When Toyota launched its restyled RunX range in August 2004 we were told that the range-topping RSi would only be available in the first quarter of 2005 as Head Office was busy revising the rev-happy 16-valve engine to improve mid-range torque and driveability.
Well, it's here, and it's been worth the wait.
The new RSi, introduced at Cape Town's Killarney racetrack on Monday, feels as if one of the famous tuning houses has taken the standard 180RX and done a number on it; it's your classic hot hatch.
Inside, it's exactly the same as the RX: leather trim, electric side mirrors, auxilliary controls on the steering wheel for the RDS radio/CD combo with a six-CD shuttle, power windows all round and quiet, efficient air-conditioning.
It also has the pre-tensioned seat belts with force limiters and two front crash bags.
But it rides on 16'' alloy rims rather than the 15" of the RX and they're shod with 195/55 rubber in place of the quieter car's 195/60s. Ride height is unchanged but the shocks' compression and rebound damping have been changed for a firmer ride and considerably less body roll.
To my surprise, however, the brakes are the same as the rest of the range, down to the entry-level 140 RT, with discs all round, ventilated in front. Nevertheless, the RSi isn't underspecced; even in the heat of racetrack use the brakes suffered minimal fade.
But the fun starts under the bonnet, where the 100kW 180RX motor has been replaced by the 141kW 2ZZ-GE engine with variable lift and variable valve timing - hence the VVTL-i (variable valve timing and lift - intelligent) designation.
An advanced engine management system provides the electronic inputs for this system and other critical engine functions, including ignition timing and fuel-injection control.
The induction system, engine ECU and exhaust plumbing have been fine-tuned to improve engine response and flexibility, particularly in the mid-range - without sacrificing any power at the top end
There's a new air-cleaner and revised mapping for the ECU and both the front and rear mufflers were changed to improve the exhaust characteristics.
8300rpm redline
The result is 141kW at a heady 7800rpm - the red line is set at 8300 and a rather abrupt rev limiter cuts in just 50rpm higher. Yes, Cyril, I did hit it once coming out of Killarney's turn four on to the back straight, flat out in fourth.
The torque numbers are just as impressive, with 180Nm at 6800rpm, 80 percent of which is available from 1600rpm.
There is, however, a pronounced step in the power band at 6500rpm, beyond which things really start to happen and the motor will happily rev on until electronically restrained (see above).
It's almost like having two engines - a perfectly drivable, quite torquey engine up to six-five and a seriously energetic sports car engine beyond that.
All that drives through a sudden, rather grabby clutch (which got worse when it got really hot on the track) and a distinctly notchy six-speed gearbox with a demandingly narrow gate.
Driver's car
It's a true driver's car, demanding precise and accurate hand and footwork for smooth gear-changes, up or down.
I completely missed the change from fifth to fourth at the end of the back straight once and found myself diving into turn five rather faster than I was ready for - in neutral.
The RunX handled that one considerably better than I did.
When you get it right though, there's immense satisfaction in hitting the apex of a corner at exactly 6500rpm and powering through to snatch the next gear coming out.
The uprated shocks do a good job of keeping the car within limits; it's the tyres that let go first - even the racing slicks that were fitted to some of the test cars on the launch, especially for the track.
A mildly rubbery feeling under hard braking as the chassis becomes unsettled is followed by a sharp, accurate turn-in. When you start powering out, however, mild understeer immediately sets in.
It becomes steadily worse as you accelerate and eventually, as you reach the limits of the shocks, the inside front wheel begins to chatter and then spin. It's predictable and progressive, however, which makes the car very forgiving when driven hard under racetrack conditions.
Street wise
Then we took the cars (the ones with treaded tyres, that is) out on a road loop around the twisty, bumpy roads behind Durbanville, an excellent real-world test of the firmer suspension and schizophrenic power delivery.
There were few long straights on the route so we seldom got the cars really flying but the suspension coped remarkably well. While you could feel every bump, there was no jarring and very little suspension noise reached the inside of the cabin.
The sudden clutch only became a problem in traffic if I wasn't concentrating; smooth take-offs were no problem if I kept my mind on what I was doing and even in heavy traffic the clutch didn't get hot enough to affect its operation, as it did on the track.
Bottom line
This is a rather selfish little car that demands your attention if you want smooth progress (I've known some ladies rather like that). If you drive with neatness and precision, however, it is a remarkably accomplished package with exhilarating performance, better-than-average road manners and all the creature comforts of the RX trim.
As with all RunX variants, it comes with a three-year or 100 000km warranty, including 24-hour roadside assistance for the duration, as well as a five-year or 90 000km service plan.
Price:
R202 475.