BMW 535i Gran Turismo

The BMW 5 Series Gran Turismo is emblematic of everything that's both right and wrong with today's automotive industry.

In a desperate search for the next big thing, product planners continue to push, pull, and bend the metal shapes draped over four wheels. In some cases, it works to great effect (see the modern crossover or the Mercedes-Benz CLS-Class). In others, you get cars like the 5 GT. That's not to say the 2010 BMW 535i GT we piloted for almost 24,000 miles is an inherently bad car. But in Munich's unceasing drive to develop yet another "segment buster," it instead created a vehicle that's been mostly a bust in the U.S.

As the 5 GT is part crossover, part station wagon, part sedan, it's hard to figure out the BMW's mission. It's nowhere near as engaging to drive as the 5 Series sedan or wagon (the latter of which it nominally replaced in the U.S.). It doesn't offer the commanding view of the road or the interior space of the X5 or the bizarro world appeal of the X6.

Built on a variation of the 7 Series platform, it isn't even really a 5 Series in the strictest sense, and its awkward exterior proportions are a reflection of that.

2013 Scion FR-S

It doesn't take long to realize the 2013 Scion FR-S is special -- just an aggressive 4-second wide-open throttle jab, a short three-two downshift, and a clockwise rotation of the FR-S' small 14.4-inch diameter helm.

It's at this point in my drive, as I'm heading into Sodegaura Forest Raceway's sharp, right-hand Turn 1, that the bright orange Traction Control icon begins to flash incessantly, as if sending S.O.S. signals. Gradually, the FR-S' tail swings into my leftmost periphery and its 215/45-17 Michelins chirp as they scramble for grip. I can hear and feel the VSC's frantic efforts to correct a car it thinks is flailing toward destruction. A quick shot of opposite lock on the front alloys keeps the silver coupe sliding gracefully around the predetermined apex.

Out of Turn 1 and on the gas down the first brief straight of the Japanese circuit, I recall the pre-drive pep talk. Thirteen more corners of varying radii and degrees of difficulty await me. A glance at the fuel gauge confirms there's a full tank of fun onboard. And I've got a ticket to ride all day long.

Unless you've been avoiding MotorTrend.com for the past few months, you've likely heard of the all-new sports coupe from Toyota and Subaru whose name varies depending on which country's roads its tires roll on. For North America, it's called the Scion FR-S, which is Toyota talk for Front-engine, Rear-wheel drive, Sport. It's Scion's first model with performance atop its agenda and, as such, is meant to give Toyota's entry-level brand a handful of much needed legitimate athleticism and marketing spark.

There's a lot riding on the FR-S' sculpted steel shoulders. As chief engineer Tetsuya Tada pointed out 40 minutes prior to my spirited pit lane departure, the compact coupe continues a legacy that has included a long line of successful and iconic sports cars -- most notably, the Sports 800 "Yotahachi" (the world's first rear-drive car powered by a front-mounted boxer engine), 2000GT, Celica, Supra, LFA, MR2, and the legendary Corolla AE86, or as aficionados affectionately call it, "Hachi-Roku." The latter icon was specifically used by Toyota as inspiration for the FR-S' high-performance/high-value package, while the 2000GT volunteered its long nose and slim side-glass profile, and the small S800 its lightweight build philosophy.