficiency. But even with the bone stock 2.0L engine it has now, it’s still a hugely engaging and invigorating car to put through its paces at the race track, especially if your idea of fun is attacking corners with reckless abandon and getting your opposite lock on.

Statistically, the Subaru WRX was a dominant force on the track. It was fastest on the stopwatch, reached the highest velocity down the front straight, and generated the highest cornering and braking g-forces, too.

It does still understeer a lot, which can take some fun out of it, but you can counteract that by driving it like the ghost of Colin McRae. Its suspension tuning is a bit on the soft side, but like most all-wheel drive cars, the WRX responds well to being pitched into corners like a rally car, which allows you to stomp on the gas sooner and let the grip it generates at all four contact patches pull you out the other side. It’s not pretty, but it is effective. It’s also a hell of a lot of fun!

Truthfully, the WRX’s victory was not one of finesse. Simply put, the WRX bludgeoned the competition with its power and all-wheel drive grip advantage.

While that secret sauce of AWD and a turbocharged boxer engine are what make a Subaru a Subaru, if we had to single out one feature it would be the engine. Plenty fun on the street, it’s on the track, head-to-head with its competitors, that you really get to experience its uniqueness. It has a big initial surge of torque like the other turbocharged cars, but it also pulls strongly to redline like the naturally aspirated cars in the group.

Faster from a numbers perspective, it felt it too. Down the front straight at the AutoGuide Test Track, once the revs approach redline in third gear it hits you just how much more powerful this car is than its rivals. And thanks to that broad and very useable powerband it’s got the power you want, whenever you want it. There’s just no denying the WRX’s pace around the circuit.

It did lose some points due to a gearbox that’s a bit clunky and, despite big improvements over the outgoing model, we’d still love to see sharper responses to inputs.

As this is a performance car shootout, a total of 75 percent of each car’s grade was determined based on driving feel and lap time. That said, we gave very few points for less-exciting qualities like price, practicality and comfort, but it’s in those categories that the Subaru clawed back marks.

A summer test, the WRX also won without any thought to its all-season potential, of which it has plenty. Not only is it the only vehicle in the AutoGuide Under $30,000 Performance Car Shootout that can really perform to its potential in any climate, but one could argue that its fun-to-drive factor only goes up as the grip goes down.

Some may prefer the freedom to steer the rear end with the throttle that the FR-S and MX-5 provide, or the nimbleness of the Fiesta, and while those are all undeniably fun machines, we were ultimately impressed by the new 2015 Subaru WRX. With big power and the grip to make use of it all, chuck the WRX into a corner with a bit of Scandinavian flair and it really comes alive.

Lap time: 1:26.332 (1st)
Top Speed: 100.4 MPH (1st)
Max Cornering G-Force: 1.18 (1st)
Max Braking G-Force: 0.85 (1st)
Fun To Drive On The Track (out of 25): 19 (5th)
Engine: 2.0-liter turbocharged four-cylinder, 268 HP, 258 lb-ft
Transmission: Six-speed manual
Drivetrain: All-wheel drive, viscous-coupling locking center differential, electronic front differential
Fuel Economy Ratings: 21 MPG City, 28 MPG Highway
Fuel Economy Observed: 31.0 MPG
Price: $27,090 after destination charges

Dave Pratte, Touring Car Driver:
I already have a Scion FR-S that I’m prepping for Targa Newfoundland, so lets exclude it here even though it’s by far the most enjoyable option around a race track thanks to its peerless combination of precision, balance and willingness to hang the tail end out. The Volkswagen Golf GTI is a very impressive road car, with an unmatched sense of refinement and solidity in this group, but from the driver’s seat things feel a little too computer-aided to be my choice as a truly engaging fun-machine. As much as I share Mike’s feelings about the MX-5, it’s too impractical for a daddy of two like me, which leaves me with either of the Fords or the WRX. The Subaru is unquestionably the fastest in a straight line and the AWD grip is addictive, but the Fiesta ST just has this irresistible hyperactive quality to it that leaves me grinning like an axe-wielding Jack Nicholson every time I drive it, and for that reason I’ll take the Fiesta ST. Heeeeeere’s Johnny!

Colum Wood, Editorial Director:
I love the twitchy feeling of the Focus ST, but those seats are terrible. The Fiesta’s ultra grippy tires, I fear, would wear out in a year of commuting. I don’t fit in the Civic Si and the Juke, well, it’s a Juke. The MX-5 is a blast, but convertibles are a pain. So I’m down to the cars with three letters, the GTI, WRX and FR-S. I love the FR-S, but it’s true fun comes in pushing it hard, not in driving it every day. And as a dad, a real back seat is a must. The GTI’s turbo is plenty fun to play with and it’s arguably the best commuter of the bunch. Plus I love those seats. But I worry about German reliability. That leaves the WRX. LOTS of power, all-season grip and amazing functionality. I’m sold!

Craig Cole, Associate Editor:
Let’s be honest, every one of these eight cars is fun to drive, even the somewhat maligned Honda Civic Si, which still delivers a rousing VTEC snarl when you wind it out. They all bring sporty dynamics, brisk acceleration and suitably aggressive looks to the table. Certainly some are more engaging and attractive than others but they’ve each got their plusses and minuses.

But for me one of these diminutive performance brawlers stood head and shoulders above the crowd. It’s a car that blends rapid straight-line speed with an intoxicatingly engaging chassis and micrometer-precise steering. Seconding Dave’s opinion, the Ford Fiesta ST is my pick. It’s an enticing package with decent interior space, more-than-respectable fuel economy and a delinquent nature that’s impossible to ignore. Throw in affordable pricing and (in my opinion) the BEST shifter in this group and you have a winner.

Sami Haj-Assaad, Features Editor:
It should come as no surprise that I’m picking the FR-S as my personal favorite. I bought one of these two years ago and it took just one lap around the track to remind me why I dropped down the cash for this rear-wheel-drive sports car. It’s not rocket-ship fast like the WRX, but the FR-S satisfies in delivering an authentic sports-car experience on the road and track thanks to its fantastic chassis and sharp handling. If there’s one issue, it’s that the additions of the fancy-pants Monogram Edition model we have just aren’t worth the extra cash. Instead, grab a base-model and consider using the extra dough to get some fresh, grippy tires or more power via aftermarket options, therefore resolving any issues with the car as it comes from the showroom floor.

Stephen Elmer, News Editor:
Sure, you want a cheap sports car to be fun, but is it really worth getting your spine crushed on the street for? That’s why I’d take the VW GTI. Out of the whole pack, this car functions the best as a daily driver. The suspension setup won’t jar your teeth loose, the hatchback allows extra practicality and the turbocharged engine is smooth and fast. Exceeding speed limits on major highways is hard to avoid, as this car just feels so dialed in at Autobahn-level speeds. Combine all of that with an amazing Fender audio system, and the GTI would look the best in my driveway.

Luke Vandezande, Managing Editor:
It might not come as a surprise, but my top choice out of the test is the Subaru WRX. The MX-5 offers more sheer enjoyment, but otherwise there’s nothing in the pack as entertaining to drive as the Subaru.

Beside any of the other cars, it feels vastly more powerful and you can enjoy it for a price that fits our category. Yes, it means driving a car without extra equipment but I honestly wouldn’t mind. It’s comfortable, quick and I have firsthand experience with the merits of both forced induction and all-wheel drive at high altitudes. In other words, the Subie will perform pretty much anywhere.

I’m pleased the WRX proved to be the overall winner and if it were my money, that’s exactly where it would be going.