5 Best Tech Cars

BMW M5:

The BMW M5 is a high performance version of the BMW 5-Series executive car built by the Motorsport division of BMW. With its power and high-tech handling, the BMW M5 is one of the best tech cars on the planet. Its driver-assistance and cabin-tech systems are the best in the business for road trips and daily commutes.

Audi S5:

Audi's S5 has achieved the perfect blend of luxury and performance. It demonstrates an excellent array of tech both in the cabin and under the hood, making it one of the most enjoyable all-around driving cars available.

BMW 640i Gran Coupe:

From its advanced engine, suspension, and transmission to its connected cabin tech features, the 640i Gran Coupe is an impressive tech car. Performance tech in the BMW 640i Gran Coupe lets it be a luxury cruiser and a nimble sports car, while the cabin electronics give drivers unparalleled levels of help and entertainment.

Lexus GS 450h:

The Lexus GS 450h is a tech tour de force, getting outrageously good fuel economy for this class of car with its hybrid drive system, and giving drivers the convenience of popular apps integrated with the cabin electronics. It is like having two different cars. One is a sporty, fast sedan-the other is a hybrid that gets incredible mileage for a car.

Audi A7:

The Audi A7 is a style-focused luxury sedan. The Audi A7 is an extraordinary tech powerhouse that combines luxurious driving with sport capabilities and an impressive navigation system.

The 2014 Mazda6 — or about 98 percent of it: Motoramic Drives

About a month ago, I had dinner with a friend. I told her I was going to Paris to drive a car. That's not something you hear in every conversation, so she was interested.

"What kind of car?" she asked.
"A Mazda," I said.
She nearly spit out her beer.

"A MAZDA?" she said. "I figured if you were going to Paris, you'd be driving an Aston Martin, or at least a BMW or something. But a Mazda?"

I assured her that I would, in fact, be driving a Mazda, and that it would be fine. But her reaction speaks to Mazda's problem. It's an unglamorous brand struggling to survive in the second tier of car companies. Though 2012 looks a bit brighter, largely because of a successful rollout of its new CX-5 crossover, Mazda has spent several years operating in the red, trying to find a formula that will help it to overcome flat sales and the challenges from larger automakers.
Enter the new 2014 Mazda6, the company's refresh of a product that long ago lost any luster it may have once possessed. The Mazda6 falls into the mid-sized family sedan category, placing it in the industry equivalent of a soccer tournament's Group Of Death. Its direct competitors—the Honda Accord, the Toyota Camry, the Hyundai Sonata, the Nissan Altima, the Ford Fusion, and so on--aren't always the world's greatest cars, and certainly aren't the most glamorous, but many of them sell in vast numbers, have incredible name recognition, and run forever without breaking down. They all possess weaknesses, but this mix of established names and strong up-and-comers make it a steep task for Mazda to establish any kind of leadership in the category.

Let's examine the evidence. The Mazda6 was designed using something known as "KODO-Soul Of Motion," which sounds like the title of an early '90s direct-to-video action flick, but it actually seems to work as a design philosophy. The result is something reasonably slim and aerodynamic-looking, with a strong stance, clear lines, and an overall appearance that's sportier than average for the category. That may have had to do with the fact that Mazda presented it to us in the brightly lit courtyard of a 14^th century French chateau, an environment that could make Chris Christie in a prom dress look good.

 

The inside is equally unfussy, with comfortable leather seats that have great lumbar support, a reasonably roomy rear cabin, and a gimmick-free, mostly analog instrument panel that may owe its existence to Mazda's money troubles rather than some kind of desire to create a throwback to counter the current techno-spread that plagues contemporary vehicles. That said, Mazda hasn't skimped on the safety tech. The car has all kinds of advanced systems — lane departure warnings, automatic braking, even rain sensors — and they were all fully operational and working well. It also had a really nice Bose sound system.

I drove the Mazda6 in, or at least near, Paris, spending six largely flat hours across dull suburban secondary highways, over semi-narrow farm roads, and through featureless suburban towns. That's probably the test that the Mazda6, and most family sedans, deserve. You wouldn't want to tackle Mont Blanc in this thing.

My drive partner and I got a 2.5-liter, 189-hp four-cylinder engine with a six-speed automatic transmission. It was very responsive, with excellent steering and decent power. On the rare occasions that we got to try it around tight corners, it handled its challenges with style. The Mazda6 provided a pleasant ride, even a fun one. When my partner, who has nearly 20 years in the car game on me, tried a few hard stops, he pronounced the brakes "good enough." Overall, the car had a bit more than that.

Throughout the trip, our Mazda minders kept feeding us a couple of phrases: "It's not a beige Camry," and "it's the most driver's car in its category." The first one was demonstrably true, the other one purely subjective. For me, at least, the Mazda6 was a strangely personal drive, a car that felt more intimate the longer I sat behind the wheel. Most cars, even the good ones, aren't very likeable. This one was.

But even as I enjoyed myself, I wondered how Mazda would position this car in the market. It's too zippy to be a real family sedan, and not really roomy and relaxed enough. In general, the whole 6 rollout feels like an exercise in managed expectations. Mazda told us it estimates that the 6 will sell about 40,000 units in the United States, which isn't bad if it happens, but it's also not really going to move the needle.

Then there's the fact that the car we drove in France isn't the car that's going to arrive on North American shores early next year. At a casual dinner on a Saturday night, after four days of pure Mazda immersion, the company let it slip: The U.S. version of the 6 would have different tires, different wheels, a different suspension, and a different compression ratio in the engine. When the overstuffed, slightly drunk press corps at the table began to shuffle restlessly, a spokesman assured us it would be "98 percent the same car." Fair enough, but the pieces that comprise the two percent are pretty important to a car's performance. They'd been foisting foie gras down our gullets all weekend, but that revelation left a bitter taste.

In other words, when it comes to the U.S. Mazda6, my guess is only slightly more informed than yours. Still, I can say with 98 percent assurance that it's a reasonably interesting car that's fun to drive. The unknown variables, which include, by the way, price and fuel economy, remain a bit troubling. But I'll always have Paris.

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Virtual NASCAR driver wins second straight championship, real money

 

While the NASCAR season-ending Chase for the Sprint Cup won't end until November, the world of computer-simulated stock cars crowned its champion this week, with Paul Alfalla driving his No. 2 Chevy Impala to a fifth-place finish on iRacing's virtual Miami-Homestead race track. His prizes include $10,500, championship swag delivered at the actual NASCAR race and having his name join a growing list of desk jockeys who could see time on real pavement.

Simulated racing has grown far past the point of just another networked game; iRacing's top series has backing from NASCAR, Formula 1 and other racing bodies, and the contests can be as competitive -- and nearly as complicated in vehicle set-up -- as those on a real track. Dozens of professional racers use iRacing rigs to practice unfamiliar tracks, and while the system can't model every moving part of a racecar, its approximations are close enough for most. One example: Earlier this year, real-world NASCAR teams started picking up speed by putting more "skew" in their rear suspensions, letting their cars slide through corners faster -- a trick the iRacing teams stumbled onto nearly simultaneously.

Alfalla, a student at Florida Gulf Coast University, has ranked among the premier iRacing members since winning the top-level NASCAR league last year. Many young racers also use iRacing for training, but the service has not turned desktop-only drivers into track heroes; iRacing road course champion Greger Huttu first turn in a real car ended with car sickness. Other players have made the leap, namely from the Nissan-sponsored academy for gamers of Sony's Gran Turismo. Alfalla has said he'd like a shot at a real ride, and given how much practice he's had behind the wheel of his monitor, he'd have more experience than some stock-car wannabes.

 
Here's Alfalla's winning ride, shot from his three-monitor home setup:

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For Datsun revival, Nissan gambles on $3,000 model

It is the car that baby boomers may remember as much for its compact chic as for its slogan ("Datsun, We Are Driven!"). Now, a new version of this storied brand may get more attention for something else: its price tag.



In a bold move into the auto industry's fastest-growing category—emerging-market countries—Nissan Motor Co. is planning a revival to this Beatles-era star that might surprise its fans. According to interviews with Nissan's CEO, Carlos Ghosn, and other company executives, the rebooted car will appear in these countries as bare-boned as any rival has tried. And Nissan is hoping to set new lows for pricing for a global auto maker, offering the cheapest Datsun model for about $3,000 to $5,000. The lowest price is nearly a third the price of its most inexpensive car, the $8,000 Tsuru compact sold in Mexico. In revealing new details to The Wall Street Journal about the tightly controlled project, Mr. Ghosn said the company was committed to offering six Datsun vehicles, due out beginning in 2014, at a price range lower than all but a handful of smaller car makers in China and India specializing in mini autos.

He portrayed the relaunch as much as a life's mission as a business strategy, with the goal of providing poorer populations a greater chance at car ownership. No major car company has yet figured out how to penetrate profitably the lowest price segment in emerging markets, even though these countries already make up nearly half of all global vehicle sales.

But both the overall strategy and selection of Datsun to lead the cut-rate charge has already faced some opposition within the company and is likely to cause concern among some analysts and car buffs. In its heyday, Datsun was a much-beloved brand, an economy car that was nonetheless prized for classy designs and innovative touches. But to have a shot at keeping the price at $3,000 for the lowest-priced model—which even Nissan officials concede will be a hard to pull off—the company will have to jettison features that have long been standard in the U.S. but not in developing markets, from automatic transmissions to a full supply of air bags.

Inside the company, some executives are worried the campaign diverts scarce resources needed to bolster established products in established markets. Nissan hasn't disclosed any figures, but analysts estimate it can easily cost $1 billion to build a new car. And while doubters among industry analysts are few so far, the company's Japanese rivals aren't convinced sufficient demand exists for such vehicles in the developing world.

"It's a big mistake to think you can introduce a cheap car in emerging markets and be successful," said Yukitoshi Funo, the executive vice president at Toyota Motor Corp. in charge of developing markets, where the auto maker has bet heavily on subcompacts and pickup-truck derivatives in the $8,000-$10,000 range. "People want a car they and their families can be proud of."

That Datsun is part of any Nissan power play, especially one this large, is an ironic twist for a company whose very decision to extinguish the car brand in the early 1980s was heaped in controversy. The nameplate was still popular at the time—it was the second-biggest selling foreign brand in the U.S. in 1981, with 580,000 cars sold—but Japan-based executives decided that year to stop using Datsun and replace it with Nissan to unify the corporate identity. The move, which caused widespread confusion among dealerships and buyers, contributed to Nissan's decline at the time and is still considered one of the worst marketing decisions in automotive history.


The Datsun S211 was Datsun's first sport car stateside (Photo: Wikipedia)Now, the 58-year-old Mr. Ghosn, who came to Nissan 13 years ago to rescue it from the brink of bankruptcy, has decided to stake his reputation on this very brand. Born in Brazil and raised in Lebanon, he is the only head of a major car maker raised in the developing world, a fact that he says has deeply influenced the legacy he wants to leave at Nissan. He himself didn't own a car until he was 18, and in many underdeveloped countries, car ownership at any age remains more of a dream than a reality. In India, only 38 people out of 1,000 owned a car in 2010, compared with 808 people per 1,000 in the U.S., according to one study.

Of all brands, Mr. Ghosn is hoping that dusting off one of the industry's most recognized nameplates will generate excitement among buyers.

Countering his competitors' criticisms, he promised to roll out a car that will be "modern and fresh," because buyers in emerging markets want an automobile "that makes them feel good and is in their budget." He describes the new Datsun as one of the company's main "accelerators of growth," a key weapon in a plan to lift global market share in units to 8% by 2016, up from 6%.

To do that, the car maker plans to boost sales in emerging economies, which it expects to account for 60% of all auto industry sales in five years, up from 43% today. Mr. Ghosn claims that with enough first-time buyers, Datsun could capture one-third to one-half of total car sales in these countries.

Ralf Kalmbach, an automotive consultant with Roland Berger in Munich, calls its an ambitious but necessary move for the industry's big players. Indeed, Volkswagen AG \officials have recently confirmed the company is looking into options to enter the low-cost segment but that no decision has been made. "There is no way around this entry-level segment for global auto makers," said Mr. Kalmbach. "It's growing too fast."

But even some corporate insiders at Nissan say the company's goals won't be easy—at least in a way that makes a profit. Outside of specialty vehicles—like the minicars made by Japan's Suzuki Motor Corp. in India—other global auto makers have steered away from the very low end of emerging markets. It remains the preserve of sub-$5,000 cars with razor-thin profit margins such as the Chinese-made Chery QQ, Suzuki Motor's Indian-market Maruti 800 and Tata Motors' Nano. To compete, Nissan must develop a full line of brand new vehicles, which it says it can do by 2014 by using simplified designs and an existing inventory of parts, and streamlining its usual approval and testing processes.

What is more, in the quest to make a profit despite charging rock-bottom prices, Nissan officials say they will have to take a bare-bones approach to comfort and safety, tailoring to societies less coddled than developed markets. For example, the cars will only offer manual transmissions and their exhaust systems will be noisier and vibrate more, much as they did before the addition of silencers and stabilizers, according to people familiar with Nissan's plans. Datsun's team is also peeling back the now-typical multilayered approach to safety for markets that care less about it than the U.S. "If an accelerator pedal sticks, they tend to overlook it rather than obsess," says Datsun team senior adviser Tokuichiro Hosaka, referring to emerging-market buyers.

For that reason—and because Nissan has no interest in cannibalizing its existing sales—the company says Datsun cars won't be sold in the U.S. or other industrialized nations, at least not initially. In those markets, regulatory and safety issues alone would virtually eliminate the company's super low-pricing strategy. "If you go to the U.S., it's not going to end up being $3,000," Mr. Ghosn said.

But reviving Datsun as a cut-rate incarnation anywhere in the world has prompted worries that the strategy will tarnish the reputation of a spunky nameplate that charmed a generation of first-time American buyers from the early 1960s to the mid-1980s looking for an economic and fuel-efficient option. While most of the sedans were boxy, some Datsun models offered sporty, technological innovations, including the 240Z, a coupe which debuted in 1969 with a fully independent suspension. The Fairlady 1500, which went on sale in the U.S. in 1962, came loaded with so much standard equipment that Road & Track wrote: "We have never seen a car that comes with so many extras at no additional charge."

Among those with misgivings: Yutaka "Mr. K" Katayama, a former Nissan executive who saw the first mass-produced Datsun roll off the line as a new hire in the spring of 1935, and was widely credited with making Datsun a household name in the U.S. "When the Datsun name disappeared, I was very sad—it is good to hear its coming back," the 103-year-old Mr. Katayama said, sitting in an office in a residential neighborhood of Tokyo, surrounded by a lifetime of automotive memorabilia, including a U.S. Route 101 sign. "But it'll be a shame if they're cheap cars. I had really hoped they'd make a more polished car," he said.

Other critics point to a similarly bold campaign by Mr. Ghosn—the pioneering battery-powered Leaf. Despite great fanfare as the car was rolled out, the Leaf has stalled out over the past year, with sales plunging to half the levels of last year in the U.S., and well below the volume of rival offerings from General Motors Co. and Toyota. "Mr. Ghosn has already made one big mistake with the Leaf, and he may be making another blunder with his approach to Datsun," said Hideo Hohgi, a professor at Waseda University's business school and former No. 2 at Nissan North America in the 1990s. Nissan officials have blamed the Leaf's woes on a shortage of recharging stations and higher-than-expected pricing caused by a stronger Japanese yen.

The genesis of Datsun's rebirth as an emerging-market brand came after India's top car maker, Tata Motors, floated plans in the mid-2000s to build a no-frills car for under $3,000. Nissan officials say the move stunned Mr. Ghosn, who had been told a full-fledged car couldn't be built for less than double that amount. Seeing the Nano as a wake-up call, he turned to his internal brain trust, a group known as the Nissan Exploratory Team, to find a way to build a better cheap car. The group kicked off a secret project called "The $3,000 Car" in 2007 and choose India to begin accumulating data for a detailed analysis of what car buyers wanted most—and what they could do without—to limit costs. Two years later, Tata introduced Nano to disappointing sales, blaming a flawed marketing campaign.

To try to compete on that level, Nissan has pared back on the latest safety technology and redundant quality checks. "You make a car as simple as you can and you're going to wind up with an $8,000 car from the costs of safety, powertrain efficiency, fuel efficiency and structural data for the platform," said François Bancon, 60, Nissan's general manager of product strategy and a member of the exploratory group. "We had to change the recipe, because the same recipe gives you the same dishes plus or minus some details. The notion of safety? Believe me, they are very flexible about this," he said.

Some exploratory group members spent stints of up to four months immersing themselves in India, sharing meals with focus-group participants and conducting repeated home visits to learn about their driving habits. One result: few Indians desired side or rear air bags hidden in the body panels, but most wanted a prominent bonnet out front as a perceived crash buffer in case of a head-on accident.

Today, the Datsun project has a core team of 15 full-time members—including a former dishwasher marketer at Hitachi Ltd. and a septuagenarian chief engineer lured out of retirement—who work with 250 other Nissan employees not exclusively devoted to Datsun. Leading Team Datsun is Vincent Cobee, a sharp-elbowed younger executive Mr. Ghosn put in charge after he successfully led the relaunch of one of the company's subcompacts. A Harvard Business School graduate with years of experience in the auto industry, the 44-year-old Mr. Cobee stands out even in Nissan's heterogeneous culture. Insiders say he has left mouths agape by routinely challenging higher-ranked executives at internal meetings, but he says he is unapologetic. "There is a tacit recognition that you don't do some things without some level of friction," said Mr. Cobee.

Neither Mr. Cobee nor other Nissan executives would discuss most features of the new Datsun. But according to a sketch viewed by the Journal, the reincarnated car will have its familiar hexagonal-shaped front end and honeycomb grille with a blue Datsun badge. Other features may not be as glamorous. As it looks for shortcuts, the company is considering replacing data-intensive and layered quality and safety checks with simplified final reviews based on hands-on inspections. As part of that effort, Nissan rehired a veteran engineer, the 70-year-old Mr. Hosaka, 11 years after he retired from heading Nissan's March/Micra small car development program in the 1980s and 1990s. His job: helping Datsun engineers rediscover how cars can be sped to market based on a simpler era, when blueprints were sketched out by hand.

"In cars made for the U.S. market, these days there's a huge mountain of regulatory and product liability paperwork," Mr. Hosaka said. "But that's not necessary for developing markets, where they are looking at the bigger picture."

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Lemon-free: 10 most reliable used cars

Unlike the old adage, when one shops for a used car and picks a lemon, the beleagured owner just can’t solve the problem by making lemonade.

Deciding whether to buy a used car instead of a factory fresh new one is a decision that’s inherently weighed more toward practicality than pure emotion. While there is an undeniable amount of egotistical cachet in driving a brand new car home from a dealership, choosing a pre-owned model is usually the better deal.

Unfortunately, buying a used car is typically a far more perilous decision to make, particularly with regard to a vehicle’s mechanical condition. One otherwise comparable preowned car may have logged an excessive number of  miles than another or may have been largely neglected by its owner. And some vehicles just age better than others in terms of styling, features, performance – and most importantly – long-term reliability.

To help point used-car shoppers in the right direction, we’ve identified the most dependable used cars on the market from the 2008 and 2009 model years. Each vehicle in our top-10 list garnered the highest marks for reliability from both Consumer Reports surveys and J.D. Power and Associates U.S. Vehicle Dependability studies.

Consumer Reports bases their reliability ratings on surveys gathered from owners of 1.3 million vehicles, while J.D. Power’s findings were compiled from information supplied by 43,700 original owners of 2008 model-year vehicles and 31,000 original owners of 2009 model-year vehicles after three years of ownership. Both sources polled participants regarding mechanical and other problems experienced during the prior 12 months.

Eight out of 10 of the models on our list of most reliable used vehicles from the 2008 and 2009 model years come from Japanese brands. While recent models from the Detroit “Big Three” have certainly made significant leaps in both initial quality and long-term reliability, those designed and built prior to the economic collapse still apparently fail to hold up as well in the long run as do the best performers from the Asian imports.

Of course whittling around 200 separate models down to a list of 10 means that some otherwise worthy cars and trucks – including some of the industry’s top sellers like the Toyota Camry, Honda Civic and Ford F150 pickup – were left on the proverbial cutting room floor. We encourage used-car shoppers to consult Consumer Reports, J.D. Power and Associates and other sources to help find the models that are best-suited for their needs, will hold up well down the road and are the most affordable to purchase, maintain and insure.


 
Acura TL

As with all of the vehicles in our top 10 list of most-reliable used cars, the model-year 2008 and 2009 versions of the midsize Acura TL luxury sedan received top grades for long-term durability from both Consumer Reports and J.D. Power and Associates owner surveys and high marks in initial quality and performance testing. The TL combines elements of comfort and performance with a sporty demeanor. The 2008 version can be found with either a 258-horsepower 3.2-liter V6 or a stronger 286-horsepower 3.5-liter V6. The TL was redesigned for 2009 and featured a 280-horsepower 3.5-liter V6 as the base engine, with a 306-horsepower 3.7-liter V6 in the SH-AWD all-wheel drive model. The TL remains attractively styled inside and out (though the pronounced front nose design on the 2009 – pictured here – is a matter of taste) and affords ample comfort for both front and rear-seat passengers, with stability control and many amenities included.


 
Ford Fusion

Wrapped in conservative styling, Ford’s popular midsize sedan holds up well over the years, combining pleasing performance with a roomy and comfortable interior. It can also be found with slightly different styling as the Mercury Milan. Versions from the 2008 and 2009 model years were equipped with either a just-sufficient 160-horsepower 2.3-liter four-cylinder engine (mated to a five-speed manual or a five-speed automatic transmission) or a quicker and smoother 221-horsepower 3.0-liter V6 and six-speed automatic. Those living in the Snow Belt may want to seek out a Fusion or Milan equipped with all-wheel-drive. The vehicles’ options included the first-generation SYNC multimedia control system, a voice-activated navigation system and rear park assist.


 
Honda CR-V

Honda’s compact crossover SUV is nicely designed and comes adequately powered by an economical 166-horsepower 2.4-liter four-cylinder engine. While many 2008-2009 models can be found equipped with all-wheel-drive for added traction on wet or snowy roads, the standard front-drive configuration would suit most buyers. Coming decently equipped, look for the top EX-L version if you want luxury features like heated leather seats. The CR-V operates almost flawlessly, and offers ample interior room for four passengers.


Lexus ES 350

Lexus’ entry-level luxury car is based on the Toyota Camry, but is infused with added style and comfort and tuned for slightly better handling. A smooth and strong 272-horsepower 3.5-liter V6 engine comes mated to a sophisticated six-speed automatic transmission and provides sufficiently brisk acceleration. Standard safety and control features are plentiful in either 2008 or 2009 models, including eight airbags. You’ll find many equipped with upscale amenities like a pre-collision system, adaptive headlamps, a navigation system with backup camera and/or heated/ventilated front seats.


 
Lexus RX 350

Whether new or used, the RX 350 midsize crossover SUV remains an admirable amalgam of refinement, performance and practicality. Pre-owned models can be found with myriad options for gadget lovers that include a backup camera, backseat DVD entertainment system and an audiophile Mark Levinson sound system. The 2008 and 2009 versions were fitted with a 270-horsepower 3.5-liter V6 engine that drives either the front or all four wheels (depending on the version) via a five-speed automatic transmission. It’s mechanically similar to the Toyota Highlander, though unlike that model it’s not offered with a third-row seat.


 
Lincoln MKZ

This midsize sedan is essentially a more-luxurious version of the Ford Fusion, but features specific styling cues and richer equipment levels. Models from 2008 and 2009 can be found with a quick and smooth 263-horsepower 3.5-liter V-6 and six-speed automatic gearbox. Ride and handling characteristics are reasonably well balanced, though they’re tuned a bit on the softer side here than in the Fusion. Front-drive is the standard configuration, though you’ll find several in the resale market – especially in northern states – fitted with all-wheel drive. All models come with stability control for added safety, along with conveniences like heated/cooled seats and the SYNC multimedia control system.


 
Mazda MX-5 Miata

You’ll find this affordable two-seat sports car fitted with either a manual cloth top or a power retractable hardtop that affords a bit more security and protection from the elements. It received a minor styling refresh for 2009 (the 2008 version is pictured). A peppy 2.0-liter four-cylinder engine is powerful enough to rocket this tiny car up to speed with authority. The car can be found with either a five-speed or short-throw six-speed manual (our favorite) or – heresy to auto enthusiasts – a six-speed automatic. The Miata remains one of the best small open-air cars on the market, built to enjoy the road and the sun on a warm day. It’s quick and nimble, though not terribly practical except as a second or third car for most motorists. As a result, most three- and four-year-old used models can be found with relatively few miles on the odometer.


 
Toyota Highlander

The midsize Highlander crossover SUV was redesigned for the 2008 model year, and became larger and roomier in the process. It shares platforms and mechanicals with the Lexus ES 350, including its 270-horsepower 3.5-liter V6 engine; the 2009 version alternately offered a slower, but more fuel-efficient 2.7-liter four-cylinder powerplant. A “Center Stow” second row seat can function as either a bench for maximum passenger capacity, or captain’s chairs to keep the kids separated by a removable center console. You’ll find some equipped with a third-row bench seat that can fold flat into the floor, though its limited leg room makes it suited only for the kiddies. Seven airbags and an array of chassis-control systems came standard, with some models also coming with all-wheel drive and a rear backup camera for safety’s sake.


 
Toyota Prius

The auto industry’s most-economical gas/electric powered automobile is both its most popular and most easily recognized hybrid. It’s not particularly quick off the line, but it eventually gets up to cruising speed, and with a combined city/highway fuel economy rating of 46 mpg, owners sail past lots of gas stations along the way. Its 1.5-liter four-cylinder engine and gas/electric propulsion system gets a just-adequate equivalent of 110 horsepower. Handling is predictable, though it’s far from being sporty. The Prius seats four adults in reasonable comfort, and a fifth rider can squeeze in the back seat if necessary.


 
Toyota Yaris

Toyota’s smallest car isn’t particularly quick, nimble or comfortable, but it’s both affordable and economical to own. Models from the 2008 and 2009 model years can be found in either sedan or distinctive-looking two-door hatchback models. The subcompact Yaris’ 1.5-liter four-cylinder engine nets just 106 horsepower and is best suited to the standard five-speed manual transmission; a four-speed automatic was otherwise offered. You’ll find some hatchback models fitted with a rear seat that slides, reclines and folds to maximize either comfort or cargo. Also look for models that were fitted with front-side and side-curtain airbags for added occupant protection.

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5 of the best new cars in America

It isn't quite like being an Oscar nominee, but the North American Car and Truck of the Year organization has announced the finalists for its car and truck of the year awards. The eventual winners will be voted from those lists and their identity will be revealed at the Detroit auto show in January.

 

The Cadillac ATS takes aim at the segment-leading BMW 3 Series.

Endorsements by third parties like the journalists on the NACTOY panel are increasingly important in the car business, and the awards, now in their 20th year, have been growing in visibility. (Full disclosure: I am one of the 50 jurors). So it is not too soon to start handicapping the contest to see who the early favorites are.

Jurors are asked to drive and evaluate cars for factors like innovation, handling, performance, safety, and value for dollar. And like the members of the motion picture Academy, they are subject to their own predilections and interests. Critics have decried a hometown tilt by jurors, many of whom are based in Detroit. Executives at Toyota are still angry that the revolutionary hybrid Prius was passed over in 2001 for the cute but inconsequential Plymouth PT Cruiser for Car of the Year. (The snub was partly corrected when the next-generation Prius won the award in 2004).

In recent years, Car of the Year voting has shifted to a more international outlook (Volkswagen and Range Rover were winners in 2012), but it still favors the domestics. Detroit has won 10 awards, Asian automakers but four. Toyota's Camry, perennially the best-selling car in the U.S., has never won and has been a finalist only once.

This year, the short list is balanced but the betting here is that hometown pride will once again be the deciding factor in who wins North American Car of the Year. Here are 5 of the top contenders for the award.

Cadillac ATS

For years, General Motors has been trying, and failing, to build a car that could compete with BMW's 3 Series. The ATS is this year's fighter and has been scoring very well in road tests. Unlike other automakers, GM tends to get judged against itself -- how much better a new model is vs. the one it replaces -- rather than the competition. With all that in mind, the ATS is clearly "the best Cadillac ever."

Odds of winning: 3-1

Ford Fusion

The sophisticated design of the Fusion has made it a popular favorite since it was uncovered at the Detroit auto show last January. Ford CEO Alan Mulally is now a Motown legend, and the Fusion is considered the pinnacle of his One Ford strategy. All the reviews aren't in yet, but picking Fusion would be seen as a valedictory for Mulally's tenure at Ford.

Odds of winning: 3-1

Subaru BRZ/Scion FR-S

Enthusiasts at heart, Car of the Year jurors like to flaunt their inner boy racer by giving a boost to sports cars. The Chevrolet Corvette was a winner in 1998, and both the Pontiac Solstice and Nissan 350Z were voted finalists in the past. The Subaru and the Scion have received glowing reviews, but since they were jointly developed and are essentially the same car under the skin, they will likely split the vote.

Odds of winning: 6-1

BMW 3 Series

Year after year, BMWs populate more "Best Car" lists than any other manufacturer, and the 3-series is the gold standard of compact sport sedans. But this year's version has received only faint praise for its lack of breakthrough innovation, and jurors will be looking for other manufacturers to elevate to the pantheon.

Odds of winning: 9-1

Honda Accord

The last few years have been difficult for Honda, and industry observers are watching for signs of a turnaround. The Accord has never made it to the winner's circle, but jurors do like Hondas. This year's iteration, however, is more evolutionary than revolutionary, so it may be too soon to return Honda to its former stature.
 
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12 Cars That Define Cadillac At Age 110

Nothing lasts forever. Circuit City is gone, Kinko's is fading, Kodak is on life support, and GM alone has killed off Oldsmobile, Pontiac, Saturn, and Hummer. But though it has skittered along the edge of oblivion, Cadillac is still around. And as of August 22, Cadillac has been here for 110 years.

That's 110 years of memorable cars, lousy cars, and a lot of cars no one cares about. But it's not just great cars or terrible ones that define a brand's heritage and image. It's the combined history. So Popular Mechanics rifled through Cadillac's history to pick the five greatest cars it has built, the five lousiest, and one that's the greatest of them all.

These are all production Cadillacs—no concept cars, no one-off specials, no presidential limousines and no Popemobiles. These are the cars that once elevated Cadillac into "The Standard of the World" or pushed GM's luxury division to the brink of death.

The Fab Five
1908 Cadillac

It was essentially the first production car with truly interchangeable standardized parts, and that was a breakthrough in 1908. After demonstrating this interchangeability in Great Britain, Cadillac won the Dewar Trophy from the Royal Automobile Club. That win inspired the "Standard of the World" slogan that has stuck with Cadillac ever since.

The Fab Five
1953 Eldorado

Available only as a convertible, the first Eldorado was Cadillac's glamour car for the '50s. Based on the Series 62 convertible, it sported Cadillac's first wraparound windshield, a provocative dip along its beltline, and a metal cover that concealed the convertible top when it was down. Power came from the same 5.4-liter V-8 that powered all Cadillacs that year. At $7750, the Eldorado was $2000 more expensive than the second most expensive new Cadillac of the time. No surprise, then, that only 532 were made for '53.

The Fab Five
1948 Series 62 Club Coupe

The first completely new Cadillac design following World War II was sleek and modern in a way no luxury car had been before. Following the lead of the Lockheed P-38 fighter plane, the new Cadillacs featured, yes, tail fins for the first time. The short-wheelbase Series 62 Club Coupe is considered by many to be the most attractive of the all-new '48 Cadillacs.

The Fab Five
1967–1970 Eldorado Coupe

Not only was the '67 Eldorado Cadillac's first front-drive machine, but its sleek, hard-edge style brought youth to an aging line. Updated through 1970, the '67 models used hidden headlights and were powered by a 340-hp 7.0-liter V-8. The headlights came out of hiding in '69, and by '70 the engine had grown to 8.2-liter (500 cubic inches) and 400-horsepower. Cadillac's current "Art and Science" design themes owe a debt to the razor-sharp styling of the '67 Eldorado.

The Fab Five
2009–Current CTS-V

Restraint has never been Cadillac's strong suit. The current CTS-Vs are the most unrestrained cars the division has ever built. Powered by GM's supercharged 556-hp 6.2-liter LSA V-8 and available as a two-door coupe, four-door sedan, or radical four-door wagon, the CTS-V line is easily the quickest series of cars Cadillac has ever built. And with all-independent suspension and perfectly tuned chassis, they can use that power to blow away BMWs and Porsches.

Honorable Mention
1975–1980 Seville

The Seville was Cadillac's play to regain buyers it lost to Mercedes and BMW in the mid-'70s. Basically a stretched Chevy Nova with a fuel-injected Oldsmobile 5.7-liter V-8 engine under its hood, the Seville couldn't have been more mechanically ordinary. But the body was perfectly proportioned, the interior appointed with some real style, and the detailing was perfect. Although the Seville was the most expensive Cadillac, it sold well. Unfortunately, Cadillac didn't learn much from this experience and replaced this Seville with an awkward front-driver in '81.

The Inferior Five
1982–1988 Cimarron

Cadillac was at its most cynical and arrogant peak in the early '80s, when it decided it could slap some new badges and leather upholstery on a front-drive Chevrolet Cavalier sedan and produce a viable alternative to the BMW 3-Series in the "Cimarron by Cadillac." The only powerplant available in the '82 Cimarron was a 1.8-liter four making a pitiful 88 horsepower. Later Cimarrons would get bigger fours and V-6s, but the public instantly rejected the Cimarron as a betrayal of everything a Cadillac should be. The stain of this crummy car haunts Cadillac to this day.

The Inferior Five
1979–1985 Diesels

Oldsmobile's ridiculously fragile 5.7-liter diesel V-8, which had been converted from gasoline operation, was first offered in Cadillacs in the '79 Seville and Eldorado, but soon spread through most of the Cadillac line like the plague. Making only 125 hp in '79, the diesel engine was loud and prone to all sorts of failures. Soon buyers were swapping the diesel engines out of still-new Cadillacs in favor of practically anything else. A disaster.

The Inferior Five
1997–2001 Catera

Desperate to compete against European brands, Cadillac surrenders and begins to sell a version of the German-made Opel Omega as the Catera. But the Catera is too plain to be a decent Cadillac, and with a 200-hp 3.0-liter V-6, it lacked the power to push around its 3900 pounds. Plus it was boring and haphazardly assembled.

The Inferior Five
1981–1984 V8-6-4

The theory behind the V8-6-4's cylinder deactivation system is sound. When engine loads are light, as when cruising on the freeway, up to half a V-8's cylinders are shut down to save fuel. But in the early 1980s engine-control computers weren't powerful or robust enough to manage this transition effectively. So the V8-6-4 system resulted in a miserably unreliable engine that was diabolically complex to service. Cadillac abandoned the system in everything but limousines after one year... and limousine buyers wish Caddy would've abandoned it there too.

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Midsize sedans ranked

Ferrari may get all the fan mail and sell countless bedroom wall posters, but in the 66 years since its founding, the Italian automaker has sold just 130,000 cars. Total. Worldwide. Ever. Toyota, in comparison, sells roughly that many Camrys in the U.S. every five months. Honda's Accord and Nissan's Altima are close behind.

Make no mistake: The humble sedans you see here may have to endure morning gridlock, Labrador fur, and the occasional wayward French fry, but they're the power players of America's auto landscape. Indeed, data sifter Experian Automotive says this mid-range class accounted for a whopping 27.4 percent of the U.S. auto market in the first half of 2012. (Crossovers were a distant second, at just over 19 percent.) While the spotlight-hungry 458 Italia is out there screaming and preening and generally looking as restless as Honey Boo Boo in a library, these four-doors are stoically squaring away the driving chores and eking maximum miles from every precious gallon of gas. Average Joes? Nah. They're heroes.  

But which of these best-sellers is numero uno? The latest editions of the Toyota Camry and the Volkswagen Passat -- our 2012 Car of the Year winner -- should look familiar, as they've been on sale about a year now. The remaining members of our sedan six-pack, though, are transformed for 2013. They include the new, smaller Chevy Malibu; the dramatically restyled Ford Fusion; the bold Nissan Altima; and the all-new and bigger Honda Accord.

To sample life at the class' entry level, we ordered base powerplants in each of our testers: four 2.5-liter engines, one 2.4, and a 1.6-liter turbo. Plus three six-speed automatics, one six-speed manual, and two CVTs. Hardly the stuff of performance dreams, true, but as enthusiasts we unabashedly favor the car -- even an economy model -- that delivers the most gifts to the driver's seat. With that in mind, here's how they finished.

6TH PLACE: Chevrolet Malibu LTZ
Tight with room -- not with fuel  

Talk about a comedown. What had previously been a sedan we'd regularly praised -- and GM's best-selling car -- finished dead last. How could the likable Malibu have fallen so far? Mostly this: a retrograde interior, a nearly useless rear seat, and the thirstiest powertrain in our group.  

"The back seat is too small for passengers with legs," logs associate online editor Christian Seabaugh. Says associate online editor Nate Martinez, "At 5 foot 9, I had about an inch of clearance for my knees if I sat up like a crash dummy." Such is the penalty served by Chevy slicing 4.5 inches out of the new Malibu's wheelbase. (The roomy sedan in the lineup will be the 2014 Impala.) Also drawing jabs was the general look of the interior, a curious, quasi-steampunk mix of football pigskin leather, cheesy faux wood, and glitzy chrome accents. "Getting into the driver's seat felt like stepping into a 19th century study," notes associate online editor Benson Kong. Associate editor Mike Febbo adds, "Already looks dated -- and this is a brand-new car." The LTZ's standard leather seats also took a beating for being "rock hard" and "flat"--with "no support at all." Most of our team praised the MyLink touch screen, however, noting its ease of use and general cool factor.

Gone is the previous six-cylinder option -- the Malibu is now a four-cylinder only. The Ecotec 2.5-liter delivers a healthy 197 hp and mates only with a six-speed automatic. It's not a stellar mill. "Good power, but gets thrashy at high rpm" (associate editor Scott Evans); "Sounds like a box of bees" (Seabaugh). The transmission tends to shift up at the earliest opportunity (i.e., fifth gear at 30 mph) to maximize economy, but in the real world such behavior actually works against maximum mpg. Notes Seabaugh, "You have to be heavy on the throttle to get anywhere." Indeed, given the Malibu's lazy-horse character, all of us found ourselves constantly spurring the right pedal. The result: Though the Malibu boasts respectable EPA numbers of 22/34 city/highway mpg, during our back-to-back comparo driving we averaged just 21.3 mpg -- worst of the group by far.  

The chassis rides well, but after that the praise ends. Steering feel is simply lousy -- zero feedback, and you'll find yourself working the wheel even on arrow-straight highways. The soft suspension, writes Evans, means "seesaw action over bumps." Febbo is less charitable: "No confidence in the chassis." The new Malibu offers nothing to the enthusiastic driver.

It's a shame, because this remains a clean-looking, competitively priced machine (base price for the well-outfitted LTZ is $28,590). But its limited room and poor real-world efficiency doom it in this capable field. Seabaugh sums it up bluntly: "Unusable at its most basic function -- family sedan."

5TH PLACE: Toyota Camry XLE
Best-seller, but far from the best  

Will Toyota care that its latest Camry finished fifth? Not likely. Over three decades Toyota's midsize sedan has won a huge, faithful, and mostly well-deserved following. The Camry has become the easy, go-to choice for buyers in search of a roomy, efficient, comfortable, reliable four-door that does it all. It's not surprising that the latest, ninth-generation U.S. version is, as we go to press, America's best-selling automobile.

The competition has crept up, though. And the Camry itself is -- dare we say it? -- showing signs of weakness. True, the basics are still there: a genuinely huge and inviting rear seat, impressive real-world fuel efficiency (we observed 26.1 mpg), a full complement of conveniences, and aggressive pricing ($25,570 base for the topline XLE). So why aren't we in love?  

Ask Febbo: "This car is just so cynical. Horribly executed, and not a drop of passion anywhere. Interior looks like it was designed by the accounting department. Monochrome display for the HVAC system could have been developed in the '70s. The knobs are cheap, the buttons are cheap, everything is built to the lowest price."

Febbo isn't alone. Writes Seabaugh: "Did Toyota even try? Seems like they just phoned it in. Cabin has way too many hard plastics, a shoddy infotainment system, a dash so shiny it reflects into the windshield in direct sunlight. This is the McDonald's of cars: billions and billions served. But that doesn't mean it's good."

The Camry rides softly but not particularly well. "Every single bump in the road sends vibrations through the whole car," writes Evans. "There's no payoff in handling, either. Body rolls all over; steering is slow and lifeless." The Camry also emitted a strange -- but very distinct -- structural thud over seemingly minor road imperfections, a very un-Toyota-like behavior.  

The 2.5-liter four and six-speed automatic deliver generally smooth power, though everyone noted the engine's propensity to whine. And the shifter is merely adequate. "You can tell lessening shift shock was a priority for the transmission," writes Kong. "It's quite deliberate in action" (i.e., it's slow).

Back to that underwhelming interior. Yes, the abundant room is there, but so are squeaks, rattles, and noises we've never before heard in Camrys. Our test car's dome light was falling out. And what's with the humongous circular toggles on either side of the giant steering wheel? "I feel like I should be firing missiles," writes Evans.

Febbo was clearly the most irked by the Camry, so let's give him the final say: "I'm confident this is the worst car I've driven in months. The Malibu might come up shorter in some respects, but at least Chevy put forth an effort. The Camry is offensive partly because it's so far under Toyota's potential."

4TH PLACE: Nissan Altima 2.5 SV
Short on room, not on character  

The jump from fifth to fourth is huge. Now we're talking about sedans with way more plusses than minuses -- each of our top four finishers is a worthy entry. There's still a pecking order, though, and the new Altima lies fourth in the top four.

The good stuff first: There's genuine driving entertainment to be had here. The Altima has a capable, confidence-inspiring suspension, sweetly balanced steering, and good power (it tied with the Accord for best acceleration) from its 2.5-liter four. "I'm immediately struck by how buttoned-down the Altima is," writes Martinez. "Solid, great ride, smooth." Agrees Kong: "Nissan clearly did a lot of work on the driving dynamics: new electrically controlled hydraulic steering, ZF Sachs shocks, passive rear steer, Active Understeer Control." After the Camry, jumping into the Altima is downright shocking -- like meeting George Clooney after Bobcat Goldthwait.  

The Nissan boasts a sublime instrument panel, with clear, smartly placed controls and gauges and a readily accessible, easy-to-read touch screen. This is the group's best combination of user friendliness and gadget delight. Too bad the seats in our tester were trimmed in a horrifying vanilla velour seemingly plucked straight from a 1970s Blaxploitation flick. "There's a reason velour died out," writes Seabaugh. "Why oh why, Nissan, did you bring it back?"

A tick in the virtues column: Despite its relative quickness, the Altima returned the best observed fuel efficiency in our test, 26.3 mpg. It also boasts the group's best EPA stats, 27/38 city/highway mpg. Credit, in part, goes to the Altima's standard continuously variable transmission.

That same CVT, though, also helped ensure the Nissan's fourth-place finish. "A deal-breaker," writes Evans. "The essence of rubber-band response: Apply throttle, wait for engine to spin up, surge forward. Drive an Accord to see how it's done properly." Kong concurs: "Excellent in theory, but makes accelerator pedal application a bit of a guessing game. And the CVT's whine is inexcusable. Lots of grinding and gnashing noises coming from the front tunnel area." 

Sealing the Altima's finish was a lack of interior space. Though rear-seat legroom is up from the old model, it's noticeably tighter than in our top finishers. And rear headroom is marginal at best (the Altima is the only car here whose roof grazes a 6-footer's head). Unlike the Malibu, the Altima will accommodate actual adults in back, but it won't treat them as well as our top three.

In all, the Altima is a likable ride. Yes, the CVT is noisy; yes, the rear seat is tight; yes, the upholstery would look more at home inside an orange-leather trench coat, but this Nissan also offers character: a frisky personality, a beautiful dash, rewarding driving dynamics, and top dog status at the pumps. The effort that went into this one shows.

3RD PLACE: Ford Fusion SE
The Aston of family sedans  

If looks alone determined the finishing order, we'd probably have our winner right here. Admittedly, the new Fusion isn't as sleek in the metal as some of its photos might suggest, but this is still a great-looking sedan, an Aston Martin amid a sea of cereal boxes.

Happy to say, the Fusion is not just another pretty fascia. It's a genuinely spirited car, with real flavor and competence in its moves. "You can tell right away it was engineered by a German team," says Evans. "Reminds me of the Passat, but even more German. The ride is firm; you feel all the bumps; but it pays back in handling. This thing is built like a tank and feels it in turns, but the body is very well controlled." Febbo agrees. "Suspension tuning is really good." In fact, post-driving, all of us agreed the Fusion's steering is the best of the six--better even than our winner's. "Sportiest car in the group," summed-up Martinez.

Under the hood lies the group's only blown engine, a 1.6-liter turbo making 178 hp and paired with the group's only manual, a six-speed. Febbo dubbed the combo "really good. Doesn't have tons of low end, but even at low rpm there isn't much turbo lag. Feels like a cammy 2.0-liter; really satisfying to zing around with the manual." Indeed, the Fusion's turbo four seemed (and sounded) happiest at high rpm. At low revs it tends to sound a bit gristly.

The interior is a mixed bag. The seats, for instance, are fabulous: aggressively bolstered and covered with a cool, neoprene-like fabric that grips like a wetsuit. So too are the steering wheel, the shift knob, and the center armrest -- all covered in high-quality, soft-touch materials. The center stack, though, is a disaster: a mess of tiny, faintly labeled buttons seemingly executed as an afterthought ("What about the models that don't have the MyFord Touch screen, boss?" "Uh, I dunno, Harris. Just throw a bunch of soft-touch tabs together and paint 'em Indistinguishable Ninja Black. The kids will love it.") Well, the kids don't.  

The Fusion is a mixed bag in other areas, too. It's probably the quietest car in the group, with minimal wind and road noise intruding on the cabin. But its rear seat is only fair, with that rakish roofline eating into rear-seat headroom. A spirited performer, true, but also delivering only decent observed fuel economy (24.9 mpg).

You can't help thinking what the Fusion would be like with one of its more potent engine options and bigger wheels and tires. But even as is, the Fusion produced plenty of grins among us. For family-sedan buyers in search of some driving spice, the Fusion warrants a serious look.

2ND PLACE: Honda Accord
The ultimate pure family sedan  

If you're searching purely for family-sedan virtues -- room, comfort, efficiency -- stop reading right now. The new Honda Accord is your car. So why only a second-place finish? You'll understand once you read our winner's review.

For now, let's turn to what makes the Accord so special. For one thing, this is a conspicuously spacious sedan, with a truly palatial back seat and unparalleled airiness all around. "Very roomy," writes Martinez. "Most of the materials have an Acura-quality feel; well above the cheap plastics in the Chevy and the Ford." The seats are splendid, with a richness and plushness rare for this class. Climb aboard, and right away you know you're riding in something special.  

The powertrain continues that sensation. The 2.4-liter four and CVT deliver tied-for-best acceleration, fine observed fuel efficiency (we recorded 25.8 mpg), and smooth, refined manners. "Nice linear powerband without any dead spots," writes Febbo. "Best CVT on the market," adds Evans. "You can only tell it's a CVT when it hangs at an rpm for a few seconds. Feels like a regular automatic and makes the Accord feel quick."

Ride quality is top-notch, though communication with the road is minimal. Still, such a relaxed demeanor is probably what many buyers want. Though not the quietest car in our test, this is easily the quietest Accord ever -- a huge step forward for Honda.

The new dual touch screen's center stack borders on overly complex ("Just give me my buttons back," writes Evans). And some of the pieces look chintzy. Febbo: "The smaller touch screen and shifter have a rainbow-glitter black that looks like it was stolen from a bass boat." Those few bits look out of place in an otherwise premium cabin.  

The Accord also offers an optional right-side blind-spot detection system that, when you click the right-turn signal, beams a blind-spot view from a right-mirror camera to the center display. It drew mixed reviews. Evans: "I don't like losing my nav screen when it comes on at a stop sign and I don't need it." Seabaugh: "I found the monitor distracting at first, but I grew to love it. The view is crisp and clear, a welcome feature."

Overall, everything most family-sedan shoppers will want is right here: a beautiful and cavernous cabin, a generous trunk, excellent fuel efficiency, an abundance of creature comforts, a quiet and plush ride, and a superb, highly refined powertrain. "So why would you rank this masterpiece second?" you ask. Febbo sums up the Accord's one shortcoming well: "You will never have any fun in it." As we noted in our introduction, to us the driving experience matters. And that's just what our number-one best-seller delivers.

1ST PLACE: Volkswagen Passat SE
All the essentials, and much more  

More than 12 months after being chosen as our 2012 Car of the Year, the Passat continues to impress. No whiz-bang here. This a classically styled, sagely engineered four-door that focuses on bona-fide family sedan requirements while delivering a notably superior driving experience.

You want room? The VeeDub delivers, with a leviathan back seat, a massive trunk, and plenty of breadth for shoulders. "Four dudes on a road trip?" Martinez asks. "No problem. The Passat can handle them and all their stuff." Writes Febbo: "Very few cars of any size have this much space. Really does feel like an affordable Phaeton."  

The interior design is clean and purposeful, almost to the point of being austere. "Functional to a fault," according to Evans. The rest of us disagree. Febbo again: "Textbook German functionality. You wouldn't call this cutting-edge, but the interior decor will still look good in 10 years, while several of these other cars will look dated." We love the fat three-spoke steering wheel. The big gauges. The super-intuitive central display screen. The outstanding seats. The hard stuff this VW gets so right.

The powertrain -- a 2.5-liter inline five mated to a six-speed auto -- delivers the group's slowest acceleration and good but not outstanding observed fuel economy (25.5 mpg). But, as usual, the numbers simply don't tell the whole story. Seabaugh: "Engine revs smoothly and the transmission is geared well." Martinez: "Throw the transmission into Sport and you're plenty pleased with the quicker shifts and touchier throttle." The Passat may not be fast, but it feels happy doing its work, and that's a much more important ingredient in the driving experience.

Handling is actually rewarding -- far better than what you might expect from a car in this class. Martinez: "Steering feel is heavier than the rest, but that's to be appreciated. As is the slightly stiffer ride. Both add to the 'tossability' and athleticism of this sedan. Doesn't feel as big as it is -- that always amazes me. An enthusiast with a family will love this car." Adds Kong: "A joy to drive in the city, on the highway, on winding roads. Damping is ideal for just about any situation."  

The Passat also exudes refinement. "Still can't believe how quiet it is compared with other cars," says Febbo. "VW has come a long way on NVH." As testament to the Passat's build quality, Volkswagen supplied us with an example showing 14,000 miles on its odo -- in test-car years, that's more like triple that many miles. Yet the Passat was solid and tight.

Base sticker for the nicely trimmed Passat SE model is just $24,495. For that you get gobs of family-sedan goodness, tangible driving pleasure, and a number-one best-seller.

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