2010 Hyundai Elantra Blue, an AW Drivers Log 2010 Hyundai Elantra Blue, an AW Drivers Log

2010 Hyundai Elantra Blue

ASSOCIATE EDITOR JONATHAN WONG: What makes the Elantra Blue so green compared with the rest of the lineup? Well, it's the ability to get a five-speed manual transmission with revised gear ratios, different engine calibrations, a shift indicator and special Blue badges. Things that are new for the entire Elantra range are the addition of lower-friction engine components and a smart alternator system, which both go toward maximizing fuel efficiency.

Basically, the new Blue trim is marketing speak for the entry-level Elantra--and there's nothing wrong with that. I would much rather say I own the special, fuel-efficient Blue model than say I own the most basic one.

And for basic Point-A-to-Point-B transportation, this Elantra is really good. The 2.0-liter four-cylinder, while a little raspy, has enough power to make day-to-day matters easy enough when you can select gears yourself with the manual transmission. Merging onto expressways and passing maneuvers are nonissues. Shift action from the five-speed manual is direct and smooth. Brakes are OK.

I do have to take issue with the Hankook tires that this car rides on regarding winter-weather performance. Snow and ice traction is horrendous, making turning and braking even at painfully slow speeds an interesting affair. Dry performance is fine, and the soft sidewalls combined with the suspension return a well-cushioned ride. That's not to say the suspension is overly soft because it's not. It soaks up frost heaves and pesky potholes well, but still keeps the Elantra nicely planted in turns.

During my two nights, there were lots of highway miles covered, and the Elantra's cabin was a nice enough place to be. It's simple, built with good-looking materials, well isolated from wind noise and had all the basic niceties you could ask for in basic transportation. The satellite radio was a bonus. Personally, I found the seats too flat, but comfortable and perfect for a car like this.

Overall, this is a good car at a good price with a great warranty. The only problem I see with it is the newer car for sale over at Hyundai's sister company, the Kia Forte. It's more stylish, is priced in the same neighborhood and has a slightly sharper drive personality.

SENIOR WEB REPORTER GREG MIGLIORE: I agree with Jon, this is a nice entry-level ride, and the “Blue” marketing ploy is pretty smart, I think. The spotlight feature for me was the nifty five-speed manual transmission. It really livened up what has the potential to be a very bland car. Downshifting on the expressway made for crisp passing; the pull was better than expected. Plus, the shift indicator was a nice guidepost for maximizing fuel economy.

The steering was firm, which I liked, but not so intense that you couldn't one-hand it while rowing through the gears. This is a good chassis in my book; tight but able to absorb some pretty potent potholes.

The cabin is a pleasant place, very basic, but user-friendly. I like the blue colors Hyundai seems to use in its cars, as it does in the radio display. It adds an icy cool vibe. The drive experience was also helped by the XM satellite radio, and the heater worked well in the chilly Michigan winter.

Like Jon, I agree that the Forte Koup is a more stylish option. The Elantra is pretty pedestrian in the sheetmetal department, but for basic wheels, it's a serviceable package. Oh, and the fuel economy is impressive.

2010 Hyundai Elantra Blue

Base Price: $14,145

As-Tested Price: $16,300

Drivetrain: 2.0-liter I4; FWD, five-speed manual

Output: 138 hp @ 6,000 rpm, 136 lb-ft @ 4,600 rpm

Curb Weight: 2,751 lb

Fuel Economy (EPA/AW): 29/26.4 mpg

Options: Comfort package including air conditioning, AM/FM/XM/CD/MP3 audio system, iPod/USB/Aux input, cruise control ($1,700); Bluetooth hands-free phone system ($325); carpeted floor mats ($95); iPod cable ($35)

The 2010 Lexus RX 450h, an AW Drivers Log

EDITOR WES RAYNAL: This was a fine weekend vehicle for hauling kids and junk to various activities. I’m not a huge fan of Toyota’s hybrid system, even this new, revised one. There is a lot of technology going on under there, and it’s not always the smoothest powertrain under acceleration or braking. It’s not as bad as it used to be, but it’s still noteworthy.

Cruising along it’s fine, but in the stop-and-go, it can be a weird experience. Overall it feels heavy like most hybrids do, not like a really big ute but as I drove along, a little voice kept saying, “I wonder how this would drive if it didn’t have all this hybrid stuff on it.”

To the interior for a minute: Lexus’s version of iDrive or MMI uses a little mouselike pointer that operates the screen for things such as navigation, the radio, etc., and it is among the best I’ve seen at simplifying all those functions. It works really well.

EXECUTIVE EDITOR ROGER HART: No question that driving this vehicle takes a little getting used to. The throttle and brake react differently than nonhybrid cars. There is so much stuff going on each time your foot engages the pedals. Not necessarily a bad thing, but it’s different for sure. I, too, liked the Lexus interpretation of iDrive. No problems there. Plus, this has the rocking Mark Levinson sound system. This is a handsome-looking little ute inside and out that could easily be your daily driver.

SENIOR EDITOR FOR NEWS BOB GRITZINGER: Right out of the gate it is clear that this hybrid RX is a load (it’s 300 pounds heavier than an RX350 AWD), and you feel every bit of it as the vehicle struggles and wallows around corners. The dull and heavy steering feel doesn’t do it any favors either. The hybrid system is just plain weird in the way it couples and uncouples, with surges of electric power at times and a CVT whir at other times. With all that cycling going on, I wasn’t sure if I was driving a car or a washing machine. It is at its best just cruising along at freeway speed, ironically when the gas engine is doing most of the work.

While I like the effort Toyota has made here with its version of iDrive, I don’t think this thing holds a candle to the intuitiveness and simplicity of Audi’s MMI. Further, in my test of what it takes to go from the navigation screen to changing the bass level in the audio system and back to nav screen, I lost track of the number of steps required. As I’ve noted with iDrive, by the time you look away to do all those steps, the car that slowed or stopped in front of you is now firmly lodged in your radiator. I’d say this interface will be ready for prime time after another one or two iterations, but right now, a simple button for “going back” doesn’t seem to be an option. Even BMW’s infallible electronics engineers saw the need for that kind of option.

All that said, it’s a nice, quiet, sharply styled luxury ute that I’m sure many a buyer will love because they don’t have to give up anything (including 3,500-pound towing prowess, at least in the AWD version), and they get great fuel economy. It just seems like an RX buyer has to give up a lot more than upfront cash to get the mpg this hybrid provides. I’m not sure it’s worth it.

2010 Lexus RX 450h

Base Price: $45,150

As-Tested Price: $54,393

Drivetrain: 3.5-liter V6; AWD, continuously variable transmission

Output: 245 hp @ 6,000 rpm, 234 lb-ft @ 4,800 rpm

Curb Weight: 4,652 lb

Fuel Economy (EPA/AW): 29/26.2 mpg

Options: Navigation system package with HDD navigation system, remote touch device, voice command, color LCD display with integrated backup camera, 12-speaker audio system with automatic sound levelizer, in-dash six-disc CD changer, enhanced Bluetooth technology, XM NavTraffic, XM NavWeather, smog-sensing automatic recirculation mode for climate-control system, premium package, comfort package, towing prep package, 19-inch wheels, LED headlights with adaptive front lighting, intelligent high-beam, headlamp washers, intuitive parking assist, wood-and-leather-trimmed steering wheel and shift knob ($9,243)

2010 Ford Fusion SEL, an AW Drivers Log

EDITOR WES RAYNAL: While I find the price a bit steep, this is a perfectly fine midsize sedan. The styling is spot-on to my eye. I have heard some beefing about the front grille being too big, but I like the way the car looks.

The chassis is competent, and the driving experience was pleasant all around. I thought the ride was smooth and the steering direct and nicely weighted. I'm really impressed with the quiet ride out on the freeway, which is among the quietest mainstream (that is to say non-German) midsize sedans I remember.

The materials inside are hugely improved, and the seats are fantastic, being both comfortable and supportive. I was impressed, and liked the Fusion way more than I thought I would.

COPY EDITOR CYNTHIA L. OROSCO: I've seen quite a few Fusions on the road, and I can see why. This is a solid midsize sedan that I imagine would appeal to singles and families. The lines are fine, I like the chunky grille and the interior is nice. And wow, is there a good deal of power here, and no hesitation at all when jumping on the expressway, passing, etc. I was easily topping 80 mph without feeling it and without having to floor it. You step on the pedal and this Fusion goes; the ride is pretty smooth and there's no floatiness. The brakes are solid, too, which I got to test a few times in rush-hour traffic.

While this car has good power, it wasn't loud, even when I opened the sunroof on the expressway. Also, I like the big, clear screen on the center stack, and all of the controls are accessible and easy to use. The seats felt good, but I didn't like how the headrest is at an angle. That's not a nit of just the Fusion; I don't like that setup on any vehicle. Maybe it's just me because I'm short and that type of headrest can become pesky and uncomfortable.

Overall, it seems like Ford has a solid ride here. I'd say the $29K sticker is a bit expensive, but as long as Ford keeps selling them, well, that's what matter.

SENIOR WEB REPORTER GREG MIGLIORE: Solid competitor. I agree, the sticker is a bit heavy, even with all the options, but it's an enjoyable, comfortable drive.

Inside there is a lot of attention to detail. Nice seats with contrasting stitching, great gauges, etc. Steering was responsive and the body was well-maintained in corners and on tight turns. The six-speed was smooth for the most part, and acceleration was peppy.

Add all the dressings here--blind-spot detection, satellite radio, moonroof--and this is a very enjoyable ride. It's a good expressway cruiser that's fine on city streets, too. It's a well-done chassis for most driving situations.

I like the design with that toothy grille and edgy headlights. The sheetmetal has some nice lines, too. In a midsize segment that's uniformly bland, this is a juiced-up execution.

SENIOR EDITOR FOR NEWS BOB GRITZINGER: This car remains one of the best midsizers in the marketplace and is highly competitive with anything in this price and segment--foreign or domestic.

That said, I found the six-speed's gearing hunting on downshift a little too slow for my taste, so I opted for manual mode and solved most of my need for speed. However, that process also revealed that the shifter feels fairly nondescript, dull and plasticky in its operation, rather than smooth like most auto-sticks.

I'd love to see Ford drop that twin-turbo V6 into this car. That'd be some kind of SHO.

2010 Ford Fusion SEL

Base Price: $24,700

As-Tested Price: $29,880

Drivetrain: 3.0-liter V6; FWD, six-speed automatic

Output: 240 hp @ 6,550 rpm, 223 lb-ft @ 4,300 rpm

Curb Weight: 3,446 lb

Fuel Economy (EPA/AW): 21/22.0 mpg

Options: Rapid spec 302a including driver's vision group, blind-spot information system with cross-traffic alert, rearview camera, moon & tune value package, moonroof, 12-speaker Sony sound system ($2,740); navigation ($1,775); 3.0-liter V6 Duratec engine ($1,610)

The 2010 Buick LaCrosse CXL, an AW Drivers Log

EXECUTIVE EDITOR ROGER HART: This car remains one of my favorites coming from General Motors today. To my ears, GM does not build a quieter car, a feature that should resonate with buyers in this class. Very little outside noise, either wind or tires, creeps into the cabin. Speaking of which, the interior of this car is very, very nice and a step up from what we normally think of as a GM interior.

But there are a couple of minor annoyances. I could not find--after days of searching--a remote trunk release. That would seem to be a glaring oversight in a car in this segment. And while the interior design is very pleasing especially regarding the quality of the materials used throughout, there is very little useable storage space. I'm talking about places to store your sunglasses or to place your mobile phone. And, the only power outlet you can use for something like a portable GPS or radar detector is buried in the console, meaning the power cord would be pinched during operation. While these might seem like little things, I would argue it is the little things now in cars that separate winners from losers.

This car is high on the Hart family's next-car-to-buy list, and in AWD guise it is an appealing choice, save for the little items I mentioned.

2010 Buick LaCrosse CXL

Base Price: $32,570

As-Tested Price: $32,895

Drivetrain: 3.0-liter V6; AWD, six-speed automatic

Output: 252 hp @ 6,900 rpm, 215 lb-ft @ 5,100 rpm

Curb Weight: 4,199 lb

Fuel Economy (EPA/AW): 19/18.6 mpg

Options: Red jewel tintcoat paint ($325)

2010 Volkswagen Jetta SportWagen TDI, an AW Drivers Log

EDITOR WES RAYNAL: Delightful. What a terrific little package. Pricey, yeah, but a nice, good-looking car, and it makes a fine alternative to a small ute.

For starters, the diesel is quite un-diesel like. That is to say it drives and sounds like a regular gasoline engine. There is just the slight diesel clank at idle when it's cold, but otherwise, it's a terrific little engine and feels like a lot more than the 140 hp VW reports. I didn't need to fill it but the onboard mpg computer told me I got 33 mpg, really good considering it was almost all stop-and-go commuting.

On the road it feels a lot more solid and robust than most other small commuter cars, more like a small luxury sedan. The suspension is nice and soft for a Detroit winter, and body motions are fairly controlled. It's not a sports sedan--you won't confuse it with a GLI because it's not quite as nimble--but the around town, the ride was good. The seats are comfortable, the driving position is good, and the interior is remarkably well screwed together.

If you want a small wagon that gets great mileage, this is pretty much the only game in town.

COPY EDITOR CYNTHIA L. OROSCO: I was hoping this VW diesel would be similar in experience to driving Audi's great Q7 diesel, but it wasn't. The diesel on this Jetta had me turning up the radio, or turning it down wondering what that constant noise was. Noises such as that bother me in cars; they're just nuisances.

That aside, this Jetta wagon was a good drive and ride. I would have liked a better driver's seat position, as I felt like I was leaning too far back, even with the seat as far forward as possible. The materials inside are nice, though, the sound system is good, and the navigation was one of the most user-friendly I've sampled. The exterior lines are nice and kind of make you forget this is a wagon; it's quite sporty. There is good power underhood, although I did notice some jerkiness in getting up to speed and in braking. On a sloppy commute this morning, the Jetta handled well overall, despite some fishtailing. And the heated seats and large greenhouse were much appreciated on a cold morning full of careless drivers.

SENIOR EDITOR FOR NEWS BOB GRITZINGER: Other than the typically off-tune AM radio, the tight squeeze on backseat legroom and an occasional whiff of diesel smoke, I can't see much about this VW that I don't like.

At this price, you get a solid, practical and economical machine, with plenty of diesel torque, a nice ride and a well-equipped and well-appointed interior. I particularly appreciated the suspension and steering set up, which telegraphs what's happening on the road without sacrificing every bit of ride comfort. It was like I could tell exactly where each tire was and how it was making contact with the pavement, which are traits reserved for far more expensive and/or far more performance-oriented vehicles.

This VW SportWagen hits the sweet spot on virtually every important measure.

2010 Volkswagen Jetta SportWagen TDI

Base Price: $25,060

As-Tested Price: $27,950

Drivetrain: 2.0-liter turbocharged diesel I4; FWD, six-speed sequential manual

Output: 140 hp @ 4,000 rpm, 236 lb-ft @ 1,750-2,500 rpm

Curb Weight: 3,332 lb

Fuel Economy (EPA): 34 mpg

Options: DVR satellite navigation ($1,790); six-speed DSG ($1,100)

For more Car Reviews for new cars, trucks, SUVs, vans and crossovers, click here.

Read more: http://www.autoweek.com/article/20100322/CARREVIEWS/100329990#ixzz0jGdmNGBM

The 2010 Ford F-150 Harley-Davidson, an AW Drivers Log

SENIOR EDITOR FOR NEWS BOB GRITZINGER: This truck is expensive, but so are Harleys and all the accessories. That's the price you pay for the brand name, in this case applied to an F-150 pickup with amenities galore.

From the moment you open the door and the power running boards deploy, it is clear this is no ordinary F-150. The boards are sleek and strong, with huge exposed hinges revealing the workings. Back along the flanks, chrome "Harley-Davidson" lettering marks the truck bed; inside, leather seating with zippers on the seatback pouches evoke Harley leather and gear. The interior space is humongous.

Like any F-150, the H-D edition is a big truck, but it only reveals that size when you're trying to dip into a parking space. Invariably, parking maneuvers seem to require the "pull in, back up, adjust angle and reenter space" to get it properly between the lines. But in any other driving, from local streets to freeways, it's as good a driving truck as any other.

There's no "potato-potato-potato" sound coming from the exhaust, but there is a healthy roar when you mash the pedal--more than enough to produce a smile from a big bike lover. For the guy who collects Harley T-shirts and loves to ride his bike, this is the truck for the off-season--or to tow your big cycle to someplace warmer for the winter.

But if you have to deal with winter--as we do here in Michigan--it's nice that this Harley isn't limited to rear-wheel-drive only. The AWD and 4HI come in quite handy when conditions take a turn for the worse. Conversely, unlike some "sport" trucks that cut into their fun factor by only offering AWD, the Harley F-150 can run in RWD only with a flick of a switch.

Yeah, it's pricey, but it's the whole potato, fully baked.

COPY EDITOR CYNTHIA L. OROSCO: I always get a bit leery about driving these big trucks, but I've found F-150s are pretty agreeable and easy to drive. This Harley-Davidson edition was no exception. The steering and drive certainly don't feel like a car, but it's not super heavy or cumbersome either. And I didn't feel as if I was piloting a monster truck. Oh, and thanks, Ford, for the great power running boards. They made it a breeze to climb into and out of the truck. There's a nice sound coming from under the hood and good power to accompany it. You do feel the truck's weight at times, such as in passing, but it's not a major chore to get the truck moving.

The interior is nice; there's lots of leather and "bling" and sweet lines throughout. I thought the two-tone seats looked good, and I'm not usually a fan of that. This F-150 has a great sound system and an even better HVAC unit, which we certainly appreciated after being out in the cold running errands. Overall, this is quite a nice ride.

SENIOR WEB REPORTER GREG MIGLIORE: This is like driving a SEMA concept vehicle to work, with all the leather and shiny parts--wow. But it's a nice execution; the interior looks upscale and the exterior appearance, especially the wheels, really makes a statement.

While scraping the frost off the windshield and listening to the 5.4-liter V8 gurgle, I was pretty excited to drive in on the morning commute in this truck.

Behind the wheel, it's like the rest of the F-150 line, well-mannered, powerful and a nice combination of utility and refinement. I think Ford strikes the best balance of any automaker in inspiring confidence and comfort with the F-150. Trucks from other brands feel brash but less civilized. Or they're comfy but not as seemingly tough.

I loved the color combos on the Harley-Davidson version. If you're into bikes, this is a nice full-size truck that blends both of your passions.

2010 Ford F-150 Harley Davidson

Base Price: $46,810

As-Tested Price: $50,010

Drivetrain: 5.4-liter V8; 4WD, six-speed automatic

Output: 320 hp @ 5,200 rpm, 390 lb-ft @ 3,500 rpm

Curb Weight: 5,832 lb

Fuel Economy (EPA/AW): 16/13.0 mpg

Options: Sony navigation radio ($2,430); power moonroof ($995); tailgate step ($350); trailer brake controller ($230); pickup-bed extender ($195); Lariat premium discount (-$1,000)

The 2010 Suzuki Kizashi SLS, an AW Drivers Log

Suzuki

SENIOR EDITOR FOR NEWS BOB GRITZINGER: Well-equipped, nice leather appointments, good audio system, AWD--that’s all fine, but it’s still hard to wrap my head around a $28,000 Suzuki. In Japan, this company owns the tiny-car market, but here in America, lots of people still look for something with two wheels and a two-stroke engine when you say “Suzuki.” So that price might be a little rich.

At the same time, if Suzuki can get a potential buyer past the initial sticker shock (and stop them from trying to mix oil with the gas and pour it into the tank), those buyers will find a lot to like about this car. The leather-wrapped steering wheel provides a luxury touch point, while the heated leather seats handle the rest. The engine-tranny combo propels the car to speed with decent rapidity, and even the wide-range CVT seems to have an upshift that mimics a second cog once you hit 60 mph. For those who want the feel of regular shifting, there are steering-wheel-mounted paddles for upshifts and downshifts. Top it off with an all-wheel-drive system that typically isn’t even offered at this kind of a price point, and in this type of sedan, and it becomes clear this Kizashi is something special.

Even better, the car seems to have some attention to drive quality built in, putting it somewhere in the neighborhood of Honda when it comes to solid ride and handling and superior steering feel and response. Some might find the ride a touch harsh, so be sure to drive the car over some rough roads before you commit on the bottom line.

It’s a car to like, but maybe not a car that inspires one to get overly enthusiastic.

ASSOCIATE EDITOR JONATHAN WONG: I gave the Kizashi high praise on the launch program last fall, and I have to again after driving this one over the weekend. This car reminds me a lot of the first-generation Mazda 6, with its right-size midsize proportions and athletic drive personality.

As Bob mentioned, Suzuki is well-known for its small-car expertise in other parts of the world and is starting to establish a foothold in the United States with the SX4, but it is still relatively unknown here in other categories. Can you remember Suzuki’s last midsize sedan? I’m sure you’re having a tough time with that one, as did I, but it was the Verona. See what I mean?

Anyway, the Kizashi carries a familiar story line of a car company looking to make inroads into the large and competitive midsize-sedan segment. However, the twist here is that Suzuki isn’t shooting to rip buyers from the Toyota Camrys and the Honda Accords of the world, but is looking to capture the enthusiast who wants an Audi A4, a BMW 3-series or an Acura TSX but can’t quite afford one of those performance-luxury entries.

It’s a smart game plan, which I think just might work because this Kizashi is a really good car. Suzuki did its homework and built an affordable midsize sedan for drivers and not some uninspiring transportation module.

The chassis is solid riding on a very good suspension with KYB shocks. There’s a lot of grip in corners and combined with the car’s good steering feel and response, this car is simply fun to drive. On top of that, ride quality remains intact with the sporty suspension still capable of absorbing large bumps and potholes.

Power from the I4 is up to task mated to one of the better CVTs on the market, which simulates shifts well. The engine is smooth and power stays consistent throughout the revs. Those looking for more power can wait a year or so for the V6 or a possible turbocharged I4.

There are also some nice details throughout the interior. Bob pointed out the steering wheel, but other thoughtful touches include the padded door armrests wrapped with soft materials, and the door pulls and major portions of the dash are also soft-touch. All radio and climate controls are also easy to work with.

The closest alternative to this Kizashi AWD that I can think of would be a Subaru Legacy 2.5i when it comes to power and price. Between those two, it would be a tough decision.

2010 Suzuki Kizashi SLS

Base Price: $27,484

As-Tested Price: $27,484

Drivetrain: 2.4-liter I4; AWD, continuously variable transmission

Output: 185 hp @ 6,500 rpm, 180 lb-ft @ 6,000 rpm

Curb Weight: 3,483 lb

Fuel Economy (EPA/AW): 25/21.6 mpg

Options: None

2010 Lincoln MKT EcoBoost, an AW Drivers Log

Lincoln

SENIOR EDITOR FOR NEWS BOB GRITZINGER: Ford has done a remarkable job of creating multiple distinct personalities from the same platform--you'd never connect this to a Flex or a Taurus, but you might find commonalities with the MKS in trim and with the Taurus SHO in power. The MKT may weigh in at nearly 5,000 pounds, but it doesn't drive like a big tank. Instead, it feels almost sporty, with the powerful twin-turbo V6 providing ample launch at any speed. Heck, given the front-drive bias of the AWD, there's even enough power there to induce a little torque steer.

Yes, the styling will be polarizing, but I applaud what Lincoln is trying to do here--pick up on some of its heritage like the rear fender kick, while making a distinctive crossover that doesn't blend in with the masses.

Will it work for everybody? Hopefully not. It just needs to appeal to a certain segment of buyer that wants something new and different, and in this case, upscale. The boattail rear end is probably the oddest feature, and even it shows some daring on the part of Ford designers. It occurred to me while driving this MKT that the real target is the Cadillac CTS Sport Wagon, an equally luxurious cargo and people hauler in the same price range. With the MKT, you get a third row pair of seats not available in the CTS, but the sleeker-styled CTS wagon lugs about 900 fewer pounds.

Besides the weight penalty, MKT also falls short in a few other areas. Though the ignition is keyless, the door locks are not, so unless you punch in a door code on the keypad every time, you still have to fumble for the key fob to lock and unlock the doors. There's a lack of balance between the center console split armrest and the door armrest--the center stack is much higher, which doesn't make too much sense considering there's no extra storage built in to that tall console cover. And while the paddle shifters are fun at times, that joy is only activated once the center shifter lever is clunked into manual mode--hardly an intuitive interface when you're dialing in steering in a sharp corner and want to hang onto a gear and rpm range.

But that's not what the MKT is all about, I suppose--it's more of a luxo-barge without all the square corners of a Lincoln Navigator. That it drives with some frisky sportiness and holds its own in the handling department doesn't hurt.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: I'm having a hard getting past the design of this crossover. I can handle the large grille, but the back end just looks way over the top for me and I just don't find it attractive.

Once I got inside, then I could handle the design. It is very much what you would expect from a Lincoln with good build quality, and it was very nice. The first word that came to mind was “comfort.” My parents were in town and so I ended up picking them up for dinner and they were shocked first by the exterior, but they weren't sold on the looks either. However, they also thought the comfort level in this was nice. The ride was so smooth, and that was a major plus for my parents who put comfort above styling.

The hardest part to digest is the $54,000 sticker price. That's a lot of dough in a highly competitive market.

EDITOR WES RAYNAL: I agree that Ford is getting a lot of mileage out of this old Volvo platform, much like the Volkswagen Group does with its small-car platform. The old S80 parts seem to ride under a ton of Ford's cars and crossovers.

This is not a bad piece. The styling is, well, let's say courageous. It's a big-ass truck, and some people I encountered over the weekend loved it; some hated it. I don't love it, I must say. But I like the EcoBoost V6, and in terms of materials and build quality, this is without a doubt one of the finest interiors in the domestic car business.

The thing is actually fairly quick. Shifts are so smooth in full automatic mode that I didn't bother with the pulling and pushing on the paddles. I vastly prefer right for up and left for down, but this is the push/pull variety. I do wish automakers would go with the up right/left down way.

The MKT isn't for blasting around mountain roads but the ride is smooth; I don't really remember any Detroit streets upsetting the ride. And boy, is this thing quiet on the highway.

2010 Lincoln MKT EcoBoost

Base Price: $49,995

As-Tested Price: $54,590

Drivetrain: 3.5-liter twin-turbocharged V6; AWD, six-speed automatic

Output: 355 hp @ 5,700 rpm, 350 lb-ft @ 3,500 rpm

Curb Weight: 4,924 lb

Fuel Economy (EPA/AW): 18/16.3 mpg

Options: Elite package including premium leather seats, voice-activated navigation system, power panoramic vista roof, acoustic side-door glass ($4,000); Active Park assist ($595)