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There was much rejoicing in Dearborn in late April when Ford Motor Co. announced a first-quarter profit of $100 million – which, considering the losses the automaker has posted in recent years, was the kind of over-the-moon news that the company, and the domestic auto industry, sorely needed. Ford execs said they still don’t anticipate an overall profitable year for 2008 – that won’t happen til 2009, according to one exec. But as a wise man once said, good news is almost always better than bad news.

Ford Taurus X Limited

There are several factors in Ford’s sudden quarterly turnaround, but one of the key factors – and one that will determine whether the company returns to regular profitability – is the slew of new products that have come down the Ford/Lincoln/Mercury pipeline in the last two years: the Edge, the Fusion/Milan, the MKX, the MKZ, the re-designed Focus with Sync, the new Taurus sedan – and, also new for the ‘08 model year, the Taurus X crossover vehicle.

For starters, the Taurus X has the benefit of carrying the revived “Taurus” moniker – a Ford icon for 20-some years until it was retired a few years ago. When new CEO Alan Mulally took over the reins in Sept of 2006, one of his first declarations was that he was reviving the Taurus name – and that the under-performing Ford Five Hundred would be redesigned and renamed as the new Taurus sedan. I’ll be driving that one this summer, so look here in August or so for my review.

But, while they were at it, Ford knew it couldn’t hurt to take advantage of the carryover goodwill that buyers still attach to the Taurus nameplate by affixing it to another existing vehicle – and by re-designing it in the process. In this case, the Taurus X is a re-invented Freestyle, and offers 44 per cent better acceleration than that retiring vehicle, says Ford.

Crossovers come in so many sizes, shapes an incarnations these days that Ford takes care to point out that the Taurus X is a “full-size” crossover. And indeed it is – it offers three rows of seating, a muscular 3.5L, 263-hp V6 engine with six-speed automatic transmission and one-touch, flip-and-fold second-row seating and an available power rear liftgate. And with the second and third row folded flat, the Taurus X offers 85.2 cubic feet of cargo space behind the first row. Plus, if you fold the front-passenger seat flat, you can haul items up to nine-feet long.

The Taurus X is available in SEL, Eddie Bauer and Limited trims. I test-drove the Limited, and the handsome exterior design borrows some cues from the Edge, such as the step-up headlamps and distinctive Ford three-bar chrome grille. And, in the process of revamping the Freestyle into a Taurus X, Ford gave it is own identity, a restyled hood, sleekly redesigned front fenders and fascia, and sparkly new chrome trim surrounding the headlamps and fog lamps. It’s redesign also includes a new rear fascia, Edge-inspired taillamps, dual chrome-tipped exhaust and an optional Reverse Sensing System. Plus, the new roof rack exudes a more rugged look.

Also new, as they morphed the Freestyle into the Taurus X, is the Eddie Bauer branded series, which longtime Ford owners know is also offered on Ford Explorer and Expedition. The Eddie Bauer series comes with a distinctive two-tone paint scheme, standard 18-inch, five-spoke aluminum wheels, wiper activated headlamps and Eddie Bauer badging.

And like the redesigned focus, the new Taurus X offers the Sync feature, a spiffy Microsoft-designed system that provides an upgrade in electronic connectivity, control and ease-of-use when it comes to plugging in devices like as cell phones and MP3 players.

But let’s not overlook the “old-school” mechanical virtues, starting with the engine: The Taurus X power plant is a Ford’s 3.5L Duratec 35 V6 engine, and its 263 hp rating is also an increase of almost 30 per cent over the ponies delivered by the outgoing Freestyle. In order to accommodate the additional power – and to provide punchier performance, the previous continuously variable transmission has been replaced with a six-speed-automatic gearbox that was developed in conjunction with the Duratec 35.

And Ford says the new intelligent all-wheel-drive system is less complex than the one it replaces, and is more similar to the Edge AWD system – in that it employs an active, on-demand electro-mechanical center coupler, which delivers a more precise amount of torque from front to rear – up to 100 per cent to either axle. Ford boasts that this system can also anticipate wheel slip before it occurs. What that means is, if you’re punching the pedal with a bit too much enthusiasm, the system will “proactively allocate” torque to the rear wheels before the front wheels begin to slip.

Reviving the Taurus nameplate was a smart move, and using it to give “new identities” to two separate redesigned vehicles – a sedan and a crossover – will probably help Ford on two fronts. One, the revival of the name itself reminds buyers of Ford’s glory years, when the Taurus was consistently one of America’s top-selling vehicles. Secondly, redesigning them, using Ford’s re-commitment to quality engineering and design principles, can only help the company as it continues its Way Forward – and its return to profitability and stability.

Chevy Malibu LTZ

Another Detroit automaker that is strengthening its product line-up is GM, with some sold entries coming down the pike in the last couple of years from Buick, Cadillac, GMC and Chevy.

Perhaps the biggest splash caused by a high-volume (meaning affordable) GM vehicle this year, is the one being made by the Malibu LTZ. The Malibu has been completely redesig ned for ’08, dramatically enough that one U.S. car mag effused that it’s “the American Accord.”

Those hosannas were inspired by the new Malibu’s sleeker lines, crisper handling and more rousing performance. The Malibu is offered in three trim levels – the LS, LT and LTZ – but it’s the LTZ that is causing the hearts of performance enthusiasts to go pitter-patter. The trim levels offer a range of engine-power choices, from the 169-horsepower 2.4L Ecotec DOHC four-cylinder engine to the 252-horsepower, 3.6L DOHC V6 with variable valve timing. That’s the plant that powered the LTZ that I drove, and I’m here to tell ya that this plant launched the Malibu off the dime in a hurry, and that Chevy has tuned the suspension and steering in ways that provides nimble handling to match this punchy acceleration.

More specifically, the redesigned Malibu’s steering response has been tweaked to make it more precise and immediate. And each system is unique to each model: Malibu models powered by the 2.4L engine use a variable electric power-assist steering system, while V6 models get a hydraulic-assisted steering system.

The new Malibu rides on a balanced, four-wheel independent suspension system that includes a MacPherson strut front-suspension design and multi-link rear suspension. The front suspension employs aluminum control arms, for the purposes of minimising “unsprung mass impacts” when you hit bumps – the end result being a smoother ride. And a front, direct-acting stabiliser bar gives the driver more hands-on “feel” to allow for proper steering input. The rear suspension uses a direct-acting stabiliser bar as well – along with monotube or twin-tube shock absorbers, depending on which model you choose.

Admirably, the front and rear suspension systems are tuned for each powertrain combination, in order to deliver more “customised” driving characteristics for each model.
And, for the green-minded, the Malibu is also available as a Hybrid model, which employs a unique electric motor/generator mated to a 2.4L Ecotec VVT four-cylinder engine and Hydra-Matic 4T45 four-speed transmission.

Aesthetically, the new Malibu improves on the previous generation with a bolder stance and more striking profile that reinforces its substantial feel. Visually, the “greenhouse” appears to be lower and longer. That, and the shorter deck, imply motion and assertiveness even when the car is just sitting in your driveway. In the rear, the new Malibu borrows some Corvette styling cues just to hedge its bets when it comes to visually conveying high-performance powers.

Another eye-catching design touch that taps into Chevy’s heritage is the Malibu’s distinctly Chevy grille and the twin round taillamps. Beyond that, my LTZ test model was further distinguished by front fog lamps, clear-lens LED-lit taillamps and dual chrome exhaust outlets.

Inside, the Malibu beckons with its the ergonomic design and integrated instrument panel – not to mention the Chevrolet-signature dual-cockpit design, with prominent gauges backlit in blue, and metallic or wood grain accents.

On the safety front, GM’s StabiliTrak stability control system is standard on LT and LTZ models, and it uses high-tech vehicle sensors – which are hitched to the anti-lock braking system – to allow the driver to keep the vehicle under better control during certain twisty-road or lane-changing manoeuvres. And the new panic-brake-assistance feature will come in handy in those situations where a panic-braking event is unavoidable – it essentially reduces the braking distance, which can go a long way toward avoiding a crash.

The interior’s attention to detail matches the Malibu’s exterior, with an ergonomic design using premium materials that convey quality and value. The integrated, flowing instrument panel is notable for its Chevrolet-signature dual-cockpit design, with prominent gauges backlit in blue, and metallic or wood grain accents.

In short, the ’08 Malibu – from design to performance to overall quality – provides another signal that U.S. automakers are bracing for a comeback when it comes to re-capturing market share.

Kia Optima EX

While we’re discussing mid-sized sedans, let’s take a look at some of the inroads that Kia Motors has made in the last few years. Once regarded as a second-tier Asian automaker, at least compared to its Japanese cousins, Kia has made big strides the last several years, in terms of quality, gains in US market share and overall appeal to the American mass market. A key factor, of course, is affordability.

One of the more popular Kia entries has been the Optima, which was redesigned a couple of years ago – a redesign that yielded some significant upgrades in terms of fit and finish, attention to detail and interior appointments – making the Optima a legitimate competitor to the Malibu, Accord and Camry

Kia rightly likes to boast about its safety ratings, and the Optima received high marks from Insurance Institute for Highway Safety (IIHS) and a five-star crash rating in frontal and side impact tests from the US Department of Transportation’s National Highway Traffic Safety Administration (NHTSA).

Like the Camrys, Tauruses and Accords of yore, the Optima isn’t going to turn many heads with flashy, cutting-edge styling. Instead, it opts for a more subtle, smart and practical design, better to make inroads as a high-volume performer. That’s not to say that the Optima lacks style, though. On the outside, the chrome grille, tinted windshield and halogen headlamps give it a subtly handsome profile, utilising short overhangs and sport-like details – such as the V6 model’s dual exhausts – while circular design elements within the headlamps and rear tail lamps provide a contempo visage.

And if you want an all-around sportier look, the optional “Appearance Package” includes 17-inch wheels and premium tires, a blacked-out front grille and headlamps, aluminum interior trim and Supervision meter cluster. And, the Appearance Package for the EX models adds black interior trim accents and black leather seats.

The Optima comes in two trim levels, the LX and EX, and the standard plant is a 162 hp 2.4L four-cylinder engine. But you can also upgrade to an optional 185 hp 2.7L V6 number. A five-speed gated automatic transmission with Sportmatic™ is standard on most Optima models, while a smooth shifting five-speed manual transmission is standard on the LX four-cylinder model.

I road-tested the four-cylinder EX, and while 162 ponies may not sound like a lot, they provided plenty of zip when pushing the Optima through freeway passing and/or “escape” manoeuvres. And with gas prices pushing up to $4 a gallon in the U.S., there is definitely something to be said for a less-is-more philosophy these days when it comes to engine size.
The Optima delivers a firm ride due to the nicely tuned independent front and rear suspension systems, which employ MacPherson struts in front and multi-link with coil springs in the rear – which combine to help the Optima find that compromise between a comfy ride and responsive handling – the latter of which is also augmented by the power-assisted rack-and-pinion steering system.

Meanwhile, the current generation of the Optima is larger than in the past. It’s built on a new platform with a longer wheelbase (107.1 inches) and increased overall width (71.1 inches) –which, in conjunction with the above-mentioned tuned suspension and steering system, result in better overall handling than the last generation. The longer wheelbase also contributes to the improved ride comfort – and also, of course, increases interior roominess.

Other standard features for both the LX and EX include air conditioning, power windows and door locks, heated outside power mirrors, AM/FM/CD audio system with six speakers and new-for-2008 auxiliary audio input jack, split folding rear seats, four-wheel disc brakes and an improved tyre pressure monitoring system (TPMS).

Standard features very depending on the trim level: The LX four-cylinder model with automatic transmission comes equipped with cruise control, keyless entry and alarm, manual tilt and telescopic steering column and audio system controls on the steering wheel. The LX V6 model includes dual exhaust outlets and alloy wheels. Meanwhile, all EX models feature alloy wheels, fog lights, solar glass, a sunroof, eight-way power adjustable driver’s seat, automatic temperature control, auto-dimming rear view mirror with HomeLink®, leather-wrapped steering wheel, trip computer, floor mats and chrome accent exterior door handles, while the EX V6 adds dual exhaust outlets.

The Optima’s safety features include front and rear anti-roll bars, six airbags, four-wheel disc brakes, active front head restraints and a tyre pressure monitoring system (TPMS) that has been upgraded for ’08. Beyond the standard safety gear, buyers can opt for the available Electronic Stability Control (ESC) Package, which adds more safety features like (ABS), electronic stability control (ESC), traction control system (TCS) and brake assist system (BAS).

For ’08, the Optima also adds a couple of new features – an auxiliary input jack for MP3 players, updated gauges, and new black finish on the side mirrors.

With these kinds of upgrades and quality improvements, while keeping the price down, the Optima seems primed to nip away at some of the market share currently held by segment leaders like the Accord and Camry.