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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Kia’s formerly forgettable family sedan has gotten a serious makeover for 2011, with an all-new chassis, a move to more efficient four-cylinder power and a body that could’ve been snatched directly from a concept car.  The new Optima also broadens its lineup with new hybrid-electric and turbocharged models.

Those dramatic lines are one of the most radical expressions yet of Kia’s new design language, and the Optima’s no longer a wallflower.  Like Pontiac, Kia’s hoping to build a bit of excitement into its family sedan.  The dramatic lines and front fender “vents” are a little reminiscent of Pontiac’s look, even.  Complex curves and sharp edges are combined on a longer, lower and wider body that stands out on the road.  High shoulders and a low roof are accented by a chrome stripe that gives the Optima a coupe-like shape.   Look closely, and you’ll see evidence that the designers were allowed a lot of freedom; the windshield frame mimics the shape of Kia’s “tabbed” family grille.  The Optima looks large at the curb.  It looks out of place among boring family sedans, too.   HID headlights, a panoramic sunroof and LED taillights are available to spruce up the exterior.

The optional glass roof allows the interior to shine as well.  The Optima’s interior features a sporty cockpit-style command center and comfortable seating for up to five.  Deep-set gauges with red and white lighting convey a sporty feel that’s enhanced by the paddle shifters on the steering wheel and stubby gearshift lever in the console.  The sporty Optima SX takes it a step farther with black leather trim and carbon-fiber style trim inserts.  Materials are first-rate, and in spite of Kia’s reputation for bargain pricing the Optima doesn’t feel cheap.  Sirius satellite radio, Bluetooth connectivity and USB audio input jacks are standard equipment, as is a cooled glovebox.  A reverse camera, heated and cooled front seats, heated rear seats, a navigation system and Kia’s UVO infotainment system (which is similar to Ford’s SYNC) are all on the options list, and standard on the uplevel Optima EX.  The interface for the available navigation system leaves something to be desired, as does the satellite radio interface; Kia’s attention to style over ergonomics has resulted in a system that requires too many screens to flip through for simple tasks.

Like its cousin the Hyundai Sonata, the Optima no longer offers V6 power, in a nod to fuel economy.  That said, Kia has staked the Optima’s fortunes on four-cylinder engines, and it’s got three different powertrains available.   The standard powerplant is a 2.4 liter inline four with gasoline direct injection for (pardon the pun) optimal fuel efficiency.  This engine produces a healthy 200 horsepower, and it’s surprisingly responsive; four-bangers have come a long way since the dark days of the early 1990s.  This engine is new; it’s all aluminum, and uses double overhead-cam construction.  The Optima cruises well at freeway speeds with no complaints, and racks up fuel economy in the thirties while it’s doing it.  What do you need a V6 for?  For those who want more power, the optional 2.0 liter turbocharged four makes 274 horsepower.  There’s a hybrid-electric Optima for the first time as well.  A six-speed manual is the gearbox for the base model, while all other Optimas feature a six-speed automatic.

Even in standard form, rolling on smaller 17-inch wheels, the Optima has a pleasant and responsive ride.  MacPherson struts are used up front, and the rear is an independent multilink design.  The car is quick to respond to steering inputs and doesn’t succumb to blandness.  It’s enthusiast-friendly enough to be ranked alongside the Ford Fusion and Nissan Altima, though not quite as hard-core as a Mazda6 or Volkswagen Passat.  The turbocharged version is available with fat 18-inch wheels and grippy tires for improved handling response.  Anti-lock brakes with discs at all four corners are also standard.

While the new Kia Optima is reminiscent of a Pontiac done right, that verdict should not be taken as damning with faint praise.  This is an exciting and entertaining sedan that won’t disappoint enthusiasts whose need for family transport supersedes the ability to keep a hot rod on hand.  Optima pricing starts at a very attractive $18,995 with the manual transmission, and goes up to $20,495 with the automatic.  My tester was a well-equipped Optima EX, with the panoramic sunroof, dual-zone climate control, navigation system and heated and cooled front seats, and all of that came in at just $27,440.  It’s hard to argue with Kia’s 5-year/60,000 mile basic warranty, either.

All specifications are for the 2011 Kia Optima.
Length:  190.7 in.
Width:  72.1 in.
Height:      57.3 in.
Wheelbase:  110.0 in.
Curb weight:   3223 lb.
Cargo space:   15.4 cu.ft.
Base price:  $18,995
Price as tested: $27,440
Engine:   2.4 liter DOHC inline four-cylinder with GDI
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  200 @ 6300
Torque:  186 @ 4250
Fuel capacity:  18.5 gal.
Est. mileage:   24/34

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

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

Charger R/T pictured

Well, yes and no. You see, the 2006 Charger is rear-wheel drive, unlike the last attempt to resurrect the nameplate, and you can get a Hemi V8 under the hood for blistering straight-line performance.  There’s just one catch, however.  Muscle-car purists, avert your eyes:  the new Charger is a four-door sedan.

Put down those flaming torches and bullwhips, Mopar fans.  The new Charger may have a usable back seat, but it hasn’t forgotten its roots.  Dodge used its own classic muscle cars as inspiration for the new sedan, but the Charger is not intended to be a retro car, nor is it a recreation of the last Charger.  The canted-forward, aggressive face and grille lead into a strong shoulder line that runs almost all the way to the back of the car before being interrupted by the obvious rear haunch.  The roof slopes drastically toward the rear, shortening the trunk.  The trunk itself is swept up just at the rearmost edge, creating a hint of a spoiler.  It’s hard to tell but the beltline actually dips down before the kickup at the C-pillar, to accent the muscular rear end.  There are no fender flares, though the wheel arches are emphasized by flat panels.  The rear is less distinctive, with squared-off taillights whose round elements are intended to bring to mind classic Chargers, but still remind us of the Intrepid.

Moving beyond the family car and back to the Charger’s heritage as a rubber-burning muscle coupe is the limited-edition Daytona Charger.  The distinctive paint (Go ManGo orange or Top Banana yellow) and blacked-out hood panel are just the icing on the cake; under the hood is a slightly revised HEMI engine that produces an extra ten horsepower thanks to special induction and exhaust tweaks.  The Daytona Charger is louder and brasher than the R/T, and faster to boot.  Only four thousand of each color will be produced.

The Charger rides on the same platform as the wagon-only Dodge Magnum, and shares its short-long arm front suspension and five-link independent rear with that car.  The Charger SE and SXT get Dodge’s “touring” suspension, which is tauter than that of the 300 or Magnum.  Thicker swaybars and different shock damping are combined with sharper steering response to create a sportier, more responsive drive.  Nivomat load-leveling shocks are used at the rear, for improved reflexes.  The R/T and Daytona are further beefed up with 18″ wheels and even bigger swaybars.  As a result, the new Charger can handle curvy roads as well as straight lines.  Traction control, anti-lock brakes and an electronic stability program (ESP) are standard on all Chargers.  The brakes are impressive, strong and fade-free on the track.  The Charger brakes like a race car.  Ultimately, it’s too big to be a particularly sporty driver, even in R/T and Daytona form.  That said, it does feel more tied-together than past big, sporty sedans at this price level (Chevrolet Impala SS and Mercury Marauder, to name two) have been, and it’s faster than most of them too.

On the road, the Charger drives big.  It’s hard to tell where the right side of the car is from the driver’s seat, and it can be hard to place this wide car in its lane.  Our 3.5 liter V6-powered test car didn’t have the HEMI engine but didn’t lack for power either, with 250 horsepower on tap.  The HEMI is definitely more assertive, but the V6-powered Charger SXT certainly doesn’t lack for get-up-and-go, either.  In spite of its nearly two-ton weight, our test car had no trouble with short passing lanes or getting up to speed on the freeway.  Moving beyond the family-friendly arena, the HEMI-powered Charger won’t disappoint Mopar fans when it comes to generating acceleration times.  All Chargers come with five-speed automatic transmissions.  The five-speed is newly available with the V6, and uses a Mercedes-style manual shift that doesn’t require the selection of a “manual” mode.

The Charger’s interior is a step up from the Magnum’s somewhat plastic-intensive design, with satin-finish trim around the gauge faces and center stack.  The four deep-set gauge pods are the same however.  The steering wheel is pleasantly fat, and the gauges are black on silver and set deep in the dash, similar to the Viper’s.  It’s also got more daylight inside, as the large backlight makes things a bit less claustrophobic than in the bunkerlike chop-topped Magnum.  The H-point of the seat is tallish, so you don’t fee like you’re sitting on the floor.  Cool options include Bluetooth hands-free calling, Sirius satellite radio and a cool rear-seat DVD system that folds up out of the tall center console. This is still a family-friendly muscle car, however, with available side airbags and a tire pressure monitoring system.

Whether it’s the next great thing from Dodge or a rolling piece of sacrilege is up to the individual to decide.  What doesn’t change is that the Charger is a good family sedan without being boring.  You can have your Charger with a HEMI but to be honest, it doesn’t need it.  Pricing is competitive, with stickers starting at $22,995 for the entry-level SE and $25,995 for a well-equipped SXT.  Our test car was a Charger SXT with Sirius satellite radio, leather seats and a sunroof, and stickered for $28,330.  HEMIs start at $29,995, and the Charger is on sale now.

Specifications:
All specs are for the 2006 Dodge Charger SXT.
Length:     200.1 in.
Width:        74.5 in.
Height:        58.2 in.
Wheelbase:    120.0 in.
Curb weight:    4031 lb (V8)
Cargo space:    16.2 cu.ft.
Base price:    $25,995
Price as tested:     $28,330
Engine:     3.5 liter V6
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     250 @ 6400
Torque:     250 @ 3800
Est. mileage:    19/27

Height:        70.0 in.
Wheelbase:    103.2 in.
Curb weight:        3782 lb.
Cargo space:        27.6 cu.ft. (seats up); 65.5 cu.ft (seats folded)
Towing capacity:    1000 lb.
Base price:        $28,005
Price as tested:        $32,450
Engine:     2.3 liter DOHC 16-valve Atkinson-cycle four-cylinder (gas); permanent magnet AC synchronous motor (electric)
Drivetrain:     continuously variable transmission, four-wheel drive
Horsepower:     133 @ 6000 (gas); 94 @ 3000-5000 (electric)
Torque:     129 @ 4500 (gas)
Fuel capacity:    15.0 gal.
Est. mileage:    33/29

Cadillac does away with the former STS’ soap-cake styling in favor of the angular look that’s been working its way across the brand for the past few years.  At a glance the STS looks just like the smaller CTS, and that’s exactly what the folks at Cadillac want.  Like BMW’s twin-kidney grille or Jaguar’s svelte curves, the folded and pressed lines of the new STS are an instantly recognizable hallmark of the brand.  It’s not a clone of the smaller car, although they do share some platform similarities.  The STS has a sharper, more steeply raked profile than its little brother, however.  After a while it’s easy to tell them apart, we promise.

The interior departs from the example of the plasticky CTS, thankfully, with a choice of aluminum or eucalyptus wood trim and Tuscany leather.  The big back seat was judged the “most comfortable ever” by one of our habitual test-car passengers.  The new dash is surprisingly conventional, with a straightforward center stack and uncluttered electroluminescent instrument pod.  Heated and cooled seats and a heated steering wheel are available, and they’re just the most mundane of the high-luxury items.  The STS can be equipped with a remote start system, “intelligent” keys that can start the car from your pocket, adaptive cruise control and a head-up display.  A high-quality Bose “infotainment” system incorporates Bluetooth wireless technology and 15 speakers driven by a six-disc CD/DVD/MP3 player.  OnStar and a navigation system are also available, of course.

Another new feature isn’t quite so obvious.  Cadillac has been quietly returning to rear-wheel drive (RWD) for the past few years, and the STS has followed suit.  RWD has become the drivetrain of choice among the world’s premier luxury manufacturers, and Cadillac is following suit with the new STS, leaving the aging Deville lineup as the only front-drivers in the family.

This performance-oriented drivetrain is connected to a choice of V6 or V8 engines for world-standard performance.  The 3.6 liter V6 makes 255 horsepower; the 4.6 liter Northstar V8 cranks out 320.  Both engines have variable valve timing.  A five-speed automatic transmission is the only offering.  Our test car was a V6, and the 255 horses under the hood had to work hard to get this big car moving.  Once up to speed, the STS V6 is responsive, but for serious performance in a two-ton car, you need eight cylinders.  The tradeoff is respectable mileage.  If you’re not planning to drag-race at stoplights, the V6 is more than adequate.

A fully independent suspension keeps the wheels on the ground, with a responsive short/long arm setup in the front and a multilink independent rear.  Big stabilizer bars ensure that this big sedan will perform.  Cadillac adds a two-mode version of its Magnetic Ride control to the STS, as well as StabiliTrak stability control.  The STS is nicely poised on the road.  It’s a bit less confident at speed than some of its European competitors, but don’t think the Cadillac badge means that this car can’t cruise at triple-digit speeds.

The STS is arriving in showrooms now.  Cadillac has set starting prices at $40,300 for the V6 and $47,495 for the V8.  Our V6-equipped test car featured heated seats, a six-disc CD changer, 17″ wheels and a sunroof and stickered for $44,585.  Among luxury cars, that’s actually a bit of a bargain.

Specifications:
All specs are for the 2005 Cadillac STS.
Length:     196.3 in.
Width:        72.6 in.
Height:        57.6 in.
Wheelbase:    116.4 in.
Curb weight:    3921 lb. (V8)
Cargo space:    13.8 cu.ft.
Base price:    $40,300
Price as tested:    $44,585
Engine:     3.6 liter V6 or 4.6 liter V8
Drivetrain:     five-speed automatic transmission, front- or all-wheel drive
Horsepower:     320 @ 6400 (V8)
Torque:     315 @ 4400 (V8)
Fuel capacity:    17.5 gal.
Fuel economy:    17/21

Considering the changing needs and desires of its young and young-at-heart customers, VW’s all-new fifth-generation Jetta’s mission in life is to grow with the its current customers, rather than to urge them into another model.  The new Jetta is larger, more luxurious and better-built, but an effort has been made to retain its playful spirit.  The new car should appeal to old Jetta owners as well as a whole new demographic.

The fifth generation Jetta is the first car of a new era at Volkswagen, as indicated by its all-new design language.  VW says a revised Golf and Passat are on the way in the next twelve months or so, and they’ll also carry this styling.  The new Jetta greets the world with an aggressive, four-eyed face.  Three large, low-mounted air intakes are reminiscent of the hot-rod R32.  The Jetta makes a nod to elegance with a unique chrome goatee that wraps around the grille and drops into the bumper.  It looks best on dark-colored cars, but if you find the bit swatch of chrome off-putting, a light-colored Jetta reduces the effect.  The hood is short and sloped sharply toward the windshield.  The large round taillights are similar to those found on VW’s upscale Phaeton; from a distance they create an unfortunately strong resemblance to a Toyota Corolla.  Up close there’s no mistaking the two though, thanks in part to character lines that follow the rocker panels and headlight contours.  It’s a good-looking car, and we approve of Volkswagen’s new design direction.

Inside, there’s a larger rear cabin and trunk, thanks to the larger body.  The console is mounted high, with easy to use controls, and the Jetta’s new interior looks best in lighter colors.  Large bottle holders in the doors and a sliding armrest are welcome features for front-seat riders, but we thought the seats could have been more supportive of long legs.  Jetta fans will be happy to know that the instrument panel still lights up blue at night.  The Jetta is seven inches longer, and a full inch wider.  The two inches added to the wheelbase went into making the rear seat and trunk more spacious.  The 16.0 cubic foot trunk is larger than that of a Toyota Camry or Honda Accord.  The Jetta comes nicely equipped, too, with standard front and side airbags.  Side bags for the rear are optional.

The all-new 2.5 liter five-cylinder engine relies on torque more than horsepower.  150 horses doesn’t sound all that impressive, but this tough engine will cruise at 80 mph without working hard, and had no trouble climbing the largest, steepest hills on our test route.  The 20-valve engine uses a continuously variable inlet cam to maximize power and efficiency, and it makes over ninety percent of its peak torque at a low 1900 rpm.  Five-speed manual and six-speed automatic transmissions are offered.  Our tester had the six-speed autobox, and it’s one of the smoothest we’ve driven.  The Jetta does tend to hunt for gears when the going gets hilly, but VW provides a “Sport” mode which allows for more aggressive up- and downshifts and will be appreciated by sport-minded drivers.  At launch, only the 2.5 liter five-cylinder engine will be offered; a 1.9 liter diesel and a turbo are on the way.  The hot-rod Jetta GLI will get the great 200-horse 2.0 liter turbocharged four-cylinder that bowed recently in the Audi A4, and we can’t wait to meet it.

On the road it’s solid without feeling heavy.  The steering is wonderfully direct.  It’s hard to tell if the car is actually having fun, though.  Picky drivers might find the new car a bit more sterile than the old, though its capabilities are improved.  The Jetta is a known handler, of course, and VW thankfully didn’t let its reflexes go to pot in this “grown-up” version.  The rear suspension uses a four-link independent setup with aluminum subframes; MacPherson struts are installed up front.  The Jetta is an inch wider, and the corresponding increase in track improves the car’s stability.  When the road gets twisty, the Jetta is planted and solid, and still one of the most talkative cars we’ve driven.  There’s a bit of wind noise on the freeway, and the sensitive steering notices when the pavement is grooved.  If you find the suspension stiff, and you might, then you’re too old at heart for a Jetta.  The new electromechanical power steering is a big boost as well.  Not only does this fluid-less system reduce complexity and improve fuel economy, but it also provides excellent response and feedback.  It’s got a more “connected” feel than the electro-mechanical steering systems found in other cars.

Four-wheel disc brakes include standard ABS.  The brake discs are bigger at all four corners, too.  The equipment is high because Volkswagen intends for the Jetta to compete with just about any competitive produce you could expect a buyer to leave it for.  Volkswagen hopes to push into the premium mid-size and entry-luxury markets.  To that end, there’s a lot of standard stuff.  Even the ESP stability control system is standard on all but the Value Edition Jetta.  The Value Edition gets standard ABS, traction control and air conditioning, and prices for that car start under $18,000.  Our test car was a base model, with only the automatic transmission as optional equipment, and it stickered for $22,080.  Considering that our test drive revealed manners befitting a car costing much more, the new Jetta qualifies as a great value that won’t leave you feeling like you’ve gone cheap.

Specifications:
All specs are for the 2005 Volkswagen Jetta 2.5, which we tested.
Length:         179.3 in.
Width:            69.3 in.
Height:            57.5 in.
Wheelbase:        101.5 in.
Curb weight:        3285 lb.
Cargo space:        16 cu.ft.
Base price:        $20,390
Price as tested:    $22,080
Engine:         2.5 liter DOHC inline five-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:          150 @ 5000
Torque:         175 @ 3750
Fuel capacity:        14.5 gal.
Est. mileage:        22/30