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

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

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

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

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

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

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

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

(2011 Charger pictured)

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Just ask Hyundai.  The Korean manufacturer, once known for selling the cheapest cars in North America, has just thrown down a challenge to Mercedes and Lexus…and the truly amazing thing is that it’s not a hollow threat.  The Hyundai Equus is here, and it’s a bona fide competitor to the ultra-luxurious executive transporters by the German and Japanese marques that have controlled the market since they pushed Cadillac and Lincoln out of the nest a few decades back.  

The Equus is the largest, most expensive and most luxurious Hyundai to reach U.S. shores.  It’s a rather nice car even without the “it’s a Hyundai” caveat, in fact.  My tester was mistaken for a Lexus by both onlookers and passengers who weren’t familiar with the winged badge.   Long, low and powerful, the Equus looks right at home parked alongside Mercedes S-Classes and Lexus LS 450s.

The styling is conservative but stops just shy of being boring or overly derivative.   The curb presence is subtle, communicated by a large chrome grille and big, complex high-intensity discharge headlights that turn with the front wheels.  The turn signals are eye-searing LED lights, and the rear light treatment matches the front for boldness.  The side sculpting looks to be strongly influenced by Buick in photos, but seen in the metal the Equus looks right at home in the high-luxury class without looking too much like anybody else.

If the exterior keeps it cool, the interior has no such reservations.  It’s clear from the moment you slip into the Equus that this vehicle has all of the toys.  A dazzling array of buttons surrounds the wood-and-leather steering wheel, while electroluminescent gauges  and a standard navigation system dominate the view forward.  In the Equus, it’s better to be a rear-seat passenger; the lucky executives in the back get to take advantage of the generous legroom, four-zone climate control and powered sunshades.  LED interior lighting is also used to set the mood at night, and can be turned up so that it’s freakishly bright.  Satellite radio and a 608-watt sound system are standard equipment, of course.  The Equus is available in two grades:  “Signature” and “Ultimate.”  Neither of them can be considered entry-level; the Signature sports high-luxury amenities like an Alcantara faux-suede headliner, massaging driver’s seat, front and rear parking assist and all the seat heating and cooling you could ever wish for.  Five-passenger seating is available.  The four-passenger-only Equus Ultimate punches up the luxury quotient for the passengers, with reclining and massaging back-seat chairs, a refrigerator and an entertainment system.  The Equus is so high-tech that the owner’s manual is an iPad.

Performance is a key factor in executive transport.  These cars don’t see much track time, of course, but being able to accelerate smartly away from the masses is part of the privilege.  The Equus ensures its ability to dominate the proletariat with a 32-valve DOHC 4.6 liter V8 producing 385 horsepower.  The 4.6 V8′s power is more than adequate and delivered with proper smoothness, thanks in part to variable valve timing.  The Equus is not given to drama, but it will politely shoo lesser cars out of the way with its cow-catcher like chrome grille.  A six-speed automatic transmission and rear-wheel drive are standard.

Massive curb weight and a compliant suspension make the Equus a good high-speed mile eater.  The car weighs well over two tons, so it can’t help but be stable over the road.  An electronically controlled air suspension provides a ride that’s just this side of a magic-carpet cruise thanks to real-time damping control, and hefty swaybars keep the big car flat during cornering.  The Equus wears big nineteen-inch wheels as well, so while the ride is smooth, drivers never feel overly disconnected from the road.  Electronic power steering is standard, as are stability control and a lane departure warning system.  Hyundai has combined the stability control, intelligent cruise control and other functions into the Vehicle Stability Management (VSM) system, which works similarly to Lexus’ VDIM to ensure the Equus remains on the road and in control.  In the event of an impending crash, VSM triggers the seatbelt tensioners to keep passengers in place.

If you thought the Genesis was as close to “real” luxury as Hyundai would ever get, you were mistaken.  Driven back to back with the Lexus LS, the Equus measures up nicely.  Mercedes and Audi still have the edge in presence, I think, because they’ve always been better at the drama aspect of luxury cars.  The Equus is undeniably elegant, but in a somewhat faceless way.  Of course, it all comes down to the bottom line.  Hyundiai’s pricing is never of this world, but the Equus seems to be a step beyond even that, as its $58,000 starting price undercuts that of its competitors by an entire Sonata sedan or more.  The Equus Ultimate has an MSRP of $64,500.  While ultra-luxury buyers are not traditionally bargain shoppers, the Equus makes a great deal of sound financial sense.

All specifications are for the 2011 Hyundai Equus.
Length:  203.1 in.
Width:  74.4 in.
Height:      58.7 in.
Wheelbase:  119.9 in.
Curb weight:   4486 lb
Cargo space:  16.7 cu.ft.
Base price:  $58,000
Engine:   4.6 liter V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower:  385 @ 6500
Torque:  333 @ 3500
Fuel capacity:  20.3 gal.
Est. mileage:   16/24

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

The Cruze is a brand-new take on a familiar theme.  Chevrolet’s compact sedans and coupes have always been affordable, no-nonsense vehicles at heart, and this one doesn’t stray far from that template.  What’s new–and what make it stand out–is the sense of style and purpose.  The Cruze is an entry-level car for buyers who demand more than just the minimum necessary.  In other words, the Cruze is directed at the buyers who’ve been flocking to Toyota Corollas and Honda Civics for years.  This isn’t just a rehash of the same tired program that gave us the Cobalt and Cavalier–the Cruze really is a significant step forward.

The styling is a nicely scaled-down version of Chevy’s new flat-planed and angular family look.  The Cruze looks grown-up as a result, rather than the cheap afterthought of the family.   For the moment it’s only available as a four-door sedan, but don’t be surprised if a coupe or hatchback version comes along in the next few years.  The roof is tallish and slopes dramatically to the rear, giving the car a sporty look.  The big bowtie across the middle of the grille links the large headlamps, and a strong character line running from the A-pillar to the taillights hints at the Cruze’s European influence.   An RS upgrade package is available with sporty fascias, fog lamps and a trunklid spoiler.

Inside, the shield-shaped center stack is handsomely related to the interior treatments of the Traverse and Equinox.  The Cruze is overwhelmingly black and silver on the inside, and my tester featured an interesting mesh-like cloth on the dash top that was a refreshing break from the typical plastic covering.  The dash is LED-lit, and includes a driver information center.  The interior’s quiet enough at speed that the Cruze feels like an unusually compact mid-size car.  GM’s OnStar system is standard equipment,a nd includes Automatic Crash Response, which sends emergency personnel to the site when an accident severe enough to cause injury is detected.  The Cruze can be outfitted like its larger siblings as well.  Upscale options include heated seats, a leather interior, XM satellite radio, an ultrasonic rear parking assist, navigation system and a 250-watt Pioneer sound system.

Chevy products tend to be hard-edged and purposeful, and the Cruze is no exception.  This feels like a working car–a downsized, futuristic police car, perhaps. It’s definitely transportation for someone who’s got Something To Do.  The standard powerplant is a no-nonsense 1.4 liter turbo four with variable valve timing.  It’s good for 138 horsepower.   A 1.8 liter four-cylinder is standard on the base Cruze LS model, and gets the same horsepower but offers less torque.  The high-efficiency Cruze Eco uses the 1.4 liter turbo and adds low rolling-resistance tires and a number of aerodynamic tricks that enable it to return hybrid-like 40 mpg on the freeway.  A six-speed manual transmission is standard on base models, with a six-speed automatic standard on the uplevel Cruze LT.  The automatic is incredibly smooth, though sometimes slow to downshift for acceleration.

The Cruze uses MacPherson struts in the front and a lightweight Z-link independent rear.   It’s softly sprung, but responsive enough to be a reasonably entertaining drive.  StabiliTrak stability control and anti-lock brakes are standard on all Cruzes, as are ten airbags; the former was much appreciated when an ice storm hit the day after the Cruze arrived.  Chevy’s new compact handled the ice and snow without complaint, other than a low front bumper that occasionally plowed noisily through drifts.  Electronic power steering keeps the weight down.  Four-wheel disc brakes are optional.

Pricing for the Cruze starts at $16,995. Step up to the turbocharged Cruze LT and the bottom line rises to $18,895, and an automatic transmission is standard.  The hybrid-beating Cruze Eco also comes in at $18,895.  The low entry price is coupled with a grown-up ride and enough available options that he Cruze can be equipped like a full-size car.  This makes it a good option for buyers who are considering a smaller car for the fuel savings but don’t want to give up the comfort and convenience of a larger vehicle.  In short, the Cruze succeeds at finally putting a compact Chevrolet on my “recommend” list.

All specs are for the 2011 Chevrolet Cruze.
Length:  181.0 in.
Width:  70.7 in.
Height:      58.1 in.
Wheelbase:  105.7 in.
Cargo space:   15.0 cu.ft.
Base price:  $16,995
Engine:   1.4 liter turbocharged DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  138 @ 4900
Torque:  148 @ 1850
Fuel capacity:  15.6 gal.
Est. mileage:   24/36

Few people seem to realize that Buick’s actually a pretty competent maker of cars.  Sure, there have been a spate of crappy ones, and the performance guys pooh-pooh the brand, but when it comes to American-style comfort and affordable luxury, Buick knows its game.   The brand’s heritage is evident in the waterfall grille that dominates the front aspect, and the strong hoodline and four-element headlamps are familiar Buick styling elements.   The body is a compact ovoid envelope accented by character lines at the flanks.  It’s a more spare design than the larger Buick vehicles, which tend to be a bit overwrought.  The Regal is a more youthful design, overall.

The interior isn’t quite “pure Buick,” but that’s just because the Regal is taking things to a new level.  There’s no denying the ice-blue LED dash lighting and two-tone interior with its unique Kibo wood-finish trim, will communicate to buyers that this is a very different vehicle from the rest of its class.  There’s a distinctly different styling influence that comes from the Chinese input into the Regal’s design.  Dramatically flowing lines create an interior of unusual shapes, and there’s a multi-function control on the console attending to the sound system and other equipment.  Still not convinced?  The Regal features standard leather and heated seats, as well as Bluetooth connectivity.  Available equipment includes a Harman-Kardon sound system, and a 10GB music hard drive.

Two engines are offered.  The Regal’s standard powerplant is a 2.4 liter direct-injection four-cylinder that produces 182 horsepower.  That may not sound like much, but it gets the Regal around and it’s good for freeway fuel economy in the thirties.  At 3600 pounds, the Regal’s a relatively light vehicle for the class, so the 2.4′s 182 horses go a long way.   At higher revs the engine sounds a little bit stressed, but the power band is broad.  The optional turbocharged 2.0 liter engine raises output to 220 horses, and nudges the Regal toward bona fide sports sedan territory.  A selectable six-speed automatic transmission is standard, but Buick promises that a six-speed manual is on the way.

The Regal’s new competitors are known for entertaining handling–something that Buicks have not traditionally been known for.  To make sure it’s in the game, the Regal is equipped with a double wishbone front suspension and a multi-link independent rear.   As a result, the Regal feels a great deal more light-footed than the average Buick.  With the 2.0 turbo engine, Buick adds its new Interactive Drive Control, an active suspension with driver-selectable suspension settings.  StabiliTrak stability control is standard, as are anti-lock brakes.

The excellent, athletic road feel and a fantastically attractive interior are the high points.   A more refined engine might help a little, but that’s only because the Buick folks have picked the Volvo S60 and Acura TSX as potential competitors, positioning the Regal a class or two higher than it actually is in the automotive pecking order.   When it comes down to the bottom line, that’s the magic of the Regal; it offers comfort, style and luxury that belies the $26,995 starting price.  The more powerful turbocharged engine is available starting at $29,495.

All specs are for the 2011 Buick Regal.
Length:  190.2 in.
Width:  73.1 in.
Height:     58.4 in.
Wheelbase:  107.8 in.
Curb weight:   3600 lb.
Cargo space:   14.25 cu.ft.
Base price:  $26,995
Engine:   2.4 liter DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  182 @ 6700
Torque:  172 @ 4900
Fuel capacity:  18.5 gal.
Est. mileage:   20/30

Now, that’s technically true about any car, but in Jaguar’s case it’s an especially distinguishing feature.  Among luxury cars and luxury sport sedans, the competition is so fierce that the constant application of “me-too” features and the latest fashionable design tweaks results in a trend toward homogeneity.  It’s easy to drive coast-to-coast in an Acura, Infiniti, Volvo or Mercedes, but often a bit difficult to find anything like a personality.  Not so with Jaguar.  For better or for worse, the British manufacturer’s products stand apart from the luxury car herd, and always have.  The 2005 S-Type is no exception to this rule.  From its retro-influenced styling to its fluid grace on the road, the S-Type still stands out, even though it’s been around since 1999 without major design changes–and even though Detroit is hip-deep in the things these days, since all the Ford executives are driving them.

As has long been the case with Jaguars, the first thing that sets the S-Type apart is its design.  The design has been tweaked for  ’05, but the basic themes haven’t changed much.  Low and curved, this car crouches at the curb, rather than standing up tall as is the current, SUV-mimicking fashion.  Competitors like the Lexus GS and Mercedes E-Class look like Brinks trucks next to the curvy S-Type.  What the S-Type lacks in altitude, it makes up for in attitude, however.  The four-eyed face and oval grille beneath a chrome “leaper” hood ornament are Jaguar hallmarks modernized for the new millennium, and they look great.  The design changes are subtle, and serve only to enhance the S-Type’s pleasantly familiar face.  The lines of the hood and front bumper have been simplified for a cleaner look. The grille is lower and wider as well, but you’d almost have to park new and old side-by-side before you’d notice.  Equally hidden to the casual glance is the new aluminum hood, which reduces weight and helps lower the car’s center of gravity for improved handling.  The S-Type’s side aspect has been cleaned up as well, and the rear is less square than it was–in fact, the trunklid has been flattened out, to improve high-speed performance.  Our test car featured the Sport package, which adds massive, athletic thin-spoked 18″ wheels that fill the wheel wells nicely.

Slip inside, and the interior is, well, cozy.  Snug, even.  The S-Type is a great deal smaller on the inside than its competitors, to the point that it’s best thought of as a coupe with a habitable back seat, rather than a sedan.  Five full-size adults can squeeze into an S-Type, but it had better be a short trip.  Headroom in the back seat can be tight for tall passengers, too.  The up-side is a handsome interior layout with chronograph gauges and a center stack ringed by leather.  High-tech aluminum trim accents replace the traditional wood on the dash and console when the Sport option box is selected, as in our test car, but frankly the wood looks better and the high-zoot S-Type VDP’s generous walnut trim is closer to what one expects to find in a Jaguar.  The LCD display for the radio controls that looks like an unfortunate flashback to 1990.  The narrow windshield adds to the sensation that the S-Type is wrapped tightly around you.  The S-Type has none of the elegant-but-sterile boardroom feeling of many lux sedans, and it’s almost enough to make up for the unfortunate rack of downmarket plastic buttons and annoying “J-gate” shift pattern.  The seats are comfortable, and there’s enough space in the trunk for luggage for four.  The S-Type makes a convincing argument as a grand touring car, though it’s not quite as suited to executive-shuttle duty.

On the road, this Jaguar rises far above our ergonomic quibbles.  A choice of 3.0 liter V6, 4.2 liter V8 and supercharged V8 engines is available.  We drove the 235 horsepower 3.0, and found it to be an eager and sturdy powerplant.  The all-aluminum, 24-valve engine features continuously variable cam phasing for added torque and responsiveness.  On-ramps and rolling acceleration are its strong points, and at freeway speeds the V6 comes on as strong as a Benz.  It’s a good singer, as well–remember, Jaguar’s forte is atmosphere, and the engine note is a big part of that.  The six-speed automatic transmission is fantastic and a smooth shifter even under hard acceleration.  For drivers who want to go chasing BMWs and the like, Jaguar’s performance-leading S-Type R offers 390 horses from its supercharged 4.2 liter V8.  Jaguar reports a 5.3 second 0-60 run, about two seconds quicker than the V6-powered S-Type.

Handling is also exemplary.  The S-Type has a taut, tied-together feeling that’s lacking in most sports sedans.  The body structure feels as stiff as if it had a rollcage, and this results in sharp reflexes.  Unequal-length wishbones up front benefit from light aluminum control arms and toe links designed to keep the front wheels planted.  The S-Type is very much an athlete, even in the “lighter” 3.0 V6 format.

Safety equipment is of course exemplary, with front, side and side-curtain airbags standard on all S-Types.  Anti-lock brakes and Dynamic Stability Control (DSC) are also standard equipment.  Panic braking and emergency maneuvers never seem to raise the S-Type’s pulse rate; hit the brakes hard and the car just stops, drama-free.

We found the S-Type to be expensive in comparison to other cars in its class.  Our test car was an S-Type 3.0, with a base price of $44,230.  Its out-the-door price of $48,995 included the Sport package, heated seats and a sunroof, but did not include a navigation system, all-wheel drive, hands-free phone or other upscale options that are available in other cars at this price point.  The S-Type R’s price has actually been dropped by about $4000 for 2005, and supercharged Jaguar performance now starts at $58,995.  Which brings us back to the Jaguar difference, which is in a large part what you’re paying for here.  Nothing else feels quite like the S-Type, and if the athletic feeling of a Jaguar is what you’re after, this is a good way to get it.

Specifications:
All specs are for the 2005 Jaguar S-Type 3.0, which we tested.
Length:     193.0 in.
Width:        71.6 in.
Height:        56.0 in.
Wheelbase:    114.5 in.
Curb weight:    14.1 cu.ft.
Cargo space:    3771 lb.
Base price:        $44,230
Price as tested:    $48,995
Engine:     3.0 liter 24-valve V6
Drivetrain:     six-speed automatic, rear-wheel drive
Horsepower:     235 @ 6800
Torque:     216 @ 4100
Fuel capacity:    18.4 gal.
Est. mileage:    18/26

Is Hyundai ready to challenge Toyota and Honda on the turf they helped create?  Compared to its predecessor, the new Sonata is larger, more stylish and more powerful.  Park it next to an Accord or Camry and it fits right in; the bargain-basement look and feel of past Hyundais is long gone.  The Sonata is also built in the United States, at Hyundai’s brand-new Montgomery, Alabama plant.

The Sonata goes out of its way to avoid being unusual.  Naturally, it’s taller, wider and longer by an inch or two in every direction compared to the previous Sonata, but the design is all-new and redefines the term “contemporary conservative.”  It’s sized and shaped like a Honda Accord, with larger, glassed-in headlamps and a less squinty look than a Honda’s.  Glassed-in headlamps have round units inside, and the blacked-out grill adds just a touch of aggression.  From the rear, the Sonata looks even more like an Accord.  It looks good, but this is not a design that sticks in your mind and the Sonata suffers from just a touch of anonymity.

The mid-size ranking is deceptive; the Sonata’s technically classed as a “large car” thanks to generous interior space.  It’s bigger on the inside than a Nissan Altima or Toyota Camry.  Taller seats mean more chair-like seating positions and better visibility.  The Sonata’s interior is a nice place to be too, with fit and finish that’s equal to the best in the class.  The dash and interior layout are elegant and conventional.  Standard equipment includes an MP3-capable sound system with steering wheel controls.  Step up to the top-of-the-line LX and heated seats are also standard.  You can even have a touch of wood trim, if that’s your taste.  Most passengers experiencing the Sonata were surprised to hear that it was a Hyundai, and even more surprised at the bottom line.  It’s quiet on the freeway and around town.

A choice of four- or six-cylinder power is offered.  Both engines are all-new.  A 2.4 liter four-cylinder is the base engine, with 162 horsepower.  We drove the 3.3 liter V6, and its 235 horsepower gave the Sonata comfortable and confident acceleration with enough power in reserve for passing.  Both engines feature all-aluminum construction and fuel-saving continuously variable valve timing.  The V6 also adds a variable intake runner and special engine mounts for quieter, smoother running.  Shifting duties are handled by a choice of five-speed manual or four-speed automatic transmissions with the four-cylinder engine, and the V6 gets a five-speed automatic.  The Sonata’s comfortable around town, and the five-speed auto in the V6 seems to know when to be smooth and when to be fast.  This car goes out of its way to avoid annoying its driver.  Best of all, even the V6 achieves a respectable 30 mpg on the freeway.  The four-cylinder will get 34 with a five-speed manual transmission, a feat many full-sized family cars can’t muster even in these days of hybrids.

All Hyundais since 2003 have had standard side airbags and the Sonata is no exception.  Safety is further enhanced by standard stability control and anti-lock brakes.  Steady, safe performance is the name of the game.  The suspension is fully independent; no cheaping out with beam axles here.  Double wishbones are used up front, with a five-link rear.  It’s not as soft as the typical Korean car, splitting the difference between squashy and Euro-taut for a happy medium that will appeal to fans of Buicks and other more expensive plushmobiles.  Handling isn’t distinguished, but then it shouldn’t be in a car like this.  The Sonata goes where it’s pointed without threatening to do otherwise, and that’s exactly what we expected of it.

Enthusiasts looking for heart-pounding performance aren’t going to find it in the new Hyundai Sonata.  Family-sedan buyers looking for a less expensive alternative to Toyota and Honda will find themselves quite well served, however.  Hyundai has managed to improve its quality and model lineup to the point that it’s the equal of any other mainstream manufacturer’s, and the Sonata should help to divest the public of the myth that a Hyundai is a vehicle to be ashamed of.  Did we mention that our test car, a top of the line Sonata LX V6 with no options, stickered for $22,895?  That price includes side-curtain airbags, cruise control and a leather interior, and to understand just how impressive the Sonata is a this price point, you’ll just have to take a quick drive in one.

Specifications:
All specs are for the 2006 Hyundai Sonata, which we tested.
Length:         188.9 in.
Width:            72.1 in.
Height:            58.0 in.
Wheelbase:        107.4 in.
Curb weight:        3458 lb.
Cargo space:        16.3 cu.ft.
Base price:        $22,895
Price as tested:    $22,895
Engine:         3.3 liter DOHC 24-valve V6
Drivetrain:         five-speed automatic, front-wheel drive
Horsepower:         235 @ 6000
Torque:         226 @ 3500
Fuel capacity:        17.7 gal.
Est. mileage:        20/30

Had it not been our job to do so, we might not have even noticed that the last Accord to grace the test fleet was a hybrid-electric car.  Following in the footsteps of the Honda Insight and Civic Hybrid, the new-for-2005 Accord Hybrid brings improved fuel efficiency to the middle class.  Offering improved fuel economy and emissions and giving up almost nothing in return, the Accord Hybrid is about as close to a win-win prospect as you can get these days.

The Accord Hybrid shares the face of the rest of the Accord lineup, last freshened in 2003.  It’s available only as a four-door sedan.  The Accord’s clean, elegant lines seem at a glance to belong to a much more expensive automobile than a mere family sedan, thanks to jewel-like headlamps and a bright chrome grille.  The Accord has a high beltline, giving it a less petite look than in the past, and the car’s shape rises toward the rear, culminating in a bevel-edged trunklid with a unique spoiler.  The special spoiler and a set of wheels are the only features that distinguish the Accord Hybrid from its conventional siblings.  Under the skin, an aluminum hood and bumper beams help to reduce weight.

Inside, the Accord’s dashboard and instrument panel are equally futuristic and well-built.  The fit and finish is as good as can be found in any Acura–in fact, the Accord’s interior bears a passing resemblance to that of the Acura RL.  A trapezoidal center stack contains radio and air conditioning controls.  The layout is slightly different from the norm, and takes some getting used to, but it’s easy to use once learned.  Seating is comfortable, and the battery pack has been located such that it doesn’t take up the whole trunk, either.  Front, side and side-curtain airbags are standard equipment.  XM satellite radio is also offered.  Not on the list but no less impressive is Honda’s Active Noise Control (ANC) system which monitors engine noise and generates a counter-cycling sound through the radio speakers to mute it.  The only option available from the factory is a navigation system.

The Integrated Motor Assist (IMA) hybrid powerplant is similar to what’s found in other Honda hybrids, with a gas engine augmented by a torquey electric motor to reduce emissions and improve fuel economy when accelerating.  The electric motor serves as a starter as well, which allows the gas engine to shut off and restart almost instantaneously at traffic lights.  The telling difference is that unlike most other hybrids, which rely on small four-cylinder engines, the Accord hybrid carries a 3.0 liter V6.  This engine is similar to the 3.0 V6 found in the standard Accord, but a dual-stage intake manifold and lightweight components increase its efficiency and offers a slight bump in horsepower.  The 3.0 in the Accord Hybrid produces 240 horsepower.  Total output is boosted another 16 horses by the electric motor–more importantly, the electric component provides an additional 100 ft-lb. of torque to spin the wheels.  As a result the Accord Hybrid is quicker than its non-augmented counterpart.  The Accord Hybrid is also equipped with Honda’s Variable Cylinder Management (VCM) system, which shuts off three of the V6 engine’s cylinders when the extra power isn’t needed.

On the road, the most noticeable thing about the Accord hybrid is…nothing.  Like the Civic and Toyota’s new Highlander, hybrid, the exotic powertrain’s operation is nearly seamless.  Although IMA shuts off the gas engine whenever the car’s speed drops below ten miles per hour, many passengers won’t even notice the engine bumping off at traffic lights, thanks to the smoothness of the five-speed automatic transmission.  When the VCM shuts off cylinders, there is a slightly rougher feel to the engine, but no loss in power.  The gravelly engine note will only be noticeable to engineers and race drivers.  The ultimate benefit is a 38% improvement in fuel economy, and 29/37 EPA mileage.

The suspension is surprisingly sophisticated, with double wishbones at all four corners.  The ride seems slightly harsher than that of the standard Accord, but the difference is very much like arguing the benefits of green leaf versus romaine lettuce; the salad is pretty much the same.  The Accord Hybrid is equipped with electric power steering; for those who haven’t driven a car without traditional hydraulic power steering, the difference is negligible.  We noticed some abruptness in the brakes, courtesy of the regenerative brakes, which charge the battery as the car slows down.  Anti-lock brakes and traction control are standard equipment on the Accord Hybrid.

The Accord Hybrid is a great bit of high-tech for people who aren’t that interested in knowing or feeling exactly how it works.  This car doesn’t talk to you, just goes about its business–which is exactly what it’s supposed to do.  The Honda Accord Hybrid starts at $32,140.  That’s comparable to the cost of a well-equipped Accord or Toyota Camry.  Is a 37-mpg family sedan worth it to you?

Specifications:
All specs are for the 2005 Honda Accord hybrid which we tested.
Length:     189.5 in.
Width:        71.5 in.
Height:        57.1 in.
Wheelbase:    107.9 in.
Curb weight:    3501 lb.
Cargo space:    11.2 cu.ft.
Base price:        $32,140
Price as tested:        $32,655
Engine:     3.0 liter V6 and integrated 12-kW electric motor
Drivetrain:     five-speed automatic transmission, front-wheel drive
Horsepower:     240 @ 6000 (gas); 16 @ 840 (electric)
Torque:     217 @ 5000 (gas); 100 @ 840 (electric)
Fuel capacity:    17.1 gal.
Est. mileage:    29/37