If you’ve read us recently, you might be under the impression that we’re bearish on the 2010 Mazdaspeed3. In the first full test of the car, associate editor Harwood called out a specific, significant complaint. “We immediately recognized something that has been a signature of the ’speed3 since it first went on sale: torque steer. It was the biggest complaint we had with the previous-generation, and returns here.” In our 2010 Car of the Year evaluations, editor at large St. Antoine came to a similar conclusion: “I was disappointed in the ’speed3, particularly because it’s such a fanboy car,” he wrote. “I had issues with the torque steer…it didn’t seem to put the power down.”

So, do we hate the car? No. In 2006, we chose it over another of our perennial favorites, the Subaru WRX, in a head-to-head comparison test. One of the main reasons was the irresistible allure of 263 horsepower — a big deal for a front-drive compact car, especially wedded to such a smart and snappy chassis.

On the strength of these memories and the car’s overly torquey, but intriguing, performance at COTY, we jumped at the chance to add one to our long-term fleet. We picked up a Sport version in stunning Celestial Blue Mica with a black-and-red-trimmed interior. The only added option is a tech package that bundles satellite radio and navigation, keyless entry, push-button start, and a higher-watt Bose stereo with 10 speakers and an MP3-compatible six CD changer.

With its turbo hood scoop and Cheshire Cat grin, our light blue ’speed3 has a look of maniacal happiness. The numbers do give it something to smile about — especially the 5.8-second 0-to-60 time and 106-foot braking distance. Some staffers find the beaming mien a bit immature, especially since the previous version managed to be the segment’s speed and style leader. As with the rest of the Mazda3 line, the 2010 ’speed3 benefits from serious interior upgrades — with higher-end materials surrounding a striking new dash layout. For those who opt for nav, Mazda replaces the clumsy folding screen and remote combo with a smaller in-dash display controlled by a toggle switch and buttons on the steering wheel.

So, can we live with this leering, torque-steering Mazdaspeed3? Or will it break our wrists as well as our hearts? We have a year to find out.

“I took the TL up to northern California over the weekend, first to Sacramento to visit family and friends and then to Santa Cruz for camping/bachelor party on the beach,” says assistant Web producer Carlos Lago. “I didn’t realize the TL lacked a sixth gear until well into the six-hour drive north, after I exhausted iPod entertainment and started playing with the paddle shifters. At first, I was surprised at how smoothly the drivetrain coped without the extra cog. But then I began to wonder how much the longer ratios hamper the engine. Our TL doesn’t feel like it has 305 horsepower. Not to say acceleration is a problem, but the engine needs to be high in the powerband to provide real oomph. During normal driving, the TL feels sluggish. The weight of the all-wheel drive system can’t help either. And I also pondered its purpose; did Acura develop the system just to quell torque steer?”

Not surprising, Lago’s buddies couldn’t stay silent over the TL’s controversial styling. “The nose garnered quite a few hyperbolic slams from friends (I was proud of the Mach 3 Turbo nickname) who gathered around and studied the snout as if it were a monolith capable of some greater power. They seemed equally perplexed by the interior as well, which looks as if it could control intergalactic travel.”

Associate Web editor Rory Jurnecka also spent some time in the TL and observes, “Acura has really improved the steering in the new TL. Full of heft and strong on feel, it lacks the lifeless weightlessness of some Acuras and Hondas past. Dynamically, as a package, the TL seems well thought out and integrated — no major weak points, just a strong overall platform for a spirited sedan.”

With the somewhat recent debut of the Ford F-150 SVT Raptor off-roader, it’s tempting to draw parallels between it and the Ram Power Wagon. But for all their similarities, these are beasts of a different breed.

First offered as part of the 2005 (Dodge) Ram Heavy Duty lineup, the Power Wagon is just as much a hard-core off-road machine as the Raptor, but the target audiences share only their distaste for pavement. For the Raptor, home turf is the low-lying deserts, places where it can flex its suspension at 100 mph over sand washes and scrub. The Power Wagon, though, answers a higher calling and makes its home climbing mountains and patrolling the back roads of our highest altitudes, not our lowest.

2010 Ram Power Wagon Rear Three Quarter View Snow

For everything the Power Wagon offers, though, there are a few options we’re left pining for. The redesigned-for-2010 package can only be ordered with the Crew Cab four-door body and 6.4-ft. bed, making the truck simultaneously too long for the most serious off-roading while handicapping customers who need the load space of the 8.2-ft. box. The Power Wagon also is only offered with the 5.7L 383-hp Hemi gasoline V-8 engine and its 400 lb.-ft. of torque and the five-speed automatic. The combination is more than enough to pull the rig through most any situation, but we can’t help but wish the legendary Cummins turbodiesel were available, and maybe a stick shift.

2010 Ram Power Wagon Front Three Quarter View High Mud

The recipe to build a Power Wagon is rather simple. Start with a $39,430 Ram 2500 SLT Crew Cab 4×4 and mark the $6,350 option box innocuously titled “Customer Preferred Package 26P.” For a base price of $45,780, you walk out the door with an old-school manual transfer case on the floor, lockable front and rear axles, a remote-disconnecting front stabilizer bar, skid plates on the fuel tank and transfer case, a Warn winch up front and a high-output alternator to run it, Bilstein shocks, a trailer brake controller and tow hitch, 17-in. wheels wrapped in 32-in. all-terrain tires, a 2-inch lift, and a 4.56 rear axle ratio.