Aimed primarily at “soft-roaders” like the Honda CR-V and Nissan Rogue, the new Tucson features extroverted styling that enables it to stand out in the crowded compact crossover/SUV class.  Improved economy and comfort are the biggest news.  The Tucson is also the lightest vehicle in its segment, which provides a number of performance and efficiency benefits.

The Tucson is still petite, but it’s grown for 2010, gaining an inch of width and three inches in length.  The styling is pulled almost whole from the “ix-onic” concept truck…or perhaps vice versa, as Hyundai often uses concept vehicles to tease upcoming production cars.  Whatever the origin, this is a striking little sport-ute.  The Tucson’s new face is dominated by a narrower, hexagonal grille with strong upper and lower elements and recurring X shapes.  Diamond-shaped door handle cutouts distinguish the sides, and a steep rake to the rear hatchback cuts cargo space but provides a racy look.  Uplevel Tucsons are set apart by two-tone cladding, while piano-black and chrome accents, mirror-mounted turn signal repeaters in the mirrors and fog lights are used on the Limited model.  In full-dress trim, the Tucson is a very handsome little SUV indeed.

The interior looks more finished than before, a drastic improvement in materials and finish.  Hyundai’s first panoramic sunroof is available as well, brightening the cabin.  There’s ample seating for four, and five will fit in a pinch.  The X-shaped theme continues on the new dash, which features dramatically improved materials and trim–there’s no more industrial-grade plastic here.  Soft-touch buttons and a striking layout bring the Tucson’s radical new look inside.  The sloped hatch results in extraordinarily tiny D-pillar windows and a smaller cargo area, but the Tucson will still carry up to 55.8 cubic feet of cargo when the seats are folded down.  Hyundai hasn’t skimped on amenities, as an iPod/USB connecter and satellite radio are standard.  Bluetooth connectivity, automatic climate control and a CleanAir ionizer are optional.  The CleanAir unit kills germs and limits mold in the AC ducts, providing a comfortable interior environment for allergy sufferers.  An upgraded navigation system is available.
It includes a 6.5″ screen, XM NavTraffic, rearview camera and voice recognition.  The navigation also adds a 360-watt sound system with a subwoofer.

Underneath the skin, Hyundai’s emphasis in redoing the Tucson was on noise reduction.  A three-layer dash panel and firewall keeps engine noise down, while foam in the B and C-pillars and a denser hood mat keep road noise down.  The exterior aerodynamics have also been designed to cut wind noise.  As a result, the Tucson is extremely quiet, even on the freeway where tire noise is the largest distraction.  On-road handling is confident thanks to a new independent rear suspension and thicker stabilizer bars front and rear.  The front bar is hollow, to reduce weight, and the Tucson is as nimble as an economy car on the road, with only the barest hint off top-heaviness in corners.  The feeling of security is aided by the standard electronic stability control and traction control.  Anti-lock brakes are also standard equipment.

Under the hood is a new 2.4 liter sixteen-valve four-cylinder engine with variable valve timing.  It’s shared with the new Santa Fe SUV.  Power is rated at 176 horsepower, and the Tucson returns impressive 23/31 economy.  The 2.4 is a deliciously torquey engine, and the Tucson is light enough to make the most of the power.   The engine sits freakishly low in the chassis, contributing to the low, stable center of gravity and nimble handling.  A six-speed manual transmission is available in the two-wheel drive version, unusual for a compact crossover.  This will no doubt please the three-pedal faithful, but to be honest the manual transmission’s clutch is extremely light, and lacks feel.  The six-speed automatic is better suited to the Tucson (something I don’t frequently say) and provides performance that belies the compact powerplant.  It’s well-geared, and the Tucson feels relaxed at freeway speeds, unusual for a compact sport-ute.  176 horses is average for the class, but the Tucson’s light weight improves performance significantly.  When the going gets rough, the available all-wheel drive systems use a driver-selectable lock that holds a 50/50 power distribution up to 25 mph.

The fresh dose of style and efficiency go a long way toward giving the Tucson something that it lacked previously:  personality.  As the compact SUV/CUV market becomes more crowded, that’s the X-factor that’s going to determine success or failure, and the new Tucson is poised to make a much greater mark than before.  Of course, attractive pricing doesn’t hurt either, and the Tucson’s bottom line of $18,995 makes things even more attractive.  All-wheel drive starts at $23,195, and the well-equipped Tucson Limited stickers for less than $30,000.

Specifications:  All specs are for the 2010 Hyundai Tucson
Length:  173.2 in.
Width:  71.7 in.
Height:     65.2 in.
Wheelbase:  103.9 in.
Curb weight:   3203 lb. (GLS 2WD automatic)
Cargo space:   25.7 cu.ft. (seats up); 55.8 cu.ft. (seats folded)
Base price:  $18,995
Engine:   2.4 liter DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  176 @ 6000
Torque:  168 @ 4000
Fuel capacity:  14.5 gal.
Est. mileage:   23/31

The Classic Center acts much like a dealer with an unusually extensive service department.  They’ll do everything from routine maintenance to ground-up rebuilds.

Parts for anything Mercedes has ever built can be found, and those that aren’t on hand either in the Classic Center’s massive parts department or in Germany can be reproduced, as the Classic Center has access to the original designs and specifications for all of Mercedes’ cars.  “We can get anything for anything,” says Mike Kunz, manager of the Classic Center.

The focus is on authenticity, and the Classic Center keeps massive stores of OEM hose clamps and bolts on hand, never making do with off-the-shelf parts from an auto parts store.  Some parts have been upgraded–old horsehair seat cushions, for instance, are now made with a material that looks and feels the same but is produced from ground coconut shells for a more durable and environmentally-friendly product.  Parts can be had in one day from the Classic Center, and three days in the rare event that they have to be ordered from Germany.

The Classic Center’s activities are split mainly between parts sales and restoration, but there’s also a mini-museum out front, and there are a few cars on sale as well.

A garage off of the main showroom features cars representing most of the marque’s history, displayed on two-tier vehicle lifts.  Some of the cars for sale have been restored by the Classic Center, and others are consignment vehicles; either way, it makes for an interesting showroom.  Vehicles are also provided for concours events.

We lucked into a quick tour of the facilities, where several restoration and repair projects were ongoing.  The Classic Center has about nine “restoration specialists” on staff, and we saw a variety of vehicles getting the treatment, from a 600 Pullman in for extensive hydraulic repairs to a 1961 330D Adenauer in the midst of a two-year full restoration.

Not far from it was a Pontoon sedan that was also getting the same treatment; the Classic Center will do a back-to-original restoration on any Mercedes, not just the rare or special vehicles.   It’s not inexpensive, of course:  a ground-up restoration from the Classic Center carries a six-figure price tag.

Most of the center’s “patients” are Mercedes products from the 1950s and ’60s, but we saw everything from a 190 convertible to a fully restored 280SE 3.5 on the shop floor.

The yellow SLK/G-Class hybrid that circumnavigated the globe almost a decade ago was even hiding in a corner (it’s been there since at least 2006 in fact), awaiting repairs before joining the Classic Center’s museum.

The Mercedes Classic Center is a worthwhile stop, whether you’ve got a Mercedes in your garage or not.  It’s located on Whatney Street in Irvine, and the showroom is open to the public.

The old SRX was a large, wagon-style crossover, long on sheet metal and V8 horsepower, but it became something of a dinosaur when the market shifted toward more nimble and efficient vehicles.  Cadillac rethought the SRX and has come up with a luxury crossover sport-ute that’s much more in step with the times.  The new version is indicative of a change in focus for Cadillac as well, as the brand shifts away from traditional luxury and applies its well-honed craft to vehicles that consumers are looking for–without sacrificing what was once known as “Cadillac Style.”

The exterior styling is a big part of the SRX’ appeal.  Crossovers have a tendency to look dumpy, thanks to short overhangs and a tall body, but the SRX looks reasonably lean.  The lines of the bold, angular eggcrate grille are echoed by a fender vent that anchors a sweeping character line and helps to define the side of the body.  The roof tapers slightly toward the rear for a sporty, fastback appearance.  The fender vents are getting a bit overplayed, but at the rear, vertical LED-enhanced taillights with just a hint of tailfin present a unique and cool-looking visage to the world.   A year ago the SRX might not have stood out as much; it’s based on the very good crossover platform that carries the Chevrolet Equinox, and until this summer was also shared with the Saturn VUE and Pontiac Torrent.  The SRX is available with eighteen- or twenty-inch wheels.

The SRX is a handsome and easy-to-drive do-all, and the interior appointments leave no doubt that it’s a part of the Cadillac family.  “Cadillac Style” these days takes the form of an extravagant, shield-shaped center stack with a signature analog clock and tall air vents.  Contrasting hand-laid stitching on the dash, ambient nighttime lighting and satiny smooth aluminum trim are becoming Cadillac trademarks as well, and the SRX has them.  As in the CTS, a dual-mode information screen provides stereo and clock information when retracted and a full navigation-system map when raised.  The seats are comfortable and the seat heaters got a major workout courtesy of the 5-degree Michigan winter days that I braved in the multi-tasking Caddy.  Bluetooth compatibility and OnStar with Turn-by-Turn navigation service are standard, and a dual-screen rear entertainment system is available.  A keyless entry and pushbutton start are standard, and the SRX’ do-all credentials are cemented by a power tailgate and folding rear
seats that enable it to consume up to 61 cubic feet of cargo.  A standard track-mounted cargo management system is standard.

The SRX features the smallest-displacement engines in Cadillac’s North American lineup.  The standard powerplant for the new SRX is a 3.0 liter direct-injection V6 that produces 265 horsepower.  This engine is a smaller-displacement version of the 3.6 liter V6 that powers the Cadillac CTS sport sedan, and incorporates a driver-activated “eco” mode that improves fuel economy.  A 2.8 liter turbocharged V6 is optional, and raises output to 300 horsepower.  Both engines use all-aluminum, double overhead-cam construction.   The SRX’ 3.0 V6 is powerful, though the standard six-speed automatic transmission is geared for comfort rather than speed.  In all-wheel drive form, the SRX is sure-footed in all conditions and handles confidently.  Front- and all-wheel drive are offered. The all-wheel drive is a sophisticated system that uses a Haldex electronic limited-slip differential to distribute torque side to side and front to rear.  This is an active, on-demand system that provides control before grip is lost.

The drive is unremarkable, not because the ride is uninspired but because the SRX handles with ease and transparency.  Around town, the SRX fears neither pothole nor rippled pavement.  The suspension is a fully independent layout with MacPherson struts in the front and linked H-arms in the rear. The available active suspension uses real-time variable shock damping that works with the all-wheel drive to keep the ride smooth even when the road isn’t.  The standard suspension incorporates a rear self-leveling function, keeping the tail level when the SRX is loaded to its 1200-pound limit.  Properly equipped, the SRX will tow up to 3500 pounds.

Soul-stirring?  No, not really, not in the way that the CTS-V is.  But then, the SRX isn’t supposed to fire up your imagination; it’s supposed to haul groceries and people and make you feel like you’re getting a dose of extra luxury for your forty grand.  And it does that well.  Once, it would’ve been tempting to pass the SRX off as a CTS wagon, but that’s not the case–the CTS Wagon is a different vehicle entirely.  The SRX stands above the sport-wagon class as a versatile and easy-to-drive do-all that also features a healthy dose of luxury.  It’s the equal of the Lincoln MKX, its natural enemy, which has announced a 2011 freshening in response.  SRX pricing starts at $33,330.  My test vehicle featured the Premium trim level, which makes equipment like the navigation system, rearview camera, heated front and rear seats and three-zone climate control standard equipment for a base price of $47,540.  With the optional rear-seat entertainment system installed, my SRX stickered for $49,660.

Specifications:  All specs are for the 2010 Cadillac SRX Premium.
Length:  190.3 in.
Width:  75.2 in.
Height:      65.7 in.
Wheelbase:  110.5 in.
Curb weight:   4307 lb.
Cargo space:   61.2 cu.ft. (seats folded)
Base price:  $47,540
Price as tested:  $49,660
Engine:   3.0 liter DOHC direct-injection V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  265 @ 6950
Torque:  223 @ 5100
Fuel capacity:  21.0 gal.
Est. mileage:   17/23

“I ain’t scared,” the Mustang replied.  “Let’s do it.”

And so we were off, an automotive journalist completely unfamiliar with one of the most vicious freeway systems on the continent, and a throwback sports coupe.

The Mustang was quick to take umbrage.  “I ain’t a throwback,” it insisted.  “Having a long history that I’ve stayed faithful to does not mean that I’m outdated.”

It had a good point.  Redesigned for 2010, the Ford Mustang is a thoroughly modern vision of a concept that dates to the Sixties: the American muscle car.  A big V8 up front putting power to the driven wheels at the back is the basic formula.  The 4.6 liter V8 under the hood of the GT features three valves per cylinder and variable cam timing.   “Whether it’s your thing or not, you’ve got to admit that this is pretty fun,” I told the Mustang, feeling the intoxicating thrust from the 315 horsepower.  “I run just fine on regular gas,” the Mustang said, “but if you give me some hi-test, my ECU can change to improve the torque output.”

“They don’t call it ‘hi-test’ any more,” I told the Mustang.  “It’s ‘premium’ now.”

“Whatever,” the car said irritably.

Keeping up with the high-speed traffic on the 405 was a breeze, and accompanied by a pleasant growl from the tailpipes.  The power on hand makes the Mustang a decent freeway cruiser as well as being ready to hop down to the local cruise-in night.  A standard five-speed manual transmission makes it easy to make the most of that power, too.  A five-speed automatic is optional.  The cabin is quiet, and while you won’t mistake the Mustang for a Mercedes, the drive is far from crude.

“It’s a good gig,” the Mustang replied.  “That’s why I’ve stuck with it.”

Inevitably, of course, traffic came to a halt.  The Mustang’s standard anti-lock brakes brought the 3500-pound car down without drama.  Trying to merge, on the other hand, was a bit of a chore.  Up-sized wheels and tires give the suspension plenty of grip for 2010.  MacPherson struts are used up front.  “I see you’ve still got that old solid rear axle,” I told the Mustang.

“What of it?  It’s traditional, and it works.  I’ve got a Panhard rod and heavy swaybars to keep things under control back there.”  The Mustang is decently controllable under hard cornering and the shocks have been retuned for a more responsive ride.  Drive it hard, and it’s still a raw performer, and it’s easier to hang the tail out than it is to carve a perfect line.  It takes some skill to drive a Mustang fast.  For those who lack the reflexes of a trained driver, Electronic Stability Control and all-speed traction control are standard equipment.  The car is a comfortable, rewarding cruiser on long-distance trips.  However, finding a hole in traffic was hampered by large blind spots to the Mustang’s flanks.

“You’ve got a bit too much fashion over function going on here,” I told the Mustang.

“What’s behind me doesn’t matter,” the car replied.

“It does when you’re trying to change lanes, my friend.”  Unwilling to simply punch it and hope the way was clear, we settled down to wait out the slowdown.  The Mustang’s new interior is a pleasant place to hang out, thankfully.   The soft-touch instrument panel has a “twin-cowl” design and flow-through console that harken to classic Mustangs, as does the narrow typeface used on the gauges and the available aluminum trim.  There’ s more room for front-seat passenger than back-seat drivers, but four adults will fit inside.  Countering the retro looks are modern touches like ambient lighting whose hue can be changed to suit your mood and Ford’s latest SYNC infotainment system, which features Bluetooth and iPod connectivity as well as a 911 Assist function and can update the driver on the vehicle’s inner workings.  Ford’s powerful “Shaker” sound system is also available, of course.  Improved sound deadening offers a quiet and comfortable ride; only the growl from the tailpipes gets through.

The Mustang’s retro-modern looks fit in well as we cruised for a spot in a perfectly-lit Irvine parking garage.  The Mustang plays action hero well, actually.  The new model’s thrust-forward nose features rounded headlamps with a very slight sheetmetal sneer, and the GT has standard foglights in the grille.  “My turn signals are styled like they used to be in 1970,” it said.  “And those fog lights come from ‘67-’68.”

“What about the sequential turn signals in the taillights?” I asked.

“You like those?  We did that back in the Sixties, too.”  The Mustang’s long, low nose and short cabin are classically proportioned, and stood out impressively in the parking garage.  The side sculpting includes a “hip” line at the rear fender similar to classic Mustangs, and the new tail is cleaner and more distinctive with a large chrome Mustang emblem announcing its identity.  A new spin on the classic design is the optional glass-roof model.

“You’ve definitely got a lot more personality than a Lexus,” I told it.  The Mustang’s dual exhaust woofled in response.

As if to prove that California accepted the Mustang, when I returned for the car after lunch there was another silver Mustang parked next to it.  Even after all of these years, Ford’s Mustang has no trouble making friends.  Pricing for the GT starts at $28,395, and for that price you’ll get an old horse that’s learned some new tricks without forgetting the way things used to be.  It’s a surprisingly alluring combination.

Specifications:  All specs are for the 2010 Ford Mustang
Length:  188.1 in.
Width:  73.9 in.
Height:      55.6 in.
Wheelbase:  107.1 in.
Curb weight:   3533 lb.
Cargo space:   9.6 cu.ft.
Base price:   $28,395
Engine:    4.6 liter V8
Drivetrain:   five-speed manual transmission, rear-wheel drive
Horsepower:  315 @ 6000
Torque:   325 @ 4250
Fuel capacity:   16 gal.
Est. mileage:   16/24

As with past versions, the Power Wagon is available only on the sturdier chassis of the heavy-duty Ram.  The Power Wagon as we know it today has existed quietly since 2005, as the toughest off-roader in Dodge’s stable.  A modified suspension, locking differentials, underbody armor and of course a winch mounted behind the front bumper all ensure that this truck is ready for serious off-road action.

It graduates to the third-generation Ram platform for 2010, and picks up a bit more distinction.  The Power Wagon is available as a Crew Cab model with a 6′4″ cargo box.  A distinctive yet tasteful graphics package brings to mind the Power Wagons of the 1970s, with a blacked-out hood and red-lined POWER WAGON lettering emblazoned on the tailgate and just under the hood scallops that set the heavy-duty Rams apart from the lesser half-ton trucks.  The integrated 12,000-pound Warn winch rides behind the front bumper, and the Power Wagon features some of the most extensive underbody armor to be found on any factory-built truck, with hefty skid plates and a metal cage protecting all of the Power Wagon’s vitals.  This is a mean truck.  It might use that winch to help yank a stuck truck out of the mud…or it might just calmly watch it die.

On the inside, the Power Wagon shares appointments with the Ram 1500, including handsome carlike soft-touch surfaces on the dash and elegant full stitching.  The seats are comfortable enough for all-day driving, and there are dozens of cubbies for gear, including under-floor storage in front of the rear seats that can stow drinks and ice.  An available backup camera in the tailgate is also helpful for negotiating tough off-road obstacles.  Don’t let the soft materials and high-tech tricks fool you, though; the Power Wagon is a serious piece of equipment.

Only one powertrain is offered:  the HEMI 5.7 liter V8.  Tweaked for 2010, the HEMI features variable valve timing, and Dodge’s engineers have improved both output and fuel economy.  In the Power Wagon, this engine produces 383 horsepower and 400 pound-feet of torque.  It’s backed up by a five-speed automatic transmission.  Unfortunately, the massive torque of the Cummins turbodiesel can’t be had in the Power Wagon, as the longer engine interferes with the mounting of the winch.  That’s a shame; a diesel, six-speed manual Power Wagon would be a hellacious thing indeed.  The HEMI’s instant power is well-suited to off-road duty, however.  That’s a good thing, considering the standard four-wheel drive.  Though the front and rear locking differentials are engaged electronically, the four-wheel drive is controlled by a lever rather than a push-button, reminding you that the Power Wagon is a Serious Truck in the old-school sense of the word.

On pavement, the Power Wagon rides like a truck, in a good way.  Bilstein shocks provide a compliant ride that’s stiffer than that of the standard Ram 2500.  An electronically disconnecting swaybar improves suspension articulation, reducing the body twist and toss that are common to large pickup trucks on uneven trails.  For drivers who like a truck to feel sturdy and firm, the ride is perfect; it’s not bouncy over small bumps, but there’s not a hint of float in it as well.  Off-road, this translates to a suspension that’ll keep the driver informed of what’s going on underneath, even when it’s out of sight.  Walking the Power Wagon around obstacles is easy, even with limited visibility.

Driving this truck off-road is an experience.  Where off-roaders like the Jeep Wrangler and Land Rover LR3 are all about finesse in the rough stuff, the Power Wagon is as un-subtle as it gets.  This is a punch-it-and-hang-on off-roader, bred for tackling muddy bogs and slippery hills with gusto.  A combination of grippy 32-inch BF Goodrich tires, an ultra-low 4.56 axle ratio and Bilstein shocks allow for a level of point-and-shoot hill climbing that’s unheard of in a stock Wrangler.  The Power Wagon positively churns through hostile terrain, the HEMI singing a song of unembarrassed horsepower, yet the steering remains responsive even with all three differentials locked up.  More than once, it looked like the truck would be powering into the woods with a bootfull of opposite lock dialed in, and at the last moment the Power Wagon would hook up and turn just the right way in a slow-motion four wheel drift.  This is not to say that the Power Wagon can’t “Tread Lightly,” of course.  Healthy approach and departure angles, articulation and breakover angle combined with a controllable throttle mean that it can creep with ease.  But when the situation requires power, that’s where this truck shines.

The Power Wagon is a truck that knows its purpose in the market, and it’s got nothing to do with fashion or trends.  When asked how Ford’s hot-rod off-road pickup the SVT Raptor compared to the Power Wagon, one Dodge representative said that the Raptor was a nice truck, but that the Power Wagon “will be around long after it’s gone.”  For a hard-working tough truck like this one, longevity just might be the biggest achievement of all.  Of course, that durability and toughness doesn’t come cheap:  pricing starts at $45,780.

Specifications:  All specs are for the 2010 Ram 2500 Power Wagon.
Length:  237.4 in.
Width:  79.1 in.
Height:     78.4 in.
Wheelbase:  148.9 in.
Curb weight:   6398 lb.
Towing capacity:   10,450 lb.
Payload: 2400 lb.
Base price:  $45,780
Engine:   5.7 liter OHV V8
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower:  383 @ 5600
Torque:  400 @ 4000

Don’t consign Detroit to irrelevance just yet. Though it’s decreased in size compared to previous years, the NAIAS still carries its share of world introductions and shiny new sheet metal. Beleaguered Big Three members GM and Chrysler were somewhat subdued, but an aggressively optimistic Ford announced plans to expand its existing Michigan plants and bring new jobs to the area along with the introduction of the 2012 Focus subcompact. Mercedes, Honda and Audi also brought drama to the show floor.

Coming off of a universally dismal 2009 and following the rapidly growing Los Angeles Auto Show, Detroit’s floor was noticeably shy of brand-new concept cars, and many of the 2010 debutantes on display had already been unveiled in Los Angeles. But hey, I wasn’t in Los Angeles, so this is the first time I’ve laid eyes on many of these vehicles in the metal.

For easier reading, this event is split into four parts, of which this is #1.  #2 features new production vehicles introduced in Detroit, #3’s got new concepts introduced in Detroit, and #4 is all about production vehicles and concepts introduced elsewhere that I saw for the first time in Detroit.

And, as an added bonus, some scribbles from the margins of my notebook:

Ford has rolled out a new infotainment system called MyFord Touch or MyLincoln Touch, depending on which vehicle it comes in.  The peanut gallery quickly renamed it “Touch My Lincoln,” and a round of jokes about explaining inappropriate touching to your car ensued.

Ford’s also doing the “global” thing again, merging platforms between its various international arms.  Of course, the brand’s done this quite a few times before, and every time it chickens out just as things are getting interesting.  Hopefully it’ll take this time.

Kia had a strange little robot (actually, a person in a tiny robot suit).  Not entirely sure why.  It wandered the show floor for a while before making an appearance on the stand next to the new Sorento.  It was considerably less horrifying than the human-sized hamster (from Kia’s latest round of ads) at the wheel of the Soul.  Seriously:  realistic, man-sized hamsters?  Not kawaii.  Not kawaii at all.

Mercedes gave us a thing in a glass that looked like a parfait, but was actually lamb, mashed potatoes and gravy.  That’s right, it’s lunch…in a cup!  It wasn’t as unappetizing as it sounds; quite the opposite, in fact.

Honda introduced a successor to the much-loved CR-X of a couple decades ago.  It’s named the CR-Z.  Photographer Lexie Arnold pointed out that this was probably because they couldn’t call it the CR-Y with a straight face.

Toyota politely asked the assembled journalists to be careful when taking a closer look at the FT-CH concept, whose paint was still wet!

Unintentional  Star Wars references abounded; Kia’s robot was only the start.  The Hyundai Blue-Will hybrid concept has a device called a “thermal generator,” which led to a round of “he’s holding a thermal detonator!” jokes.  And the highly artistic sculpture Mercedes unveiled to tease the styling of its future coupe lineup looks suspiciously like someone froze a CL-Class in carbonite.

BMW always manages to make its presentations so boring that I miss something exciting and don’t even realize it until after the show when looking through the press materials.  That would be why the 2011 Z4 SDrive35is isn’t in my wrap-up, and we didn’t get any pictures of it.  Feh.  Anyway, for the record it’s a sexy 335-horsepower roadster that looks good in red.

Honda spent some time interviewing random people (on video) about “the future of transportation,” which, when you talk to the visionaries, sounds like it’s going to be pretty damn horrible as I don’t really want a maglev-equipped electric car-pod that’s linked into a central mapping system and can serve me coffee while it’s taking me right where I want to go without my having to drive it at all.  I happen to like the act of driving, guys.  Your future doesn’t seem to have any room for sunny-day curvy-road drives in old convertibles, and that’s very sad.  Also, every time Orson Scott Card opens his mouth, about anything, he pisses me off.  Fascinating.

On the Bentley stand, the large video screen showed a montage of the craftsmanship that went into the new Mulsanne sedan.  At one point, it shows a side-on view of all the wood veneers and leather samples that go into the car, but at a glance this image looks like stacks of money.  “The new Mulsanne is made of money!” photographer Andrew Duthie joked.  “We use twenty-dollar bills as sound deadening inside the door panels!”  The video also contributed more unintentional comedy when we watched it in concert with the bombastic sound effects that accompanied BMW’s press conference.

Cadillac’s XTS Platinum concept car looks like it eats people.  It looks like it would be the kind of monster that grabs you and shakes you to death, and then eats you.  Not sure what this means.

GMC introduced its show vehicle by saying it “takes GMC in a direction that it’s never gone before.”  “Like what?” I asked, considering the truck manufacturer’s history.  “Is it a car?”  As it turns out, the GMC Granite concept is basically a car.

Mercedes’ beautiful SLS AMG is officially our favorite exoticar, but careful observation shows that three out of five people who get into it cream their heads on the gullwing doors as they get out.  Be sure to exit the SLS AMG as you would a helicopter–bent at the waist until you’re clear.

2011 Ford Focus: The current Focus has taken a lot of flak for being a bit, well, half-assed.  With a fantastic Focus on sale in Europe, there’s been a lot of questioning Ford’s decision to keep the U.S. version on a capable but outdated platform, with an indifferent design and limited body styles.  That all changes in early 2011 when a more grown-up Focus arrives, this time shared between the United States and Europe.  Powered by a 155-horsepower 2.0 liter direct-injection four-cylinder engine hooked up to a dual-clutch six-speed transmission, the Focus features a laundry list of high-technology options including standard stability control, Active Park Assist, pushbutton start, a backup camera and the all-new MyFord driver-information system, which is a real-world version of the LCD touch-screen infotainment interface that’s been appearing on concept cars for the last five or six years.  MyFord uses cell-phone type buttons and an improved voice interface to work with Ford’s Sync system as well as a pair of configurable LCD screens to display a wide range of info.  On the performance front, understeer-reducing Dynamic Cornering Control and new electronic power steering suggest that the next Focus will build upon the fun-to-drive elements of the current car.  There’s also a full-electric version set to debut shortly after the new car’s launch.

2011 GMC Acadia Denali: GMC also showed the production version of the high-luxury Denali version of the new Acadia crossover, which looks very much like you’d expect an “Acadia Denali” to look, if you’re familiar with the Denali versions of GMC’s Yukon and Sierra.  If you’re picturing a chrome honeycomb grille, monochrome body paneling, fender flares, mahogany wood and leather on the interior and all of the luxury options available for the Denali in one package, you’ve pretty much got it.

2011 Buick Regal: Buick stopped selling the Regal here a while back, but you might not know that the nameplate continued to be sold in China.  For 2011, it’s coming back.  Riding a European Opel Insignia chassis, the Regal nameplate returns to the U.S. Buick lineup to bring a measure of sports-sedan performance to the rapidly evolving brand.  A choice of four-cylinder engines offers 182 or 220 horsepower and is connected to a six-speed automatic transmission.  It’s definitely more distinguished than the last Regal we saw in 2004, with a cool toothy Buick grille and a very handsome interior that does a great job of modernizing Buick’s aesthetic.   The switchgear and appointments are appropriately elegant yet approachable without obviously copycatting anyone else.   The Regal’s on sale this spring with cars like the Acura TSX and Volvo S60 in its sights.

2011 Honda CR-Z: This two-seater is both a hybrid and a sort-of reincarnation of the legendary Honda CR-X.  There have been rumors that a CR-X successor would be a hybrid, and with the recent departure of the S2000, Honda’s taking the opportunity to merge its sporting and environmental intentions into a single vehicle.  The stubby styling reminds immediately of the original car, especially from the truncated rear aspect with its vertical glass panel in the hatch.  Up front, the CR-Z sports an impish smile, indicative perhaps of the cheerful performance promised by its 122-horsepower 1.5 liter four-cylinder with Honda’s Integrated Motor Assist hybrid-electric drive.  A choice of six-speed manual or continuously variable automatic transmissions will be offered when the CR-Z goes on sale this summer, slotting into the lineup below the Insight and Civic Hybrid.  Will it truly resurrect the spirit of the original CRX?  That remains to be seen.

2010 Jeep Islander and Mountain: Jeep showed off a pair of special-edition Wranglers and a Liberty with a new Renegade package.  Tape-and-paint upgrades are rarely earth-shattering news, except of course to hard-core fans, but hey–it’s a tactic that’s worked for the Ford Mustang for many years, so why not?  The Islander gives the Wrangler a tiki-party mien, while the Mountain sports a more rugged look.  All three Jeep special editions boast additional standard equipment as well.

Just for the sake of thoroughness, Chrysler and Dodge also unveiled special editions of existing products:  the Plum Crazy Challenger, the Nitro Heat, Nitro Shock and Nitro Detonator, the PT Cruiser Couture Edition and the Walter P. Chrysler Edition Town & Country.   Got all of that?

2011 Lincoln MKX: Lincoln’s crossover is tweaked just enough to keep it at the forefront of the growing wave of luxury crossovers.  Between the Lexus RX350, Cadillac SRX, Audi Q5 and Infiniti EX things are starting to get a little crowded,  so Lincoln’s given the MKX’ face a deeper, larger grille and arched front fenders so it stands out more.  LED taillights add flair to the rear, and the 3.7 V6 has been bumped to a surprising 305 horsepower, while still getting up to 25mpg on the freeway.  The really big news is Ford’s MyLincoln Touch infotainment system, which is standard and replaces all of the buttons associated with the Sync driver-information system with a pair of programmable touch screens.  MyLincoln Touch uses touch-sensitive screens for all radio and climate control functions, and includes an expanded version of Sync that incorporates iTunes tagging for HD radio and other features.  Standard Lincoln tech like the adaptive cruise control, blind spot warning with cross-traffic alert, AdvanceTrac stability control and a keyless start are also a part of the new MKX.

2010 Mercedes S400 Hybrid and ML450 Hybrid: After several years of teasing and hinting, Mercedes’ luxury hybrids are finally ready to meet Lexus on the road.  The S400 Hybrid looks just like the conventional “Esser,” but is powered by a V6 and electric motor combo that bumps fuel economy to 19/26.  The ML450 Hybrid gets a 3.5 liter gasoline engine paired with two electric motors for a total of 335 horsepower and a reported 46% improvement in fuel economy compared to the V8-powered ML550.  Both are packed with the usual raft of Mercedes goodies, and both are on sale.

2010 Mercedes E-Class convertible: Much more interesting than the new hybrids was Mercedes’ E-Class convertible, which arrives to complete the new E-Class lineup.  This car’s arguably the star of the high-tech, full-size luxury range, offering all of the high-tech driving aids and taking it all a step further.  Not only does the new E-Class convertible allow the sun to shine in when its soft-top is dropped, but the January introduction was fitting as well.  The E-Class convertible might well be the world’s first all-season convertible; Mercedes’ AIRSCARF shoulder- warming system is combined with AIRCAP, a power-operated wind-deflecting panel that raises to all but eliminate cabin wind buffeting at speed.  With these two devices in place, cruising comfortably with the top down in thirty-degree weather is possible, should one be so inclined.  I’ll certainly give it a try.

2011 Bentley Mulsanne: Bentley’s new flagship sedan is the massive Mulsanne, which elegantly meshes classic Bentley styling cues with modern muscle.  The good news is that the tactile experience is more of the same from Bentley, only handsomer.  Chrome, leather (in one of twenty-four hides) sumptuous carpet (you can choose from twenty-one different colors) and light-colored wood trim (there’s a choice of nine veneers) slather the interior, and closing the door shuts out the outside world with shocking effectiveness.  High doorsills are set off by an elegant (it’s hard not to overuse that word with this car) fender crease that runs from front to rear, making the Mulsanne imposing but not as off-putting as a Rolls-Royce, which can be a good thing or a bad thing, depending.  Performance hasn’t been neglected, either; the hand-built twin-turbo V8 engine has been lightened and puts out 505 horsepower, the better to move this massive sedan with authority.  The Mulsanne goes on sale this fall.  The price of entry?  $285,000.

2011 Cadillac CTS-V coupe: Cadillac’s new CTS coupe has spawned a high-powered V version, the better to bring sharp angles and American muscle to the luxury sport coupe market currently dominated by the BMW M3 and Audi RS.  You’ve got to admit that a supercharged 6.2 liter V8 pushing out 556 horsepower is cool.  Cadillac’s Magnetic Ride Control is augmented by an even wider track than the CTS-V sedan and Brembo brakes riding under 19-inch wheels.  Visual distinction is conferred by larger air intakes and a chromy grille up front, by touchpads replacing traditional door handles and by LED light pipes in the taillights.  When will this beast hit the road?  Early this summer.

2011 Audi A8: Audi’s redesigned range-topper made its public debut in Detroit.  Touted as the “sportiest sedan in the luxury class,” the new A8 features an evolutionary styling upgrade that smoothes the sharp edges and is available with LED headlights.  The new body is aluminum-intensive, so it’s carrying less bulk than it appears to, and that will no doubt improve the economy of the new diesel-powered 4.2TDI model.  A new eight-speed Tiptronic transmission gets the power to the road, and the A8’s reputation as a technobarge is safe thanks to a radical touch-screen interface for the MMI system, an adaptive air suspension, more intelligent adaptive cruise control, night vision, Audi Lane Assist and a camera that can read speed limit signs and display the posted limit for the driver.

2011 Kia Sorento: “It’s so amazing, it traveled from the future to go on sale now!” Kia’s enthusiastic pitchman crowed about the 2011 Sorento in a cheerfully silly, high-energy press conference that wasn’t shy about poking fun at the dry delivery of many of the other execs on hand.  The new Sorento features burlier styling and will also debut Kia’s new UVO system.  UVO is shorthand for “Your Voice,” and was developed by Microsoft just like Ford’s Sync infotainment system.  Like Sync, UVO offers voice recognition, Bluetooth connectivity, HD radio and Sirius satellite radio as well as a gigabyte of internal music storage capability.  Kia says that UVO also goes Sync one better with individual voice recognition that can be trained to understand its owner.  The Sorento will also be available with a backup camera and a sub-$20,000 starting price when it debuts shortly.

2012 Chevrolet Spark: Small is the new big, and as the Chevrolet Aveo grows for its next generation, it leaves a gap at the bottom of the lineup.  Enter the Spark.  This adorably stumpy little five-door will show up in a couple of years, but so far Chevy has been quiet on the details.

2010 Volvo C30: Volvo’s adorable C30 coupe gets a facelift for 2010, with a more distinctive and assertive face and a revised tail.  The basic chopped-off silhouette stays the same, but the C30 looks higher-class, with deeper detailing.  A revised optional sport suspension with sharper reflexes is also available.

2010 Maybach Zeppelin: Maybach’s range-topping Zeppelin isn’t new (it was officially unveiled last spring), but it is fun to look at.  The stately, super-sized luxury sedan looks good with its two-tone paint and ridiculous amenities.  Maybach is arguably the least respected of the “big three” ultra-luxury manufacturers (the other two being Rolls-Royce and Bentley) but I like ‘em anyhow.  That said, given the choice between a Zeppelin and the new Bentley Mulsanne, the Bentley wins.

2010 Hyundai Sonata: I missed the new Sonata’s debut in Los Angeles as well.  Getting face-to-face with the newest Accord/ Camry competitor, you’ll immediately notice a much more striking design than before.  The extravagantly curved looks are especially unusual on a car that calls itself a family sedan, and is reminiscent of the current “four-door coupe” trend in European luxury sedans.  Inside, a V-shaped dash and sporty seats enable the Sonata to stand out further.  A 2.4 liter four-cylinder engine provides 198 horsepower and class-leading 23/35 fuel economy when equipped with the optional six-speed automatic transmission.

2011 Hyundai Equus: Hyundai’s ultra-luxurious Equus is on the way as well, and the Korean brand had one on the floor accompanied by elegant piano music just to push this point home.  The Equus is devoid of Hyundai badging, and is powered by a 368-horsepower 4.6 liter V8 putting the power to the rear wheels through a six-speed automatic transmission.  The stately exterior wraps a large, four-passenger interior with a large, Bentley-style rear cabin, and the whole package is scheduled to go on sale in the summer of 2010.

Fiat 500: Fiat’s purchase of Chrysler has car enthusiasts and fashionistas alike salivating at the thought of the cool Fiat 500 making it to the United States.  There are promises that it’ll appear, and Fiat kept the dream alive by plunking a couple of them down right in the middle of the Chrysler display.  There aren’t any on-sale details yet, but these plump little subcompacts are plenty of fun to look at, aren’t they?

2010 Mazda2: Speaking of plump, fun little subcompacts, Mazda’s Mazda2 was on the stand, presaging its upcoming North American debut.  In case it wasn’t obvious, the Mazda2 is smaller than the Mazda3, and shrinks Mazda’s fun-to-drive spirit down to compete with cars like the Honda Fit and Toyota Yaris.

2010 Morgan Aero Supersports:  Morgans aren’t a common sight on this side of the Atlantic (they’re pretty thin on the ground in their native England, for that matter), so I had to stop by and say hello to the ultra-traditionalist sportster.  Modernized though it may be, the Morgan still has one foot planted firmly in the past.  The performance is all future, though; a 368-horsepower V8 propels this ultralight targa to a 170-mph top speed, which accounts for the $189,000 price tag.

2011 Jaguar XJ and XJL: Jaguar’s new flagship sedan may be old news to some folks, but this is the first time I’ve met ‘em.  The newest cat rolls out with a blend of XF and Mercedes CLS styling that completely obliterates any memory of the previous, classic-styled XJ.  This is definitely a Jaguar for the future.  The XJL is more distinctive at a glance; with its stretched wheelbase it makes the Cadillac XTS Platinum Concept seem a bit superfluous.  Jaguar’s excellent 5.0 liter AJ V8 resides under the hood, and puts out anywhere from 385 to 510 horsepower depending on whether you want it supercharged or not.

Down in the basement, the NAIAS once again featured a mini-test track where various electric cars could be sampled.  I took a short drive in the Mitsubishi i-MIEV, which went on sale in Japan last year and is slated to come to the U.S. sometime in the next twenty-four months.  Mitsubishi’s four-door urban commuter may look like a glorified neighborhood electric vehicle, but it’s got a strong structure and pleasant low-speed dynamics that place it firmly in the “car” instead of the “golf cart” category.  At low speeds it’s not unlike a slightly larger smart fortwo, though the cabin has a bit more elbow room.

Tesla Model S: Sports-electric manufacturer Tesla has been making headlines with its on-again, off-again four-door sedan.  The Model S is currently on, and Tesla promises to have it in production by 2011.  The Model S was on display in Detroit, and its proposed $49,900 starting price is significantly more reasonable than that of the six-figure Tesla Roadster.  Tesla says the Model S will have a 300-mile range and performance comparable to a conventional sports sedan.

Lexus LF-A: Lexus’ LF-A supercar edges closer to its inevitable release, and it graced the podium again in Detroit this year, quietly reminding the world of its existence.  As if we’d forget?  The LF-A is powered by a 552-horsepower 4.8 liter V10 hooked up to a sequential transmission.  Any preconceptions one might have of Lexus as a mere luxury manufacturer are about to be turned on end–though whether the LF-A will have the same time-tempered emotional spirit as the competition from Ferrari or Porsche remains to be seen.  But hey, that’s an X-factor.  The on-sale date of the hamster-cheeked LF-A–December 2010–is definitely marked on the calendar.

2011 Toyota Sienna: Minivans?  They still make those things?  Yes, indeed.  The all-new Sienna’s gotten less boring, with shades of the Nissan Quest in its slicker styling and a raft of cool features inside:  an expandable center console, larger navigation screen, dual sunroof, simpler dash layout, power-folding third row seat, sliding second row seats with recliners and footrests, a wide-screen rear-seat DVD system that can play a single large video or two separate small ones and an available second-row seat that extends to ease ingress for handicapped passengers.  The Sienna is also available with a four-cylinder engine for the first time, as a testament to both the need for improved fuel economy and the power of Toyota’s 187 horsepower 2.7 liter four-cylinder powerplant.  Family-minded speed demons, don’t fret; the 3.5 liter V6 is still available. The Sienna goes on sale in March.

2010 Mercedes SLS AMG: The SLS AMG made its debut in Frankfurt, but Detroit was my first chance to look at the new gullwing in person, and it’s gorgeous.  With an aluminum space-frame body, 563-horse 6.3 liter V8 and a seven-speed dual-clutch transmission, this long-nosed exotic is larger than life, and continues Mercedes’ tradition of not following the mid-engined, scissor-doored herd when it comes to high-powered supercars.  Just watch your head when you’re getting out.

2010 Audi R8 Spyder: Audi’s R8 supercar drops its top for 2010.  Planing the roof off of the dramatic mid-engined fastback changes its look somewhat, but the enjoyment on hand from the 525-horsepower 5.2 liter V10 can only be improved with additional exposure to the elements.  Full LED headlights and a separately retractable rear window are also a part of the package.

2011 Chevrolet Cruze: The new big-on-the-inside Chevrolet Cruze made its official production debut last month.  Chevy’s got a hard row to hoe in this segment; it hasn’t had a well-received compact since, well, ever.  From the Vega through the Cavalier and recently-departed Cobalt, it seems that Chevrolet just can’t get it quite right–or, in some cases, even close.  The Cruze hopes to turn that record around, with a pair of modern four-cylinder engines, available turbocharging, much-improved fit and finish and standard stability control.  Fuel economy in the base Cruze could top 40mpg on the freeway, according to Chevy.

2011 Chevrolet Volt: The much-ballyhooed Chevrolet Volt goes on sale later this year.  Touted for the past year as the Next Big Thing in alternative-fuel vehicles, the Volt is looking more like it’ll be a serious Toyota Prius competitor when it finally hits the streets.  It’s one of the first of a new wave of range-extended electric vehicles which use compact gasoline engines to generate power for the electric motors which turn the wheels full-time.

2010 Toyota 4Runner: Toyota’s next-generation 4Runner made its debut at the Texas State Fair this fall, and made its way to Detroit so I could say hi.  There’s a bit less to see than you might expect; the new 4Runner is longer, wider and taller but looks more or less the same.   Drivetrain choices and this SUV’s rugged mission in life haven’t changed much; the most significant edits to the 4Runner are the addition of a “Trail” off-road version and an available third-row seat.

Subaru Hybrid Tourer concept: Subaru’s big gullwing sedan carries a hybrid powertrain and made its official debut in Tokyo last year, but this is the car’s first trip to Detroit.  The turbocharged 2.0 liter flat-four under the Hybrid Tourer’s hood uses direct injection and a continuously variable transmission, and it’s assisted by a pair of electric motors.  The two-mode hybrid system allows for full-electric operation as well.  Subaru plans to bring a hybrid to the market some time in 2012.  The Hybrid Tourer’s gullwing doors serve to highlight its spacious interior, which features a low, completely flat floor thanks to clever packaging of the hybrid system’s batteries.

Volvo C30 electric: This unassuming electric vehicle hints at big things.  You wouldn’t know this Volvo C30 was an electric vehicle if it weren’t for the funky wheels and paint, but underneath the skin it’s powered by lithium-ion batteries and features a 94-mile range on full electric power. Performance is comparable to that of the conventional C30. Volvo plans to put about fifty electric C30s into real-world testing in 2011 as the first step toward series production.

Toyota FT-EV II concept: The FT-EV II has been around for a while, but this is the first time I’ve met the extravagantly-styled urban BEV in person.  “BEV” is an acronym you’re likely to hear bandied about more frequently in the coming years.  It stands for “battery electric vehicle,” and is a new corporate-speak way of referring to full-electric vehicles (as opposed to hybrid-electrics which rely on gasoline engines for propulsion).  The FT-EV II is a smaller version of the FT-EV that was shown in Detroit last year, and features 2+2 seating in a ridiculously small footprint made possible in part by a drive-by-wire, joystick-type control system which also enables some very unusual window placement.  Toyota announced plans to offer a BEV for sale in 2012.

Scooters aren’t the first vehicles to leap to mind when thinking of battery-powered transport; after all a Vespa’s pretty fuel-efficient as it is.  Still, burning no gas at all is better than getting 100mpg, and so we decided to check out the all-new EM60-A09 scooter available from Las Vegas-based Xtreme Green Products.  This fully electric, plug-in two-wheeler has a range of about 75 miles and will charge in about an hour.   This makes it perfect for short commutes and suburban errands, all without burning a drop of gasoline.

The EM60-A09’s light weight makes it a handy alternative for RV living as well.  It will fit on most ramp-style carriers, and is small enough to be stowed in the bed of a pickup truck if need be.

This is a young and energetic company; Xtreme Green Products initially designed a proprietary battery management system for electric vehicles, with the intention of installing it in personal watercraft.  When the market for Jet-Skis began to dry up (no pun intended) with the economic recession, Xtreme Green realized that its electric propulsion system could be applied to two-wheeled transportation as well.  The company also produces the “Sentinel,” a purpose-built three-wheeled electric vehicle designed for police and security company use.

In the Xtreme Green scooter, this system is applied to a 3500-watt, 60-volt hub motor whose lithium-ion battery pack is good for over 2000 charges, which translates to daily use for at least seven years.

About forty percent of the 310-pound curb weight is batteries, and the 60-volt lithium ion cells are mounted low in the chassis, keeping the center of gravity down near the ground where it should be.  As a result, the Xtreme Green scooter is very stable and confident.   It has no trouble keeping up with traffic on surface streets thanks to a top speed of around 50 miles per hour.  Like many electric vehicles, the scoot has a single-speed transmission, but Xtreme Green equips the scooter with a three-position throttle switch that limits engine power.  This makes it more efficient when high speed is not called for.   For riders who need more capability, the Scooter has a bigger brother, the EM72-A09 X-Rider, whose more powerful 4000-watt, 72-volt motor and 65-mph speed qualify it as a full-blown motorcycle.

This is a new market segment, but the Xtreme Green EM60-A09’s looks aren’t particularly revolutionary.  The Xtreme Green Motor Scooter is a gas-powered design that has been adapted for full-electric power.  It’s not a conversion; the scooters are built in China as electric vehicles.
Front and rear-wheel disc brakes are standard, and include a regenerative function that trickle-charges the battery when they’re applied.  It’s similar to the regenerative braking systems found on most hybrid and many electric cars.  There’s a small storage bin under the seat, where the gas tank would be on an internal combustion-powered scooter, and Xtreme Green plans to offer a range of luggage racks and cargo boxes to increase the EM60-A09 versatility.

If you’ve got a short commute or are in need of economical auxiliary transportation, the Xtreme Green scooter will fill the bill nicely.  Pricing starts at $6999 for the EM60-A09, and the X-Rider is $8495.  Want more details?  Check out the company’s website at http://www.xgpinc.com/.

Xtreme Green scooter (blue) and X-Rider (yellow)

GMC Granite concept: This concept vehicle is “a new type of vehicle for GMC,” according to the talking heads from GM.  The snarky response would be, “What, is it a car?”  Um, well, it kind of is.  Think of a Kia Soul as restyled by Audi, and you’ve got the Granite in a nutshell.  GMC calls it an “urban utilty vehicle,” and it’s got the usual handsomely intricate show-car interior, suicide doors and interesting folding seat setup that expands to create enough space for a wheels-on mountain bike inside.  A full two feet shorter than the compact GMC Terrain, the Granite is powered by a 1.4 liter turbocharged four-cylinder engine and is unlikely to see production.

Buick Regal GS concept: Buick fired a shot across Acura’s bow with the Regal GS concept, which features more aggressive lines, a six-speed manual gearbox and a five-horsepower bump over the sportiest Regal.  Four-cylinder turbo power is still used, but the Regal GS also adds all-wheel drive and handsome 20-inch wheels.

Toyota FT-CH concept: CH stands for “compact hybrid.”  Toyota’s expressed an intent to expand its hybrid lineup, and the FT-CH is 22 inches shorter than the Prius.  Intended as an urban commuter, the FT-CH is lighter and more efficient than the Prius, of course, and offers city-friendly dimensions.   Fun “eight-bit” styling is inspired by classic video games, according to Toyota; it’s most noticeable in the blocky wheels and square graphics housing the turn signals.  The FT-CH is ultra-smooth and even though it’s a concept, it’s easy to see that a production version would have a sportier look than the current Prius.  Toyota’s rumblings about expanding the scope of its hybrid lineup are competition-driven, of course–specifically by Honda, which aimed for a two-fer with the production version of the sporty-yet-efficient CR-Z.

Chrysler/Lancia: What the hell is that thing? I asked myself.  It’s not the love child of a PT Cruiser and a Pacifica, though you’d be forgiven for thinking so.  What it actually is, is a European Lancia Delta with Chrysler badges, a possible product of the Chrysler-Fiat marriage.  Not familiar with Italian manufacturer Lancia?  Not a surprise.  They haven’t been sold in the U.S. since 1982, though that’s likely to change soon.  Interestingly enough, most car-savvy Europeans I’ve talked to think the current Lancia Delta is a rather mediocre car, so I’m not sure what bringing it to the States as a Chrysler would accomplish.

Cadillac XTS Platinum Concept: This big, razorblade-y styling exercise from Cadillac serves to underscore the brand’s commitment to its “Platinum” badge, which denotes the highest-luxury versions of its products.  Cadillac says the XTS Platinum concept is a vision of a “personal headquarters.”  It’s not a bad HQ either, especially considering the overhead console, etched suede leather interior trim and generous rear cabin with full infotainment capability.  The XTS Platinum has surprises under the hood, too; a two-mode plug-in hybrid 3.6 liter V6 engine provides power to all four wheels.

Volkswagen New Compact Coupe Hybrid concept: Volkswagen staged the world debut of the NCC in Detroit.  This elegant, sporty four-seat coupe looks production-ready, so there’s a good chance that there’s a Jetta or Passat coupe in the wings waiting to use this sheet metal.  Whatever they call it, a vehicle like the NCC would be a decent addition to the lineup–even if critics are going to say the look was cribbed in part from an old BMW template.  A 150-horsepower four-cylinder engine is coupled to a 27-horse electric motor and a seven-speed dual-clutch DSG transmission, resulting in 45-mpg fuel economy and a 141-mph top speed.  The NCC is a dual-mode hybrid that can power itself on full-electric drive as well.  Volkswagen plans to introduce its first hybrid shortly–though it’ll be an SUV, not a front-wheel drive coupe.

BMW Concept ActiveE: Though the basic message of BMW’s press conference was, “We’re not sucking quite as badly as the other guys,” the brand managed to be upbeat about the future.  The Concept ActiveE may look like a 1-Series, but it’s a fully electric vehicle that’s schedule to go on limited sale in 2011.  It’s the second evolution of the electric propulsion system that premiered in the MINI-E this year.  BMW says the system offers the equivalent of 170 horsepower and a range of about 100 miles on a charge.  A range-extending “Eco” mode is also available, and the electric drive and batteries have been installed without negatively affecting the 1-Series’ 4-passenger capacity.

MINI Beachcomber concept: The Beachcomber concept is a harbinger of the upcoming crossover vehicle from MINI.  The question of whether the MINI lineup needs to expand at all aside, the door-less, roofless Beachcomber is a fun concept, with shades of the classic Mini Moke beach buggy.  The raised off-road stance and tall tires are combined with all-wheel drive and a longer, taller body that’s still clearly a MINI to produce an open-air beach cruiser.  Look closely and you can see the lines of the MINI crossover that’s likely to turn up in the next year or so.  A “Center Rail” accessory system extends through the car from the dash and allows a variety of accessories to be plugged in.

Toyota Prius Plug-In Hybrid: Kind of low on the visual-interest scale is Toyota’s Prius plug-in hybrid.  Why do we care?  Plug-in hybrids are able to charge their batteries using standard household outlets, and offer expanded full-electric driving capability.  It’s the same as the familiar Prius, but with a dramatically extended gasoline-free range.   The Prius plug-in hybrid charges in about three hours from a 110V or 220V outlet, and can drive about thirteen miles at speeds up to 60mph on full-electric power.  It’s a stepping stone between hybrids and fully electric vehicles, and offers a handy compromise between the two.

Hyundai Blue-Will concept: Hyundai’s pushing its Blue Drive system, which foreshadows a hybrid-electric Sonata to come from Hyundai in 2011.  The complex and intricate Blue-Will concept is powered by a 1.6 liter, 152 horsepower direct-injection gasoline engine with a 100kW electric motor and a continuously variable transmission.  That’s not much different from most compact hybrids.  What is different is the “thermal generator” which boosts efficiency by capturing hot exhaust gases and converting them into electric energy to power the auxiliary systems.  The interior is extravagant show-car fare, with floating white leather seats and thin-film LED lighting forming the instrument panel.

Chevrolet Aveo RS Concept: The inexpensive Chevy Aveo has occupied the bottom of the automotive food chain for a few years now, and from the look of things it’s tired of being the butt of all the jokes.  An all-new Aveo is on the way soon, and it’s preceded by the hot-hatch Aveo RS Concept.  This five-door features aggressive three-door styling, a central exhaust and a 1.4 liter 138-horsepower turbocharged engine (borrowed from the much larger Cruze) that’s connected to a six-speed manual transmission.  It’s larger on the inside, and many of the details, including the motorcycle-inspired “mini-cluster” instrument panel should appear on the production version.

Audi e-tron concept: While I was missing Audi’s press conference in order to get lunch (what do I look like, a machine?  A body’s gotta eat, you know), the German manufacturer unveiled its second “e-tron” electric vehicle concept.  The e-tron looks like the R8, but it’s smaller.  The styling actually hints at Audi’s upcoming R4 mid-engine sports coupe.   Unlike the R4, the e-tron features a lightweight plastic-and-aluminum body and 204-horsepower electric drive system.  Audi predicts a range of about 155 miles on a charge, but the e-tron is focused on performance as much as it is on efficiency.  Light weight and a short wheelbase offer nimble handling, and the heavy battery pack is mounted in the middle of the car for mid-engine vehicle balance.  Audi introduced the first automotive heat pump for interior climate control on the previous e-tron, and Detroit’s version was so equipped as well.  The cabin is clean and almost devoid of switchgear other than Audi’s familiar MMI interface.