The Corolla makes no apologies for being a driving appliance, though, and it doesn’t need to.  The sturdy, reliable Corolla is the Maytag of automotive appliances not matter what color it is, with a well-deserved reputation for drama-free ownership.  For 2012, the Corolla is largely unchanged after its 2011 refreshing.  Toyota’s added a  few features to the standard-equipment list and improved the sound systems, and left everything else be.

A facelift in 2011 brought Toyota’s latest family face to the Corolla, with the effect that it looks like a seven-eighths scale Camry.  A large grille and sharply angled headlamp units dominate the front end, while the chunky body and stubby tail conspire to make the Corolla look very…Toyota.  The Corolla is more substantial at curbside than the Honda Civic or Ford Focus, and the rear is dressed up slightly by Camry-esque taillights and a lower valance with a sporty black panel.  The single exhaust and standard fifteen-inch wheels are ample evidence that the Corolla’s mission in life is not all-out performance, though.

The Corolla’s interior is simple without feeling cheap or poorly-built.  The straightforward instrumetn panel is easy to acclimate to, and all of the touchpoints are finished in feel-good materials.  Inexpensive vehicles always run the risk of feeling like rental cars; the Corolla feels like a very nice rental, at least.  A satiny surround for the center stack provides a handsome, finished look but that’s about the only significant concession to style. Convenience features include a dual glovebox, power windows and locks, and a keyless entry.  Bluetooth connectivity is available.  Available options include a moonroof, a navigation system with a six-inch touch screen, and Toyota’s new Entune infotainment system which synchronizes with smartphones and other electronic devices to open up a wide range of entertainment.

A tallish seating position, responsive electronic power steering and compact dimensions make the Corolla easy to pilot around town, too.  The MacPherson strut front, torsion beam rear suspension conducts its business without drama; this setup has served the Corolla well for years, and what it lacks in cutting-edge sophistication it more than makes up for in transparent operation.  Enter a turn too quickly and the Corolla understeers predictably and without losing its composure:  stability control and traction control are standard on all Corollas, as are anti-lock brakes.  The ride is a bit harsher on the freeway, and there’s a moderate amount of road noise.  The Chevrolet Cruze is arguably quieter, but it’s also new to the market, lacking the Corolla nameplate’s four decades of familiarity.  If you’re expecting a stable and confident front-drive subcompact, the Corolla hits all of the targets.

As a frugal commuter, the Corolla absolutely excels–not a surprise considering that’s what it’s designed to be.  Power is provided by a 1.8 liter DOHC four-cylinder, and the 132 horsepower is nicely suited to this car’s size.   Variable valve timing on both the intake and exhaust ensures that power delivery is smooth.  Not too fast or too slow, Toyota’s subcompact Goldilocks is just right.  The four-speed automatic transmission is also just about perfect, putting the power to the road seamlessly and helping the Corolla to return 34 miles per gallon on the freeway.  There’s enough passing power to keep up with freeway traffic.  A five-speed manual transmission is also available.

It’s not flashy, and frankly it’s not supposed to be.  The Toyota Corolla’s noble mission in life is to get you where you’re going as efficiently as possible and without making a fuss out of anything, and that’s a respectable automotive goal no matter what the Corvette fans and monster-truck lovers say.  The Corolla is composed without being complacent.  Corolla pricing starts at just under $16,000.  The uplevel LE adds a few standard amenities and comes in at $17,300.  My tester  was equipped with satellite radio, sixteen-inch alloy wheels and a moonroof, and stickered for $20,485.

All specs are for the 2012 Toyota Corolla LE.
Length:  180.0 in.
Width:  69.4 in.
Height:      57.7 in.
Wheelbase:  102.4 in.
Curb weight:   2800 lb.
Cargo space:   12.3 cu.ft.
Base price:  $17,300
Price as tested:  $20,485
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower:   132 @ 6000
Torque:  128 @ 4400
Fuel capacity:  13.2 gal.
Est. mileage:   26/34

After twenty-three years in the North American market, the Sonata seems to have finally developed a personality, and it’s cutting-edge.  The Sonata features dramatic, sporty lines, fuel-efficient powertrains and dramatic improvements in road manners and comfort.  Hyundai has expanded the Sonata lineup to include a hybrid, and there’s a turbocharged version as well.

A sportier Sonata’s not a bad thing at all.  The more powerful engine doesn’t transform the newly amazing Sonata, but it does sweeten the package a bit.  The 2.0 liter direct-injection engine mates happily with a twin-scroll supercharger and offers a 76-horsepower bump in output over the naturally-aspirated Sonata, to 274.  It’s enough to give this family sedan some noticeable urge, though not enough to make the car hard to handle on a daily basis.  The power rating also gives Hyundai bragging rights over the V6-powered Honda Accord, Ford Fusion and Chevy Malibu, among others, and the Sonata 2.0T returns 33-mpg fuel economy on the freeway.

Unlike many high-performance vehicles, the Sonata runs on regular-octane gas, rather than requiring premium.  A compact six-speed automatic transmission ensures that the Sonata’s always docile.  Drivers can row the gears manually with steering wheel paddles, in a nod to enthusiast antics, but for the most part this is a lightly-sportified family hauler rather than a full-on sports sedan.

The Sonata’s suspension is fully independent, using MacPherson struts up front and a multi-link rear.  The Sonata 2.0T SE gets a slightly sportier treatment, with stiffer coil springs and a thicker stabilizer bar at the rear to provide better feel and stability.  Anti-lock brakes, stability control and traction control are standard, as is a tire pressure monitoring system.  Rack and pinion steering is used. This car is more capable than it seems at first; the Sonata 2.0T isn’t always eager to communicate its intentions but holds its line when pressed.

Apart from the powertrain, the turbocharged Sonata is essentially indistinguishable from the naturally-aspirated version.  Dual exhausts and a “2.0T” badge are about it, in fact; the swoopy, graceful styling of the new Sonata is otherwise untouched for the more powerful version.  The large, V-shaped grille, deep character line that cuts upward to the thin C-pillar and coupe-style silhouette are all part of Hyundai’s new family look.  Eighteen-inch wheels are standard.

The interior is similarly understated in terms of sport modifications; it’s basically identical to that of the rest of the lineup.  The Sonata’s cabin is surprisingly large, with ample rear-seat space and more headroom than you’d expect given the low roofline.   Buyers can choose between monochromatic and two-toned interior environments, and the materials feel durable and first-rate.  Hyundai offers a choice of upgraded sound systems, HD radio, satellite radio and USB audio input jacks to improve the tunes.  A touch-screen navigation system and backup camera are also available.

Hyundai seems to enjoy startling buyers when it comes to pricing, but the turbocharged Sonata bucks that trend by costing just about what you’d expect.  The Sonata 2.0T represents about a $5000 price walk over the most basic standard version, with an MSRP of $24,145 for the SE and $27,045 for the high-zoot Limited.  My tester featured the navigation system and an upgraded sound system and went out the door for $30,000 on the nose.  That’s about four or five grand less than you’d expect to pay for a similar vehicle from another manufacturer.  Is it worth it?  As a reasonable competitor to sport-lite sedans like the Toyota Camry SE, it makes a lot of sense, and the improved fuel economy all but seals the deal.

All specifications are for the 2011 Hyundai Sonata 2.0T.
Length:  189.8 in.
Width:  72.2 in.
Height:      57.9 in.
Wheelbase:  110.0 in.
Curb weight:   3338 lb.
Cargo space:   16.4 cu.ft.
Base price:  $24,145
Price as tested: $30,000
Engine:   2.0 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 274 @ 6000
Torque:  269 @ 1750-4500
Fuel capacity:  18.5 gal.
Est. mileage:   22/33

(2011 Charger pictured)

For 2011 the Charger received a handsome facelift and some new option packages.  Bigger news is on the way for 2012, when an all-new eight-speed transmission arrives to improve gas mileage and drivability.  New option packages are also available.   The improvements keep the Charger high on the desirable-family-car list.

Muscle-car looks aren’t a prerequisite for family sedans, but nostalgia for the 1960s means that they certainly don’t hurt.  The Charger’s new face is leaner and tougher than before.  The slab-sided body and hunched silhouette are the same, but a distinct fender scallop provides a more finished side aspect.  Dodge’s new split-crosshair family grille is nestled between quad headlamps up front, and the sculpted hood flows back into a coupelike body that finishes with distinctive (and bright) 164-LED taillamps styled similarly to those of the Challenger and a dual exhaust.  Some bright new colors accent the Charger R/T, and help the new design to stand out even more.  For 2012 Dodge also offers a Road& Track package to the R/T, adding special 20-inch wheels, a blacked-out honeycomb grille  and special interior features.  High-intensity discharge headlamps are standard on the R/T as well.

Significant upgrades have been made to the interior as well.  The Charger gains a bit more styling distance from the Chrysler 300, whose platform it shares, and continues to move in a sporty direction.   Wide, comfortable seats are available in bright red leather, should you so choose, and a handsome dash now includes satiny silver trim around the gauges and a high console.  The low roofline doesn’t cut into visibility as much as you might expect it to.   It’s quiet on the freeway, too, thanks to new sound deadening and an acoustic windshield.  Optional equipment, standard on the SXT and other Chargers, includes dual-zone climate control, heated seats, Sirius satellite radio, a blind-spot monitoring system and a backup camera.  Dodge has improved the UConnect Touch infotainment system with hands-free texting, voice-command navigation and iPod control.  Heated and cooled cupholders are even available.  A choice of 4.3 and 8.4-inch touchscreens is offered.  UConnect Touch is also compatible with Bluetooth phones, for additional versatility.

Out on the road, this four-door muscle car exhibits fantastic manners and an interstate-gobbling ride.  The suspension uses short-long arms up front, with a high-mounted upper A arm and coil springs.  The rear is also independent, with a five-link setup.   The Charger R/T is slightly upgraded, with grippier eighteen-inch wheels and a tighter, more responsive suspension featuring high-performance shocks and thicker swaybars. The Road & Track package adds a 3.06 rear axle ratio.  Stability control and anti-lock brakes are standard on all Chargers.

Buyers drawn to the Charger because of the associations created by its name won’t be disappointed.  Dodge offers two engine choices:  a new 3.6 liter V6 making 292 horsepower and the familiar 370-horse 5.7 liter HEMI V8.  Rolling with the V8 as standard equipment, the Charger R/T comes across as the best of both worlds, with plenty of power, a satisfying roar, and a relatively docile ride for those days when you’ve got baby seats strapped in.  The HEMI V8 launches the Charger with authority, and perhaps even a hint of the brand’s newly-developed cop-car DNA.  At speed, the Charger R/T feels like a pursuit vehicle; it’s deadly serious about the business of going fast.  Dodge includes its Fuel Saver multi-displacement system which shuts off cylinders when they’re not needed, allowing the Charger R/T to return a semblance of decent fuel economy; it’ll get 25 miles per gallon on the freeway.   A five-speed automatic transmission is standard on the R/T.  The eight-speed automatic, available in 2012, allows the Charger to get 31mpg on the freeway when paired with the V6, and it can be had with rear- or all-wheel drive.

It’s easy to call the Charger state-of-the-art in rear-drive American sedans, since apart from its sibling the Chrysler 300 it’s the only one.  That said, this four-door muscle car offers a comfortable ride and good performance in a package that’s got just enough attitude to be entertaining, especially if muscle cars are your thing.  Charger pricing starts at $25,495 for the Charger SE; for the fun stuff, the Charger R/T comes in at $29,995.

All specs are for the 2012 Dodge Charger R/T.
Length:  199.9 in.
Width:  75.0 in.
Height:      58.4 in.
Wheelbase:  120.2 in.
Curb weight:   4253 lb.
Cargo space:   16.5 cu.ft.
Base price:  $29,995
Engine:   5.7 liter OHV V8
Drivetrain:  five-speed automatic transmission, rear-wheel drive
Horsepower:  370 @ 5250
Torque:  395 @ 4200
Fuel capacity:  19.1 gal.
Est. mileage:   16/25

For 2012, the Focus finally appears in the same form as overseas, and the result is a significant upgrade.  The all-new 2012 Focus spans the range of the compact spectrum, with affordable entry-level versions and enough amenities available to turn it into a premium compact.

Since the equally European Fiesta got here first, the styling will be familiar to Ford buyers.  The Focus shares the Fiesta’s dramatic curves and motion-capturing body sculpting.  The car appears to have been formed by the wind flowing over it, eschewing the previous Focus’ flat-planed look.  A large lower grille hints at a huge performance-car air intake, though it’s mostly stylized bumper, and the headlights could have been borrowed from a Volvo.  The flanks are sculpted similarly to those of the Taurus, but the Focus doesn’t mimic its big brother outright.  Uplevel models get a touch of window chrome, turn signal repeaters in the sideview mirrors, and larger wheels.

The interior is comfortable and up to modern small-car standards–which are on par with what was expected of medium-car standards a few years ago.   The new Focus has a well thought-out interior, with unexpected shoulder room and a quiet ride on the freeway.  The seats are taller than those of the average subcompact, and ambient lighting creates a pleasant atmosphere in the cabin at night.    A high-tech upgrade is the MyFord Touch system, which replaces most of the ancillary controls with a single large touch screen in conjunction with the SYNC infotainment system.  Information can be displayed on the personalization-friendly screen by tapping or voice command.  HD radio, a pushbutton start, a backup camera and the ability to turn the Focus into a mobile Wi-Fi hotspot are all available.  Ford’s even offering a cool active parking assist system that will aid in parallel-parking the Focus.

One of the Focus’ chief virtues has always been that it’s fun to drive, and Ford has kept that quality intact.  MacPherson struts are used up front, with Ford’s “Control Blade” multilink independent setup in the rear.  This suspension serves the Focus well, and it tracks confidently, offering a decent amount of feedback.   Combined with a stiff body structure and electronic power steering, this setup makes the Focus nimble around town, and downright enjoyable when the road gets curvy.  Even on standard tires, the Focus is confident and eager to tackle a twisty road or two.  A torque-vectoring system provides a limited-slip differential, balancing power between the front wheels and reducing the understeer that’s common to front-wheel drive vehicles.  Strong brakes add to the feeling of confidence.  Anti-lock brakes and stability control are standard equipment.

There are updates under the hood as well.  The Focus is powered by an all-new 2.0 liter four-cylinder engine.  Higher-tech than the previous 2.0, the Focus’ new powerplant uses direct injection and variable independent camshaft timing, resulting in a 20-horsepower improvement.  The added ponies bring the total to 160, and the new Focus is somewhat sprightlier as a result.  A six-speed dual-clutch automatic transmission is available to aid the steady upward creep of Focus fuel economy–the 2012 model’s now rated at 28/40 with the automatic,  and it doesn’t feel sluggish or underpowered on the highway.  A five-speed manual is also available for sport-minded buyers, though fuel economy drops slightly.

The new Focus’ arrival isn’t just cause for celebration among die-hard Blue Oval fans.  The new Focus stands out as a compelling choice in an already competitive market, and by improving this car with a European feel Ford’s helping to improve the breed as a whole.  Of course, that doesn’t matter quite so much to the average buyer.  What does matter is that the Focus is an excellent vehicle that’s affordable, too, with pricing starting at $17,295.  My tester was a Focus SE with heated seats, SYNC and a sport package and stickered for $21,150.

All specs are for the 2011 Ford Focus SE.
Length:  178.5 in.
Width:  71.8 in.
Height:      57.7 in.
Wheelbase:  104.3 in.
Curb weight:   2907 lb.
Cargo space:   13.2 cu.ft.
Base price:  $17,295
Engine:   2.0 liter DOHC direct-injection inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive
Horsepower: 160 @ 6500
Torque:  146 @ 4450
Est. mileage:   26/36

Then again, Buicks aren’t all that boring these days.  Redesigned for 2011, the Avalon soldiers on as prime bridge-club transportation though, with a big back seat, plenty of power and appliance-like operation. It started out in 1994 as a slightly cushier Camry clone and aimed at mid-luxury brands like Buick, Mercury and Oldsmobile.  In the years since, it’s outlived two of those marques and over the  years the Avalon has become a very distinct and different vehicle from Toyota’s bread-and-butter sedans.  

More luxurious than the average Toyota but not quite a Lexus, the Avalon strikes an interesting pose when compared to its stablemates.  The styling is a touch more conservative than that of the more youthful Toyota lineup, with a more traditional three-box layout and character creases down the sides creating a shoulder line.  It’s a big car, but hides its size with dramatic lines and seventeen-inch wheels.  The new family styling is most similar to that of the Venza, thanks to the wide, tapering grille and just a hint of chrome on the side windows.  LED taillight elements provide a measure of drama at night.

When competing with Buick, interior comfort is king.  The Avalon doesn’t miss this important attribute.  The interior is roomy enough for five big-shouldered passengers, and the flat dash presents a clean, elegant aspect and improves interior room thanks to a design that curves it away from the passengers.  Woodgrain trim on the console and center stack is designed to appeal to the conservative buyers the Avalon is courting, and helps to set this car apart from the Camry.  Convenience features like a backup camera, moonroof, rear sunshade and a leather interior are standard.  Heated and cooled seats are available.  Rear-seat passengers are treated to reclining seatbacks.  Sound deadening is premium-grade as well, and the Avalon’s not-quite-luxury cabin is a prime road-trip environment.  Road-trip necessities like rain-sensing wipers, a navigation system with available streaming traffic info, satellite radio and Bluetooth connectivity are available.  You can even stream music to the car’s sound system through a Bluetooth-capable phone.  A rear-camera backup assist is standard equipment, projecting images in the mirror or on the navigation screen in models so equipped.  The fourteen cubic-foot trunk is big enough for luggage for four.

Long-distance travel is one of the places where large sedans like the Avalon excel.  The 3.5 liter V6 under the hood features dual overhead cam construction and VVT-I variable valve timing, and produces 268 horsepower.  The VVT-I ensures a broad powerband, and the Avalon feels surprisingly powerful considering the car’s size; freeway entrances are no problem for the Avalon.  Once up to speed, the new six-speed automatic transmission provides a measure of efficiency, and both the 29-mpg freeway fuel rating and resulting extended range from the 18-gallon fuel tank are welcome.  The Avalon handily outperforms the classic rear-drive sedans from Buick and Mercury that helped to inspire it in this respect.

Around town, the Avalon is a bit ponderous unless you’re a big fan of large sedans.  A very direct and responsive rack and pinion steering rack makes directing the sizeable prow easy enough, but the MacPherson strut/coil spring suspension is really bred for the highway.  It’s nicely set up for a long day of driving, in fact.  Four-wheel disc brakes are used, and Vehicle Stability Control and traction control are standard equipment.  Should things go wrong, the Avalon’s a safe car as well, with seven standard airbags including a driver’s knee airbag.

The Avalon may not set the design world on fire, but it’s a comfortable and competent full-size sedan with more luxury than average but a reasonable price point as well–just like the ones Mercury and Oldsmobile used to make.  If anything, this car could be credited with helping to spur Buick’s current product renaissance, since evolution is the best response to competition.  Avalon pricing starts at $33,195, putting it at the reasonable end of the luxury-car spectrum.

All specifications are for the 2011 Toyota Avalon.
Length:  197.6 in.
Width:  72.8 in.
Height:     58.5 in.
Wheelbase:  111.0 in.
Curb weight:  3572 lb.
Cargo space:   14.4 cu.ft.
Base price:  $33,195
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 268 @ 6200
Torque:  248 @ 4700
Fuel capacity:  18.5 gal.
Est. mileage:   20/28

Drop a six-speed manual transmission into the equation, however, and the 550i is transformed into a serious piece of driving equipment.  BMWs aren’t about being comfortable when stuck in rush-hour traffic, in the end.  This is a car that demands driver engagement.  Even the cupholders are inconvenient, an afterthought.

So what’s new with the 550i?  Everything, actually.  BMW’s big sports sedan is new from the ground up for 2011.  It shares some architecture and a factory with the new 7-Series sedan, but somewhat more compact dimensions and a more overtly sporting nature make this the athlete of an already athletic family.

Whatever the model, BMW styling has long been about familiarity, and the latest 5-Series is no exception.  Familiar cues remain in place:  the quad headlamps with “halo” driving lights and LED accents, the slight forward tilt to the grille, the long hood.  The new things are subtle; the new 550i is two inches longer than its predecessor, with a three-inch longer wheelbase.  A strong body crease contains the door handles and contrasts with concave surfaces and powerful fender flares, especially at the rear where BMW’s stylists have done their best to emphasize the wide rear track.  Rear lighting consists mostly of bright, modern LEDs.  The new 5-Series is lighter too, thanks to aluminum body components including the hood, doors and front fenders.  The eighteen-inch wheels are wrapped in run-flat tires that eliminate the need for a spare; I ended up putting it to use thanks to a poorly-mounted manhole cover in downtown Detroit.  The run-flat tires are able to limp up to 50 miles without any obvious degradation in steering or handling.

BMW’s interiors are graceful yet severe compositions of elegant surfaces and materials.  The 550i’s cabin invites you to slide in under a driver-centric, asymmetrical dashboard finished with a choice of Dark Burl Ash wood, Fine Line Matte wood or Ash Anthracite gray trim.  Comfortable seats are heated and wrapped in Dakota or Nappa leather, and the steering wheel and shifter are placed just-so for enthusiastic driving.  Once again, the upgrades to iDrive are impressive.  It’s easy to use on the fly, and programming destinations is fast and intuitive.  Clicking between functions is also easy, and the rotary dial makes paging through satellite radio stations a breeze.   There are two displays available; a seven-inch or ten-inch screen.  Both feature transreflective screens that are enhanced rather than washed out by direct sunlight.  A head-up display puts speed and some navigation functions directly in front of the driver, just to keep the focus where it should be.

Matters of ergonomics are quickly rendered incidental once the 550i is in motion.  This car invites and rewards a high level of driver involvement.  That’s not to say that it’s hard to drive; the double-pivot front suspension and active steering keep the driver comfortably in control at all speeds.  Pay attention to what you’re doing, however, and the 550i rewards you like a proper sports car, with confident response and masterful grip through the turns.  Large brakes with two-piece rotors are augmented by BMW’s Dynamic Stability Control, which includes brake-fade compensation.  The 550i stops just as easily as it goes, as a result.  A rear-steering system is available as well.

Because the 550i was developed in tandem with the flagship 7-Series, a lot of that vehicle’s driver-aid technologies have found their way onto the 550i, including the available Lane Departure Warning, Blind Spot Warning and active cruise control that includes full stop-and-go capability.  BMW also includes its Driving Dynamics Control system, which provides four suspension and engine-response modes that tailor the springs to the individual driver’s taste–or the needs that arise during a drive.  The Comfort mode is best for freeway travel, but the 550i was more than happy to switch into the hard-edged Sport+ mode to play tag with a G35 for several miles up I-75 one sunny afternoon.

The 550i would be an entertaining drive even if it was slightly underpowered, but thankfully BMW hasn’t chosen to neglect that arena.  The 550i is the top of the 5-Series range, and earns that spot with a 400-horsepower, 4.4 liter direct-injection twin-turbo V8.  BMW uses a “reverse-flow” system which places the turbochargers and catalytic convertors in the center of the two cylinder banks, and the exhaust valves are mounted inboard.  In addition to creating a shorter and more direct route to the turbochargers, this also results in a more compact engine.  The six-speed manual transmission is nicely suited to the V8′s power, allowing the driver to modulate and control power delivery at any speed.  Should one desire a 550i without a third pedal, an eight-speed automatic transmission is available.

An interesting fuel-efficiency trick hides in the alternator.  The 550i’s alternator spends most of its time freewheeling and drawing no energy from the engine.  It only works to charge the battery during deceleration and braking.  BMW has equipped the 550i with a high-efficiency glass-mat battery that doesn’t require continuous charging.

Like just about every other 5-Series before it, the 550i is one of the dynamic leaders of a very talented class.  This big luxury sedan is powerful enough to be a satisfying road-tripper and agile enough to be considered a true sports car.  It looks good, too.  The only downside is the price, as is frequently the case with BMW products.  The 550i starts at a stately $60,575, and my tester came in with $9000 of additional equipment including a cold weather package, the Dynamic Handling package, the head-up display and the Sport package.  The most impressive thing about the 550i is that (especially with a stick) it’ll make all of that seem worth it.

All specs are for the 2011 BMW 550i.
Length:  193.1 in.
Width:  73.2 in.
Height:     57.6 in.
Wheelbase:  116.9 in.
Curb weight:   4365 lb.
Cargo space:   14.0 cu.ft.
Base price:  $60,575
Price as tested: $69,575
Engine:  4.4 liter DOHC twin-turbocharged V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 400 @ 5500-6400
Torque:  450 @ 1750-4500
Fuel capacity:  18.5 gal.
Est. mileage:  15/22

Ford’s partnership with Harley dates to 1999, and each successive edition seems to get bigger, bolder and brasher.  The 2011 model is so in-your-face that you might feel compelled to take a step back, in fact.  Massive wheels, a lowered stance and a custom graphics look belie the fact that this is a factory-built truck.  The Harley F-150 also benefits from a significant round of 2011 upgrades to the F-150 lineup, including new engines and some tricks for improving fuel economy.

Special edition or not, the Harley F-150 is still a truck, which meant that in my hands it was going to be treated like one.  Luckily, beneath all of the Harley trappings–22-inch Euroflange wheels, hood and side decals that are similar to the “speed scallop” paint job found on classic hot rods, smoked headlaps and a unique billet grille–this is still a Ford F-150 and thus, depending on who you talk to, the gold standard among full-size pickup trucks.  Power-folding running boards are standard equipment, and help to visually lower the truck.  The Harley is available only as a SuperCrew with a short bed.

The Harley F-150 didn’t complain when over 600 pounds of scrap metal were loaded into the bed, and like any proper truck I enlisted it to help some folks move as well.  The F-150 has always been a hard worker, and it’s got some unique tricks like the extendable bed step and assist handle that simplify loading and climbing into the high cargo area.  With a maximum payload of 1410 pounds and a towing capacity of 7500 pounds, this truck is ready to be used for “proper” truck tasks…or to tow a couple of Harleys on a trailer while hauling a bed full of spare parts.  The suspension uses double wishbones up front and a Hotchkiss-type solid rear axle, and the F-150 exhibits a confidence-inspiring level of maneuverability and drivability around town.  Get it out on the freeway and those big 22-inch wheels are happy to eat up pavement all day; if the fuel economy were better, this would make a great road-tripping vehicle.  Many of these trucks will probably see plenty of freeway miles, so Ford’s tuned it accordingly.

Some of that work-readiness comes courtesy of the Harley F-150′s bigger engine, which is new for 2011.  Ford’s dropped a 6.2 liter V8 from the SVT F-150 Raptor under the hood, bumping horsepower to 411.  Single overhead-cam construction and variable cam timing are used to ensure steady and consistent power delivery.  The big V8 under the hood provides ample motivation, whether the Harley F-150 is loaded with cargo or empty, and the exhaust is tuned for a mean sound.  With gasoline prices touching $4.00 a gallon during my drive, I kept a light foot on the gas hoping for better mileage.  The handy driver information display indicated that the Harley F-150 is good for about 14mpg in mixed driving, and not much more.  That’s par for the course for a big truck, and these days that might be enough to deter many casual would-be pickup owners.  A six-speed automatic transmission is standard equipment, and the Harley F-150 can be had with rear or four-wheel drive.

The interior is a Harley lover’s dream, with engine-turned aluminum trim on the doorsills, a unique console and a plaque with the truck’s production number.  Big black leather seats are embossed with a Harley-Davidson shield badge.  Ford also loads the Harley F-150 up with a long list of standard equipment that’s optional on lesser F-Series pickups, including SYNC, an easy-to-read voice-activated navigation system, heated third-row seats, ambient interior lighting, a backup camera and a remote start system.  The navigation system is accessed through a 4.2-inch LCD message center that also provides vehicle information.  The backup camera projects its image onto a 3.5-inch screen hidden in the rearview mirror, and Ford has added a zoom feature to aid in trailer hookup.

Tough-guy truck buyers who turn their noses up at so-called “luxury trucks” will probably find the Harley F-150 appealing, but only because it wraps all of those luxury goods in a tough-guy package.  Underneath it all, it’s a handsomely appointed F-150 that gives buyers of this versatile truck series one more choice in trim levels while keeping all of this truck’s virtues intact.  It’s not for bargain shoppers, though: the Harley-Davidson packaged pushed the base price of my SuperCrew tester to $51,140.  Options like the bed extender and tailgate step bumped the bottom line to $52,740.

All specs are for the 2011 Ford F-150 4×4 Harley-Davidson Edition.
Length:  231.9 in.
Width:  79.2 in.
Height:      75.9 in.
Wheelbase:  144.5 in.
Curb weight:   6052 lb.
Towing capacity:  9300 lb.
Payload:  1230 lb.
Base price:  $51,140
Engine:   6.2 liter SOHC V8
Drivetrain:  six-speed automatic transmission, four-wheel drive
Horsepower: 411 @ 5500
Torque:  434 @ 4500

Introduced in 2006 as both a nod to the Land Cruiser’s off-roading heritage and a chance to give headaches to Jeep Wranglers, the FJ Cruiser has soldiered on without obvious changes.  For 2011, a locking rear differential is standard on six-speed automatic-equipped models, and the FJ Cruiser’s annual Trail Teams Special Edition is available in Army Green with matching trim.  That’s about all that’s changed.  But change isn’t necessarily a good thing, considering that the FJ Cruiser has survived the collapse of the giants, as burly SUVs like the Hummer have fallen out of vogue and disappeared from the market.  Of the hard-core off-roaders, this is perhaps the easiest to live with, considering its permanent hard top and four-door layout.  

At a glance, the FJ Cruiser looks to be nothing but four giant wheels holding up a tiny body.  The big-box looks are straight out of the monster-truck school of design, with a shot of retro thrown in for fashion purposes.  The FJ Cruiser’s narrow, upright windshield, squared-off fender openings, white roof and close-set headlamps are taken from the original Toyota FJ, first introduced to the U.S. in 1960.  The retro touches are applied to a seriously beefy body, however, with a blunt, bulldog-like hood and a hefty super-sized spare tire dangling from the tailgate.  Go for the Trail Teams Special Edition and things get even meaner-looking, with blacked-out bumpers and grille, rock rails and skid plates, and special wheels.

There’s no mistaking what the FJ Cruiser is all about–it’s got an inclinometer in a pod riding front and center on the dash.  The hose-out interior is basic, in an old-school SUV sort of way, with rubberized floors and water-resistant seats.  Reverse-opening rear doors provide access to the rear seats, which aren’t as difficult to get into as you’d think thanks to a long slide forward, while a big barn-door rear opens up the 66.8 cubic-foot cargo area.  The seats are mounted close to the high floor, and the dash is all horizontal and vertical lines spruced up by available body-colored panels.  The ergonomics are more closely related to industrial equipment than cars.  Since that’s just the sort of environment the FJ Cruiser is intended for, this is not a downside. The standard audio system includes XM satellite radio and Bluetooth connectivity.  There’s an available backup camera in the rearview mirror, as well.

Visibility through the narrow windshield takes some getting used to, but the FJ is actually easy to drive once you’re used to it thanks to very communicative steering and suspension.  This comes in handy in the dirt, naturally.  If you’re willing to make the compromise–or if you just love the post-apocalyptic look of the thing–this can be a decent around-town companion.  For FJ Cruisers that will spend more time in the dirt, there’s an Off-Road package that adds Bilstein shocks, a locking rear differential and Toyota’s A-TRAC active traction control.  The suspension itself consists of a sturdy, truck-like ladder frame, double-wishbone components up front and a coil-sprung solid axle at the rear.  Standard 32-inch tires provide over nine inches of ground clearance in standard trim.  The flexible front suspension allows almost eight inches of wheel travel, and massive brakes ensure confident stopping.  Handling is good, even with the FJ Cruiser’s short length and high-stepping stance, thanks to standard Vehicle Stability Control.  On pavement, the ride isn’t as punishing as it could be; this truck is certainly somewhat more comfortable than its arch-enemy the Jeep Wrangler.

The low gearing is good for off-roading, but not so great for freeway travel.  The FJ Cruiser will keep up with traffic, but it’ll take its time getting up to speed and it’ll use a lot of gas doing it.  The 4.0 liter V6 under the stubby hood produces 260 horsepower, and features variable valve timing and double overhead cam construction.  A broad torque curve keeps the FJ Cruiser in its powerband off-road, making rock crawling easy, and low-speed on-pavement driving is also confident–it’s just the freeway that’s not this vehicle’s element.  A choice of six-speed manual and five-speed automatic transmissions is offered.   The FJ Cruiser will tow up to 5000 pounds.

It ain’t the least bit practical, but with more and more SUVs becoming carlike vehicles, the FJ Cruiser’s beginning to be retro in spirit as well as design.  This is a truck that can take significant punishment and tackle the worst terrain you can reasonably throw at it.  Being able to tool around town without a neck brace is just icing on the cake.  FJ Cruiser pricing starts at $25,090 for the two-wheel drive version, which is kind of toothless considering the off-roading gear that this truck carries.  Fortunately, four-wheel drive is just $26,880.  At $32,147 fully equipped, my tester remained a worthwhile ride.

All specs are for the 2011 Toyota FJ Cruiser.
Length:  183.9 in.
Width:  75.0 in.
Height:     72.0 in.
Wheelbase:  105.9 in.
Curb weight:  4295 lb.
Cargo space:  66.8 cu.ft. (seats folded); 27.9 cu.ft. (seats up)
Base price:  $26,880
Price as tested:  $32,147
Engine:   4.0 liter DOHC V6
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower: 260 @ 5600
Torque:  271 @ 4400
Fuel capacity:  19.0 gal.
Est. mileage:   17/21

Volvo’s S60 gets a style update for 2011, as well as a horsepower boost and a bunch of new technology.  Though the tweaks are subtle, they’re telling ones, and this capable European luxury sedan is suddenly looking like a show car come to life.

The styling updates to the S60 add more expression all around the car, with a larger grille and more intricate headlamp jewelry.  The flanks have been massaged as well, adding additional curves to Volvo’s familiar “shoulder” lines that give the S60 a ready-to-pounce look.  The roof is sloped dramatically front and rear to provide the coupe-sedan look that’s in vogue at the moment.  Up front, that big grille’s centered between V-shaped quad headlamp units and LED side markers and taillights provide a unique signature at night.

Though the new exterior hints at a dramatic reworking inside, the S60′s cabin is actually pretty familiar if you’ve been in a few modern Volvos.  The pictogram HVAC and thin-panel console with hidden storage space behind are in place, as are the wonderfully comfortable seats and IKEA-smooth instrument panel.  The available navigation system has migrated into a seven-inch high-definition information screen in the dash, doing away with Volvo’s curious (and fussy) pop-up screen used on previous models.  It also includes a standard driver-information interface system, which is similar in spirit to those adopted by BMW, Mercedes and Audi in recent years, but not quite as intuitive.  Bluetooth, satellite radio, a backup camera and a 650-watt Dolby sound system are available.  My tester was outfitted with an amazing burnt-orange leather interior that matched the exterior and was considered to be a bit much by everybody except die-hard University of Texas fans.

The S60 is a quiet performer.  The 3.0 liter turbocharged inline six-cylinder engine has been updated, and these days it’s making as much power as Volvo’s 4.4 liter V8.  Thanks to the straight-six layout and 24-valve construction, performance is smooth enough that you’ll mistake it for tepid until you give the S60 a healthy dose of right foot, at which time the 300 horsepower and 325 pound-feet of torque make themselves known with a dramatic rush of power similar to what you’ll get from an Audi A4 or Infiniti G37.  All-wheel drive is standard, and a six-speed automatic transmission gets the power to the wheels.  Like any self-respecting sports sedan, the S60′s got paddle shifters for manual gearchanges as well.  The S60′s drivetrain is surprisingly robust, a fact that’s made clear by its 3300-pound towing capacity.

Volvos are known for being decent over-the-road performers, and the S60 doesn’t disappoint.  Three separate suspensions are offered.  The standard, “Dynamic” suspension consists of MacPherson struts up front and a multi-link rear, and provides a balance of comfort and performance.  Volvo also offers a plusher “Touring” suspension, to appeal to buyers who aren’t quite as interested in carving canyons.  The optional FOUR-C (Continuously Controlled Chassis Concept) active suspension is also available, and offers driver-selectable settings that cover both bases.  With the Dynamic suspension, the freeway ride is responsive and comfortable without insulating the driver from the road, and it’s got the high-speed stability and confidence that seem to go hand-in-hand with being a high-end European car.  At the limit handling is improved by Volvo’s Dynamic Stability and Traction Control (DSTC) and Corner Traction Control.  DSTC acts to minimize oversteer and understeer, though both are unlikely in normal driving thanks to the all-wheel drive.  Corner Traction Control is able to direct torque to the outside wheels when turning, resulting in stronger response and less plowing during fast turns.

The S60′s futuristic attitude doesn’t just extend to the exterior styling.  The S60 also features Volvo’s City Safety accident-mitigation suite.  Using velocity-measuring devices integrated into the radar-based cruise control, City Safety determines if the car is moving toward a vehicle or object at speeds below 19 miles per hour and will intervene to stop the car if you don’t.  The S60′s Pedestrian Detection with Full Auto Brake uses the same principle to keep you from unwittingly running over people in parking lots.  It’s not just good for saving you from minor accidents due to lapses of attention, but it’s a fun way to scare your friends as well–especially if it’s their car you’ve directed your S60 toward.  Both of these features are bundled in the S60′s Technology Package, which also includes Adaptive Cruise Control, a lane departure warning system and a collision alert warning that provides a flash-and-beep if you’re approaching the car in front too quickly.

If you’re thinking that this sounds like the new S60 has evolved into a serious high-grade luxury sedan, then you’ve definitely gotten it.  Think of this car as a viable alternative to a comparable Cadillac, Infiniti or Audi. The technology and performance were already here, but with a serious infusion of high-tech toys, the new S60 stands out like it hasn’t before.  Of course, the wild orange paint job doesn’t hurt either.  Regardless of the color, S60 pricing starts at $37,700.  When outfitted with the Technology Package and the Multimedia Package, which adds navigation, a better sound system and a backup camera, the bottom line rose to $46,200.

All specs are for the 2011 Volvo S60.
Length:  182.2 in.
Width:  73.4 in.
Height:      58.4 in.
Wheelbase:  109.3 in.
Curb weight:   3812 lb.
Cargo space:   12.0 cu.ft.
Base price:  $37,700
Price as tested: $46,200
Engine:   3.0 liter DOHC inline six-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  300 @ 5600
Torque:  325 @ 2100-4200
Fuel capacity:  17.8 gal.
Est. mileage:   18/26

So, for 2011, at long last, Jaguar threw out the template completely.  This was a big step for the British brand, whose lineup has always been strongly steeped in tradition.  For the new XJ, Jaguar’s managed to produce a clean-sheet update that manages to incorporate just about everything that makes the cars identified by the chrome cats awesome.  The 2011 XJ is close to being just what a modern Jaguar ought to be, in fact.

It starts with the sheet metal, of course.  The XJ has adopted the lines of the rest of the Jaguar fleet, which are much more “modern” than “retro” apart from the large chrome-mesh grille up front.  At the same time, it’s not derivative of its stablemates, with narrow headlamps and a cool taillight treatment that wraps into the trunklid and looks like nothing else on the road.  The lower body is muscular and powerful, and contrasts with a thin-paneled greenhouse and wraparound rear window that give the impression of a floating roof.  The dynamic lines create a radically smoothed-out interpretation of a luxury sedan and put the XJ into the same class as luxury-sport sedans like the Porsche Panamera and Aston Martin Rapide.  A long-wheelbase version is also available, and maintains the same dynamic look in spite of the stretch.

That’s the class that the XJ needs to be in, of course, especially with the 5.0 liter supercharged V8 under the hood.  This is the XJ Supersport, after all, and with 510 horsepower on tap, the XJ is capable of some serious performance, and it’s going to leave a Lexus LS or Hyundai Equus so far in the dust it’s not even funny.  The all-aluminum Jaguar V8 uses direct gasoline injection and independently variable cam timing to improve efficiency and power delivery.  Jaguar reports a 4.7-second 0-60mph run.  As Jaguar’s blown V8s have always done, the intercooled supercharger nestled between the banks of the V8 engine provides an endless tsunami of torque, rocketing this 4200-pound sedan to hysterically extra-legal speeds without any apparent effort whatsoever.  A six-speed automatic transmission with paddle shifters is standard.  The XJ will cruise sedately at sane speeds as well, and is quite tractable for such a monstrously powerful vehicle as long as you don’t romp too enthusiastically on the gas when the car’s not pointed exactly straight, which is a recipe for stability control intervention.

The standard stability control and active slip-reducing differential that’s standard on supercharged models help to keep the XJ docile on public roads.  The lightweight suspension, consisting of double wishbones in the front and a multi-link rear, is more than capable of playing at high speed on a racetrack, should you decide that’s what you need to do with your XJ.  Jaguar’s ultra-lightweight body construction uses aluminum and more exotic materials like magnesium and other composite alloys, and results in a solid yet relatively lightweight chassis.  The suspension also includes air springs that provide constant leveling, keeping the body flat even during hard cornering.  A host of other driver aids, including Cornering Brake Control and Understeer Control, are installed to ensure that the XJ meets just about any situation with a typically British composure.  Jaguar’s Adaptive Dynamics active suspension is also a part of the package, adjusting the shock response to the road and to the way the XJ’s being driven, whether it’s on the road or track.  The system has three modes that allow the driver to tailor the driving experience to his or her taste.

If you did decide to hit the track in an XJ, you can rest assured that you’d be the most comfortable driver out there.  The four-place interior is outfitted in true British style.  The leather seats feature elegant hand-stitching, and there’s a contrasting leather border surrounding the dash.  The instrument panel is an LED screen designed to look like a set of conventional instruments, and everything is accented with chrome or a choice of wood, carbon fiber or glossy piano-black trim.  There’s even a bit of James Bond-ish high techery, thanks to the eight-inch touch-screen that displays most vehicle functions, a start-stop button that pulses like a heartbeat until the car is started and Jaguar’s round dial-shifter rising out of the console when the car starts.  The seats don’t eject of course, but they also do more than just hug you to keep you in place; they’re heated and feature a massage function as well.  At speed, the XJ is smooth and silent, and triple digit travel is drama-free.   A panoramic glass roof and heated rear seats are standard, as are a parking assist system and adaptive headlamps.

It’s been a while since the XJ commanded a six-figure price, but in Supersport form Jag’s big sedan does exactly that.  The updated and upgraded XJ might surprise some of the Jaguar cynics by being worth that price tag, too.  With a newfound sense of style and elegance, Jaguar’s flagship commands the right balance of luxury and performance to make it a serious “destination” vehicle.  Jaguar XJ Supersport pricing starts at $110,200.

All specs are for the 2011 Jaguar XJ Supersport.
Length:  201.7 in.
Width:  74.6 in.
Height:     57.0 in.
Wheelbase:  119.4 in.
Curb weight:   4281 lb.
Cargo space:   18.4 cu.ft.
Base price:  $110,200
Price as tested:  $111,075
Engine:   5.0 liter supercharged V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower: 510 @ 6000-6500
Torque:  461 @ 2500-5500
Fuel capacity:  21.7 gal.
Est. mileage:   15/21