Reviewing the 2011 Buick Regal

Reviewing the 2011 Buick Regal Buick is now the best-selling American car... in China. But in America, Buick is struggling to regain its footing. The traditional (read: older) Buick buyer can't support the brand's future. And buyers under 50 generally don't even think about Buick when they go car shopping. Certainly not the entry-luxury (and sport-oriented) under-50 crowd that Buick needs to win over in order to survive. That is a tough position to be in. Does the new-for-2011 Regal have the stuff necessary to make some headway? Or will it quickly become another Rental Car Special?

WHAT IT IS

The 2011 Regal is Buick's entry-level sedan. It's about the same size as a Toyota Camry or Honda Accord but (according to Buick) is aimed more at slightly smaller, more athletic near-luxury sedans like the Lexus IS250 and Acura TSX. Base price is $26,245 for the CXL with 2.4 liter engine. A performance-themed CXL turbo with 2.0 liter engine (late availability) starts at $28,745. All versions are front-wheel-drive.

WHAT'S NEW

The '11 Regal is a new model for Buick, though not for GM. The same basic car is sold in Europe under the Opel banner as the Insignia.

WHAT'S GOOD

Though not a fire-breather like the '80s-era Regal T-Types and Grand Nationals were, the latest Regal is a lot more alive-feeling (and youthful looking) than the AARP Staff Car Regals that immediately preceded it. Turbo power available late fall/spring 2011. Really sharp interior. Excellent gas mileage (30-plus on the highway). Comes with (or can be ordered with) up-to-date features and equipment such as hard-drive based navigation and music storage - you know, stuff that earlier Buicks were famous for not having.

Big (for the class) trunk. A bargain compared to the Lexus IS250 ($32,145) and Acura TSX ($29,310). A sportier alternative to a Camry for about the same money.

WHAT'S NOT GOOD

The name. Regal is a venerable Buick trademark going back several decades, but many current-day buyers who remember it probably associate it with wire-wheeled starter caskets that squat in the fast lane doing precisely 3 MPH below the posted speed limit - not exactly the image Buick is hoping to cultivate. Turbocharged 220 hp engine isn't available yet; Buick says soon.... Pricey - for what it is: $26k (to start) for a four-cylinder Buick may be a hard sell.

UNDER THE HOOD

The Regal's standard powerplant is a 2.4 liter, 182 hp four with direct fuel injection. It drives the front wheels through a six-speed automatic. For at least the first few months of production, this will be the only available powertrain. Expect a zero to 60 time of around 8.3 seconds. Fuel efficiency is very good: 20 city, 30 highway.

By spring 2011, Buick will offer a 2.0 liter, turbocharged/direct injected four good for an expected 220 hp, along with a six-speed manual transmission (and optional six-speed automatic). Acceleration with this engine promises to be appropriate to the class/price - in the mid-low seven second range. That would be competitive with cars like the Lexus IS250/Acura TSX - and quicker than a four-cylinder Camry or Honda Accord.

Gas mileage with the 2.0 engine ought to be about the same; at most a few MPGs less than the base engine delivers. At this point, it does not appear likely Buick will offer an AWD set-up in the Regal.

ON THE ROAD

Overall, this is (by far) the most engaging-to-drive Regal since the '80s-era rear-wheel-drive muscle coupes that also bore the Regal name. It comes standard with 18 inch rims and performance tires, not 15s with whitewalls. The steering actually seems connected to the road - and the suspension will hold the line if you lean on it hard in a corner. The Opel DNA (and European tuning) shows.

The only disappointment comes from under the hood. The 2.4 liter engine doesn't have the gumption to get close to 4,000 pounds (3,600 lbs. of car plus a driver and passenger) moving with suitable swiftness. A zero to 60 time in the mid eight second range isn't terrible - it's just not in the right ballpark for the competition Buick is scoping out. Both the IS250 and the Acura TSX have about 20 hp more (and in the case of the Lexus IS, two more cylinders), standard - with more on tap if you need it in the form of optional engines that get within spitting distance of 300 hp.

Granted, both the Lexus IS and the Acura TSX cost much, much more than the Buick (especially with their optional engines) so a direct comparison isn't really fair. The problem, though, is that it's not car reviewers who are making the comparison - it's Buick that's doing it. If the Regal's target competition was, say, the four-cylinder version of the Toyota Camry (or the four-cylinder Accord), ok. The Regal looks pretty good, then. But if the stack-up is against cars like the IS250 and TSX, Buick should not have released the Regal before getting the eventually-will-get-here 2.0 liter, turbo engine and six-speed stick into the lineup. Because with just the 2.4 liter engine, the Buick can't hang.

AT THE CURB

Outside, the new Regal has a pretty generic modern shape - the basic "jellybean" distinguished as a Buick by the large, one-piece grille with vertical slats and triple shield Buick badge in the middle. There are some interesting detail touches, such as the reverse "L" dimple pressed into the doors that traces its line back to the rear fender arches - and a BMW-cum Acura-ish rear section with integrated spoiler lip. Though not a head-turner, the Regal is subtly handsome - and that's in keeping with the division's history as a brand that caters to people with money and taste, but who prefer to keep a lower profile.

Inside, the layout is Euro-modern (once again, credit the Opel background) with a blue-backlit primary gauge cluster (speedo and tach, temp and gas) and LCD driver info display nestled between them. Nice seats that are a midway between aggressive sport buckets - and zero-support bench seats. There are thigh and shoulder bolsters, but they're not hug-you-too-tight and it's easy to slide in and out of the car. The touchscreen display for the nav/audio system is large and legible; the secondary buttons below it for other functions are simple to understand and generally easy to use.

A big Regal plus is significantly more backseat legroom (37.3 inches) than its two chief target competitors - the Acura TSX (34.3 inches) and Lexus IS250 (30.6 inches). It also has a noticeably larger trunk (14.2 cubic feet) vs. 13 cubic feet for the Lexus and 12.6 cubic feet for the Acura.

The Regal offers almost as much back seat and trunk space as the Toyota Camry, too (38.3 inches, 15 cubic feet) and actually beats the Honda Accord (37.2 inches, 14 cubic feet) on those points.

THE REST

This is a nicely put-together and solid-feeling car. The Regal's 2.4 liter engine has been found reliable in other cars - and GM's track record for durability and quality has been top notch for the past several years.

The only issue as I see it is that the market (the U.S. market, anyhow) doesn't currently perceive Buick as the equivalent, status-wise, of Lexus or Acura. Buick, the division, dates from an era when there were no Japanese-brand luxury cars, period - and when Buick was a stepping stone on the road to a Cadillac within GM's brand hierarchy. That is all in the past, though - and it's an open question whether Buick (or, similarly, Ford's Mercury division) can survive in a completely changed-over marketplace that just may not have room for what amounts to an almost-Lexus brand. The underpowered, take-it-or-leave-it 2.4 liter engine really hurts the car, too.

GM would have been well-advised to hold off introducing the Regal until it could at least put the not-yet-here turbocharged 2.0 liter engine on the list of available options - because $26k is a lot to ask for a four-cylinder-only car with a zero to 60 time in the mid 8 second range. This may hurt the car's image, which will hurt sales - which will eventually hurt resale values.

Safety-wise, there's OnStar - GM's voice-activated, GPS-based concierge and emergency assistance service - as well as traction and stability control, front seat side-impact and curtain air bags. All standard.

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2010 LA Auto Show Wild Concept Cars at the

Optimism is back in style in the automotive world. The concept cars on display during the 2010 LA Auto Show prove that automakers are again willing to take risks and push boundaries. After a couple dismal years of sales due to a global recession, manufacturers are exhibiting a renewed sense of creativity.

Some of the concept cars seen in Los Angeles rely on heritage to spark a new ideas for the 21st century. The aggressive-looking Audi Quattro Concept is a modern interpretation of the German company's famous all-wheel-drive sport coupes from the 1980s.

Other automakers chose to break all the rules and display cars that look ready to take flight or travel through time. The Jaguar C-X75 and Mercedes-Benz Biome concepts are not only wildly futuristic, they're absolutely gorgeous, and a sign of even more good things to come.

This is the Mercedes-Benz you'll aspire to own in, say, 2310. The bright white concept looks like it belongs on the set of Star Trek. Yet the Biome was actually designed at the German company's design studio in Carlsbad, California. There's room for four-passengers inside, or so we're told, and the seating position is in a diamond format.

The best part is that Mercedes-Benz says the Biome can be grown from seeds, and not built in a traditional factory. It sounds crazy, but that's part of the fun with any dream car. Using genetically modified trees and powered by something called BioNectar4534, Mercedes-Benz says the Biome's bio-fiber cloth body would be grown organically, and on the road, the car would emit pure oxygen. The Biome reportedly would weigh only 875 lbs.

It will be several generations before anyone starts pondering the spec sheet for a genetically-built Mercedes like the Biome.

Jaguar C-X75 Concept


Following its impressive Paris debut, the Jaguar C-X75 turbine-electric hybrid supercar took center stage at the LA Auto Show. While very much a concept, the C-X75 represents Jaguar's new design face for upcoming models. That's excellent news, because this is one pretty kitty.

Even better is the fact that all this beauty is more than skin deep. At each wheel is an electric motor that weighs 100 pounds and provides 195 horsepower (145 kW) of power. Power for the electric motors comes from a 506-pound lithium-ion battery pack, which Jaguar claims takes a full charge in just 6 hours at 240 volts. Running only on electric power, the C-X75 will provide a driving range of 68 miles.

With the help of two micro gas turbines, the C-X75's range jumps to 560 miles. Jaguar claims the C-X75 can accelerate from zero to 62 mph in 3.4 seconds, while top speed is reportedly 205 mph. All that turbine-generated power creates a lot of heat, as evidenced by sign at the exhaust outlets with the warning: Beware of blast.

Audi Quattro Concept


The Audi Quattro Concept is another Paris Auto Show veteran, but that did little to dampen enthusiasm for this muscular show car. The inspiration for this sport coupe stretches back a few decades. The German automaker built the Quattro Concept to celebrate 30 years of its Quattro all-wheel drive system and the Quattro Sport that dominated rallying in the 1980s.

Finished in Col de Turini white paint, the Quattro Concept is powered by a compact turbocharged five-cylinder engine that puts out a whopping 408 hp and 354 ft-lbs of torque. The chassis beneath the car comes from an Audi RS 5, with its wheelbase shortened and roof lowered. To further trim weight, the two-passenger Quattro has an aluminum body and hood, plus hatch and bumpers made of carbon fiber. The car weighs just 2,866 lbs.

Based on the positive reactions to the Jaguar C-X75 in Paris and Los Angeles, we don't see how Audi could decide not to build the potent Quattro.

Nissan Ellure Concept


The Nissan Ellure Concept, a world debut at the LA Auto Show, is meant to bring excitement back to the sedan category while meeting consumer demands for environmentally friendly vehicles. Thankfully, the Ellure's elegant exterior and classy cabin help the car meet these high expectations. The design is expected to heavily influence the next Altima and Maxima sedan.

The Nissan Ellure has what the Japanese automaker refers to as "rhythmic" shapes around the body. The polished grille is aluminum and acrylic, its wing shape apparently inspired by "Kamishimo," the Samurai's formal outer coat. The headlights are LEDs, with a light ribbon adding depth to their appearance.

Inside, the front seats are covered with black recyclable suede fibers and feature slender acrylic seat backs. The front seat passenger can make use of an ottoman (no joke). Under the hood is Nissan's next-generation hybrid propulsion system: a supercharged 2.5-liter inline-four-cylinder engine mated to an electric motor with lithium-ion batteries.

Cadillac Urban Luxury Concept


Also seen for the first time in Los Angeles, Cadillac's Urban Luxury Concept addresses the move to smaller and more fuel-efficient city cars. The exterior shape of the Urban Luxury Concept carries Cadillac's strong and instantly recognizable sharp contours of its Art & Science design philosophy. The huge 19-inch wheels are pushed to the corners of the diminutive body to create a muscular stance and maximize interior volume.

A large windshield, overhead skylights and see-through A-pillars aid visibility while adding a spacious feel of the interior. The Cadillac Concept accommodates four passengers, with access to the cabin handled by huge chiseled door slabs that open scissor-style.

The Urban Luxury Concept's powertrain is a hybrid, featuring an electrically assisted turbocharged 1-liter inline-three-cylinder paired to a dual-clutch transmission. An engine start-stop function and regenerative braking help nudge the fuel economy to a claimed 56 mpg city and 65 mpg on the highway.

It remains to be seen whether the Cadillac family tree has room for a vehicle like the ULC. Yet itís exciting to see the American brand combine traditional luxury with the push towards greater fuel-efficiency.

Mazda Shinari Concept


The LA Auto Show was the first opportunity for the public to see the handsome Mazda Shinari concept. Pictures of the car have circulated online, yet this was the fist auto show appearance for the sedan that represents the brand's new design language.

Traditional Mazda design elements will be retained, such as the five-point grille and the prominent front fender shape, but the four-door Shinari embodies a new dynamic that blends sharp character lines with sculpted body shapes to convey a sense of power and elegance.

Crisp character lines, sculpted body panels, and a pronounced cab rearward proportion give the Shinari a powerful appearance. The attention to detail is remarkable for a show car. The satin-finish metal trim that frames the bottom of the grille splays out through the headlamp openings. This strip seems to travel through the wheel arch and re-emerges as a side vent accent.

Elements of this new design might soon appear on passenger sedans like the Mazda6, as well as replacements for sporty models like the MX-5 Miata and RX-8.

Subaru Impreza Design Concept


The Subaru Impreza Design Concept is an aggressive, but familiar, outlook for the all-wheel-drive-all-the-time company. Gone are the days of the three-box Subaru, as the overall line from the front of the car, through the bottom of the A-pillar, the roof, through the C-pillar and ultimately the trunk, is smooth and continuous. The front end -- with all the character lines, headlights, fog lights and air openings -- is much sharper and more pronounced than before.

For a company that has sometimes struggled to find its own look, the Impreza Design Concept is a safe step towards a more lasting long-term impression. The engine is a 2-liter version of Subaru's trademark Boxer configuration flat-four motor. It's mated to a continuously variable transmission that Subaru calls Lineartronic.

The EyeSight system is a clever tech touch, comprised of a series of cameras located at the front of the roof. EyeSight provides for collision mitigation, and can display the feed that it sees through the in-dash video system. The cabin is filled with video panels, including one located on the lower spoke of the steering wheel.

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Reviewing the 2010 Infiniti EX35

Reviewing the 2010 Infiniti EX3, Why have car-based "crossover" wagons becoming so popular? That's simple enough. They're roomy like SUVs, usually look rugged like an SUV - and do about as well in the rain and snow as a truck-based SUV does - but without the truck-based SUV's typically clunky handling and hearty thirst for fuel. Almost all of them have one big downside, however.

That downside - if you're an enthusiast driver - is that nearly all current crossover wagons are based on front-wheel-drive layouts, usually with an all-wheel-drive system of some kind available optionally. If you want rear wheel drive (with a RWD-based AWD system) and the superior high-speed handling/balance that comes with it, you're pretty much out of luck. One of the handful of exceptions to this rule is Infiniti's rear-drive-based EX35

WHAT IT IS

The EX35 is a compact, 5-door hatchback sportwagon - aka, a "crossover" - that differs from most crossovers currently on the market in that it's built around a rear-wheel-drive (instead of front-wheel-drive) passenger car drivetrain and chassis. As such, it offers performance/handling characteristics very much like a RWD sport sedan's. Main competition is the BMW X3 and the Mercedes-Benz GLK - both of which are also based on RWD layouts, but which lean more toward the SUV-like side of the aisle than the sport sedan side of the aisle.

WHAT'S NEW for 2010

The EX35 was introduced last year as an all-new model, so changes for 2010 are incremental. All trims now come standard with USB ports for the audio system and the optional GPS system has been updated with Real Time Traffic and Weather assistance.

Also new is a noticeably higher sticker price. The base 2010 model with rear-wheel-drive starts out at $33,800 vs. $31,900 in 2009. The range-topping Journey model with AWD is priced at $37,400 - vs. $36,850 in 2009.

WHAT'S GOOD

Runs - and corners - like the G-series sport sedan it's based on. Brawny (297 hp) V-6 is standard equipment. RWD versions can do burnouts; AWD versions won't get stuck in the snow. Ingot-like solidity outside; beautifully crafted on the inside. Still a deal compared to the $38,850 BMW X3. Stronger than the 268 hp $35,500 Benz GLK.

WHAT'S NOT SO GOOD

The major uptick in price. Where's the six-speed on the floor? Drinks gas like a '76 Eldorado.

UNDER THE HOOD

One of the EX's standout features is its high-powered (and standard equipment) 3.5 liter V-6. It is the same basic engine as used in the current G-series sport sedan, as well as the Nissan 370-Z. It's just slightly smaller in displacement and tuned-down a tad to just under 300 hp. Still, that's power enough to launch the EX from zero to 60 mph in about 6.3-6.5 seconds seconds (RWD versions are quickest), which makes the EX one of the fastest things going in its segment.

The EX's main competition - the 260 hp BMW X3 and the 268 hp Benz GLK - are significantly less powerful, much heavier - and not nearly as quick. The X3, for example, needs about 7.2 seconds to make it to 60 mph. However, you can get a manual transmission in the BMW (a feature not offered with the Infiniti). BMW also has an updated version of the X3 on deck for 2011 that will likely have more power, too.

Still, the EX is near the top of the pile as far as muscularity goes. Several FWD-based competitors like the Acura RDX and VW Tiguan don't even offer V-6 engines and their fours max out around 240 hp - not even in the same ballpark as the EX35's close-to-300-hp V-6.

A five-speed automatic is standard in the EX. It features "sport" programming that can be accessed by pushing a button on the console. This allows driver-control of up and down gear changes. There's also a "Snow" mode that starts the transmission out in second gear (and reduces the aggressiveness of throttle tip-in) to improve grip on slick surfaces.

The EX's optional AWD system differs from the more common (in crossovers) set-up in that, being based on a rear-wheel-drive layout, most of the engine's power goes to the rear wheels, most of the time. As the rear wheels begin to slip, some of the engine's power is automatically routed to the front wheels, to maximize traction. In front-wheel-drive-based systems, most of the engine's output normally goes to the front wheels, until they begin to slip - at which point the system kicks back power to the rear wheels.

What's the difference - and why does it matter? The RWD-based system (with most of the engine's power going to the rear wheels most of the time - and with the weight of the powertrain more evenly spread out from front to rear) gives better handling dynamics on dry, paved roads. A FWD-based system (with most of the engine's power going to the front wheels most of the time - and with most of the powertrain's weight on top of the front wheels) will give better grip on wet/slick roads, along with handling characteristics that are more forgiving of non-expert driver mistakes, such as carryinf too much speed into a decreasing radius turn. The RWD-based vehicle will tend to kick its tail out when this happens, which can be dealt with by applying more throttle and counter-steering. But this is a technique many average drivers haven't mastered. Which is why a FWD-based vehicle - which will typically understeer, or "plow" toward the inside of the turn taken with too much speed - is more controllable and thus safer for the average driver.

But there's a price to be paid - at the pump - for all this high-performance goodness. The EX wants premium fuel only and it wants it often. EPA rates this hawg at an impressively gas-guzzly 17 MPGs in the city and 24 MPGs on the highway. AWD versions knock it down to a suck-a-licious 16 MPGs in city driving and 23 on the highway. In the EX's defense, the X3 and GLK are about as bad, fuel-efficiency-wise. And they're not nearly as powerful - nor as fun to drive (see below). Still, Exxon-Mobil will just love you if you buy this ride.

ON THE ROAD

The EX may be the best handling vehicle of its type on the road. RWD versions behave very much like a RWD sport sedan, which shouldn't be surprising given the EX's heritage. It is basically a wagonized version of Infiniti's excellent G-series sport sedan - and rides and drives very much like it.

Most crossovers are either SUVs in drag - or wanna-be SUVs based on FWD passenger cars. This forces compromises in driving dynamics for the sake of off-road/poor weather bona fides. For example, the BMW X3 - which, being based on a rear-drive layout is closest to the EX in concept - is available only with full-time AWD and is set up to be more of a sporty all-weather SUV than an out and out sport wagon like the EX35. The Benz GLK (based on the C-Class sport sedan) comes in both RWD and AWD versions, but the 30-something horsepower deficit gives the EX an obvious edge over the Benz sportwagon.

Further evidence of the EX's tilt toward the sport side of the balance sheet is its standard/available wheel and tire packages, which include dry road-biased and very high-performance "W" (up to 168 mph) speed rated 18-inch performance tires. The BMW X3's standard tire is only "H" (up to 130 mph) rated.

Other factors that affect handling feel/cornering prowess are ride height and weight. The EX35 sits much lower to the pavement, with only 6.5 inches of clearance vs. the X3's 8 inches (and nearly the same for the GLK, which has 7.9 inches of ground clearance). That is a significant difference you really can feel in a high-speed turn.

The 3,757 lb. EX35 is also much lighter than the downright fatty 4,012 lb. X3 and the nearly two-ton (3,979 lb.) GLK. The lower unsprung mass - and the higher output engine - endow the EX35 with a much more athletic feel.

If only Infiniti offered a manual transmission, this thing would really rock. Even so, the standard five-speed automatic gives the operator much more control over gear changes (when in Sport mode) than most other automatics - which frequently won't let you move down a gear (or up) until the computer decides you're at an acceptable road speed or RPM.

In the EX, you can drop down to (and hold) a lower gear sooner - and for longer - which almost makes up for the absence of a clutch.

AT THE CURB

The EX looks like what it is - a wagonized version of the G-series sedan. It's much more restrained-looking than the wild-child FX (the EX's big brother) which is even more wild-looking for 2010. The EX's look is less dramatic, but it's also less polarizing than the FX.

The interior layout of the EX is also similar to the way the G-series sedan's laid out. It is much less SUV (or even crossover) like and more sport sedan-like, with a curving "double wave" dash that flows into the door panels and recessed LCD display for the GPS in the center stack. It is finished with black lacquer and aluminum trim plates or - optionally - wood veneer inserts.

One area where the EX is lacking relative to competitors like the BMW X3 and Benz GLK is cargo capacity. Behind the rear seats, there's only about 19 cubic feet of space vs. the BMW's 30 cubic feet and the Benz GLK's 23.3 cubic feet. Also, the back seat area is noticeably tighter, too. There's just 28.5 inches of legroom for rear seat passengers vs. 35.8 in the X3 and 35.1 inches in the GLK. Max tow rating is 3,500 lbs. - same as the GLK and X3.

THE REST

Though several Infiniti models are either based on or share major components such as platforms and engines with less prestigious Nissan-branded models, Infiniti does a very effective job of putting distance between them - and not just price-wise.

The base EX, for example, comes with a high level of standard amenities, including automatic climate control, electric sunroof, premium stereo with factory satellite radio hook-up, 17 inch alloy wheels and Infiniti's unique self-healing paint. The finish has high-elastic resins that let it expand to fill in small scratches without ever needing to visit a body shop - or get out the buffing compound. With a starting price point of $33,800 the EX is also considerably less expensive than its most direct competitor, the BMW X3 ($38,850 to start), even factoring in the not-small uptick in MSRP for 2010.

Lots of safety equipment - both built-in crashworthiness and active accident-avoidance features - is a given on a vehicle such as the EX35. But in addition to the things you'd find in ay other similar in price vehicle, such as high-capacity disc brakes with ABS, side-impact and curtain air bags, traction and stability control, the EX35 goes up another notch with an available full perimeter Around View camera system that gives you a 360 degree bird's eye look around the entire vehicle, as if you were floating 10 feet above it. It works when you're moving forward as well as backing up, too - and makes it almost impossible to not notice something that you might otherwise bump into or drive over.

The EX also offers an optional Lane Departure Warning that beeps at you if you wander too near the double yellow line in the road. And this system does more than just beep at you, too. If the driver doesn't make a steering correction to get the vehicle back on track, the system will do that for him - automatically.

THE BOTTOM LINE

The EX may look like a crossover SUV but it's really a sportwagon, with more power than most - and better reflexes than any (in its price range, at least). And that puts it in a class by itself.

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Five Ford Fails

Five Ford Fails, America's Big Three have had more than their share of bad ideas over the past 20 years. Let's look at Ford's flops first.

* Lincoln Mark VIII (1993-1998) - This car snuffed what had been a successful franchise for Ford. In the '80s, the Mark VII (http://www.carmild.com) was thought of by many as an American take on the Mercedes-Benz SL500. Like the big Benz, it had the substantial look of a lead ingot carved with the precision of a laser beam. It was powerful, too. The car shared the same basic drivetrain used in the same-era Ford Mustang GT, including its High Output 5.0 V-8. It also had an air-adjustable suspension, bolstered euro-style sport buckets, a full gauge package and was one of the first American-brand cars to come with high-capacity four-wheel-disc brakes with ABS. The thing sold very well ... until Ford restyled it for the 1993 model year and christened the result the Mark VIII. This car looked like a Mark VII that had been left in the oven too long. *

Even though it had a much more powerful engine (Ford's new 4.6 liter "cammer" V-8 with 290 hp in the top-of-the-line LSC) its pulling power with buyers was far weaker than the old 5.0 powered Mark VII. After five listless years and ever-declining sales, Ford dropped the Mark - and dropped out of the luxury sport coupe market completely.

Ford said the market for high-end coupes just wasn't there. But it would have been more accurate to say the market for Ford-built high-end coupes wasn't there. Which brings us to our next contestant.... .

* Ford Thunderbird (2002-2005) - An icon was revived (briefly) that was greeted (initially) with lots of enthusiasm but which quickly became a horrendous money-loser for Ford - mainly because most people simply weren't willing to spend nearly $40k for a car that was "just" a Ford. Dealer gouging for the first cars off the line made it even worse. http://www.ridelust.com/wp-content/u...ue-top-off.jpg Most of them ended up just sitting there. And sitting there... .

Some industry analysts argued in their post mortems that the car might have done better had it been sold through Lincoln dealers. The thinking being that high-end customers expect a high-end dealership experience and the status that comes with a perceived "luxury" brand - which of course, Ford was not. And there was probably something to that. Of all the big bucks coupes out there, only Chevy gets away with selling $50k Corvettes through the same outlets that also sell $11,000 Aveos. But the Corvette can get away with it because it's an icon with a strong market presence that's largely the result of an unbroken history going back to the 1954.*The 'Vette never went away. *

By the time Ford brought back the T-Bird, no one - or at least not enough people to make the nut - cared anymore.

But probably even more lethal than trying to rebuild a long-dead franchise was the latter-day 'Bird's personality. While other modern cars have dabbled with "retro" design, the T-Bird really was retro all over. It seemed to be built for laid-back cruising - something almost no one does anymore. We live in a frantic, aggressive, stressful world. Few of us take our time doing anything - let alone driving. The latter-day T-Bird* was a joy to take out on the Blue Ridge Parkway or Skyline drive and amble along at 45 mph enjoying the scenery.

But it didn't feel right anyplace else. As a time machine, it was brilliant. Unfortunately for Ford, most buyers weren't looking for a $40k trip down memory lane.*

* Lincoln Blackwood (2002-2002) -* Who needs a $50k pick-up with a functionally useless bed? http://www.carmild.com Apparently, next to no one.

Lincoln's uber-luxury pick-up fell through the thin ice faster than a jumping up and down Oprah. It lasted just one year in production - a measure of the disastrous decision to build the thing in the first place.

The problem wasn't price; after all, Ford had no trouble selling Navigator SuVs for just as much. But unlike the Navigator, which could so some things, the Blackwood was useless for anything other than proving that rich people can be just as dumb as everyone else. Or maybe not - because this time, even the rich said no thanks.

The short bed was never intended to carry any of the stuff that pick-ups usually carry. Carpet, fine wood paneling, LED track lighting abd brushed metal trim don't exactly mix with stacks of 2x4s or bags of cement - or even a wet Labrador Retriever. That's if you could access the bed at all. To do that, you had to raise a clumsy, power-activated tonneau cover that further limited the already minimal usefulness of this "truck."

The piece de resistance? The Blackwood was sold as a 2WD only - making it the only full-frame, full-size truck which couldn't even be ordered with 4WD. Nothing like a 15 mpg, 2WD truck that can't carry (or even tow) much of anything and which is more skittery in snow than a '78 Caprice Classic with bald tires and an open rear end.* (See also: Mark LT.)

* Mercury Cougar (1999-2002) - Just keeping Mercury around is arguably one of Ford's biggest mistakes of the past 20 years.

Thirty or forty years ago, it made sense for Ford to have a "mid-level" brand - just as GM had Buick and Pontiac. Buyers often spent their entire car-buying lives within the Ford Family of Fine Cars, moving from Joe Sixpack Fords to almost-luxury Mercurys - and from Mercury to Lincoln, if they became successful enough. But that was before the flood of Japanese imports reduced Ford Motor Co.'s share of the American car market by more than half - and before buyers routinely switched brands if they found a better car somewhere else.

The last Cougar (http://www.carmild.com) was at least a unique model - unlike the previous versions, which began life in the '60s as tarted up Mustangs and went through the '80s as rebadged Thunderbirds. It actually wasn't a bad car; it's just that it wasn't an especially great one. Many saw it as a girl's car; others weren't sure about its iffy styling. Even Ford seemed unsure what to do with it.

In V-6 form, it offered decent get up and go, but Ford never developed it further. A performance-themed "S" version with a high-output engine and sport suspension was considered - and might have given the car some bona fides - but it never got released. So the Cougar just sat there, unsure of itself and without a real reason for its existence.

A hugely successful automaker such as Toyota can get away with some soggy offerings (for example, the ungainly Camry Solara) by dint of the vast pool of loyalists who just want a "Toyota" ... any Toyota. But Mercury hasn't got that kind of pull - and the cat that no one wanted was put to sleep after the 2002 model run.

* Lincoln LS (2000-2006)- This one's upsetting because the LS* had real potential. It might even have saved the brand - which today (late 2010) is on the verge of total collapse.

Arguably, the LS (http://www.carmild.com) was the best sedan Lincoln put out in 25 years. But the management eggheads decided to drop it instead of correcting the few relatively little (and easily fixable) things that were actually wrong with it.

The LS sedan was Ford's attempt to build a credible rear-wheel-drive luxury-performance sedan comparable to a BMW 3-Series. And it was credible - right down to its available manual transmission and trunk-mounted battery. Handling was excellent; ride quality very close to the best German sport sedans. Buyers could choose a punchy 252 hp V-8 if they sought more power than the 210 hp 3 liter V-6 offered. This engine was sourced from Jaguar's "AJ" series V-8 and had both the power and the sophisticated demeanor to stack itself up against the very best Euro powerplants of the era.*

As a driver's car, there was little to fault. The LS could corner; it had high-speed legs. It felt good when pushed. Motor Trend gave it "Car of the Year" honors its first year out. And yet, it failed. Que pasa?

Partially, a clash of car and brand - and buyer. Lincoln, as a brand, was not BMW - even if the LS, itself, was a credible BMW in training. Lincoln buyers were (and still are) mostly Blue Hairs and Bob Dole types who want soft seats, wire wheels and automatic transmissions. The typical Lincoln customer had about as much interest in a sport sedan like the LS as* Clay Aiken has in Pamela Anderson. And BMW buyers weren't crossing over, either.

The LS did have some flaws, too - in the cabin department especially. The layout and materials rose to the mediocre. While the handling/driving dynamics were good enough to play with the Bavarians, the interior was Wal Mart all the way.

Still, it was a damn good first effort - and given persistence and fixes where needed, Lincoln could have made a go of it. That's what a Japanese car company would have done (Lexus too was laughed at initially; no one's laughing now - least of all Ford shareholders). But as is usual practice for an American car company, Ford just gave up. Lincoln went back to selling overstuffed old man's cars - including the Zephry and MKS. And those may turn out to the last cars Lincoln ever sells, too.

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