Better than the original, but not too different. The new engine may not seem to have that much more power on paper — 23 more horses and 28 more lb-ft — but those amount to jumps of 11 and 18 percent, respectively, which is enough to provide a noticeable increase in pep. More importantly, the torque comes on earlier and more smoothly, making driving around town a dash easier.

As before, it’s stunningly well-balanced and fun to drive. I could dive into all sorts of nerdy talk about MacPherson front suspensions, coil springs, strut tower braces, stabilizer bars and anti-dive / anti-lift geometry, but none of that likely matters to you; bottom line, the BRZ is one of those handful of cars that can be pushed close to their limits at everyday speeds, and is a delight to drive at any velocity. It’s extremely well-balanced, easy to place and easy to play with.

Like before, buyers can choose between two six-speed transmissions: one manual, one torque-converter automatic. The automatic certainly doesn’t suck, mind you; it has paddle shifters that shift quickly when you want to use them, and it gets better fuel economy on the highway, which could be an appeal to some. But a taller final-drive ratio and taller gearing means it’s not quite as quick, and in a car with this sort of power, every bit counts.

No, the stick shift is the way to go for this sort of car. The clutch is feathery — don’t try test-driving this in your Red Wings — and the shift lever’s action perhaps not as oily-sweet as the best gearboxes, but there’s no denying that the manual makes the car far more involving and entertaining. Short-shift for fuel economy, wring it out on back roads, it’s all up to you and you alone.