The Corvette Grand Sport, new for 2010, aims to garner even more respect for the venerable ‘Vette.  With suspension modifications and styling tweaks, the Corvette Grand Sport borrows some of the better performance attributes of the high-dollar models and blends them into a unique midrange package.

If there’s one thing Chevy’s big-dog sports car doesn’t lack for, it’s performance.  Even in base form, the svelte Corvette features a healthy 6.2 liter V8 that produces 430 horsepower.  An optional dual-mode exhaust boosts power to 436 horses.  A choice of six-speed manual or six-speed paddle-shifted automatic transmissions is available, and of course the Corvette is rear-wheel drive.  Better still, the transmission’s gearing is freeway-friendly and returns up to 26 mpg on the freeway.  Give the Vette a hard boot and you’ll get a roar that sounds like it’s tearing apart the fabric of reality and a shove from behind that suggests it’s surfing on the shreds.  Top-speed 0-60 runs come up in a scant four seconds.  Launch Control is standard on manual transmission-equipped Corvettes; this system allows the driver to floorboard the pedal and dump the clutch while keeping the engine to a set rev limit and limits wheelspin for maximum acceleration.

The Corvette is a large, low-slung car, and the chassis is radically different from the average road car.  It’s built around a hydroformed steel rail backbone with a rear-mounted transmission, and the cockpit is formed from aluminum.  The Corvette Grand Sport gets revised spring, shock and stabilizer bar rates for track-ready handling, and the track has been widened.  As a result, the Grand Sport is ridiculously planted when the road gets twisty.  That said, it’s also somewhat twitchy thanks to an ultra-fast steering rack, and this particular convertible has a lot of cowl shake (that’s when the dash and upper section of the windshield seem to shimmy at different rates when the car hits a bump).  It remains planted, however, and for 2011 Chevrolet will offer Magnetic Ride Control, an active suspension system that will ensure the Corvette Grand Sport remains planted.  The brake cooling ducts are functional, and the Grand Sport also gets the Z06′ larger six-piston brake calipers.

The exterior styling’s distinctive wedge shape is a result of the body panels being wrapped tightly around the unique frame.  Chevrolet’s trademark quad round taillights mark the rear, and the Corvette is available as a coupe or convertible.  The sergeant’s stripes on the front fenders denote the Grand Sport model.  Not so obvious are the widened front and rear fenders and fatter wheels and tires that set the Grand Sport apart.

The cockpit is pleasantly predictable and will be familiar to anyone who’s ever spent time with a Corvette, with a purposeful six-gauge instrument panel and carbon-fiber trim.  The Corvette’s interior reflects the twin-cockpit layout that has characterized this vehicle since the start, with a large console and space for two people, their bags, and not much more.  The doors open with solenoid pushbuttons, and the interior is snug for two yet comfortable enough for an all-day drive.  It’s equipped for grand touring, with OnStar, XM satellite radio and an available navigation system.

When a car is well-executed enough that even the skeptics respect it, you know it’s an impressive product.  The Chevrolet Corvette has earned the (sometimes grudging) respect of the automotive community.   Pricing for the Corvette Grand Sport starts somewhat north of the standard ‘Vette’s $48,930; the additional performance goodies raise the bottom line to $58,580.  Even at that price point, the Corvette is less expensive than the Porsches and Vipers it will be running with.  Go easy on the options, however; my test car added navigation, an automatic transmission and other toys which drove the bottom line up to $75,740.  For that money, buyers might consider opting for the more powerful Corvette Z06.

Specifications:  All specs are for the 2010 Chevrolet Corvette Grand Sport.
Length:  190.4 in.
Width:  75.5 in.
Height:     54.2 in.
Wheelbase:  112.3 in.
Curb weight:  3289 lb.
Cargo space:  11.3 cu.ft.
Base price:  $58,580
Price as tested:  $75,740
Engine:   6.2 liter V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 430 @ 5900
Torque: 424 @ 4600
Fuel capacity:  19.0 gal.
Est. mileage:  15/25

Of course, it doesn’t hurt if that emotional connection comes wrapped in a package that can go fast, corner hard and looks like a million bucks.  Nissan’s new Z® Roadster stands out as an example of a car that combines both of these assets into a single package.   The 370Z has been with us for a couple of years, and given that car’s sexy lines and general lust for performance it’s no surprise that it’s gone topless.  Combining the 370Z’s retro-futuristic looks and fun-to-drive road manners with a bit of extra sun is practically a no-brainer.

More than anything else, the Z® Roadster is a car that knows how to make you like it; it wants to be friends.  The styling borrows in equal measure from classic Nissan Z-cars and the most recent 350Z, resulting in a slick envelope body with muscular curves.   The boomerang-shaped headlamp units seem to point the way down the long hood and arched front fenders to a compact passenger cabin.  With the soft-top in place, the Z® Roadster is distinguished from the coupe by its notchback tail and trunk.  The wide rear fenders give this car a big posterior, but the look is powerful, not zaftig.

Drop the top, and the roof disappears beneath a hard tonneau cover that gives the Z® Roadster a twin-cockpit look.  The power roof is slow, and clunks into place with a roughness that’s somewhat disproportionate to this car’s cost, but once inside the cabin with the sun shining in, that seems like a distant concern.    The mesh-backed seats are comfortable and resist heating up in direct sunlight, while the businesslike dash with its three gauge pods and matte metal trim is a constant reminder of the Z® Roadster’s mission in life.  This is a two-seater, with decent interior room and even a few cubbies for essentials.  A pushbutton start is standard; XM satellite radio and a navigation system are optional.

Of course, it wants to go and play as well, and it’s more than ready to do that.  The 3.7 liter V6 under the hood is a powerful and refined engine that’s well-suited to hard driving.  With 332 horsepower on tap, the 370Z is a bona fide sports car, ripping off effortlessly giggle-inducing zero-to-sixty runs and capable of providing significant thrust throughout the rev range.  It sounds good while doing it, too.  The six-speed  manual transmission includes Nissan’s SynchroRev Match, which automatically matches engine revs to wheel speed when you downshift–in effect, the car hits a perfect heel-toe downshift for you, every time.  It’s a neat trick, and the burp through the dual exhaust sounds cool, too.  A seven-speed automatic is also available.  Of course, the power gets to the ground through the rear wheels, and Nissan’s Vehicle Dynamic Control is standard, so it’ll behave in bad weather.

Not that this car needs much encouragement to behave.  The 370Z is an excellently-balanced car, just like the coupe.  The suspension consists of double wishbones up front and a multilink rear, but the engineering terms don’t tell half of the story.  The Z® Roadster must be experienced.  Take it down your favorite twisty road and it’s stable, with no hint of cowl shake even on rough roads.   Lightening and stiffening measures, including an aluminum hood and structural reinforcements to the A-pillar and side sills, are to thank for the convertible’s taut response.  The tight suspension and stiff body make the Z® Roadster a communicative and fun-to-drive car.  This is the sort of car that seems to read your mind when driving at speed, heightening that “just-right” emotional connection to the right driver.

The best sports cars are more than the sum of a lot of performance parts.  Nissan has hit on an outstanding combination of ability and performance with the latest 370Z, and the soft-top version doesn’t disappoint either.  Z®  Roadster pricing starts at $37,320.  Well-equipped, a model like my Touring test vehicle stickers for a still-very-reasonable $44,365.

All specs are for the 2010 Nissan Z Roadster Touring
Length:  167.2 in.
Width:  72.8 in.
Height:      52.2 in.
Wheelbase:  100.4 in.
Curb weight:   3426 lb.
Cargo space:   4.2 cu.ft.
Base price:  $40,520
Price as tested:  $44,365
Engine:   3.7 liter V6
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower:  332 @ 7000
Torque:  270 @ 5200
Fuel capacity:  19.0 gal.
Est. mileage:   18/25

That said, I am an enthusiast myself, and buttons are the biggest problem with the new 5-Series.   Despite a sexier design, powerful, high-tech engines and better-than-ever driving dynamics, the 550i very nearly spoils the ride by getting too caught up in its own clever technology.  

The all-new styling carries on the BMW tradition of being fresh yet familiar, with a long hood and massive 117-inch wheelbase providing a solid, athletic stance and confident look that’s unmistakably BMW.  A feeling of motion is imparted by the twin-kidney grille, which is canted aggressively forward.  Quad-element headlights are a BMW hallmark, but swept-back clear covers blend the retro-styling into a modern face.  A large lower air intake feeds the engine, and distinctly flared shoulder lines serve as a link to the larger 7-Series.  Thanks to details like the “angel-eye” corona rings around the headlights and distinctive C-pillar shape, the 550i is instantly recognizable as being a member of the 5-Series family, even to folks who aren’t BMW-philes.

The three-tone cabin is immediately distinct from arch-rival Mercedes’ approach, and features a gracefully curved instrument panel with a subtle angle toward the driver.  It also features buttons–more specifically, a new automatic transmission shifter unit on the console.  This mysterious electronic device is a glorified button, and BMW has stuck it on the console where a perfectly good mechanical shift linkage ought to go.

Once you’ve figured out how to work the paddle shifter and have gotten underway, the 550i does not fail to impress.  Seating for up to five is comfortable but firm enough to hold everyone in place during hard cornering.  The iDrive system is still in use, and in its fourth generation it’s getting more user-friendly, as well as featuring a 10.2 inch high-resolution screen that’s easy to read.  A cool transreflective coating on the screen prevents sunlight from washing it out.   A choice of Dakota or Nappa leather is offered, and several different grades of wood trim.  The options list includes a fully automated parallel-parking assistant, multiple cameras that provide a “top view” image for low-speed maneuvering, active cruise control that can bring the vehicle to a stop and start it up again, and a pedestrian-detecting night-vision system.

Fortunately, my disagreement with the driver interface was not nearly enough to spoil the ride.  The 5-Series has always been a lovely over-the-road companion, and the latest incarnation improves upon the breed with lighter-footed handling.  The three-link double-pivot strut front suspension introduced last year in the 7-Series makes its debut in the 550i, providing a stable ride and improved steering response.   This car encourages you to go and drive with an eagerness that’s usually only found in subcompact sports cars.  The 550i is still a very mature corner-carver; it’s eager, but hardly giddy.  The 550i feels super-confident, planted and phenomenally poised.  It “drives small” in a good way; this big, heavy sedan responds with as much fleetness as the smaller 3-Series.  Sudden moves do not faze the 550i.  Further enhancing around-town agility, the active power steering now includes a four-wheel component that’s able to add small amounts of rear-wheel counter-steering.    BMW’s Adaptive Drive is available, and includes active shock damping, roll stabilization and selectable engine and suspension response.  Two-piece front brake rotors use race-bred technology to stop the 550i confidently.  A lane departure warning system is also available.

Under the hood, it’s clear that the horsepower race with Mercedes is still in full swing.  The top engine in the 5-Series lineup is a 400-horsepower twin-turbocharged 4.4 liter V8.  Direct fuel injection provides healthy torque across the rev range, while unusual inboard-turbo packaging improves efficiency and makes the engine more compact.  This powerful V8 offers similar seat-squashing power to the Mercedes E550, but the BMW’s engine note is much quieter.  Part of that is thanks to the eight-speed automatic transmission, whose tall top gears tame the engine’s 400 horses for quiet freeway cruising while still allowing shattering acceleration in lower gears.  For drivers who can’t get beyond BMW’s automatic transmission interface, the 550i is also available with a six-speed manual gearbox.   All-wheel drive is also available.

Incremental advances in efficiency are also part of the package, as the 550i uses a part-time alternator that only charges the battery during deceleration.  With the alternator freewheeling, parasitic losses of engine power are reduced.
True to BMW’s history, this is a serious sports sedan, and the execution is fantastic, in spite of my ergonomic quibbles.  To compare apples to cantaloupes, the 550i is a nicer drive than the Aston Martin Rapide, which costs approximately three times as much.  550i pricing starts at $59,700, with an $875 destination fee bringing the total to $60,575.  Optioned-up, my test car stickered for $75,200.

All specs are for the 2010 BMW 550i.
Length:  193.1 in.
Width:  73.2 in.
Height:      57.6 in.
Wheelbase:  116.9 in.
Curb weight:   4376 lb.
Cargo space:   18.4 cu.ft.
Base price:  $59,700
Price as tested: $75,250
Engine:   4.4 liter twin-turbocharged V8
Drivetrain:  eight-speed automatic transmission, rear-wheel drive
Horsepower:  400 @ 5400-6400
Torque:  450 @ 1750-4500
Fuel capacity:  18.5 gal.

The move simplifies the lineup, but it’s not the only motivation.  Recent advances in engine technology have made a four-cylinder a viable alternative to a V6, and considering the growing role that fuel efficiency is playing in purchase decisions, Hyundai is gambling that more mid-size sedan buyers won’t mind that the Sonata is missing a couple of cylinders.

Try to picture a 2010 Sonata.  Unless you own one, or your beloved uncle was killed by one, you can’t can you?  That’s why there’s new, more “emotional” styling to go with the rethought powertrain philosophy.  Strong, expressive body lines dominate the new Sonata’s look.  The hood’s curves carry down into the bumper, while bulges at each side grow out into a beltline marked with a distinctive chrome spear that carries into the headlights.  The body side echoes this curve with a deep character line. The Sonata’s new silhouette is similar to the current European “coupe-sedan” look, though the car was penned in Irvine, California.  Complainers will whine about a new era of “jellybean” cars.  Ignore ‘em.  The Sonata looks good.

The interior is similarly appointed to impress.   The Sonata’s new swept-away dash has several textures and looks like it belongs in a more expensive car.   If Hyundai’s work with the instrument panel is anything to go by, the days of the indifferently designed corporate dashboard are a thing of the past.  The new Sonata’s two-pod instrument panel features clever off-kilter curves that could’ve come from a concept car.  The climate controls uses a silhouette-type interface reminiscent of that used by Volvo, and Bluetooth connectivity is standard.  And all of that’s just in the base model.  Moving up the price scale, the Sonata Limited gets a pushbutton start, heated front and rear seats, and rear seat air vents.  USB and iPod jacks are available, as are a 400-watt Infinity sound system, HD radio and a special wine-colored leather interior.  A navigation system with a 6.5-inch screen is available on all Sonata grades, and for price convenience it’s available as a stand-alone option rather than being bundled with options like a backup camera.

The new 2.4 liter four-cylinder is a DOHC, 16-valve unit that uses direct fuel injection.  Power is comparable to many V6 cars, with 198 horsepower–the dual-exhaust-equipped SE model adds two horsepower, if you want to split hairs.  The four-cylinder’s advantage comes at the fuel pump, of course, where it returns 23/35 fuel economy.   A performance Turbo version will be along shortly, for the buyers who are looking for real speed.  In stock form, the Sonata’s engine is the most powerful four-cylinder in its class.  What’s even more impressive, its 35-mpg freeway rating matches that of some hybrids.  The torque is available down low, and Hyundai’s given the Sonata a light throttle to ensure that drivers notice.  Power is good, though like most big fours the 2.4 liter sometimes sounds overworked.  This is a noise issue–big four-cylinders tend to sound harsh at higher revs.  Did I miss having two extra cylinders, however?  Nope.

The new six-speed automatic transmission is lighter than the five-speed it replaces.  It’s a sealed, maintenance-free unit, as many new automatics are, and it features paddle shifters.  Guess what?  The Sonata is still available with a six-speed manual transmission, too.  They’re a tiny percentage of sales (less than two percent) but there are still those of us who car.  In this market, the price savings is the primary reason for choosing a stick, rather than sporting intentions.

That said, there is a sporting Sonata; the SE has slightly different suspension tuning in addition to its dual exhaust.  The SE gets stiffer springs and a fatter stabilizer bar.  On all Sonatas, MacPherson struts are used up front, with a lightweight aluminum multi-link rear.  Out on the road, the Sonata is composed and quiet.  That’s not a surprise though; the Sonata has had the basics down for a good long time.  The new suspension is tied down better, with crisper responses than I’ve come to expect from Hyundai. That’s a good thing.  A bit of road noise is all that intrudes into the quiet cabin.  Around town, maneuverability’s enhanced by electronic power steering with a tight turning circle.  Stability control, anti-lock brakes, traction control and Corner Brake Control are all on the standard-equipment list, so the Sonata is well-equipped with driver aids to keep families feeling secure no matter how poor the road conditions.

Expect to hear a lot in the coming months about this car; it’s poised to be a home run for Hyundai, and just might change the market.  At the very least, the 2011 Sonata gives Hyundai a credibility it’s never had when it comes to competitive mainstream product.  That doesn’t mean that the brand has lost its trademark value, however.  Sonata pricing starts at $19,195, and is reasonable throughout the range.  Want a family sedan with a navigation system for $22,600?  The new Sonata is your chariot.

All specs are for the 2011 Hyundai Sonata
Length:  189.8 in.
Width:  72.2 in.
Height:      57.9 in.
Wheelbase:  110.0 in.
Curb weight:   3199 lb.
Cargo space:   16.4 cu.ft.
Base price:  $19,195
Engine:   2.4 liter direct-injection inline DOHC four cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  198 @ 6300
Torque:  184 @ 4250
Fuel capacity:  18.5 gal.
Est. mileage:   23/35

This carlike do-all represents a new direction for General Motor’s tough-truck brand.  The Terrain is the second vehicle in the GMC stable to emphasize passenger comfort and fuel economy over towing capacity and payload.  With the success of the full-size Acadia crossover, GMC has proven that it can do suburb-friendly trucks just as well as it can do working vehicles.   The all-new Terrain offers similar dynamics in a smaller package.
Compact crossovers tend to be thought of as less durable vehicles; to combat this perception, the Terrain goes out of its way to look like a member of the GMC family.  Big, square fender flares and a massive three-element GMC grille that cuts into the bumper give the Terrain a flat face and a burly look.  The greenhouse is tall and surrounded by brightwork, and a choice of seventeen- or eighteen-inch wheels is offered.  From the rear, the Terrain takes cues from the Acadia in the form of wrapped rear glass and beltline-level taillamps.  It’s a relatively simple design that gives the Terrain a purposeful, tool-like look without the cartoonish aspect of a Hummer or Jeep Compass.

The interior is angular and resembles that of GMC’s futuristic concept vehicles thanks to a “floating” center stack accented by amber LED lights and indirect ambient lighting.  The high roof and a tall seating position prevent the view out from being claustrophobic, like in other brick-shaped vehicles, and seating front and rear is comfortable.  Still, how do you say “Professional Grade” when the destination is the mall?  With standard equipment and convenience features, of course.  The Terrain has a long list, including a rear-vision camera that displays in the rearview mirror, Bluetooth phone connectivity, OnStar, XM satellite radio and a “MultiFlex” sliding rear seat that slides eight inches fore and aft to improve cargo-hauling capability or rear-seat legroom, depending on need.   An oversized glove box and laptop-sized console provide ample room for stowing small necessaries.  Other available equipment includes a remote start, USB-capable sound system for MP3 players, a navigation system with a seven-inch touch screen and a rear-seat entertainment system with dual screens.  Underneath the skin, the Terrain is the first production vehicle to benefit from GM’s Active Noise Cancellation technology, which uses microphones to detect certain types of road noise and counteracts them with subtle sound waves, providing a quiet ride at all speeds.   Considering my tester’s sub-$25,000 sticker price, the equipment offered was impressive.

Under the hood, the Terrain features a choice of four- or six-cylinder power.  Both engines feature fuel-saving direct-injection fuel systems and variable valve timing.   A new 2.4 liter four-cylinder engine is in the base model, with 182 horsepower.  The four-cylinder, which is also a member of GM’s Ecotec family of engines, offers a switchable “ECO” mode that lowers the torque converter’s lockup speed to improve fuel economy.  With the ECO mode engaged, the Terrain can get up to 32 mpg on the freeway according to GMC; in both modes, the frugal four-cylinder offers adequate power.   The engine’s kind of whiny under power, like many large fours are, and acceleration is modest, but the Terrain gets the job done.   I never found myself wishing for more power; this is a suburb-prowling do-all, after all, not a drag racer.  For a more work-oriented Terrain, go for the optional 3.0 liter dual overhead cam V6, which gives up some mileage but will tow up to 3500 pounds thanks to the 264-horsepower engine.  Six-speed automatic transmissions are standard across the board, and a choice of front- or all-wheel drive is available.

A four-wheel independent suspension and unibody construction provide a carlike ride.  The Terrain goes and stops nicely, and it’s easy to pilot in spite of the boxy body.  Road manners are excellent, and though it feels more like a car than a truck most of the time, the Terrain’s not afraid to climb over curbs or bounce down rough roads when necessary, either.   GM’s StabiliTrak stability control and a tire pressure monitoring system are standard equipment.

It’s easy to dismiss the Terrain as another five-passenger crossover from GM that’s too closely related to the Chevrolet Equinox and Cadillac SRX.  In fact, GMC’s done a great job of giving this vehicle its own personality and strengths, and accusations of badge-engineering are probably somewhat misguided.  Platform sharing does offer the benefit of economies of scale, however:  Terrain pricing starts at just $24,250 for a two-wheel drive, four-cylinder model like the one I drove.

All specs are for the 2010 GMC Terrain.
Length:  185.3 in.
Width:  72.8 in.
Height:      66.3 in.
Wheelbase:  112.5 in.
Curb weight:   3798 lb.
Cargo space:   31.6 cu.ft. (seats up); 63.9 cu.ft. (seats folded)
Base price:  $24,250
Price as tested:  $24,995
Engine:   2.4 liter DOHC sixteen-valve four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  182 @ 6700
Torque:  172 @ 4900
Fuel capacity:  18.8 gal.
Est. mileage:   22/32

The Raptor springs from the id of Ford’s Special Vehicle Team.  Traditionally known for pavement-rippling sports cars, SVT has gone for overland speed with this truck, which is inspired by high-riding desert racers.  The Raptor isn’t just a styling exercise, either–this truck is designed to pound through merciless off-road terrain–and to do it at high speed.  Ladies and gentlemen, don’t try this at home.

You have probably guessed by now that this is no ordinary pick-up truck.  Stout, tall and muscular, the Raptor features significant styling tweaks to set it apart from the run-of-the-mill F-Series.  The entire front clip is unique, though there are similarities to the rest of the family.  The Raptor gets a unique blacked-out grille, and the air vents on the hood are functional.  The track has been widened by a massive seven inches to accommodate new suspension pieces.  SVT added fatter fenders, naturally, as well as “clearance lights” in the hood that emphasize the Raptor’s width.  Bold black graphics splash up the sides of the truck bed like so much vinyl mud.

An extended-cab, short-wheelbase layout is the only configuration offered, but provides enough room in back for additional passengers without suffering.  That said, it’s a long step up to get inside. The interior upgrades are simple yet effective.  The seats feature cloth inserts and strong bolstering, and the console, dash and seats are accented with color-matched orange panels.  The black leather-wrapped steering wheel has an orange strip at the top, a nod to the need for off-roaders to have an easy way to determine wheel position. SVT’s signature white-faced dash gauge package adds a custom look.  It’s comfortable, too.   Unlike an actual race truck, the Raptor is available with all of the comforts of home, including SYNC, Sirius satellite radio and a voice-activated navigation system.

Riding high on 35-inch tires, this truck isn’t the least bit at home in the ‘burbs.  It’s a bit too tall to serve duty as a work truck, in part because of a suspension that’s been redesigned to provide a foot of wheel travel.   The upper and lower A-arms, tie rods and half-shaft joints of the front double-wishbone setup have been reworked; at the rear, the Hotchkiss layout is just taller.   On pavement, the massive rubber offers a stiff but not punishing ride.  Unlike many serious off-road tires, the BF Goodrich All-Terrain TA/KOs are quiet on pavement, which is something of a bonus.   FOX Racing Shox contributes special internal triple-bypass shock absorbers that are capable of surviving repeated landings after dune launches.  Compared to the standard F150, handling is a bit more vague, though the steering is direct and responsive.  Find a dirt road or some rough terrain, however, put the Raptor into four-wheel drive, and a transformation takes place.  The slightly distant handling turns precise, and the Raptor becomes a vehicle of action.  A special version of Ford’s AdvanceTrac stability control system is available, and can be switched between various levels of intervention–all the way up to a full off-road mode which disables all traction control and biases the anti-lock brakes for loose surfaces.  For some drivers, the Hill Descent Control might spoil the fun, but the system can be turned off.

The additional height means that a commanding driving position goes without saying.  The widened track keeps the Raptor stable on pavement and off, though parallel parking it takes some getting used to.  But seriously, did I just complain that it’s hard to parallel-park this truck?  I have digressed a very long way from the point of this truck.  The SVT F150 Raptor is not about parallel parking.  The engine note alone should make this clear.

This is a lot of truck, so there’s a lot of engine under the hood to motivate it.

Initially launched with Ford’s 320- horsepower 5.4 liter Triton V8, the even burlier 6.2 liter V8 was added as a mid-year option.  These V8s aren’t just powerful–they’re durable as well, designed to survive whatever offenses Raptor owners decide to dish out.  Give the Raptor some boot, and this big truck will get up and go with an eagerness and grace that belie its size–and I drove the 5.4 liter version.  The 6.2 liter adds about eighty horsepower; expect urge to increase similarly.  A six-speed automatic transmission is the standard and only gearbox.   Four-wheel drive is part of the package, of course, and includes an electronic locking differential.  The Raptor will tow up to 6000 pounds, and includes Trailer Sway Control and trailer brake controllers.

For all of that extreme hardware, the Raptor is remarkably easy to live with.  The ride is much more comfortable than you might expect, and apart from a tendency to be fuelish at the pump, the Raptor is capable of any day-to-day task that a standard pickup could do.  That plus the ability to drive confidently off into any desert wasteland that happens to catch your fancy are ample justification for the $38,000 price tag.

All specs are for the 2010 Ford SVT F150 Raptor.
Length:  220.9 in.
Width:  86.3 in.
Height:      78.4 in.
Wheelbase:  133.0 in.
Curb weight:   5908 lb.
Payload: 980 lb.
Towing capacity:   6000 lb.
Base price:  $38,020
Engine:   5.4 liter 3-valve V8
Drivetrain:  six-speed automatic, four-wheel drive
Horsepower:  320 @ 5200
Torque:  390 @ 3500
Fuel capacity:  26.0 gal.

And then, a funny thing happened.  I took the Crosstour into downtown Detroit to run some errands, and this big multi-tasker suddenly made a lot of sense.  Combining Honda’s comfortable driving dynamics with a raised suspension and curb-ready tires made the Crosstour the perfect vehicle for tackling Detroit’s decidedly post-industrial streets.

Cragged with potholes and broken asphalt, many of the Motor City’s thoroughfares are only paved in the general sense of the word; axle-breaking potholes are order of the day.  The Crosstour shrugged off the worst of Detroit’s streets and alleys with aplomb, even a measure of eagerness.  The carlike independent suspension even kept things comfortable and reasonably quiet inside as the “pavement” heaved and bucked beneath the car.  The Crosstour has six inches of ground clearance and fat 225-series tires that are large enough to keep most bad-road obstacles from doing any harm.  On pavement, the center of gravity is low enough to keep it from feeling tippy, and the double-wishbone front suspension provides great steering response.  Standard Vehicle Stability Assist adds to the general feeling of confidence.

The mechanical parts go about their business with typical Honda precision and a lack of drama.  The standard 3.5 liter V6 offers single overhead-cam construction and Honda’s familiar i-VTEC variable valve timing.  With 271 horsepower at its disposal, the Crosstour provides strong, quiet acceleration and smooth shifts from the five-speed automatic transmission.  When driven hard, the transmission matches revs on downshifts, taking some of the violence out of the operation.  Variable Cylinder Management (VCM) is also used.  VCM shuts down some of the V6′ cylinders on the freeway, allowing the Crosstour to operate in a more efficient highway mode.  All-wheel drive is available, of course.  The Crosstour’s automotive origins are evident in its 1500-pound towing capacity, making it a lightweight among trucks.

The Crosstour has the same light-touch steering and pedals as the rest of the Accord lineup, but it feels more solid, probably due mostly to its bulk.  This is a large vehicle, though the sleek lines help to conceal this fact.  In fact, it seats five and the 25.7 cubic foot cargo area is decently-sized (it expands to over fifty cubic feet with the seats folded, falling short of vehicles like the Nissan Murano and Toyota Venza), but at the same time the Crosstour seems like it’s a lot larger than it really needs to be.  By comparison, the Ford Edge is shorter and has a higher seating position.  This makes it look awkward–the Crosstour certainly has a more graceful design–but it also makes the Edge easier to drive.  The Crosstour feels oversized around town.  Of course, in the less savory neighborhoods of Detroit, this bulk lent itself to a feeling of security.  There’s a reason that Chevrolet Tahoes and Ford Expeditions are popular here; the feeling of driving a big, heavy bank vault of a vehicle is comforting when surrounded by urban blight.

Don’t take this as a criticism of Detroit, though.  I love my home town, and though it may not look like it, this city has a sense of style.  This big Honda has flair as well.  A number of interesting styling elements ensure that the Crosstour won’t be anonymous on the road.  A wide, grinning grille wraps partly around the headlamps, creating an aggressive face, and patterning on the rocker panels hints at the heat shields of a side-exhaust.  The silhouette is a beefed-up and muscular version of Honda’s car lineup, and the Crosstour’s controversial rear end is rounded and features a nearly horizontal tailgate with two glass panes for easier visibility to the rear.

The comfortable Crosstour started to grow on me after a few days, and I was able to enjoy the dual-zone climate control, optional heated seats and navigation system.  A subtle active sound-deadening system uses the sound system’s speakers to cancel out certain types of road noise.  A 360-watt, subwoofer-equipped sound system is also available.  The backup camera provides remarkably crisp images, while the navigation system seems to be a generation behind cutting-edge in graphics and speed.  Utility is enhanced by the extended cargo area, which splits the difference between a full-fledged wagon and a sedan, and by removable under-floor storage trays in the rear.

Ultimately, the Crosstour is more or less what it looks like:  a very large car with a bit of SUV beef and bulk added.  It’s well-adapted to the rigors of suburban life, and certainly won’t be afraid to tackle rough roads when called upon.  Perhaps it’s not as efficient a solution as a smaller SUV or crossover might be, but for buyers who just gotta have a big vehicle, the Crosstour offers an answer.  Pricing starts at $29,670 for a front-wheel drive model, and four-wheel drive stickers start at $34,020.

Specifications:
All specs are for the 2010 Honda Accord Crosstour
Length:  196.8 in.
Width:  74.7 in.
Height: 65.7 in.
Wheelbase:  110.1 in.
Curb weight:   4070 lb.
Cargo space:  25.7 cu.ft. (seats up); 51.3 cu.ft. (seats folded)
Base price:  $29,670
Engine:   3.5 liter SOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 271 @ 6200
Torque:  254 @ 5000
Fuel capacity:  18.5 gal.
Est. mileage:   17/25

Spiritual successor to the 1957 Mercury Turnpike Cruiser?  Not exactly.  The 2010 Milan Hybrid doesn’t even appear to be from the same species as that chrome-frosted beast with whom it shares a parent company.  Nevertheless, I cruised the turnpikes with Mercury’s hybrid sedan, and it was quite a good match.

New for 2010, the Milan Hybrid offers a capable balance between the extreme-green, in-your-face hybrid systems of the Toyota Prius and Honda Insight and real-world usability.  Rather than carrying a bunch of technology for gadgetry’s sake, the Milan Hybrid just quietly makes sense.

I took the Milan Hybrid on a quick trip from Detroit to Manhattan, racking up miles on the turnpike and then sharing the mean streets of New York City with hordes of Ford Escape Hybrid taxis, of which there are more every year.  The hybrid system that powers the Milan is similar to that used in the Escape, and both are well-suited to urban duty.  A 2.4 liter 155-horsepower Atkinson-cycle engine is coupled to a 275-volt electric motor and a compact nickel-metal hydride battery.  Variable cam timing helps to smooth the transition from gasoline to electric power.  The ability to travel up to 47 mph on fully electric power coupled with the automatic engine shutoff means that the Milan Hybrid isn’t burning any gas at all when it’s stuck in traffic.  It’ll coast up to speed without kicking the engine on too, but this requires a light foot on the accelerator–something that won’t make you many friends in Manhattan.  Still, it’s good for 36 miles per gallon on the freeway.  Out on the turnpike, the Milan Hybrid takes advantage of the 2.4 liter’s frugality at speed, and maintaining a steady 70mph netted me about 35mpg.  This meant that the trip to New York and back was dispatched on just two tanks of fuel.  As with most hybrids, a continuously variable transmission gets the power to the road seamlessly.
Those two tanks of gas went by quickly in the Milan Hybrid’s comfortable cabin.  Though it’s not a luxury car, the Milan Hybrid is a comfortable place to spend a road trip, thanks to pleasant appointments, an attractive, airy cabin, and a healthy dose of technology.  The available navigation system features a large, easy to use full-color screen and is voice-activated.  The Sync infotainment system is also included.  The SmartGauge dash is an animated, fully electronic and configurable LCD display, allowing drivers to take advantage of Ford’s leaf-growing EcoGuide efficiency monitor or to display other selected vehicle information on screens entitled, “Inform,” “Enlighten,” “Engage” and “Empower.”  The cabin is quiet on the freeway, and with its satin silver trim, wood accents and contrasting stitching the Milan Hybrid could easily pass for a full-on luxury vehicle, even with its eco-friendly recycled seat fabric.  The only obvious difference between the Milan and the Milan Hybrid is the lack of a trunk pass-through; the Milan Hybrid’s battery pack is mounted behind the back seat, precluding a folding seat.  With barely twelve cubic feet of trunk space, some of my luggage had to ride in the back seat.  The Milan Hybrid’s a road-tripper for two, not four.

The ride is comfortable and responsive, thanks to a short-long arm front, independent rear suspension. The Milan Hybrid is just as engaging as its conventional counterpart on the road.  Regenerative brakes help to charge the batteries, and Mercury has dialed out the grabby feeling that often characterizes hybrid vehicles’ brakes.  Anti-lock brakes and stability control are standard equipment.  To make things easier when dealing with the unforgiving traffic in Manhattan, the Milan Hybrid is available with Ford’s Blind Spot Information System with Cross-Traffic Alert, which sounds an alert to keep you aware of the cars you don’t see.  Fighting with the taxis and limousines was almost stress-free in the Milan Hybrid.

Handsome, contemporary looks have always been one of Mercury’s strong suits, and the Milan Hybrid doesn’t disappoint.  Where many hybrids are deliberately aerodynamic and kind of strange-looking, the Milan Hybrid is differentiated from its conventional counterpart only by badging and a set of unique seventeen-inch wheels.  Mercury’s trademark waterfall grille has been deepened for 2010, and drops into the bumper.

The Milan Hybrid’s handsome looks and high-tech interior appointments help to justify the $27,500 starting price.  Add in options like a moonroof, rearview camera, Blind Spot Information System and a navigation system, and you’ve got a $34,000 vehicle like my test car.  There are quite a few other excellent road-trippers and urban traffic-fighters available at that price, some with more prestigious names.  The Milan Hybrid’s edge is in eco-friendliness without compromise.

Specifications:
All specs are for the 2010 Mercury Milan Hybrid
Length:  189.0 in.
Width:  72.2 in.
Height:  56.9 in.
Wheelbase:  107.4 in.
Curb weight:  3729 lb.
Cargo space:  11.8 cu.ft.
Base price:  $27,500
Price as tested:  $33,735
Engine:   2.5 liter DOHC 16-valve Atkinson-cycle inline four-cylinder
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower: 156 @ 6000
Torque:  136 @ 2250
Fuel capacity:  17.0 gal.
Est. mileage:   41/36

I had the opportunity to spend a few days with the elusive and reclusive Infiniti EX35.  Not familiar with it?  The EX35 was quietly introduced in 2008 and has been a minor player in the luxury-sport crossover scene since then.  Infiniti’s compact crossover is a capable and enjoyable drive, and it’s inherited a lot of the good stuff that Infiniti puts into the G37 sports sedan.  So what’s keeping it from being more popular?
It might not be the EX35’s fault.  The luxury-sport crossover market may not have existed ten years ago, but it’s become a hotly contested and competitive market segment in the past few years.  With truck-like SUVs losing favor among luxury buyers, vehicles like the EX35 and BMW X3 combine the sporty nature of mid-sized sedans with the cargo capacity of compact SUVs.  If you’re thinking that the intent is to create a high-riding sport wagon, you’re not far from the mark.

The EX35 compares most closely to the BMW X3, which shouldn’t come as a surprise.  Both of these vehicles are ostensibly crossovers, but there’s considerably more “sport” than “utility.”  Does that mean that the EX35 is basically a high-riding G37 wagon?  Well, it should be, but it’s not, exactly–which might explain why, while it’s a great vehicle, it hasn’t lit enthusiasts’ hearts on fire the way the G37 has.

Infiniti is good at doing understatement.  The original Q45, introduced in 1989, was so understated that it didn’t even appear in its own advertising, and as a result, the Lexus LS400 stole its thunder.   The Japanese sport-luxury manufacturer has raised its profile since then, but the brand still prefers a sort of quiet majesty to in-your-face bombast.  The EX35’s styling splits the difference between the G37 and the FX50, with a long nose and version of the G37’s “twisted-sword” chrome grille.  The headlamps wrap dramatically into the fenders and the hood’s got a distinct bulge that implies power and athleticism.  The EX35’s curves are somewhat less extravagant than those of the FX50, so it’s got more of a tendency to fade into the woodwork in parking lots.  LED taillights, adaptive Xenon headlights, and a handy “courtesy light” mounted in the driver’s exterior mirror ensure that it won’t go unnoticed in the dark, however.

Climb inside, and you’ll find one of the nicest cabins in the luxury-sport crossover class.  Where the Mercedes GLK and BMW X3 feel a bit cheaper than their bigger brethren, the EX35 provides a creamy leather interior with appointments that match those of larger Infiniti products.   The center stack is very user-friendly, and a choice of trim–aluminum in the standard model and maple in the EX35 Journey–complements the “wave-form” design perfectly.  Settling in and driving the EX35 is easy–it’s got a great driving position and good visibility.  When equipped with navigation and XM satellite radio, the EX35 also provides Bluetooth streaming audio, satellite weather and a Zagat restaurant guide.   Naturally, there’s a Bose upgraded sound system as well.  Downside:  the stylish and comfortable interior sacrifices a measure of utility.  The cargo area is awkwardly sized and seems designed more to look pretty than to actually carry stuff, and that dramatic slope to the rear limits the available space.   Cargo net?  Divider?  Nope.  When this car urges you to hit some curves with enthusiasm–and it will–your cargo will go tumbling.  The EX35 is a do-all that seems to be aimed at buyers who would be just as happy with a sporty, executive-transport sedan, but need a ski-lodge capable vehicle with plenty of technological toys.

Handling is un-SUV-like, to say the least.  Double wishbones up front and a multi-link rear provide a supple yet firm ride, and a choice of 225-series tires on seventeen- or eighteen-inch wheels maintain a tenacious grip on the pavement.  The standard Vehicle Dynamic Control (VDC) stability control offers a lane-departure prevention system.  Also offered are intelligent cruise control and Intelligent Brake Assist, which warns of and can mitigate the impact of an impending forward crash.

In parking lots, the available 360-degree Around View Monitor equips the EX35 with front, rear and side cameras that provide a real-time birds-eye view of the area around the car’s footprint, so you can see each of the blind spots.

The EX35’s reflexes are impressive for the class, and there’s a world-class engine to go with ‘em.  Infiniti’s excellent 3.5 liter V6 is on motivational duty under the hood.  24-valve construction and variable valve timing are common in this market, but this engine nevertheless stands out with endless oceans of torque and quiet operation.  The EX35’s two-ton curb weight masks the 297 horsepower on tap, which doesn’t provide the neck-snapping acceleration you might expect, but this vehicle does a decent sports-sedan impression nonetheless.  It’s also one of the quickest luxury crossovers out there.  Rear-wheel drive is the default mode, with all-wheel drive optional, and the standard five-speed automatic transmission provides smooth performance and reasonably quick downshifts when requested.  A downshift rev-matching mode is standard, and gives the EX35 a bit of a performance edge.  At the end of the day, unfortunately, this is still a big, relatively heavy vehicle, so ultimate performance is limited.

So what’s stopped the EX35 from lighting the luxury crossover world on fire?  Mostly it seems to be attitude–the EX35 is quietly impressive, but it’s the kind of subtle performance that you’ve got to be looking for.  It’s easy to lose this vehicle in the torrent of Mercedes, BMW, Acura, Audi and Volvo offerings.  The EX35 emphasizes luxury and performance over utility; it’s a tall sports sedan that will still haul a big load of luggage if you ask nicely.   EX35 pricing starts at $33,800 for the two-wheel drive model.  My tester was a Journey AWD model, with a base price of $37,400 and an as-tested price of $42,945 after the Premium package and eighteen-inch wheels were added.

All specs are for the 2010 Infiniti EX35 Journey AWD
Length:  182.3 in.
Width:  71.0 in.
Height:     62.6 in.
Wheelbase:  110.2 in.
Curb weight:   3979 lb.
Cargo space:   18.6 cu.ft. (seats up)
Base price:  $37,400
Price as tested: $42,945
Engine:   3.5 liter DOHC V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 297 @ 6800
Torque:  253 @ 4800
Fuel capacity:  20.0 gal.
Est. mileage:   16/23

Unfortunately, this year’s show was rained out.  A brace of thunderstorms squatted over southeast Michigan and dumped enough rain to flood the river-side park where the event was to take place.  Even though the sun came out, the planned show grounds were a marsh.  All was not lost, though.  A few of the cars that had gathered for the show turned up in the parking lot of the nearby Automotive Heritage Museum, also known as the world’s last Hudson dealer–so I had some interesting vehicles to check out.  And when will I ever complain about getting to do that?

Metropolitans never fail to grab my attention.  I wanted one when I was eleven, and I still want one now.

Come to think of it, I wouldn’t mind having a Citroen SM, either.  Although technically not an “orphan,” since Citroen is still in business, the SM was nevertheless left behind when sales stopped in 1974 (thanks to changing US regulations) and later when its parent company pulled out of the U.S.

The Kaiser Traveler is the spiritual successor to both the modern hatchback and the Chevrolet Avalanche.

I don’t think the AMC Pacer is the spiritual successor to anything (the original iMac, maybe?) but they’re always fun to see.

This “pregnant elephant” Packard (I unfortunately couldn’t tell you if it’s a ‘48, ‘49 or ‘50 model) is the very definition of the world “patina.”

Dear Subaru:  though we are big fans of the Outback, you did not invent the “sport utility wagon.”  That is all.

Hudson Terraplane.

A trio of British roadsters: Sunbeam Alpine, MG B, Triumph Spitfire.