http://www.fordvehicles.com/cars/fivehundred/

This new vehicle, since its introduction, has generated a lot of controversy in the auto press in general. Two features, especially, have received numerous comments......power level and styling. I personally had a rather favorable view of both this car and the similiar wagon-body Freestyle when I first saw them, but have not commented on it in detail until I had a chance to examine the car in detail and drive it.......although I did say publically in CL that I felt the efficient CVT transmission on AWD models would help counteract a low power level. Do I STILL feel that way? Read on.

I recently received a request from a well-respected CL member to review this car and promised him one this weekend....so here you are, plus any other CL members who are interested in it. In addition, I was quite interested in the car myself, not necessarily as a purchase but to see how well the domestic companies have come up with an AWD passenger car that can compete with the Subaru Legacys and Outbacks I think so highly of. As you will shortly see.......Ford IMO has done well indeed.

Model Reviewed: 2006 Ford Five Hundered Limited AWD

Drivetrain: 3.0L Duratec V6, 203 HP, 207 ft.-lbs. torque, CVT ( Continuously-Variable Transmission), Volvo-derived Haldex AWD system

Base Price: $28,030
MSRP: $29,255

Color: Merlot Metallic, Beige, woodtone-trimmed, leather interior


PLUSSES:

Bargain for the price....lots of equipment with the Limited trim.

Good interior fit and finish....much better than the typical domestic-nameplate car.

Solid-feeling hardware, switchgear, and trim....with one exception.

Heavy, solid-feeling and sounding doors.

PLENTY of trunk space....one of the largest in the buisness.

Good ride-handling combination...reasonably smooth ride with little body lean in turns.

Firm-feel in the power steering....not overboosted like in many other domestics.

Smooth CVT transmission...but takes getting used to.

Seamless AWD system

Good brakes with only a slightly spongy-feel pedal.

Electrically-adjustable pedals.

Classy, attractive paint colors.

Handsome, wood-trimmed dash and well-designed, easy-to-read white gauges.

Quiet at cruise in spite of rather aggressive foul-weather tires.

Plenty of back-seat leg room even for people my size and the the front seats back.

Dual rear-seat on-and-off reading lights....an unusual touch


MINUSES

Engine power level marginal for the car even with the efficient CVT.

CVT durability questionable in the long run...and Ford's warranty is only 3 years.

No locking gas cap or filler door.

Poorly-designed wiper arm and radio antenna.

Base versions of the car rather cheap-looking inside.

Slippery, rather non-supportive leather bucket seats.

Unimpressive paint job........typical for domestic-nameplate vehicles.

Thick leather stiching on inside of steering wheel somewhat uncomfortable to grasp.

Ultra-lightweight-aluminum hood.........this seems to be getting more and more common with both domestics and imports.

OK.....the first impression of this car, as you walk up to it, is that of a somewhat oversize last-generation VW Passat. The car's general styling is rather muted but handsome, IMO, and, while not really anything to write home about, the car's looks outside, in most cases, will turn neither heads or stomachs. This is not a car to buy if you want to attract attention..........except from people interested in a good bargain. The rather conservative exterior styling, fortunately, translates into a lot of interior room and LOT of trunk space. This car will hold anything, within reason of course, that you want to take on vacation with you.....but it will probably be taxed in the mountains ( more on this later ). If you need even more space inside to carry things, consider the wagon-liftback Freestyle.

The second impression, when you look at the sticker price and see what you get inside, is that ( as I mentioned before ) of a pretty good bargain. Not only did the 29K sticker of the car I drove include the CVT and an AWD system, but it included a nice thick polished wood-tone strip across the whole dash, ( Limited and SEL versions ), heated front seats with a dual-memory system, electrically-adjustable foot pedals, a power sunroof, push-button key-pad keyless enytry for the doors, dual-zone climate-control, CD changer, dual push-button rear-seat reading / map lights, a well-designed, WELL-feeling brushed-metal-trim console and shifter, ( and without that idiotic ziz-zag shift pattern so common on today's vehicles) , electrochromatic mirror, and many other features. And, unlike so much of its GM, Chrysler, ( and even other Ford ) competition, this car uses generally high-quality materials and switchgear inside.The glove box door felt solid and closed solidly. All of the switches except for the cheap-feeling headlight switch....a round, rotary, dash-mount switch typical of domestics... operated smoothly and slickly. I was pleased with almost everything inside except for the too-slippery, unsupportive leather bucket seats and the stitching on the leather-wrapped wheel that was too thick and uncomfortable. Folks....... inside, this car is a BARGAIN.

Some of the fit-and-finish and quality on the exterior, too, is well-done, like the chrome and swivel-mechanism on the two outside mirrors, but the paint job could be better...it has the same low-gloss and orange-peel typical of so many other domestics. Fortunately, it offers some pretty nice colors to compensate. And, after cleaning the windshield, the passenger's-side wiper arm has to be carefully lowered by hand and tilted down to avoid hanging up on the radio-antenna mast....a poor design.

On the road, though, I did have some mixed feelings about the drivetrain. I have to revise some of my earlier statements in CL threads about the power level being OK with the CVT transmission. With the 203 HP V6, The CVT does deliver smooth but rather sluggish performance. This car will generally keep up with traffic, but you're not going to win any drag races. Fully loaded with passengers and luggage, I would not recommend it for mountain driving...it would be taxed going up steep hills. For the more level parts of the country, though, generally no problems...it would be a great car for all-around use, particularly in foul-weather. Still, though, I now have to agree with many of the rest of you....even with the CVT, Ford needs to seriously consider more power for the next-generation of this car when it is redesigned....or find a way to put more engine into this one.

Speaking of foul weather, the Volvo-derived Haldex AWD system, like the ones in Subarus, operates seamlessly. Virtually all of the time you are not even aware of its presence...there are no tugs or shakes in the steering wheel, even starting up from rest. Unfortunately it is not as simple mechanically as the Subaru system...the sideways-mount V6 and CVT requires a more complex set of transition gears than the Subarus do, with their straight-back engine output shaft.

This brings up another concern with the rather unconventional drivetrain in this car. Ford, like most domestic makes, has an El Cheapo 3 year / 36,000 mile bumper-to-bumper warranty. Despite's Ford's statements to the contrary, this transmission, as far as I can tell, is relatively new and untested in consumer hands in the long run. CVT transmissions, up to now, have been used with only very low-powered 3 and 4-cylinder vehicles. Ford (and Audi) are the first manufacturers to attempt to use it with a V6 in the 200 HP range. (even though, as previously noted, this V6 won't win any drag races). Ford advertising ( and the glowing rhetoric of the salespeople ) say that the metal drive belt , the traditional CVT weak point, has been tested to the point where it is expected to last the life of the vehicle. Still....I am not convinced. My opinion is that Ford should cover this potentially weak transmission part for longer than just 3 years, along with the rather complex AWD system.

Well, the transmission itself, as you would expect from a lack of stepped gears, operates very smoothly, but, compared to a conventional automatic, takes some getting used to. Press the gas pedal and the engine RPM jumps to a given pre-programmed range ( generally around 2800 RPM or so) and the transmission feels like it is slipping until the car's speed ( slowly ) catches up with the engine. If more power is desired, pull the well-designed and slick-feeling shift lever back into " L " and you DO feel the car shift down into a lower drive range and the RPM's jump up to about 3500 or so......I had to watch that I didn't exceed the 4000 RPM generally recommended for a new car. Still.....it was more noise than actual power.
The chassis and suspension ( also Volvo-derived ) are clearly a step above most Ford products. There was very little body lean on turns, even when cornering rather sharply, and the ride ( with 55-series Pirelli foul-weather tires ) was quite civilized in spite of this. You could feel and hear bumps as rather muted thuds and there was some, but not much, impact harshness. The good fit-and finish and quality of assembly translated into a lack of squeaks and rattles.....again, noticeably better than the typical domestic-nameplate car. The 4-wheel disc brakes with standard ABS operate well and have only a slight touch of sponginess in the pedal.

So......in a nutshell......this IMO is the best domestic AWD competition that the domestic car industry ( with Volvo's help ) has come up with yet to the Subaru Legacy and Outback.....and this car is larger inside and out than just about any Subaru. It offers a lot of features for the price, and good interior fit-and-finish. While noting that Ford needs to do a couple of things like give it a little more power, offer a longer drivetrain warranty, and refine just a couple of things in the otherwise well-done interior, I could easily live with this car as a daily driver, and for the more level-parts of the country where you don't have to deal with steep hills, I recommend this car.

OK, guys......save the laughing and jeering. I went and looked at this car for a reason. After posting a thread last week from an article in AUTOWEEK comparing this car to the Toyota Avalon and Lexus ES300, and getting mixed feelings and reactions about it from CL members, I said then that I would withhold my own comments ( not having had seen or driven the car ) until I had a chance to evaluate the car myself. Well, today I had that chance....and I also had a couple of requests from fellow CL members wanting my opinion of this car and my review of it. Yes, I KNOW.....this car, ( or at least the car it replaces )...... as much as I don't believe in stereotypes, DOES have a reputation as a rolling Geritol bottle....a Grandpa / Grandma-mobile. But, as always, I did not that stereotype or bias influence me at all. I evaluated this car, as I usually do, strictly on its merits....and demerits. I also wanted to see this car for myself because Bob Lutz, GM CEO and a person I generally think highly of, has announced that he is giving up his chauffer-driven Cadillac for a new Lucerne.

http://www.buick.com/lucerne/index.jsp#top

Models examined:
2006 Lucerne CX, MSRP $26,990
2006 Luverne CXL MSRP $28,990
2006 Lucerne CXS MSRP $35,990

Model tested: 2006 Lucerne CXS, price as tested $39,235.

The Lucerne CX comes with GM's age-old push-rod 3.8L V6 ( an engine I grew up with in the 1960's ); the CXL with the choice of that engine or a Cadillac-Northstar-derived V8, and the CXS strictly with the V8. All versions have a 4-speed front-drive automatic....the basic design of which goes back to the early 1980's.

PLUSSES:

Smooth, quiet, torquey V8

Soft, comfortable, sink-down-into-them cloth seats ( in base CX version )

Quiet and fairly smooth ride.........not quite as smooth as previous big Buicks....without any floating.

Firm-feel brake pedal

Lots of trunk space

Good heating / AC in the GM tradition

Well-designed, easy-to-use manual climate controls with big knobs in base model.

Power steering has some road feel.........not as numb and feathery as in past Buicks

Pop-out spring-loaded rear coat hooks are a good idea.

Exterior chrome not as cheap-looking as previous models.


MINUSES:

STILL a cheap-looking and cheap-feeling interior...especially for a Buick Flagship. In fact, I think the dash plastic and fake wood trim inside is a step DOWN from the last car, not UP.

Creak-O-Matic body structure needs improvement....it does not feel or sound solid. ( What was that you were saying, flip, about Buick frame damage in accidents? )

So-so exterior fit-and-finish, with wide panel gaps and second-rate paint job.

Steering wheel too large...felt like something out of the late 1940's.

Too-loud turn signals

Brake pedal too high......requires an awkward lift of your foot, and your foot can get caught under it.

Leather seats in CXL uncomfortable.....seams press into your back.....and the leather seats in the top-level CXS are as slippery as ice.

CXS too pricey for its quality level, in spite of what you get.

This car replaces the former Park Avenue and Ultra in the marketplace. Well, right off the bat, my first impression of this car was disappointing at best. Given Bob Lutz's public hawking of this car, it being his first choice, and the high opinion of AUTOWEEK.......I defintely expected better. While the car DOES have its good points, in general, I do not share that high opinion. I first sat in the entry-level CX, with its cheap plastic interior, flimsy glovebox, awkward column-shifter and foot-pedal parking brake, cheap-looking and cheap-feeling trim, and was immediately turned off. Yet it was the ONLY version of the three whose seats I actually liked.....reminded me of the big, soft, comfortable seats of the Buicks I grew up with.The leather seats in the upmarket CXL were definitely not as comfortable....and the seams were poorly designed and pressed into your back and buns uncomfortably....but the CXL's trim was noticeably better done than the base CXL, and it had a console and console shifter.....and fake-wood trim ( awful, shiny stuff ) on the console as well. The top-level CXS, not surprisingly, had the glitziest and best-looking interior with the most features....but it was not REAL quality. Like the Chrysler 300C, it was cheap materials with just a little glitz on top of them......and I would choose the 300C's interior over any of the 3 Lucerne models.
All three models had plenty of space in the trunk, and the trunk was well-finished....better in some ways than in the cabin where people ride.

On the road, ( CXS version ) the Northstar-derived engine had plenty of power, though, as a luxury car, it was not designed as a drag-racer but for smooth, quiet power flow. The body structure was just like in past Buicks.....creaky and with minor rattles over bumps, even in a brand-new car. The power steering appears to have been reworked for slightly better road feel than past versions ( which still isn't saying much ) and the Cream-of-Wheat suspension has a little less Cream to it this year. Otherwise not a huge difference from past big Buicks...still the same library-quiet noise level. Brakes, surprisingly ( and a BIG difference from GM trucks ) are firm and effective, although the brake pedal is much too high off the floor and is way above the gas-pedal level, requiring an awkward lift-up that can trap a big, size-15 shoe like mine.

The 4 speeds in the automatic transmission, of course, are less efficient than more modern 5, 6, and even Mercedes 7-speed units, but with the quiet drivetrain, abundant torque, and cruising nature of this car you don't notice it most of the time.

Handling, while not sports-car-like by any means, is a slight step up from the previous model, although it is obvious that this car is not designed for the mountain twisties. The 50-series 18" tires on the CXS model probably give it a little edge in the handling department over the 16" 60-series tires on the base CX.....but at the expense of a little ride comfort. And, of course, ride comfort would generally not be a problem in any of the 3 versions.

Another GM strong point is good climate control. Here, like in the past, the new Buick certainly doesn't disappoint. The A/C will treat you like a penguin in a hurry. The base CX models with manual climate control have superb, easy-to use round knobs.....the CXL and CXS automatic units somewhat less so.

The steering wheel is WAY too large for my tastes.....perhaps in a concession to the older people with arthiritic arms and shoulders who often buy this type of car. A larger wheel usually means not only less effort in turning but a shorter reach as well. Perhaps that is the reason for the loud click-click turn signals, too...aging ears, although I noticed the same thing in the not-so-Grandpa Dodge Magnum Hemi.

So....there you have it. This is car primarily designed for comfort but with disappointing ( and in some cases VERY dissapointing ) interior trim and hardware quality. It has an engine ( in CXS and some CXL trims ) that will easily get the car out of its own way and brakes that will stop it with a firm feel. It is not the best car for the twisties but will relax you at the end of a hard day.

Would I buy one? No. I say that NOT because of an anti-GM or an anti-Grandpa / Grandma bias, and I, for one, LIKE a smooth ride like this one. But Buick management has publically targeted Lexus as its goal for fit-and-finish and this car, to be frank, is a LONG way from a Lexus. IMO it had numerous disappointments and I just feel that there are better foreign and domestic-nameplate vehicles out there in the same price range competing for your automotive dollar. I honestly don't think that this car is a particularly good value for the money. The Lexus ES330 with its quality, smooth ride and superb interior and comfort, the Lincoln Zephyr with its classy trim, and even the Chrysler 300C with its Mercedes-derived chassis and transmission make a better overall car for the money, even though the ES330 and Zephyr do not have the Northstar V8 option that the Buick has.

I have noticed a lot of interest lately in the Infiniti M-Series so I decided to make a representative of the M-Series my latest review and test-drive. A number of you CL people already own or lease M45's so I felt that I didn't need to look at that car in depth....I probably wouldn't be telling you anything you don't already know. The intro-level M35, in many ways, is like its brother G35 but with a somewhat more plush interior, so I didn't feel a need to look at that car in depth either....and many of you here at CL own or lease G35's too.

However, as you know, I have often recommended the G35X for those of you who often drive in slippery conditions.....and I reviewed the then-new Lexus GS300AWD back last spring when it first became available. Since then, the IS250AWD has debuted which competes with the AWD G35X in everything but engine size.....and Infiniti has recently introduced the M35X, which is good competition for the GS300AWD, so I felt it was a no-brainer and chose the M35X for my latest review. in addition, Carlos Ghosn, Renault / Nissan / Infiniti CEO, has been promising better interiors and fit-and-finish for Nissan and infiniti products. Is he levelling with us.....and is the company delivering? Yes.....and no. You will see in a moment.

Model tested: 2006 Infiniti AWD M35X

Base price: $43, 140

Major option: Satellite radio package

MSRP: $46, 930

Powertrain: 3.5L V6, 280 HP, 270 ft. lbs. torque, 5-speed automatic with Sportshift, AWD

PLUSSES:

Powerful, high-torque V6, even with automatic and AWD, negates the need for the heavier and more expensive 4.5L V8.

Superlative Rosewood trim on dash, console, and doors....this truly has to be seen to be believed.

Marvelous, slick-feeling and solid interior hardware...with a couple of exceptions.

Well-designed controls.....again, with one exception.

Seamless AWD system.

True sports-sedan handling.

Well-designed brakes.


MINUSES:

Lightweight, flimsy hood....I literally could not tell if it was metal or plastic until I checked the specs.

Semi-sealed, semi-buried, oil dipstick..like the BMW 3-series, you cannot just pull it out to check the oil....the electronics do that.

Engine virtually impossible to work on from above.

Econobox-level paint job out of place in a $40,000-plus vehicle.

Awkward, hard-to-use step-on emergency brake with no auto-release.

Funeral-home paint colors, again with one excepton....and too many shades of silver and gray.

Dark interior trim somewhat dull-looking, except for the superb rosewood strips.

Infiniti's " Controller " system not as bad as BMW's I-Drive but still frustrating and overly complex.



The first impression one gets of the car on the outside, from its overall shape and execution, is one of just another more-or-less standard mid-size Nissan / Infiniti product.....there is nothing out-of-the-ordinary which really differentiates this car from most of its corporate brothers.

Upon close inspection of the outside, Ghosn & Co. have a little more homework to do. The first thing that needs attention is the Nissan Sentra-grade paint job that is full of orange peel, lines, and other imperfections and somewhat lacking in gloss. And only one color....Crimson Roulette, roughly similiar to the Lexus Inferno Red, did not look like a funeral-home color, IMO. And can we please have a real hood instead of what feels like a piece of cardboard? The first gust of wind with that thing open will flip it back and tear it right off its hinges.

Open the door, however, and get inside, and..... WOW do things change. Here Ghosn and Co. have really delivered on the promise of better fit-and-finish. ALL of the hardware.....even the frustrating Controller....operate with the feel and precision of a Swiss watch. Even Lexus does no better. The real ( not imitation ) Rosewood trim......and LOTS of it, I might add.....is a real treat to the eyes, all over the dash, console, and doors.....and it is beautiful. You can tell it is real wood, not just high-gloss polished stuff that looks and feels like plastic. Well-done, Infiniti. The RWD M35 Sport, in contrast, uses a gray aluminum with a carbon-fiber type grain pattern instead.

The steering column is tilt-and-telescope, BOTH with electric motors. The leather seats have good support and drop low enough for a guy my size to wear a cap without hitting the sunroof.......cars in the last few years have been getting much better at accomodating big guys in sunroof-equipped models. The gauges full-sweep on start-up, have the traditional Infiniti yellow-orange dash lights, and electroluminescent bright-red pointers. And (as always ) you can find that silver Infiniti oval analog clock....one of the company's oldest traditions.

I have never liked I-Drive style controls ( and probably never will ). This one, however, had a superb, slick feel and precision from the silver dash knob, and was somewhat less confusing than the Bangle ones ( the salesman's knowledge and ability to demonstrate it helped a lot ) but, why can't we just have some real knobs and switches? It is so much easier and more foolproof. One good thing that did come with this system, though, was a backup camera, Controller-operated. It not only gave you a view of the rear but by different-color lines and tick marks actually showed you where the rear end would end up at different steering wheel angles. This particular car was not NAV-equipped so I could not sample that function. And the awkward foot-operated emergency brake is somewhat out of place in a sport sedan and requires you to lift your left leg high to step on it....where your knee bangs into things.

On the road, the 3.5L V6 with 280 HP and 270 ft.-lbs. of torque was more than adequate, even with the automatic and the extra weight and drag of AWD. This car will more than get out of its own way...I see no need for the more expensive and thirstier 4.5L V8 unless you just want a drag racer. No problems with the chassis, brakes, or suspension....all well-above average. The steering response on this car is first-rate....you can throw it around corners almost like a Miata, where its AWD helps grip the road like on rails. However, the power steering is a little overboosted for my tastes, does not have particularly good centering, and in general is a couple of notches.....as is everybody else's......behind the class-leading BMW 3-series steering. The ride is best described as firm but not harsh....you can tell it has 45-series tires ( the M35 and M45 Sport both have 40-series). Road and wind noise are minimal.....but the mufflers and exhausts definitely make their presence known when you accelerate.

So.....to sum up........this car, outside, is no match for archrival GS300AWD. Inside, the two cars are just about even....both have outstanding fit-and-finish. The M35X scores points for some of the best wood trim available today and enormously-improved fit-and-finish over the Infinitis of just a couple of years ago. The GS scores points for having an I-Drive / Controller-free interior, slightly better refinement, and a first-rate paint job.

On the road, the GS300AWD is a better cruiser....the M35X a better sports sedan. Both have seamless AWD systems ( yet, ironically, no more seamless than Subaru AWD systems for half the price ). Neither have particularly good tires for winter but the AWD is a definite plus here. Both cost just about the same....the GS can probably be expected to retain its value a little better, but Infinitis are starting to improve in the depreciation category too.

The 3-series BMW has been enormously popular throughout the years, especially on the East and West coasts, and not without reason. It has been the quintessential sports-sedan, and not only has consistently outsold its competition but, in the opinion of many people and organizations, has been the benchmark and has set the standards for this class of vehicles. while, of course, many people lust after the M3, the 325i, 328i, and 330i are really the bread-and-butter cars, not only for the 3-series line but for BMW as a whole, especially in the American market. While these cars, in some ways, are best appreciated with manual transmissions, the increasing congestion on today's roads almost everywhere.......especially in my D.C. area and in SoCal..... dictates that the majority, if not most, of these cars are now sold with sport-shift automatics....so that is the way I checked this one out, although some high-performance BMW's get the clutchless SMT (Sequential Manual Transmission) . In addition, I wanted to see if the latest version of I-Drive in the new 3-Series is any better than the infamous ones in the 5 and 7-series versions that have brought so much criticism ( it isn't , as you'll see in a minute ) so I deliberately picked a model with I-Drive and NAV ( it comes together as a package ). I also wanted to just see in general how much this car compares with the earlier, superlative 3-Series, especially since BMW has publicly stated that this new 3-series would not be as radically altered as the previous Chris Bangle cars.

So....here are my impressions of the car...both good and bad.

Model Tested: 2006 BMW 325i, automatic, I-Drive-NAV package.

MSRP: $41,975

PLUSSES

STILL the Ultimate Driving Machine.....Best-in-Class power steering and chassis dynamics.

The least-objectionable Chris Bangle product yet in the American market.

Remarkable ride-handling combination; firm, well-controlled ride without being harsh despite the low-profile tires.

Responsive automatic transmission in both full-automatic and auto-shift modes without being harsh.

Plenty of room inside and good driving position even for tall drivers and a sunroof.

Well-designed, supportive seats.

Lots of little luxury touches....such as the power-folding outside mirrors.

Gas struts for hood....no cheap prop rods.

Firm, well-designed, effective brakes....even without Brembos.

Clear, round, simple, easy-to-read primary gauges directly in front of the driver.

Well-applied paint.

Starter-button eliminates fumbling around with keys.

Fat, small-diameter, meaty, well-padded steering wheel a delight to hold and use.



MINUSES


I-Drive STILL the Ultimate Frustration Machine.

NAV system difficult to program.

No underhood oil dipstick...you must rely on electronics for even the oil level.

Questionable value at nearly 42K.....although there are cheaper versions without the I-Drive / NAV package.

So-so overall build quality.

$475 extra for Titanium Silver paint? An insult to ones's intelligence.

Interior hardware not up to a car of this price range.

Poorly-designed and possibly hazardous cup-holders.

Flimsy, cheaply-designed stalks on the steering column.

Snooty dealerships.



Once you get past the traditionally rather snooty and so-so greeting you usually get at BMW shops ( although the guy I dealt with was fairly nice, it still is a long way from Lexus and Saturn shops ) my first impression of this car was that it was built, first and foremost, for the twisties and for steering feel, and relatively little attention given to much else except electronic gizmos. . So, yes, in that sense, it is still the Ultimate Driving Machine. But, boy, WHAT a steering system. BMW engineers just seem to have a magic touch for designing power-steering and chassis dynamics that no one else in the industry seems to have. You can practically drive this car blindfolded just by feel alone. And the suspension, despite low-profile tires, does not beat you up either while transmitting this magical road-feel and response.

Unfortunately, the rest of the interior, despite the well-designed, clear, gauges and seats, leaves a lot to be desired. I-Drive?......STILL a mess and STILL just as frustrating as the versions in big-brother 5 and 7-series cars, despite reports in the auto press to the contrary....at least that was my impression. I would never have this POS of an electronic system in any car I owned ( sorry, genearch....I know you like it but I strongly disagree ). Even the salesperson......who sells these cars for a living.....had problems figuring it out. The NAV system was not quite so bad but still was more complex than necessary. The sound system was better-than-average for a German-designed car but still not up to Lexus sound levels.
The interior hardware, except for the steering wheel, which was superb, IMO was disappointing for a car in the 35-to-40K and up price range...though I have seen worse, especially in the Ford Mustang. The steering column-mounted stalks were especially flimsy-feeling.

The two front cupholders are recessed into the right-side dash just above the glovebox...you press on them and the left one comes popping back out at an angle and the right one straight back out. Though they have a curved-side designs, the sharp, blunt corners could possibly hurt or bruise you if you went forward into them while they were extended and the airbag or belt didn't cushion you.

On the road.....I have already described and praised the steering system and the chassis / suspension ...no need to add anything on that here. Noise levels were pleasantly low at cruise, and the dual exhausts were noticeable but not too much so. Brakes, even for non-Brembos, in the BMW tradition were superb. Power level in the engine was adequate, but this car is not a drag-racer....about equivalent to the Lexus IS250 , perhaps its closest competition, with almost identical HP and torque figures.

So, in a nutshell......if you want the best ( and I mean the BEST ) in sedan driving dynamics, a sedan you can practically wear like a glove, and don't mind so-so build quality, snooty dealerships, and the possibility of serious problems and expenses after the warranty is gone.....here's your ride, whether it is the 325i or stronger-engine versions of the 3-Series.

Just avoid the I-Drive ( which, fortunately you can do in this car and save money to boot ) if you want to keep your sanity. Avoiding the I-Drive in this car means avoiding the NAV also.....fine... avoid them both. This car is not cheap either, for its size...although it comes with a lot of nice little touches, I don't consider it a particularly good value, even in the cheaper versions that don't list for almost $42,000 like this one did. The archrival Lexus IS250, for example, not only substantially undercuts this car's price, even with AWD, but blows it away as well with its build quality and refinement....but the IS cannot equal this car's driving dynamics, which, yes, STILL set the standard for compact sports sedans.................Chris Bangle or not.

http://www.lincoln.com/zephyr/home.asp

Seems to be lots of interest lately in the new Ford Fusion / Mercury Milan / Lincoln Zephyr triplets, so, as I had already stated that I would look at them, I popped by the Lincoln-Mercury store today to check them out. I had already seen, not test-driven, the Fusion and Milan elsewhere but not the Zephyr. So most of my time today, (and the test-drive) was spent with the Zephyr. Of the three cars, I felt that the Zephyr would be of most interest to the typical CL member reading this....more so then the cheaper Fusion and Milan.....and, not surprisingly, the Zephyr was clearly, IMO, the best-looking of the three, inside and out.
So....here's my report:

Model Driven:

2006 Lincoln Zephyr
MSRP (including freight) $30,995.
3.0L V6, 6-speed automatic.
Exterior: Black
Interior: light cream leather

PLUSSES:

Competitive price ( base $26,990 )

CLASSY interior

Reasonably tight body structure

Well-refined and fairly isolated interior...not as well-isolated as Town Car.

Somewhat conservative but still attractive color choices

Console-mounted parking brake...the only one in the Lincoln-Mercury line except for brother Milan.

4 year / 50,000 mile warranty instead of 3 / 36 like Ford and Mercury products.

AWD model on the horizon.

Plenty of head and leg room inside on the base model.

Large, superb, well-shaped, no-nonsense taillights...some of the best I have seen.

Choice of keyless-entry or door push-pad numbers....both combined.


MINUSES:

Dummy wheel and spare tire instead of real ones.

Poorly and cheaply-chromed, rigid, nonfolding outside mirrors.

Too much road noise....and a less-than-smooth ride over bumps.

Flat, non-supportive, leather power bucket front seats.

3.0L V6 engine almost impossible to work on from above.

Second-rate paint job ( in the domestic-car tradition )....too much orange peel.

Front-drive fine for normal driving and winter traction but not for hard, sport-sedan driving.

Interior hardware classy in looks but mixed in quality...some well-done, others cheap and flimsy.


OK...the first impresion one gets of this car is that it is a modern, up-to-date, more economical and agile Lincoln with the classic 60's interior......something that the last smaller Lincoln...the LS....didn't have. Ordinarily.....me being Mr. Practical......I don't usually recommend higher-priced cars over less-expensive corporate brothers but in the case of the Zephyr, I'm going to make an exception......IMO the interior alone on this car, with its classy, squared-off sections and well-finished look, is worth the $5000-$8000 premuim over its less expensive Fusion and Milan cousins. In many ways the interior combines the '60's Lincoln look I grew up with modern ( but rather flat and unsupportive, especially for a guy my size ) bucket seats. The circular air vents were well-designed, with the Pontiac-style circular twirl motion but with hinged, adjustable slats, and had a nice, firm, well-crafted feel....unusual in a Ford product. The 4-spoke steering wheel ( with wheel-mounted buttons, of course) was rather unusual...the leather was on the top and bottom, with the real ( highly polished ) wood at the three and nine-o'clock position on the sides. Lincoln says its research shows customers prefer the wood on the sides rather than the top and don't like gripping the wood for actually steering.
Ordinarily I am not a fan of highly polished wood ( I like flat-matte wood surfaces) but it looks really nice in the Zephyr...ditto for the wood strips on the doors and lower dash. Light-color birchwood ( like in some Volvos ) is also available if desired. Almost everything about the interior looks classy and well-done (unlike the Lincoln LS )....I was very impressed with it, except for some of the dash-mount switches for the headlights and the power-window switches, which felt cheesy in the Ford tradition....and the left-hand stalk for the turn-signals, which was mounted at an odd up-angle which made one think it was stuck in the right-turn position....this took some getting used to, but had a nice, Japanese-precision feel to it.

There is plenty of room inside even for my 6' 2" and 275-lb. frame. Base models without the sunroof and NAV systems ( there are no separate Zephyr model lines as such) have PLENTY of headroom and well-designed, rotary-knob , simple-to-use radio and clear, simple dual-climate controls. More expensive models with sunroof and NAV systems suffer a little loss of headroom but still are not bad at all in that regard.....and my big frame is a good judge of that. NAV models, however, like many similiar cars, have more-complex radio controls.....you will have to get the Owners' Manual out.

On the road...the 3.0L 4-valve Duratec V6's power level, with its 205 ft.-lbs. of torque, was fine if you don't plan to go drag-racing on Friday nights....but this engine is NOT for do-it-yourselfers. With its plastic upper shield and general design, you can reach almost nothing from above, which means a trip to the shop or car ramps for just about everything. The front-drive, 6-speed automatic shifted smoothly and quietly and kicked down readily....( again, as always, not over 4000 RPM with a new car ). The engine was quiet except for moderate-to hard acceleration, when a distinctive sport-sedan-growl could be heard. The ride was a little on the firm side for my tastes....primarily due to the 50-series 17" tires ( all else equal, I generally don't like anything under a 55-60 series ), and tire and road noise distinctly made its presence known on many surfaces.....IMO the car could use a little more insulation underneath. No problems with the 4-wheel disc brakes.....smooth, liner feel, light-to-moderate effort.....none of that Mercedes brake-by-wire no-feel crap. Handling, likewise, for a front-drive car, was exemplary ( perhaps due to the same low-profile tires that gave a less-than-perfect ride ) but the steering, like many other Ford products, felt too light and overboosted for my tastes, without much on-centering feel.

I definitely want to go back and drive the AWD model when it becomes available. IMO it will be a good domestic competitor to the new Lexus IS250 AWD....though the IS no doubt has somewhat better materials and build quality, and probably an even stiffer ride with its 45-series tires.

So.......here's my overall take in a nutshell:

This is a well-executed, competitively-priced small-to-medium-sized luxury sedan with a touch of sport in its suspension and tires, a true luxury-sedan inside in looks and ( in some things ) feel. It will not compete with rear-drive sport sedans in hard-edged performance....don't look for any BMW M-type track numbers here.....but the up side to that, of course, is better traction with the front-drive....and the promise of even better traction on the horizon with the upcoming AWD version.