Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

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

Advertising presence or no, with significantly upgraded competitors hitting the streets it was time for the stalwart Ford Explorer to make a serious paradigm shift.  Ford didn’t hold back with the latest redesign, and the 2011 model represents the biggest set of changes since the vehicle was introduced in 1990.

At a glance, you might not recognize this as an Explorer.  The new exterior departs strongly from the old, with only a bit of the C-pillar shape harkening to the previous model.  The design adds a lot of visual bulk to this truck, with squared-off shoulders and a long hood featuring a hint of the Ford-truck “power dome.”  The new Explorer is actually slightly lighter than its predecessor, however.  There’s a lot going on in the new Explorer’s face.  The rounded-off corners give the Explorer a family resemblance to the Edge crossover, while strong side contouring emphasizes the flared fenders and high beltline.  Roof rails and mirrors are smoothly integrated into the design.  It’s a new look for the Explorer, and it gives off an air of quality and capability, a significant departure from the previous version’s dated and uninspiring design.

Inside, the new Explorer’s much roomier, with front-row seating almost as spacious as that of the full-size Expedition.  Third-row seating is also improved, with space for full-sized adults in all three rows.  The tailgate and rear seats are available with power operation, and the third row folds flat into a rear well that provides additional storage space when the seats are up.  With everything folded, the Explorer will haul up to eighty cubic feet of cargo.  The Explorer borrows a bit from the Edge and a bit from the Taurus, featuring a new MyFord Touch flat-panel touch screen display and available SYNC voice-activated infotainment and phone tethering.  An available parallel-park assist system is borrowed from the luxury cars.

There’s a hidden innovation in the rear seat:  Ford’s industry-first inflatable rear seat belts.  Designed to spread the forces of impact out over a greater area of the passenger’s body, the inflatable seatbelts offer additional protection to elderly passengers and children.  Additional available safety features include Ford’s BLIS blind spot warning system and adaptive cruise control complete with an obnoxious flashing emergency-stop warning.

Over-the-road comfort is one of the biggest areas of improvement.  The suspension uses an independent short-long arm front setup and a multi-link rear.  provides a stable and relaxing freeway ride.   The truckish head-toss of previous versions has been dialed completely out.  AdvanceTrac stability control and “Curve Control,” which responds automatically to stabilize the Explorer should you enter a turn too quickly, are standard equipment.  Four-wheel disc brakes are standard equipment.

Ford has eliminated the thirsty V8 engines from the Explorer lineup, to improve the breed’s fuel economy.  The 3.5 liter V6 that’s standard under the hood features independent variable timing on each of its dual overhead cams and produces 290 horsepower.   It’s a smooth engine, though it obviously lacks the higher torque rating of an eight and sometimes feels overwhelmed by the Explorer’s weight.  Once up to speed it’s fine but there’s a noticeable lack of oomph when accelerating from a stop.  On the plus side, the Explorer’s good for 25mpg fuel economy, which is almost unheard of in a three-row SUV.  For even better economy, there’s a 2.0 liter EcoBoost four-cylinder available.  This turbocharged engine puts out 237 horsepower and is only five foot-pounds shy of the V6′ 255 lb-ft. torque rating.  Six-speed automatic transmissions are standard across the board.  Engine efficiency is further improved by the reduction of parasitic losses like power steering and air conditioning–an electronic power steering pump eliminates the engine belt-driven accessory, and the Explorer’s air conditioner uses a variable-displacement compressor to reduce its power drain.  Towing capacity is 5000 pounds and made easier with Trailer Sway Control and an available backup camera designed to aid in attaching trailers.

All-wheel drive is available, of course, and offers a terrain-management system designed to deal with different surfaces that’s probably got some DNA from Ford’s prior ownership of Land Rover.  That’s not a bad thing; though it’s lost its trucklike body-on-frame chassis, the Explorer is still a capable off-roader.  Driver aids like Hill Descent Control are a big help.

The Explorer has always been one of the top-selling SUVs, even when it wasn’t the best suited for urban life.  Now, Ford’s reimagined it with city living in mind, with fantastic results.  The Explorer is larger and feels much more refined, and passenger-delighting features like MyFord Touch and SYNC are the icing on the cake.  Pricing for the new and upgraded Explorer starts at $28,995.  My well-equipped tester was a top of the line Limited model and featured a navigation system, power-folding seats and tailgate, adaptive cruise control, the blind-spot monitoring system and a trailer towing package for the luxury-SUV price of $45,160.

All specs are for the 2012 Ford Explorer.
Length:  197.1 in.
Width:  90.2 in.
Height:     71.0 in.
Wheelbase:  112.6 in.
Curb weight:   4695 lb.
Cargo space:   80.7 cubic feet (all seats folded)
Base price:  $28,995
Price as tested:  $45,160
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 290 @ 6500
Torque:  255 @ 4000
Fuel capacity:  18.6 gal.
Est. mileage:   17/23

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

Fusion Sport pictured.

With conservative-yet-dynamic styling, a very capable suspension and appealing pricing, the Fusion has gone a long way toward making the Ford oval a badge worthy of respect when it comes to compact sedans.   Fresh off a 2010 update, the Fusion picks up a few new options for 2011, including available HD Radio.  

Want to take a walk on the wild side?  You’ve got to opt for the available six-speed manual transmission, which is available only on four-cylinder Fusions.  Six-speed manuals aren’t common in “working-class” sedans, so this particular car doesn’t have many challengers–just Mazda, Toyota, Subaru and Buick.  The smooth-shifting six-speed is mated well to the 2.5 liter four-cylinder engine and the car’s dynamic abilities.  The 2.5 liter is a big, torquey four-cylinder that features all-aluminum construction and dual overhead cams.  It produces 175 horsepower.  That may not seem like much, but the Fusion makes the absolute most of the horses on tap.  Opting for the 3.0 liter V6 gets you up to 240 horsepower and a chance for all-wheel drive, but the V6 is only available with a six-speed automatic transmission.  Even the range-topping Fusion Sport, whose 3.5 liter V6 makes 263 horsepower, can only be had with an automatic.

Really, though, you don’t need six cylinders to have plenty of fun in this car.  The engaging engine/gearbox combination enables the driver to make the most of the Fusion’s enjoyable chassis.  The sporty independent short/long-arm front and multilink rear setup offers excellent feedback through the turns and a composed and stable ride on the freeway.   The Fusion is responsive and grippy, even in base form with cheap tires.  Though not an outright sports sedan, it’s an entertaining drive thanks to responsive, communicative steering and a very solid and composed suspension.  Standard electronic power steering improves fuel economy and includes software that can help compensate for pull and drift caused by the road surface.  Should things get further out of hand, there’s AdvanceTrac stability control and a strong set of disc brakes at all four wheels.  The Fusion Sport gets some honest performance upgrades, including eighteen-inch wheels and a stiffer suspension.

Though a standout on convoluted roads and freeways alike, the Fusion hasn’t traditionally spoken that loudly, styling-wise.  The latest version pushes that envelope slightly; its big, grinning grille has brought chrome back, in a big way.   A distinctly domed hood gives the Fusion presence, while the triangular motif of the lower valance links the Fusion to the Fiesta and upcoming Focus as one of Ford’s junior vehicles.   The three-box design is gracefully wind-shaped into a form that looks at home on the freeway.

The Fusion’s base interior isn’t all that “base.”  The dash uses upscale materials and has a functional but handsome layout.  A Fusion with no options doesn’t look like a stripped-out model, and even the base cloth upholstery is handsome and feels good to the touch.  The upgraded leather interior can be had in a choice of two colors, and includes contrast stitching and unique dash trim.  Handsome ambient interior lighting is an elegant touch.  It gets better from there, too, with options like a backup camera, heated seats, dual-zone climate control  and rain-sensing wipers that have frequently only been found on luxury cars.  Ford’s blind-spot monitoring system is also available, and Fusions that are not so equipped get cool two-stage blind-spot mirrors.  The SYNC infotainment system, Sirius satellite radio, a backup camera and a touch-screen navigation system are also available.

Maybe it’s economy of scale, or maybe Ford’s just being generous, but one of the most attractive things about the Fusion is the sticker price.  Fusion pricing starts at $20,420, which is above the magic, “under $20,000″ mark, but only just.  My test vehicle was a Fusion SE with the 2.5 liter engine and a six-speed manual transmission, and it stickered for $24,085 after the moonroof, SYNC system and eighteen-inch sport wheels were installed.  For that price, Ford offers a family-sized four-door that’s as adept at tackling a road trip as it is a trip to the store, and provides entertaining driving besides.  Definitely a good deal.

All specifications are for the 2011 Ford Fusion.
Length:  190.6 in.
Width:  72.2 in.
Height:      56.8 in.
Wheelbase:  107.4 in.
Curb weight:   3285 lb.
Cargo space:   16.5 cu.ft.
Base price:  $21,375
Price as tested: $24,085
Engine:   2.5 liter DOHC inline four-cylinder
Drivetrain:  six-speed manual, front-wheel drive
Horsepower:  175 @ 6000
Torque:  172 @ 4500
Fuel capacity:  17.5 gal.
Est. mileage: 22/29

For 2011 Ford’s crossover receives a freshening, gaining a less anonymous face, new high-tech engines and an exciting new information system that’s borrowed directly from Ford’s concept cars.  The crossover market has gotten more crowded in the past twelve months, but the updated Edge still stands out.

Distinguishing the new Edge is simple thanks to a massive new grille that carries Ford’s chrome-bar face to new extremes.  The broad, flat panels of the grille dive deeply into the front bumper and enclose the headlamps.  The rest of the Edge’s lines have been freshened as well, with revised side trim and new taillights.  The low-ish greenhouse and 18-inch standard wheels conspire to make the Edge look smaller than it actually is; it’s not obvious at a glance but this is actually a rather large vehicle.  There’s a hot-rod version of the Edge now as well; the Edge Sport is distinguished visually by a blacked-out grille and special headlight treatment.  The Edge Sport also gets massive 22-inch wheels.

The interior has been tweaked as well, and it’s notable mainly for its lack of switchgear and adornment.  The clean look comes courtesy of the new MyFord Touch system.  Ford calls it “driver connect technology.”  MyTouch is an interesting take on the vehicular interface.  It looks like a standard buttons-and-panels setup, but there are no physical buttons.  The entire system is an LCD touchscreen.  This takes some getting used to–in the end it doesn’t work entirely differently than conventional buttons would.  Ford also adds a multi-configurable instrument panel so the driver can select specific information for display, and a comprehensive 8″ info touch screen.   There are also two configurable information screens on either side of the instrument panel that allow the driver to select which vehicle functions are displayed.

Beyond the new technology, the Edge has a good-looking and comfortable interior as well.  The instrument panel is multi-textured and folds over itself in an elegant and interesting way.  The seats are comfortably wide and tall, and up to five passengers ride in comfort.  The sound deadening and headliner have been upgraded for a quieter ride, and to improve response from SYNC’s voice-recognition system.  From the driver’s seat, you’ll also notice that Ford has added its groovy new blind-spot side view mirrors to the Edge.  The cargo hold will accept up to 32.2 cubic feet of stuff; fold the seats and the Edge’s capacity goes up to almost 70 cubic feet.  Radar-based adaptive cruise control is available, and can be paired with a collision-mitigation system that warns the driver and pre-charges the brakes if an impending crash is detected.  Ford’s Blind Spot Information System with Cross-Traffic Alert is also available.

Under the skin, the Edge is revitalized with updated V6 power.  A choice of 3.5 and 3.7 liter V6 engines is offered.  Both engines sport double overhead cams and variable cam timing.   The 3.5 V6 is the standard engine, and produces 285 horsepower.  This engine offers decent acceleration, though perhaps not as brisk as the horsepower figure might suggest it should be.  That can be attributed to the Edge’s two-ton curb weight.  This isn’t a bad thing, of course; the Edge is designed for versatility, not drag racing.  Equip it properly and it’ll return 27mpg on the freeway, which isn’t bad for the class.  The Edge Sport is now a separate model that comes equipped with a 3.7 liter V6 that’s shared with the Ford Mustang, and its 30 horses should provide more entertaining performance.  Six-speed automatic transmissions are standard; the Edge Sport gets paddle shifters to entertain the enthusiasts.  Front- and all-wheel drive are offered.

That the Edge drives heavy may come as a surprise–remember, Ford’s done a good job of making this rather large vehicle look compact.  Thanks to upgrades in the suspension and a dramatic reduction in body roll, the weight translates to a solid and unperturbed ride.  It’s got the gravity of an old ’70s American land-yacht, but without the float.  MacPherson struts are used up front, with an independent rear.  Four-wheel disc brakes provide confident stopping power; stability control and trailer sway control are standard.  The Edge is a decent long-distance driver for three or four passengers, and better adapted to the road than many SUVs of course.

One thing’s for sure–the American family car will never be the same.  The redesigned 2011 Ford Edge is an excellent blend of several different automotive disciplines, and it manages to do just about everything well.  Ford has priced it attractively, too.  The Edge starts at $27,995, and even my well-equipped Edge SEL with all-wheel drive, a backup camera, MyFord Touch and SYNC went out the door for $34,240.

All specs are for the 2011 Ford Edge AWD.
Length:  184.2 in.
Width:  76.0 in.
Height:     67.0 in.
Wheelbase:  111.2 in.
Curb weight:   4265 lb.
Cargo space:   32.2 cu.ft. (seats up); 68.9 cu.ft. (seats down)
Towing capacity:  3500 lb.
Base price:  $32,070
Price as tested: $34,240
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  285 @ 6500
Torque:  253 @ 4000
Fuel capacity:  18 gal. (FWD)
Est. mileage:   18/25

Before we noticed the new design and refinements to our test truck, however, we noticed the color.  This just might be one of the most overwhelmingly yellow vehicles ever built.  The hue is called “Screaming Yellow,” to be specific.  Unfortunately you can’t get this cool color unless you’re in Texas, Colorado or California; it’s part of the special “Amarillo” edition, of which just 1500 will be built.  Luckily, the rest of the new Super Duty’s good points are available to all.

The front end is new for ’05, and sharp eyes will note a strong resemblance to the Mighty F-350 Tonka show truck of 2002.  The stacked headlamp units and bold chrome grille give the Super Duty a more rugged look.  Fog lights are protected inside the bumper.  This truck is really intended to be a large, complex tool, and the design backs this fact up nicely.  A DeWalt or Black & Decker logo would look just as natural as the Ford oval on the tailgate.  For 2005 Ford will also offer a Harley-Davidson and the King Ranch leather package on the Super Duty, in case you really want an Amarillo and can’t get one.  Body styles include regular, extended, and a cavernous crew cab, and a choice of wheelbase and box styles as well.  Our Crew Cab test truck swallowed six adults with room to spare–and had a cupholder for each of them.  We had one small gripe; the heavy tailgate could use an effort-reducing torsion spring like that found in the smaller F-150.

A whopping ninety percent of Super Duty owners use their trucks to tow, according to Ford.  Eighty percent of them do heavy hauling.  That’s why a lot of attention was paid to the ability of these rigs, rather than the looks.  Thanks to stronger frames and re-rated axles with higher limits, Super Duty series trucks can now tow up to 17,000 pounds when properly equipped.  The new “TowCommand” system integrates improved brakes, telescoping mirrors, the Torq-shift five-speed automatic transmission and a factory trailer brake control that works with the ABS to make the work of towing easy.  When the system detects slippage, the ABS is reprogrammed to take the trailer into account.  We couldn’t stop crowing to our friends that the F-350′s 4200-lb payload meant that it would haul two of their cars (three in some cases) in the bed, and still be able to tow a horse trailer out back.

Our test truck was equipped with the revised and improved 325-horsepower Power Stroke turbodiesel V8.  On the road it’s quiet and powerful; at idle it gurgles like a sleeping dragon.  The Power Stroke diesel has next to no clatter, and moves the heavy Crew Cab along like it’s considerably lighter.  There’s no punch of power like you get with a big-block V8, just the constant, unstoppable urge of 570 pound-feet of torque.  Unlike some heavy-duty trucks, the F-350 will cruise at freeway speeds without difficulty.  Gas engine choices include a new 300-horsepower 5.4 liter V8 and a new three-valve, 355-horse 6.8 liter V10.

Ride, handling and steering have all been improved, and the revised steering feel is particularly nice.  The recirculating-ball steering is (comparatively) nimble, even at low speeds in  parking lots, where the F-350 tends to feel a bit like Gulliver in Lilliput thanks to a 51-foot turning circle.  Remember, an Explorer is barely windows-high to this big fellow.  There’s only so much refinement that can be built into a one-ton chassis–and only so much that a serious truck guy wants to have.  The F-350 rides like a truck ought to; it’s firm, preferring to obliterate bumps rather than absorb them.  Our 4×4 test truck’s twin-coil front suspension with live axles at both ends was nicely sprung, and kept bump steer and wheel hop to a minimum on rough pavement.

Of course, a truck needs a driver, and Ford hasn’t forgotten that.  This is a Truck with a capital T, with a commanding driving position, the better to see around a large gooseneck trailer or tall load.  Deep consoles front and rear are able to swallow anything from a laptop computer to a set of tow straps.  The controls are laid out logically, and there are many, many cubbies and storage bins within easy reach.  Visibility from the lofty driver’s seat is good, of course, and a reverse-sensing parking sensor is handy for backing this twenty-foot truck up.  The handsome and comfortable King Ranch leather package is also available, offering durable Castano leather and special badging.

Got work to do?  The F-350 is ready to tow or haul anything you care to throw at it.  Of course, all that ability comes at a price.  There are so many price points on the F-Series that it would take a separate article to go through them all, but our crew cab, 4×4 test truck started at $36,400.  Add the diesel V8, TowCommand system and King Ranch package and the price heads quickly for $50,000.  For comparison, a similarly-equipped Amarillo Super Duty stickers for $47,685.  Considering how long and hard a Super Duty’s going to work, that sounds about right to us.

Specifications:
All specs are for the 2005 Ford Super Duty F-350 Crew Cab, which we tested.

Length:     245.6 in.
Width:        79.9 in.
Wheelbase:    156.2 in.
Curb weight:    6586 lb.
Payload:    4200 lb.
Towing capacity:    12,500 lb.
Base price:        $36,400
Price as tested:        $50,185
Engine:     6.0 liter OHV turbodiesel V8
Drivetrain:     five-speed automatic transmission, four-wheel drive
Horsepower:     325 @ 3300
Torque:     570 @ 2000
Fuel capacity:    29.0 gal.

The round lights, forward-thrust grille, blocky fender flares and three-element taillights are instantly recognizable.  Ford’s designers took plenty of inspiration from the Mustang’s muscle-car heyday, and the new car has hints of just about every generation of Mustangs past.  Even though the silhouette is a blast from the past, though, the Mustang’s smooth, powerful flanks are unmistakably a product of the modern era.  It’s retro without being contrived.  The Mustang wears its sheet metal with a chiseled flair (and bulging fender flares, too) that’s got one foot in the present and one firmly rooted in the Mustang’s illustrious past.  This car drips attitude.  Out back, the three-element taillights even flank a round chrome badge that’s reminiscent of the gas cap from a ’67 Mustang.  Fastback coupe and convertible body styles are available; we like the looks of the coupe best, but ragtop aficionados will be glad to hear that the convertible is just as rigid as the hardtop.

The interior continues the nostalgia, with two round dash dials right in front of the driver and a double-hooded instrument panel.  Satin-finish silver trim is used on the upper surfaces, with darker colors down below.  Even the numbers on the speedometer are an  old-school tall’n'skinny typeface.  In spite of the classic-looking bodywork, the Mustang’s still young at heart, and offers options like a color-configurable instrument cluster a la Scion.  Interiors can be color-matched to some exterior colors, for an even more striking effect.  Ford also offers two Audiophile sound systems, complete with subwoofers; one in 500-watt size and the other with a ground-pounding 1000 watts.  Prefer to have the radio off and listen to the V8 music from under the hood?  The new Mustang has improved sound quality in the cabin as well.  This pony car is finally comfortable on the inside, too; we could spend all day in the comfortable bucket seats.  Rear-seat passengers aren’t so lucky.  Visibility is slightly better than in past Mustangs, but the view out is still constricted by high sills and that long, tall hood.  It’s all part of the setting, though; the interior of the Mustang always has an element of the starting line of the Big Race, waiting for the flag to drop.

A 210-horsepower V6 and a 300-horse V8 are the underhood choices.  The V8 may sound like a typical muscle car piece, but the Mustang’s 4.6 liter powerplant is as modern as they come.  Three-valve heads with variable cam timing and changeable intake runners are state of the art from the Blue Oval.  The old pushrod V6 is also gone, replaced by a smoother-running 4.0 liter SOHC unit.  We drove the V8, of course, and what it lacks in restraint at the gas pump it more than makes up with flat-out power.  The 4.6 V8 is a deep-breathing, eager engine that’s willing to rev much higher than you’d expect.  Power delivery is smooth.  Five-speed manual transmissions are standard equipment, of course.  The Mustang is still a car you have to wrestle with a bit; the shifter wants to be manhandled, wants to make you work.  There’s also a five-speed automatic transmission that’s shared with the Thunderbird and Lincoln LS.  The autobox changes the Mustang’s demeanor completely, and it’s a burbling pussycat around town.

The Mustang gets its first new chassis in almost twenty years.  Underneath, the live-axle, rear-wheel drive setup is the same, but things have been drastically updated.  A three-link rear suspension with a Panhard rod is used to improve responsiveness and stability.  Up front, MacPherson struts are used.  The coil springs have been lightened, reducing suspension weight.  It finally handles!  We threw the Mustang into a corner with some trepidation, and were surprised to find that it’s lost the vague, tail-happy feeling of its predecessors.  Handling is much more precise and predictable; enthusiasts will find the new Mustang much easier to trust.  Four-wheel disc brakes are standard, with anti-lock brakes (ABS) available.  Traction control is also installed when the ABS option box is checked.

The competition has changed drastically, but the first all-new Mustang in two decades looks like a winner from all angles.  The dramatic new styling, updated engines, and revised chassis conclusively address all of the previous car’s major shortcomings, and that’s always a good thing.  The update has also done an excellent job of keeping intact the qualities that made the Mustang good in the first place. Best of all, pricing starts at $19.410 for the coupe and $24,495 for the convertible.  V8-powered Mustangs start at $24,995 and $29,995.  Our test car was a V8-powered GT coupe with the big sound system, side airbags and a color-matched interior, and it stickered for $29,120.

Specifications:
All specs are for the 2005 Ford Mustang GT.
Length:     187.6 in.
Width:        73.9 in.
Height:        54.5 in.
Wheelbase:    107.1 in.
Curb weight:    3450 lb.
Cargo space:    12.3 cu.ft.
Base price:    $25,705
Price as tested: $29,120
Engine:     4.0 liter SOHC V6 or 4.6 liter SOHC V8
Drivetrain:     five-speed manual transmission, rear-wheel drive
Horsepower:     300 @ 5750
Torque:     320 @ 4500
Fuel capacity:    16 gal.
Fuel economy:    17/25

Ranger STX pictured.

For 2005, another round of evolutionary changes includes skid plates for 4×4 models and new 15″ and 16″ wheels.  That’s it?  Yup.  The compact pickup market has softened in recent years, eaten up by SUVs and increasingly people-friendly full-size trucks, and the Ranger still manages to outsell its competitors.  It’s been the best-selling compact pickup for seventeen years, so clearly Ford’s done something right.

The body is tall and narrow, so the cabin is cozy, cramped even.  A Ranger is comfortable for two, but if you carry more than that you’d be advised to move up to the four-door Explorer Sport Trac.  The materials are a combination of durable and appealing, with the canvas-like cloth interior being our favorite.  The dash is workmanlike plastic, and the spacious center console and fat steering wheel will stand up to years of abuse.  A leather interior is available.  The Ranger makes a bid for appeal among young active types with the Edge model, which includes white-faced gauges, an MP3-capable sound system and vinyl floors for ease of cleaning after a day of aquatic or rural adventure.  You might not know that the Ranger also carries one of the most powerful OEM sound systems out there; the Tremor option package replaces the back seat with a 10″ subwoofer and pumps 510 watts through it.

The design has been buffed up over the years, though the Ranger remains very solidly a compact pickup.  The squared-off face and blacked-out honeycomb grille share cues with the larger trucks in Ford’s lineup.  Rangers can be had with a regular or extended SuperCab (no true four-door is available) and a choice of six- or seven-foot beds.  The most useful cab is the SuperCab, whose auxiliary rear doors facilitate loading.  A pair of jumpseats ride in the back, but full-sized adults will rightfully protest at being loaded in there for long.

The ride is more truck-like than what you’ll find in the newer competition from Nissan and Toyota.  The Ranger is narrow, and tall, and the long-wheelbased SuperCab model has a tendency to porpoise on uneven freeway surfaces.  The suspension is plain, with short-long arm independent construction up front and a solid leaf-sprung axle out back.  It’s not crude, just simple.  On the plus side, if your hometown suffers from poor road conditions, the Ranger will eat up the biggest potholes and washboards without flinching.  When local road construction left several local intersections with three-inch gaps and ridges in the pavement, we were glad to have the Ranger as a commuter.

Engine choices range from a 2.3 liter four-cylinder and 3.0 liter V6, each offering 148 horsepower, to a 4.0 liter V6 with 207 horses.  Probably not surprisingly, the 4.0 is the most refined.  It’s torquey and responsive, and a touch noisy on the freeway.  The available five-speed automatic transmission doesn’t like steep hills, where it’s often too stubborn to drop out of overdrive.  We prefer the standard five-speed manual transmission.  Towing capacity is higher than you might expect, with properly-equipped trucks able to tow up to 5740 pounds.  Four-wheel drive is available, of course, and controlled with a dial on the dash.  In two-wheel drive, four-cylinder format, the lightweight Ranger actually makes a decent commuting vehicle, returning surprising fuel economy and utility at a low price.

The Ranger may be geriatric by automotive standards, but that’s fine, because this is a truck, not a car.  Yes, Ford still builds it and no, it hasn’t changed much, because they got it right the first time.  Pricing starts at $23,365 for a V6-powered Supercab 4×4 like our test truck.  With an automatic transmission, cruise control, a bedliner and other options, our nice little tester stickered for $27,945.

Specifications:
All specs are for the 2005 Ford Ranger Edge Tremor, which we tested.
Length:     202.7 in
Width:        69.4 in.
Height:        66.3 in.
Wheelbase:    125.7 in.
Curb weight:    3179 lb.
Payload:    1260 lb.
Base price:    $23,365
Price as tested:    $27,495
Engine:     4.0 liter SOHC V6
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     207 @ 5250
Torque:     238 @ 3000
Fuel capacity:    19.5 gal.
Est. mileage:    16/20

Well, maybe that’s overstating the case a little.  After all, it’s wearing SUV-style contrasting color fender flares and tall tires instead of fake wood down the sides, and Ford calls it lots of things but never a “station wagon.”  But we all know what this big boy really is, even if Ford’s afraid to admit it.  The Freestyle hits the streets just in time to serve the needs of buyers who like the spaciousness of a full-size SUV but are tired of the poor handling and fuel economy common to those vehicles.  The Freestyle shares underpinnings with the Ford Five Hundred sedan, as well as a 3.0 liter V6 engine, available all-wheel drive and an SUV-like high seating position.

SUV drivers will be right at home with the looks of the Freestyle, which borrow heavily from Ford’s fender-flares and roof-racks design.  The Freestyle is more distinctive than the forgettable Five Hundred thanks to a blacked-out crosshatch grille, big fender flares and an Explorer-ish rear end.  It’s just under 200 inches long, and the length disguises the car’s size at first.  A hefty roof rack and fat tires enhance the sport-ute theme.  Park it next to a Dodge Magnum or Mercedes wagon though, and it’s clear which one deserves to be called the Family Truckster.

Inside, we like the Freestyle’s tall, comfortable seating and errand-friendly dash.  A large storage bin on top of the dash can swallow a cell phone, keys or even a small purse.  The large center console and bottle storage in the doors are also handy.  The Freestyle will seat seven adults in relative comfort, thanks to a third-row seat.  No, it doesn’t face the back like in classic station wagons, but there is sufficient legroom for full-size adults.  With all of the seats up, a handy sunken cargo area still allows 22.5 cubic feet of stuff.  When not in use, the second and third-row seats fold flat, just like in an SUV, opening up a cavernous cargo hold.  We were able to cram a coffee table and a lawnmower into this space without trouble.  After all, station wagons are about hauling things as well as people.

We were somewhat disappointed with the power.  The 3.0 24-valve DOHC V6 that’s just-right in the Five Hundred is a bit overwhelmed by the mass of the larger Freestyle.  Like an old, underpowered Volvo wagon, the Freestyle will go as fast you want it to, but you have to wait for the speed.  The powerplant isn’t terribly noisy, but in the end 203 horsepower just isn’t enough for a two-ton vehicle.  The continuously variable transmission is wonderfully smooth, but when pushed hard it’s clear that it’s working hard, too.  The Freestyle drives like a commuter, going about its work somewhat joylessly.  We drove the heavier all-wheel drive (AWD) model; front-wheel drive Freestyles may have a bit more spirit.  The AWD improves stability nicely; the Haldex electro-hydraulic clutch transfers power without drama.

Thanks to the weak-ish engine, the Freestyle feels a bit ponderous on the freeway.  The four-wheel independent suspension is poised and comfortable, soaking up the bumps nicely, but aggressive drivers will find that the lack of grunt translates to a dearth of confidence when dealing with heavy traffic.  MacPherson struts up front and a multi-link coil-over-shock rear are standard Ford fare.  The Freestyle is much more stable than most SUVs, of course, but it doesn’t feel particularly nimble.  Then again, big station wagons were never expected to be good dancers.  Anti-lock brakes are standard equipment.

The station wagons of yore were safe by virtue of being huge, but the Freestyle doesn’t rely solely on mass to protect its occupants.  Ford’s Safety Canopy three-row head-curtain airbag is available.  Side-impact protection is enhanced by a cross-car tube that absorbs crash energy without allowing the passenger cabin to collapse.

We like the Freestyle for its utility and ability, but its road manners left us cold.  Yes, it’s virtually a twin to the Ford Five Hundred sedan, but the sedan is somewhat more rewarding to drive.  Then again, not every driver wants his station wagon to be a “rewarding” drive.  Our test Freestyle was a mid-level SEL AWD model, with an MSRP of $28,045.  Standard and no-cost equipment on the SEL includes traction control, an MP3-capable six-disc changer, and the roof rack.  The addition of a backup sensor and improved front seats tool the sticker up to $30,250.

Specifications:
All specs are for the 2005 Ford Freestyle AWD, which we tested.
Length:     199.8 in.
Width:        74.4 in.
Height:        68.2 in.
Wheelbase:    112.9 in.
Curb weight:    4112 lb.
Cargo space:    22.5 cu.ft. (all seats up)
Base price:    $28,045
Price as tested:    $30,250
Engine:     3.0 liter DOHC 24-valve V6
Drivetrain:     continuously variable automatic, all-wheel drive
Horsepower:     203 @ 5750
Torque:     207 @ 4500
Fuel capacity:    19.0 gal.
Est. mileage:    19/24