The xB doesn't look at all like something I would enjoy driving, but I did indeed. Whereas the Nissan Cube, for better or for worse, drives exactly like it looks -- that is, like a living room on roller skates -- the xB feels like a sporty compact. The steering is tight, responsive, and has more weight than any Toyota product I can remember. The 2.4-liter engine happily winds up the rev range. I found myself chucking this box into corners, which must have looked rather funny to anyone behind me.

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It's sad that we live in a world where a 200-hp, rear-wheel-drive sports car is panned by Internet commenters as "slow" and "lame." Of course, those people haven't driven the Scion FR-S. Anyone who does will quickly realize the car is huge fun to drive. The Scion FR-S managed to put a huge grin on my face within an hour of getting the keys. It's plenty fast, and sounds incredible thanks to the intake resonator sending a vocal growl to the cabin. The six-speed manual is a great partner for hasty upshifts or aggressive down-changes. The snug bucket seats keep you from sliding around when cornering quickly. The steering is quick enough that you can keep your hands in place around most turns. I didn't want to stop driving the FR-S, and was really unhappy when I had to turn in the keys.

Upon being handed the keys to the itty-bitty Scion iQ, I immediately thought about the brand's viral series of "PARK!" videos involving funny parking situations for the iQ. My quest was to find the smallest spots that I could squeeze the city car into, but discovered that small parking spots are hard to come by in the Midwest.

We live in an age that is endlessly and often exclusively obsessed with the present. We crown LeBron James as the greatest NBA player of all time and forget about Michael Jordan and Bill Russell. Kids read The Hunger Games and the Harry Potter books rather than Adventures of Huckleberry Finn. Facebook Timelines zoom in on the last minute and compress everything that's come before (of the year 1985, my Timeline succinctly reports, "Born"). Progress is inevitable, and it's great, but how can we properly appreciate it without the context of the past?

As we learned a few months ago Subaru did the vast majority of the engineering work on the newest Toyota/Subaru/Scion triplets that will be sold here in America as the Subaru BRZ and the Scion FR-S. Amidst all the Internet armchair warrior demands that the sports cars need a turbocharger, our drive reviews have all concentrated on the cars’ handling. After all, sports cars have never been about speed -- they’re about finesse and handling. Or at least they should be. And these two cars certainly are.

The tC has always been a surprisingly lively and well-rounded offering, but its redesign has quietly turned it into a legitimate sporty car for those on a budget. It starts with a larger 2.5-liter four-cylinder, which provides strong acceleration throughout the rev-range and yet remains smooth and snappy. It plays well with the slick, precise manual gearbox, encouraging smooth rev-matched downshifts. On a small side note, we've officially reached the point where a normally aspirated engine is a welcome novelty, though you do pay for it with mediocre fuel economy. The tC also feels more tossable than its predecessor, even though it's not that light at nearly 3100 pounds. The handling is relatively balanced for a front-wheel-drive car, and the steering, which used to be limp and light, now has genuine feel and feedback. I'm not saying the tC is necessarily a fast car, but it is now a fun car that's easy and rewarding to drive aggressively. Best of all, the tC is still very cheap at $19,305 and is relatively practical thanks to its real back seat, its hatchback versatility, and its Japanese reliability.

Slide behind the wheel of the first-ever rear-wheel-drive Scion and settle into the Recaro-style seats. Severely sculpted, with black fabric, red stitching, and prominent bolsters, they immediately telegraph the performance intentions of this 2+2-seat coupe. Drop your left leg onto the clutch pedal. The travel is short but fluid, with a discernible engagement point just short of the floor. The gearshift has short throws and positive action. The steering wheel is all business, exactly the right thickness and with minimal padding. So far, everything feels just right to the soles of your feet and the palms of your hands, and the car isn't even moving yet.

The notion of an ultracompact city car is pretty foreign to most Americans, but if you live in a crowded urban center, it's one that can make a lot of sense. Heretofore, the only city car available in the United States was the disappointing Smart ForTwo, but now comes the far more pleasant and practical Scion iQ, which should go a long way toward redeeming the concept. The iQ is longer than the Smart by about a foot, but it's still two feet shorter than a Fiat 500. Still, there's enough space to allow Scion to squeeze in four seats--although the company characterizes the iQ as a 3+1-seater. That's because the front passenger seat is mounted farther forward than the driver's seat, allowing reasonable space for a passenger in the right rear seat. Meanwhile, the left rear seat is almost unusable unless the driver's seat is pulled all the way forward. More importantly, the iQ is actually fun to drive. Its tiny 1.3-liter engine makes only 94 hp, but the iQ weighs 2127 pounds, so it doesn't necessarily feel underpowered. Fuel economy is quite good in the city (where you're most likely to drive it) but on the highway it falls short of the 40-mpg mark. The continuously variable automatic transmission is far more polished than Smart's jerky gearbox, but we would prefer a true stick shift. The chassis is where the iQ really shines. Ride quality is far better than you'd expect with such a short wheelbase, and the steering is a delight. The turning radius, at 25.8 feet, is nearly three feet less than a Smart's; you can't beat that for maneuverability. The iQ is the smart choice in tiny cars.

The Scion tC is pitched at the same youthful demographic as is its boxy four-door siblings, with a major emphasis on customization (via a catalog of extensive accessories sold at dealerships). The tC, though, is a cut above the other Scion models. And although the tC is the most expensive Scion offering, it's still fairly low priced. There's a lot of standard equipment included in the base price: Bluetooth (new this year), a power moonroof, a leather-wrapped tilt and telescoping steering wheel with audio controls, power door locks with remote, power windows, A/C, and eighteen-inch wheels. The interior is a mix of good and cheap, but the front seats are comfortable and the rear seats are usable, at least for passengers less than six feet tall. The tC's engine is more powerful than its siblings' engines, making a hearty 180 hp. The 2.5-liter isn't brimming with personality, but it will send this fairly lightweight coupe from 0 to 60 mph in a brisk 7.6 seconds (8.2 seconds with the automatic). Speaking of transmissions, whereas the four-door Scions use a five-speed manual and a four-speed automatic, the tC serves up two six-speeds, manual or automatic. Those additional gears help the tC deliver very good fuel economy despite its larger engine. The standard chassis setup is decent but not stellar. Buyers eager for greater responsiveness can select from the menu of TRD (Toyota Racing Development) upgrades. Just beware that going all in--with lowered springs, nineteen-inch wheels, et cetera--can result in a punishing ride.

The ultraboxy xB was the car that really launched Scion in the United States. Its funky, straight-out-of-Tokyo anti-style resonated with the young and hip, and a new Toyota division was born. With the car's first redesign, however, the xB grew and changed in some unfortunate ways. Significantly larger and embarrassingly heavier, the xB lost its edginess. The xB was never a ball of fun to drive, and the new model retains the previous version's numb electrically assisted power steering and rather stiff ride. Handling is decent, but it could never challenge a Mini Cooper--or even a Ford Fiesta. Buyers seeking better handling can spring for various TRD (Toyota Racing Development) chassis elements, including lowered springs, performance shocks, a rear antiroll bar, and a front strut-tower brace, but the items are not cheap. The four-cylinder engine is now a rather substantial 2.4 liters and makes 158 hp, but the extra oomph is negated by the car's nearly 600-pound weight gain. A five-speed manual transmission is standard; the optional automatic is only a four-speed. The xB's interior retains its odd, center-located gauge cluster, but the seats were improved last year and a center armrest was added. The steering column tilts and telescopes to help drivers find a comfortable position. Getting into and out of the xB is easy, and interior space is very generous, particularly in the rear seats--there's even an available rear-seat DVD player. Luggage space behind the rear seats is limited, but fold those seats down, and you get a large, practically shaped cargo hold.

The Scion xD is the brand's least-expensive offering, cheaper than the xB by about $1000. When it stepped in to replace the xA, the xD adopted the same box-on-wheels look as its pricier xB sibling, but as similar as they look, the xD is quite a bit smaller. It's more than a foot shorter from nose to tail, is lower and narrower, and rides on a shorter wheelbase. Interior space is not nearly as generous either, but the xD at least has the gauges in front of the driver rather than mounted in the center of the dashboard. The xD has a smaller engine than the xB. The 1.8-liter four makes 128 hp--not bad for this segment--and it has 400 fewer pounds to lug around than does the xB's larger engine. Unfortunately, the xD shares the same two transmission choices as its larger sibling: a vague-shifting five-speed manual and an automatic that has only four speeds (nowadays, six-speed automatics are not uncommon in this class). As you'd expect given the smaller size, smaller engine, and lighter weight, the xD's fuel economy easily exceeds that of the xB. As with all Scions, the list of available accessories and upgrades is long and includes mechanical items (suspension and brakes) as well as the expected wheels and visual accessories. Scion offers several audio system upgrades and even a factory navigation system (although it's pricey at nearly $2000).

At first glimpse, the long-awaited 2013 Scion FR-S, revealed November 30 to an invitation-only crowd at a Hollywood studio, could be compared to a perfectly self-contained single episode. At the same time, to extend the show-biz metaphor, it also has the potential for variable endings, as you choose. Greeted with a techno serenade and pulsing lights, the FR-S drove down a runway flanked by a display of Toyota heritage models, including such immediate forebears as the Celica GTS and MR2, and by distant cousins like the Lexus LF-A and Toyota Supra Turbo.

It's a challenge for anyone to keep up with the constantly changing roster of cars on dealership lots. For car lovers it's an even tougher task, because beyond knowing that a certain model exists, you need to know where it fits in the automotive firmament. That's why we've gathered every new model due by the first half of 2012 and categorized them, not alphabetically or by some government-defined size class, but by their relevance to buyers, enthusiasts, and the companies that build them. Some cars thrust automakers into new segments, while others drive just like last year's model. Some cars protect the sanctity of the manual transmission, while others advance performance with the latest technology. Some cars address rising fuel-economy standards, while others disguise obscene speed in stealthy sheetmetal. Here are the 85 new arrivals shaping the automotive world for 2012.

San Francisco's streets are littered with small cars. Expensive small cars -- Mini Coopers and Audi A3s abound. Half a million bucks buys you a small apartment in this city, but it'd take multiple millions (or a 24-hour-a-day valet) to make a big car easy to park. (And "big" is relative. In San Francisco, a Toyota Camry is a big car.)

The Scion xB is not a car for people who enjoy driving but for those who enjoy style and individuality. The xB isn't exactly my style, but lots of people seem to like it, based on its sales numbers and how many I see on the road. Still, the xB's market share clearly is suffering since the introduction of other boxy competitors such as the Kia Soul and the Nissan Cube. Both outsold the xB last year, and xB sales have fallen off in recent years, from a high of more than 61,000 in 2006 to just 20,000 in 2010. The Soul sold 67,000 units in 2010, almost three times as many copies as the Nissan Cube, its nearest competitor; the aging Honda Element brings up the rear of the pack in the 14,000 range.

At board meetings, on test tracks, and in design studios, decisions are being made today that will influence what you drive tomorrow. Automakers are hard at work creating the next generation of automobiles -- cars that are faster, sexier, more efficient -- while trying to keep their development secret. Like you, we are nosy as hell. Unlike you, we have a vast network of snoops, gossips, and disgruntled former employees who have helped us uncover the information we present here. Our annual Sneak Preview feature contains the industry's future products -- as far out as 2019 -- that are worth saving your milk money for.

What started as the Toyota FT-86 concept and portended a joint-effort sports car between Toyota and Subaru is now the Scion FR-S concept that debuted at the 2011 New York Auto Show. It points the way toward a production car that will go on sale sometime in 2012. Scion cannot be more specific on timing due to the upheaval in the Japanese car industry from the earthquake and tsunami, which have wreaked havoc on all future-production planning and timelines.

The Scion tC used to be the sort of coupe you'd direct your girlfriend to buy and then secretly enjoy driving. With this new model, you can throw out the pretense. Credit mostly goes to the bigger four-cylinder, which packs a real mid-range wallop and is paired with a fantastic six-speed manual. The formerly lifeless steering is still way too light and slow, but now firms up nicely at highway speeds, where the tC is more confident and stable than just about anything in its price range save for a Mini Cooper.

The Scion tC, which was launched as a 2005 model late in 2004. While it has received minor updates since its inception, there have been no significant changes since it rolled off the factory floor 5 years ago. Since then time has moved on even though the tC hasn't. This has resulted in slumping sales over the last few years. However, a new model is slated to arrive next year, which should breathe fresh air into this aging model. Despite its age, the tC remains a fairly stylish option when it comes to compact coupes. This is a testament to the original styling but also due, at least in part to the relative lack of competition in its market.

Toyota created the Scion brand to attract younger buyers and to that end, they have been wildly successful. The model that set the tone for the company was xB, originally a renaming of a current Toyota model sold in Japan, it was updated in 2007 to better serve its American market. In the process, it grew in length by over a foot and picked up nearly 600 lbs. This plumping up of the model was not taken well by many of its fans. However, the changes do make the xB a more useful, more real car like vehicle. The new, larger engine also makes the acceleration more likable.

The Scion brand has been a success for Toyota since its launch. The trendy styling and Toyotas legendary reliability have driven much of this. However, one of the models, the xA, didn't fair very well. Seen as too much of a standard economy car, it seemed out of place with the flashiness of the remainder of the Scion brand. In 2007, the xA was replaced by the new xD, which now serves as the company's entry level model.